2014 FRA Intercity Passenger Rail Corridor Investment Plan Grant Funding Application

Transcription

1 2014 FRA Intercity Passenger Rail Corridor Investment Plan Grant Funding Application Project Title Project Location Type of Application Applicant Point of Contact: Chicago-Fort Wayne-Columbus Passenger Rail Corridor: Tier I Environmental Impact Statement and Service Development Plan The study limits extend from Gary International Airport in Northwest Indiana to Columbus International Airport, across the states of Indiana and Ohio. The route will tie into downtown Chicago rail service via the Detroit-Chicago corridor junction at Gary International Airport Passenger Rail Corridor Investment Plan CFDA: Railroad Funding Opportunity Funding Opportunity: FR-RLD Competition ID: FR-RLD Indiana Department of Transportation Michael Riley, Rail Office Manager Indiana Department of Transportation Multimodal Planning & Policy-Rail Office 100 N Senate Ave Room N955-Rail Indianapolis, IN Phone: / mdriley@indot.in.gov Federal Request: $2,560,000 Non-Federal Match: $ 640,000 Total Project: $3,200,000 Other Federal Funds: None Prior Federal Request: None Applicant Eligibility: The Indiana Department of Transportation (INDOT) is an Indiana state agency which is eligible to apply for funding under Section of the Federal Railroad Administration (FRA) Notice of Funds Availability (NOFA) published on July 11, Indiana has been active in Midwest passenger rail development since signing as one of the original members of the Midwest Regional Rail Initiative (MWRRI) in In 2002, INDOT co-sponsored the routing study that resulted in the Fort Wayne or southern route selection eastward as part of the final Midwest Regional Rail System plan adopted in Indiana was later a signatory to the 2009 Memorandum of Understanding among eight (8) states agreeing to seek and coordinate funding from the American Reinvestment and Recovery Act (ARRA) and beyond. INDOT applied for ARRA funding for the eastward Chicago-Cleveland leg of the 1

2 MWRRI on behalf of the coalition. More recently, Indiana has been a partner in the Detroit-Chicago rail corridor Tier 1 study currently underway under the management of the Michigan Department of Transportation. (MDOT) A portion of that corridor is projected to serve as part of the proposed Chicago-Fort Wayne-Columbus route. Indiana has also been awarded Federal funding for the Indiana Gateways initiative to collaborate with the Chicago Region Environmental and Transportation Efficiency Program (CREATE) rail upgrade initiative and to streamline Chicago rail service through northwest Indiana. INDOT is experienced in rail development management and is very well-positioned to apply for the Federal funding available through the current FRA NOFA. Proposed Chicago-Fort Wayne-Columbus Passenger Rail Corridor 5.0 Brief Summary of the Proposed Project The project is intended to complete a comprehensive Tier 1 Environmental Impact Statement (Tier 1 EIS) and Service Development Plan (SDP) for the proposed Chicago-Fort Wayne-Columbus Passenger Rail Corridor. The corridor route has its geographic roots in two prior regional rail planning initiatives. The first of these was the Midwest Regional Rail Initiative (MWRRI) network completed in 2004 and started nearly a decade earlier with collaboration by Amtrak, the FRA, and nine states, including Illinois, Indiana, and Ohio, which proposed the Chicago to Fort Wayne corridor. The second regional initiative addressing this corridor was the Ohio Hub network developed as an adjunct to the MWRRI and approved for Federal ARRA funding in The Ohio Hub Plan proposed a Columbus to Fort Wayne Corridor. The now proposed Chicago-Fort Wayne-Columbus rail corridor will also travel over a portion of the Detroit-Chicago rail corridor, whose Tier 1 EIS is currently underway by the Michigan Department of Transportation (MDOT). MDOT is currently including the potential trains from this corridor in its Gary to Chicago analysis. 2

3 6.1 Detailed Project Description The Chicago-Fort Wayne-Columbus Passenger Rail Corridor initiative arose from a public-private partnership between the City of Fort Wayne and the Northeast Indiana Passenger Rail Association (NIPRA). The growing interest of this corridor parallels the rising rail service demand throughout the Midwest and numerous partners have now joined this effort to bring passenger rail from Chicago though Fort Wayne and onto Columbus. Projected stops along this route include Chicago in Illinois; Gary, Valparaiso, Plymouth, Warsaw, and Fort Wayne, in Indiana; Lima, Kenton, Marysville, and Columbus, in Ohio. The Mayors of these proposed cities and INDOT have agreed to sign a Memorandum of Agreement (MOA) and work toward the Tier 1 EIS and SDP. These partners have blended their strengths in achieving the common goal of extending 21st century passenger rail service across Indiana and Ohio to connect two of the region s most important population and economic hubs. Right-of-way already exists in the vast majority of the Corridor. Federal funding support is being requested to complete the Tier 1 EIS and the SDP for the overall goal of a Passenger Rail Corridor Investment Plan (PRCIP) for the approximately 315 mile route from Chicago, Illinois, eastward to Fort Wayne, Indiana and further eastward to Columbus, Ohio. The Tier 1 EIS will utilize a 2012 Feasibility Study and Business Plan conducted by Transportation Economics Management Systems, Inc. (TEMS FSBP), and both of the MWRRI and Ohio Hub Plans. The PRCIP will update the routing proposals, hardware needs, freight rail accommodation, and other elements required. The PRCIP will also test the rail model proposed in the TEMS FSBP, as well as the route s ability to create a preferred alternative consistent with Midwest Regional Rail System protocols. The TEMS FSPB was financially supported by multiple northern Indiana and Ohio partners, including the City of Fort Wayne, the Fort Wayne Community Foundation, the Allen County Commissioners, the City of New Haven, Indiana and Michigan Power, PNC Bank, Steel Dynamics, Inc., Orthoworx, Inc., Warsaw-Kosciusko Chamber of Commerce, Kosciusko County Convention and Visitor s Bureau, the City of Lima, the Lima Community Foundation, the City of Columbus and Upstar Alliance of Realtors. Since its completion a growing partnership of cities, towns, counties, educational institutions, businesses, and development corporations along the corridor in Indiana and Ohio have put their support behind the effort to help fund the proposed Tier 1 EIS. 3 Passenger Rail Meeting at Baker Street Station The challenge of rising ridership demand is also an opportunity for local communities and leaders to continue coming forward in support of this corridor. The local match put forward to date has come from a wide variety of local governments, corporations, development communities, and educational institutions. Particularly striking has been the bi-partisan nature of support, which includes: City of Fort Wayne, Allen County Commissioners, City of New Haven, Indiana Tech, Olive B. Cole Foundation, Sweetwater Sound, Inc., Do It Best Corporation, City of Warsaw, Kosciusko County Commissioners, Orthoworx, Inc., Warsaw-Kosciusko Chamber of Commerce, Kosciusko County Economic Development Corporation, Grace College, City of Plymouth, Marshall County Commissioners, Town of Culver, Culver Academies, Plymouth Industrial Development Corporation, City of Valparaiso, Greater Valparaiso Chamber of Commerce, Valparaiso Economic Development Corporation, Valparaiso University, City of Lima, City of Marysville and the City of Columbus.

4 6.2 Challenges A Tier 1 EIS investigation will examine multiple track and rail-provider partnership options to identify the most optimal route along this corridor. The review is expected to assure up-to-date synthesis of data and operating models published in prior regional studies. These include the 2004 Midwest Regional Rail Initiative, of which INDOT based its 2009 ARRA Tier 1 EIS proposal, the 2007 Ohio Hub Plan, and the TEMS FSBP, which used both rail study frameworks. The proposed rail corridor provides the most central route connecting the MWRRI and Ohio Hub. Locations that may present environmental, engineering or design challenges will be identified during the Tier 1 EIS for further study during the Tier 2 EIS. The study will also seek to streamline the environmental and construction process by recommending sites and segments where Categorical Exclusions can be pursued. The proposed Chicago-Fort Wayne Columbus Passenger Rail Corridor (Corridor) will require re-examination of the route and its characteristics. Alternative routing will be explored as part of the Tier 1 EIS process, seeking to provide the best alternative for growth of the regional economy. However, the Corridor has developed into to a financial partnership of specific communities who share the strong desire for renewed and enhanced passenger rail service. Several communities want the Corridor to happen in conjunction with other local developments. Station stops are anticipated in these communities, but exact locations require the quantitative and qualitative scrutiny expected in the Tier 1 EIS analysis Routing Challenges: Challenges may arise if financially participating communities have specific development and/or sites they wish to serve that are technically or geographically difficult. Resolution of potential grade separations, bridge upgrade requirements, track upgrade segments, and improved signalization for safety enhancement will be part of the Tier 1 EIS. Connectivity of the MWRRI and the Ohio Hub Rail Corridors The proposed rail corridor is less limited by geography than many corridors around the nation. It links the growing network of passenger rail lines in the MWRRI system with those proposed for the Ohio Hub plan. The terrain along the entire Chicago-Fort Wayne-Columbus corridor is generally flat, with a few crossings at rivers, and bridges at some state and interstate highways. The approximately 315 mile proposed corridor is suggested to run primarily on existing railroad right-of-way. Linkages from the Ohio Hub may eventually provide access to the east coast along several routes. 4

5 6.2.2 Track Owner Challenges: Possible conflicts between freight and passenger rail use of existing right-ofway is of concern in several parts of the Corridor. Coordination with railroad company officials will be essential throughout the Tier 1 EIS process. The initial corridor, proposed from the TEMS FSBP, suggests utilizing over 200 miles of existing right-of-way, which is currently owned by private railroad companies. The City of Fort Wayne has established an initial dialog with CSX, who owns most of the track in the proposed Corridor, through mail and telephone correspondences. This summer Corridor supporters were able to meet with CSX senior executives in Indianapolis, IN. CSX officials expressed concerns about adding traffic along current freight rail lines but are willing to explore the possibilities. The meeting produced an initial framework of options for addressing the need for proposed passenger service to align with CSX Corporation s Passenger Train Access Principles. Subsequent to this meeting, a CSX Vice President has contacted the Mayor of Fort Wayne and expressed a desire to visit and discuss the Corridor further Restoration and Upgrade Challenges: To ensure the accommodation of passenger train service, while insuring and promoting the safety of freight service, the Tier 1 EIS will address the needs of infrastructure restoration and upgrades along the Corridor. Previous feasibility studies conducted by the MWRRI and TEMS FSBP observed possible necessary improvements to stations, tracks and operational protocols. These areas of observation are expected to be addressed by the Tier 1 EIS and final recommendations are expected to include, but not be limited to: Locations of new right-away acquisition, Greenfield construction locations and environmental impact, Signalization, Bridge span requirements, Switching and sidings, and Feasibility of using and/or restoring current train stations. Dunkirk Crossing CP Hocking along Buckeye Line Scottslawn Subdivision 6.2 Users and Beneficiaries In addition to prior study indicators, ridership data from Amtrak quantitatively demonstrates that the demand for passenger rail is rising everywhere. This is especially true in the Chicago and Midwest region where this Corridor is proposed. Compilation of Chicago Amtrak ridership data demonstrated a sharp rise on main routes in the five year period between 2007 and

6 Source: Amtrak and the Midwest Interstate Passenger Rail Commission Chicago - St. Louis (5 trips per day, 2012 ridership - 675,295) Up 41% Chicago - Milwaukee (7 trips per day, 2012 ridership - 838,355) Up 41% Chicago Carbondale, IL (3 trips per day, 2012 ridership 374,268) Up 42% Chicago - Indianapolis (4 trips per week, 2012 ridership ) Up 39% Chicago-Port Huron, Mi. (one trip per day 2012 ridership 189,193) Up 48% The TEMS FSBP recommended a route that includes specific communities reflecting the multi-city sources of support for the new rail corridor. The Indiana portion of the Corridor route from Chicago to Fort Wayne is proposed as a close match to the Midwest Regional Rail Initiative parameters that INDOT incorporated into its 2009 ARRA Tier 1 EIS Application. The western-most portion of the proposed Corridor, from downtown Chicago east to Gary International Airport, will be finalized as part of the Tier 1 EIS process of the Chicago Detroit rail corridor. The current Chicago Detroit Tier 1 EIS analysis identifies up to 16 of 52 projected daily trains that can serve the route branching off to Fort Wayne and Columbus. MDOT has added their support to the Chicago-Fort Wayne-Columbus Corridor and has provided a Letter of Support for the project Transportation Options: The Corridor will provide connections to other ongoing projects currently being pursued throughout corridor communities. These projects will be designed to improve accessibility and transport services for economically disadvantaged populations, non-drivers, senior citizens, and persons with disabilities. These improvements in pedestrian and public transit passenger accessibility also contribute to a more environmentally sustainable transportation system by providing safe and convenient accessibility to bus stops and pedestrian sidewalk connectivity and reducing reliance on automobile travel Gary and Valparaiso: Planning by the Gary Airport Authority currently calls for a multi-modal hub at the airport, which is the point where Fort Wayne-Columbus trains would switch out from the Chicago-Detroit route being proposed. Southeast of Gary, the City of Valparaiso announced in summer of 2014 that that the city would pursue a downtown multi-modal Transit Oriented Development (TOD) hub. The CSX tracks proposed by the TEMS FSBP run along the north edge of the site, however, there is also a Norfolk-Southern Corporation rail traversing the southern perimeter of the site. Most of the supporting communities also have multiple rail linkage options Fort Wayne: Another example of multi-modal development under consideration, the Corridor proposal calls for Fort Wayne to utilize the Baker Street Station, as shown renovated at left, as a downtown stop and catalyst for development. The station, which closed in 1990, was renovated through private investment and is currently utilized for professional office space and a reception hall. This adaptive reuse does not preclude its return to use as a train station, as the current owner saved the building primarily for that purpose. The station lies immediately west of the recently constructed Citilink Downtown Bus Transfer Center. The Center features increased rider 6

7 amenities and its location will allow for more seamless access to public transit by train riders who may need or wish to use services. In addition, the Center is now the downtown site for regional and intercity bus service Ohio: The TEMS FSBP has recommended station stops at Lima, Kenton, Marysville, and Downtown Columbus. It is proposed that a rail extension to the Port Columbus International Airport is investigated as part of the PRCIP. The Columbus region itself is making progress on two fronts to identify and evaluate multimodal transit alternatives. First, Columbus City Mayor Michael Coleman has recently established the Jobs, Expansion and Transportation (JET) Task Force, which will work on improving connectivity and mobility within the city and beyond. The task force has been assigned to explore potential rail connections between the downtown, airport, and significant employment nodes and to explore the potential of a multimodal regional hub facility within the airport area. Second, the Central Ohio Transit Authority (COTA) is setting the stage for significant regional transit service improvements within and is wrapping up a Transit System Review which will identify ways to make existing service more efficient and beneficial to users within Columbus. Surrounding communities such as Lima and Marysville have expressed their support of a passenger rail connection between their communities and the Port Columbus Airport, and have pointed out this rail link as one of the motivations for supporting the Columbus to Chicago passenger rail line. 6.3 Alignment with DOT Strategic Goals In planning for the proposed corridor, the Applicant and corridor partners pledge to support the Department of Transportation s (DOT) Strategic Goals. The Tier 1 EIS being proposed is a project that already has broad regional support among a highly varied set of constituencies. The Tier 1 EIS investigation is expected to quantify and confirm the degree to which the proposed corridor supports DOT s Strategic Goals, listed below: Improving transportation safety Maintaining transportation infrastructure in a state of good repair Promoting economic competitiveness Advancing environmentally sustainable transportation policies Furthering the six Livability Principles developed by United States Department of Transportation (USDOT) in partnership with Department of Housing and Urban Development (HUD) and the Environmental Protection Agency (EPA) Enhancing Quality of Life Building Ladders of Opportunity to expand the middle class Safety: Implementing a fully modern passenger rail corridor as proposed here will increase passenger safety in several ways. During the first decade of the 21st century, the number of rail-related accidents and incidents declined 33 percent, from 16,919 in 2000 to 11,317 in Increased inspections, grade crossing signalization improvements, and the incremental implementation of Positive Train Control (PTC) systems are among the factors contributing to the rise in rail safety. Many of the new improvements come from the passage of the Passenger Rail Investment and Improvement Act of 2008 (PRIIA). Significant funding allocations have been made to the passenger rail system, which PRIIA recognizes as a needed part of America s 21st century transportation infrastructure. 7

8 The TEMS FSBP indicates that the proposed rail corridor will generate about 2.1 million passenger trips in 2020, the first baseline year of projected system operation. The largest source of passenger trips will be from diversion of passenger motor vehicles. Causative factors behind most vehicular accidents, such as distracted or impaired vehicle driving, will be eliminated for this train passenger population. Signalization and safety device improvements will be required for all grade crossings. Incrementally, the long term corridor management plan will include crossing enhancements and the need for grade separations wherever feasible Good State of Repair: Well-designed and well-constructed improvements will work to assure the system s viability for the life of the proposed corridor. In collaboration with the railroad operator, double tracking of the corridor will be explored as a longer-term solution to assist in separating passenger and freight rail movements. It is expected that potential siding locations will be explored to strategically allow for train passings. Newer, fully modern technology in track, safety equipment, and rolling stock should provide a longer useful life and decrease needed maintenance Promoting economic competitiveness: The TEMS FSBP concluded that at build-out the system will indeed generate positive cash flows and increased economic competitiveness as a result of catalytic economic development, increased employment opportunities and improved accessibility to regional employment, educational, cultural, and recreational destinations. Summary of Cost/Benefits Advancing environmentally sustainable transportation policies: Passenger rail provides an alternative to auto and air travel that promotes environmental benefits, by reducing air pollutant emissions, creating smaller development footprints, and impacting fewer habitat and water resources, especially when compared to expanding existing highways and airports. It is projected that population growth in the Corridor will increase the use of all modes of transportation in the future, adding congestion and delay. The MWRRI was intended to 8

9 bring significant environmental benefits by providing a viable alternative to auto and air travel. Studies undertaken for several proposed high speed rail projects in the United States have shown the following environmental benefits compared with "No-Build" and highway/airport alternatives: Decreased energy consumption Reduced air pollutant emissions and improved air quality Smaller development footprints required compared to expanding existing highways and airports Opportunities for transit-oriented land use development Fewer environmental impacts on sensitive habitats and water resources (floodplains, streams, and wetlands) than highway/airport alternatives. The Environmental Law and Policy Center among other Midwest organizations has spent more than a decade of high-speed rail advocacy to turn the vision of Midwest high-speed rail into a reality. The corridor-wide commitment to developing smart transportation has earned broad bipartisan support from elected officials, businesses, labor leaders and environmentalists, with active passenger rail development and improvement projects now underway in Illinois, Iowa, Minnesota, Michigan, Missouri, and Indiana. In 1996 the United States President's Council on Sustainable Development defined social equity as "equal opportunity, in a safe and healthy environment." This Corridor creates safer travel and improved access for these communities to more educational and employment opportunities. It is a stated goal of the communities currently participating to "make the entire corridor more economically competitive and stimulate economic benefits to the cities, counties, villages, and townships along and in close proximity to the line." (Memorandum of Agreement, August 8, 2014) Six Livability Principles: In 2009, USDOT, HUD and EPA came together to create the Partnership for Sustainable Communities to help communities around the country develop in more environmentally and economically sustainable ways, with improved access to affordable housing, increased transportation options and lower transportation costs, while protecting the environment. To guide its work, the Partnership developed six livability principles: Provide more transportation choices, Promote equitable, affordable housing, Increase economic competitiveness, Support existing communities, Leverage federal investment, and Value communities and neighborhoods. The Corridor investment will further these goals because the new passenger rail will provide a safe and affordable transportation option, enhance economic competiveness through job and wage growth, and support existing communities and neighborhoods through increased property values as a result of mixed-use, transit oriented development at proposed stations. The rail line also builds a wrung on the ladder of opportunity by connecting over 14 million people (over 5 million of whom are over the age of 65, live in poverty, and/or have a disability) to jobs, services, and higher education. 9

10 The corridor is home to a variety of industries, including a large number of finance and business services, manufacturing facilities, universities, military bases, and research and high-tech facilities. These industries provide a wide spectrum of employees in terms of earned income and educational attainment levels. The corridor currently has over eight million jobs, and per capita income was $43,397 in Under existing conditions, demographic and economic growth is expected to continue over the next several decades. According to the TEMS FSBP development of the Corridor will further support this growth by creating more than 26,000 jobs. Twenty-four percent of these new jobs will be in the educational services, health care and social assistance industries and 15% will be manufacturing jobs. Professional, scientific, and administrative services make up 10% of the jobs created. Reference the chart below for job creation estimates developed during the TEMS FSBP. The Corridor project will also provide a number of construction jobs throughout the process. Job Creation Type Estimates TEMS FSBP According to the TEMS FSBP, from an employer perspective, better allocation of time and productivity of employees increases due to decreases in commute times. Employees traveling for business purposes and using a rail mode instead of air or car may now be expected to work or prepare for work during their travel. Non-rail users will benefit through decreases in congestion on the overall highway network, and more business will be conducted among the different cities. Better productivity due to better accessibility will increase revenue for companies, some of which will be translated through increases in wages, increased interest and dividends, and by investment of profits in new opportunities. Also, from an individual perspective, better productivity will not only lead to increases in salaries, but also the opportunity to have access to a wider pool of jobs, some at greater distances that are now made possible through better transportation links and some jobs created closer to their place of residency. The communities and neighborhoods surrounding the proposed stations will realize an increase in property valuation through the improved accessibility provided by the Corridor. Through the redevelopment of existing homogenous land uses to include a greater mix of uses, higher intensity of uses, refurbishment of existing 10

11 structures, and conversion of parking lots on land adjacent to the stations, residential property values are estimated to rise by $2.6 Billion in the corridor over 30 year, with an additional increase in commercial property values (not estimated in the TEMS FSBP). In addition to connecting people to jobs, the Corridor will connect people to higher education facilities and resources, and facilitate collaboration among the approximate 140 colleges and universities accessible to proposed stations. Over 41% of year olds residing within the corridor are college or graduate school students. Providing students, faculty, and residents with a safe, reliable, affordable transportation option, not only to and from their base learning facility, but also among the different education facilities, will foster the opportunity for research partnerships, technology co-development, technology exchanges, and other strategic alliances. Within the Corridor, research indicates there 141 institutions of higher education representing over 896,000 students, located within 25 miles of a proposed station. This formidable set of institutions creates a strong link to the knowledge-based economy of the 21st century. It also creates a framework for educational and employment mobility. Experience gained so far from institutions of higher education during the fundraising for the Tier 1 EIS has indicated that educational institutions often have direct connections through their own boards of directors, or through boards of local economic to development organizations in which the university or college president, or one or more of his administrators, may be a leader. The college/university link to the larger regional corporations is key to the development of effective advocacy to State and Federal officials, and to elected officials, within the various corridor jurisdictions. It is the intention of this project to identify, develop, and cultivate these educational/corporate relationships to the benefit of the rail corridor project. Finally, universities in the Corridor are home to some of the nation's finest teaching and research hospitals Enhancing Quality of Life: The following table below illustrates the socioeconomic growth projections for the study area. The table shows that there is higher growth of employment and income than population in the Corridor area of impact. However, travel increases are historically strongly correlated to increases in employment and income, in addition to changes in population. Therefore, travel in the corridor is likely to continue to increase faster than the population growth rates, as changes in employment and income outpace population growth, and stimulate more demand for traveling. As the table of socio-economic indicators reveals, population will increase by 35.9% whereas per capita income will rise by 81.0%. This pronounced increase in per capita income is certain to have a positive trickle-down effect and benefit the economically disadvantaged population throughout the Corridor. Socio-Economic Indicators 11

12 6.3.7 Building Ladders of Opportunity to expand the middle class: The President s Grow America Act seeks to build ladders of opportunity through more affordable and reliable transportation options, greater access to education and more job opportunities. Overall, the jobs and increased access created as a result of the Corridor support this plan. Greater incomes within a region encourages more economic activity, which in turn, boosts demand for workers with lower skills, thus expanding overall economic activity within the region. The TEMS FSPB projects a $7.1 Billion increase in income throughout the Corridor over 30 years. 7.1 Evaluation Criteria - Application Content under Section of Federal Register NOFA, Potential Transportation and Other Public Benefits The following sections detail the factors to be considered in assessing the proposed project Clarity and detail: The proposed passenger rail service parallels some of the most congested highway corridors in the US including I-80, I-94 and I-90 in the Chicago, Northwest Indiana (Gary) area, where all the east-west connections for the northern part of the country are forced together by Lake Michigan. This creates a major bottleneck, which will only become more congested in the future. In addition, the Columbus beltway I-270 is heavily congested during peak hours, especially where it is intersected by other radial routes such as I-70, US-33, US-23 and I-71. a. Recognition of the need to provide improved transportation through these bottlenecks for both freight and passenger has resulted in a number of significant rail investments including the 12

13 CREATE project proposals for Grand Crossing and Englewood Flyover, the Indiana Gateway project, and the Detroit-Chicago Passenger Rail Corridor development as part of Phase 1 of the Midwest Regional Rail Program. b. Previous studies such as the MWRRI and Ohio Hub have pointed to both the financial and economic value of the project as a freestanding corridor, and its enhanced value as part of a national network. The MWRRI is a proposed Chicago Hub network of interconnecting 110-mph diesel-powered passenger rail lines. In the past several years several key elements of the 2004 MWRRI plan have started to be implemented, particularly on the Chicago to Milwaukee, St Louis, Iowa City and Detroit lines. The Chicago-Fort Wayne corridor has always been a critical component of the MWRRI plan and according to the implementation plan is next-in-line for development in order of priority Market Potential: The Corridor is an important route in the Midwest region, with a population of approximately million. The region hosts a large number of finance and business services, manufacturing facilities, universities, military bases, and research and high-tech facilities and currently supplies over eight million jobs. The TEMS FSBP projects that the Corridor s demographic and economic growth will continue over the next several decades. The population is projected to be 17.8 million in 2040, and employment to be at 11.2 million in The Corridor has a high level of business and commuter travel among its urban areas as well as significant social and tourist travel. The total annual intercity trips in the Corridor were estimated to be 69 million in Twenty-five percent of the intercity trips were business trips and 75 percent trips were non-business commuter, social, and tourist trips in For purposes of calculation of benefits, a zone system for the entire corridor was constructed. The zones established by TEMS for data analysis utilized 2010 Census data and traffic analysis zones of Chicago Metropolitan Agency for Planning and the Mid-Ohio Regional Planning Commission. Zone System Map - TEMS FSBP 13

14 Future growth forecasts for population, employment, and per capita income variables for each of 142 zones, encompassing the entire Corridor area, have been completed in TEMS FSBP. In addition, existing travel patterns for the major air and surface routes have been identified, including origin and destination trip data. Fuel price, fuel efficiency, and highway congestion forecasts were used in order to create profiles of travel within the 142-zone market, both with and without passenger rail service. For each alternative mode (air, car, and bus), trips diverted by the availability of rail travel were calculated (Reference TEMS FSBP Chapter 3). These market estimates will be further updated and refined in the PRCIP Potential Service Delivery Factors: The delivery of passenger rail, especially higher speed passenger rail, will have enormous positive impacts along the entire Corridor. The projected benefit/cost ratio of 1.7 detailed in the TEMS FSBP clearly indicates the positive net impact of this Corridor. For full benefit cost analysis reference FSBP Appendix 2. a. Ridership: The TEMS FSBP has estimated passenger rail ridership for the Corridor for years 2020 through Rail is estimated to attract 2.1 million trips in 2020 growing to 2.7 million trips in 2030 and 3.3 million trips in (Reference TEMS FSBP Chapter 3 at 3.9). b. Performance Reliability: Travel times, even at 4 hours end-to-end, are very competitive with other modes of transportation. There is no direct interstate highway connection between Chicago and Columbus. Travel times by auto over the 300-mile distance, with no allowance for weather or congestion, are at least six hours. From downtown Chicago to downtown Columbus in 4 hours or less also competes effectively with the air travel alternative, taking into consideration travel time to the airport, security clearance, time on the runway, then travel time from the airport to a downtown or regional destination. Rail travel is also expected to be less subject to weather-related delays than air travel to and from Chicago. Business Insider (October 10, 2012) ranked Chicago's O'Hare Airport the worst in the U.S. (in terms of delays). With an average departure delay of nearly 14 minutes, it is expected that a 4-hour downtown-to-downtown rail connection from Chicago to Columbus will prove extremely attractive to all customers, but especially to time-sensitive business customers. In addition, it is anticipated that trains will offer "business class" service with table seating and Wi-Fi connectivity, allowing travel time to translate easily into productive work time. As for service reliability, operational details will be worked out as part of the PRCIP process. The system itself is designed to be franchised, with the objective of holding an operator by contract terms to strict reliability, safety, and on-time performance standards. CSX, the owner of the rightof-way under the preferred alternative routing, insists on strict safety standards in their "Passenger Train Access Principles." It is expected, in planning for future operations, that all required Federal and CSX standards will be met or exceeded. c. Travel Time and Service Frequencies: Service options including 110mph were explored in the TEMS FSBP. Where necessary, initial 90mph service will be incrementally increased to reach110mph with the addition of appropriate safety and control features. 14

15 Chicago, IL to Columbus, OH: Diesel 110 Option All times are CST; UPDATED for FT WAYNE STUDY 12/17/2012 Service Frequencies TEMS FSBP Station - Read Down Miles CHICAGO, IL - UNION STATION 0.0 5:00 6:00 7:00 9:25 10:00 11:30 14:30 16:00 17:00 18:30 19:00 21:00 Gary, IN - Regional Airport :24 6:24 7:24 9:49 10:24 11:54 14:54 16:24 17:24 18:54 19:24 21:24 Valparaiso, IN : :03-12:08-16:38-19:08-21:38 Plymouth, IN : :26-12:31-17:01-19:31-22:01 Warsaw, IN : :43-12:48-17:18-19:48-22:18 Ft. Wayne, IN :47 7:38 8:38 11:12 11:38 13:17 16:08 17:47 18:38 20:17 20:38 22:47 Lima, OH :31 8:22 9:22 11:56 12:22 14:01 16:52 18:31 19:22 21:01 21:22 23:31 Kenton, OH : :19-14:24-18:54-21:24-23:54 Marysville, OH : :51-14:56-19:26-21:56-0:26 Columbus, OH (Arr) :00 9:45 10:45 13:25-15:30 18:15 20:00 20:45 22:30-1:00 Station - Read Down Miles Columbus, OH (Dep) 0.0 4:55-6:00 9:30 10:30 11:30 14:00-16:30 19:45 20:30 21:30 Marysville, OH : :04-12: :19-22:04 Kenton, OH : :36-12: :51-22:36 Lima, OH :24 6:48 7:23 10:59 11:53 12:59 15:23 15:59 17:53 21:14 21:53 22:59 Fort Wayne, IN :08 7:32 8:07 11:43 12:37 13:43 16:07 16:43 18:37 21:58 22:37 23:43 Warsaw, IN : :12-14:12-17:12-22:27-0:12 Plymouth, IN : :29-14:29-17:29-22:44-0:29 Varparaiso, IN : :52-14:52-17:52-23:07-0:52 Gary, IN - Regional Airport :31 8:46 9:21 13:06 13:51 15:06 17:21 18:06 19:51 23:21 23:51 1:06 CHICAGO, IL -UNION STATION :55 9:10 9:45 13:30 14:15 15:30 17:45 18:30 20:15 23:45 0:15 1:30 The Corridor partners will work incrementally with the railroad owners toward the goal of 110 mph projected in the TEMS FSBP. An express service with the 110 mph option is estimated at 3hours 45minutes between Chicago and Columbus, while local service would require 4 hours, end-to-end. Frequencies are intended to attract maximum ridership, with 6 express and 6 local trains, each day, each way. Only 10 of the trains would be expected to originate / terminate in Columbus; 12 trains would travel back and forth to Lima, Ohio each day. d. Safety: As stated early in the DOT Strategic Goals discussion, a fully modern passenger rail corridor will increase passenger safety in several ways. Rail incidents continue to decrease as increased inspections, grade crossing signalization improvements, and the incremental implementation of Positive Train Control (PTC) are implemented. Additionally, passenger rail trips will divert auto trips, thereby decreasing vehicular accidents. Signalization and safety device improvements will occur at grade crossings and incrementally, the long term corridor management plan will include additional crossing enhancements and the grade separations where needed. e. Other Factors: Environmental benefits occur as new rail service is likely to draw nearly 80% of its ridership from the auto mode, accounting for most of the highway congestion delay savings, reduced highway emissions, and related safety benefits. 15

16 Typical, Modern Light-Weight Diesel Train Sets Used in Advanced Passenger Rail Systems British HST 125 Spanish Talgo T Non-transportation issues: For the 315 mile Corridor, the proposed transportation improvements due to the introduction of the passenger rail system will create more than 26,000 jobs. These estimates are based upon a labor force estimate of about 8.8 million in 2020, growing to 12.5 million in With this Corridor operational, residential property values are estimated to increase by $2.6 billion in 2012 dollars. TEMS FSBP shows that maximum economic benefits are achieved in the radius of 5 miles from the improvement area. a. Land Use: The development of passenger rail along the Corridor will increase income and employment opportunities through additional economic development and increases in property values along with improved accessibility provided to regional employment, educational, cultural, and recreational destinations. More accessible places generate a premium in property values. Property values will also trend upward due to increase in income and employment levels along the corridor as seen in the summary table for corridor-wide benefits. Corridor areas between urban communities contain primarily open space and agricultural land uses which will not be negatively impacted by passenger rail traffic. Corridor-Wide Economic Benefits 30 Years As discussed in depth in the TEMS FSBP, the construction cost along the Corridor is expected to be about $1.28 Billion for 110 mph option. Most of the property development will happen around future stations through refurbishment of existing structures, conversion of parking lots and through the redevelopment of existing stations. While it is not specifically included in the overall benefit/cost estimate for the project (since it is a transfer payment moving from one sector of the local economy (real estate) to another (government), these increased residential property values are estimated to result in a corridor-wide increase of $679 million in tax revenues during the project. 16

17 b. Economic Development: Overall, the jobs created as a result of the passenger rail system will tend to be in the higher paying sectors of the Corridor economy. Greater incomes within a region encourage more economic activity, which in turn, will boost the demand for workers with lower skills, thus expanding overall economic activity within the region. In fact, as a result of the Chicago-Fort Wayne-Columbus Rail Corridor, the TEMS FSPB projects a $7.1 Billion increase in income over 30 years throughout the corridor. c. Increase Tax Revenues: Passenger rail will have a significant impact on state and local finances. Increases in economic activity will lead to an increase in general tax receipts at the Federal, State and local level. Increased incomes will generate income tax revenue and lead to increased consumer spending. The table below shows the additional taxation revenue expected for the corridor, discounted at 3 percent. The new (or additional) taxation revenues that result from the project ($1.92 Billion) over the life of the project offset the cost of the project for the 110 mph option and provide a return for government. d. Transportation Network Resilience: While transportation network resilience was not specifically addressed in the TEMS FSBP, it is intended that the Passenger Rail Corridor Investment Study will detail the ways in which resilience of the transportation network can be enhanced with an additional corridor-wide rail transportation alternative. Currently, surface (auto and bus) and air transportation modes are susceptible, throughout the Midwest, to the uncertainties of changing weather conditions and to congestion delays. The region's largest airport, Chicago O'Hare, is ranked by Business Insider (October 10,2012) as the worst in the U.S. (in terms of delays) with over 160,000 weather delays every year, second in that category only to DFW. In 2011, 3,771 O'Hare flights were canceled and an average departure delay of nearly 14 minutes was recorded. e. Environmental Justice / Social Equity: According to Environmental Justice is defined as the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies. The EPA has this goal for all communities and persons across this Nation. It will be achieved when everyone enjoys the same degree of protection from environmental and health hazards and equal access to the decision-making process to have a healthy environment in which to live, learn, and work. 17

18 Many of the existing train stations in urban areas along the proposed Corridor have adjacent neighborhoods with large numbers of economically disadvantaged people. Reaching out to this population will be a priority for the public input process during the Tier 1 EIS. Additionally, as the elderly and disabled are often more reliant on public transportation and could benefit the most by multi-modal facilities, these groups will also be a high priority during the public outreach process. See the charts below for approximate numbers on these groups in the corridor impact area. Comparison of Selected Demographics It is projected that population growth along the Corridor will lead to increased use of all modes of transportation, adding congestion and delay to automotive and air travel. The MWRRI was intended to bring significant environmental benefits by providing a viable alternative to auto and air travel. Studies undertaken for several proposed high speed rail projects in the United States have shown the following environmental benefits compared with "No-Build" and highway/airport alternatives: Decreased energy consumption, Reduced air pollutant emissions and improved air quality, Less land required compared to expanding existing highways and airports, Opportunities for transit-oriented land use development, and Fewer environmental impacts on sensitive habitats and water resources (floodplains, streams, and wetlands) than highway/airport alternatives Integration of Other Transportation Modes: As discussed in Users and Beneficiaries area of the narrative the Corridor will improve accessibility and transport services for economically disadvantaged populations, non-drivers, senior citizens, and persons with disabilities throughout the corridor communities. Improvement in pedestrian and public transit passenger accessibility also provide linkage to a more environmentally sustainable 18

19 transportation system. Gary, Valparaiso, Fort Wayne and Columbus all have or are planning multi-modal developments located around potential train stations. Many of the smaller communities along the line are also exploring new ways to integrate multi-modal efforts in any future improvements. Integration of the passenger rail into other transportation modes will be a focus of the Tier 1 EIS. 7.2 Future Program Viability & Sustainability Deliverables: INDOT is committed to implementing the final deliverables, a Service Development Plan and a Service NEPA for the Corridor in fulfillment of the terms of the Passenger Rail Corridor Investment Plan. The project partners including the majority of the signatories of the MOA have been cooperating since 2012 in the funding and dissemination of the TEMS FSBP. The partners are fully prepared to work with INDOT to select a contractor and to proceed as soon as possible to the PRCIP leading to production of the Tier EIS and SDP. The project will follow the proposed schedule once funding has been assured and a Notice to Proceed is granted Demonstrated Commitment: The Corridor partners have been collaborating since 2012 in the funding and development of the TEMS FSBP. Joined now and led by INDOT with the cooperation of the Illinois Department of Transportation (IDOT), as well as the Indiana and Ohio cities, counties, charitable foundations, economic development entities, educational institutions, corporations, and other regional organizations, the partners feel that they have the solid framework by which to proceed with the PRCIP. The collaborating partners have signed a MOA. Public support will be further cultivated, by means of a Public Involvement Plan, during the Tier 1 EIS process, building upon bipartisan support evident throughout the partner communities and reflected both in social media and in the popular press. The City of Fort Wayne and its private partner NIPRA have likewise engaged in public input to the Tier 1 EIS conducted by the MDOT and have followed the Michigan process closely, with the intention of learning as much as possible, and adapting as many of the findings as possible, from their example. The process of working with an engineering/economic consultant on the groundwork for the TEMS FSBP has likewise provided the Indiana/Ohio communities with assurance that they can collaborate effectively in the next stage of planning and predevelopment for the Corridor. During this process, a great deal of valuable experience has been gained. Organizational capabilities and professional strengths have been identified and relationships forged among various public bodies, regional planning organizations, civic institutions, advocacy groups, and private organizations, institutions, and companies Meaningful Public and Stakeholder Input: Having successfully navigated the process of advocacy and fundraising for the TEMS FSBP, and having prepared to move forward as far as possible in the planning and predevelopment for the passenger rail corridor on the basis of local support, the Indiana/Ohio partnership has already solicited a great deal of public, private, and institutional response. In this sense, the planning process has already incorporated valuable input from many of the key stakeholders. Particularly innovative in this regard has been outreach to the institutions of higher education which are situated within the effective radius of proposed station locations. The partnership has also met with representatives of the principal railroad company (CSX). The PRCIP effort will incorporate the participation of many of the key institutions and individuals who have emerged during the feasibility planning process. Every effort will be made to reach out to the economically disadvantaged, the elderly and the disabled populations throughout the Corridor. 19

20 7.2.4 Level of Support for the Application: Letters of support from many of the partners and supporters of the Corridor provide with the supporting documents. Fundraising for the Tier 1 EIS and the SDP has been an on-going effort since 2013, with activity spread across the corridor from Gary, Indiana to Columbus, Ohio Measurable Service & Public Benefits: As previously noted public benefits as estimated in the TEMS FSBP yield a benefit / cost ratio of 1.7 with a net present value projection of $2.5 billion. An increase of $2.6 billion in residential property value alone is expected over the lifetime of the project. The rail project is expected to generate 2.1 million trips in its first operation year, growing to 3.3 million trips after 20 years Ability to Support Future Capital and Operating Needs: The State of Indiana is in the process of upgrading its rail infrastructure in the congested northwest portion of the State. Making use of an ARRA grant of $71 million, the Gateway Project is dedicated to improving freight and passenger operations serving a multi-state region centered on Chicago. In addition, the State of Indiana partnered with the State of Illinois and the State of Michigan to support the Passenger Rail Corridor Investment Plan for improvement of Detroit to Chicago service. In a recent report by a blue-ribbon panel on transportation infrastructure commissioned by Indiana Governor Pence, the Chicago-Fort Wayne-Columbus Corridor received placement as one of two rail projects among the list of proposed priority projects (Final Report to Governor Pence, July 9, 2014). This demonstrates the State's on-going commitment to work cooperatively within a multi-state framework to improve regional transportation alternatives, including passenger rail. 8. Project Implementation and Management Arrangements The FRA will serve as the granting Federal entity for a Department of Transportation award that will be administered by INDOT. The formal structure and legal agreement for the project management and procurement between INDOT and the City of Fort Wayne will be finalized in a cooperative agreement. INDOT will provide programmatic and financial oversight for this Tier 1 EIS. INDOT will be responsible for the reporting of project progress to the FRA in key areas that include project status monitoring, project scope compliance, approval of change orders or significant changes to the project scope, schedule, and cost, as well as any project safety consideration, and managing funds drawdown requests The City of Fort Wayne will enter into a cooperative agreement with INDOT for the day-to-day conduct of the Tier 1 EIS. In cooperation with corridor partners, the City of Fort Wayne shall be responsible for consultant bidding, selection, and close monitoring of tasks, timelines, and need for corrective actions subject to final approval by INDOT. It is the intention of the City of Fort Wayne to contract with an engineering consultant capable of acting as Project Manager (PM) and overseeing the Tier 1 EIS process to INDOT s satisfaction. The selected firm must demonstrate past proficiency in producing all required Tier 1 EIS and SDP deliverables. In addition the City of Fort Wayne will decide prior to the time of an INDOT agreement which type of subconsultant(s) may be used for other areas of the process. Fort Wayne will receive and scrutinize billable items, and shall submit invoices to INDOT on an agreed and regular schedule, currently projected to be monthly. Travel, research, and other expenses on behalf of the Tier 1 EIS will be the responsibility of the consultants. Travel, meetings, materials and community outreach by consultants will be built into their rate structure and 20