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Home My WebLink About16-87 Supporting South Shore Line Upgradese, IY« Common Council City of South Bend Indiana 4th Floor County -City Building 227 West Jefferson Boulevard South Bend, Indiana 46601 (574) 235 -9321 (574) 235 -9173 Facsimile it ion Cierkk.5 Office November 9, 2016 Members of the South Bend Common Council NOV 0 9 2016 4th Floor County -City Building South Bend, Indiana 46601 KAREEK4AM lDnwj ,=ry Re: Support for the South Shore Line Proposed Upgrades and Improvements Dear Council Members: TTY /TDD On November 2, 2016, U.S. Representative Peter J. Visclosky spoke before the Michigan City Common Council urging them to approve a proposed resolution approving an Operating Agreement for the Double Track Project between their city and the Northwest Indiana Commuter Transportation District (NICTD). The proposed upgrades of the South Shore Line in the Michigan City area is commonly referred to as the "Double Track NWI ". It calls for a second set of tracks from Gary to Michigan City; as well as new high -level boarding platforms to improve boarding and disembarking from the South Shore Line trains. The South Shore is applying for a federal grant which would pay for approximately one -half of the project's estimated $210 million cost; and the competition for federal funding is very competitive. The attached proposed Resolution sets forth detailed information on the NICTD's 20 -Year Strategic Business Plan which sets forth proposals on updates and major improvements on the South Shore Line operations in the four (4) Indiana counties of St. Joseph, LaPorte, Porter and Lake. The capital plan upgrades include a proposed $15 million upgrades identified as the "South Bend Realignment ". As Chairperson of the Council's Public Works and Property Vacation Committee, I believe that the Council's support of the attached Resolution addressing the proposed plan to upgrade and improve the South Shore Line may assist in the competitive federal grant application process. The many anticipated benefits of such upgrades to all communities served by the South Shore Line would contribute to all of their best interests. I have attached a copy of the Executive Summary of the 20 -Year Strategic Business Plan for your review. I seek your support of this innovative plan which will boast transit and contribute to lasting and needed improvements. Thank you. Most sincerely, Council Member Jo (Maternowski) Broden 4th District Common Council Member Attachment 04SpuTH8 � U 1. d 1865 RESOLUTION NO. A RESOLUTION OF THE COMMON COUNCIL OF THE CITY OF SOUTH BEND, INDIANA EXPRESSING ITS SUPPORT OF THE PROPOSED MAJOR IMPROVEMENTS AND UPGRADES OF THE NORTHERN INDIANA COMMUTER TRANSPORTATION DISTRICT WHICH OPERATES THE SOUTH SHORE LINE G," the South Shore Line is a commuter rail line operated by the Northern Indiana Commuter Transportation District ( NICTD), with a 10- member NICTD Board including St. Joseph County Commissioner Andrew Kostielney and St. Joseph County Council Member Mark Catanzarite, as part of the membership. For many decades, the South Shore Line has provided, and continues to provide vital transportation services from the South Bend International Airport to the Millennium Station in downtown Chicago. The South Shore services countless numbers of residents and businesses located in the following Indiana counties: Lake, Porter, LaPorte and St. Joseph; and 6 *;,%4 NICTD's 20 -Year Strategic Business Plan notes as part of the "Program Overview" that: "Trip times from South Bend to Chicago would be reduced by 39 minutes, with smaller time savings from other stations. Two of the factors that have the greatest positive impact on ridership are better travel times and more frequent service. Therefore, these improvements will increase average daily ridership on the NICTD system by 38 %, and would also greatly facilitate and enhance transit- oriented development and strengthen neighborhood redevelopment along the route" and have identified $15 million for the South Bend Realignment as part of the "Market Expansion Capital Costs" projections, and has further noted that: "South Bend Realignment: South Shore trains currently navigate a circuitous reverse `C' in order to access the South Bend Airport terminal from the east. The route is long and trains are slowed by 23 grade crossings. This realignment project would provide a more direct route to the west side of the airport terminal by eliminating three track miles, reducing travel time by up to 10 minutes, and cutting the number of grade crossings from 23 to 7" with a map of the expansion depicted on page 11 of the Executive Summary; and 6*Lm� the NICTD has further proposed that the South Shore Line take the necessary steps to meet the National Environmental Policy Act (NEPA) requirements so that the proposed improvements and upgrades can meet the Federal Transit Administration's (FTA) "Core Capacity" funding guidelines, and collaborate on seeking the additional state and local funding necessary to positively move the transportation advancements forward; and 6ACm%& the details on the "Double Track N.W. I — Connectivity for Accelerated Growth" for Michigan City where a double -track is proposed from Sheridan Avenue to Carroll Avenue were discussed at three (3) Public Workshops held at the Center for the Arts in Gary, Indiana on October 4th; at the Indiana Dunes Visitor Center in Porter, Indiana on October 5th and at the Michigan City Hall on October 6th, with more information being available at: http: / /www.doubletrack- nwi.com /images /files /Michi anCityExhibitsforAgreement pdf ;and Cam, on November 2, 2016, the Michigan City Common Council adopted a Resolution approving an operating agreement for the Northwest Indiana Double Track Project which also supports the "Core Capacity South Shore Line Resolution Page 2 Project" aimed at modernizing and improving the South Shore Line's facilities through the four (4) Indiana counties of Lake, Porter, LaPorte and St. Joseph. i i i i i 11_1_ I-, Section I. The Common Council of the City of South Bend, Indiana, acknowledges that the 20 -Year Strategic Business Plan of the Northern Indiana Commuter Transportation District (NICTD) was published in May of 2014. It proposes to include a four -point investment strategy addressing "baseline capital costs" to "keep the South Shore Line operating safely and efficiently" which would include: • $30 million for capital improvements on Metra Facilities • $43 million for positive train control • $98 million for double tracking • $250 million for new car orders It would benefit tremendously the residents, businesses and visitors of St. Joseph, LaPorte, Porter and Lake counties in Indiana, resulting in increased ridership on the South Shore Line, increasing train frequency, significantly reducing travel time, improving and modernizing overall operations by reducing track and road maintenance costs by upgrading and realigning tracks, reducing the number of grade crossings, and improving South Shore Line facilities. An aggressive implementation schedule, with a majority of such proposed projects being completed by 2022 has been proposed. An Executive Summary of the Strategic Business Plan is available at: https: / /www.in.gov /rda/files /Strategic Business Plan 20140528 Final .pd . Section II. The Common Council believes that the proposed South Bend Realignment projected to cost approximately $15 million would promote quality transit development and would contribute to increasing economic development not only in the South Bend and St. Joseph County area, but would be a significant catalyst for fostering positive growth in all of the four (4) counties between South Bend and downtown Chicago which are connected by the South Shore Line. Section III. The Common Council pledges its support to collaborate with all elected and appointed public officials, the NICTD Board, and interested citizens so that the necessary steps to meet the National Environmental Policy Act (NEPA) requirements regarding the proposed improvements and upgrades can meet the Federal Transit Administration's (FTA) "Core Capacity" funding guidelines. Section IV. The Common Council believes that it is in the best interests of the City of South Bend, Indiana to positively move the transportation advancements forward. Section V. Upon the adoption of this Resolution, the Office of the City Clerk is directed to send a certified copy of this Resolution to: Northern Indiana Commuter Transportation District (NICTD) 33 East U.S. Highway 12 Chesterton, Indiana 46304 South Shore Line Attn: Double Track NWI 33 East U.S. Highway 12 Chesterton, Indiana 46304 South Shore Line Resolution Page 3 so that it may be distributed to all NICTD Board Members,. Nicole Barker of the South Shore Line, and to other interested community stakeholders and public officials served in the 4- county area of Indiana by the South Shore Line. Section VI. This Resolution shall be in full force and effect from and after its adoption by the Common Council and approval by the Mayor. Tim Scott, 1St District Regina Williams- Preston, 2nd District Randy Kelly, 31 District Jo Broden, 4" District Dr. David Varner, 5' District C Kareemah Fowler, City Clerk !"SENTED. 1 NPP90Y.10 WYx� , Oliver J. Davis, 6 "' District Gavin Ferlic, At Large Karen L. White, At Large John Voorde, At Large Kathleen Cekanski Farrand, SBCC Attorney Pete Buttigieg, Mayor Filed In Clark's Office NOV 0 9 2016 KAREEMAN FOWLER CITY CLERK, SOUTH SEND, IN MAY 2014 EXECUTIVE SUMMARY Lij BauerLatoza R " c n M s R I D G e gRpNNER GOODMAN WILLIA GROUP MS Policyr n ies, u c STUDIO �M In lw �161nn1I1� REAL ESTATE RESEARCH m 3oum snore Line in a state of good repair The breakout of specific nmiertc indirntEac tha hialm- URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 1 NIGC.3 20 YEAR STRATEGIC B U S I N E S S PLAN • Cost of each of the capital packages • Benefits of the overall plan • A financial strategy to implement the plan • A schedule for implementation • A distribution of benefits by county STUDY AREA NICTD provides commuter rail transportation services for the four Northern Indiana counties of Lake, Porter, La Porte, and St. Joseph. The South Shore Line runs between the South Bend Airport and Millennium Station in Chicago, serving Hudson Lake, Michigan City (two stations), Beverly Shores, Dune Park, Portage / Ogden Dunes, Gary (three stations), East Chicago, Hammond, Hegewisch, Hyde Park, and downtown Chicago (three stations). South Shore Line riders come primarily from these four counties and southeast Chicago /south Cook County, Illinois, but are also drawn from adjacent Indiana counties and southwest Michigan. The RDA serves the communities in Lake and Porter counties in Northwest Indiana. POPULATION AND EMPLOYMENT The Chicago, South Shore and South Bend (South Shore Line), whose passenger service was taken over by NICTD in the 1970s and 80s, was established in the early 20th century when Northwest Indiana was becoming one of the most important industrial concentrations in the country. Heavy industry was concentrated in the Whiting- Hammond -East Chicago -Gary corridor, which was a major ridership market targeted by the new railroad. There was also a major focus on longer- distance markets: the South Shore's first service linked South Bend and Michigan City, opening in 1908. Demographic shifts in the region began in the middle 20th century, reflecting a broader decline in manufacturing employment and shift toward service industry employment seen both nationally and locally. Areas of greatest population density along Lake Michigan have been gradually shifting to the south for decades, as cities such as Hammond, East Chicago, and Gary have seen population declines, while the development focus has shifted to areas in south and central Lake County and in Porter County. A sharp decline of intra -state trips began in the 1950s, driven by highway construction after World War II and the beginning of the interstate system in 1956, as well as by the decades -long shift in population away from the lakefront. This helped shape 2 page the current ridership situation, which is now largely dominated by the downtown Chicago -based daily commuter market, with strongest morning boardings at East Chicago, Hammond and Hegewisch. While local economic development — attracting and retaining jobs within Northwest Indiana - remains an important priority, attracting and retaining population is equally important for current and future generations. Improving connections between Northwest Indiana and Chicago is an important step for rebuilding the middle class in Northwest Indiana by enabling residents to participate more fully in the third - largest regional economy in the United States. E X E C U T I V E S U M M A R Y FIGURE 1 Study Area with South Shore Line Stations and Projected Population Change (2000 -2030) Ulm -NouKe. u-N census Bureau, z000,• u5 Bureau otlaborkatist cs, 2000,• Northwestern Indiana Regional Planning Commission (NIRPC) and Mi(hiana Area (oundl of 6overnment (MA(06), 2030 Population 2030 Employment Lake 484,564 199,421 565,348 210,471 Porter 146,798 55,048 115,096 62,463 LaPorte 110,106 47,425 181,512 47,226 St.loseph 265,559 129,558 295,060 179,941 URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 3 GTQ 2 0 - Y E A R S T R A T E G I C B U S I N E S S P L A N OVERVIEW OF INVESTMENT PROGRAMS This Strategic Business Plan proposes a four -part capital investment strategy: baseline investments to the South Shore Line to maintain service standards and reliability, a West Lake Extension into rapidly growing areas of Lake County, major improvements to South Shore Line to provide faster service and expand the passenger market, and planned annual South Shore Line maintenance. FIGURE 2 Summary of Investment Programs and Projects Positive Train Control Federally mandated safety infrastructure C C New Car Orders Replace rolling stock in excess of 40 years in service 0 Double Tracking Greater reliability and schedule flexibility C 0 0 Metra Facility Capacity Improvements Improved train operations by upgraded track and storage facilities 0 0 0 9 0 g - ° I kill _Pr�o�s` service to ;growing areas West Lake Extension Service from Chicago to Lake County I I t • , • iogcfstaQm�vex�s ngmarketsbyimppvingtrovel times, convenience andreliability Portage /Ogden Dunes Hi -level Platform Reduce dwell times and improve travel time C C Michigan City Realignment / Station Realignment of route through Michigan City; consolidate stations 0 South Bend Realignment Realignment of approach into terminal station at the airport Gary Station Improvements New station facilities serving Gary`- •' r' • 1� R e4ui n 'dmdintenatice &stateofg6odtepair Nil Planned Annual Capital Investments Maintenance & state of good repair Primarysystem benefits as Secondary system benefits 4 page E X E C U T I V E S U M M A R Y FIGURE 3 Investment Programs and Projects URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page S PROGRAM OVERVIEW The following four projects constitute the required capital improvements needed to keep the South Shore Line operating safely and .efficiently. These projects will need to be completed whether or not any other improvements move forward. POSITIVE TRAIN CONTROL Federally mandated train control systems are intended to prevent train -to -train collisions, eliminate work zone incursions, and automatically enforce all speed restrictions. This is accomplished via the use of high - tech, integrated electronic signal systems and controls interfaced with GPS. Project Capital Cost: • $43 million Proposed Cost Distribution: • 100% will be from state or local sources. Whether the source is state or local is a decision to be made by the counties before the investment is made. A county allocation could be based on derived benefits as well as service factors. NEW CAR ORDERS This program is intended to purchase cars that will replace those that have been in service for 40+ years. This includes 41 cars purchased in 1982 and 17 cars purchased in 1992. Project Capital Cost: • $250 million Proposed Cost Distribution: • 100% will be from state or local sources. Whether the source is state or local is a decision to be made by the counties before the investment is made. A county allocation could be based on derived benefits as well as service factors. 6 page SSL BASELINE CAPITAL COSTS Positive Train Control $43 million Double Trading S98 million NevrCarftlers 'A $250 million ements on Metra Facilities $30 million *Year of expenditure dollars in millions, exclusive of debt financing costs E X E C U T I V E S U M M A R Y DOUBLE TRACKING The South Shore Line is a double track railroad that shares the right -of -way with the Metra Electric District in Chicago. After the Metra and South Shore services diverge, the section of double track extends east to Tennessee Street in Gary, a distance of 17.2 miles. Between Gary and Michigan City (a distance of 25.9 miles) the South Shore is a single track railroad with 6 miles of double track in eastern Lake County and western Porter County, and several mile -long passing sidings. Constructing continuous double track would increase scheduling flexibility, improve reliability, expand maintenance windows, and eliminate the single point of failure that exists with single track operation. The South Shore will remain single -track (with passing sidings) between Michigan City and South Bend, as there is sufficient capacity for existing and anticipated service levels. Project Capital Cost: • $98 million Proposed Cost Distribution: • 50% of capital costs paid with federal funds • 50% will be from state or local sources. Whether the source is state or local is a decision to be made by the counties before the investment is made. A county allocation could be based on derived benefits as well as service factors. METRA CAPACITY The South Shore Line operates on Metra Electric District right - of -way from 115th St. to Millennium Station in downtown Chicago. Metra is a four -track railroad from 115th St. to 11th Place and then narrows down to a three -track railroad on approach to Millennium Station. At Millennium Station, NICTD has a single track leading into four platforms, while Metra enjoys the benefits of double track access to its platforms. This single track creates a single point of failure; in the event of a derailment or an unexpected track, switch, or catenary failure, all South Shore Line trains would be indefinitely ensnared. Furthermore, a single track prevents NICTD from operating simultaneous inbound and outbound train movements. This project would provide another track into Millennium Station, improving operating flexibility and capacity. Project Capital Cost: • $30 million Proposed Cost Distribution: • 50% of capital costs paid with federal funds • 50% will be from state or local sources. Whether the source is state or local is a decision to be made by the counties before the investment is made. A county allocation could be based on derived benefits as well as service factors. URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 7 NIC 0 V) LU O 0 U-1 Q V V) I- V) O V a. Q V Enginaarinn and E 13' Right of Way and Land Acquisition 7% * Contingencies are part of the FTA Cost Categories Template and reflect the level of detail known at the time of the 2009 feasibility study. Project Capital Cost: • $571 million (to Dyer) Proposed Cost Distribution: • 50% of capital costs paid with federal funds • 50% of capital cost is allocated to local sources (Lake County) 8 page FIGURE 4 Conceptual Alignment for the West lake Corridor 1 a_ ICI S E X E C U T I V E S U M M A R Y WEST LAKE EXTENSION The West Lake Extension would expand NICTD commuter rail service south into Lake County. The service would reduce the distance that central and south Lake County commuters would have to travel to access NICTD train service, and is projected to have a daily ridership of 5,600 people. The West Lake Extension project is currently in the initial planning stages, having completed concept feasibility investigations. The preferred alignment and stations served will be identified during subsequent alternatives analysis and environmental assessments, along with confirmation of the capital and operating financial plan. FIGURE 5 West Lake Extension Potential Implementation Schedule BENEFITS Developing a line extension of the South Shore service into Lake County would bring the following benefits: • Connecting the region to downtown Chicago jobs and employment centers • Enticing economic development • Providing an alternative mode of transportation to driving • Lowering commuting costs • Increasing NICTD system ridership • Increasing property values near stations • Attracting and retaining families and younger residents to the region URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 9 N1C10 PROGRAM OVERVIEW The improvements on the existing South Shore Line are intended to increase efficiency on the existing rail line. Trip times from South Bend to Chicago would be reduced by 39 minutes, with smaller time savings from other stations. Two of the factors that have the greatest positive impact on ridership are better travel times and more frequent service. Therefore, these improvements will increase average daily ridership on the NICTD system by 38 %, and would also greatly facilitate and enhance transit- oriented development and strengthen neighborhood redevelopment along the route. It should be noted that while the Market Expansion improvements are east of East Chicago and Hammond, they will result in more reliable service, thus providing benefits along the entire line. PORTAGE/ OGDEN DUNES HIGH - LEVEL PLATFORMS The Portage /Ogden Dunes station is currently equipped with three warming shelters along the low level boarding platform and two ADA mini -high level boarding platforms. This project would construct dual, 8 -car long, high level boarding platforms with gauntlet tracks to safely separate freight trains. Benefits include a reduction in travel times. Project Capital Cost: • $7 million Proposed Cost Distribution: • 50% of capital costs paid with federal funds • 50% will be from state or local sources. Whether the source is state or local is a decision to be made by the counties before the investment is made. A county allocation could be based on derived benefits as well as service factors. 10 page MARKET EXPANSION CAPITAL COSTS Gary Station Improvements (Alternative 1) (Alternative 2) South Bend Realignment $38 million I $52 million $15 million.._ Realignment/Station $109 million Portage / Ogden Dunes li -Level Platform $7 million 'Year of expenditure dollars in millions, exclusive of debt financing costs E X E C U T I V E S U M M A R Y MICHIGAN CITY REALIGNMENT AND STATION CONSOLIDATION This project will eliminate two miles of embedded street running track. The project includes the construction of a new exposed ballasted double track railroad within the 10th /11th St. Corridor coupled with a modern, fully equipped consolidated station and 8 -car high level boarding platforms. The City envisions this new station as the focal point for renewed retail and residential development in Michigan City. As part of the station consolidation effort, the existing. Carroll Avenue station would be closed. The realignment would also close 16 grade crossings including six of NICTD's top 20 Federal Railroad Administration (FRA) rated high hazard crossings. Benefits include a reduction in travel time, improved reliability and operating flexibility and a fully ADA accessible station with expanded parking. Project Capital Cost: • $109 million Proposed Cost Distribution: • 30% of capital costs ($33 million) allocated to local sources (Michigan City and /or La Porte County) for transit - oriented development and station -area amenities • 35% of capital costs paid with federal funds • 35% will be from state or local sources. Whether the source is state or local is a decision to be made by the counties before the investment is made. A county allocation could be based on derived benefits as well as service factors. SOUTH BEND REALIGNMENT South Shore trains currently navigate a circuitous reverse "C" in order to access the South Bend Airport terminal from the east. The route is long and trains are slowed by 23 grade crossings. This realignment project would provide a more direct route to the west side of the airport terminal by eliminating three track miles, reducing travel time by up to 10 minutes, and cutting the number of grade crossings from 23 to 7. Project Capital Cost: • $15 million Proposed Cost Distribution: • 50% of capital costs paid with federal funds • 50% of capital cost is allocated to local sources (South Bend and /or St. Joseph County) FIGURE 6 Proposed Realignment through Michigan City FIGURE 7 Proposed Realignment Near South Bend = T c yOV�ytSHOAEREAE1&k1A%*'* b ..�„�N.UgOfPfP �' iaor r!P /AplJk�... URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 11 r+*ji=m 2 0 - Y E A R S T R A T E G I C B U S I N E S S P L A N GARY STATION IMPROVEMENTS There are three stations in Gary with low level boarding platforms and which are past the end of their useful life. Alternatives will be evaluated and selected through a future NEPA evaluation. ALTERNATIVE 1: STATION CONSOLIDATION NICTD undertook a study in 2012 that determined there aresignificant travel time and construction costs savings to be derived from consolidating Gary Metro Center and Miller at a new location near 1 -65 and the Indiana Toll Road. The new station would include 8 -car long, ADA- compliant high level boarding platforms with a full service station and expanded parking, providing easy access for passengers living along the 1- 65corridor. Benefits would include travel time improvements, ridership efficiency, and reduced maintenance costs. ALTERNATIVE 2: STATION MODERNIZATION This alternative would close the Clark Road station, and upgrade the Miller and Gary Metro stations. The Miller station would be rebuilt with high level boarding platforms at Clay Street. The elevated Gary Metro station would be rebuilt with high level boarding platforms in the same model as the East Chicago station. Benefits would include travel time improvements, maintaining mobility for local commuters, and maintaining stations as an aspect of neighborhood redevelopment plans. Although the Clark Road station would be closed, connections to the Gary/Chicago International Airport would be made at East Chicago or Gary Metro Center. Project Capital Cost: • Alternative 1: $38 million • Alternative 2: $52 million Proposed Cost Distribution: • 50% of $38 million in capital costs paid with federal funds • 50% of $38 million in capital costs will be from state or local sources. Whether the source is state or local is a decision to be made by the counties before the investment is made. A county allocation could be based on derived benefits as well as service factors. • $14 million Alternative 2 premium paid by local sources / grant / subsidy 12 page EW, e � - PLANNED MAINTENANCE Regular system maintenance will ensure a state of good repair, resulting in reliable on -time service. This includes routine bridge replacement, upgrades to switches, catenary renewal, upgrades to maintenance facilities, expanded parking facilities, and upgrades to existing stations. These projects are included in NICTD's five -year transportation improvement program and do not require new funding. Typically they are funded with ". FTA State of Good Repair allocation (80 percent), with the non - federal share coming from the state of Indiana. This financial arrangement should continue in the near term, but as maintenance requirements increase with aging and expanded assets, it may be necessary to secure local funding from the four counties in the t railroad's service area. Project Capital Cost: • $401 million Proposed Cost Distribution: - _ • 100% of capital costs are paid by current federal and state funding sources URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 13 a transit system ana its stations influence ridership of the system and the ability of the surrounding communities to realize the potential economic and fiscal impacts that improved transportation service can provide. 14 page E X E C U T I V E S U M M A R Y a range of integrated residential, retail, service and office uses. TODs are walkable areas of compact development (NIRPC, 2040 Regional Comprehensive Plan). A variety of factors influence the potential and success for TOD. These include: • Economic climate for real estate development • Capacity of available land in station area • Transit - supportive plans and policies • Urban design and connectivity • Transit service frequency, schedule and travel times TOD POLICY RECOMMENDATIONS Land use and economic development planning decisions fall under local jurisdiction: the municipalities, townships and counties. While transit agencies and state /regional governing bodies can provide guidance on ideas and coordination with transportation infrastructure decisions, it is these local bodies that can influence development patterns and should prepare conceptual design and implementation plans for transit - oriented development and transit - supportive infrastructure projects. Actions that local jurisdictions can to take to encourage TOD and contribute to a unified transit - supportive land use environment include: • Introduce or reinforce transit as a viable transportation choice in local plans, such as comprehensive plans, strategic plans, etc. • Develop station -area concept plans around existing or proposed rail stations, incorporating TOD best practices of mixed uses, increased densities, and balanced parking requirements to create economical and vibrant neighborhoods. • Consider location of visitor - driven civic facilities, such as town halls, community centers, libraries, etc. as development anchors in station areas. • Ensure regulatory codes and guidelines, needed to implement TOD are in place such as zoning ordinances, design guidelines, subdivision rules, parking requirements. • Develop multi-modal connectivity plans, to ensure convenient and safe access to the station for all modes of transportation, including pedestrians and bicyclists TOD FUNDING SOURCES A variety of funding and implementation sources exist for communities to use to advance these planning activities described in this section. These local projects would run in parallel with the investments made by NICTD and RDA to advance the transportation projects through their required study and design stages. These include: LOCAL • General / capital improvement plan (CIP) funds • Tax Increment Financing (TIF) • Special Service Area (SSA) / Business Improvement Districts (BID) • NIRPC Livable Centers grants • RDA development project grants • Joint development partnerships STATE / FEDERAL • TIGER/TIFIA type grants/loans • CMAQ • HUD /EPA /DOT Sustainable Communities Grants • INDOT road improvements • Parks and trails grants • Green infrastructure grants URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 15 NIG0 Building and enhancing NICTD's commuter rail service will link Northwest Indiana residents with high - paying jobs and boost the regional economy. POPULATION AND EMPLOYMENT Do.1, -, +ham. --,+ 'r —..—A X. .- ......._....._.- Fi of 16 page E X E C U T I V E S U M M A R Y This additional household spending has significant implications for the economic development potential of any community where such workers choose to live. However, Indiana workers currently have only a single public transportation connection to Chicago (the South Shore) compared to their Illinois counterparts who can choose among 11 Metra rail lines and seven Chicago Transit Authority lines all feeding the downtown area. Beyond being limited to a single commuter route, only a fraction of Northwest Indiana communities are served by a station compared to the overwhelming majority of communities being served by Metra in Illinois. If Northwest Indiana could connect more of its communities - which have an advantage over Illinois of attracting young families and workers with comparatively lower costs of living - then, this part of the state could see substantial increases of local economic development. FISCAL The West Lake Extension project and programs of South Shore Line capital improvements combined are projected to add 1,984 jobs to the Northwest Indiana economy. Efficiencies are projected to generate $2.S billion in economic output and $1.3 billion in gross regional product. These numbers do not reflect potential secondary economic benefits that may result from spending generated from new local jobs as well as other positive economic multipliers that have a continuous effect on the local economy. PERSONAL COSTS AND BENEFITS As gas prices increase, transportation costs to commuters are compounded by the number of miles they drive. Since an average household's total vehicle miles traveled (VMT) is largely controlled by work trips, the demand for alternative modes of transportation such as public transit increases with the cost of fuel. This increase in demand is also partly due to the fact that transit fares typically stay relatively flat when adjusted for inflation compared with fuel prices, resulting in personal cost savings. Another enticing draw to taking transit is that rail commuters have the freedom to pursue other tasks that increase personal productivity and enhance quality of life. Transit riders can read, work, use electronic devices, and conduct other tasks that are off - limits for motorists. URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 17 NI USES The 20 -year Strategic Business Plan recommends four capital investment programs that will improve rail infrastructure, provide efficient service, and achieve the greatest possible economic development potential for the study area. FIGURE 8 Existing Capital & Operating Funding Sources Commuter Rail Service Fund; Public Mass Trans. Fund (PMTF); Rail Car Leasing Company Property Tax Revenues; General Fund; BIF; Special State Appropriations N/A 18 page OPERATING FTA Section 5307 Urbanized Area Formula; Federal Maintenance Grants; Federal Grant Credit to Expense Commuter Rail Service Fund; Public Mass Trans. Fund (PMTF) Passenger Farebox Revenues; Metra Purchase of Service Agreement (PSA); Chicago South Shore (CSS) R01 SOURCES: CAPITAL It is assumed that the overall investment plan will be financed by a combination of federal, state and local sources. Close to fifty percent of the funding for capital costs of new projects is expected to come from the Federal Transit Administration's (FTA) Capital Investment Program. Other federal funding streams maybe available to partially fund other investments. For the remaining share of the capital costs, local and state sources would need to be found. As of April 2014, some commitments have been made at the local or regional level, but additional financial support could come from or through the RDA, and at the local level, from a range of options including: • County Economic Development Income Tax • County Option Income Tax • Wheel tax • Local option gas tax • Local option sales tax In order to successfully implement the investment projects in this Plan, new sources of local capital funding must be found. In the case of capitalized South Shore Maintenance costs for commuter service as it is currently structured, existing sources of federal and state revenue are forecasted to cover this program. With respect to capital costs for the South Shore Baseline, Market Expansion and West Lake Extension programs, new funds must be found for a longer -term bonding scenario. Capital funds for the West Lake Extension are being appropriated at the time this Plan is being finalized. A funding package between Lake County and the majority of municipal entities is being assembled to secure bond payment obligations arising from the project construction. E X E C U T I V E S U M M A R Y The South Shore Baseline and Market Expansion programs are designed to meet future requirements of "State of Good Repair" and allow for significant growth of new ridership. These investments will attract new riders by implementing structural changes in assets that currently restrict improvements in travel times and frequency of trains. These factors are major market drivers for attracting new riders. Some agreement for allocating the South Shore Baseline and Market Expansion program costs between state and local sources must be reached in order to have a precise plan allocating funding responsibilities for these investment programs. SOURCES: OPERATING A common problem for transit systems nationwide is the decreasing amount of funds available for annual operating assistance as revenues fail to grow as rapidly as expenses. For NICTD, this fact is reflected in 20 -year cash flow projections that show the railroad slipping into an unfunded operating FIGURE 9 Capital Cost Summary SOUTH SHORE LINE BASELINE Positive Train Control $43 million Nets Orders $250 million Double Tracking B million Capital Improvements on Metra Facilities $30 million deficit in 2019 even without considering the service and ridership improvement projects described in this Plan. The precise timing of this deficit could change in either direction depending on the interaction of NICTD operating expenses and tax collections at the state level. Although subject to change, NICTD expects to continue receiving operating support from the State of Indiana. In recent years annual support has ranged from $12 to $14 million. One option could be to consider supplementing state funds with revenue from the four counties in NICTD's service area. SCHEDULE The schedule for implementing the proposed improvements is aggressive but spreads the costs over time, as shown in Figure 10. The majority of projects are scheduled for completion by 2022, with a second round of new car orders in 2030 -2031. MARKET EXPANSION South Bend Realignment $15 million 9 Gary Station Improvements (Alternative 1) $38 million (Alternative 2) million Market Expansion $169M ALL CAPITAL COSTS *Year of expenditure dollars in millions, exclusive of debt financing costs Michigan City Realignment/Station $109 million Portage/ Ogden Dunes Ni -Level Platform $7 million URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 19 FIGURE 10 Project Cost Allocation Capital Cost Estimate Federal Capital Share State / Local State /Local Average Annual Debt Service* 2 0 - Y E A R S T R A T E G I C B U S I N E S S P L A N $43.0 $250.3 $98.4 $30.0 $421.7 $7.0 $38.0 $109.3 $15.0 $169.3 $0.0 $0.0 $49.2 $1S.0 $64.1 $3.5 $19.0 $38.2 $7.5 $68.2 $43.0 $250.3 $49.2 $15.0 $357.5 $3.5 $19.0 $71.0 $7.5 $101.0 $2.0 $12.0 $2.9 $0.9 $17.8 $0.3 $1.2 $4.4 $0.6 $6.5 Lake • . e • Porter 0 0 0 0 LaPorte 0 0 0 0 St. Joseph 0 0 0 0 State of Indiana 0 0 0 0 Cost shown in year -of- expenditure dollars, in millions * Financing scenarios are based on 30 -year bonds, some portion of which may extend past the 2033 time horizon of this plan. yY-N. FIGURE 11 Capital Improvement Implementation Positive Train Control New Car Orders Double Tracking Capacity Improvements on Metra Facilities West Lake Extension Portage /Ogden Dunes Hi -Level Platform Michigan City Realignment /Station South Bend Realignment Gary Station Improvements Planned Annual Capital Investments 20 page $571.0 $285.5 $285.5 $16.5 e N- N fY- N- -& - -N- N CL N -N - -N = Additional new car orders would also take place in 2030 -2031 - to to - CO Ql O N N CD O- O - C- yY-N. -C 40 N N fVb N 'tV O- N -- _ N =M d to %D O 1 00 Im rl =0 -_0- -N- O_ O' iG O -- O- ._�= _�N'_� - -N N N'.. N M et= rA -o0 -cV- ei ei a-1 -ei- ei ;6 -w N_ - N -N O _ - -O - c> O -O O O 0:- O .0 .O N- N fY- N- -& - -N- N CL N -N - -N = Additional new car orders would also take place in 2030 -2031 NIC.1Q NICTD and RDA wish to thank the following individuals and organizations, without whose support and participation this Plan would not be possible. NICTD BOARD Mr. Mark Yagelski LaPorte County Council, Chairman of the Board Mr. Michael Repay Lake County Board of County Commissioners Ms. Christine Cid Lake County Council Mr. John Evans Porter County Board of County Commissioners Ms. Sylvia Graham Porter County Council Mr. David L Decker LaPorte County Board of County Commissioners Mr. Andrew Kostielney St. Joseph County Board of County Commissioners Mr. Mark Catanzarite St. Joseph County Council Mr. Robert L. Keppen Governor's Appointment Mr. David Wickland Governor's Appointment NICTD STAFF Mr. Gerald Hanas General Manager Mr. John Parsons Planning and Marketing Director Mr. Keith Casey Chief Financial Officer RDA BOARD Mr. Donald P. Fesko Governor's Appointment, Chairman of the Board Mr. Harley Snyder Governor's Appointment Vice - Chairman of the Board Mr. Tom Dabertin Hammond Appointment Mr. Ed Glover East Chicago Appointment Mr. Bill Joiner Gary Appointment, Treasurer Mr. Randy Palmateer Lake County Appointment Mr. Jeff Good Porter County Appointment RDA STAFF Mr. Bill Hanna President and CEO Ms. Sherri Ziller Chief Operating Officer Mr. Dave Wellman Communications Manager Ms. Amy Jakubin Executive Assistant PUBLIC OFFICIALS Congressman Peter Visclosky US House District 1 Mr. Mark Lopez District Director and Chief of Staff, Office of Congressman Peter Visclosky Ms. Celina Weatherwax Director of Communications, Office of Congressman Peter Visclosky Ms. Elizabeth Johnson Director of Projects and Planning, Office of Congressman Peter Visclosky Senator Joe Donnelly US Senate Ms. Meredith Perks District Director, Office of Senator Joe Donnelly Mr. Justin Mount Regional Director, Office of Senator Joe Donnelly Representative Ed Soliday Indiana State State House District 4 Mr. Tom McDermott Mayor, City of Hammond Mr. Mark McLaughlin Chief of Staff, City of Hammond Mr. Stan Dostatni City Engineer City of Hammond Ms. Karen Freeman - Wilson Mayor, City of Gary Mr. Richard Levered Interim Chief of Staff, City of Gary Mr. Dwayne Williams Director of Planning, City of Gary Mr. Richard Morrisroe City Planner, City of East Chicago Mr. Jezreel Rodriguezmay City Engineer, City of East Chicago Mr. Joseph Simonetto Commissioner & Town Council President Town of Munster Mr. Tom DiGiulio Town Manager, Town of Munster Mr. Rick Eberly Town Mangager, Town of Dyer Mr. Bob Volkmann Town Manager, Town of Schererville Mr. Bemie Doyle Town Manager, Chesterton Mr. Jon Costas Mayor, City of Valparaiso Mr. Bill Oeding City Manager, City of Valparaiso Mr. Tyler Kent Planning Director, City of Valparaiso Mr. Larry Blanchard Lake County Board of County Commissioners Mr. Ty Warner Executive Director, NIRPC Mr. Steve Strains Deputy Director/ Director of Planning, NIRPC Ms. Eman Ibrahim NIRPC Ms. Gabrielle Biciunas NIRPC Mr. Jack Eskin NIRPC Mr. Kevin Garcia NIRPC Mr. Scott Weber NIRPC Mr. Jim VanderKloot Sustainable Communities Program /Gary Project Manager, US EPA Ms. Stephanie Cwik Sustainable Communities Program /Gary Project, US EPA Ms. Jenny DeLumo Sustainable Communities Program /Gary Project, US EPA COMMUNITY STAKEHOLDERS Mr. Don Babcock Director of Economic Development, NIPSCO Mr. Doug Ross Editorial Page Editor, The Times of Northwest Indiana Mr. Keith Benman Reporter, The Times Mr. Tim Cole Porter County resident Mr. Mike Daigle Executive Director, South Bend Regional Airport Ms. Heather Ennis Executive Director Duneland Chamber of Commerce Mr. Philip Faccenda Managing Partner, Barnes & Thornburg Mr. Thomas Keon Chancellor, Purdue University Calumet Ms. Christine Livingston Assistant Director, Indiana Dunes Tourism Mr. Jerry Lutkus Barnes & Thornburg Mr. Dewey Pearman Construction Advancement Foundation Mr. Jeff Rea Executive Director, St. Joseph County Chamber of Commerce Mr. George Rogge Gary resident Mr. Timothy D. Sexton Associate Vice President for Public Affairs, University of Notre Dame Mr. Doug Way Vice President, 1st Source Bank Mr. Bill Wellman Senior Vice President, Whiteco Mr. Greg Willett Lake County resident PROJECT CONSULTANTS URS Corporation BauerLatoza Studio The Bronner Group Cambridge Systematics Goodman Williams Group Policy Ana lytics, LLC RSG, Inc. University of Illinois at Chicago - Urban Transportation Center URS I BAUERLATOZA • BRONNER GROUP • CAMBRIDGE SYSTEMATICS • GWG • POLICY ANALYTICS • RSG • UIC I page 21 CHICAGO