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Home My WebLink AboutAgenda - 05-16-2000-10rTriangle Transit Authority Status Report 1997 Phase I Operating Plan • 16 stations along 34.7 miles of dedicated track with passing sidings, within existing rail ROW • Use CSX track from Raleigh to Cary • Use CSX old track bed and bridges in North Raleigh Corridor • 15 Foot Railroad Track Centers • 16 bridges, including 3 flyovers of existing track • 54 grade crossings improvements { CSX Corridor __ _ ~~~:. 1997 Phase I Reeional Rail Capital Estimates Design Railroad RG`]V Station R O W Bridges & Grading Track and Signals Stations and Parking Maintenance Facility Rail Vehicles Project M anagem ent Additional Contingency Total $11,000,000 $10,000,000 $ 4,000,000 $42,000,000 $65,000,000 $19,000,000 $12,000,000 $49,000,000 $16,000,000 $22,000,000 $250,000,000 ~ 997 dollars Project Status . Included in President's FY 2000 Budget • Not Recommended in FY 2001 Budget • FRA Safety Jurisdiction Uncertain • High Speed Rail Design Conflicts . NCRR and CSX Right-of-Way Agreements • Duke Hospital Station Controversy • Project Cost Estimate Increases • PE/EIS 12 to 24 Months Delayed • May. Lose Federal Earmarks due to delays Southeast High Speed Rail • During late 1999, the NCDOT Rail Division initiated an ' environmental study in both North Carolina and Virginia for the Southeast High-Speed Corridor from Washington to Charlotte. • The FRA has initiated a corridor master plan study from Petersburg to Charlotte. Study results are expected mid to late 2000. Improved Intercity Passenger Service • Considering comments from Railroads, NCDOT and Communities TTA drafted track plans in late 1998 • In response to TTA's track plans, NCDOT Rail Division initiated drafting of their own plans for -the TTA project area • NCDOT Plans plans were delivered in October 1999 . Plans include improving curves and the addition of one new freightlintercity passenger track in order to increase speeds up to 90 mph within the corridor • Plans assume the reconnection of the CSX S-line in Virginia to allow use of the CSX corridor • Conflicts with TTA's plans Norfolk Southern Requirements • 25' separation between TTA and NS tracks • Avoid relocation of existing freight track, including using reduced track centers (to 15') • Protect current and potential customer's industrial sidings • Demonstrate that space is left available for one additional track CSX Requirements • 25' separation is an absolute requirement irregardless of community, environment or cost impacts - in no case shall this be compromised • Grade separation of all pedestrian crossings near proposed stations • Grade separation of New Hope Church, Millbrook and Durant • Grade separation of Public Service Gas company siding • Use of the NCDOT Downtown Raleigh track alignment TTA / NCDOT Approach TTA NCDOT • Space for new freight 1 inter- city passenger track • Primarily 25ft track centers • Minimum cost and impacts • Minimum disruption of existing tracks • Passenger train speeds to 65 mph • Relocates 3.9 miles of existing tracks • Space for new freight 1 inter- citypassenger track • 2 5 ft track centers • Least cost for new high speed and freight tracks • Fix railroad dispatching and control problems • Passenger train speeds up to 90 mph • Ultimately relocates 21.75 miles of existing tracks CSX Corridor FY 2000 Federal Transit Program Planning and Research Urban 1 Rural Formula ~6'~~Rail Modernization iN ew Starts /Bus Job Access Total FY 2000 $65 million $3,098 million $973 million $973- million $537 million $75 million ~ 5,6 S 9 m illio n New Start Process • Long Range Plan . Major Investment Study • Preliminary Engineering and Environme • FTA Project Gversight Initiated ~~ Project Management Oversight » Financial Management Oversight » Financial Capacity Review • Final Design . Full Funding Grant Agreement . ~ onstructi on • Start Up ntal Impact Statement New Starts Report . Annual Report to Congress Accompanying President's Budget Recommendations • Each Project Evaluated and Rated » Mobility Benefits -Travel Time Savings » Environmental Benefits -Air Quality and Energy » Operating Efficiencies -Operating Cost per Passenger Mile » Cost Effectiveness -Incremental Cost per Incremental Passenger » Land Use -Transit Supportive Land Use }> Local Financial Commitment - °/o LocallState » Stability & Reliability of Capital Financing » Stability & Reliability of Operating Financing FY 2001 New Starts Report Phase I Regional Rail -Durham to North Raleigh Factor Mobility Improvements Environmental Benefits Operating Efficiencies Cost Effectiveness Land Use Local Financial Commitment Capital Financing Plan operating Financing Plan Ratin Not Rated Medium High Medium Medium 61% Low-Medium Low-Medium FFGA • What is a Full Funding Grant Agreement? » Establishes project description and maximum federal participation » Permits Grantee to construct project and to finance construction with grant anticipation bonds • Requirements for FFGA 0 Record of Decision PROD} issued 0 Completion of Preliminary Engineering 0 Control of Right of Way 0 FTA approved Project Management Plan 0 Rail Fleet Management Plan 0 Consistent with FRAIFTA Joint Policy on Shared Use of Railroads and Transit Systems 0 Compliance with Americans with Disabilities Act 0 "Recommended" Rating on New Start Criteria required 0 Local Financial Commitment assessment Phase I Regional Rail • Uses existing North Carolina Railroad and CSX railroad right-of-way • Separate tracks for Regional Rail • 35 miles, 16 stations • 13 to 26 self-propelled two car diesel trainsets • Service frequency every 7.5 - 15 minutes; Off-peak every 15 - 30 minutes Passenger Forecasts Daily Rail Riders by Alternative Alternative Total MOS N Ralei h Duke 2005 151VIin Headway 14,500 10,500 2,500 1,500 2 0 0 5 7.5 Min Headway 20,000 15, 000 3,000 2,000 2 0 2 5 151VIi n Headway 18,000 13,000 3,000 2,000 2025 7.51VIin Headway 25,500 19,000 4,000 2,500 Total Construction -Costs by Alternative Total Minimum Phase I Operable North Alternative Cost Segment Raleigh Duke A (Baseline) $408 M $306 M $84 M $18 M B1 (One-Track) $467 M $350 M $99 M $18 M B2 (Two-track) $597 M $451 M $127 M $19 M C (NCDOT Rail) $619 M $441 M $159 M $19 M Phase I Financing Plan Inflated Dollars Share Federal New Start $385 m 50% State Cash ROW & $193 m 25% Flexible Federal Regional Rental Vehicle -$193 m 25% Tax and Debt Comparison of New Start Projects CitylProject Length of Track Est. Total Capital Cost Per Mile (miles} Cost millions} millions} Minneapolis 11:5 $548.60 $47.70 Hiawatha Corridor Seattle Central Link 23.5 $1,500.00 $63.82 LRT Newark Rail Link 8.8 $207.70 $23.60 Denver S.E. 19 $882.50 $46.44 Corridor LRT Raleigh Phase 1 35 $584 - $771 $16.70 - $22.02 Re Tonal Rail i Major Steps in Implementing Phase I • Completion of DEIS by TTA • FTA Agency Review (June 2000) (July -Sept 2000) • Community Involvement (August -September 2000) . Formal Review of DEIS (October -November 2000) • Development of FEIS (November 2000 - Apri12001) • FTA releases FEIS and issues ROD (August 2001) . Full Funding Grant Agreement with FTA (March 2002) • Phase I Construction » Minimum Operating Section (Ninth Street to Boylan Junction} Opening 2007 » North Raleigh (Boylan Junction to Spring Forest Road} Opening 2009 » Duke Extension Ninth Street to Duke Medical Center} Opening 2009 Critical Issues • Railroad Right-of- ~ North Carolina Railroad CSX Way Agreements • Railroad Engineering Issues » Future Freight Capacity » NCDOT Improved Passenger Services » Fu#ure Southeast Corridor High Speed Rail • Environmental Documentation » Draft EIS October 2000 » FEIS June 2001 » ROD Augus# 2001 Critical Issues • Financing Plan 30 Year Plan for TTA Bus and Rail » TTA to Finance Rail Vehicles with COPS » Sufficient Regional Funds for Phase I Construction and Bus and Rail Operations • N~D~T Financing » NCRR Right-of--Way $30 m » FY 2000 CMAQ $ 6 m, State Cash $1.3 m >} FY 2001 CMAQ $ 8 m, State Cash $3.4 m • FY 2001 North Carolina Budget Proposal to Include State Full Funding Grant Agreement