Public Comment Report

2018‐2021 Transportation Improvement Program, Amendment #4 to the Comprehensive Regional Plan Update, & Air Quality Conformity Analysis

The Northwestern Indiana Regional Planning Commission (NIRPC) held a 30‐day public comment period on the 2018‐2021 Transportation Improvement Program (TIP), Amendment #4 to the 2040 Comprehensive Regional Plan (CRP) Update Companion, and an updated Air Quality Conformity Analysis. The comment period will began on March 14, 2017 and ended on April 21, 2017 after being extended from the original date of April 13.

As required in NIRPC’s 2014 Public Participation Plan, a series of six public meetings were held as part of the comment period. The public meeting times and locations were as follows:

• March 21, 2017: NIRPC, 6100 Southport Road, Portage, IN 6:00‐8:00 pm

• March 22, 2017: Hammond Civic Center, 5825 Sohl Avenue, Hammond, IN 2:00‐4:00 pm and 6:00 to 8:00 pm

• March 28, 2017: Center for Visual and Performing Arts, 1040 Ridge Road, Munster, IN 6:00‐ 8:00 pm

• March 29, 2017: Michigan City City Hall, 100 E Michigan Boulevard, Michigan City, IN 6:00‐8:00 pm

• March 30, 2017: The Centennial, 504 Broadway, Gary, IN 6:00‐8:00 pm

  In addition to being able to comment at the open houses, comments could also be submitted in the following ways:

• Email: comments@nirpc.org

• A form on the NIRPC website

   Phone: 219‐763‐6060, ext. 160

• United States Postal Service: NIRPC, 6100 Southport Road, Portage, IN 46368

Project information, including the draft documents, relevant maps, and presentations, were made available at www.nirpc.org, and stakeholders were made aware via email, a news release, and social media.

Of the comments received, none were considered significant, resulting in no need to modify any of the documents out for comment. There was one comment that was not significant but required adding of text.

NOTE: The public involvement activities and time established for public review and comment on the TIP will satisfy the program of projects requirements of the Urbanized Area Formula Grant Program [49

USC Section 5307 (C)] for FTA grantees NIRPC, NICTD, GPTC, and Michigan City.

There are already tracks further to the east, just east of US 41, that lead across US 231 closer to Crown Point where more people (Northwest Indiana residents) would ride the train. Why isn't NICTD proposing a line there instead?

No

NICTD Response: An expansion of the Northern

Indiana Commuter Transportation District's (NICTD) South Shore Line has long been recognized by local residents, stakeholders, municipalities, NICTD, and other agencies as a value to the Northwest Indiana regional community. As early as 1989, the Northwestern Indiana Regional Planning Commission (NIRPC) released a study that identified an extension to the South Shore Line as a potentially viable means to expand mass transit in the region (NIRPC 1989). In 1993, NICTD, along with the City of Hammond and the Town of Munster, jointly purchased the former Monon Railroad corridor with the clear intent of constructing a commuter rail line there in the future. Since that time, multiple evaluations have occurred. In 2011, NICTD's West Lake Corridor Study concluded

that a rail‐based service between the Munster/Dyer area and Metra's Millennium Station in downtown Chicago would best meet the public transportation needs of the Study Area (NICTD 2011). In June 2014, NICTD and the

Northwest Indiana Regional Development Authority (RDA) released the 20‐ Year Strategic Business Plan, which highlighted the importance of a West Lake Corridor Project (NICTD and RDA 2014). The West Lake Corridor Project's NEPA Preferred Alternative is consistent with and supports the transportation goals and objectives of the Project. The NEPA Preferred Alternative will improve the transportation system by providing the West Lake Corridor with more travel choices and faster travel times between residential areas, major destinations, and employment centers.

I am opposed to the location of a South Shore Station at Ridge Road in Munster Indiana.

My reasons are:

1. It would be very disruptive to the adjacent residential community.

2. It would impact a major arterial ‐ Ridge Rd.

   1. Trains will be stopped across Ridge Rd. while passengers board and alight the train.

   2. Also, some passengers will be crossing Ridge Rd. to get to their cars at the same time.

   3. Due to cars entering and leaving commuter parking lots, movements on the streets in the area around the station will be disrupted. (Was a 20 year traffic study done for this station?)

3. One of the potential parking lots for this station was designated by the Town of Munster to be a lineal park. The Town bought the residential properties at this location for the specific use as a park. Aren’t they legally obligated to honor that commitment?

4. There is not enough available open land in vicinity of the station for future parking expansion.

In summary: There are two proposed stations not far from Ridge Rd. (one north of Ridge Rd., in Hammond and the other south of Ridge Rd., in Munster), which are more adaptable to function as train station facilities. There is no need to flood the area with RR stations. The South Shore West Lake Line would function better with one less stop. Thank you for your consideration.

No

NICTD Response: The Northern Indiana Commuter Transportation District's (NICTD)West Lake Corridor Project has a National Environmental Policy Act (NEPA) Preferred Alternative. This NEPA Preferred Alternative is consistent with and supports the transportation goals and objectives of the project. The NEPA Preferred Alternative will improve the transportation system by providing the West Lake Corridor with more travel choices and faster travel times between residential areas, major destinations, and employment centers.

Options for station locations are being reviewed to minimize impacts to surrounding neighborhoods as part of the Environmental Impact Statement (EIS) process. The intent of the placement and design of the stations is to enhance the community.

As the project is being refined, NICTD will provide access to roadways, properties, and businesses. Not all cars arrive or depart the stations at the same time; approximately 25% of the traffic occurs during peak hours. The remainder of the traffic occurs at other periods of the day. As detailed in Chapter 3

and Appendix H1 of the Draft Environmental Impact Statement (found at www.nictdwestlake.com), traffic analyses reflect no significant change to traffic operations. If the addition of commuter traffic reflects a decrease in operations, NICTD is obligated to make roadway improvements to restore acceptable operations. The Traffic Technical Report will be updated with the FEIS to define impacts due to community growth versus impacts due to commuter traffic.

The trains will be no longer than eight cars and are designed to fit at the station platforms without blocking any roads. Main Street will be an underpass to the Munster/Dyer station. The Draft Environmental Impact Statement (DEIS) traffic analysis based on traffic modeling indicates

I am a resident of Lake County. I used to live in Hammond, now I live in Merrillville and I saw an article in the Hammond Times the other day regarding calling this number to leave a comment and my comment would be this: Although I agree with the double tracking, I don't agree

The Northern Indiana Commuter Transportation District (NICTD) has developed and implemented a comprehensive agency coordination and public

with the West Lake Corridor Extension and I'm really on board with some involvement program, in coordination with the

of the cities and towns around here which are objecting to that. I think that they have every right to do so, and I think what is most bothersome is the officials who are putting this West Lake Corridor through really have not listened to the people. They say they have, and yeah maybe they listen, but the whole point behind listening and commenting is that maybe you will change direction, going in the direction that the people want you to instead of going your own way. They seem to do that, they just seem to do what they want to do regardless of whether they hear comment or not. I know they're trying to be nice by hearing comments, but to me that's very deceptive. They really are not taking into account that they're doing what they want to

do and I don't like that. They're making it seem like they're being good about taking comments. I am not in favor of the West Lake Corridor because initially it was supposed to be for people in Northwest Indiana and this thing is so far over to the west. You might as well make it for people in Illinois. It's an inconvenience

for most of us, and to me that's wasting money. The other thing is that it was supposed to help get people from here to jobs in Chicago, and they're not even concerned about that. They're more concerned about transit oriented development, which would occur regardless of where the train is. They're also talking about bringing in Chicago professional people. What happened to the whole idea that we were supposed to be helped with jobs ourselves here rather than bringing people in from Chicago who already have jobs. That really makes no sense to me, and I don't blame some of the cities and towns who do not want to participate in this. I feel that they have been duped, and that's my message.

Federal Transit Administration found in Chapter 9 of the Draft Environmental Impact Statement (DEIS). Public Hearings on the DEIS were held from January 16 ‐ 18, 2017 in Munster, Hammond, and Dyer all substantive comments are being addressed and will be fully documented in the Final Environmental Impact Statement (FEIS).

Please check the Project website at www.nictdwestlake.com for updates, which will be continually updated as Project design progresses.

The West Lake Corridor Project's National Environmental Policy Act (NEPA) Preferred Alternative is consistent with and supports the transportation goals and objectives of the Project. The NEPA Preferred Alternative will improve the transportation system by providing the West Lake Corridor with more travel choices and faster travel times between residential areas, major destinations, and employment centers. The current TOD project is a separate process being conducted by the RDA. NICTD encourages residents to participate in the Transit Oriented

Development (TOD) process to express your vision No for development

around station areas. See more information at: www.in.gov/rda.

Section 1 of the DEIS provides a summary of the purpose and need for the Project. The Project is intended to increase transportation options for accessing downtown Chicago, reduce travel time to downtown Chicago, reduce the parking burden at existing stations, reduce travel costs, and promote economic development. Analyses of the NEPA Preferred Alternative indicate the Project will result in 122,362 less vehicle miles traveled and 4,714 less vehicle hours traveled annually. In addition, there is a worker‐to‐job deficit in Northwest Indiana with Chicago and Cook County, Illinois, showing a surplus of jobs. Between 2006 and 2010 approximately 22 percent of the workforce in Lake County worked in Cook County. For most industries, Cook County jobs pay an average of 40 percent more than Lake County jobs. The West Lake Corridor Project is intended to facilitate additional transportation options for residents of Northwest Indiana who currently work and will work in Chicago.

(219} 874-9000

Chicago South Shore & South Bend Railroad

General Offices

SOS North Carroll Avenue Michigan City, ndiana 46360

Fax (219} 879-3754

April 21,2017

Northwest Indiana Regional Planning Commission 6100 Southport Road

Portage, IN 46368

Re: CSS and llDC Comments on 2040 Plan

The Chicago South Shore & South Bend Railroad Company (CSS} andits affiliate Illinois Indiana Development Company, LLC (llDC) hereby submit the following comments to the NIRPC 2040 Plan, specifically the Westlake and NWI Double Track projects.

CSS is a common carrier freight railroad that provides vital rail freight services to many industrial customers inthe Northwest Indiana Region. Our two largest customers, ArcelorMittal and NIPSCO, are particularly dependent on CSS freight service. CSS keeps the lights on in Northwest Indiana not to mention all the industrial jobs that depend on our service. CSS and NICTD share the same railroad track from Chicago to South Bend.This arrangement derives from a time when both the freight and the passenger operations were under common ownership. That company entered bankruptcy in 1989. Shortly thereafter CSS and NICTD, in a coordinated transaction,acquired the assets of the bankrupt railroad

and formed separate passenger (NICTD) and freight (CSS} entities. NICTD is an agency of the State of Indiana. CSS is a privately held Indiana general partnership. llDC is a privately held Indiana limited liability company, which is under common ownership with CSS.

The mainline from South Bend to the Indiana - Illinois state line near Hammond is owned by NICTD and CSS has the perpetual freight franchise. The mainline from the state line to the connection with Metra Electric Division near Kensington in the City of Chicago is owned by the llDC. NICTD has a perpetual lease to provide passenger service over this line and CSS has an operating agreement with llDC under which CSS provides freight service on it. NICTD has day-to­ day operational control of the llDC tracks. The two entities work very closely with each other to maintain safe,reliable freight and passenger services usingthe same tracks.

CSS and llDC support the West Lake Corridor and Double Track projects. We believe it is good for the economic development of Northwest Indiana. Further we believe that these projects must be designed in such a way as not to

impair CSS' ability to serve its customers.

Commuter trains and freight trains do not compete commercially, but they do compete for track capacity in shared corridors. The more trains of each type that are run, the more acute the competition becomes. Without adequate infrastructure, one or both are compromised. There are many locations around the country where busy freight and passenger railroads operate successfully with shared facilities (including locations where NICTD and CSS share today}. The key is to have enough of the right infrastructure to minimize delays all around. NICTD and CSS are cooperatively seeking answers to these questions by modelling the proposed operation. Bottom line is that whatever gets

constructed must have sufficient capacity to accommodate the passenger and freight growth that will inevitably be the result of the projects included in the 2040 plan.

Very Truly Yours

rn

President

Chicago South Shore & South Bend RR

The current transportation policy, Fixing America’s Surface Transportation Act (FAST) Act, was signed into law on December 4, 2015. The FAST Act, along with its predecessor, Moving Ahead for Progress in the 21st Century Act (MAP-21), established new requirements for performance management to ensure the most efficient investment of Federal transportation funds. States will invest resources in projects to achieve individual targets that collectively will make progress toward the national goals.

National performance goals for Federal Highway programs:

• Safety – to achieve a significant reduction in traffic fatalities and serious injuries on all public roads.

• Infrastructure condition – To maintain the highway infrastructure asset system in a state of good repair.

• Congestion reduction – To achieve a significant reduction in congestion on the National Highway System (NHS).

• System reliability – To improve the efficiency of the surface transportation system.

• Freight movement and economic vitality – To improve the national freight network, strengthen the ability of rural communities to access national and international trade markets, and support regional economic development.

• Environmental sustainability – To enhance the performance of the transportation system while protecting and enhancing the natural environment.

• Reduced project delivery delays – To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project completion through eliminating delays in the project development and delivery process, including reducing regulatory burdens and improving agencies’ work practices.

The Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) issued new transportation planning rules on the statewide and metropolitan transportation planning processes to reflect the use of a performance based approach to decision-making in support of the national goals. These processes must document in writing how the Metropolitan Planning Organizations (MPOs), Indiana Department of Transportation (INDOT) and providers of public transportation shall jointly agree to cooperatively develop and share information related to transportation performance data, the selection of performance targets, the reporting of performance to be used in tracking progress toward attainment of critical outcomes for the region of the MPO (see 23 CFR 450.306(d)) and the collection of data for the INDOT asset management plan for the National Highway System specified in in 23 CFR 450.314(h).

FTA has performance measures for Transit Asset Management, and final regulations are published and in effect. FHWA has performance measures and final regulations published for Safety, Bridge and Pavement Conditions, Congestion Reduction and System Reliability, but only the Safety Performance Measure regulation is in effect at this time.

INDOT along with the MPOs and FHWA will continue to collaborate to identify Performance Targets for each Performance Measure. Once Performance Targets are established, the Transportation Improvement Program (TIP) and Statewide Transportation Improvement Program (STIP) will be modified to reflect this information.

For FHWA and FTA to approve any TIP amendments after May 27, 2018, the INDOT, MPOs and Public Transit Operators must reflect this information and describe how projects in the TIP/STIP, to the maximum extent practicable, achieve the Federally required performance targets identified in the Statewide and Metropolitan Transportation Plans, linking investment priorities to these performance targets.

Safety

The INDOT, the MPOs, FHWA, and Indiana Criminal Justice Institute (ICJI) are actively discussing and collaborating on the Safety Performance Measures and Safety Performance Targets. INDOT will submit their Safety Performance Measures by August 31, 2017, and the MPOs will have until February 27, 2018 to follow INDOT’s submission to either support the INDOT Safety Targets or set independent targets. The Highway Safety Improvement Program (HSIP) is a primary source of federal funds for qualifying safety improvement projects. HSIP along with other funding sources are used to implement safety improvements with the purpose to reduce roadway crashes, and a corresponding reduction in fatalities and serious injuries on all public roads. The five specific safety performance measures are:

1. Number of fatalities;

2. Rate of fatalities;

3. Number of serious injuries;

4. Rate of serious injuries; and

5. Number of non-motorized fatalities and non-motorized serious injuries

If FHWA makes effective the rules they have published for assessing pavement and bridge condition for the National Highway Performance Program and performance of the National Highway System (NHS), freight movement on the Interstate System and Congestion Mitigation and Air Quality (CMAQ) improvement program, INDOT and the MPOs will have to establish performance targets for these measures, too.

Pavement and Bridge

The pavement and bridge condition performance measures are applicable to the Interstate and non-Interstate Highways that comprise the National Highway System (NHS). The NHS includes the Interstate Highway System as well as other roads important to the nation's economy, defense, and mobility. The measures are focused on the condition of pavement and bridges, including ramps utilized to access the system. There are four measures to assess pavement condition and two measures for assessing bridge condition.

Pavement Performance Measures

1. Percentage of pavements of the Interstate System in Good condition

2. Percentage of pavements of the Interstate System in Poor condition

3. Percentage of pavements of the non-Interstate NHS in Good condition

4. Percentage of pavements of the non-interstate NHS in Poor condition

Bridge Performance Measures

1. Percentage of NHS bridges classified as in Good condition

2. Percentage of NHS bridges classified as in Poor condition

The INDOT, the MPO and FHWA will collectively develop targets for the pavement and bridge performance measures. The National Highway Performance Program is a core Federal-aid highway program that provides financial support to improve the condition and performance of the NHS, and the construction of new NHS facilities. INDOT utilizes these funds for maintenance activities on the NHS.

System Performance

The system performance measures are also applicable to the Interstate and non-Interstate NHS. These performance measures assess system reliability and freight movement, and establish several measures for on-road mobile source emissions consistent with the Congestion Mitigation and Air Quality (CMAQ) Program. There are two measures for assessing reliability, one measure to assess freight movement, and three measures for the CMAQ program.

Reliability Performance Measures

1. Percent of the Person-Miles Traveled on the Interstate System That Are Reliable

2. Percent of Person-Miles Traveled on the Non-Interstate NHS That Are Reliable

Freight Movement Performance Measure

1) Truck Travel Time Reliability (TTTR) Index

CMAQ Measures

1. Annual Hours of Peak-Hour Excessive Delay Per Capita Percent of Non-SOV Travel

2. Percent Change in Tailpipe CO2 Emissions on the NHS Compared to the Calendar Year 2017 Level

3. Total Emissions Reductions