First phase of Cedar Rapids train ‘quiet zones’ delayed until 2026

CEDAR RAPIDS — In 2017, Cedar Rapids officials first announced plans to create railroad quiet zones downtown — an area where several trains a day currently make significant horn noise at railroad crossings.

The first phase of the project, at a cost of about $6.3 million, was initially projected to be complete in 2022. But setbacks piled up, including delays caused by the COVID-19 pandemic and materials shortages.

Earlier this year, however, it looked like the end finally was in sight. Cedar Rapids City Engineer Ken DeKeyser said at that time that he hoped to see the first quiet zone formally established this fall.

What’s happened since

More delays have pushed back the project’s completion as the city continues to coordinate with railroad companies on the first two phases.

The first phase, running along the train tracks from Stickle Drive NE near Cedar Lake to Sixth Avenue SE downtown, now is estimated to be complete around next spring. The latest delay is being caused by rail owner Canadian National’s backlog for required signal equipment installation.

“They didn’t get real specific, but when these things happen, it’s either a supply chain issue or a labor issue,” DeKeyser said recently. “It takes a long time to get parts.”

From 2020 to 2022, he said it was nearly impossible for railroads to get required equipment due to the pandemic and supply chain disruptions.

The city’s designs for the second phase, running from Sixth Avenue SE through New Bohemia to Otis Road SE, are currently under review by rail owner Union Pacific. DeKeyser estimated the phase will go out for construction bids next year, with estimated completion of Union Pacific’s responsibilities between 2027 and 2029.

The last phase, with CRANDIC (Cedar Rapids and Iowa City) Railway Co. tracks running through the Kingston Village neighborhood near Ingredion, will begin to secure funding as the first two phases near completion. Construction will begin once the second phase is completed, possibly in 2028, with completion dependent on the railroad’s ability to install their signal equipment.

DeKeyser said the number of railroads involved, as well as the congested logistics of construction in crowded downtown areas with plenty of businesses and traffic, makes the undertaking a challenge.

Each phase has two components. One is overseen by the city, including the construction of pavings, sidewalks and approaches to track work. The other relies on equipment from railroads, which is dictated by the pace of companies that own the tracks.

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Once complete, each crossing will have concrete medians installed to prevent motorists from zigzagging around railroad crossing arms. Most crossings will continue to have four gates, as well as flashing lights.

But don’t expect complete silence at downtown crossings. Despite the term “quiet zone,” crossing signals still will sound alarms to warn motorists. Trains also will be required to blow their horns in emergency situations.

“Even when quiet zones are built, that doesn’t mean you’re going to hear nothing,” DeKeyser said. “I think (the difference) is going to be noticeable.”

Once each phase of construction is finished, the city will ask the Federal Railroad Administration to formally establish quiet zones. The federal agency will inspect installations before quiet zone protocols are enacted.

Even though the project is a cooperative effort among multiple entities, the city bears the entire cost. DeKeyser said the costs — about $6.3 million for the first phase and $14.4 million for all phases — have remained the same, despite past concerns about inflation.

The city does not receive grants to cover the cost.

“It is a time-consuming and expensive undertaking,” he said.

Cedar Rapids’ three quiet zones are just a few among the ones requested along thousands of miles of track crisscrossing the country.

Comments: (319) 398-8340 or elijah.decious@thegazette.com.