passenger rail initiatives in louisiana engineering...̶ joint venture between kansas city ... ̶...
TRANSCRIPT
Passenger Rail Initiatives in Louisiana
2016 Louisiana Transportation Conference
February 29, 2016
• Introduction
• Baton Rouge to New Orleans
• Shreveport to Vicksburg
• Way Ahead
Agenda
History
1982 – Louisiana – Mississippi – Alabama Rapid Rail Commission (now Southern Rail Commission) created by U.S. Congress
1986 – New Orleans Regional Rail Transit Program study
1995 – Deep South High Speed Rail Corridor Feasibility Study
1998 – Gulf Coast High Speed Rail Corridor formally designated in federal TEA-21 legislation
2007 – Lake Charles to Meridian Corridor Development Plan
2010 – Baton Rouge to New Orleans Intercity Passenger Rail Study
2013 – Baton Rouge to New Orleans Passenger Rail Feasibility Study:
Summary of Prior and On-Going Efforts, March 2013
Funding and Financing Options, September 2013
Capital and Operating Plan, September 2013
2015 – North Louisiana Passenger Rail Feasibility Study
Benefits of Passenger Rail Service
• Transportation Benefits - Alternative mode of travel in the corridor
- Reliable travel time
- Evacuation
- Comfort and productivity
- Trip cost savings
- Reduction of vehicle emissions
- Safety
• Economic Benefits - Increases in productivity
- Improved access to jobs
- Development opportunities at stations
Regional Partnership
• New Orleans Regional Planning Commission
• Capital Region Planning Commission
• Baton Rouge Area Foundation
Study Goals
• Confirm realistic capital and operating costs and incremental phasing plan
• Develop partnerships of individuals and groups supporting the implementation of rail service
• Develop Business Plan that lays out steps for incremental implementation and strategies for funding
• Identify key next steps to move the project forward
Baton Rouge – New Orleans Rail Study
• Intercity passenger service operated by Amtrak
• 2 round trips per day
• 79 MPH maximum speeds
• Lease trainsets
• Station stops: - Baton Rouge Downtown
- Baton Rouge Suburban
- Gonzales
- LaPlace
- New Orleans Louis Armstrong International Airport – Kenner
- Jefferson Parish
- New Orleans Union Passenger Terminal
Proposed Initial Service
Proposed Station Locations
Proposals to move station location approximately 1 mile south from Florida St. to Government St.
Proposals to move station north towards Essen Ln. and coordinate with Medical Complex Master Plan
Need to identify optimum location to access future north-side airport terminal
Additional station proposed in vicinity of Zephyr Field
Consider proposal to move station to Sorrento to provide more direct access to jobs
Location identified in 2010 Plan
Existing Amtrak Station
Gonzales Station Prototype
• Locate in proximity to diversity of residential and commercial land uses
• Direct access to local amenities • Maximize connectivity to existing
street grid
Rail Station Development Strategies:
• Connect to greenways • Contain land for development • Provide opportunities for place
making and community building
• Extending passing and industrial sidings
• Replacing Bonnet Carré Spillway Bridge
• Selectively repairing and replacing KCS open deck timber bridges
• Installing lights and gates at all unprotected public grade crossings
• Install Centralized Traffic Control (CTC) signal system on KCS
• Double track entire CN segment
• New stations and parking facilities
• Approximately $250 million total cost
Proposed Capital Improvements
Revised Capital Recommendations
Majo r Cost Item
Estimated Cost ($ Millions 2013 Dollars)
KCS CN East Bridge
Junction NOUPT Corridor TOTAL
Site & Track Work
$66.4 $39.8 $4.3 $6.6 $117.1
Structures $87.8 $97.8
Signals $22.2 $3.1 $25.3
Engineering & Management
$12.4 $3.0 $0.3 $15.7
Rolling Stock $0.0 $0.0
Stations $9.0 $9.0
TOTAL $188.8 $45.9 $4.6 $6.6 $9.0 $254.9
2010 Service Development Plan Recommended Improvements: $447.8 Million
• The Case for Passenger Rail Service
• Proposed Operations
• Capital Improvements
• Operating Costs and Revenues
• Potential Funding Sources
• Next Steps
Strategic Business Plan
• Identify organizations to lead the advancement of the rail corridor project
Organizations that could take lead role include: - NORPC and CRPC
- DOTD
- Louisiana Intrastate Rail Compact
- Southern Rail Commission
- Public/Private Partnerships
• Pursue federal funding sources for the initial capital investments
• Identify state, regional and local funding sources for capital match and operating expenses
Next Steps
• Encourage investments in the rail corridor through existing programs
- Grade Crossing Improvements
- Other Opportunities
• Explore strategies for funding the replacement of the Bonnet Carré Spillway Bridge
• Develop consensus on station locations
• Initiate National Environmental Policy Act (NEPA) documentation (EIS/EA/FONSI) and Service Development Plan (SDP)
• Continued development of stakeholder and public support
Next Steps
North Louisiana Passenger Rail Study
Northwest Louisiana Council of Governments (NLCOG)
− Goals:
• Route alternatives
• Operating characteristics
• Ridership & revenue
• Infrastructure needs
• Station locations
• Estimated costs
Existing Planning
• Meridian Speedway Joint venture between Kansas City
Southern and Norfolk Southern
Key east/west freight route
• Existing tracks from Shreveport
- Vicksburg Maintained at FRA Class 4 standards
Several locations with reduced speeds
20 sidings
More than 60 business tracks serving
freight customers
Initial Service
• Intercity passenger service operated by Amtrak
• 170 mile corridor
• Two daily round trips; Shreveport/Bossier City to
Vicksburg, MS
• Interim stops: Ruston and Monroe
• 79 mph
• Leased train sets
READ DOWN READ UP
101 103 Station 102 104
7:30 AM 5:00 PM Shreveport/Bossier City, LA 10:05 AM 7:32 PM
8:25 AM 5:55 PM Ruston, LA 9:09 AM 6:39 PM
8:59 AM 6:30 PM Monroe, LA 8:38 AM 6:09 PM
9:56 AM 7:34 PM Vicksburg, MS 7:40 AM 5:10 PM
Proposed StationsPlan-Stations
• Identified multiple potential station locations
• Coordinated with local planning staff
• Representative station location
- To confirm feasibility and develop capital costs
• Formal alternative station site analysis required
before selecting a preferred station location
- Detailed station analysis typically occurs during
environmental (NEPA) study
- Includes formal public input
oLeased Equipmentlling
• Utilize Amtrak
equipment
1 Locomotive
2 coach cars (70 seats each)
1 Non-powered control unit
(cab/baggage car)
3 train consists
2 Operational
1 Spare
• Estimate costs directly associated with train
operations:
Train crew and other labor costs
Fuel
Maintenance of equipment
Operation and maintenance of stations
Host railroad access fees
• Estimate shared costs:
Administrative overhead
Ticketing
System marketing
• $9,644,000 Annual O&M Costs
Operating Cost Estimates
• Annual Ridership/Revenue
Shreveport-Vicksburg
81,500 annual riders
$1,353,000 annual revenue
With Dallas/Ft. Worth connection
181,000 annual riders
$3,365,000 annual revenue
Ridership and Revenue Projections
The difference between the operating cost and passenger revenue must be subsidized.
• States are typically responsible for covering operating subsidy (per federal legislation)
• Potential use of federal CMAQ grant funding to offset operating costs
Operating Subsidy Requirement
Annual Estimated O&M Costs (9,644,000)
Annual Forecasted Revenue + 1,353,000
Annual Operating Subsidy $ (8,291,000)
− Investigate Future Potential Corridor Analysis
− Coordination with Amtrak East Texas Study (Ft. Worth-
Shreveport) and other regional stakeholders
− Ft. Worth/Dallas, TX -Meridian, MS (possibly
Birmingham, AL)
− Service development planning and environmental study
(NEPA)
− Formal station/facilities site alternatives analysis
− Formal coordination with KCS Railroad
Next Steps
Funding and Financing Options
State Rail Plan
- Meets federal requirements - Includes profile of both
freight and passenger rail systems
- Identifies passenger rail initiatives including Baton Rouge to New Orleans
- Identifies long-term rail investment strategies
- Includes a program of rail improvements
Southern Rail Commission Vision
Future
BACK UP SLIDES
2016 Louisiana Transportation Conference
February 29, 2016
Conceptual Shreveport/Bossier City Station
Note: Passenger terminal building, platform, and parking are included in conceptual plan to understand maximum site constraints.
• Traffic Street Station without maintenance facility
• Traffic Street Station with maintenance facility
Shreveport/Bossier City – Future Considerations
• Shreveport
Intermodal
Transit Facility
Local bus
Regional bus
Taxi
Bike path access
Future Intermodal
Transit Facility
Conceptual Ruston Station
Conceptual Monroe Station
Conceptual Vicksburg Station
• Stand-alone Shreveport-Vicksburg service
Daily Ridership
Daily Ridership
• Shreveport-Vicksburg service, with Dallas/Ft. Worth
Connection
Major Capital Projects
Bonnet Carré Spillway Bridge
- Two mile long timber bridge across the spillway in poor condition – freight speeds are limited to 10 mph
- Cost of building new bridge at this location approximately $62 Million
KCS Improvements
Drainage Canal New Sarpy
Acadian Thruway Baton Rouge
LA-22 Sorrento
Current Projects
New Orleans Rail Gateway
- EIS underway to evaluate benefits and impacts of proposed improvements to freight rail network
- Includes East Bridge Junction
East Bridge Junction
California Capitol Corridor Case Study
Oakland/San Francisco Sacramento
Major city Capitol City
New Orleans Baton Rouge
Major city Capitol City
89 miles
86 miles
Both corridors have major travel markets to/from the state capital & beyond
and parallel busy interstate highways
California’s Capitol Corridor Experience
4RT 6RT 7RT 9RT 10RT 11RT 12RT 16RT
$0
$5,000,000
$10,000,000
$15,000,000
$20,000,000
$25,000,000
$30,000,000
$35,000,000
$40,000,000
$45,000,000
$50,000,000
-
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
1,800,000
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
463,000
1,750,000
30% 31% 38% 37% 40% 36% 43% 39% 48% 46% 55% 47% 47% 49% 50%
Annual Farebox Recovery Ratio
The Capitol Corridor: Then and Now
1998 2013
New Agency Created Now: 3rd busiest Amtrak route
4 round trips (2’ 20” travel time)
8 daily trains, 7 stations
16 round trips (1’ 58” travel time)
32 daily trains, 7 stations
Maximum speed: 79 mph Maximum speed: 79 mph
463,000 annual riders 1,750,000 annual riders
$6.25 million revenue $29.6 million revenue
29.8% farebox recovery 50% farebox recovery
No ‘transfers’ to local bus/rail Transit Transfers ‘free’ to riders
$.34 cost/passenger mile $.18 cost/passenger mile
Annual state subsidy $12 million Annual state subsidy $23 million
85% on-time 94% on-time (best in the US)
Project-by-project agreements Master Construction & Maintenance Agreement
Click to edit Master title style
North Louisiana Passenger
Rail Feasibility Study
Stakeholder Meetings
July 16, 2015
Bossier City: 11 a.m.-12:30 PM Bossier Parish Community College 6220 E. Texas Street
Ruston: 6:00 – 7:30 PM Lincoln Parish Library 910 N. Trenton Street
Summary
Baton Rouge – New Orleans Route Ownership
North End of Segment
South End of Segment
Segment Name Owner Operating Railroads
Length (miles)
Baton Rouge MP 788.1
Frellsen Jct. MP 855.7
New Orleans Subdivision
Kansas City Southern
KCS 67.5
Frellsen Jct. MP 443.5
Orleans Jct. MP 444.2
Baton Rouge Subdivision
Canadian National
CN, KCS 0.7
Orleans Jct. MP 900.8
Southport Jct. MP 908.6
McComb Subdivision
Canadian National
CN, KCS, Amtrak
7.8
Southport Jct. MP 3.7
NOUPT MP 0.0
New Orleans Union Passenger Terminal
New Orleans Building Corporation
Amtrak 3.7
CORRIDOR TOTALS 79.7
Revised Capital Recommendations
Majo Cost Item
Estimated Cost ($ Millions 2013 Dollars)
KCS CN East Bridge
Junction NOUPT Corridor TOTAL
Site & Track Work
$66.4 $39.8 $4.3 $6.6 $117.1
Structures $87.8 $97.8
Signals $22.2 $3.1 $25.3
Engineering & Management
$12.4 $3.0 $0.3 $15.7
Rolling Stock $0.0 $0.0
Stations $9.0 $9.0
TOTAL $188.8 $45.9 $4.6 $6.6 $9.0 $254.9
2010 Service Development Plan Recommended Improvements: $447.8 Million
Key Savings Current Study vs. 2010 Study
2010 Study Current Study Savings
Extend Baton Rouge Yard Lead and construct 4 bridges
Moving station to Government St. eliminates need for these improvements
$25 Million
Extend Essen Siding from 5,000 ft. to 9,000 ft.
Do not extend – not needed for reduced number of trips
$5 Million
Extend McElroy Siding from 5,000 ft. to 9,000 ft.
Do not extend – not needed for reduced number of trips
$5 Million
Build 12 new bridges for sidings and replace all open-deck timber bridges on KCS portion of corridor - 76 total
Only build 8 bridges needed for sidings, replace Bonnet Carré’ and 12 other bridges and repair remaining 44 bridges
$42 Million
Key Savings Current Study vs. 2010 Study
2010 Study Current Study Savings
Install PTC signal systems on both KCS and CN
Railroads will install to meet 2015 federal deadline
$49 Million
Purchase new trainsets for this corridor service
Lease trains from Amtrak or other operator
$58 Million
Engineering & Management calculated at 7% of construction costs
Reduced construction costs reduce Engineering & Management costs $10 Million
Build 6 new stations Build 7 stations including additional station in Jefferson Parish
-$1.5 Million
Total Savings from 2010 Service Development Plan $192.9 Million
Annual Operating Cost and Subsidy
Factors 2010 SDP Revised 2013
Round Trips/Day 4 2
Annual Operating Expense $18.51 Million $8.88 Million
Estimated Ridership 461,000 210,000
Estimated Revenue $3.95 Million $2.10 Million
Estimated Deficit (Subsidy) $14.56 Million $6.77 Million
Notes: • 2010 Estimates include 20% contingency. • 2013 Estimates are based on Amtrak Section 209 formulas and do not include a
contingency. • 2013 Estimates includes annual expense of $1.6 Million for lease of equipment. • 2010 Ridership projected using transit model which underestimates potential
ridership for special events and other non-commuting trips • 2013 Study did not include detailed demand analysis. Ridership estimate based
on experience of comparable routes in other states.
• Route infrastructure assessment
• Cost estimates
• Ridership and revenue estimates
• Development of schedules and stops
• Estimate operating and start-up costs
• Estimate state subsidy requirements
• Terminal location in the Shreveport/Bossier City
• Stakeholder involvement
• Final report
Scope of Work
• Second set of outreach meetings to present study findings. The invitation list included key regional stakeholders such as:
− Elected officials
− Agency leaders
− Business community leaders
− Employers
− Colleges and universities
− Freight railroads
− Amtrak
• Final e-mail newsletter summarizing study distributed to stakeholder list
Stakeholder Involvement
OPurpose of Studyperating Plan-
Stations Maintenance Facilities
• Station needs
• Station cities
• Maintenance/layover facility
- Shreveport/Bossier City station site or existing freight facility to
reduce capital costs
Station platform Traffic access
Canopy Parking
Lighting Safety related improvements
Shreveport/Bossier City Monroe
Ruston Vicksburg
• Site requirements Approximately 9 acres
Room for station facility, parking, platforms, overnight storage track
Availability of land
Availability of public utilities
• Location requirements On, or with direct access to KCS Mainline
Walking access to casinos, motels and hotels, and other attractions
Accessibility to local and regional transportation network
Shreveport/Bossier Station Analysis
Proposed Capital ExpendituresitaCos
Estimates
• FRA Standard Cost Categories
• High level cost estimates with 35% contingency
• Cost Estimates for:
Track improvements
Bridges
Signals
Right-of-way
Stations
Layover and Support Facilities
• $85,400,000
IProposed Capital Improvementsts
• Nine miles of new track
Extend existing sidings
• Six miles of track
rehabilitation
• Seven bridge replacements
• Grade crossing improvements
• Assumes freight railroad
upgrades to signal system Additional coordination with KCS and NS required to confirm proposed improvements
• State tax sources
• Grant and loan programs
PRIIA established an 80/20 (federal/state) cost share
Federal funding availability is subject to future appropriations
• Innovative funding techniques Public-private partnerships, economic development districts, tax
increment financing districts and bonding
• Identify financial instruments that can capture
economic value from the new development of
stations and their surrounding areas
Capital Funding