Anderson Muncie Commuter Rail Coalition

           The importance of developing viable public transportation alternatives for East Central Indiana cannot be overstated. While most Hoosiers will continue to rely on their automobiles or trucks, alternative forms of transportation are becoming critically important. With increasing congestion on the interstate and the high price of gas and diesel fuel, all of us are looking at alternatives to better control our transportation expenditures. For some it will be taking advantage of carpool arrangements, for others van pooling provided in part by employers. A number of people will find it possible to bicycle or walk to work or shopping if the distances are relatively short. Within some of our cities and towns, we have excellent public transportation systems such as MITS in Muncie or the City of Anderson Transit System (CATS).  For people in rural areas, the New Interurban provides a possible alternative if arrangements are made in advance.   
For the significant and growing number of Hoosiers who commute some distance to work the costs of transportation keep climbing. Another factor is the increasing number of senior citizens who travel to Indianapolis or elsewhere in Central Indiana but who find driving an increasing challenge. For all of these, the development of cost effective public transportation alternatives will provide welcome options and help strengthen the local economy by linking it more closely with the growth centers of the Indianapolis area.  

           Up until the last twenty years, Central Indiana has had a rich history of intercity public transportation options. In the early 1900s, Indianapolis was the site of the largest interurban traction terminal in the country with lines radiating out to Fort Wayne, Louisville, Terre Haute, Richmond, Kokomo and South Bend with connections to Cincinnati and Louisville. According to the 1931 timetable of the Indiana Railroad, there were 17 trains leaving Muncie for Indianapolis daily by way of Anderson and another 6 routed through New Castle.  The same number of trains returned from Indianapolis each day. This number was in addition to the intercity trains on the New York Central and Pennsylvania railroads stopping daily in Anderson and Muncie. As recently as the late 1970s, there were six buses running in each direction between Indianapolis and Anderson-Muncie.  Rail passenger service from Muncie on the Amtrak Cardinal offered travel West to Chicago and East to Cincinnati and Washington, D.C.  There was also commuter air service to Indianapolis and Chicago with up to four flights daily from Muncie to Chicago. By the early 1990s, all this had changed. After the last Greyhound bus left Muncie in 2006, the only intercity transportation option remaining was to drive a car or truck to Indianapolis or to share a ride with someone else.  Fortunately, LifeStream operates the New InterUrban to provide on-demand accessible vans in seven counties of East Central Indiana and coordinates its services with transit systems in Anderson, Marion, Muncie and New Castle.          

           Today transportation concerns continue as we search for possible options.  Commuter traffic has increased dramatically as more residents across Indiana commute to work across county lines and often travel 50 miles or more.  Residents from Muncie and Anderson commute from their homes to jobs in Indianapolis and beyond. The Central Indiana region has developed a web of highways affording individuals several routes to get to their places of employment. The number of people commuting to the Indianapolis metropolitan area and from Indianapolis to surrounding counties continues to increase.    
For 2006, there were 201,650 persons commuting into Marion County (Indianapolis) while 35,855 commuted out of that County (Demographic and commuter information is available for all counties in Indiana on STATS Indiana at www.stats.indiana.edu).2 Over the past year there was an increase of 3143 incoming commuters and an increase of 1704 commuters leaving Marion County each workday. Most of the surrounding counties in Central Indiana saw significant increases in the number of persons commuting into and out of their borders.  The Northeast Corridor into Hamilton County has the highest traffic congestion and has been the focus of the Central Indiana Regional Transportation Authority. Transit development would be along the former Norfolk and Western tracks used each August by the State Fair Train. Commuter service is planned along that route now owned by the Hoosier Heritage Port Authority.  In the interim, express buses are now running from Fishers and Carmel to downtown Indianapolis while others are planned.

           For those of us in Delaware and Madison counties, the challenge of developing commuter rail service to Indianapolis will require much effort and perseverance over the next several years.  The CSX line to Indianapolis and Danville offers the best prospect for commuter rail.  The number of potential riders from Delaware and Madison counties to Indianapolis, while not as numerous as from Hamilton County, is still substantial.  In 2006, there are 1685 commuters going both ways between Delaware and Marion Counties and 7800 both ways from Madison.  These could be combined with a portion of the more than 18,000 commuters between Hancock and Marion Counties. The CSX line going west to Danville could add a portion of the 41,000 individuals commuting in and out of Marion County from Hendricks County.  The potential total of commuters from counties along the CSX line into Indianapolis/Marion County from Muncie to Danville totals over 68,100 and actually exceeds the total number of commuters between Marion and Hamilton counties (65,194).  A study now underway by the Indiana Department of Transportation is looking at the feasibility of commuter rail between Indianapolis and Muncie and down to Bloomington.  It would be very useful if the study could look at the impact of extending commuter service to Danville thus drawing inbound commuters from both the West as well as from the Northeast.  As ridership grows, seven to ten trains per day could travel the length of the line in each direction.  

           Costs of commuter rail are significant but much of the money is for capital expenditures (locomotives, passenger rail cars, boarding platforms and park and ride lots). These expenditures would benefit riders for decades and would be paid off accordingly. Hopefully some funding would come from the State of Indiana as well as from the federal government. The local share would be divided among the counties.   While passenger fares would generate substantial revenue, the additional operating expenses would be shared as well. An important consideration would be the annual cost to utilize the CSX tracks.  Building station platforms and parking would create a number of construction jobs.  While the rolling stock (locomotive and cars) would be property of the transportation authority, engineers and train crew as well as security personnel could be employees of private sector firms. Some modification and rebuilding of equipment could be done at Amtrak’s Beechgrove shops, thus providing more jobs in Indiana.     

           In  a period of economic uncertainty,  this represents a bold step forward. It will require a great deal of support from local communities, local elected officials and state legislators.  State Representative Terri Austin, Chair of the House Standing Committee on Roads and Transportation and other committee members are helping to lay the groundwork for future decisions. Citizens and officials from Muncie, Yorktown, Daleville, Anderson, Pendleton, Fortville, McCordsville, Oaklandon and Lawrence all will benefit and need to be involved as well as the people of Indianapolis. On the West end, Avon and Danville are potential station stops for riders coming in from Hendricks County. Forging partnerships involving citizens groups, towns and counties along the route will all be important. It should be emphasized that riders on this route would not be the same as those commuting from Noblesville to Union Station. This route along the CSX corridor would be one of several potential commuter rail corridors coming into Indianapolis from all directions. This line would complement not compete with the Noblesville line for ridership.

           The benefits of developing commuter rail service along the CSX line are numerous.  First, it would afford a important commuter alternative for the many thousands commuting from Anderson/Muncie into Indianapolis as well as those from  Avon and Danville. Second, there is also a significant pool of commuters leaving from their homes in Marion county and traveling into the suburban counties for employment or other reasons. Third, this would provide another option for students from Anderson University and  Ball as well as students from other institutions to travel to homes or internships in Indianapolis. Fourth, residents of communities along the line would have another option for visiting museums, the State Government Center, Lucas Oil Stadium, Circle Center Mall, White River State Park and area restaurants while in Indianapolis. Fifth, residents of counties outside of those listed might chose to drive their vehicles to a park and ride lot and travel by rail the rest of the way into the central city area. A sixth factor relates to the aging population, and the realization that more and more senior citizens would benefit from a viable option to reach the capitol city.  Economic development is a seventh factor that is vitally important. People living in counties along the lines would have another choice to get to work even though they are a considerable distance from Indianapolis. Residents of Indianapolis or those in the borders of Marion County will have more travel options for jobs though out Central Indiana. Counties such as Madison and Delaware will have a closer connection to the core areas of Central Indiana where the most intense economic development and job growth is taking place.  While being connected to where the action is can be important, new residential and commercial growth can be expected in areas nearby the commuter rail stops. This proximity will provide additional jobs and potentially enhance property values.

           Commuter rail is not a panacea for other problems facing communities. It does however provide new opportunities and options for businesses and residents alike. Commuters and people of all ages can benefit from the choices made available to them.  This is a long term effort but it is one that can provide benefits and opportunities over the years.        
          

For more information contact

Roger G. Hollands, Professor Emeritus
Department of Political Science
Ball State University
Muncie, IN  47306
rholland@bsu.edu
       
           
5/30/08


 

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