Advocating for improvements to passenger rail in the Midwest is at the heart of the MIPRC's purpose.
Midwestern states have developed two complementary plans, the Midwest Regional Rail System (MWRRS) and the Ohio Hub, to significantly improve passenger rail in the Midwest and link the region to the improvements being planned in the Northeast. These plans are not just paper dreams - they are the result of years of planning, and significant investment by the states.
But they need political will and funding at the federal level to become a reality. Passenger rail is a critical component of a modern, multi-modal transportation system — and needs to have financial support, unified policy development and oversight similar to that afforded to our air, highway and mass-transit modes.
Stay on this page to learn more about MIPRC's key advocacy points and what states are doing. Click on the links below to learn more about the Midwest Regional Rail Initiative, the Ohio Hub, Amtrak and what is happening at the federal level:
The Midwest Regional Rail Initiative
The Ohio Hub
Amtrak
Federal Updates
The MIPRC - an interstate compact commission of Midwestern state legislators, governors and their designees - believes that preservation and expansion of our existing passenger rail system is essential. The Midwest Interstate Passenger Rail Commission is pleased that President Bush signed the Passenger Rail Investment and Improvement Act (HR 2095/October 2008). The act reauthorizes Amtrak for five years and provides authorization for significant new programs and funding.
Click here to read the entire bill
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Amtrak authorizations, reforms and operational improvements (beginning on page 152)-- Authorizes Amtrak for 5 years, including authorization levels for capital and operating expenses, and requiring reform and operational improvements.
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Passenger Train Performance (Section 213, beginning on page 198) – provides a process for the Surface Transportation Board to investigate and determine if host rail carriers are not providing preference for Amtrak over freight as required by law.
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Intercity Passenger Rail Service Corridor Capital Assistance (Section 301, beginning on page 224) -- $1.9 billion over 5 years, at up to 80 percent federal match. For “financing the capital costs of facilities, infrastructure, and equipment necessary to provide or improve intercity passenger rail transportation” (projects must be part of an approved state rail plan – see section 303 below);
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Congestion Grants (Section 302, beginning on page 254) – $325 million over 4 years. Projects identified by Amtrak to reduce congestion or facilitate passenger rail growth along heavily traveled corridors, or by the Surface Transportation Board to improve on-time performance;
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State Rail Plans (Section 303, beginning on page 256) – Describes the purpose and minimum necessary components of state rail plans;
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Next Generation Corridor Equipment Pool (Section 305, beginning on page 265);
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Rail Cooperative Research Program (Section 306, beginning on page 267);
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Biofuels (Sections 404 & 405, beginning on page 281) – mandates studies on the feasibility of using biofuels for powering locomotives (Sec. 404) and bio-based lubricants on locomotives, rolling stock or other equipment (Sec. 405)
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High Speed Rail Corridor Program (Section 501, beginning on page 287) – $1.5 billion over 5 years, specifically for projects that would achieve speeds of at least 110 mph.
A substantive state-federal partnership is necessary to make the Midwest Regional Rail Initiative and the Ohio Hub plans a reality because of the capital investments needed. But states are increasingly taking the lead in developing plans to bring expanded passenger rail service to their communities, corridor by corridor.
Fourteen states now provide direct operating subsidies to Amtrak for increased passenger rail service, including Illinois, Michigan, Missouri and Wisconsin in the Midwest. While ridership on Amtrak’s service overall has been growing, the rise in the number of those taking the train on shorter, regional routes – which are mainly state-supported – has been particularly dramatic. In the Midwest, ridership on these shorter routes increased 64 percent overall between FY 2004 and FY 2008.
Ridership on corridor (short-distance) service in the Midwest
Service, finance and operating characteristics of state-supported Amtrak trains (2008)
Firstline Midwest report on state efforts to expand passenger rail service (March 2007)
Midwestern states are also asking Amtrak and other entities to conduct feasibility studies for improving, increasing and starting new service on corridors:
Chicago-Rockford-Galena-Dubuque (2007)
Chicago-Quad Cities (2008)
Missouri Freight and Passenger Rail Capacity Analysis (2007)
Chicago-Quad Cities extension to Iowa City
The MIPRC is working with each of its member states to help move passenger rail plans and ideas forward.