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Tri-State II High Speed Rail Feasibility Study Chicago - Milwaukee - Twin

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Tri-State II High Speed Rail Feasibility Study Chicago - Milwaukee - Twin Tri-State II High Speed Rail Feasibility Study Chicago - Milwaukee - Twin Cities Corridor " " . 1 Final Report Appendices Prepared by Transportation Economics & Management Systems, Inc. February, 2000 TRI-STATE II HIGH SPEED RAIL FEASIBILITY STUDY OVERALL TABLE OF CONTENTS EXECUTIVE SUMMARY ............................................................................................................................................ CHAPTER 1. INTRODUCTION ................................................................................................................................. CHAPTER :Z. TRAIN TECHNOLOGY .••...............•....••.••......•..••...••...••..•..•....••...•.......••.••.•....•..•.•....•..•..••.••.•..•..•..••••.• CHAPTER 3. ROUTE ASSESSMENT AND ENVIRONMENTAL REVIEW.......................................................... CHAPTER 4. DEMAND FORECAST............................................................................ ; ••• ,....................................... CHAPTER 5. OPERATING PLAN ..•.•.•.•.•.••..•..••.•.••.•••••••.•••..•••••.••...•.......•..•.•..........•...•.•..•....•.•.••....•.••..•...•••..•..•..•..••• CHAPTER 6. OPERATING REVENUES AND OPERATING AND CAPITAL COSTS......................................... CHAPTER 7. FINANCIAL AND ECONOMIC ANALYSIS...................................................................................... CHAPTER 8. FUNDING ALTERNATIVES .••..•........••.•••.....••.••..••.•••••.•..••..•..•.•.•.••..•••..••.•......••.••......•.•...•.......•••.•.•.•• CHAPTER 9. INSTITUTIONAL ANALYSIS••..••.•..••........•...••.••..•.•..••.•.••.•.........••••..•..•..•.•.•..•••••.......•••.•.••.••....••..•••••• CHAPTER 10. IMPLEMENTATION PLAN.............................................................................................................. GLOSSARY.................................................................................................................................................................... I L .. f TRANSPORTATION ECONOMICS & MANAGEMENT SYSTEMS, INC. TOC-1 TRI-STATE II HIGH SPEED RAIL FEASIBILITY STUDY APPENDIX 2.J. TECHNOLOGY ISSUES ................................................................................................................ .. APPENDIX 2.2. STUDY REFERENCES .................................................................................................................... APPENDIX 3.1 TRACK ASSESSMENT BY SEGMENT......................................................................................... .. APPENDIX 3.2. URBAN AREA ALTERNATIVE ALIGNMENTS......................................................................... .. APPENDIX 3.3. ENVIRONMENTAL REVIEW....................................................................................................... .. APPENDIX 4.J. ZONE DETAIL ................................................................................................................................. APPENDIX 4.2. SOCIOECONOMIC FORECAST BY ZONE................................................................................. .. APPENDIX 4.3. BASE YEAR TRIP DETAIL ............................................................................................................ APPENDIX 4.4. STATED PREFERENCE SURVEY DESCRIPTION AND SAMPLE SURVEY. ......................... APPENDIX 4.5. COMPASS' PROGRAM DESCRIPTION ..................................................................................... .. APPENDIX 5.1. TIMETABLE DEVELOPMENT SERVICE PATTERN............................................................... .. APPENDIX 6.1. INFRASTRUCTURE UNIT COSTS ............................................................................................... APPENDIX 6.2.1. INFRASTRUCTURE DETAIL: (BASE CASE) RIVER ROUTE IJO MPH ............................. APPENDIX 6.2.2. INFRASTRUCTURE DETAIL: B-lROCHESTER ROUTE 110 MPH ................................... .. APPENDIX 6.2.3. INFRASTRUCTURE DETAIL: B-2 ROCHESTER ROUTE 150 MPH ................................... APPENDIX 6.2.4. INFRASTRUCTURE DETAIL: C-2 ROCHESTER ROUTE NEW ALIGNMENT 150 MPH. APPENDIX 6.2.5. INFRASTRUCTURE DETAIL: D-3 ROCHESTER ROUTE ELEVATED URBAN 185 MPH APPENDIX 6.3. INFRASTRUCTURE COST BY CATEGORY................................................................................ APPENDIX 6.4. CONCEPTUAL ENGINEERING BRIDGE PLANS..................................................................... .. APPENDIX 6.5. INFRASTRUCTURE IMPROVEMENTS ....................................................................................... TRANSPORTATION ECONONICS & MANAGENENT SYSTEMS, INC. TOC-2 TRI-STATE II HIGH SPEED RAIL FEASIBILITY STUDY Append.ix 2.1 Technology Issues Appendix 2-1 Tri-State II High Speed Rail Feasibility Study APPENDIX 2.1 TECHNOLOGY ISSUES Train operation in excess of 79 mph requires a combination of advanced locomotive design and higher right-of-way (ROW) standards. Super-elevations that go above three inches on freight railroad rights-of-way will generally require higher levels of maintenance to maintain proper rail alignment, and may encounter freight railroad resistance. In many cases technology solutions, such as steerable bogies and tilt, can be applied to maximize speed in curves. Tangent Track On tangent track, the train' s performance and the class of track are key limiting factors to train speed. Maximum achievable train speed on straight and level or tangent track is determined by the locomotive's power and the technology used. A technology's speed is primarily determined by its power to weight ratio, gear ratio and its axle weight, particularly its unsprung mass, i.e., the weight on the locomotive's bogie and traction motors. The typical axle weight for North American locomotives is 25-36 tons, whereas the typical European passenger train' s axle weight is around 17 .5 to 18 tons. Lighter locomotives therefore have a speed advantage, all other factors being equal. The maximum train speed achievable m commercial operation is dependent on the interaction of the train and the track. The top speed a technology can achieve on a section of track is related to the condition of the track. The FRA has set track classes based on maintenance levels and signaling systems. The speeds shown in Exhibit 2. 1. 1 are the maximums allowable for passenger service. Transportation Economics & Management Systems, Inc. 2.1-1 Appendix 2-1 Tri-State II High Speed Rail Feasibility Study Exhibit 2.1.1 FRA Track Classification Track Class Maximum Speed Class III 60mph Class IV 80mph Class V 90mph Class VI 110mph Class VII 125 mph Speeds in excess of 125 mph will require a new classification under the current FRA system. This is currently being reviewed as part of the proposed upgrading of the North East Corridor. In Europe and Japan, to attain speeds in excess of 150 mph, it has been considered necessary to build new track and road bed specifically for the TGV. This separate ROW permits steeper grades than a normal railway. An average railroad designed for freight operations will typically operate with grades of I degree to 4 degrees, while steeper grades of 5 degrees to 8 degrees are common for TGV lines, due to available horsepower. At the same time, curvature is dramatically reduced on a TGV line, and there is little or no at-grade interface with other rights of way or highways. Train Speed on Curved Track Apart from the degree of curvature, there are a number of factors that influence the train' s I speed in a curve and dictate how speed can be maintained. These factors include: Super-elevation Unbalance Steerable bogies Train tilting Lateral acceleration Each of these terms is discussed in detail below. Transportation Economics & Management Systems, Inc. 2.1-2 Appendix 2-1 Tri-State II High Speed Rai1 Feasibi1ity Study Super-elevation and unbalance are key factors in determining speed and comfort as well as safety in negotiating a curve. Super-elevation represents a physical alteration to the track to accommodate increased speed (similar to banking on a highway), while unbalance is the uncompensated degree of lateral force exerted on the passenger and the track on curves. Steerable bogies and train tilting represent alterations to the train technology itself to accommodate higher speeds and a more comfortable ride on curves. Lateral acceleration indicates the horizontal force felt by the passenger in a curve, as well as the lateral force being applied by the wheels on the track. Acceleration forces are usually stated in terms of percentages of the force of gravity (e.g., 7 percent g). Lateral acceleration forces are a function of the train speed and the degree of curvature of the track. Super-elevation To allow a train to go faster through a curve, super-elevation (i.e., banking) can be provided. This raises the outside rail elevation above that of the inside rail. Super­ elevation is typically measured in inches. The greater the super-elevation, the higher is the speed at which at train can negotiate a curve. There is a point, however, at which super-elevation can pose a danger of tipping over or derailing to slower moving freight trains. For the current study, super-elevation is not increased above 3 inches for the 110 mph and 150 mph scenarios, maintaining compatibility with existing freight operations. Modifications to existing track within this limit will be proposed where appropriate. In addition to modest infrastructure solutions to increase speed in curves, the current study proposes alternatives to super-elevation. These alternative and complementary strategies encompass
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