NTRAC Final Study - Nebraska Department of Roads - State of ...

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CHAPTER 5 – COMMUTER RAIL PLAN string line analysis 1 of the Table 5-2 schedules shows that meets between the passenger trains will occur east of Ashland (on a double track segment), and at Chalco siding. At a minimum, upgrading Chalco siding to mainline operating speed and extending the length of the siding (to permit running meets and minimize delays) will be necessary to accommodate the passenger service. Improvements to Melia and Ralston sidings will facilitate meets between the passenger trains and any freight service operating during the same morning and evening time periods, and will provide alternate passing locations for the passenger meets in the event one or both trains are operating off-schedule. Among other improvements are 2.6 miles of new track, including 8,500 feet of a third track leading into Lincoln yard (important to avoid back-ups on the main line in case of congested yard conditions). Track improvements, excluding siding improvements, total $13.3 million. Siding improvements sum to another $12.8 million. Siding improvements were developed following a conversation with BNSF personnel pertaining to future freight train volumes 2 . Detail of these siding cost calculations appear as Appendix Table B-4. ROLLING STOCK This service concept assumes use of the Colorado Rail Car Diesel Multiple Units (DMUs). DMUs are more cost effective on lines with lighter passenger densities than are traditional locomotive-hauled equipment. Colorado Rail Car (seen at right) is the only manufacturer of DMUs that are compliant with safety requirements of the Federal Railroad Administration (FRA) for operation on track shared with freight and conventional passenger rail equipment. The BNSF main line between Lincoln and Omaha is such an environment. Accordingly, a DMU operating on the line would have to be an “FRA compliant” DMU. Diesel Multiple Unit Commuter Train Photo by Bill Farquhar The service concept shown in Table 5-2 requires three train sets for daily operation 3 . A fourth is needed as a spare. Each train set will consist of one motorized unit, a trailing coach, and a cabcoach. This combination will allow the set to operate in a push-pull mode, obviating the need to turn the set for the return trip. A three-car DMU combination is a de facto requirement of BNSF, as a train combination of less than 12 axles does not register an electronic signal on the CTC system; this is to say, dispatchers in remote locations are not able to notice and direct trains 1 A string line is a chart with distance on the vertical scale and time of day on the horizontal scale. Moving trains are indicated by sloping lines on the chart that show the location of each train as it moves along the track. Where the lines intersect, the chart shows the need for a passing location. 2 The July 31, 2003, telephone conversation included Boyd Andrew and Bob Munguia, of BNSF. 3 Only one train set makes a round trip out of the four one-way trips during the morning peak period. Thus 3 sets are needed. 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 5 - 12 WILBUR SMITH ASSOCIATES
CHAPTER 5 – COMMUTER RAIL PLAN of less than 12 axles, and this inability is results in a serious safety issue. The safety implications are obvious, requiring at least three cars in the train set. Each train set costs $6.8 million, FOB plant (Fort Lupton, Colorado). The purchase of DMUs is assumed to be tax exempt. The total for all four, accordingly, is $27.2 million. A schematic of the three-car train set appears below. SUMMARY OF CAPITAL COSTS Total capital costs, inclusive of track work, stations, sidings, design and contingencies, are $79 million. The costs appear in Table 5-9 below. Table 5-9: Estimated Capital Costs Unit Description Unit Price Quantity Amount 136# Rail, Ties, Ballast & OTM Track Mile $740,000 2.6 $1,924,000 6" Sub-ballast SY 6 31,200 187,200 Earthwork/Grading CY 10 65,000 650,000 At-Grade Crossings Each 230,000 0 $0 Centralized Traffic Control Track Mile 100,000 0 $0 #24 Power Operated Switches w/ Signals Each 750,000 14 10,500,000 Railroad Culvert Pipe Each 7,500 0 $0 Railroad Bridges LF 6,500 0 $0 Grade Separations Bridges SF 100 0 $0 Seeding Acre 1,500 21 31,500 Roadway Culvert Pipe Each 2,000 0 $0 Right of Way Acre 3,000 0 $0 Wetland Mitigation Acre 15,000 0 $0 Subtotal 13,292,700 Passenger Facilities/Station Improvements 4,581,200 Maintenance and Layover Facilities 15,981,300 Siding Tracks 12,840,650 Misc. Realignments 10% 1,329,270 Misc. Construction & Contingency 20% 2,658,540 Subtotal 50,683,660 Est. Main Line Engineering 8% 1,382,441 Subtotal 52,066,101 Train Sets - 4 @ $6.8 Million Each (no tax) 27,200,000 Total $79,266,101 Source: HWS Consulting 384180 NEBRASKA TRANSIT CORRIDORS STUDY Page 5 - 13 WILBUR SMITH ASSOCIATES
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Nebraska Transit Corridors Study Co
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EXECUTIVE SUMMARY between 141,000 a
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TABLE OF CONTENTS Executive Summary
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TABLE OF CONTENTS Chapter 8 Financi
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Chapter 1 STUDY PURPOSE AND METHODO
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CHAPTER 1 - INTRODUCTION Table 1-1
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CHAPTER 1 - INTRODUCTION services,
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North Platte Lexington Kearney Gran
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NEBRASKA CORRIDORS STUDY Figure 2-2
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NEBRASKA CORRIDORS STUDY Figure 2-4
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EXISTING CONDITIONS TRAVEL PATTERNS
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EXISTING CONDITIONS Table 2-3: Summ
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Page 44 and 45: EXISTING CONDITIONS CORRIDOR RAIL L
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Page 49 and 50: Chapter 3 RIDERSHIP POTENTIAL INTRO
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Page 61 and 62: Chapter 4 TECHNOLOGY OPTIONS INTROD
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Page 93: Chapter 6 EXPRESS BUS PLANS INTRODU
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Page 99 and 100: CHAPTER 6 - EXPRESS BUS PLANS Table
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Page 107 and 108: Chapter 7 ENVIRONMENTAL AND SOCIAL
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Page 113 and 114: Chapter 8 FINANCIAL AND ECONOMIC AN
Page 115 and 116: CHAPTER 8 - FINANCIAL AND ECONOMIC
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Chapter 9 NEXT STEPS TOWARD IMPLEME
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CHAPTER 9 - NEXT STEPS TOWARD IMPLE
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APPENDICES
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APPENDIX A - RIDERSHIP COMPARISONS
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Appendix B COMMUTER RAIL COSTS Appe
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Coffee and water per month 100 Annu
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Advertising per month 4,000 Telecom
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Table B-2b Omaha Suburban Station E
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Table B-2d Lincoln at N. 48th St. S
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Table B-3a Lincoln Maintenance Faci
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Table B-4a Melia Siding Description
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Table B-4c Chalco Siding Descriptio
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Table C-1 Fremont Park-and-Ride Cos
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Appendix D NTRAC MEMBERS The follow
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NTRAC Final Study - Nebraska Department of Roads - State of ...

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