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From Crain’s Detroit Business:
It’s an idea with appeal: Riding the rails north from Ann Arbor to Traverse City, maybe for a summer weekend — and no highway congestion to contend with, there or back.
The Michigan Land Use Institute hopes to make that a reality.
The Traverse City-based nonprofit is spearheading a campaign to explore passenger rail service on an approximately 240-mile stretch of track between the two cities — an “A2TC” initiative that’s generated interest and discussion as well as about $18,700 raised in a Land Use Institute crowdfunding campaign in March.
“There’s a lot of work to be done and questions to be answered, and our goal is just to keep moving this forward to get the questions answered,” said Jim Bruckbauer, a policy specialist at the Land Use Institute.
It’s a 10-year vision to provide a new and more environmentally friendly option to travel the state and boost the downtown economies of communities along the route, while speaking to public sentiment for passenger rail connecting Traverse City and Southeast Michigan.
At statewide community forums in 2010 while the Michigan Department of Transportation was developing a state rail plan, a consistent and top theme that emerged was that Michigan’s passenger rail system should include a Traverse City-to-southern Michigan connection, said Liz Treutel, a policy associate at the Michigan Environmental Council — which, with the Michigan Association of Railroad Passengers, convened the meetings.
Feedback ran both ways, Treutel said. People in northern Michigan wanted easier access to downstate, and tourists were interested in rail service heading north.
Conducting a feasibility study for a new route to Traverse City, among other destinations, became a recommendation of the 2011 state rail plan.
“If it’s done, we would want to do it in partnership with others that are looking at it,” like the Land Use Institute, said Tim Hoeffner, director of MDOT’s Office of Rail.
The Land Use Institute has been discussing A2TC with MDOT and other organizations and potential stakeholders and is looking at how a feasibility study could proceed next year to answer many unknowns — such as potential ridership, cost of track improvements, operating costs and structure, and travel time between communities.
The track, predominantly state-owned and used for freight, is operated by the Great Lakes Central Railroad. About 95 percent of the tracks are in condition for passenger service. Small sections, like one outside Traverse City, only meet Federal Railroad Administration standards for freight use and would need to be improved.
In addition, controls that would allow freight operations and passenger trains to run at the same time would be federally required, said Chris Bagwell, Great Lakes Central’s executive vice president and general manager.
He did not have a cost estimate but said installing what are known as positive train controls would involve “a full GPS system of the railroad” and improving locomotives and grade crossings so that if two trains are approaching each other, they would be able to communicate and brake.
The railroad is working with the Land Use Institute and providing information, Bagwell said. With MDOT and the institute, Great Lakes Central could run a test ride from Ann Arbor to Traverse City next summer, assessing the track and the time it would take.
MDOT’s Hoeffner said additional questions include how much people would pay for tickets. “Most passenger service does not cover the operating cost from what the passengers pay,” he said, “so where would the operating subsidy come from?
“That said, it’s an interesting idea, and it is the type of thing that we work with the local communities on. If they have a vision or a concept, then we’re here to work with them on it.”
The Michigan Environmental Council is project manager on a $100,000 study examining another passenger rail route — connecting Detroit, Lansing, Grand Rapids and Holland. The council has been discussing A2TC with the Land Use Institute and hopes to be involved, perhaps contributing staff time or knowledge from the “Coast to Coast” study, Treutel said.
Also offering to share information is the Ann Arbor Area Transportation Authority, which is conducting a feasibility study on a host of brick-and-mortar issues associated with a nearly 27-mile proposed commuter service connecting Howell and Ann Arbor, said Michael Benham, a strategic planner for the authority. That stretch of track is part of the line that goes north to Traverse City.
The A2TC route envisions several community stops between Ann Arbor and Traverse City and a possible jog up to Petoskey.
One stop could be Mount Pleasant. That city’s community services and economic development director, William Mrdeza, sees many possible benefits, including a new way for students to commute to Central Michigan University, an asset to downtown development and a selling point to attract residents and tourism.
“And obviously all of that brings in some economic impact to the community as well,” Mrdeza said. “I think we’re really interested in seeing where this might go and if we can be a part of determining the feasibility.”
With some of its crowdfunding money, the Land Use Institute expects this summer to create videos showing the impact the service might have on communities.
In Traverse City, community transportation advocate Kimberly Pontius, executive vice president of the Traverse Area Association of Realtors, said A2TC service could help attract clients such as second-home buyers and cater to executives who opt to live in the Traverse region and commute to Southeast Michigan. The rail line could benefit economies on both ends of the route, he said.
That includes a boost to tourism. Southeast Michigan is the Traverse City area’s biggest market, other than the state as a whole. Connecting Southeast Michigan populations to northern destinations via rail is worth looking at, said Brad Van Dommelen, president and CEO of Traverse City Tourism.
Train travel, Van Dommelen said, “is so much more leisurely and enjoyable … instead of a grind on the highways” and would add to the experience of coming north.
“Normally, your enjoyment of the weekend doesn’t begin until you get to your destination,” Van Dommelen said. “Traveling by train, your experience, your enjoyment begins the moment you step on the train. It becomes part of the adventure.”
From the Sault Star:
The third-party operator selected to run the ACR passenger train service between Sault Ste. Marie and Hearst is working through the conditions required to formally seal the deal.
Economic Development Corp. CEO Tom Dodds said Railmark’s owner B. Allen Brown is working through conditions needed to ink the final agreement that will see the short-line railway company take over operations.
“There are regular conversations between CN and Railmark and really, we’re at that point that all but one of the pre- conditions have been checked off,” Dodds said.
Dodds said the “couple” of outstanding items not yet covered off are resolvable but it becomes a question of time.
Railmark “really has progressed remarkably but we’re all in the same position, we all want it done yesterday.”
Both federal and provincial operating licenses have been obtained, as well as insurance.
Dodds called the transition process a little more complicated and longer than expected, but that is partly due to the eleventh hour of the funding approval announcement and the number of things that needed to be done, all in a short period of time.
The final transition to Railmark won’t happen until all the conditions are met, he said. In the meantime, CN continues to operate the service.
“Council provided Railmark an approval in principal but they need to see the final agreement and that arrangement needs to give them a level of comfort with how all of this unfolds and demonstrates to them that they’re not on the hook,” Dodds said.
Under the federal government’s funding plan, the City of Sault Ste. Marie is the recipient of the funding and it in turn needs to create a mirror agreement with Railmark.
The agreement stipulates maximum amounts of funding per month, what expenses are eligible for funding and what documentation or receipts must be presented for reimbursement, among other things.
Dodds said a monitoring committee will oversee the expenditures to ensure they meet the criteria for quick submission and reimbursement.
He said it’s also important that there is a high degree of understanding between the city and Railmark on how the process will work and how funds will move back and forth.
“We are attempting to minimize the amount of time anyone will be out of pocket and we want to make sure that the expenses are well documented and covered off as part of the agreement to demonstrate payment,” he said.
Dodds said scheduling changes cannot occur until the agreement is signed and the stakeholders have a chance to examine the relative volumes of traffic and see what makes sense.
“The government is funding a passenger service. Transport Canada is willing to be flexible but up to a point. They want to ensure that the service they are funding is being provided,” he said.
Railmark will need to determine how to grow revenue through its other services and cut the costs associated with the passenger train service.
Ultimately, it will be up to council to determine whether the agreement meets its standards and whether it is willing to take a limited risk and serve as a go-between for the funding transfer.
Dodds said other community tourism groups needs to work with Brown to ensure the passenger train service is maintained.
It’s expected that a working group meeting will be held shortly so that the stakeholders are all aware of the circumstances.
In April, it was announced that Transport Canada will provide $5.3 million of funding over three years for the continued operation of the passenger rail service between Sault Ste. Marie and Hearst.
The announcement marked a year-long drive by stakeholders to develop a plan that would see the service eventually become self sufficient.
Amtrak press release:
A new schedule for the Amtrak Pere Marquette will make it more convenient for passengers to attend sports, music and theatre events in Chicago and result in eight to 10 jobs being based in Grand Rapids, Mich.,effective May 4, 2015. The new schedule (attached) also improves connections with other Amtrak trains.
The current schedule allows a six-hour day in Chicago and was crafted for Chicago-based crew cycles. Last year’s opening of the Vernon J. Ehlers Station allowed for the creation of a crew base in downtown Grand Rapids and a nine-hour day for passengers to work or play in Chicago.
Amtrak employed 237 Michigan residents last year, with total wages of $19.5 million. Goods and services purchased in Michigan by Amtrak totaled $17.3 million in 2014.
All Amtrak service in Michigan is operated under a contract with the Michigan Department of Transportation (MDOT).
Funding Will Go Towards Planning that is Critical to Addressing Transit Center’s Aging Infrastructure
From Chicago Mayor’s Press Office:
Mayor Rahm Emanuel, Senator Dick Durbin, Senator Mark Kirk, Representative Mike Quigley, Amtrak and Metra today announced an additional $7 million funding to develop infrastructure improvements and train operating strategies that will enhance passenger rail service at Chicago’s Union Station. The funds will be used to conduct a Terminal Planning Study and create a Service Development Plan that will increase capacity at the 90-year-old station and on the railroads that lead to it. This builds on the announcement in January 2015 that Amtrak has made a commitment of $12 million to continue renovations of Union Station this year. In the coming weeks and months, Mayor Emanuel will continue to work in coordination with the United States Department of Transportation, the State of Illinois, Metra, and Amtrak to facilitate a complete overhaul of Union Station that will require a multi-year, $500 million investment.
“Union Station provides an essential link to jobs and economic opportunities for residents in neighborhoods throughout the City of Chicago and these resources will help us ensure that it serves our city more effectively for the future,” said Mayor Rahm Emanuel. “With the help of these federal resources, Union Station will be able to keep pace with rising demand on our railways to remain an economic engine for Chicago and keep our city on the move for many more decades to come.”
“Union Station serves as the gateway to Chicago for thousands of commuters and visitors every day,” Senator Durbin said. “Yet most are met with congestion on the rails and within the station. With this infusion of federal, state and local funding we’ll be easing rail congestion outside the station and laying the groundwork for a vast improvement of the passenger experience inside the station. I commend Mayor Emanuel and Amtrak for having the vision to reimagine a Union Station with improved air quality, pedestrian flow and retail space and look forward to working with them to make it a reality.”
Chicago’s Union Station is the third-busiest railroad terminal in the United States, serving over 300 trains per weekday carrying nearly 125,000 arriving and departing passengers – a level of passenger traffic that would rank it among the fifteen busiest airports in the U.S. Due to this, the station currently operates at or near capacity during peak periods. Moreover, demand for both passenger and freight rail service throughout the Chicago region is expected to continue to grow considerably in the years ahead. Chicago’s ability to capture this railroad traffic will generate an estimated 17,200 jobs over a ten-year timeframe and up to $7 billion in annual production.
“As the only Illinois member of the House Appropriations Committee, I’m proud to help bring much needed funding back to the City of Chicago. Today, we take an important step towards a faster, more efficient, and environmentally conscious transportation system,” said Rep. Quigley. “By developing a 21st century infrastructure plan we can ease congestion on the tracks, take more cars off the streets, and improve air quality for our great city and our region.”
“As Illinois’ most senior member on the House Transportation and Infrastructure Committee and a chief proponent of the CREATE rail modernization program, I fought in 2013 alongside Congressman Quigley to get unspent federal funds reprogrammed for rail safety and improvement projects,” said Rep. Dan Lipinski (IL-3). “Today, I’m proud to announce that our region is getting some of those funds to develop a plan to ease congestion on our rail lines, benefitting passengers using Union Station and aiding economic growth by improving freight movement. This will be a great help to so many of my constituents who want safer and more efficient rail traffic through our region.”
The Terminal Planning Study and Service Development Plan will help to coordinate routes and operations and enhance passenger rail service into and out of Union Station for travelers and commuters approaching Chicago from the east, south, and west. More than 700 commuter and passenger rail trains and 500 freight trains operate each day in the Chicagoland area. Union Station is the busiest railroad station in Chicago, serving approximately 115,000 Metra and 10,000 Amtrak passengers every weekday.
In 2014, 32.5 million Metra customers arrived or departed on commuter trains at Union Station. Meanwhile, nearly 2.3 million passenger trips were made between Union Station and destinations throughout the Midwest using Amtrak’s state-supported passenger train services. An additional 1.1 million trips to and from Union Station were made on Amtrak’s long distance trains. Train ridership is forecast to increase significantly in the next few years as major track improvements are completed and new rail cars are introduced.
“Like flying, when delays taxing to and from the runway are frustrating, on some Amtrak routes the delays are often in the miles closet to Chicago Union Station,” said Derrick James, Amtrak Government Affairs. “This grant will go a long way toward fixing those problems, so investments in higher-speed Amtrak routes in Downstate Illinois, Northern Indiana and Michigan are not negated by trains crawling in — or even backing out — at Union Station.”
The Terminal Planning Study and Service Development Plan are critical steps towards increasing Union Station’s capacity while enabling the station to better connect Chicago’s neighborhoods and suburban communities and provide residents with access to jobs; accommodate high-speed and intercity trains and passengers; reduce congestion to improve passenger safety; and improve intermodal connections.
The funding includes $3 million from the Federal Railroad Administration that will be matched by $2 million from the State of Illinois, $1 million from Metra, and $1 million in tax increment financing (TIF) from the City of Chicago.
In addition to this Study, in the coming months, Mayor Emanuel will work with Amtrak, Metra and state and federal partners to initiate improvements recommended in the Union Station Master Plan. Investing in transit infrastructure and transit-oriented development supports Mayor Emanuel’s efforts to enhance quality of life and create jobs for residents in neighborhoods across Chicago.
The rehabilitation of Union Station will be supported by projects already underway to expand its role as a central and growing transit hub, linking neighborhoods to jobs, and neighboring states and counties to Chicago. These projects include building the Union Station Transportation Center, a consolidated Chicago Transit Authority (CTA) bus terminal on city-owned land next to Union Station that will anchor the new Loop Link. This new corridor will connect Amtrak, Metra, all of CTA’s downtown rail lines and many downtown destinations, resulting in faster, more reliable transit serving residents and commuters across all of Chicago’s neighborhoods.
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