The Destruction of Ashland

mcmurdo-annotated-2

The following is a letter written by Roseanne Shalf to various regulatory and government agencies. Given that technology is moving so fast it seems highly doubtful that the mid-1950s proposal from the DRPT will actually happen. But, as the letter points out, the destruction of our town is happening now.

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Dear DC2RVA,

I am a resident of Ashland, Virginia. I have researched and written much about the history of Ashland including its historical relationship with the railroad companies that travel through the center of town. I have also attended most of the meetings regarding the third rail options for years now, including the most recent ones in 2017. I am very familiar with the Section 106 study done on Ashland’s historic properties. I think that the DC2RVA group must have been surprised about the strong community reaction to the third rail through town, and you should take the wisdom of the community very seriously.

I oppose the option to put a third rail through town for a number of reasons. A few are below.

#1. THE FRA DECISION WILL HAVE IMPACTS IMMEDIATELY: The biggest and most immediate impact will be simply the decision by FRA to choose the option to add a third rail through town, even though it is scheduled for 15 years down the road. The town’s economy will begin to crash now, not just in 15 years or during the construction that will close Center Street for several years. I cannot say that strongly enough. It has happened in large cities, and even years after construction, the economy struggled to repair itself. But Ashland is a small town. We are constantly struggling to build up our public image. A 15-year lead-up, a 3 year shutdown of our historic downtown, and the impact on our primary employer Randolph-Macon College, will destroy the town for decades and it may never recover. It doesn’t matter how pretty we can make it look after construction. The economic scare has already started. Homeowners who want to sell are having difficulty getting contracts. This is especially true for homes facing the tracks. Shop owners are wary of longterm commitments and are beginning to look for a way out of the commitments they already have. That will intensify over the next 15 years should FRA choose the 3rd rail through town. Such a massive project as the one proposed for a small town like Ashland, with so few commercial, residential, and tourist corridors, cannot be compared to a project on a city that has many such corridors. Ashland WILL LIKELY NEVER RECOVER. We have too few resources.

So, if there is a better alternative, such as the Hyperloop or streamlined ways for deep-bore tunnel construction, that are developed in the intervening 15 years, it will be too late for Ashland. If the decision is made now for a third rail through town, Ashland will have collapsed. How can you contemplate such a project for this town?

#2. THE 1836 RIGHT OF WAY IS TOO SMALL: The current right of way for the rails through Ashland was established in 1836 and the town developed around it. The oldest and most historic part of town is along that current right of way. The oldest shade trees line the track. A third rail would require demolition of some of the houses and businesses, demolition of all the 100-year old street trees along both sides of the track, and it would place the rails so close to many homes and businesses that they would be rendered uninhabitable—useless. Moreover, the development over the last 181 years has been so dense that there is no way to move the buildings back 10-20 feet. Is it really worth it to choose this option? The lawsuits would be unending, would cost the government many millions, and would create longterm delays.

#3. THERE WILL BE NO WAY TO ACCESS MID-BLOCK HOMES AND BUSINESSES DURING THE 3-YEAR CONSTRUCTION PERIOD: The town was laid out formally in 1854, (please see attached map) although we believe that some buildings were constructed before then. The lots along the tracks were between 8 and 30 acres each, and over the intervening years they have been subdivided into smaller, different size lots. That created lots of different depths so that today there is not straight line along the backs of the lots. (See the Hanover gis site, attached, or access it at http://www.hanovercountygis.org) Thus, there are no alleyways behind the buildings along the tracks. To try to create alleyways today to access the mid-block buildings from the rear would require demolition of even more buildings in the historic district. To create a temporary rail or temporary travel lanes along the fronts of buildings along the right of way in order to create access to mid-block buildings would bring the car lanes or tracks within feet of some of front porches and doors—For three years or more with no break! The project cannot be phased.

#4. THE SECTON 106 STUDY REVEALED BUILDINGS THAT ARE POTENTIALLY ELIGIBLE FOR INDIVIDUAL LISTINGS. The DHR and the consultants who completed the study marked a number of buildings along the tracks in the business district of the Ashland Historic District, the residential part of the Historic District, and on the Randolph-Macon Historic Campus that are potentially eligible for individual status. They were designated as potentially eligible for individual listing because they are an unusually intact example of Greek Revival, High Victorian, or Colonial Revival architecture, or an important event took place, or an important person lived there during formative years, or an important architect designed a building. As an example, our 1923 Train Station, designed by W. Duncan Lee of Richmond, would be demolished to make way for the enlarged right of way.

We are justifiabley proud of our Ashland Historic District and the Randolph-Macon Historic Campus, and we have been planning for some time to create a separate historic district in the Berkleytown area to the north of the campus that is traditionally an African-American neighborhood to tell that part of the state and national story. These historic districts and the buildings that are potentially eligible for individual listings are not only fun nostalgically, but they tell a state and national story as well. They are serious history. Aren’t historic districts and buildings elevated to individual historic listings supposed to protect our state and national history?

#5. THE 100-YEAR OLD STREETSCAPE WILL BE DESTROYED: We have also pointed out that the 100-year old streetscape along the tracks would have to be demolished if a third rail on the surface or in a trench or in a soft-earth tunnel were to be constructed through town so that utilities could be reinstalled. It would take another 100 years to regrow those oak and maple shade trees, to say nothing of certain trees that hold a special history. As an example, the oak in the front yard of 604 S Center Street was one of a pair. In the 1870s, the family balanced a plank between the two trees to create a bench for Col. Pumphry, wounded during the Civil War, to watch the trains go by and to talk to his neighbors as they strolled by. The plank is long gone, but the tree remains. The old oaks in front of the former Ashland Baptist Church were likely planted when the church was built in 1859. Early pictures show them. Such old trees are not only pleasant to view, but the also tell a history, they soften the landscape, and they lower the ambient temperature. Not many towns in Virginia have so many large old trees that have survived so long. ( See photos of the streetscape below)

#6. THE TECHNOLOGY THAT FRA IS USING NOW IS FROM THE 1950s: We all know how fast technology changes. In transportation, countries like Canada, France, South Korea, and other nations are embracing new technology called Hyperloop for for both freight and passenger systems. Elon Musk is experimenting with a deep bore machine that would reduce costs and disruptions in our transportation system and in the social impacts. (Please see this link: https://iansutton.com/downloads/Hyperloop-Standards.pdf or Wikipedia explanation https://en.wikipedia.org/wiki/Hyperloop or Wired.com’s article on the new deep bore machine from Elon Musk’s The Boring Company at http://www.wired.co.uk/article/elon-musk-tunnel-boring) The cost is decreasing on both of those technologies. Imagine a deep bore tunnel under I-95, which is fairly straight, has plenty of right of way, and takes a train through Akka yard. It would not even require using potential future traveling lanes. Or a tunnel through the land west of Ashland, that would protect the historic farms, allow farmers to get to their fields, and would eliminate the need for and costly lawsuits related to eminent domain. Why are we still planning on using mid-20th century technology for a project that will be built mid-21st century? Shouldn’t FRA be looking at these new technologies before planning this gigantic, expensive, 3rd rail from DC to RVA, let alone through Ashland, Virginia? Innovative projects can attract donations from major private foundations like the Gates Foundation. Perhaps FRA could use this corridor as a model for the rest of the country.

Using new technology would eliminate costly lawsuits related to eminent domain.The social upheval would be nil. The project would raise support for rail projects where there was none. And the cost might be defrayed by foundation grants.

Thank you for paying attention to our comments. Please don’t put a third rail through Ashland, Virginia.

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Laws of Physics

Book Ashland Ashland
Roseanne Shalf, co-founder of the Ashland Museum and author of the book Ashland Ashland, has just submitted a detailed comment outlining the manner in which the trench option would destroy Ashland. I fully endorse her comment, which is reproduced below with permission.

As I was reading and thinking about her insights it “clicked” with me as to why the third track options — either at grade or below grade — cannot work. The logic is as follows:

  1. The first track was laid down before the Civil War. Homes and businesses were built around it at a sensible spacing. We can see that sensible spacing when we look at old pictures of Ashland, such as the one at the head of this post.
  2. At a later date — the first decade of the 20th century, I believe — they decided to install a second track. There wasn’t enough room for it but they shoehorned it in anyway. This explains why so many visitors to Ashland comment on the closeness of the tracks to the homes. The reason that they seem too close is that is that they are too close. However, we have learned to live with the situation, just as someone can get used to a shoe that is too tight.
  3. But trying to add yet another track is absurd. It doesn’t matter if it is built at grade or below grade. There is no room for it. This is not an opinion — it is merely a statement of the laws of physics. If it installed at grade, some buildings, many of which are of enormous historical importance, will have to be removed to provide sufficient space for the tracks. If the track is installed below grade then many buildings will have to be demolished. In addition, some buildings (including some constructed more recently) will fail because their foundations simply do not have the integrity to handle the appalling vibrations that the digging of the trench would create. Either way the result is the same: the loss of Ashland.

And now, here is the comment that Roseanne’s sent to the DRPT.


There is a lot of misinformation about the trench option through Ashland.

#1. So many are saying, “Well it is best to use existing right of way for projects like this. And besides, Ashland has trains going down the middle of Center Street already. How can another track be so bad?” Well, the right of way is based on conditions present in 1836. It is a TINY right of way. Trying to shoehorn a third track down the middle of a right of way and surrounding residential and business development that was built for the trains of 1836 is just not adequate for the trains of the present and future. In terms of physical safety for the people and economic viability for the town and college, putting a third rail down Center Street in a trench is simply a deadly proposition for the town of Ashland.

#2. Contrary to what some are saying, there are scores of historic family homes and business buildings that will have to be taken by the state in order to fit this trench into this tiny right of way. There are even more homes and businesses that would effectively be made unusable because the train will come so close to them. We have a detailed list of them based on the specifications supplied by the FRA. So it is not true that the impact would be less in Ashland than it would be for a bypass.

#3. Mr. Stanley and others who are against the western bypass continue to say that the project could be phased so that the entire Center Street corridor would not actually have to close down for 2-3 years. The engineers painted no such picture. They said it would positively not be a project that could be phased. I would like you to make that much more clear to the public, because that kind of misinformation makes it seem like a doable project, which it is not.

#4. The sketches that an artist drew showing the caps are not what will actually be built. They are very misleading. First, the caps will be very far apart and there will not be enough of them to soften the visual impact of the trenches. Second, when you see the trench and cap projects elsewhere that have actually been completed, they look industrial and not at all what is suitable for residential or business neighborhoods like in Ashland, so the sketches are very misleading. Third, the sketches do not show the huge, tall, interstate-style cement walls proposed along the open portions of the trench. Fourth, the open trenches will be not only an eyesore, they will be dangerous. Children and college kids would be attracted to the walls around the trenches and would attempt to climb them. Or some would want to throw objects into the trenches that could injure engineers driving through the trenches. I can see all sorts of tragedies that would happen. So the trenches which were touted as a way to make the rails through town safer, will actually make the town unsafe in a different way.

#5. We’ve been told that the impact will not happen for 15 to 20 years if it happens at all, but that is just not true. We have evidence now that even just the discussion of shutting down Center Street businesses and residences for 2-3 years is hurting real estate prices right now. And you cannot blame buyers. Who would want to buy and renovate a historic home with 100 year old shade trees in the front lawn with the prospect of the trees being cut down to make way for the temporary track that will come within a few yards of people’s front door? The economic impact is immediate. By 15 -20 years, Ashland will be a ghost town. It has taken decades to build up the credibility of Ashland as a tourist and shopping center and as a community that is attractive to young families as well as retirees. The 15-20 year breakdown of that work, will be added to the decades of trying to rebuild the town’s reputation after construction. As our mayor says, “the trench option will have a generational impact” 40 to 50 years of that kind of economic disruption is just too much for a small community to deal with.

#6. The engineers say that during the construction phase, they can just route people through rear yards for those houses in the middle of the blocks where the temporary track will come too close to the front door during the 2-3 year construction period. That is a fundamental misunderstanding of the Center Street lots. They began as 10+ acre lots and were individually subdivided here and there over the past 150 years, so the rear lot lines do not line up at all. There are no alleyways along Center Street like there are in other parts of town. In fact, in some cases, you would simply have to tear down houses in order to create ways to reach mid-block homes.

In summary, a third rail through Ashland would cause an immediate economic crash in Ashland as the most desirable properties in town lose value and businesses search for other locations. People would lose their life savings that they have poured into their homes. Tax revenue would begin to wane immediately. The town would turn into another Petersburg, unable to pay its obligations or to provide services. Any kind of third rail down this tiny tiny right of way.

Ashland’s magic mile, a postcard-like gift of lights for railroad travelers

Ashland VA Light up the Tracks

On December 9th the Channel 6 TV channel (CBS) presented a documentary about Ashland’s ‘Light up the Tracks’ tradition. You can see it here. The reporter ― Mark Holmberg ― not only toured the town, he took the train from Ashland to Richmond and made a video of what he saw.

He also interviewed passengers on the train.

Ashland VA Light up the Tracks

. . . it’s like suddenly riding into a landscape of happy lights after many miles of darkness.

“It was really pretty,” Amtrak passenger Danene Taylor told me after we had rolled through. “Some of the houses had individual candles in every window and the rest of them had Christmas lights. Very refreshing.”

Join us on a video tour of this magic mile as we ride Amtrak 83 through the “center of the universe. . .

Train Day: 2016

Train Day 2016 Ashland VA

This year’s Train Day is Saturday, November 5th. Please visit the event site to learn more.

The “No Third Rail” team will have a table in front of the museum on Hanover Ave. Volunteers will discuss the impact of the proposed project. (If you would like to help as a volunteer please let us know.)

Based on what we heard yesterday it appears as if what we have been calling ‘Case A’ (existing tracks stay in place) will not happen. So we move to ‘Case B’ which has an even greater impact. Therefore the sketch below, which is for ‘Case A’ (and which was derived from our limited knowledge as to what engineering standards are being used on this project), is probably too conservative, i.e., the impact of the Third Rail will be greater than shown. It is likely that there will be little or no road access and just narrow sidewalks. Some buildings will have to be be moved or eliminated. (We have not yet been able to access yesterday’s presentation that shows the DRPT sketch of the impact of the third rail — we will do so when the information becomes available. We can then update our own analysis.)

Impact of Third Rail on Ashland VA

CTB Meetings: November 1st – Details

Germanna Community College

One of our Ashland neighbors has provided the following additional information to do with the meetings on November 1st.

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11:00 am Ashland Theater, OPEN TO THE PUBLIC – CTB and DRPT will be giving a presentation on High Speed Rail and their visit to Ashland. Then, Jim Foley, R-MC President Lindgren and a representative from the County will briefly speak (5 minutes each.) Next there will be a Q&A between the CTB and Town and County representatives… there will be NO PUBLIC COMMENT.

The group of officials will then walk from Lee Street (Library) north to College Ave where they will ride a bus up Center to Ashcake to check out a potential new rail station location. Then, as I understand it, they will drive along the Western Bypass route before leaving for their 4:00 meeting in Fredericksburg.

Let’s show them how much we love our Town… Come to the meeting at the Ashland Theater, beautify your properties for them to see, be out and about Town during their visit and please come to Fredericksburg for public comments during CTB meeting!

Commonwealth Transportation Board Meeting

Tuesday, November 1 @ 4:00

Germanna Community College,
Center for Workforce Development and Community Education
10000 Germanna Point Drive
Fredericksburg, VA 22408

There are already a few people planning on attending/speaking at this meeting, so if you would like to car pool contact kjamkjam at comcast dot net.

If anyone has questions, you can contact Jim Foley jfoley@town.ashland.va.us or Kathy Abbott kabbott@town.ashland.va.us or Josh Farrar (Acting Town Manager)  jfarrar@town.ashland.va.us

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If you are planning on speaking at the Fredericsksburg meeting I suggest that you coordinate your comments with Jim Foley or Kathy Abbot.

 

Historic Properties

Ashland Baptist Church

The following information has been taken from an email from Rosanne Shalf, President of the Ashland Museum. Note that many of the buildings that she refers to will be destroyed if a Third Rail is put through town.

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The Virginia Department of Rail and Public Transportation will be coming to Ashland on November 1 at the Ashland Theatre and will tour the town. They will have a meeting, not a public hearing, about their plans for the fast rail. It is important that as many well-behaved, friendly citizens as possible are at the meeting and also strolling the streets, eating outside, etc. so they can see our relationship and proximity to the rail right of way.  Please make no reference to the western bypass. We need to be united. See Jim Foley’s letter.

The Federal Rail people have to take into account any historic properties that might be in the path of the proposed rail.  The way they do that is to do a “Section 106 Study” that identifies the historic properties that any proposed route would affect.

Definitions

“Contributing structures” within a historic district are ones that fit within the timeframe and architectural styles of the particular district. “Non-contributing structures” are ones like brick ranchers or other 1950s and later buildings or buildings that have been so altered that they don’t have the architectural elements of the period. I’ll point some out below.

“Historic Landmarks” are single buildings that are designated because they have some special significance because of people associated with them or because of their special architecture.

“Historic Districts” are large areas and neighborhoods that have a collection of mostly “contributing structures” of a particular time period. That’s us.

Our Districts

First, Ashland has two National Historic Districts and they contain over 200 buildings that are historic and considered “contributing structures” to the district. Most of the buildings on Center St and Railroad Avenue are within the district.  You can count on your fingers the non-contributing ones—Brock Gym, Ashland Coffee and Tea, and some mid-century homes along there or recently constructed homes. They are obvious, but there aren’t many “non-contributing”.

District #1

RANDOLPH-MACON HISTORIC CAMPUS, designated in 1979, the three oldest buildings that face the tracks built in the 1870s.  It is these that would be negatively affected by the proposed station improvements, to say nothing of having the campus split in two.  There are no non-contributing structures in this district.

District #2

ASHLAND NATIONAL HISTORIC DISTRICT, designated in 1983, contains over 200 buildings most of which are “contributing structures.” The date timeframe for our current district is pre-Civil War (Macmurdo House, The Center, Chopper Dawson’s house) to the 1930s, and “contributing structures” are those built in that time-frame that have not been so altered, especially the front facades, that they are no longer representative styles of their time. Most of the buildings on either side of the tracks are in the district from almost to Patrick St. on the north to Early Street on the south. They include but are not limited to the following, and this is a really rough breakdown. You can see the addresses in the attached file.

Historic Downtown Business District south of Rt 54, including the old Hughes Drug Store (1900), Tiny Tim’s (1901), Caboose (1870s? 1890s?), Iron horse (1913) — all the buildings on the west side of that block except for Bell Book and Candle.  On east side of that block, Cross Brothers, Shear Power, and possibly McCardle Insurance (under the permastone).  On the east side of the block farther south Fin and Feather and Chopper’s house (1858) and storefront (1871).

Historic Downtown Business District north of Rt. 54, including the old Hanover National Bank Building (1919) and the Ashland Train Station (1923). Even Homemades’ building itself was built as the USPO and Barnes Drug Store before the turn of the 20th century.  It has been modified a lot, so it might not be considered “contributing.”

Residential District South of Rt 54, including S Center St: the homes from the 300 block all the way down to Early Street and the Hendrixson’s house.  Some of those are not “contributing structures” such as the Sutton house, the house next to the Dyers that was so modified that it would no longer qualify, and the little brick cape cod on the east side of the street next to the Paces that was built in the 1950s.  The apartments next to The Center are also outside the district’s timeframe. The map extends also to much of Howard Street, part of Race Course, and part of James Street on the west and parts of Virginia St and Maple St on the east.

Residential District North of Rt 54, including the former residences along the tracks that RMC now owns, some of the other college buildings built between 1900 and 1930, such as Mary Branch and Thomas Branch dorms, Peele Hall, the security building on Caroline, the three brick homes on Caroline, the houses on College up to Louisiana St. The houses on Henry Clay Road from the Martins all the way to a couple of houses past Dewey Street. (there are some, maybe 4 or 5, brick 1 1/2 story homes in that area that are not contributing).

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Ashland VA railroad tracks 1918
The Tracks in 1918

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If you would like to see our estimate as to the impact of this proposed Third Rail please visit Impact of the Third Rail.

Impact of the Third Rail

Impact of Third Rail on Ashland VA

Based on data from the Basis of Design provided by the Department of Rail & Public Transportation (DRPT) we have estimated the impact of the Third Rail on the Town of Ashland. We have presented reports to the Hanover Board of Supervisors, the DRPT itself and the Commonwealth Transportation Board (CTB).

We have also flown a drone down Center St. and superimposed the calculated impact of the project on the town. This has led to the creation of a series of images, some of which are shown in this post.

I have stressed many times that we are working with inadequate and sometimes ambiguous data to do with codes and standards. But it is unlikely that our estimates are drastically wrong.

Here is some background.

  1. The existing tracks were laid down in 1843 (some say 1834) and 1903 respectively — long before there were any standards to do with spacing between tracks and, more important, standards to do with the spacing between the tracks and the first public highway or footpath.
  2. The preliminary plan shows a new third rail to be located on the eastern side of Center St. The existing tracks would, it is assumed, remain where they are.
  3. The new third rail would have to meet modern code regarding its distance from the existing eastern track. There would then be a space (“no man’s land”) between the outer edge of the new track and a new fence. There is then a space between the fence and the first public footpath or road.

We are referring to this as Case A. Its impact is shown in the image at the top of this post and in the images shown below. Basically it would take out many buildings in the business district, quite a few homes, it would remove all the frontage from virtually all the other homes and from buildings such as the library. It would also create the odd situation that the east side of the tracks would be built to 21st century standards of safety but that the west side would remain in the 19th century.

In my judgment Case A is not be acceptable regarding codes and standards. If they touch the existing tracks then all the historical exclusion that they have enjoyed for a century and half would disappear. This means that the existing tracks would also have to be upgraded. We refer to this as Case B. We have not created images of the impact of Case B on Center St. but it would be quite similar to what is shown for the east side. All frontages on both sides would be lost and all buildings north of the Arts Center up to and including the existing train station would be gone.

The reality is that either Case A or Case B would tear the heart out of Ashland.

 

Shown below are the engineering sketches that we prepared based on the DRPT Basis of Design to calculate the pertinent distances. They are respectively:

  • The existing tracks.
  • Case A.
  • Case B.
existing
Existing Tracks
Case A — Third Rail Ashland VA
Case A
Case B Third Rail Ashland VA
Case B

Another Ashlander Book

Saying Goodbye to Our Mothers for the Last Time
Bill Harrison Ashland
Bill Harrison

Ashlander Bill Harrison is co-editor of the just published book Saying Goodbye to Our Mothers for the Last Time.

 

 

 

The book includes contributions from 35 authors/contributors, both women and men, who write about the death of their mothers. The volume is rich in variety, from different locations to assorted cultures and ethnicities, from ways of dying to types of funerals, from methods of dealing with loss to strategies for self-care. Some of these stories are elegant in their simplicity, others intricate in their complexity. Some incite laughter and others elicit tears.

Further details are available at the Lisa Hagan site.

Auto-Train: Book Signing

Auto-train book cover

Bell, Book and Candle, Ashland, VAThe book Auto-Train by Ashlander Doug Riddell has just been published (224 pages with over 400 color and black and white illustrations).

Doug will be hosting a book signing on Train Day, November 5th 2016 at the Bell, Book and Candle book store (106 1/2 South Railroad Avenue, Ashland, VA 23005). Stop by and pick up your signed copy.

Ordering information is provided by the Richmond, Fredericksburg & Potomac Railroad Historical Society.

The following information about the book has been provided by Doug.


Auto-Train, by Doug Riddell, is underwritten by the RF&P RR Historical Society, published by Outer Station Projects, 2016.

While it is a history of the original private auto ferry service between the Washington suburbs and central Florida inaugurated by attorney Eugene Garfield, the story is told largely in the words of, and through the eyes of it’s youthful workforce that at one time numbered over 700 employees. The rise and decline of its stock was meteoric, beginning in 1971 until the under-under capitalized railroad crashed into bankruptcy ten years later following a series of costly derailments and an unwise attempt to expand operations to the Midwest. The avant-garde train, decorated in red white and purple, traded traditional blue uniforms worn by elder railroaders, for yellow red and purple maxi and mini skirts and tunic donned by smiling youthful crews who looked as though they’d answered a Hollywood casting call. Travelers were feted to lobster and beef Wellington accompanied by complimentary wine and deserts.

In the end Garfield attempted to save his company by seeking financing from a seamy Las Vegas hotel/casino cartel, and was very nearly the unwitting victim of con artists purportedly fronting for a Swiss bank. After near two years absence, Amtrak acquired the rights and with its vast resources resurrected the service in 1983 and has since operated it as its flagship train.

Shirts Blanton Autotrain book
Shirts Blanton

The Town of Ashland was placed in the national spotlight by Parade Magazine, on its December 24, 1972 cover, featured the Auto-Train, stopped at the home of Lewis “Shirts” Blanton, who befriended passengers and crews of passing trains at the front door of his home from his wheelchair. Crews halted the train briefly to give him gifts and sing carols.

 

 

 


Guest Post #3 – Details, Details

Engineer-1

The following is a guest post from Bob Brown, a resident of Ashland. Mr. Brown served as town planner for the City of Philadelphia for many years and is currently on the Board of the Main St. Association of Ashland.

Editorial Comment: It is likely that the impact of a new track through Ashland would be considerably greater than Mr. Brown has shown here due to the need to bring all tracks up to modern code (see Not Your Grandfather’s Railroad).

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April 29, 2016

Friends and Neighbors:

The call for facts about the proposed “High Speed” Rail is fundamental. The following is my (initial) list of detail questions that everyone needs to know and have answered. Note that this list relates to Ashland (I assume some similar facts could be given for the Western route alternative.)

Note that they require several sets of evaluations:

  •             Railroad Engineering,
  •             Real Estate and Business Economics,
  •             Historic Analysis,
  •             Traffic and Pedestrian Analysis,
  •             Town Planning Analysis.
  •             College Planning Analysis

This is NOT merely a Railroad Engineering and Planning process…

Answers to these questions must be given before any position vote is taken, regarding the evaluation of possible train service changes in Ashland:

ASSUMPTION 1, RE ASHLAND: THIRD RAIL IS ADDED, AND EAST SIDE OF CENTER ST./RAILROAD AVE IS REMOVED –

  •  Exactly how many homes and properties would lose any auto access (i think it is at least 12). These homes would have to be purchased and removed.
  • What will happen to the corner houses, once the East side street is closed? Will all those streets require Fire Engine turn-arounds, thus removing land from those properties?
  • Note that this assumes that the businesses on the East side of Downtown will have no front or street access. Will this not put them out of business? And, if this one side of Railroad Ave. is put out of business, and if there is only one south-bound traffic lane, how will the West side businesses survive?
  • What will be the functional (and visual) impact on the College when its main north-south frontage street is removed? (this could be a big question for Randolph Macon to consider.) Note that much of its on-street parking would also be eliminated,
  • How would Center St. & Railroad Ave. function when there is only one-way (South bound) traffic possible – in both the Downtown and residential areas (and at the College)?
  • Will fences be required – on both sides of the tracks? If so, will pedestrian crossings be eliminated, and the Town cut in half? If so, what will that do to the quality of life of the houses on the West side of Center St.? What is their future? What will the College do, since it now exists on both sides of the Tracks?
  • How can the existing Train Station continue to function when there are three rails?
  • What will be the impact of all this on our historic buildings and Historic District?
  • What is will be the maximum speed permitted of all trains – especially including the “High Speed” rail?
  • Will the no-train-horn rule remain in effect as they pass through Town?
  • What are the projected number and size of freight trains that could come through Town? How is that different from what we experience now?
  • Will Amtrak still make stops in Ashland – or not?
  • And – the biggest question of all: What will be the future of historic and economically thriving Ashland if all the properties along the tracks, and in the Downtown (and perhaps parts of the College) cease to function? Will our beloved Community no longer exist?

ASSUMPTION 2, RE ASHLAND: NO THIRD RAIL; JUST “IMPROVEMENTS” TO THE TWO EXISTING TRACKS:

  • Exactly what are the “improvements”? Exactly what changes could they impose on the operation and quality of all three parts of Center St. and Railroad Ave.: Downtown, Residences, College?
  • What construction will take place, and how long will it take?
  • What are the projected number and size of freight trains that could come through Town? How is that different from what we experience now?
  • Will Amtrak still make stops in Ashland – or not?
  • Will – once again – pedestrian crossings be eliminated?
  • Will – once again – fences be required? If so, the same questions apply:

Elimination of pedestrian crossings (dividing Ashland in half)?

What would be the quality of life and the property values be for the houses on both sides of the tracks?

What would be our ability to shop in Downtown on both sides of the tracks?

What must the College do if pedestrian crossings are limited, since the campus now exists on both sides of the Tracks?

  • Once again – What will be the impact of all this on our historic buildings and Historic District?
  • What is will be the maximum speed permitted of all trains – especially including the “High Speed” rail?
  • Will the no-train-horn rule remain in effect as they pass through Town?

This may just be a start. Does anyone have other questions that we need to have answered before working out our position?

Bob (Brown)

PS: A detail: sometimes illustrations (diagrams, sketch views, sketch plans and street cross sections) help explain the issues. If Main Street, the Town, or the neighbors feel they would be a help, I would gladly do some.