Under the Passenger Rail Investment and Improvement Act of 2008 (PRIIA), MDOT provides operating support for three Amtrak intercity passenger rail services in Michigan. MDOT provides funds to match federal grants and to maintain part of the Kalamazoo-Dearborn corridor, purchased in 2011 to support high-speed passenger rail in Michigan. MDOT also funds the maintenance of Michigan’s share of equipment.

In addition to funding support, MDOT leads and supports planning to improve and expand existing services. MDOT also may assist in planning new services, but its role in these projects is determined case by case during development.

Michigan currently has three intercity passenger rail services, all part of a Midwest network centered in Chicago:

• Blue Water: One round trip daily between Port Huron and Chicago.
• Pere Marquette: One round trip daily between Grand Rapids and Chicago.
• Wolverine: Three round trips daily between Detroit/Pontiac and Chicago.

Amtrak runs these services on tracks mostly owned by freight railroads, connecting 22 station communities.

In the Federal Railroad Administration's (FRA) first call for applications for the Corridor ID Program, MDOT applied to improve the reliability and frequency of all three of its existing intercity passenger rail corridors. All three corridors were selected to receive funding from the Corridor ID Program. By building on Michigan’s existing rail services and implementing strategic improvements, MDOT aims to elevate the travel experience with more diverse travel options, improved on-time performance, and enhanced overall service quality, making rail travel a preferred choice for Michigan's commuters and tourists.

Additionally, MDOT is undertaking an SDP for potential new passenger rail connection between Holland, Grand Rapids, Lansing, Ann Arbor and Detroit to provide the necessary evaluation for potential implementation. This initiative is in response to a recommendation from Gov. Whitmer’s Growing Michigan Together Council, which aims to attract and retain talent, improve preK-12 educational outcomes and long-term funding solutions for higher education, and develop strategies for upgrading and modernizing infrastructure. In consultation with the Michigan Infrastructure Office (MIO), MDOT plans to build on the 2016 feasibility analysis Coast-to-Coast Passenger Rail Ridership and Cost Estimate Study by the Michigan Environmental Council and prepare for the potential new service according to Corridor ID requirements, with the intent to pursue it under a future Corridor ID opportunity.

The Federal Railroad Administration’s (FRA) Corridor Identification and Development (Corridor ID) Program, established by the Infrastructure Investment and Jobs Act, coordinates planning and development for new or enhanced passenger rail nationwide. The Corridor ID Program includes three steps:

• Step 1 – Develop the scope, schedule, and cost estimate for preparing a SDP.
• Step 2 – Prepare the SDP.
• Step 3 – Complete preliminary engineering and NEPA activities.*

MDOT was awarded a grant from the FRA to conduct Steps 1, 2, and 3 of the Corridor ID Program for the three existing intercity passenger rail corridors, with Step 3 allowing projects identified in Step 2 to advance separately, assuming successful completion of the prior steps.

*NEPA, the National Environmental Policy Act, requires federal agencies to assess the environmental impacts of their proposed actions before making decisions. It ensures that environmental factors are considered and provides opportunities for public review and comment.

SDPs for rail are comprehensive documents outlining the strategies and steps needed to develop and improve passenger rail services. They typically demonstrate the operational and financial feasibility and value of the proposed service. Planners evaluate key considerations such as:

• Capacity: MDOT will consult with the freight railroads that own the corridors and work with them to analyze their capacity to determine if their current infrastructure can support expansions or if investments are necessary.
• Equipment: MDOT does not expect its share of existing Midwest-owned equipment to support most proposed service expansions. Most expansions will likely require utilizing additional Amtrak-owned equipment, if available, or the procurement of new equipment.
• Capital costs: A primary purpose of the SDP is to identify the infrastructure projects needed to realize the proposed rail service. The project list includes estimates of construction cost and is incorporated in a national “pipeline” of projects eligible for federal discretionary grants.
• Operational feasibility: MDOT will consult with Amtrak to understand impacts, including train schedules, travel times, and staffing.
• Operating costs: Amtrak will develop a forecast that includes anticipated revenue and costs, including the anticipated costs to MDOT, including MDOT’s subsidies.
• Ridership projections: MDOT will consult with Amtrak to develop a forecast that includes anticipated revenue from its ridership projections and costs. Ridership projections are based, in part, on the population centers served by the expanded services and existing ridership, as applicable.
• Revenue: Amtrak will develop a forecast that includes anticipated ticket revenue and costs. Any costs over and above revenue for enhancements to Michigan’s existing routes are MDOT’s responsibility under requirements outlined in the Passenger Rail Investment and Improvement Act of 2008 (PRIIA).

MDOT submitted three applications for the FRA’s Corridor ID Program to create SDPs to improve on-time performance and double the frequencies for existing services. In the case of the Wolverine Service, MDOT’s application also includes consideration for a potential extension of service into Windsor with a connection to Toronto. MDOT is also undertaking an SDP for a potential new service connecting Grand Rapids, Lansing and Detroit. All plans will comply with FRA’s Corridor ID requirements and will identify the requirements to enhance or establish service.

The Michigan Mobility 2045 Plan, also known as the State Long-Range Transportation Plan, is a 25-year plan for transforming Michigan's transportation system across all modes. The plan presents the state’s vision for Michigan’s existing and future transportation systems and identifies goals and strategies to guide long-term, multimodal transportation investments.

MDOT received three grants through the FRA’s Corridor ID program, one for each of the three existing corridors mentioned in the Michigan Mobility 2045 Plan. Grant funding enables MDOT to evaluate and enhance transportation options in Michigan that support the vision established within the Michigan Mobility 2045 Plan.

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