Frequently Asked Rail Questions

The service being evaluated is regional intercity routes that are distinguished from the Amtrak national long-distance rail routes (like the California Zephyr and Southwest Chief in southern Iowa). Because this is regional service, it results in schedules that permit "day trips" to many metropolitan areas, more reliable on-time performance, and amenities designed for shorter duration routes. These types of routes are important to business and student travelers, and serve the leisure traveler as well.

No changes are anticipated on Amtrak's long-distance passenger rail routes. The long-distance routes currently include stops in Fort Madison on the Southwest Chief and stops in Burlington, Mount Pleasant, Ottumwa, Osceola, Creston, and Omaha on the California Zephyr.

Both intercity and long-distance routes serve important purposes and have different strengths to meet travelers' needs.

Expanding passenger rail is a key piece of a versatile, flexible way to move people and is a vital part of a total transportation system that includes automobiles, air travel, buses, commuter services, bicycles, and pedestrians. Alternative travel options that work in concert with or as alternatives to other modes of transportation allow smart and easy choices for travelers and an opportunity to create growth and vitality within Iowa.

The benefits include the following:

Passenger rail is a sustainable transportation alternative with:

• Energy efficiency that promotes energy independence.
• Fewer greenhouse gas emissions than other alternatives for healthier Iowans and a better environment.

Regional intercity routes can stimulate economic vitality and development by creating:

• A business environment that will create and attract new jobs and retain existing jobs.
• Travel options for both business and leisure travelers and that appeal to the leaders of tomorrow.
• Enhanced business and university recruitment.
• Links between Iowa and the business opportunities and connections to the Midwest's largest metropolitan megaregion.

Quality of life enhancements can be achieved through:

• Access to travel for those who do not have or want the expense of a motor vehicle or air travel.
• Enhanced mobility for Iowa's aging population who may no longer be able or want to drive.
• A comfortable, convenient travel option.

Efficiencies are achieved due to:

• Speedy and straightforward boarding.
• Productive travel time through the use of laptops and cell phones en route.
• Access to wireless Internet throughout trip.

Studies in late 2012 projected that you can expect the following:

Chicago to Iowa City

Chicago to Des Moines

Chicago to Council Bluffs-Omaha

• Round-trip cost round to the nearest $10.
• One-way travel time rounded to the nearest 10 minutes for auto, air and rail.
• Auto cost assumes round-trip distance at 55.5 cents per mile (Internal Revenue Service mileage rate), plus Illinois tolls and one-day cost of perking in Chicago loop.
• Bus trip assumes maximum time and cost between MegaBus and Burlington Trailways; does not include parking cost.
• Bus trip assumes no dwell time at the bus depot.
• Air trip from Chicago to Iowa City assumes going through Cedar Rapids Eastern Iowa Airport, then an additional 30-minute drive to Iowa City. It does not include cost of a rental car for this segment of the trip.
• Air trip assumes travel time to include drive to airport, parking, shuttle bus to terminal, advance arrival before departure, flight time, collection of luggage and train to/from downtown Chicago.
• Rail trip costs uses $0.135/miles, based on current Amtrak Midwest pricing; does not include parking cost at trip origin; rail trip travel time does not include time to or from station; schedules are estimates.
• Fares do not include taxes or baggage fees.

Travel Value/Experience

* Same-day business trip not possible for origins west of Des Moines.

The most recent analysis of ridership conservatively projects 300,000 travelers on the route. On average, that is approximately 800 riders per day. That doesn't mean that 800 people per day will get on in Iowa City and off in Chicago. What it does mean is that approximately 800 people will get on and off the train somewhere on the route. For example, a rider could be a traveler that gets on in Iowa City and off in the Quad Cities or one that gets on in Chicago and travels the entire route to Iowa City – both are considered a rider when calculating ridership.

Phase 1 from Chicago to the Quad Cities, with six intermediate stops, is expected to generate 185,000 riders. Extending the route to Iowa City in Phase 2 will generate an additional 115,000 riders. Due to Iowa City's location, population, and educational/medical facilities, the Iowa City station will provide nearly 40 percent of the ridership of the entire route.

The project development process for passenger rail uses a phased approach. The basic concept is that you begin looking at the "big picture" and move on to more detail and effort if the prior step makes sense. The National Environmental Policy Act (NEPA) also has certain requirements for new developments that must be met. In addition, the initial NEPA studies are a prerequisite for eligibility for federal funding. The basic steps in development include:

1. Identifying a preferred corridor for the proposed route.
2. Broadly analyzing a wide potential corridor for impacts. For the Chicago to Iowa City corridor this resulted in a Tier 1 Environmental Assessment (EA) and Supplement. For the Chicago to Omaha-Council Bluffs corridor, a Tier 1 Environmental Impact Statement was completed that built upon the Iowa City study.
3. Completing preliminary engineering of the preferred corridor to identify specific locations where additional infrastructure is needed and analyze the impacts in detail. This detailed analysis is documented in Tier 2 project level NEPA documents.
4. Final design and construction of the infrastructure. 

The freight railroad will continue to operate its freight trains, serve its customers, and connect with other freight railroads safely and efficiently even after the introduction of passenger trains on the corridor, and will have the same opportunity for growth that it did previously.

Adding passenger rail service to a freight railroad requires measures to ensure that both the freight and the passenger service operate safely, efficiently, and reliably. Just a few examples include:

In order to efficiently run faster passenger trains in concert with slower, longer freight trains, additional side tracks are needed so that freight and passenger trains can meet and pass one another.

The higher speeds necessary for passenger trains to provide an attractive transportation service to the traveling public requires that the track is more frequently inspected, and that track maintenance is more frequent and more involved, to provide good ride quality and comply with federal safety regulations.

More than 50 highway railroad at-grade crossings will receive warning signal systems consisting of flashing lights, bells, and gates, where today these crossings may only have crossbucks. This improves safety for passengers, motorists, and pedestrians, but the mechanical and electronic systems of each of these new crossing signal locations must be inspected and maintained by the railroad.

The system that controls train operation on the railroad, both freight and passenger, must be upgraded from today's radio-based system to a signal system with positive train control, a system designed to prevent train collisions and trains exceeding their maximum safe speed.

Identifying, designing, and incorporating all the passenger rail safety and other requirements without interfering with existing and future freight operations or the ability of the freight railroad to serve its customers is complicated. This explains why costs to develop passenger rail services on an existing railroad may be higher than you may expect.

The concept of a corridor shared by passenger and freight trains is as old as the railroad industry itself. Nearly every mile of Amtrak's existing long-distance passenger rail network operates over routes shared with freight trains.

Federal regulations require that new passenger trains on existing freight railroads be "freight neutral" – that is, the passenger rail may neither harm nor help the freight railroad in any significant way. As private companies, the railroads will have a "public tenant" providing a public benefit to citizens using the railroad's private infrastructure.

Any improvements to infrastructure, additional maintenance (both immediate and long term), and additional operating expense required to host the passenger service must be reimbursed to the host freight railroad to remain "freight neutral."

Yes, safety is a foremost concern. Operating practices on a shared-use corridor are geared to maximize the safety and efficiency of freight and passenger trains and to minimize operating conflicts between the two modes. A high-tech signal and train control system will help assure safe operation on the corridor. Track improvements will be made to allow faster speeds. The addition of warning signals at currently uncontrolled at-grade crossings will improve safety for passengers, motorists, and pedestrians. 

Many states that have developed intercity passenger rail services contract with Amtrak to operate the service. Amtrak has experience operating passenger trains on freight railroads and can provide through- ticketing for both the intercity route and any connecting services for passengers.

Federal funding through the Federal Railroad Administration's High Speed Intercity Passenger Rail (HSIPR) program first became available in 2009. The Iowa and Illinois DOTs submitted a joint application in 2010 for $248 million to develop intercity passenger rail service between Chicago and Iowa City at a total cost of $310 million. The HSIPR program is a highly competitive grant program that pays 80 percent of the estimated cost. Iowa and Illinois were to provide 20 percent state and local funding based on the portion of the route in each state.

In October 2010, the awards were announced, and the Iowa/Illinois DOTs were awarded $230 million, $18 million less than requested. The award was reduced when a portion of a rail improvement at Eola Yard in Illinois was deemed ineligible. Based on the estimated costs when the grant was announced, Iowa's state and local share was expected to be $21.8 million (20 percent state and local share).

In 2011, when Illinois wanted to move forward with service to the Quad Cities and Iowa was unable to commit the state funding for the Iowa portion, the two DOTs asked that the FRA split the award into phases. The FRA agreed, and that is when the project became more complicated. Costs to initiate a new passenger rail service just do not easily or neatly split into two parts by FRA. Illinois needs locomotives and cars to start the service. The Eola Yard improvements were re-evaluated and became eligible for funding. A layover facility to house trains when not in use was moved from Iowa to Illinois. Additionally, certain costs must be spent in Phase 1 in order to start up the service, such as the train communications and signaling, but will benefit both phases of the development.

The bottom line is that in December 2011, the FRA allocated $177 million of the $230 million award to Illinois for Phase 1, leaving $53 million in federal funding to Iowa for Phase 2.

Iowa's total cost was estimated at $108.6 million in the 2010 application. This included $17 million dollars for Iowa's portion of the new passenger rail equipment. Federal funds were expected to pay 80 percent of the cost leaving Iowa's state and local share at $21.8 million ($20.6 million state and $1.2 million local).

More refined estimates of costs were completed in December 2013, including changes that have occurred between 2010 and 2013. The total estimated cost for Phase 2 is $125 million (this does not include the $17 million in costs for new rail equipment that was provided to Illinois for Phase I). With $53 million available in federal funding for Phase 2, Iowa's state and local share is now estimated at $72 million. These costs assume service would begin in 2017. 

Additional engineering and design was completed to further identify costs for Phase 2. In addition, a risk analysis was performed. The risk analysis identified potential problems and opportunities that could be encountered in completion of the project. Each of these factors were quantified by looking at the potential financial impact of the risk (increased costs) or opportunity (cost savings), as well as how likely that event was to occur. On any large scale infrastructure project unanticipated events can occur, but the department has done due diligence to be as confident as possible that the project can be completed for $125 million, if Iowa's state and local share of $72 million is made available for service to begin in 2017.

Yes, there will be an annual operating cost, or subsidy, required for the service. The operating cost is the difference between the ticket revenue and the cost to operate and maintain the service. Operating subsidies are frequently used when setting the price for public transportation in order to keep it competitive and available for users. The states of Iowa and Illinois must pay for the net operating cost because this is a state supported intercity route. Negotiations with Illinois on how to split these costs are ongoing. By looking at the ridership on the route and revenues generated, extension into Iowa City provides a net benefit to the operating costs.

Nearly all types of transportation receive public funding or are subsidized in some way or to some extent. Intercity passenger rail is no different. User fees seldom cover the full cost of transportation. When you ride a public transit bus, your bus may have been purchased with a federal grant. Airports are usually owned by a city or other public entity. Airport security and air traffic controllers are federal employees. Locks and dams are owned and maintained by the federal government. Highway user fees and gas taxes have failed to keep up with costs and no longer fully pay for the highways and are now partially funded with general funds.

It is important to note that based on the high number of Iowa-based riders and the small incremental operating cost required to extend regional intercity passenger rail service to Iowa City, the estimated annual operating cost to be paid by Iowa is relatively low – $600,000. While the final number will be finalized as the project progresses, it is expected that this will not require annual appropriations by the legislature to support this service into the future.

• Do your homework and get the facts. The Iowa DOT's Rail website (www.iowadot.gov/iowarail) has a number of technical documents that provide more details on the proposed service.
• Talk to your local officials about expanded passenger rail service opportunities.
• Encourage your state legislators to learn more about passenger rail. A list of legislators and their contact information is available at the Iowa Legislature's website at www.legis.state.ia.us.
• Join a local rail passenger advocacy group.

There are 19 railroads in the state of Iowa ranging from railroads that have just a few miles of track to transcontinental railroads.

The number of trains per day is available in the Federal Highway-Rail Crossing Inventory. A report can be generated by state and county to identify the number of trains at a crossing. Go to http://safetydata.fra.dot.gov/officeofsafety/ and select Report 8.08, Public Crossing Inventory Detail Report. Enter the state and county and the information will be displayed on your screen. 

The railroads determine the operating speed of the trains and must maintain the condition of their tracks pursuant to the Federal Railroad Administration standards that apply to the chosen speed of operation.  The speed range of trains at any individual highway-rail crossing can be found in the Federal Highway-Rail Crossing Inventory.

Copies of Iowa’s current rail maps are available on the Maps page or call 515-239-1140 to get a paper copy.

In 2008 railroads originated 52.3million tons of freight and terminated 43.7 million tons of freight in Iowa. In addition to what originated and terminated in Iowa, another 237 million tons of freight moved through Iowa by rail in 2008.  That totals over 333 million tons of freight that traveled on Iowa's rail system.

Iowa is currently served by two transcontinental Amtrak passenger routes -- the California Zephyr and the Southwest Chief. Both routes provide daily two-way service between Chicago and the West Coast. Additional route and service information can be found at Amtrak.com. Iowa ridership for fiscal year 2004 totaled 54,365 passengers. For more information on the Amtrak station locations in Iowa, visit our Passenger Rail home page.

Many of Iowa's railroads maintain web sites where contact information can be found. Links to railroads with web sites are included in the railroad's profile.  If you are unable to locate the appropriate person at a railroad, the Rail Transportation Bureau at 515-239-1140 may be able to assist you in identifying the correct contact person.

Iowa Code Section 327G.32 relates to blocked public crossings. It states that a railroad corporation or its employees shall not operate a train in such a manner as to prevent vehicular use of a highway, street or alley for more than 10 minutes except in any of the following circumstances:

• when necessary to comply with signals affecting the safety of the movement of the trains;
• when necessary to avoid striking an object or person on the track;
• when the train is disabled; or
• when necessary to comply with governmental safety regulations, including but not limited to speed ordinances and speed regulations.

A current issue is whether state law on blocked crossings is preempted by federal regulations. There are conflicting court decisions as to who has regulatory jurisdiction. 

Section 327G.32 makes it illegal for a railroad to block vehicular traffic more than 10 minutes, except for the reasons listed in the previous question. City and county law enforcement officers can issue tickets to railroads that violate Iowa Code Section 327G.32. For more information visit the Blocked Crossings page.

Railroads have the legal right to condemn property for railway use (Iowa Code Section 6A.6). A railroad wanting to condemn land within the state of Iowa must apply to the Iowa Department of Transportation for permission to condemn (Iowa Code Section 6A.10).

In 1980, the Staggers Act was passed by Congress which eliminated much of the economic regulations that previously governed rail rates and services.  Rail safety and the vast majority of other current regulation takes place at the  federal level. Federal agencies under the United States Department of Transportation, such as the Surface Transportation Board (STB) and the Federal Railroad Administration (FRA) regulate railroad corporations. For more information, visit the Regulatory Authority and Abandonment page. 

The Iowa DOT has no regulatory authority to influence railroad service issues. Every railroad corporation is required, upon reasonable notice and within a reasonable time to furnish suitable cars to any and all persons who may apply for the transportation of any and all kinds of freight. 

No. A city can not restrict a train's speed. The Federal Railroad Administration's regulations preempt any local speed restrictions on trains.

The Federal Railroad Administration's rules, 49 CFR 222 and 49 CFR 229, require that locomotive horns be sounded as a warning to highway users at public highway-rail crossings. The final rule provides an opportunity for localities to silence train horn noise by establishing new "quiet zones."   For more information, visit the Train Horns page.

The railroad corporation owning or operating the rail line is responsible for constructing, maintaining and keeping the right-of-way fence in good repair. Fencing issues can be reported directly to the operating railroad. For more information, visit the Rail Regulation page.

Information about the current status of active abandonment activities (updated quarterly), past Iowa abandonments dating back to 1911 and a map is available.  The Surface Transportation Board (STB), a federal agency,  has exclusive jurisdiction in railroad abandonment cases except when the railroad company is in bankruptcy. The STB maintains a web site with information on recent abandonment dockets. When available, the docket number of the STB case is provided in the summary reports.  If you need additional information, contact the operating railroad involved in the abandonment or Kris Klop with the Office of Rail Transportation, Iowa Department of Transportation at 515-239-1108.

Only rail lines which the federal Surface Transportation Board (STB) has authorized for abandonment can be converted to trail use. In accordance with 49 CFR 1152.29 and 16 USC 1247 (d) (the National Trails Act), the STB may defer rail line abandonment to give interested parties the opportunity to negotiate a voluntary agreement with the railroad company for interim use of the right-of-way for recreational trails. Any request for a public use condition under 49 USC. 10905 and any request for a trail use condition under 16 USC. 1247(d) must be filed within 45 days after the abandonment application is filed by the railroad. For more information, visit the Rails to Trails page.

Yes. All railroads which operate within the state of Iowa, and which are not required by the Surface Transportation Board to file a "R-1 Annual Report" as required by 49 USC 11145, must, in accord with Iowa Code Section 327C.38 and Iowa Administrative Code Chapter 761, Section 800.4, file an annual report with the Iowa Department of Transportation. Annual reports required by the Surface Transportation Board (Class I railroads), are available from the Securities and Exchange Commission (search by company name).

The annual reports for Class II and Class III Railroads are used jointly by the Iowa Department of Transportation and the Iowa Department of Revenue and Finance. The report consists of both financial and operational data such as a balance sheet, income statement, miles operated, car loadings, and other data.

The Federal Railroad Administration assigns each railroad crossing a unique identification number that consists of six numbers followed by a letter. Each crossing should have an identification tag with the name of the railroad company and the identification number . The embossed metal tag is 4" X 9" and is generally located on the signal or crossbuck post. If you cannot find the identification number, the street name and general location may be sufficient for identification.

The Federal Grade Crossing Inventory contains detailed inventory information on each crossing. The crossing number can be used to search the crossing inventory database or you can search by location if you do not know the crossing number.

A public crossing is the location where railroad tracks intersect a roadway which is part of the general system of public streets and highways, and is under the jurisdiction of and maintained by a public authority and open to the general traveling public.

A private crossing is one that is on a private roadway which may connect to part of the general systems of public streets and highways but is not maintained by a public authority. Usually, it is a crossing where the property on both sides or at least one side of the railroad tracks is private property. Private crossings are intended for the exclusive use of the adjoining property owner and the property owner's family, employees, agents, patrons and invitees. Crossings are classified as private where the normal need or use is for residential, farm, recreation/cultural, industrial or commercial activities.

The warning devices specified in Part 8 of the MUTCD are not necessarily applicable to private crossings. There may be no warning signs at private crossings or there may be a stop sign or a crossbuck. For more information, visit the Highway-Railroad Crossings page.

There are 4,471 public at-grade crossings in the state of Iowa.

The railroads are only required to provide crossings to landlocked property owners. Private crossings are typically established through an agreement by the private landowner and the railroad. Iowa Code 327G.11 requires railroads to construct farm crossings for farming or agricultural purposes.

Contact the highway authority (city or county) responsible for the particular roadway and ask them to work with the operating railroad company to seek repairs to the crossing.

Yes. A state program provides 60% of the project cost to rebuild public highway-railroad crossings. The railroad and highway authority each provide 20% of the project cost. Funding requests for a crossing surface repair project can be made by the city or county and the railroad, through an application form. The applications are funded on a first come/first served basis.

The waiting period is approximately four years, due to the large backlog of projects. The state fund receives $900,000 annually from the Road Use Tax Fund.

Projects are funded in the order in which applications are received. 

All public crossings are eligible for crossing surface repair program funding. When a crossing is identified by the highway authority, (city or county) or the railroad, and each agrees to pay the matching funds an application may be filed. Private roadway railroad crossings are not eligible. For more information, visit the Grade Crossing Surface Repair Program page.

Contact the highway authority and ask them to work with the railroad company to seek remedial repairs until the Crossing Surface Repair Program can fund your project request. Railroads are required by Iowa Code 327G.2 to maintain a "good, sufficient, and safe crossings."

Mary Jo Key manages the Grade Crossing Surface Repair Programs. Mary Jo can provide you with the name of the operating railroad and the appropriate contact person. Mary Jo can be reached at 515-239-1108. 

The Federal Railroad Administration assigns each railroad crossing a unique identification number that consists of six numbers followed by a letter. Each crossing should have an identification tag with the name of the railroad company and the identification number . The embossed metal tag is 4" X 9" and is generally located on the signal or crossbuck post. If you cannot find the identification number, the street name and general location may be sufficient for identification.

Yes. The Rail Revolving Loan and Grant Program provides funding for projects to improve rail facilities that will spur economic development and job growth and preserve and improve the rail transportation system.

Yes. Projects to repair, rebuild or improve railroad tracks are eligible to apply for funding through the Rail Revolving Loan and Grant Program.

No. The purchase of an existing rail line is not eligible for funding.

The amount available is dependent on loan repayments and legislative appropriations. In FY2006, $3.2 million available, but only $1.5 million was available in FY2007. In FY2008, nearly $4 million was available.

The cost varies depending on site conditions, track use and the connecting railroad. A rule of thumb for the cost of a rail spur is $100 per lineal foot (not including right of way, grading, engineering or switches.) Contact the connecting railroad for an estimated cost or the Rail Transportation Bureau at 515-239-1140.

A toll free number and the crossing identification is posted on a sign at the crossing. Use the toll-free number to contact the railroad and identify the crossing by number or location. Or, a list of the appropriate emergency contacts for each railroad is available on the Railroad Contacts page.

If your car stalls on the tracks, you notice something blocking the tracks, track damage, or anything else that could present a dangerous situation, contact the railroad or your local law enforcement agency who can contact the railroad for you.  A list of the appropriate emergency railroad contacts for each railroad is available on the Railroad Contacts page.

Active warning devices at highway-rail grade crossings are for the benefit and safety of the motorist. The local highway authority (city or county) and railroad work together to plan an improvement. Either can initiate a discussion on a safety improvement and costs can be borne by either or both parties. The highway authority has the final authority on the type of warning device at a highway-rail crossing. 

Yes, there are Federal Aid Section 130 Rail/Highway Crossing Safety Funds available for active warning devices, i.e. signals. The fund pays 90% of the cost and the 10% match is provided by the railroad or the highway authority. However, the available funding allows a limited number of safety improvements each year.

The applications for funding are analyzed each year to determine the cost benefit ratio. This complex formula takes into consideration the extent of vehicle and train traffic at the crossing, the speed of trains, certain characteristics of the crossing, the effectiveness of the proposed improvement, the estimated cost of the improvement and other factors. Generally, those crossings with a high probability for a serious crash with a proposed improvement anticipated to be effective and cost efficient will receive the highest priority.

Full Question: How often does the Iowa DOT determine what crossing safety projects will receive Federal Aid Rail-Highway Crossing Safety Funds?

Answer: Annually. The Iowa DOT's Five-Year Transportation Improvement Program includes projects programmed in the upcoming year. View the list of currently approved projects on the Highway-Railroad Crossing Safety Program page.

The railroads and highway jurisdictions throughout the state of Iowa may request safety funds. An application must be submitted by July 1st of each year to be considered in the annual funding cycle.

No, the DOT only has jurisdiction over highway railroad crossings on the state roads system. The highway authority, (city or county) has jurisdiction over their respective crossings.