Wolverine (train)

Wolverine

300px Amtrak No. 351 westbound from Pontiac to Chicago passes Hammond-Whiting station
Overview
Service type	Higher-speed inter-city rail
First service	May 1, 1971
Current operator(s)	Amtrak
Former operator(s)	Penn Central
Ridership	509,100 (FY13)
Route
Start	Chicago, Illinois
Stops	17
End	Pontiac, Michigan
Distance travelled	304 miles (489 km)
Average journey time	6 hours 20 minutes
Service frequency	Thrice daily
Train number(s)	350–355
Technical
Rolling stock	P42DC locomotives, Amfleet cars, Horizon cars.
Track gauge	4 ft 8 1⁄2 in (1,435 mm)
Operating speed	Up to 110 miles per hour (180 km/h)
Track owner(s)	NS, CN, Amtrak, CR
Route map Legend Dist. Station 0 mi  0 km  Chicago Illinois Indiana 16 mi  26 km  Hammond–Whiting 52 mi  84 km  Michigan City Indiana Michigan 62 mi  100 km  New Buffalo 89 mi  143 km  Niles 102 mi  164 km  Dowagiac 138 mi  222 km  Kalamazoo 160 mi  257 km  Battle Creek 184 mi  296 km  Albion 205 mi  330 km  Jackson 243 mi  391 km  Ann Arbor Greenfield Village 273 mi  439 km  Dearborn 281 mi  452 km  Detroit 292 mi  470 km  Royal Oak 296 mi  476 km  Troy 304 mi  489 km  Pontiac

The Wolverine is a higher-speed passenger train service operated by Amtrak as part of its Michigan Services. The 304-mile (489 km) line provides three daily round-trips along the Pontiac–Detroit–Chicago route. It carries a heritage train name descended from the New York Central (Michigan Central).

During fiscal year 2011, the Wolverine carried 503,290 passengers, a 4.9% increase from FY 2010's total of 479,782 passengers. The service had a total revenue of US$18.8 million in FY 2011, an 11% increase from FY 2010's $16.9 million total revenue.

History

See also: Michigan Services § History

Prior to Amtrak's takeover of most private-sector passenger service in 1971 the Wolverine was one of three trains which operated over the Michigan Central route between Chicago and Detroit. Under Penn Central operation it continued through South-Western Ontario (Canada) to Buffalo, New York. Amtrak retained two trains (the other was the renamed St. Clair) and truncated the operation to Detroit but otherwise changed little. In April 1975, Amtrak introduced French-built Turboliner equipment to the Michigan route and added a third round-trip. A pool of three Turboliner trainsets served the route, and the three round-trip pairs were numbered 350—355, train numbers which are still in use today. Amtrak dropped the individual train names and rebranded all three Turboliner, in common with similar services to St. Louis, Missouri and Milwaukee, Wisconsin. The new equipment led to massive gains in ridership, topping 340,000 in 1975 and 370,000 in 1976.

File:AMTK 066 TV771105S2288.jpg

A Turboliner at Porter, Indiana in 1977.

File:Ann Arbor AMTK Jun 1976 6-10.jpg

The Turboliner's replacement: an EMD F40PH with Amfleet coaches at Ann Arbor in 1976.

The Turboliners became a victim of their own success. Although fast (and flashy), they were unable to reach their design speed of 125 miles per hour (201 km/h) because of the poor quality of the Penn Central track in Michigan. The five-car fixed consists had a maximum capacity of 292 passengers, which was often not enough. Starting in March 1976 Amtrak began replacing some of the Turboliners with conventional equipment, including new Amfleet coaches. Individual names returned to the corridor, with the heretofore unnamed third train becoming the Twilight Limited. The last Turboliners left the corridor in 1981.

Amtrak extended the Wolverine and Twilight Limited to Pontiac on May 5, 1994. With this change service began at a new station in Detroit's New Center. Although the Michigan Central Station in Corktown, Detroit had closed on January 6, 1988, trains continued to stop at a temporary platform just east of the old station. Besides Pontiac, new stations were opened at Royal Oak and Troy. The Lake Cities also began serving Pontiac after the end of Toledo service in 1995.

Amtrak dropped individual names again in 2004 and named all three trains Wolverine.

Due to the increased ridership on these trains, Amtrak executive Morell Savoy, the Central Division Superintendent, spearheaded a test run of Chicago-Kalamazoo Wolverines from September 2, 2010, to September 7, 2010. This was done to determine all that would be involved in operations should Amtrak decide to initiate such service in the future.

Higher-speed operation

The federal government considers high-speed rail service to be rail service which at any time reaches the speed of 110 miles per hour (180 km/h) or higher. In 2006 the Detroit–Chicago corridor was designated by the Federal Railroad Administration as a high-speed rail corridor and in October 2010, the State of Michigan received US$150 million from the federal government to increase track speeds to 110 mph (180 km/h) between Kalamazoo and Dearborn.

Amtrak owns the 97-mile (156 km) stretch of the Wolverine's route from Porter, Indiana to Kalamazoo, Michigan and it is the longest segment of track owned by Amtrak outside of the Northeast Corridor. Starting in January 2002 Amtrak began track improvements to increase the allowed speed along this section of track. Amtrak trains currently travel at top speeds of 110 mph (180 km/h) along this section of track.

On October 5, 2011, MDOT announced that it had reached an agreement with Norfolk Southern to purchase the 135 miles (217 km) of track between Kalamazoo and Dearborn. This will make it easier to maintain track and eventually upgrade it to 110-mile-per-hour (180 km/h) running. As part of the purchase agreement, MDOT also agreed to double-track the line east of Ypsilanti.

Route details

File:Amtrak Wolverine Route.svg

Amtrak Wolverine (interactive map)

The Wolverine operates over Norfolk Southern Railway, Amtrak, and Canadian National Railway trackage:

• NS Chicago Line, Chicago to Porter
• Amtrak Chicago–Detroit Line, Porter to Kalamazoo
• MDOT (d/b/a Amtrak) Michigan Line, Kalamazoo to Dearborn
• CN South Bend Sub from CP Gord to CP Baron (about .8 miles) in Battle Creek, MI
• Amtrak Chicago–Detroit Line, Dearborn to West Detroit
• CR North Yard Branch, West Detroit to Vinewood
• CN Shore Line Subdivision and Holly Subdivision, Vinewood to Pontiac

Station stops

State	Town/City	Station	Connections
Illinois	Chicago	Chicago Union Station	Amtrak: Blue Water, Capitol Limited, Cardinal, Carl Sandburg, California Zephyr, City of New Orleans, Empire Builder, Hiawatha Service, Hoosier State, Illini, Illinois Zephyr, Lake Shore Limited, Lincoln Service, Pere Marquette, Saluki, Southwest Chief, Texas Eagle, Thruway Motorcoach CTA Buses: 1, 7, 14, 19, 20, X20, X28, 56, 60, 120, 121, 122, 123, 124, 125, 126, 128, 129, 130, 151, 156, 157, 192 Megabus: M1, M2, M3, M4, M5, M6, M7 Metra: North Central Service, Milwaukee District/North Line, Milwaukee District/West Line, BNSF Railway Line, Heritage Corridor, SouthWest Service
Indiana	Hammond	Hammond–Whiting Amtrak Station
	Michigan City	Michigan City Station	Michigan City Transit: Route 1
Michigan	New Buffalo	New Buffalo Amtrak Station	none
	Niles	Niles station
	Dowagiac	Dowagiac station
	Kalamazoo	Kalamazoo Transportation Center	Greyhound Indian Trails Metro Transit: 1,2,4,5,6,7,8,9,10,11,12,13,14,15
	Battle Creek	Battle Creek station	Amtrak: Blue Water, Amtrak Thruway Motorcoach Greyhound Battle Creek Transit: 3E
	Albion	Albion station	none
	Jackson	Jackson station	Greyhound JTA: 1,4,6,8
	Ann Arbor	Ann Arbor station	Amtrak: Amtrak Thruway Motorcoach TheRide: Route 17
	Dearborn	Greenfield Village station	Weiser Railroad at Smith's Creek Depot (Only for Henry Ford Museum tour groups of 20 or more)
		Dearborn station	SMART: Route 200
	Detroit	Detroit station	Amtrak: Amtrak Thruway Motorcoach DDOT: 16, 20, 53 SMART: 415/420, 450/460, 445, 465, 475, 495
	Royal Oak	Royal Oak Transit Center	SMART: 430, 460, 730, 740
	Troy	Troy Transit Center	SMART: 460, 475, 780
	Pontiac	Pontiac station	SMART: 450, 753, 756

Equipment

As of 2014, each Wolverine operates with two General Electric Genesis P42DC locomotives, 3-5 Horizon coaches, and an Amfleet cafe/business class car. In the winter, Superliners are sometimes used. The equipment pool for the Wolverines comprises 14 Horizon coaches and 3.5 Amfleet cafe/business class cars (one is shared with the Blue Water), split across three consists. The locomotives usually operate in a push-pull configuration, however sometimes both will be at the head end. Due to the FRA requirement of positive train control for operations above 79 MPH, locomotives on the Wolverine are required to have Positive Train Control, supplied by Amtrak's Incremental Train Control System. Because of this modification the units are usually captive to the Michigan services.

Between 2016-2018 Michigan expects to take delivery of new bilevel cars which will displace the Horizons and Amfleets in regular service. In addition, in early 2014 the Michigan Department of Transportation issued a request for proposal aimed at acquiring additional passenger equipment for use between 2014-2017.

In September 2014, the state of Michigan reached an agreement with Talgo, a Spanish railcar manufacturer, to buy two trainsets for the Wolverine, at a cost of $58 million. The trains had been previously built for the state of Wisconsin, before plans for expanded passenger rail service in that state were canceled and the trainsets placed in storage. The new equipment will provide a substantial upgrade in passenger amenities over the Amtrak-owned railcars used on the route.

See also

• Ohio Hub

External links

• Official Amtrak site
• Amtrak Michigan Services Website
• Michigan Association of Railroad Passengers