Grand Rapids-Chicago Corridor ID Application

GRAND RAPIDS –

CHICAGO

CORRIDOR

US DEPARTMENT OF TRANSPORTATION

FEDERAL RAILROAD ADMINISTRATION

CORRIDOR IDENTIFICATION AND DEVELOPMENT PROGRAM

SUBMITTED BY: MICHIGAN DEPARTMENT OF TRANSPORTATION

OFFICE OF RAIL

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

I. Cover Page

Corridor Title

Grand Rapids – Chicago (Pere Marquette)

Applicant

Michigan Department of Transportation

Was a Federal Grant Application Previously

Submitted for this Corridor?

Other sources of Funding for the Corridor?

Yes – Michigan Comprehensive

Transportation Fund, approximately $100

Million annual appropriation

City(-ies), State(s) Where the Corridor is

Located

Grand Rapids, Michigan to Chicago, Illinois

Congressional District(s) Where the Corridor

is Located

Michigan Congressional Districts: 3, 4, 5

Illinois Congressional Districts: 1, 2

Indiana Congressional District: 1

Is the Corridor currently programmed or

identified in: State rail plan, or regional or

interregional intercity passenger rail systems

planning study?

Yes – Michigan Mobility 2045 (State Rail

Plan)

Is the applicant working with other entities in

support of the Corridor?

Yes – Amtrak, Michigan Association of Rail

Passengers, Midwest Interstate Passenger

Rail Commission

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

II. Corridor Summary

The Michigan Department of Transportation (MDOT) respectfully submits the Grand Rapids –

Chicago Corridor for inclusion in the Corridor Identification and Development Program. This corridor

that carries the state-supported Amtrak Pere Marquette service, connects Grand Rapids, Michigan and

Chicago, Illinois, and is comprised of one daily round trip that serves five stations. One of the largest

challenges faced on this corridor is service reliability, most notably on-time performance. In addition,

MDOT is supportive of exploring a potential increase in frequency of service to offer more options for

passengers, ultimately making intercity passenger rail a more attractive mode of transportation.

III. Corridor Funding

The Office of Rail administers MDOT's rail and port programs, which are primarily supported with

annual Comprehensive Transportation Fund (CTF) revenues. While MDOT’s rail program funding is

subject to annual appropriation and can vary from year to year, it is approximately $100M in FY2023. It

is expected to remain relatively consistent going forward. A portion of that state appropriation is used

for expenses that are either statutorily (operating support for the three current Amtrak services at $15-

30 Million annually) or contractually (such as the maintenance of the Kalamazoo-Dearborn corridor and

non-Federal match to existing Federal grants) mandated. These mandatory expenses vary from year to

year as well, but in total, require approximately half of our appropriation annually. The remainder is

available, at MDOT’s discretion, to invest in other priorities in the best interest of rail transportation in

Michigan. Those priorities include, but are not limited to, investments in the state-owned portion of the

accelerated corridor utilized by the Blue Water and Wolverine services. Should this corridor be selected

for the Federal Railroad Administration’s (FRA) Corridor Identification and Development (CID) Program,

the required match for activities beyond Step 1 would come from that discretionary portion of our

funding in any appropriate Fiscal Year(s). This funding would also offer potential match funds for

projects identified through the CID Program.

MDOT has successfully completed work, or partnered with third party agencies to complete work, under

numerous HSIPR, Consolidated Rail Infrastructure and Safety Improvements (CRISI), and Federal-

State Partnership for State of Good Repair (SOGR) grants for improvements on passenger rail

infrastructure in Michigan. Details are found in the table below.

PASSENGER RAIL FEDERAL GRANTS 2010 to FEBRUARY 2023

Project

Started

Fed $

Federal Grant

Michigan Line 5 Bridge Reconstruction of Structures PE/NEPA

Pending

$1.55

FY21 State of Good Repair

Jackson-Ypsilanti Curve Mods

Pending

$15.57

FY20 State of Good Repair

Kalamazoo-Dearborn Trespass Grant

2023

$15.62

FY20 CRISI

Kalamazoo-Dearborn Track and Signal Infrastructure Reliability Improvement

2020

$6.52

FY19 State of Good Repair Grant

Battle Creek Station Connection PE/NEPA

2020

$0.75

FY19 CRISI

Kalamazoo-Dearborn, Jackson & Mechanic St. Bridge Replacements

2019

$23.34

FY 18 State of Good Repair Grant

Kalamazoo-Dearborn - Rail Curve Modification Battle Creek to Jackson

2014

$9.40

TIGER FY13

West Detroit Connection Track

2012

$7.90

HSIPR FY09

Kalamazoo-Dearborn - Acquisition/Enhancements/Professional Services

2012

$150.00

HSIPR FY10

Kalamazoo-Dearborn - Service Development Program

2012

$196.50

ARRA HSIPR

Midwest Next Generation Train Equipment Procurement *

2012

$268.20

ARRA HSIPR

Dearborn Station

2011

$28.20

ARRA HSIPR

Ann Arbor Station - PE/NEPA

2011

$2.80

ARRA HSIPR

Chicago-Detroit/Pontiac Corridor Investment Plan - Environmental Clearance

2011

$3.20

HSIPR FY10

Troy Station

2011

$8.30

ARRA HSIPR

Battle Creek Station

2010

$3.60

ARRA HSIPR

Grand Rapids Amtrak Station/Railroad Relocation

2010

$3.80

FY09 Rail Line Reloc. & Improv.

Total

2010-23

$745.25

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

IV. Applicant Eligibility

MDOT is the applicant for the Project. As a Department of the State of Michigan, MDOT meets eligibility

requirements outlined in Section C.1.b. of the Notice of Funding Opportunity.

V. Detailed Corridor Description

1. Basic Characteristics

The 176-mile corridor between Grand Rapids, Michigan and Chicago, Illinois is part of the Chicago Hub

Passenger Rail Network. This existing corridor is one of several branches in the hub and spoke

passenger rail system centered on Chicago, as identified in the Midwest Regional Rail Plan, published

by FRA in 2021.

Current Amtrak service on the Grand Rapids – Chicago Corridor includes the Pere Marquette service at

one round trip per day, in addition to a portion of the corridor serving Michigan’s other two services

daily. The Grand Rapids – Chicago Corridor travels through three states: Michigan, Indiana, and Illinois.

Corridor ownership includes three railroads: CSX, Norfolk Southern (NS), and Amtrak. CSX owns 135

miles; NS owns 39 miles; Amtrak owns just over a mile leading into Chicago Union Station.

The corridor serves four station communities within Michigan, plus Chicago Union Station, and

connects both urban and rural areas. While the corridor begins in Michigan’s second largest city, Grand

Rapids hosts many festivals throughout the year, including ArtPrize. The area outside of metropolitan

Grand Rapids consists of rolling farmlands and orchards covering over 157,000 acres within Kent

County.

The corridor continues to Holland, which is a popular year-round tourist destination and Lake

Michigan lakeshore community, as well as host to Hope College. The corridor then continues to

Bangor, which is a very rural area and is home to Michigan’s Apple Festival. It continues through rural

farm and fruit production lands to St. Joseph, another lakeshore tourist destination, before crossing the

Indiana-Michigan state line and traversing to Chicago.

Through the development of a Service Development Plan (SDP), MDOT aims to identify improvements

to the corridor that will improve on-time performance of the service. In FY2022, this corridor was on

time for only 73 percent

of its passengers. While this is Michigan’s best performing service, an

improvement in service reliability and on-time performance would increase the potential growth of this

corridor.

Ridership potential, as well as operational and capital investment requirements, and public benefits for

expanded service on the Grand Rapids – Chicago corridor must be evaluated to determine market

demand for additional frequencies. Currently operating at just one round-trip train per day, MDOT would

like to assess the potential of adding a second daily round-trip. This vision is supported in the Amtrak

Connects US plan

. Increasing the frequency of rail service within the corridor would significantly

improve its attractiveness to travelers and is an integral element needed to allow the rail service to

meet existing and future passenger demand.

2017 Census of Agriculture, Kent County Prole

Amtrak Status Report, October 1, 2022

https://www.amtrakconnectsus.com/

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

2. Corridor Readiness

The corridor currently supports a successful Amtrak intercity passenger service. MDOT desires to

enhance the corridor to provide a topnotch service to its customers. Due to its experience with the 2017

SDP for the Detroit/Pontiac – Chicago corridor, as well as numerous other planning projects, MDOT

Office of Rail is well-prepared to manage the preparation of an SDP for the Grand Rapids – Chicago

corridor, in addition to any of the proposed work from the PE/NEPA phase through Final Design and

Construction of the projects identified within the SDP.

3. Eligible Activities

This application seeks to initiate the Corridor development efforts under the CID Program, including the

development of a scope, schedule, and cost estimate for preparing an SDP for the Grand Rapids –

Chicago Corridor, as outlined in Section C.4.a. of the Notice of Funding Opportunity.

4. Intended Operator

The intended operator of the Grand Rapids – Chicago corridor continues to be Amtrak.

5. Legal, Technical, and Financial Capacity

MDOT has the legal, technical, and financial capacity to carry out the proposed project.

Legal Capacity

Michigan has the statutory legal authority to build and oversee rail capital investment through the State

Transportation Preservation Act of 1976 “Act 296 of 1976” and “Act 51 of 1951.”

Technical Capacity

The MDOT Office of Rail consists of a team of experts in railroad management, each with their own

area of expertise. This office is responsible for promoting and developing the infrastructure needed to

support intercity passenger rail. This office works with contractors, provides project oversight, oversees

financial aspects of program development, and interacts with stakeholders to ensure the success of all

rail projects. Staff members in this office are well-versed in all aspects of project management and have

experience in working with rail owners and contractors, stakeholders, and federal regulatory agencies.

In addition, MDOT is supported by Quandel Consultants, Inc., a 30-person engineering firm specializing

in federally funded railroad projects. Quandel represents several Midwest clients in their implementation

of freight improvement programs funded through FRA programs.

Financial Capacity

All rail funding in the State of Michigan is subject to annual appropriation. The Rail Operations and

Infrastructure line item in MDOT’s FY2022-2023 appropriation bill, 2022 PA 166, funds several

individual programs and activities, ranging from passenger rail operating assistance to capital and

maintenance activities on the 665 miles of state-owned rail lines to programs that enhance economic

development and support the state’s overall investments in rail infrastructure. For FY2023, the line item

is funded with $99,650,700 in state CTF dollars, and provides the authority to spend federal, local, and

private dollars. At this time, no local or private dollars are anticipated to be available for expenditure.

Financial statements of the State of Michigan's Comprehensive Annual Financial Report (SOMCAFR)

are prepared by the Michigan Department of Management and Budget and are audited by the State

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

Auditor General. Separate Audited Financial Statements of the restricted funds of MDOT AFR can be

found at the Michigan Office of the Auditor General website at: http://audgen.michigan.gov, and

MDOT's website at www.michigan.gov/MDOT.

Audits of the SOMCAFR and MDOT AFR are performed by both the State of Michigan’s Auditor

General and MDOT's Office of Commission Audits. MDOT's ability to absorb unforeseen cost

increases, cost overruns or financial shortfalls is limited to those funds made available to its rail

programs per statutory distribution of Michigan's Comprehensive Transportation Fund, per PA 51 of

1951. Allocation of funds over and above those already made available to MDOT's rail program is at

the discretion of the state legislature.

6. Challenges to Address

A challenge facing intercity travelers along the Grand Rapids – Chicago Corridor is the lack of

competitiveness of rail transportation to automobile travel. Improved intercity passenger rail service

would offer an alternative to traditional highway and air travel between major urban centers in the face

of increasing fuel costs and congestion on Midwest highways and at Midwest airports.

Michigan’s long-range plan, Michigan Mobility 2045, indicates that our population and economy are

changing in response to trends that affect travel patterns and demand across all modes of

transportation. Population and jobs are projected to grow gradually over the next 25 years and will likely

increase demand for travel, particularly in and between urban areas. An aging population, structural

changes in the economy, and the further implementation of new technologies will shape the character

of that growth. Non-auto mobility options will be more critical than ever to accommodate demographic

change and promote health, equitable access to opportunity, and achieve Michigan’s climate goals.

To achieve Michigan’s vision for an interconnected multimodal system that is people focused,

equitable, reliable, convenient for all users, and enriches Michigan’s economic and societal vitality, our

intercity passenger rail corridors must operate more reliably. As stated under Basic Characteristics

above, customer on-time performance for the Grand Rapids – Chicago corridor was only 73 percent in

FY2022.

Pere Marquette

FY17

FY18

FY19

FY20

FY21

FY22

All Stations OTP

Customer OTP

92%

86%

75%

81%

76%

73%

*FY21 began FRA's first full year of Customer OTP as a standard OTP metric.

In large part, this may be due to operational constraints and conflicts between passenger and freight

service operations on the same lines between Chicago and Porter, Indiana in what is known as the

South of the Lake (SOTL) portion of the corridor. Addressing capacity constraints on this portion of the

corridor is critical to all three Michigan passenger rail services. Solving this issue is likely a key to

accomplishing better on-time performance and enabling future growth of the corridor with additional

frequencies.

Offering travelers more schedule options is essential in achieving Michigan’s vision, especially with our

rapidly aging population and generational preferences for alternatives to automobile driving. Increasing

frequency of service on the Grand Rapids – Chicago corridor would offer more flexibility and options to

travelers. Accessibility and connectivity are the bedrock of the transportation system and fundamental

to unlocking Michigan’s economic growth and equitable access to opportunities. In addition, increasing

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

frequency of service within the corridor to meet travel demand and ridership potential will attract new

customers and provide transportation options to travelers.

7. Users and Beneficiaries

There are numerous expected users and beneficiaries associated with the Grand Rapids – Chicago

Corridor:

• Amtrak

• MDOT

• Cities of Grand Rapids, Holland, Bangor, St. Joseph, and Chicago

• CSX, Norfolk Southern, and their customers

• Current and potential new users of Amtrak’s Pere Marquette service, in addition to users of the

Wolverine and Blue Water services

For Amtrak and MDOT, improvements to the corridor would benefit intercity passenger services across

Michigan. The primary beneficiaries of the Grand Rapids – Chicago Corridor are existing and future

riders of Amtrak’s Pere Marquette service. However, even users of Amtrak’s Wolverine and Blue Water

services would benefit with improvements made to the shared corridor between Chicago and Porter,

Indiana. The resulting operational improvements would represent tangible progress toward the state’s

vision for enhanced mobility and support of economic development and environmental sustainability.

According to a 2019 study completed by Michigan State University,

travelers utilizing the Pere

Marquette service had the following trip purposes:

Pere Marquette Travelers – Trip Purpose

Visit Friends and Family

46.72%

Leisure and Other

21.17%

Vacation

18.25%

Business

10.22%

School

3.65%

It is anticipated that Amtrak and MDOT will benefit from increased ridership once improvements are

identified and implemented. A significant growth in business and school travel could be achieved by

more reliable and available service. Overall improvements within the corridor will support the Amtrak

service’s competitiveness with air, automobile, and bus travel for intercity trips. The average train ticket

is economically competitive with other modes, but the reliability and trip time often discourages users

from choosing rail. Investing within this corridor will help to improve the service’s ability to give

confidence to consumers that rail service is fast, effective, and reliable. This in turn, offers benefits to

both Amtrak and the State of Michigan, in terms of improved farebox recovery ratios.

8. Potential Scaling of the Corridor

MDOT’s priority is to improve on-time performance within the corridor. Following that, MDOT is

interested in exploring the implementation of an additional frequency of service on the corridor.

“Intercity Bus and Passenger Rail Study,” September 2019, Prepared by Michigan State University

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

9. Prioritization of Corridors

In addition to this Grand Rapids – Chicago Corridor application, MDOT is submitting independent

applications for the Detroit/Pontiac – Chicago Corridor and the Port Huron – Chicago Corridor. MDOT’s

priority, based on ridership and OTP, for these applications is as follows:

Prioritization of Corridors with Supporting Data

Rank

Corridor

FY22

Ridership

On-Time

Performance

Detroit/Pontiac – Chicago

367,254

62%

Port Huron – Chicago

145,072

66%

Grand Rapids – Chicago

86,148

73%

10. Other Information to Consider

The following documents support the development of this corridor:

• FRA Midwest Regional Rail Plan

• Midwest Regional Rail Initiative

• Michigan Mobility 2045

• Michigan Mobility 2045, Rail Supplement

• Amtrak Connects US

Letters of support for the corridor are included in the Attachments to this application and have been

received from: Amtrak, Michigan Association of Rail Passengers, and the Midwest Interstate Passenger

Rail Commission.

VI. Corridor Location

The Grand Rapids – Chicago Corridor traverses through three states (Michigan, Indiana, and Illinois),

with two host railroads (CSX and NS). Within each state, the passenger rail service travels through

many counties, cities, and Congressional districts.

In Michigan, the corridor begins at the Grand Rapids station located in Kent County and ends at the

Michigan/Indiana state line. It travels through the counties of Berrien, Van Buren, Allegan, Ottawa, and

Kent. Within these counties, the corridor in Michigan serves the cities of St. Joseph, Bangor, Holland,

and Grand Rapids. The Indiana portion of the corridor begins at the Indiana/Michigan state line and

ends at the Illinois/Indiana state line, and includes Lake, Porter, and La Porte Counties, Indiana. The

Illinois portion of the corridor begins at the Illinois/Indiana state line and ends at the Chicago Union

Station. This segment of 15 miles is entirely within the City of Chicago & Cook County.

See map on following page.

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

VII. Evaluation and Selection Criteria

1. Corridor Benefits

A. Projected Ridership, Revenues, Capital Investment, and Operating Funding Requirements

Amtrak Connects US estimates, based on Amtrak’s 2021 forecasting, projected annual ridership of

359,000 at three round-trip services per day by 2035. This results in an operating cost of $15.5 million,

revenues of $12.9 million, and a state contribution of $2.6 million.

Capital expenditures are estimated

at $456 million. The development of an SDP is expected to refine these estimates and develop

estimates for an increase to two round-trip services per day.

B. Environmental, Congestion Mitigation, and Other Public Benefits

There is significant opportunity to reduce carbon emissions by using trains over automobiles or planes.

This is due to an increased energy efficiency of trains versus other forms of transportation. Travel on

Amtrak trains outside the NEC emits up to 55% fewer GHGs than driving alone, and up to 30% fewer

than flying.

These benefits would scale with corridor improvements. As referenced in the Connects US

Source: Amtrak Connects US, 2021

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

plan, Amtrak trains are energy-efficient and will grow even more efficient with the latest generation of

locomotives, which are 10% more fuel-efficient than previous diesels. Across Amtrak’s national system,

traveling by Amtrak is 46% more energy efficient than driving, and 34% more efficient than flying.

As referenced in Amtrak’s Corridor Vision in the Connects US plan, offering modal choices, and

attracting new rail customers results in a reduction in highway congestion, as well as in vehicle crashes

and the accompanying injuries and fatalities.

In addition, Southwest Michigan is home to some of the state’s worst air quality along the Lake

Michigan lakeshore. The Michigan Department of Environment, Great Lakes and Energy works closely

with the West Michigan Clean Air Coalition to monitor, raise awareness, and improve air quality in the

region. Reducing emissions and encouraging more users of rail transportation will support this region in

achieving cleaner air.

C. Projected Trip Times and Competitiveness with Other Modes

Current average trip times from endpoint-to-endpoint total four hours and six minutes. Any future

improvements made to the corridor would help to reduce the trip time and make it more competitive

with automobile travel.

Differing population growth in different regions, shifting travel preferences, congestion on other modes,

and concern over impacts of climate change all combine to underscore the importance of a new vision

for how intercity rail can serve the nation’s transportation needs. By diverting passengers to rail traffic,

fewer cars will be on the region’s roads. This modal diversion improves the safety of these passengers

due to the higher risk of traveling in automobiles. The modal diversion reduces the wear on the existing

roadways and will reduce the maintenance costs associated with paving and painting. Furthermore, the

reduction of cars on roadways improves congestion, providing a benefit to the existing drivers. Finally,

the modal diversion will provide travel cost savings to those passengers who are diverted from

automobile to rail travel. The savings are seen in a reduction in operating costs of personal vehicles,

such as gasoline, maintenance, tires, and automobile depreciation. However, this reduction in operating

costs is partially offset by the purchase of a train ticket.

D. Economic and Employment Impacts

This corridor is home to Grand Rapids, which represents one of the fastest growing economies in

Michigan and the Midwest. The Grand Rapids area has long been known as a leader in the furniture

industry and has worked to diversify its economy. It is now a center for advanced manufacturing, health

sciences, food processing and agribusiness, and technological innovation.

Some of the largest

employers along the corridor include Magna, GE Aviation, Haworth, Tyson, Whirlpool, Bosch, Spectrum

Health, Amway, Steelcase, Herman Miller, and Meijer.

Intercity passenger train travel with more frequent and reliable service effects the competitiveness of

the state and region to attract new residents, business opportunities and tourism. Additionally, the

diversion from highways to intercity passenger rail provides economic competitive benefits by providing

a reduction in roadway fatalities and crashes, congestion savings, travel cost savings, roadway

maintenance savings, and emissions savings. Improvements to operational reliability and the

expansion of service by increasing frequency on this corridor is part of a larger effort to improve rail

transportation in the State of Michigan and in the United States. This overall effort contributes to the

Source: Amtrak Connects US, 2021

e Right Place

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

economic competitiveness of Michigan and the United States over the medium and long-term by

improving the national transportation system while creating and preserving jobs.

E. Benefits to Rural Communities

Transportation options in rural areas allow for access to food, healthcare, educational opportunities,

and employment. It allows access to non-farming jobs, increases tourism and travel, helps make rural

communities more attractive to larger corporations, and provides access to higher education and

training for rural citizens.

Although several stations on this corridor are in smaller urbanized areas, many riders of this service live

in the surrounding rural and agricultural areas. In fact, the greater Grand Rapids area has seen a 45%

growth rate in agribusiness in the last decade, which supports over one-third of Michigan’s agricultural

production and sales in West Michigan.

This corridor also traverses through a fruit production belt in

Michigan. Improvements on this corridor will help to make the rail travel mode more competitive with

air, automobile, and bus for intercity trips. The average train ticket is economically competitive with

other modes, but often the reliability, trip time, and schedule pushes users to other options.

Improving operational reliability and increasing frequency of intercity passenger rail service in the

corridor will allow rural citizens more dependable service options to make it to healthcare appointments,

education options, and employment in the connecting urban areas. This provides confidence to

consumers that rail service is fast, effective, and reliable.

F. Serving Historically Unserved or Underserved and Low-Income Communities or Areas of

Persistent Poverty

60 percent

of the station communities served by the Grand Rapids – Chicago Corridor are within

opportunity zones for historically unserved or underserved, low-income, or persistent poverty areas.

This corridor provides these areas with a wider range of travel options so that they can affordably

expand their personal mobility.

G. Connectivity with Other Modes

Intercity passenger rail service within the state of Michigan connects with other modes at stations, as

well as offers the ability to bring bicycles onto trains. Additionally, all Michigan stations but one (Albion)

offer connections to local transit. Thirteen of Michigan’s stations provide connections to intercity buses.

Amtrak provides this connecting bus service using locally contracted intercity buses, which extends the

network by 1,470 miles within Michigan.

The table below includes modal connections within the Grand

Rapids – Chicago corridor.

Modal Connections by Station (Grand Rapids – Chicago Corridor)

Station

Intercity Bus Connections

Transit Connections

Grand Rapids

Indian Trails, Greyhound, Amtrak Thruway Motorcoach

The Rapid

Holland

Indian Trails

Macatawa Area Express

Bangor

N/A

Van Buren Public Transit (Dial-A-Ride Transit)

St. Joseph

N/A

Twin Cities Area Transportation Authority

e Right Place

Source: USDOT, Areas of Persistent Poverty & Historically Disadvantaged Communities, 2023

Michigan Mobility 2045, State Rail Plan Supplement

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

The potential to benefit or improve connectivity with existing or planned transportation services of other

modes does exist within the corridor. By supporting the reliability of consistent passenger operations

and on time performance, it provides the ability for travelers to utilize the corridor’s services for

connections to other modes, such as connecting to buses or flights. In addition, throughout the

development of the SDP, it is likely that station improvements will be identified as a need. As stations

are updated and improved, integration and connections with other modes such as transit and active

transportation are improved. In turn, this multiplies the convenience and perceived value of intercity

passenger rail transportation.

H. Connection Between Most Populated Metropolitan Areas

This corridor connects two of most populated metropolitan areas in the Midwest and nation. According

to the 2020 U.S. Census, Chicago ranked 3

and Grand Rapids ranked 51

in the most populated

metropolitan areas within the United States. When looking at the Midwest, Chicago ranks 1

and Grand

Rapids ranks 11

for most populated metropolitan areas.

I. Enhancements to Regional Equity and Geographic Diversity

This corridor begins in Grand Rapids, which is one of Michigan’s largest metropolitan areas, however

many users of this service live and work in the nearby rural and agricultural communities. Having a link

between urban and rural areas provides the opportunity for a growth in regional equity with access to

higher education institutions, jobs, health care, and more. This corridor serves several college and

university communities, including community colleges, Grand Valley State University, Hope College,

and Davenport University. Improving service will help to make rail transportation more attractive to the

students on these campuses, providing them with more travel opportunities.

Providing improved access will help local Michigan station communities leverage and attract new

generations of Americans, who tend to travel more frequently and gravitate towards trains and transit

options. Similarly, the corridor can benefit older generations who are less comfortable driving than they

once were.

J. Integration into the National Rail Passenger Transportation System

The corridor will remain integrated into the national rail passenger transportation system. Improving

operational reliability and providing more options for travelers offers better connectivity between Amtrak

routes connecting at Chicago Union Station.

2. Technical Merit

A. Readiness

MDOT is well-prepared and ready to commence activities under the Corridor Identification and

Development Program and eagerly anticipates the start of Step 1 and Step 2. Developing an SDP for

the corridor will provide the data and guidance necessary to assist MDOT in developing Office of Rail

priorities for project implementation.

B. Experience of Key Personnel

MDOT’s experienced staff in the Office of Rail will lead the project. Office of Rail Director, Peter

Anastor, leads a dedicated team of MDOT employees focused on all rail activities in Michigan. Peter

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

has over 25 years of experience in leading high-level teams within Michigan government to promote

economic development opportunities and the efficient utilization of infrastructure assets. MDOT’s Chief

Rail Engineer, Brandan Maurer, leads the Infrastructure and Asset Management section within the

office and has over 10 years of transportation development and management experience. Nikkie

Johnson leads the Passenger and Freight Development section within the office and has over 15 years’

experience managing rail programs within the State of Michigan. Jeff Martin has over 7 years of

experience managing various components of Michigan’s passenger rail program within the Office of

Rail and is a key member of the project team. Sara Moore has over 20 years of transportation planning,

policy oversight, and development experience within MDOT, including over 14 years in MDOT’s rail

office. Sara will be the MDOT project manager.

C. Commitment to Operation

MDOT is committed to the implementation and operation of the corridor. As noted in Section III.

Corridor Funding of this application, MDOT currently funds three State-Supported Amtrak routes and

receives an annual appropriation from the state legislature and retains a level of flexibility in

determining how that funding is used within the rail program. This allows MDOT the ability to invest in

priorities that are found to be in the best interest of rail transportation in Michigan.

D. Inclusion in Planning Studies

The Grand Rapids – Chicago Corridor is an established corridor within the national rail network.

Increased frequency of service was included in the FRA’s Midwest Regional Rail Plan, which was

published in October 2021, as well as identified in Amtrak’s Connects US plan published in June 2021,

and in Michigan Mobility 2045, published in November 2021, which serves as Michigan’s long-range

transportation plan, rail plan, and freight plan.

E. Funding Commitment

As previously mentioned, MDOT is committed to funding the state match portion of Steps 2, and 3 of

the CID Program, as well as through implementation and operation of the corridor, subject to annual

appropriation.

F. State Rail Plan Inclusion

All aspects of this application were included in Michigan Mobility 2045, which serves as the State Rail

Plan for Michigan.

G. Passenger Operator Support

Amtrak will continue operation of the Grand Rapids – Chicago service and has expressed support for

increased frequency in the Connects US plan.

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

VIII. DOT Strategic Goals

1. Strategic Goals

A. Safety

The Grand Rapids – Chicago Corridor is already included in Amtrak’s System Safety Program Plan.

The most important facet of rail planning, design and operations is promoting the safety of passengers

and rail workers. The future Michigan rail system will ensure safety by employing the most current train

control technology and track inspection equipment. Minimizing interactions between trains and

automobiles through grade crossing management will also be considered during the planning process.

By supporting the operational reliability and expansion of passenger rail service, these improvements

will help to sustain and grow ridership on the Pere Marquette passenger service. As travel by rail is

significantly safer than travel by passenger vehicle, and passenger vehicle is the primary competing

mode for this corridor, supporting and increasing ridership in this corridor results in an overall increase

in safety to the transportation system and a decrease in transportation-related fatalities and serious

injuries.

B. Economic Strength and Global Competitiveness

Infrastructure Investment and Job Creation

Implementation of the improvements to this corridor is expected to create jobs in the rail industry, from

construction to operations and maintenance. These jobs will generate additional household income

across the region. Overall, the corridor will support existing industries and businesses such as Meijer,

Steelcase, Herman Miller, GE Aviation, and others to foster growth across the Midwest by improving

access between communities. Improved service and stations will encourage transit-oriented

development, which will result in an increase in property values.

Support Resilient Supply Chains and Economic Opportunity

The corridor will also support the resiliency of the Midwest supply chain through construction of the

improvements identified in the SDP, such as new track, structures, stations, platforms, and/or signal

and communications equipment that will increase rail network capacity, reduce congestion, and

increase multimodal connections. This will create a more balanced, multimodal transportation network

that provides a viable transportation alternative for underserved communities and segments of the

population that cannot, or choose not to, drive.

C. Equity

MDOT has a duty to serve all Michiganders, including minority groups, low-income populations, the

elderly, people with disabilities, and all those who traverse the state. This corridor serves Holland,

which has a Hispanic population of 24.2% and Grand Rapids, which has a population comprised of

36% persons of color.

In addition, Grand Rapids and Bangor have poverty rates of 18.6% and 17.8%,

respectively.

MDOT recognizes its responsibility to provide fairness and equity in all its programs,

services, and activities, and to abide by and enforce federal and state civil rights legislation related to

transportation. MDOT is committed to achieving transportation equity through the fair distribution of the

U.S. Census Bureau

Corridor Identification & Development Program Application

Michigan Department of Transportation

Grand Rapids – Chicago Project Narrative

impacts of transportation resources, projects, and policies. MDOT recognizes that not all Michiganders

have the same access to opportunity, safe mobility options, and healthy environments.

According to a 2019 study completed by Michigan State University, 29.7%

of travelers using the

Amtrak Pere Marquette service report a household income of less than $50,000. Improvements to the

corridor will expand transportation options and provide more opportunities for residents across the

region to choose a safe and cost-effective mode of transportation. It will enhance Michigan’s rail system

and serve cities and historically underserved areas. Furthermore, there will be more opportunities to

connect smaller and rural communities.

D. Climate and Sustainability

In response to the dramatic impacts of human induced climate change on the health and prosperity of

Michiganders, Governor Whitmer committed Michigan to the goals of the Paris Agreement to reduce

greenhouse gas emission by at least 26-28 percent below 2005 levels by 2025. Reducing

transportation-related emissions is a necessary component of Michigan’s strategy. Altogether, cars,

trucks, marine vessels, trains, and aircraft contribute 29 percent of total U.S. greenhouse gas

emissions, the highest share of any sector. Without significantly decreasing transportation emissions

over the next two decades, Michigan will risk incurring greater and greater damage to its infrastructure,

health, and economy as severe weather escalates in frequency, duration, and intensity.

A robust passenger rail system throughout the Midwest can help address the climate change impacts

mentioned above, as well as sustainability, by diverting auto and air travelers to rail. This will remove

millions of car trips and plane trips annually and reduce congestion on highways and in airports. In

addition, as mentioned in Section VII.1.B, Southwest Michigan is home to the state’s worst air quality

along the Lake Michigan lakeshore. The Michigan Department of Environment, Great Lakes and

Energy works closely with the West Michigan Clean Air Coalition to monitor, raise awareness, and

improve air quality in the region. Reducing emissions and encouraging more users of rail transportation

will support this region in achieving cleaner air. Energy-efficient passenger trains use less fuel than cars

and planes and provide a climate change-friendly mode of public transportation. As climate change

impacts become more severe with more frequent and acute storms, increased pollution and other

impacts, resilient rail infrastructure and robust passenger rail service will be critical to the region.

E. Transformation

This corridor is in the Midwest, which serves as the heart of the nation’s rail network, with one out of

every four U.S. freight trains passing through Chicago each year, totaling about 500 freight trains and

800 passenger and commuter trains every day. The creation of an SDP for the Grand Rapids –

Chicago corridor will help to improve the network such that the benefits are felt locally, regionally, and

nationally through increased capacity, increased frequencies, stronger supply chain resiliency, and a

set of rail assets maintained in a state of good repair.

2. High-Speed Rail Corridor Designation

The Grand Rapids – Chicago Corridor is not a federally designated High-Speed Rail Corridor.

Intercity Bus and Passenger Rail Study,” September 2019, Prepared by Michigan State University