Posts Tagged ‘Indiana Department of Transportation’

INDOT Taking Applications for Grade Crossing Projects

May 9, 2018

Applications are being accepted by the Indiana Department of Transportation for the LocalTrax matching grant program for grade crossing separations, closures and other safety enhancements at railroad intersections with local roads.

The program has $125 million in state matching funds for eligible projects. The deadline for applications is Aug. 31 with awards expected to be awarded soon thereafter.

Local Trax requires local governments to provide 20 percent of funding for land acquisition and construction. The state will provide the remaining 80 percent.

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INDOT Starts Railroad Safety Project Fund

April 4, 2018

The Indiana Department of Transportation is making available $125 million in grants for “high-priority” railroad safety projects.

The grants are being channel through a new program, Local Trax, which will provide state matching funds for Indiana cities, towns and counties interested in pursuing grade separations, crossing closures and other safety enhancements at railroad grade crossings.

Grant applications will be accepted by INDOT between May and August. A local government agency must agree to provide 20 percent of the funding for the project with the state providing the other 80 percent.

INDOT plans to conduct public hearings throughout the state this month to answer questions about the new program.

Funding for Local Trax was appropriated in the state’s long-term road funding legislation signed by Gov. Eric Holcomb last year.

South Shore Developing Tracking Map

January 12, 2018

The Northern Indiana Commuter Transportation District has approved a contract with a Florida company to develop a tracking map as well as upgrading 19 grade crossings on the South Shore Line.

The $58,000 contract with ETATransit will lead to the creating of a tracking map and app that will enable South Shore passengers to check the progress of trains in real time.

The app will provide information on schedules and expected arrival times at stations.

The NICTD board of director also has authorized the purchase of 38 crossing gate mechanisms to upgrade 19 crossings that are currently only protected by flashing lights.

The Indiana Department of Transportation is funding the $168,000 project as part of the $1.3 million plan to double track the South Shore mainline and develop the West Lake Extension.

South Shore management was given the authority to negotiate contacts with land title companies because the railroad will need title services on 400 to 500 closings on a much shorter timeline than normal closings.

States Balk at FRA Passenger Safety Plan Rule

December 28, 2017

Transportation officials in several states are resisting a Federal Railroad Administration rule that requires passenger carriers to develop a System Safety Plan.

The states are not opposed to safety plans per se, but object to who is responsible for the plans, particularly in cases in which a state owns the rails over which a carrier such as Amtrak operates.

The FRA rule applies to “states, state agencies and instrumentalities, and political subdivisions of states that own [but do not necessarily operate]” railroads, railroad equipment, or provide financial support for passenger trains.

An analysis published on the website of Trains magazine observed that states are arguing that safety is the purview of the railroad tenant, not the landlord, and forcing a state to create a safety plan imposes a financial burden.

Some states have contended that they lack the experience and expertise to create safety plans.

The Vermont Agency of Transportation, which owns a portion of the route used by Amtrak’s Downeaster said that its officials aren’t even allowed on the right-of-way without the railroad’s permission.

Also protesting to the FRA have been the Capitol Corridor and San Joaquin joint power authorities in California, Indiana Department of Transportation, Northern New England Passenger Rail Authority, and the North Carolina Department of Transportation.

The FRA issued the rule in August 2016, saying that an “intercity passenger railroad” must create a safety plan that “continually and systematically evaluates railroad safety hazards on its system and manages the resulting risks to reduce the number and rates of railroad accidents, incidents, injuries, and fatalities.”

The deadline for creation of these safety plans has been delayed five times in the past 16 months. It is now set to take effect in December 2018.

Some states have also said the rule raises a constitutional question of how far the federal government can go to regulate state behavior.

“In opening the door to application of its [safety plan] rule … the FRA plainly has overreached its grant of enabling authority from Congress,” the Vermont petition states. “Moreover, by exposing such state entities with the untoward consequences of ‘railroad carrier’ status, the FRA will have a chilling effect on activities encouraged by Congress …” including state acquisition of lines threatened by abandonment.

In the meantime, Amtrak said it continues to create its own safety plan. “We are taking action independent of the stay of the rule. We are building a Safety Management System which includes the development of a System Safety Program,” an Amtrak spokeswoman said.

Hoosier State OT Performance Improving

October 24, 2017

The on-time performance of two Amtrak trains in Indiana has shown some improvement of late.

From a 37.1 percent rating in August the Chicago-Indianapolis Hoosier State improved to 56 percent in September.

The Chicago-New York Cardinal, which uses the same route, had an on-time performance of 58 percent during the month

Brittany White, stakeholder and marketing manager for the Indiana Department of Transportation, said the on-time performance for the Hoosier State for the month of October thus far has been close to 80 percent.

Amtrak has said most of the delays to the trains have occurred on CSX tracks between Indianapolis and Dyer, Indiana.

These run the gamut between malfunctioning signals to freight train interference.

CSX spokesman Rob Doolittle said the delays have resulted from issues stemming from implementation of a new operating model known as precision scheduled railroading.

He said changes in how freight cars are sorted at the railroad’s Avon Yard west of Indianapolis resulted in unanticipated congestion that contributed to service issues for Amtrak.

Amtrak spokesman Marc Magliari said the passenger carrier has seen a slow but steady increase in on-time performance.

INDOT has hired a consultant to identify areas for improvement in Amtrak, CSX and INDOT operations. That report is expected to be completed in early 2018.

Hoosier State Ridership up 11.6 % in April

May 12, 2017

The Indiana Department of Transportation reported this week that ridership of the state-funded Hoosier State increased by 11.6 percent in April to 2,034 passengers when compared with the same month last year.

Revenue rose 11.6 percent to $62,099 and the on-time performance since October was 85 percent, including more than 90 percent in March.

The Chicago-Indianapolis route was taken over by Amtrak in March from Iowa Pacific Holdings.

The Hoosier State operates quad-weekly on days that Amtrak’s Chicago-New York Cardinal does not run between Indianapolis and Chicago.

INDOT, Amtrak Say Relationship has Improved

March 7, 2017

The train name hasn’t changed, but the faces behind the Hoosier State have and that has made for better relations with Amtrak.

Amtrak took over complete responsibility for the quad-weekly Chicago-Indianapolis train on March 1.

Back in 2015, the Indiana Department of Transportation awarded Iowa Pacific Holdings a contract to operate the Hoosier State although Amtrak wasn’t entirely out of the picture.

IP provided locomotives, rolling stock and on-board service and marketing support. Amtrak provided operating crews and handled relations with the host railroads.

But IP didn’t think it was receiving enough money from INDOT and said it would cease operating the train after the state turned down a request for more money.

Amtrak wanted to continue operating the Hoosier State, but state officials say the price was too high.

That sent INDOT seeking another operator. An agreement with a private contractor fell apart, which sent INDOT to IP.

Now INDOT and Amtrak seem to be getting along just fine. What changed?

“Some of the faces have changed in the last several years,” said Amtrak spokesman Marc Magliari says. “A different governor, a different transportation commissioner, different people at Amtrak, too, sat down with a fresh sheet of paper and said, ‘What can we do?’”

INDOT spokesman Will Wingfield said the relationship improved when former Amtrak President and CEO Joe Boardman retired and was replaced by Charles “Wick” Moorman, the former CEO of Norfolk Southern.

“They’ve been an eager partner to work with us,” Wingfield says. “We have good things to say about the new Amtrak CEO and his team.”

Before IP came along, the Hoosier State was a bare-bones train. IP brought food service, free Wi-Fi and business class service.

Amtrak has agreed to continue providing those services even if its food service car won’t be serving the same freshly-prepared meals that IP served.

Wingfield declined to say how much INDOT and its funding partners along the route are paying to continue those services.

He did say, though, that INDOT is using all of the $3 million earmarked for the Hoosier State.

Amtrak also agreed to give INDOT a discount because the Hoosier State is used to shuttle equipment between Amtrak’s Beech Grove shops in suburban Indianapolis and Chicago.

Amtrak’s Magliari said the passenger carrier is looking at growing the business.

“The way you build ridership is to have frequencies that are attractive on a schedule that people can support and see is better than driving, and fares people can afford,” Magliari said. “Those are the three elements of the elixir to grow ridership – frequency, fare and schedule.”

The current contract between INDOT and Amtrak will expire on June 30.

That means the Indiana legislature has to agree to extend the funding. Wingfield said INDOT is asking lawmakers to approve Hoosier State funding for next two years.

Some lawmakers have indicated, though, that they have misgivings about a new deal because of the collapse of the public-private partnership between IP and INDOT.

Amtrak Takes Over Hoosier State Today

March 1, 2017

Amtrak has announced that it will provide Wi-Fi, business class and a café car on the Hoosier State when it takes over the train today (March 1)

It will also assign its great dome car Ocean View to the train for the month of March.

Amtrak logoThe equipment lineup for Nos. 850 and 851 will include 68-seat Horizon coaches and a café car with an attendant that will provide table seating at one end and 14 business class seats at the other.

All cars will have power outlets, reading lights and tray tables  at each seat and free cellular-based AmtrakConnect® Wi-Fi that combines mobile data from multiple carriers along the route.

Business class will provide 2-1 seating with leather seating surfaces, foot-rests and leg-rests.

Passengers booking business class aboard the Hoosier State will receive a 25-percent points bonus for Amtrak Guest Rewards members, complimentary coffee or tea, and use of the Amtrak Metropolitan Lounge in Chicago, which offers priority boarding.

Ocean View will provide upper level seats for coach passengers on a first come, first served basis at no extra cost. The car was built in 1955 by the Budd Company for the Great Northern Railway.

One-way adult ticket prices for coach service to and from Chicago range from $25 to $48 from Indianapolis, $25 to $47 from Crawfordsville, $23 to $45 from Lafayette, $17 to $30 from Rensselaer and $12 to $22 from Dyer.

Children ages 2-12 are half-fare and discounts are also available for students, seniors, military and others.

The additional charge each way for business class is $21 from Indianapolis and Crawfordsville, $20 from Lafayette and $14 from Rensselaer and Dyer.

Amtrak and Indiana Department of Transportation, which provides some funding for the service, are offering a “buy-one, get-one” fare during March, so two adult passengers can travel for the price of one.

See the Deals tab on Amtrak.com for applicable requirements for fare code V216.

The Hoosier State operates from Indianapolis to Chicago on Sunday, Tuesday, Wednesday and  Friday mornings. It operates from Chicago to Indianapolis on Sunday, Monday, Wednesday and Friday evenings.

The Chicago-New Cardinal operates on days and time slots that the Hoosier State does not operate.

Since July 2015 Iowa Pacific Holdings had provided equipment, on-board service and marketing for the Hoosier State with Amtrak providing operating personnel and maintaining relationships with the host railroads.

IP pulled out of the Hoosier State after INDOT refused its request for additional money to provide the service.

INDOT Supports Continued Hoosier State Funding

February 7, 2017

An Indiana newspaper reported last week that although Iowa Pacific was raving about improvements in on-time performance and increasing patronage of the Chicago-Indianapolis Hoosier State, the operation had become a money pit.

IndianaThe Journal & Courier of Lafayette said IP wanted the Indiana Department of Transportation to pay it $900,000 to operate the quad-weekly train through July.

INDOT spokesman Will Wingfield told the paper that IP said if it didn’t get that money it wanted it would cease participating in its partnership with Amtrak to operate the train.

For his part, IP President Ed Ellis told the newspaper that he blames the partnership’s failure on the formula INDOT used to pay IP and Amtrak.

That clause, Ellis noted, meant that as the on-time performance of the train improved IP was getting less money.

INDOT rejected IP’s demand for an additional $900,000 for six months of service because it was beyond the means of the state and municipalities that pay for the train.

Funding for the Hoosier State is provided by INDOT, Lafayette, West Lafayette, Tippecanoe County, Crawfordsville and Rensselaer.

Since IP became involved with the Hoosier State in July 2015, it has provided locomotives and passenger cars and has been responsible for marketing and on-board service.

Among other steps, IP began offering business class service and had a chef prepare on-board meals. Business class passengers were able to sit in the upper level of a full-length dome car.

Amtrak’s role was to provide the operating crews and handle relationships with the host railroads. That included incentive payments to CSX to handle the train on time.

The Hoosier State, which uses the same route between Chicago and Indianapolis traversed by Amtrak’s tri-weekly Chicago-New York Cardinal, primarily uses tracks of CSX.

Amtrak has said it will take over complete responsibility for the Hoosier State on March 1, including providing rolling stock.

Marc Magliari, an Amtrak spokesman based in Chicago, said the services Amtrak will provide are still being worked out.

However, he said Amtrak hopes to offer Wi-Fi and business class service. One amenity that Amtrak is likely to offer that IP did not is on-board power outlets.

The type of food service, if any, that Amtrak will provide is another unknown at this point. In the years before IP took over the Hoosier State, Amtrak did not offer food service.

Magliari said the train’s schedule will remain the same.

“What we think is important is that we have those amenities,” Tippecanoe County Commissioner Tom Murtaugh said in reference to the services that IP provided. “We think this has led to the increase in ridership.”

As he has said in the past, Ellis told the Journal & Courier that if the Chicago-Indianapolis corridor is to thrive it needs a faster travel time and more trains.

“You have to be able to run multiple frequencies,” Ellis said. “It takes a lot of capital to do that. I was hopeful we would be able to, but here we are: We have the same number of trains going at the same speed.”

Wingfield said INDOT has recommended to Indiana Gov. Eric Holcomb that the state continue for the next two years to fund the Hoosier State at $3 million a year.

Ellis said anything beyond the current level of service will require a higher level of funding from the state.

“I know the folks at INDOT want to solve this, but it’s beyond them,” he said. “It’s up to the legislature and a higher level of commitment to the Hoosier State.”

IP Gave Up on the Hoosier State Because it Wasn’t Receiving as Much Money as It Wanted

February 2, 2017

As the Indiana Department of Transportation frames it, the withdrawal of Iowa Pacific from operating the Hoosier State was due to IP making an unreasonable demand.

But as Iowa Pacific CEO Ed Ellis sees it, it was the result of a quirk in the contract that his company had with INDOT to operate the train.

Iowa PacificThat quirk, Ellis said, was that the compensation IP received declined each time the on-time performance of the Chicago-Indianapolis train improved.

Ellis said he sought to renegotiate the contract to guarantee that IP would receive a guaranteed $150,000 a month. But INDOT turned that down.

The situation is complex because Amtrak was also involved in operating the Hoosier State by providing operating crews and handling relationships with the host railroads.

Iowa Pacific provided the rolling stock (including locomotives) and food service employees, and did the marketing and promotion work.

Ellis told WBAA radio station in West Lafayette, Indiana, that INDOT paid Amtrak before it paid Iowa Pacific whenever there was any profit.

INDOT held separate contracts with Amtrak and Iowa Pacific. Amtrak billed the state for fixed operating costs plus “estimated third party costs,” that included maintenance of way charges and “performance incentives” paid to CSX for running the Hoosier State on time.

Iowa Pacific received the difference between what INDOT paid Amtrak and a fixed monthly sum of $254,000, INDOT spokesman Will Wingfield said.

Consequently, Amtrak received $4 million in 2016 while IP got $500,000.

Amtrak received monthly payments of between $288,000 in April to $172,000 in August. IP lost $34,000 in April but earned $82,000 in August.

The costs charged by Amtrak and Iowa Pacific are separate from what those companies earned in coach revenue, food service and business-class fares.

The guarantee that IP sought was more than what the contract specified said Wingfield, who added that it was more than what was reasonable for Iowa Pacific to seek.

Ellis said going into the arrangement to operate the Hoosier State that he didn’t realize how much the payments would favor Amtrak.

“The one thing that I would want to change going forward is to make sure that we put some kind of a floor under what our monthly revenue would be from the contract so that we don’t get into a situation where, at the end, we’re several hundred thousand dollars less than where we thought we would be,” Ellis said.

The Hoosier State began on Oct. 1, 1980, as an Amtrak train. IP took it over in July 2015.

It operated quad-weekly on days that Amtrak’s Chicago-New York Cardinal did not operate between Chicago and Indianapolis.

Amtrak will begin operating the Hoosier State with its own equipment on March 1. Wingfield said Amtrak has verbally committed to trying to add some of the amenities that Iowa Pacific offered, including Wi-Fi service.

INDOT agreed to let Iowa Pacific out of its contract, which was to expire on June 30.