The site at the former BP Oil property “would be their second preference because it really does not meet their needs of a 400-foot platform,” said City Manager Doug Elliott, who attended the Dec. 3 meeting with the three Amtrak officials.
The site south of Chestnut Street would allow for the needed 400 feet, and adjacent property is partially publicly owned, which would negate the potential for land acquisition.
“We are looking at a Category 4 station, just a platform with a canopy,” Elliott said. “They gave us information on which site they prefer. We need to get approval, not only from Amtrak, but also CSX. Next, we have to talk about who owns the site.”
Elliott attended the meeting in place of the city’s representative to the Amtrak committee Alan Kyger, who had another commitment that afternoon.
Kyger, the city’s economic development director, described a Category 4 station as “a minimalist stop” and “basically a bus stop.”
He also explained that the word “platform” is a designation for the area where travelers would enter the train but that it would actually be a sidewalk along the tracks. Because CSX is a freight-based railroad, having a raised platform could cause problems with the wider and higher rail cars they use, so whatever might be constructed will need to be done with CSX personnel on site at all times and built to their approval.
“CSX owns the track and they are all about freight trains. Amtrak can interfere with freight travel,” Kyger said, adding that approvals will require negotiation. “From what we hear, that can take a long time. CSX oversees all work on this project. It adds a layer of cost. It adds a layer of time.”
A prior proposal for a stop in Oxford was turned down in 2009, but this most recent effort has been met with interest and Amtrak leadership has encouraged local efforts.
Another factor to be considered is that the actual platform would be built on CSX property, Kyger said, which is part of the already established right of way. The 400-foot area would, therefore, not require property acquisition. The additional space for the covered area would set back from that and would not be on that property. Having the government entities owning much of that space helps the process.
“We’re at a point where we need to figure out where to put this and how much it will cost and who will pay for this,” Kyger said, adding that estimates may range from $500,000 to more than $1 million.
“Everybody agrees it’s a great thing but who’s going to pay for it?” he said.
A local Amtrak committee includes members from the city, Miami University and other local entities interested in an Amtrak stop, including the Talawanda school district. Another interested party is an organization called All Aboard Ohio, which seeks to restore rail travel between Cincinnati and Chicago.
Derek Bauman, of All Aboard Ohio, has been promoting an Oxford stop on that route to enhance travel options.
The Dec. 3 meeting was a good sign following Amtrak’s fast-track approval of proceeding with the Oxford proposal earlier in the year, Bauman said. He also said Congress recently passed a transportation bill signed by President Obama that includes provisions for dedicated rail funding, including daily Cardinal route service to Chicago rather than three times a week.
“The timing is almost perfect,” Bauman said.
Kyger sees a greater use of a daily service through Oxford, although the times will not be ideal.
Routes are established for arrival in major cities in the morning hours, which would put Oxford stops between 2 and 3 a.m. That might not be convenient for many, but expanding the number of trips increases the possible uses for business as well as long weekends away, he said.
Kyger also noted that Amtrak and the local committee are open to other possible locations for an Oxford station.
“It’s not moving as fast as I would like,” he said. “No doubt, everyone would like to see it moving faster than it is. The good news is that Amtrak is on board.”
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