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  1. Key to understand re the 18 October vote against this service expansion by the trustees of Glenview, IL and the continuing consternation of Lake Forest is:
    1) The residential developments have typically evolved long after this active rail line was providing freight and passenger services. Point in fact, there were many more intercity passenger trains along this route operated by The Milwaukee Road into the mid-1960s, and further east by the CNW. This is similar to the residences built after O’Hare was developed now complaining about noise and environmental concerns.
    2) No different than when Kansas illegally attempted to interfere and regulate liquor sales on interstate Amtrak trains in 1973, the suburbs cannot intercede to interrupt interstate commerce protected by federal regulations.
    3) As the geography between Chicago-Milwaukee fills in as a megalopolis, more frequent and faster passenger train schedules will be the only answer to the increasing gridlock and truck conga lines found on I-94 between the Chicago suburbs and Milwaukee. Other than the financial interests of the road construction industry, does any resident even know how much one mile of urban interstate costs in terms of dollars (construction AND maintenance), land usage, and pollution vs. the higher volume of people moved per hour on rail?
    4) No suburban municipality has a pedigree to interpret any data to decree that the proposed increase in passenger services is not required; nor to deny the population the increased mobility to be provided by the additional rail schedules. Only in Pravda would such a position even be heard, as expressed by Glenview.
    5) It is time to acknowledge how many people now are commuting between the North Shore suburbs-Milwaukee in respect to the growth of this megalopolis. Ironically, until 1963, this route along the North Shore to Milwaukee was served by the North Shore Line interurban; until 1971, by the CNW “400s.”

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