ProRail Nebraska

Dedicated to advocating for improved passenger rail and all forms of surface public transportation serving Nebraska.

Directions to the Gretna Public Library located at 736 South St. - From Omaha proceed west on I-80 to Exit 439-Route 370. Then proceed west on Rte. 370 for 4 mi. to US 6; then turn left and proceed 0.5 mi. to West Angus Rd. Turn right and go 0.5 mi. to S. McKenna Ave.; then turn left on McKenna and go 0.2 mi. to South St. Turn right on South St. and the Library is on the right (north). From Lincoln proceed northeast on I-80 to the Rte. 31 Nebraska Crossing Exit 432. Proceed north on Rte. 31 2.6 mi. to S 216th St., then turn left and proceed on 216th St. 0.4 mi. Then bear right onto South St. and proceed 0.2 mi. to the Library. Parking is available on South St. and the Elementary School across the street from the Library.

Please attend or join the meeting May 3^rd to better understand why PRN feels so strongly that Nebraska must be an active participant in the future of passenger rail travel.

February 1, 2025 - Lists NE Legislature Bills PRN is supporting, opposing, or monitoring

For the economic good of the State of Nebraska and its citizens I urge you to vote in favor of LB 256.

I attended the November 2024 annual meeting of the Midwest Interstate Passenger Rail Commission (MIPRC) in St. Paul, MN as an ally, largely at my own expense. I was highly impressed with the amount of interest and activity in improving passenger rail service that is underway in many other midwestern states. I was approached by commissioners from both Kansas and Missouri, asking me to encourage the Nebraska Legislature to rejoin.

The Federal Railroad Administration has defined a number of proposed new Amtrak priority routes, two of which would pass through Nebraska, one along the eastern end and the other through the far west, both linking several states to the north and south of us. Without membership in MIPRC, these routes, when implemented, would likely bypass our state, depriving us of millions of dollars per year of economic activity.

MIPRC membership also opens the door to implementation of additional Amtrak regional routes through Nebraska that would be of major economic benefit. Daytime trains connecting Lincoln via Omaha to Chicago across Iowa and Illinois through Des Moines and the Quad Cities would be very popular with business and recreational travelers, as would daytime service from Omaha to Denver along the Union Pacific mainline that passes through most of the Nebraska population centers. This latter service would connect with the Colorado Front Range Rail Project (in progress) that will ultimately link Cheyenne to Raton, NM through Denver and most other population centers.

The modest cost of membership of $25,000 per year is a drop in the bucket of the state budget, yet opens the door to huge potential economic benefits for our state.

It is critical, if Nebraska rejoins, that the state takes full advantage of that membership by sending its commissioners to the annual meeting. In the later years of our previous membership, Nebraska failed to do so, yet complained that we got no benefit. How could we, when we did not participate?

Iowa has bills in both houses of its legislature to rejoin MIPRC. I met a state senator from North Dakota, a state with far less population and fewer miles of rail than Nebraska, who is encouraging his state to join so they can participate in commuter rail projects with Minnesota. 80 percent of their population lives within 20 miles of Minnesota, and many go there daily to work and shop.

MIPRC membership will reopen many opportunities for Nebraska to expand travel options for our citizens and to bring others to our state for business and pleasure. Please rejoin MIPRC!

Report on Midwest Interstate Passenger Rail Commission (MIPRC) 2024 Annual Meeting

I attended the 2024 Annual Meeting of the Midwest Interstate Passenger Rail Commission in St. Paul, Minnesota on November 18-20 as an ally representing the Rail Passengers Association, of which I am the Nebraska Council Representative, and ProRail Nebraska, a Nebraska passenger rail advocacy organization.

Attendees had the opportunity to travel to the meeting on November 18 from Chicago or Milwaukee via the new Amtrak Borealis service, but I declined due to the additional driving time required. Instead, I drove to St. Paul directly, arriving that afternoon. The conference hotel was just across the street from St. Paul Union Station, the stately building that served the city since 1926, and was the site of the MIPRC meetings. When Amtrak took over passenger service in 1971 a small "Amshack" became the boarding location. However, in 2001 plans began to remake the historic building into a multimodal transportation hub, and in 2012 these plans came to fruition, with Amtrak returning as one of the services offered. I walked to the depot that evening, to meet the Borealis at its approximately 7:00 p.m. arrival and to greet the attendees who had chosen to travel on it. The train arrived on time, and I was astounded at the number of passengers who had made the journey, not counting the conference passengers. We were told the next day that the Borealis service, which began just last May, had exceeded 100,000 riders on that very trip!

Click here to read MIPRC's "First Steps Towards the Midwest's 40 Year Vision (PDF).

Nebraska's most recent rail plan was last updated many years ago, 2007, I believe. While the Federal Railroad Administration does not require state rail plans, and says that failure to have one does not disqualify application for federal funding, we have heard that presence of an up-to-date plan definitely has a positive effect on approval of such applications. Here is a link to the FRA web site: https://railroads.dot.gov/rail-network-development/planning/systems-planning/state-rail-plan-guidance. The Nebraska Department of Transportation director has told us that they have no interest in rail issues beyond road crossings of rail lines, and that the legislature has given them no responsibility or authority beyond that. That makes us wonder why the department was renamed several years ago. The Aviation Department was folded into it at that time, but as nearly as we can see it operates essentially independently in most ways. Railroads are every bit as important to business in this state as highways, so for a state agency to take this attitude distresses us. Furthermore, the two largest U.S. railroads, the Union Pacific Railroad and BNSF Railway, have a huge presence in our state, with the U.P. headquarters here, and, though the BNSF headquarters is in Texas, the company is owned lock, stock, and barrel by Berkshire Hathaway in Omaha! It seems reasonable to expect the state government to be interested in having a current rail plan in case federal funds should become available to help those important contributors to our economy. Senator Dungan’s office is planning to offer legislation requiring an updated rail plan.

Restoration of Nebraska Membership in the Midwest Passenger Rail Compact (MIPRC):

Nebraska was a founding member of the MIPRC, but dropped out a number of years ago, if I recall correctly, at the urging of former governor Hieneman. Excuses included the enormous expense of $15,000 per year dues and that "Nebraska got no benefit from membership". That is not surprising, as a series of governors, starting with Johanns, had failed to send their appointees to any of the meetings, and in later years even failed to appoint their two representatives. To the credit of the legislature, they did make their two appointments, though in later years also failed to send them to the meetings. Amtrak recently published the results of a study of potential new long-distance routes, two of which pass through Nebraska, one at each end of the state, running north to south, generally. It is likely to be some time before these become reality, but it is vital that Nebraska be a part of the planning process to get the most benefit. A map of the proposed new routes is here: https://www.theurbanist.org/2024/02/20/amtraks-long-distance-expansion-plan-includes-two-new-pacific-northwest-routes/. Senator Dungan's office is also drafting legislation to restore Nebraska participation in MIPRC.

Amtrak currently has one route across Nebraska, the California Zephyr, which runs from Chicago to Emeryville, California via the BNSF Denver route across the south-central part of the state, with stops in Omaha, Lincoln, Hastings, Holdrege, and McCook. The downside is both east and westbound trains pass through during the night. This is deliberate scheduling that was first established for the San Francisco Zephyr by the Chicago, Burlington, and Qunicy Railway many years ago, to ensure that the trains would pass through the Rocky Mountains during daylight, a trip renowned as the most scenic in the world. Having made that journey several times, I can attest to the spectacular views, many of which can be enjoyed no other way. What is needed are two more daily Amtrak trains in each direction across Nebraska operating in daylight hours. One would run from Chicago to Lincoln through Omaha, preferably via the Iowa Interstate Railway across Iowa to the Quad Cities. This would provide passenger rail access to the most heavily populated corridor of Iowa, which the Zephyr does not. Iowa was quite interested in pursuing this some years ago, but when Nebraska failed to show any interest in participating, they abandoned the plan. The route from the Quad Cities to Chicago is already in place as a state-supported Amtrak route. Another pair of daytime trains is needed from Omaha to Denver, mostly via the Union Pacific, which general follows the I-80 path through many of the larger cities. This might actually terminate in Cheyenne, as Colorado is well into planning for their own state passenger route that will have multiple trains per day between Cheyenne and Pueblo, servicing cities all along the Front Range. These two routes will provide exceptional opportunities for business and recreational travel, and offer a way for elderly and handicapped individuals to travel more comfortably to the finest medical facilities in the region.

Sen. Markey, Rep. Deluzio Introduce Legislation to Transform U.S. Rail Network

On December 17, Senator Edward J. Markey (D-Mass.), member of the Senate Committee on Commerce, Science, and Transportation, introduced the All Aboard Act, legislation that would dedicate $200 billion over five years to build high-speed rail, expand existing passenger rail service, and electrify the most heavily polluting railyards and corridors. The legislation includes critical labor protections for the existing union labor workforce and creates a rail personnel training grant program for rail workers. The legislation is led by Representative Chris Deluzio (PA-17) in the House.

If passed, this legislation could have a huge impact on both passenger and freight service across Nebraska.

"An accessible, reliable, and electrified rail network across our nation would put us on a high-speed track to fend off the worst effects of the climate crisis," said Senator Markey. "The All Aboard Act makes critical investments in every link of our rail network - from investing in our workers to expanding passenger rail to electrifying railyards across the country. This bill would give Americans the train service they are clamoring for, help save our planet, and do it all with union labor. With the All Aboard Act, I'm calling 'all aboard' the train to a greener, more connected future."

This legislation is supported by a broad coalition of labor, transportation, and environmental groups, including the Sierra Club, the Green New Deal Network, the National Resources Defense Fund, Earthjustice, the Union of Concerned Scientists, the Tallahassee Food Network, the Transportation and Trades Division of the AFL-CIO, the International Brotherhood of Electrical Workers, United Electrical Workers (UE), International Association of Machinists (IAM), the Brotherhood of Locomotive Engineers, the Brotherhood of Maintenance of Ways Employees Division (BMWED), the Teamsters Rail Conference, SMART-Mechanic, SMART-Transportation, the Transportation and Communications Union, the Transport Workers Union, the American of Federation of State, County, and Municipal Employees (AFSCME), Transportation for America, the Rail Passengers Association, the High-Speed Rail Alliance, and Solutionary Rail.

December 12th the Biden Administration’s Department of Energy released its US Rail Action Plan. The document incorporates many of our ideas advocating for the highest levels of sustainable transportation policy -- the importance of mode shift from long-haul trucks to rail along with rail electrification enabling railroads to utilize clean, renewable electric power from wind and solar sources which we have in abundance in Nebraska. We also have some of the highest density rail fright routes in the nation crossing our state, excellent candidates for electrification. The 164-page report is an easy read. (12/21/2024)

Micro Transit is a technology-enabled, on-demand service that uses smaller vehicles to transport passengers in designated areas and connect to existing fixed route transit service. Omaha's Micro Transit Pilot Project will be similar to existing micro-transit operations in Kansas City and Des Moines. Two bid proposals have been submitted, and one of the contractors operates the Des Moines Micro Transit system. O-Metro staff is reviewing the bids and will present their recommendation to the Board in January. The pilot project will last 2 to 3 years, and is primarily funded by a grant from a philanthropic organization. Fares will be higher than O-Metro bus fares but considerably cheaper than ride-sharing operators like Uber and Lyft. The Pilot is proposed with a north Omaha and South Omaha Zones. But there will possibly be a West Omaha Zone if funding is available. There will be one or more public meetings about the Micro Transit Pilot in early January. (12/19/2024)

Amtrak customers can enjoy a more accessible and comfortable travel experience at both the Holdrege and Hastings stations with the completion of a total of nearly $10 million in improvements. The Amtrak California Zephyr stops twice daily at the stations in Central Nebraska while traveling between Chicago and the San Francisco Bay, via Omaha, Denver, Salt Lake City and Reno.

"With construction, renovation, repair, and upgrade projects at stations across the country, station accessibility is a priority we're actively pursuing with funding from the federal Infrastructure Investment and Jobs Act," said Dr. David Handera, Amtrak Vice President, Accessibility, Stations and Facilities.

To provide smoother pathways for passengers with disabilities, strollers and wheeled luggage, Amtrak constructed platforms and crossings for boarding from both BNSF Railway Co. tracks in Holdrege and installed a new 860-foot boarding platform at Hastings.

A new, heated shelter is on the platform in Holdrege as part of the $5 million improvement. In Hastings, Amtrak renovated the passenger waiting area in the privately owned 122-year-old Spanish Colonial Revival Style depot in a $4.7 million total investment.

Much of the work in both communities was done by local sub-contractors, including new accessible parking, public right-of-way access with sloped accessible walkways and safety barriers, energy efficient LED light fixtures providing full-coverage lighting along the pathways and at the platform, a new wheelchair lift with secure enclosure and new signage.

This investment is part of an Amtrak commitment to creating safer, accessible facilities across the National Network through its Accessible Stations Program. Amtrak has invested more than $880 million since 2011 in accessibility upgrades and improvement projects at 124 stations across the national network to ensure a safe, efficient, and comfortable travel experience for customers with disabilities. With 20 stations brought into compliance with the Americans with Disabilities Act last year, another 30 stations are targeted for completion this fiscal year at a forecasted investment of $165 million as Amtrak works toward 100% completion by 2029.

Click here to view KSNB TV coverage of the Hastings Amtrak station ribbon cutting.

Bob Kuzelka and I met with Sen. George Dungan well before the start of the 2024 Session. The Senator recommended that we not introduce any new bills in this session because it would be a short session and many bills were carried over from 2023. As it turned out, many new bills were introduced in this session.

The net result is that the majority of bills either did not make it out of committee or there wasn't enough time left to debate and pass them.

Our LB44 seeking to have Nebraska rejoin the Midwest Interstate Rail Passenger Compact (MIPRC) did not make it out of the Transportation & Telecommunications (T&T) Committee, reportedly stalled on a 4 to 4 vote to advance it. Sen. Bostleman, a member of this committee and who has always been a "no" vote on railroad matters, is term-limited out at the end of this session. Hopefully, the composition of the T&T Committee will change in 2025 resulting a more favorable outcome for railroad-related bills.

Also failing to pass was LB31 introduced by Sen. Mike Jacobsen of North Platte. That bill would have mandated two-man crews on trains operated by Class I railroads in NE. LB31 did make it out of committee but failed to advance on the floor. However, the need for this bill has disappeared as a result of the FRA's issuance in April of its final rule mandating a minimum of two crewmembers on most trains operated by Class I railroads. As expected, this rule is vigorously opposed by the railroads and are seeking federal legislation to eliminate the FRA's rule.

The sole railroad success story this session was LB 1084 introduced by Sen. Teresa Ibach which is the Nebraska Short Line Railroad Modernization Act. This act would give shortline railroads tax credits against state income taxes for funds spent upgrading track. A cap of $5,000 per mile was included. LB 1084 was amended into Sen. Bostar's LB 937 which is a "Christmas Tree" bill including many subjects designed to get more measures enacted in this session. LB937 was signed by the Governor April 23.

Another casualty in this session was a carryover bill introduced by Sen. Lynne Walz which would have required railroads to report annually on blocked crossings. With UP and BNSF running many double-length trains in Nebraska which are prone to mishap and require more time to repair and get moving, crossing blockage is a real issue. The railroads opposed the bill saying that even if there are crossing blockages, laws to impose penalties against railroads by the states for blocked crossings have had a checkered history in the court system with most laws being struck down. Although Sen. Walz's bill only required reporting, the next logical step was a bill to prevent excessive blockages. This bill did come out of the T&T Committee and was on General File but not enacted.

LB 1212, also introduced by Sen. Walz, would task the Nebraska Public Service Commission with enforcing railroad safety. The railroads opposed this measure saying that the FRA already has many rules in place and Federal inspectors enforcing them. Those who favored the bill pointed out that the FRA regulators have "holes" regarding trackside detection devices and enforcement by the feds is not enough. Sen. Walz pointed to a large number of rail derailments in Nebraska, some minor and some major. Some involved hazardous materials. LB 1212 did not pass in this session.

By Dan Bilka - State Director for South Dakota at the Rail Passenger Association

The Long-Distance study process has identified two potential new routes through Nebraska. 1) A Twin Cities to Denver Routing that would cut through the panhandle, and a Twin Cities - Omaha- Kansas City and beyond routing. This is with continuation of the existing California Zephyr route.

This isn't the last step, this is only the first step, to expand passenger rail access in Nebraska. We'll also continue making the case for more routes, ultimately, to be included for passenger rail (North Platte, Grand Island, Ogallala, etc.). Recall that the original 1956 US Interstate Highway Act didn't include key interstate connections we have today. Congress passed an amendment in 1958 to add in new segments such as I-29 between Sioux Falls, SD and Fargo, ND. More segments can ultimately be added to strengthen our national network.

Often derided as "fly-over county", the Great Plains has outsized travel needs compared to our population size. We often have to travel longer distances, more frequently, compared to our coastal counterparts. With your help, support, and vocal interest to the FRA, state leaders, and the Congressional delegation, we can make this network happen.

What's next? The final round of Workshops will be held later this year after which the final report will be delivered to Congress. Once delivered, we need Congress to act on these recommendations and bring these critically needed routes into reality. Once they act on these recommendations, these proposed routes will have to go through service development planning (and likely construction activities) prior to implementation.

We need to ensure that the Congressional Delegation (Senator Fischer, Senator Ricketts, and US House Reps. Flood, Bacon, and Smith) are on-board with passenger rail. They can help ensure that the Cornhuskers are a national priority moving forward.

"As for the naysayers you may have read on social media, well, they're entitled to their opinions. But nobody should draw conclusions about whether rail expansion is worthwhile just from looking at leaked sections of a vision map. And assuming that somehow a year and a half of concentrated full-time study would NOT include thinking about track conditions, capital investment, living patterns, equipment needs, or station placement and design? Well, that's just plain silly. The FRA team didn't just order out for pizza last month and sit in someone's basement to draw up a map with Magic Markers. Everyone involved knows that the next step is a broad, high-level assessment of capital needs, ridership, social and economic benefits, and stages of readiness. And that's coming in Round Four this Spring, setting the stage for additional route-specific detailed planning later on."

It is time again to ask for you to renew your support of ProRail Nebraska. Although modest, your dues allow our organization to continually move forward in support of public transportation, and more specifically, passenger rail issues. Your membership not only sustains us financially but goes to show the breadth of support for our issues.

When asked about what sets our organization apart from others, it is our work on issues other than just passenger rail. We continue to and always will advocate for increased passenger rail access and use within the State of Nebraska. Other modes of transportation do exist, and we continue to work on public access to them as well. Your contributions are furthering the acceptance of and support for passenger rail and public transportation in Nebraska.

Thank you for your continued support of ProRail Nebraska. As we continue to educate State Senators about the benefits of passenger rail, it is great knowing that you stand with us.

Please click on the Join Us link on the left for information how to renew your membership, join, or get a ProRail membership brochure. Use the tear-off form to enclose with your payment.

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