Asheville – Advocacy groups have been pressuring government leaders to restore passenger rail between Asheville and Salisbury since 1975, when service was discontinued. Two decades ago, Asheville City Council heard repeatedly from a contingency that wanted millions in public funding for what was publicly derided as “elite, recreational rail.”
Now, a confluence of events that have elevated hopes for something more pragmatic has joined the ongoing advocacy. First, Amtrak has set a goal to service Asheville by 2035. Secondly, the federal government, by way of its infrastructure bill, has awarded $3.5 million to the North Carolina Department of Transportation (NCDOT) through its Corridor Identification and Development (CID) program, and some of these funds may be applied to expand passenger rail. Thirdly, the Western North Carolina Passenger Rail Feasibility Study, commissioned by the NCDOT, was completed last December.
Now, advocates for public rail are working with local leaders to raise funds for a 10% match for a potential federal subgrant. Anthony Sutton, who serves on Waynesville’s Town Council, chairs the French Broad River Metropolitan Planning Organization. He sees high-speed rail as having potential for greater equity in transportation. It would empower transportationally challenged groups, like those who cannot afford a car or those whose age or disabilities prevent them from driving, to travel to Raleigh or Washington, DC, to lobby, or anywhere in the country to visit grandbabies.
While taking a train to Salisbury, a major hub for Amtrak, would be hands-free, it would still be more expensive and take more time than driving. Trains would travel at 80 mph, so regardless of the number and duration of layovers, passengers should still make the trip in under four hours. Safe driving on a typical day would take less than two and a half hours.
The suggested fare for a one-way Asheville-Salisbury trip would be only $24, which is actually competitive with fuel costs for gas-guzzling vehicles. This is based on 2023 prices and estimates of ridership drawn from other Amtrak routes in the state. The model used estimates trips per year between 328,000 and 550,000. Taking the whole family, or just a date, of course, will still be cheaper by car.
Capital costs were estimated at $665 million. This would include the procurement and equipping of three train sets, the construction of tracks with signaling, upgrades or new construction of up to seven stations, and the building of a maintenance facility. Annual maintenance was estimated to run between $5 and $10 million. Some existing tracks will be used, but bridges and other features will have to be brought up to code. About 139 miles of new track will be required.
Answering to several high-profile train accidents in recent years, the total cost includes positive train control (PTC) systems. These prevent derailments and collisions and override switching errors. PTCs will be needed on 114 miles of track at a cost of $263,000 per mile.
CID funds would only support 90% of feasibility studies and planning, and they will be awarded only after local leaders jump some hoops. To be eligible in the first place, advocates had to convince federal administrators that the project would be safe, improve connectivity, reduce shipping costs, demonstrate climate resilience, reduce emissions, and create good jobs.
The project must also have grant agreements in place for funding. So, the NCDOT is trying to figure out how much the 10% local match is going to cost. This is difficult because the project cost depends on a lot of variables. For example, it is widely believed that the Asheville terminal would be the Biltmore Depot. Unfortunately, that decision is still up in the air and subject to public input. During the course of the study, a vocal contingency asked that the station be built in the River Arts District. The final destination could be miles away and require difficult right-of-way procurement.
Proceeds from the infrastructure bill will not apply to construction. Federal grants can pay for up to 80% of the project, but first local governments affected by the route must work with their regional planning organizations and the NCDOT to include the passenger rail project in their transportation plans. These plans will then be assessed for funding eligibility via the State Transportation Improvement Program (STIP). Funding so obtained can then be used to leverage the federal funds.
Some of the project’s greatest advocates live to the west of Asheville. They would like passenger rail service all the way to Murphy, but they’re delighted at the prospect of having a terminal an hour or two away.