Commuter Rail State-Of-The-Art: a Study of Current Systems

Home , CP Class 1400, CP Class 1800, Deerfield Beach station, Delray Beach station, MBTA commuter rail, Metra

December 1992 NOTICE

This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof.

The United States Government does not endorse manufacturers or products. Trade names appear in the document only because they are essential to the content of the report. Commuter Rail State-of-the-Art:

A Study of Current Systems

Final Report December 1992

Prepared by

L. David Shen and Jer-Wei Wu Department of Civil and Environmental Engineering Florida International University The State University of Florida at Miami Miami, Florida 33199

Prepared for

University Research and Training Program Federal Transit Administration 400 Seventh Street SW Washington, D.C. 20590

Distributed in Cooperation with

Technology Sharing Program U.S. Department of Transportation Washington, D.C. 20590

DOT-T-93-15 METRIC / ENGLISH CONVERSION FACTORS

ENGLISH TO METRIC METRIC TO ENGLISH

LENGTH (APPROXIMATE) LENGTH (APPROXIMATE)

1 inch (in) = 2.5 centimeters (cm) 1 millimeter (mm) = 0.04 inch (in)

1 foot (ft) = 30 centimeters (cm) 1 centimeter (cm) = 0.4 inch (in)

1 yard (yd) = 0.9 meter (m) 1 meter (m) = 3.3 feet (ft)

1 mile (mi) =1.6 kilometers (km) 1 meter (m) = 1.1 yards (yd)

1 kilometer (km) = 0.6 mile (mi)

AREA (APPROXIMATE) AREA (APPROXIMATE)

2 2 2 2 1 square inch (sq in, in ) = 6.5 square centimeters (cm ) 1 square centimeter (cm ) = 0.16 square inch (sq in, in )

2 2 2 2 1 square foot (sq ft. ft ) a 0.09 square meter (m ) 1 square meter (m ) = 1 .2 square yards (sq yd, yd )

2 2 2 2 1 square yard (sq yd, yd ) = 0.8 square meter (m ) 1 square kilometer (km ) = 0.4 square mile (sq mi, mi ) 2 2 2 1 square mile (sq mi, mi ) = 2.6 square kilometers (km ) 1 hectare (he) = 10,000 square meters (m ) = 2.5 acres - 2 1 acre 0.4 hectares (he) ~ 4,000 square meters (m )

MASS -WEIGHT (approximate) MASS - WEIGHT (approximate)

1 ounce (oz) = 28 grams (gr) 1 gram (gr) = 0.036 ounce (oz)

1 pound (lb) - .45 kilogram (kg) 1 kilogram (kg) = 2.2 pounds (lb)

1 short ton a 2,000 pounds (lb) = 0.9 tonne (t) 1 tonne (t) = 1,000 kilograms (kg)= 1.1 short tons

VOLUME (APPROXIMATE) VOLUME (APPROXIMATE)

1 teaspoon (tsp) - 5 milliliters (ml) 1 milliliter (ml) = 0.03 fluid ounce (fl oz)

1 tablespoon (tbsp) - 15 milliliters (ml) 1 liter (I) = 2.1 pints (pt)

1 fluid ounce (fl oz) = 30 milliliters (ml) 1 liter (I) = 1.06 quarts (qt)

1 cup (c) a 0.24 liter (I) 1 liter (I) a 0.26 gallon (gal)

3 3 1 pint(pt) a 0.47 liter (I) 1 cubic meter (m ) = 36 cubic feet (cu ft, ft )

3 3 1 quart (qt) = 0.96 liter (I) 1 cubic meter (m ) = 1 .3 cubic yards (cu yd, yd )

1 gallon (gal) = 3.8 liters (I)

3 3 1 cubic foot (cu ft. ft ) = 0.03 cubic meter (m )

3 3 1 cubic yard (cu yd, yd ) = 0.76 cubic meter (m )

TEMPERATURE iexacd TEMPERATURE (exact) [(9/5)y + 32]'C = x *F [(x- 32) (5/9)]*F = y'C

QUICK INCH-CENTIMETER LENGTH CONVERSION

INCHES 0 1 10

23456789I i l l l I I l I |

CENTIMETERS 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 25.40

QUICK FAHRENHEIT-CELCIUS TEMPERATURE CONVERSION

-40" -22' -4* 14* 32* 50* 68* 86* 104* 122* 140* 158* 176° 194' 212*

! 1 ! r— 1 1 1 ! 1 ! —h h- — H I r- *C -40* -30* -20* -10* 0* 10* 20* 30* 40* 50' 60° 70° 80" 90* 100"

For more exact and/or other conversion factors, see NBS Miscellaneous Publication 286. Units of Weights and Measures. Price S2.50. SO Catalog No. C13 10 286. TABLE OF CONTENTS

PAGE

Introduction 1

CHAPTER 1 - Characteristics 3

CHAPTER 2 - Data Collection 12

CHAPTER 3 - Existing Systems 20

1. New York 20 a. Long Island Rail Road 20 b. Metro-North Commuter Railroad 24 2. Chicago, Illinois 24 3. New Jersey 31 4. Philadelphia, Pennsylvania 33 5. Boston, Massachusetts 33 6. San Francisco 36 7. Maryland Commuter Rail 39 8. Northern Indiana Commuter Transportation 45 9. Miami, Florida 45 10. New Haven, Connecticut 48 11. Orange County, California 51

CHAPTER 4 - Comparison of Existing Systems 52

CHAPTER 5 - New and Proposed Systems 62

1. Northern Virginia 62 2. San Diego, California 62 3. Southern California 64 4. Dallas, Texas 64 5. Seattle, Washington 67 6. Cleveland, Ohio 67

7. Atlanta, Georgia 67 Other Systems 67

i PAGE

CHAPTER 5 - CURRENT TRENDS 71

1. Bi-Level Cars 71 2. Circumferential Route 71 3. Connection to Airports 71 4. Dedicated Funding Sources 72 5. Contracted Operator 72 6. Joint Development at Stations 72

CHAPTER 6 - Summary 74

ACKNOWLEDGEMENTS 75

REFERENCES 75

BIBLIOGRAPHY 77

APPENDICES 82

Appendix A - General Data - Bombardier Push-Pull Commuter Car 84

Appendix B - General Data - UTDC Bi-Level Commuter Car 87

Appendix C - General Data - General Motor F40PH Diesel Locomotive 89

Appendix D - General Data - Morrison Knudsen GP40FH-2 Diesel Locomotive 91

Appendix E - General Data - Bombardier Self-Propelled Gallery Car 93

Appendix F - Commuter Rail Survey Form 96

ii LIST OF EXHIBITS

PAGE

Exhibit 1. A Self-Propelled, Electric-Powered SEPTA (Philadelphia) Commuter Train 5

Exhibit 2. An Interior View of A SEPTA Commuter Rail Car 5

Exhibit 3. The Layout of a SEPTA Commuter Rail Station 6

Exhibit 4. A Diesel Locomotive-Hauled, Bi-Level Metra (Chicago) Commuter Train 6

Exhibit 5. A Diesel Locomotive-Hauled, Bi-level Tri-Rail (South Florida) Commuter Train 7

Exhibit 6. The Upper-Level Inside View of a Tri-Rail Bi-Level Commuter Car 7

Exhibit 7. The CalTrain (San Francisco) Commuters Disembarking from a Gallery Car 8

Exhibit 8. A Simple Platform Design of a Caltrain Station 8 LIST OF FIGURES

PAGE

Figure 1. Existing and Proposed Commuter Rail Systems in the United States 10

Figure 2. Commuter Rail Ridership in the United States 21

Figure 3. Trend of Commuter Rail Passenger Miles in the United States 22

Figure 4. New York's Long Island Railroad (LIRR) System Map 23

Figure 5. New York's Metro-North (M-N) System Map 26

Figure 6. Chicago's Metra System Map 28

Figure 7. New Jersey Transit (NJT) System Map 32

Figure 8. Philadelphia's SEPTA System Map 34

Figure 9. Boston's MBTA System Map 37

Figure 10. San Francisco's CalTrain (PCS) System Map 40

Figure 11. Maryland's MARC System Map 42

Figure 12. Tri-Rail's System Map 47

Figure 13. Connecticut's Shore Line East System Map 50

Figure 14. The Trend of Annual Ridership for Nine Commuter Rail Systems in the United States 54

Figure 15. The Operating Expense per Passenger-Mile in FY 1990 55

Figure 16. The Operating Expense per Vehicle Revenue Mile in FY 1990 55

Figure 17. The passenger Trips Per Vehicle Revenue Mile in FY 1990 57

iv PAGE

Figure 18. The Passenger-Miles Per Vehicle Revenue Mile in FY 1990 57

Figure 19. The Farebox Revenue Per Passenger-Mile in 1990 58

Figure 20. The Average Passenger Trip Length in 1990 58

Figure 21. The Ratio of Employees Per Million Passenger-Mile in 1990 59

Figure 22. The Ratio of Farebox Revenue/Operating Expense in 1990 59

Figure 23. The System Map for the Virginia Railway Express (VRE) 63

Figure 24. Southern California Commuter Rail Regional System CalTrain System Map 65

Figure 25. The Proposed System Map for the Dallas Commuter Rail Service 68

Figure 26. The System Map for the Proposed Seattle Commuter Rail Service 69

v 1

LIST OF TABLES

PAGE

Table 1. Technical, Operational, and System Characteristics of Different

Rail Transit Modes 1

Table 2. System Description for Existing Commuter Rail Systems in the United States 13

Table 3. Service Schedules for Existing Commuter Rail Systems in the United States 13

Table 4. Results of the Survey 14

Table 5. Operational Statistics for Long Island Railroad 25

Table 6. Operational Statistics for Metro-North 27

Table 7. Operational Statistics for Metra 30

Table 8. Operational Statistics for SEPTA 35

Table 9. Operational Statistics for MBTA 38

Table 10. Operational Statistics for CalTrain 41

Table 1 1 . Operational Statistics for MARC 44

Table 12. Operational Statistics for NICTD 46

Table 13. Operational Statistics for Tri-Rail 49

Table 14. Operational Statistics for Existing Commuter Rail Systems based on 1990 Section 15 Report 53

Table 15. The Operating and Annual Statistics (Fact Sheet) of An Established Commuter Rail System (MARC in Maryland) 60

Table 16. The Comparison of Different Modes of Public Transit Systems Based on 1990 Section 15 Report 61

vi PAGE

Table 17. The Start-up Cost for New Commuter Rail Systems 64

Table 18. Southern California Commuter Rail Service Routes 66

Table 19. Operators for Existing Commuter Rail Systems 73

vii

COMMUTER RAIL STATE-OF-THE-ART: A STUDY OF CURRENT SYSTEMS

INTRODUCTION

The purpose of this research study is to France, "outer suburban service" is used in compile a state-of-the-art document on England, and "S-Bahn" is used in Germany, current commuter rail systems in the United Switzerland, and Austria. The term States. A survey was conducted to collect "regional rail" is also used in North the relevant information from existing and America. proposed commuter rail agencies. Each of

the existing commuter rail systems (12) In the period after World War II, commuter presented in this report is profiled in terms rail patronage declined substantially as of system characteristics and detailed automobile ownership became widespread in information on operations, fare collection, parallel with the completion of regional stations, maintenance facilities, patronage, highway networks. Privately owned railroad railcars, and feeder systems. Numerous systems cut back commuter rail service, and charts profile commuter rail systems and as a result of an inability to keep revenues trends, and compare commuter rail with in line with the cost of providing service, other mass transit systems. Information in equipment and service deteriorated. this report provides a base of information However, in recent years commuter rail has with which transportation planners can make been significantly improved with the informed decisions related to current and modernization of stations and equipment. future transportation projects. The Publicly articulated service standards of high

information in this report is a result of an reliability are marketed. extensive literature search.

Limited mobility is a problem that many

Commuter rail is defined as a passenger cities are currently confronted with in the railroad service that operates within United States (U.S.). City and regional

metropolitan areas on trackage that usually traffic congestion is on the rise, causing

is part of the general railroad system. The greater travel times and increasing the operations, primarily for commuters, are amount of air pollution, which cannot generally run as part of a regional system continue upon the implementation of the

that is publicly owned, or by a railroad new air pollution laws. A 1989 report

company as part of its overall service [1,2]. indicated that 40 percent of urban roads

were congested in 1970; by 1990, it could

In the United States the term commuter rail reach 77 percent [3]. Also, land used for

is nearly universal; in San Francisco it is automobile parking is limited as well as shortened to "commute" service. On Long expensive.

Island it is simply "the railroad" or "the Long Island". In many American cities, urban street systems and parking facilities are hard-

In Europe the word "regional rail" is used in pressed to accommodate the growing numbers of automobiles. In addition, increasingly dispersed residential and employment areas are also contributing to the difficulties in providing cost-efficient transit service. Only incremental improvements can be made to our metropolitan road systems. Thus commuter rail service, which is being provided in a number of areas or could be provided on existing railroad lines, has become an increasingly attractive alternative for transportation planners.

Ridership on existing commuter systems has grown significantly in the past decade. For example, one completely new service started in 1989 in Miami - Palm Beach; a new commuter service was implemented as an overlay on the existing intercity service in Southern California, and two completely new services started this year serving the Northern Virginia - Washington, D.C. market, and the Los Angeles region [2]. Existing commuter services are being expanded in several locations. CHAPTER 1. CHARACTERISTICS

This chapter discusses commuter rail in stations located at suburban town centers. general and highlights some of its Park and Ride, Kiss and Ride, bus feeders, distinguishing characteristics. Commuter and walking are generally used as access rail service is characterized by long average modes. Central city and other stations are trip length (U.S. average: 22 miles), long sometimes combined with intercity rail or station spacings (2.6 miles), high speed, and rapid rail stations. Commuter rail serves a greater degree of passenger comfort (a predominantly suburb-to-CBD commuter seat for every passenger is expected) than travel, and typically has heavily peaked found on other transit modes [4]. The traffic and highly directional passenger systems are typically operated by public flows. transit agencies on railroad right-of-way which usually have some mixture of grade Commuter rail trains are comprised of single separation and signalized grade crossings. level or double-decked cars. There is a The most distinguishing characteristic of wide variety of choices in equipment commuter rail is its use of existing railroad available for commuter use. Cars in rights-of-way. Therefore, for new systems, commuter service in the U.S. today include: land acquisition and construction costs are reduced, and disruption to the surrounding (1) cars propelled by locomotives, environment can also be minimized. a) either pulled by locomotives, or Another unique characteristic of commuter b) equipped with cab cars for push pull rail is its relatively low energy consumption operations, and rate. The U.S. Energy Department estimated the energy consumption rates (2) self propelled vehicles (BTU per passenger mile) for the following a) operated as a single units, or transportation modes [5]: b) as multiple unit trains, or c) with trailer cars in various Mode BPU/Passenqer Mile combinations Automobile 3,598 Transit Bus 3,415 Transit Rail 3,585 (3) each of the above combinations is Commuter Rail 3,155 operated by a) electricity, or

It is clear that commuter rail is very b) diesel engines efficient in terms of energy consumption.

(4) single level cars include those with Most commuter rail networks consist of a access to line or number of lines radiating from the a) only low level platform Central Business District (CBD) with b) only high level platform

3 c) both low and high level platforms Commuter rail trains can be pulled or pushed by a locomotive (electric or diesel),

(5) cars known by commuters as "double or also self-propelled with high horsepower deck" actually fall into three separate electric locomotives outperforming diesel by categories as follows: a large margin. The general data, a) duplex arrangement - aisle at standard dimensions, weight and supplies, curve floor height and seats located two negotiation, and other pertinent information steps above or below of a Metra (Chicago) F40PH diesel b) gallery arrangement - aisle at locomotive manufactured by General Motors standard floor height and access to are shown in Appendix C. The general gallery by four circular staircases data, dimensions, weight and supplies, c) bi-level - two complete floors across curve negotiation, and other pertinent the full width of the car containing information of a NJT (New Jersey) seats with access via a third level over GP40FH-2 diesel locomotive remanufactured the trucks of each car by Morrison-Knudsen Corporation are

[note that each of these types is shown in Appendix D. The general data, available for each type of operation plan view, and other specification indicated under item 1, 2, 3, and 4.] information of a self-propelled gallery car manufactured by Bombardier Inc. are shown

(6) "double deck cars" configurations exist in Appendix E. for a) access only low level platform A self-propelled, electric-powered SEPTA

b) access only high level platform (Philadelphia) commuter train is shown in

c) access to both low and high level Exhibit 1. The interior view of a SEPTA

platforms (Philadelphia) commuter car is shown in Exhibit 2. The layout of a SEPTA (7) door arrangements are available at (Philadelphia) commuter rail station and its

a) ends of cars only parking lot is shown in Exhibit 3. Adequate

b) mid-point of cars only parking at the suburban stations is critical to c) quarter point of cars only the success of any commuter rail system. d) both ends and mid-points of cars. A diesel locomotive-hauled, bi-level Metra The general data, plan view, dimensions, (Chicago) commuter train is shown in weight and capacity, and other pertinent Exhibit 4. A diesel locomotive-hauled, bi- information of a Metro-North (New York) level Tri-Rail (South Florida) commuter single level push-pull commuter car train is shown in Exhibit 5. The upper-level manufactured by Bombardier Inc. are shown view of a Tri-Rail bi-level commuter car is in Appendix A. The general data, plan shown in Exhibit 6. Exhibit 7 shows the view, dimensions, weight and capacity, and CalTrain (San Francisco) commuters other pertinent information of a Tri-Rail disembarking from a train. A simple (South Florida) bi-level commuter car platform design of a Caltrain station is manufactured by UTDC Inc. are shown in shown in Exhibit 8. Appendix B. Commuter trains serve high-level rapid-

4 Exhibit 1. A Self-Propelled, Electric-Powered SEPTA (Philadelphia) Commuter Train. Exhibit 3. The Layout of a SEPTA Commuter Rail Station. Exhibit 5. A Diesel Locomotive-Hauled, Bi-Level Tri-Rail (South Florida) Commuter Train.

Exhibit 6. The Upper-Level View of a Tri-Rail Bi-Level Commuter Car.

7 Exhibit 7. The CalTrain (San Francisco) Commuters Disembarking from a Gallery Car.

Exhibit 8. A Simple Platform Design of a CalTrain Station.

8 transit type station platforms or simple low- level, suburban station platforms. In addition, the trains may run with few cars or many cars, depending on demand. In short, commuter rail is exceptionally flexible and adaptable to local conditions [6]. For longer distance commuting travel, the only competitive form of land transit besides the automotive or van is the express bus. Ferry services also have relatively long commute distances. Existing and proposed commuter rail systems in the United States (U.S.) are shown on Figure 1 [6]. Technical, operational, and system characteristics of different rail transit modes are shown in

Table 1 [4]. © Existing Systems Proposed Systems

Metropolitan Transportation Authority Dallas, Texas Regional Transportation Authority Seattle, Washington New Jersey Transit Corporation Southeastern Pennsylvania Transportation Authority Massachusetts Bay Transportation Authority California Department of Transportation (LA.) Maryland Department of Transportation + Under Consideration Northern Indiana Commuter Transportation District Tri-County Commuter Rail Authority Connecticut Department of Transportation Orange County Transportation Commission Bath, Main California Department of Transportation (S.F.) Burlington, Vermont Charleston, South Carolina A New Systems Atlanta, Georgia Nashville, Tennessee Virginia Railway Express Southern California -Metrolink Memphis, Tennessee Tampa, Florida Orlando, Florida Jacksonville, Florida Cleveland, Ohio Milwaukee, Wisconsin

Figure 1 Existing and Proposed Commuter Rail Systems in the U.S.

10 1

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11 CHAPTER 2 DATA COLLECTION

Commuter Rail statistical information collected during this research effort is 8. Power source (diesel or electric provided in a series of tables in this chapter. locomotive) All pertinent literature related to equipment, facilities, operations and maintenance of 9. Station configuration (open or closed) commuter rail systems was retrieved through a computerized search of transportation data bases. Various statistics were collected on 10. Facilities to accommodate handicapped existing commuter rail systems through

Federal Transit Administration (FTA) 1 1 . System costs reports, American Public Transit Association (APTA), and railroad industry 12. Ridership statistics publications. 13. Revenue data In addition, a survey was conducted in late 1991 to collect pertinent information on 12 14. Cost breakdown existing commuter rail operations in the United States. The survey forms are shown 15. Maintenance facilities in Appendix F. Nine commuter rail agencies responded to survey requests, and 16. Employment figures their operational statistics are discussed in this paper. The following information on For the three agencies who did not respond current commuter rail systems was to the survey requests, data was collected collected: from FTA 1990 Section 15 Report and other sources. System description for the 13

1. Length of the system commuter rail services is shown in Table 2

[7,8]. Weekday and weekend service 2. Number of stations schedules are shown in Table 3. The results of the survey are shown in Table 4.

3. Type of feeder systems

4. Maximum & average operating speeds

5. Weekday/weekend service schedules

6. Vehicle characteristics (dimensions, capacity, etc.)

7. Guideway characteristics

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~~19 CHAPTER 3 EXISTING SYSTEMS~~

Each of the 12 existing U.S. commuter rail 1-a. Long Island Rail Road systems is discussed and profiled separately in Chapter 3, and then compared with one The Long Island Rail Road (LIRR) was another in Chapter 4. There are 12 existing chartered on April 24, 1834 with commuter rail systems in the U.S. and two construction of the line beginning in 1835. in Canada. The Miami - Palm Beach Tri- In 1836 the company leased the Brooklyn Rail, represents the first new commuter rail and Jamaica Railroads, and in the same year start-up in North America in decades at it's authorized construction of the Hempstead opening on January 9, 1989. Since then, Branch. Construction of this branch was four more new commuter rail services have completed in 1846. been added: (1) Orange County, California, (2) New Haven, Connecticut, (3) Northern The LIRR operates a commuter rail system Virginia to Washington, D.C., and (4) Los of 325 route-mile serving 140 stations on ten Angeles, California. Trends of commuter routes operating from three New York City rail ridership and passenger miles are shown terminals to Long Island points as shown in in Figure 2 and 3 [5]. Figure 4 [4].

~~1. New York Equipment~~

The Metropolitan Transportation Authority The LIRR's electrically powered services (MTA) in New York has two separate are operated with a fleet of 764 high- commuter rail divisions: the Long Island performance M-l Metropolitan electric MU Rail Road (LIRR) and the Metro-North cars, and 174 similar M-3 cars supplied by Commuter Railroad. The LIRR which ranks Transit America during 1985-86. After as the third oldest railroad in the U.S., has electrification and extension, LIRR was able long enjoyed the status of the nation's to increase its level of service to busiest passenger railroad. LIRR operates a Ronkonkoma by more than a third. The use commuter rail system on ten routes of electric operation permitted a reduction of operating from three New York City almost 30 minutes in running times to Penn terminals to Long Island points. Metro- Station. Push-pull trains in LIRR's non- North operates a commuter rail system on electric services are operated by a fleet of three principal routes from New York city's some 50 General Motors Electro-Motive Grand Central Terminal. Park-and-ride lots Division GP-38-1 and MP15AC diesel are provided at most suburban stations, and electric units, and 223 passenger cars, most local bus systems provide connecting of which are converted from former electric services at many stations. MU units. A small fleet of locomotive hauled bi-level cars seating 180 or 190

~~20 330~~

~~320-~~

~~310-~~

~~c i 300~~

~~^290~~

~~CD § 280- w 03 Q_ 2704-~~

~~260--1~~

~~1 1 1 1 1 1 250- "i i r 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 Year (1975-1989)~~

~~Figure 2 Commuter Rail Ridership in the United States (4).~~

23 passengers each began operating in 1990. Transportation. Ridership Ridership Ridership has grown annually since 1984, The Long Island operates some 723 daily reaching a total of 57,953,000 riders in trains, with reduced weekend and holiday 1990. Metro-North operates 494 weekday service. Commuter rail ridership dropped trains, with reduced weekend and holiday from 273,000 a day in 1987 to 245,600 in service on all lines from Grand Central 1991. This drop in ridership can be Terminal. Except for Saturday service on partially related to the Wall Street cut backs the Port Jervis line, the two routes west of and related employment causing the Hudson operate on Weekdays only. approximately 4 percent loss of commuters. Metro-North services about 120 stations on

Operational statistics for LIRR are shown in its routes from Grand, and another 13 Table 5. stations in New York reached by the lines west of the Hudson. Operational statistics Parking and facilities for Metro-North are shown in Table 6.

Park-and-ride lots and bus connections at Parking and facilities most suburban stations promote intermodal commuting, while connections with the New Park-and-ride lots are provided at most York subway system are available at all suburban stations, and local bus systems three terminals and several other stations in provide connecting services at many New York City. stations.

~~1-b. Metro-North Commuter Railroad~~

~~Line of service Fare collection~~

Metro-North operates three principal routes Metro-North employs a zone fare system, from New York City's Grand Central with fares collected manually on trains. Terminal as shown in Figure 5. The 74- mile Hudson line provides service to 2. Chicago. Illinois Poughkeepsie, New York (N.Y.), while the 77-mile Harlem line reaches Dover Plains, Chicago's commuter rail system is operated N.Y.. The 72-mile New Haven line by Metropolitan Rail (Metra) under the provides service to New Haven, Conn. The budgetary and policy oversight of the 87 mile Port Jervis line and the 31 -mile Regional Transportation Authority. Chicago Pascack Valley line are west of the Hudson has long had an excellent hub and spoke rail River, and operate from Hoboken, NJ, to network between suburbs and downtown, as Port Jervis and Spring Valley respectively. shown in Figure 6. Park-and-ride lots are The Hudson, Harlem, and New Haven line available at almost all of Metra' s suburban track within New York is owned by Metro- stations.

~~North, while trackage in Connecticut is owned by the Connecticut Department of~~

~~24 Table 5. Operational Statistics for LIRR.~~

~~New York-The Long Island Rail Road~~

1988 1989 1990 Annual Ridership (Million) 75.1 75.4 72.4 Annual Passenger Miles (Million) 2010* 2019 1938* Farebox Revenue (Million) 265.9 266.7 292.7 Government Subsidies (Million) 331 364.1 357 Other Revenue (Million) 19.7 23.1 19.8 Total Operating Expenses (Million) 616.6 653.9 669.5

~~Trend of Ridership~~

~~Gov't Subsidies (53.3%~~

~~Sources of Operating Funds~~

* Estimate.

~~25 26 Table 6. Operational Statistics for Metro-North.~~

~~New York, Metro-North Commuter Railroad~~

1988 1989 19901 Annual Ridership (Million) 55.89 57.34 57.95 Annual Passenger Miles (Million) 1360 1535 1544 Farebox Revenue (Million) 194 199.9 221.5 Government Subsidies (Million) 193.5 191 189.2 Other Revenue (Million) 0 17.7 23 (Total Operating Expenses (Million) 376.7 408.6 433.7

~~Trend of Ridership~~

~~Other (5.3%)~~

~~Fares (51.1%) Gov't Subsidies (43.6%~~

~~Sources of Operating Funds~~

27 28 Line of service Louis Car and Bombardier during 1970-79. Metra Electric routes, the former Illinois Metra operates a 499.5 route-mile commuter Central Gulf suburban system, are rail system serving about 233 stations on 13 electrically operated with a 1.5 kv dc lines radiating north, west, and south from system. downtown Chicago [9]. Most of the

Metra' s lines are operated in non-electric, Ridership diesel locomotive hauled operations. A fleet of 682 bi-level gallery cars in diesel-hauled Metra operates a total of some 660 daily push-pull trains are used on these routes. trains, with reduced service on most lines These are divided between nearly 300 during weekends. Commuter ridership LAHT steel cars built by St. Louis Car and reached almost 72.3 million trips in 1990. Pullman-Standard during 1955-61, and Operational statistics for Metra are shown in almost 400 stainless steel bi-levels built by Table 7. Budd at various times between 1950 and 1980.

Services are operated from Chicago's Connecting to other systems Madison Street Station over Chicago & North Western lines to Geneva, Harvard, An extensive system of connecting bus and Kenosha. The Milwaukee District, services is operated by RTA's PACE Burlington Northern, Heritage Corridor, and suburban bus system, while connecting bus

Norfolk Southern routes operate from and rapid rail transit services in metropolitan Chicago's Union Station extending service Chicago are provided by the Chicago Transit northwest to Fox Lake, west to Elgin and Authority (CTA). More than 860 parking Aurora, and southwest to Orland Park and lots serve these stations. These lots provide

~~Joliet [9]. Service to Joliet is also operated more than 54,000 commuter parking spaces. over Metra' s Rock Island District from La Salle Street Station. Fare system~~

Metra electric routes & equipment Metra uses a zone fare system, with one- way, ten-ride, weekly, and monthly tickets Metra Electric routes operating from available that are good on any Metra line. Randolph Street Station reach South With the exception of the Metra Electric Chicago, Blue Island, and University Park, system, which utilizes automated off-train south of Chicago. Service to Hegewisch, is fare collection, Metra employs a provided over the Chicago South Shore & conventional on-train fare collection system. South Bend routes in conjunction with A monthly link pass permits METRA riders Northern Indiana Commuter Transportation to use almost all of these connecting PACE District (NICTD) which serves northwestern and CTA services. Indiana points. Future plan Metra Electric lines are operated with a fleet of 206 electric MU cars supplied by St. Metra is proposing a $4.5 billion plan for

~~29 Table 7. Operational Statistics for Metra.~~

~~Chicago, Metra~~

1988 1989 1990 Annual Ridership (Million) 69.8 71.2 72.2 Annual Passenger Miles (Million) 1477 1511 1540 Farebox Revenue (Million) 165 173.9 180 Government Subsidies (Million) 125.5 126.9 137.6 Other Revenue (Million) 0 0 0 Total Operating Expenses (Million) 276.2 291.6 308.2

~~Trend of Ridership~~

~~c o r2 71~~

~~19*9 Year~~

~~(-Other (0.0%)~~

~~Sources of Operating Funds~~

30 improving, expanding, and better York City, while the 54-mile Raritan Valley coordinating transportation services under Line serves High Bridge from Newark. The the Future Agenda for Suburban Morris and Essex electric Lines originating Transportation (FAST) plan. The plan calls at Hoboken provide service over a 40-mile for $3.8 billion going for improvements to route to Dover with branches to Montclair existing systems and the remainder put into and Gladstone. The 50-mile Boonton Line rail service extensions and creation of new connects into the Morris & Essex to serve lines. Not included are costs of an Dover and Netcong via an alternate route. extension of Metra Electric service to the proposed Lake Calumet airport, since the The Main Line and Bergen County Lines, cost would be covered in the airport budget provide service over two routes between [10]. The largest item in Metra's $3.8 Hoboken and Suffern, with service beyond billion budget would be for rail-highway Suffern to Port Jervis, NY. The 30-mile grade separation, budgeted at almost $1.3 Pascack Valley Line serves Spring Valley, billion. Metra is proposing grade separation NY, from Hoboken. The track is owned by at 216 locations on existing lines and at 13 NJT with the exception of the Amtrak- points on lines targeted for service owned Northeast Corridor line, a segment of extensions. the Raritan Valley lines that is owned by the Conrail, and the Conrail owned line between 3. New Jersey Suffern and Port Jervis.

New Jersey Transit (NJT) operates a 781 Ridership and equipment route-mile commuter rail system. It provides service over 10 principal routes NJ Transit carries 140,000 daily riders on from three terminals in the New York/New 565 trains. Recently, a fleet of ASEA Jersey metropolitan area. Several lines Brown Boveri ALP44 electric locomotives radiate out from the Hoboken, New Jersey similar to Amtrak AEM-7s was placed into terminal. In addition, NJ Transit also service on the Long Branch and Northeast provides service between Atlantic City 46 Corridor line. miles to Lindenwold, New Jersey. NJ Transit is the first transit operator to use

~~Line of services ac propulsion for its commuter rail equipment with an ac traction motor~~

NJ Transit services between Philadelphia conversion program for its entire 230 car and Atlantic City in southern New Jersey Arrow III M.U. fleet under an overhaul area as shown in Figure 7. NJ Transit program. The system's minimum crew size provides service over ten principal routes for a two-car train or less is an engineer and from three terminals. The 58-mile a conductor, while the minimum crew for Northeast Corridor Line provides service in trains of three or more cars is an engineer, Amtrak's Northeast Corridor between New conductor, and one trainman, with additional York's Penn Station and Trenton. The 66- ticket collectors being assigned as deemed mile North Jersey Coast Line provides necessary for revenue collection purposes. services to Bay Head from Penn Station in Newark, Hoboken and Penn Station, New

31 32 Fare collection This link permitted SEPTA to join its former Reading Company and Pennsylvania NJ Transit's fare structure is based upon Railroad commuter lines into a point-to-point distance-based fares, with one- comprehensive regional rail system. way, round trip excursion, ten trip, weekly, Trackage operated by SEPTA is largely and monthly tickets available. divided between SEPTA and Amtrak-owned track, with 15 route miles of service Parking facilities operated over Conrail track.

Park-and-ride facilities are provided at NJ Equipment Transit stations, with over 30,000 spaces presently available, and more under SEPTA operates some 458 weekday trains, construction. with a reduced service level on weekends with 11 kv, 25Hz ac overhead power Connecting to other systems supply.

Bus connections are provided at many SEPTA's self-propelled electric M.U. car stations by NJ Transit's own bus services or fleet totals 336 cars. Each of these M.U. other carriers. cars are capable of speeds up to 100 mph. They also have 35 Bombardier and 7 AEM- Funding support 7 locomotives. [11]

The balance of operating funds comes from Ridership FTA grants and the State of New Jersey. Additional capital funds are provided from The SEPTA's annual unlinked passenger the New Jersey Transportation Trust Fund trips dropped slightly in Fiscal Year 1990 and the Port Authority of New York and (25.7 million), from the previous year (26.8 New Jersey. million), with the average weekday ridership on the system reaching over 91,000. 4. Philadelphia. Pennsylvania Operational statistics for SEPTA are shown

in Table 8. Existing lines Fare collection The Southeastern Pennsylvania Transportation Authority(SEPTA) operates A zone fare system is used, with one-way, a 291 -route-mile Regional Rail Division that ten-trip, weekly, monthly, and reduced off- serves 159 stations on 13 routes radiating peak fares available. Fares are collected on from downtown Philadelphia as shown in the trains. Additional fare collectors are

Figure 8. added when train size reaches three or five cars. The $315 million Center City Commuter Tunnel, which linked commuter routes that 5. Boston. Massachusetts once terminated at Reading Terminal and Suburban Station, was completed in 1984. The Massachusetts Bay Transportation

~~33 a~~

~~1. Delaware Valley College 113 Radnor SEPTA High Speed System 2 New Britain 114 VUlanora 3 Chalfonl 115 Rosemont Newtoim West Trenton 4 Link Bait 116 Bryn Mawr 6 Co Inter 117 Haverford~~

6 Fortune 1 18 Ardmore 7. Peonbrook 119 Wynnowood ft North Wales 120 Nerbortb 9 Gwyredd VaJJey 121 Merrion 10 PanllyD 122 Overbrook 11 Ambler 123 Highland 12. Fort Washington 124 St. Martins 13 Felwick 125 Allen Lane 14. Orel and 128 Carpenter 15. North HUla 127 Upsal is. Halboro 128 Tulpenhockar 17. Fulmor 129 CbslLen Ave. 18 ffJlriT Grove 130 Queen Lane 10 Creatmonl 131 ?0. Roolyn 132 Manayunk flest 21 Ardsloy 133. Barmouth 22 George School 134 Cynwyd 23 Village Shires 135 Bala 24 Holland 138 VynneUeld Ave. 25. ChurchviUo 137 Fairfield Ave, Z&. Southampton 138 Walnut Street 27 County Line 139 Bywood 20 Bryn Alhyn 140 Hilltop Rood 29 Huntingdon Valley 141 Beverly Hills

30. Walnut Hill 1 42 Congress Ave. 31. Ryeri 143 Lojiedowne Ave. 32 Cheltenham 14-1 Dreiel Park 33 145 trvlngton Road 14. Olney 148 Huey Ave. u Yardley 147 School Lane >6 flood bourne 148 Aronmink 3? Lansbome [49 Droielbroofa 38. Neehaminy Palls ISO Dreieline 30. Treves 131 Scenic Rood 40. Soroerton 152 Springfield Road 41 Forest Hills 153 Sazer Ave. 42. Phllroonl 154 Learn y Ave 43. Bethayrea 155 Woodland Ave. Meadowbrook 158 Thomson Ave. 45. Noble 157 Springfield Mall 4* Rvdsl 158 Paper Mill Road 4V EJklns Park 169 Pine Ridge 48 Melrose Park 180 Beatty Road 49. Fern Rook (61 Bowling Green 50. Tabor !82 Manchester Ave. 51. Levittown 183 Edgomont Street 32. Bristol 181 Monroe Street S3. Croydon 105 Jackson Street 54. Ed dington 186 Olive Street 35 Comwells Heights 187 Veterans Square 56 Andalusia 188 GarrettTord 57 Torresdale 189 Drexel Manor 38. Holmeeburge 170 Marshall Road 59 Tacooy 171 Oekview SO. WYsfiinomlng 172 Baltimore Pike 61. Bridesburg 173 Perm Street 02 Frankford 174 Springfield Road 83 Frankford JCT 175 Clifton-Aldan EU. Main Street 178 Snider Ave 65 DeKelb Street 177 Providence Road

06 Conshobocker 1 78 Magnolia Ave 87 179 North Street rt« Spring Mill 180 Bertram Ave. 60 Ml quo ii 181 Andrews Ave 70. Shawmont 182 Colling del a 71 Cra»er« 103 West Chester University flyndmoor 184 Westtown 73 Mt. Airy 185 Cheyney 74 Sedgwick 186 Glen Mills 73. Stent on 187 76. Washington Lane 18B LaQui 77. Germantown 169 Glen Riddle 76. Wlster 190 Williamson School 70. Fish era 191 46th Street 80 Logan 192 Angora 61. Nice town 193 Fernwood 82. Tioga 194 B3. Temple University 195 Gladrttjino 84. Bridgeport 100 CUfto n -Aldan B5. King Manor 197 W Hughes Park 108 87. Gulph Mills 190 38. Conshohocker Rood 200 Swerthmore 89 County Line 201 WaUingford 90. Randor 202. Moytan-Rose Valley 01. Vile nova 20 3 Media OS. Stadium 204 Civio Center 93. Garrett Hill 2'.'.'v 70th Street 94. Rosemont 208 Darby 95 Bryn Mawr 207. Curtis Park HP. Haverford 208 Sharon Hill 97. Ardmore At©, 209 Folcroft 98. Ardmore JCT 210 Gtenolden 98 flynnewood Road 211 Norwood

1 00 Beechwood-Brookline 212. Prospect Park 101. Penfleld 213 Ridley Park 102. fleet Overbrook 214 Crum Lynne 10.1. Parkview 218. Baldwin HH flhltford 218 Eddyetone 106. Barton 217 Chester toe MaiTern 216 Lemokin Street 107. Daylesford 219 Highland Ave.

~~1 06 Borwyn ??0 94th Street '-30 Tprrr.lr.al 1 Devon 221 B 110 Stratford Terminal C and D 111. 223 Terminal E I L2 St Davids~~

~~Figure 8. Philadelphia's SEPTA System Map~~

~~34 Table 8. Operational Statistics for SEPTA.~~

~~Southeastern Pennsylvania Transportation Authority (SEPTA)~~

= 1988 1989 1990 Annual Ridership (Million) 26.8 25.7 18.5 Annual Passenger Miles (Million) 357 Farebox Revenue (Million) 61.1 Government Subsidies (Million) 91.6 Other Revenue (Million) 5.2 JTotal Operating Expenses (Million) 97.7 157.9

~~Trend of Ridership~~

~~2J.~~

~~22.~~

~~21-~~

~~20-~~

~~\<+-~~

~~19u is90 198V Year~~

~~Sources of Operating Funds~~

35 Authority (MBTA) operates all three rail coaches delivered during 1978-1979, 67 transit modes in the Boston metropolitan recently delivered Messerschmidt-Bolkow- area, including a commuter rail system of Bohm and 40 Bombardier push-pull coaches. 244 route-miles serving 101 stations on 13 The Bombardier coaches are fitted with 3-2 routes radiating from downtown Boston. seating. All of the newest coaches are MBTA operates a total of 374 daily trains, handicapped accessible. In 1989, 56 with reduced service on most lines on Bombardier coaches were delivered, and weekends. MBTA ordered 75 bi-level cars by Kawasaki in 1991. Line of services Fare collection MBTA commuter rail services are operated northward from North Station to terminals at Fares are collected on-board trains. Gardner, Lowell, Haverhill, Ipswish, Rockport, and from the South Station reach Extension west and south to Framingham, Needham, Franklin, Fairmount, Stoughton, and to The Boston commuter rail system has been Providence as shown in Figure 9. steadily upgraded in recent years. Bridges

Commuter rail to rapid rail transit and signal systems are being rebuilt, and connections are available at several close-in miles of track have been reconstructed. suburban stations and the Boston terminals. Stations are being rebuilt or replaced. The MBTA lines are contract operated by MBTA is completing final design and Amtrak. selection procedures for extending service

~~on its Ipswich line to Newburyport, but state Ridership budget problems have postponed other service extensions to Framingham/Worcester~~

The MBTA commuter rail ridership is and Stoughton/New Bedford/Fall River [12]. increasing. There were 71,700 trips in 1990 and 74,600 in 1991. Operating statistics for Funding support MBTA are shown in Table 9. MBTA's commuter rail farebox revenues Equipment cover more than 40 percent of the operating expense, with the balance coming from the Amtrak operates all trains for MBTA and state and MBTA member towns and cities. maintains right-of-way. A three-person train Capital improvement funding comes from a crew is standard, with an additional combination of FTA grants and state trainman for every two coaches. The transportation bonds. equipment of MBTA's commuter rail division includes 26 F40PH-1C and 18 6. San Francisco F40PH locomotives built by General Motors' Electro-Motive Division, and 19 California's Department of Transportation Electro-Motive F10 and F7 locomotives (CalTrans) operated the CalTrain Peninsula rebuilt from F3 and F7 units. Rolling stock Service between downtown San Francisco includes 58 Pullman-Standard push-pull and San Jose until July 1,1992. Recently, a

~~36 37 Table 9. Operational Statistics for MBTA.~~

~~Boston, Massachusetts Bay Transportation Authority (MBTA)~~

1988 1989 1990 Annual Ridership (Million) 16.3 18.5 19.2 Annual Passenger Miles (Million) 291.3 330.1 348.4 Farebox Revenue (Million) 23.5 27.8 33.3 Government Subsidies (Million) Other Revenue (Million) 52.3 50.6 49 Total Operating Expenses (Million) 75.8 78.4 82.3

~~Trend of Ridership~~

~~S "~~

~~Year~~

~~Fares (40.5%)~~

~~Other (59.5%~~

~~Gov't Subsidies (0.0%)~~

~~Sources of Operating Funds~~

~~38 .~~

Joint Powers Board (JPB) made up of San Fare collection Francisco, San Mateo, and Santa Clara counties successfully negotiated purchase of Single ride tickets and monthly ride tickets the line from Southern Pacific. Several are available, and fares are based on a trains operate beyond San Jose to Gilroy in "zone" system. The 1990 crew size was the rush hour. Operating and funding four persons, with an additional brakeman responsibility for the service shifted from for trains of four or more cars and helper CalTrans to the JPB on the above date. conductors as required to collect fares. The SAMTRANS, the San Mateo County Amtrak operation has reduced this crew size Transportation Agency, took over by going to one person in the cab. management responsibilities for the JPB. Under the new agreement, the counties are committed to service expansion [2]. The JPB Funding support has awarded an operating contract to Amtrak, to operate 60 daily Peninsula The balance of operating expenses are Commuter Service (PCS) trains between San provided from FTA, the State Jose and San Francisco. Amtrak took over Transportation Fund, and local transit the PCS operation from Southern Pacific districts. Less certain is a $600 million

July 1, 1992 [13]. project to extend commuter service to a new, more centrally located terminal in Line of service downtown San Francisco, with connections to BART. At the time of this study, CalTrain operated a single 47-mile route with 26 stations 7. Maryland Rail Commuter extending south from San Francisco to San Jose over Southern Pacific's Peninsula Line The Maryland Rail Commuter (MARC) as shown in Figure 10. The service was service is under the jurisdiction of the Mass extended for selected Peninsula trains miles Transit Administration. MARC operates south of downtown San Jose to Tamien and over a 187-mile route serving 38 stations on

Gilroy July 1, 1992. The service is linked four routes, two of which are in the to the San Jose light rail system at Tamien, Baltimore-Washington Corridor. Service 2 1/2 miles south of San Jose. was recently extended north of Baltimore to Perryville, Maryland. Baseball trains are Ridership run on weekends.

Total ridership was 6.34 million in 1990. Line of service By the end of 1990 traffic had reached a weekday average of almost 21,700 MARC operates services over three routes passengers, a 27% increase over that of originating at Washington's Union Station, 1987. CalTrain operates a total of 54 daily two of which are in the Baltimore-

~~trains on weekdays with reduced service on Washington Corridor as shown in Figure 1 1 weekends. Operational statistics (1990) for The 75-mile Penn line provides Washington-~~

~~CalTrain are shown in Table 10. Perryville service over Amtrak' s Northeast Corridor main line, while the 37-mile~~

~~39 40 Table 10. Operational Statistics for CalTrain.~~

~~San Francisco, Peninsula Commuter Service (PCS)~~

1988 1989 1990 Annual Ridership (Million) 5.6 5.6 6.4 Annual Passenger Miles (Million) 132 133 150 Farebox Revenue (Million) 8.9 9 9.9 Government Subsidies (Million) 13.2 13.3 13.7 Other Revenue (Million) 0 0 0 Total Operating Expenses (Million) 22 22.3 23.6

~~Trend of Ridership~~

~~Sources of Operating Funds~~

~~41 42 .~~

Camden Line provides service over the CSX Rocks. Railway schedules are coordinated line between Washington and Baltimore, with local bus service. Rockville and New serving eight stations on each the Penn and Carrollton provide "cross platform" Camden lines. The 73-mile Brunswick Line connections with Washington's Metrorail. A has 16 stations on a CSX line to similar connection is now in use with Martinsburg, West Virginia. Baltimore's new Central Corridor light rail line at Camden Station. Equipment Ridership

The Penn Line service is electrically powered at llkv 25Hz ac, while the balance From the low point of 5,400 daily of the system is diesel-operated. Penn Line passengers in 1983, the ridership now services utilize four GM Electro-Motive averages more than 15,000 daily riders. Division/ASEA AEM-7 locomotives, and 6 Both short and long range plans are under GM GP39H-2 and 5 GM F9PH diesel- way to expand service, either through new electric locomotives rebuilt by Morrison- lines or new trains. MARC runs 70 trains Knudsen during 1988-1989. All per day Monday through Friday. The train locomotives are fitted for push-pull use and crew includes an engineer, conductor, and are equipped to provide head-end power. assistant conductor, with an additional assistant conductor on high ridership trains Rolling stock for MARC's locomotive- (six cars). Operational statistics for MARC hauled trains include 22 MARC-I coaches are shown in Table 1 1 rebuilt from former sleeping cars, and 28 MARC-II self propelled diesel control and Fare collection trailer cars built during 1985-87 by Sumitomo. A fleet of 14 rebuilt Budd RDC MARC's fare structure provides for one cars is also operated on Camden and way, round trip, weekly, and monthly Brunswick line service. As MARC traffic tickets based on a zone fare system adopted continues to grow, additional electric and in 1988, with collection or inspection on- diesel locomotives and coaches will be train by conductors. One way and round required to meet the demand. trip tickets are sold on board the train by conductors, while all types of tickets are Stations available from agents at 15 of MARC's 33 stations. Monthly tickets are also available

Maryland's MARC commuter service is through a "Ticket by Mail" program. linked with the Washington Metro at Washington's Union Station, in addition to Funding support Washington Metro stations at New Carrollton, Rockville and Silver Spring. Capital and operating costs not covered by Free park-and-ride lots are provided at most fare revenues are provided from FTA grants stations. MARC and Frederick County, and Maryland Trust Fund. MARC is now Maryland, established a shuttle van service moving ahead with a $122 million six-year which links Frederick, Maryland, with capital program for CTC installations, MARC's Brunswick Line trains at Point of additional equipment, and new stations that

~~43 1~~

~~Table 1 1 . Operational Statistics for MARC.~~

~~Maryland Rail Commuter Service (MARC)~~

1988 1989 1990 Annual Ridership (Million) 2.23 2.7 3.46 Annual Passenger Miles (Million) 66.9 81.6 102 Farebox Revenue (Million) 6.84 8.16 10.2 Government Subsidies (Million) 1.65 1.63 1.62 Other Revenue (Million) 3.61 5.31 5.38 Total Operating Expenses (Million) 12.1 15.1 17.2

~~Trend of Ridership~~

~~Other (31.3%W~~

~~Fares (59.3%) Gov't Subsidies (9.4%~~

~~Sources of Operating Funds~~

4 4 will permit service expansions on its existing Ridership lines. Commuter ridership was 3.47 million in 1990, with a daily average of 12,200. 8. Northern Indiana Commuter NICTD operates 40 daily trains, with Transportation District reduced weekend service. The train crew includes a motorman and conductor, with The Northern Indiana Commuter additional collectors based upon train size. Transportation District (NICTD), often Operational statistics for NICTD are shown overshadowed by Metra, became a true in Table 12. operating entity of its own in 1989. It purchased the right-of-way of the Chicago, Extension (proposal) and Funding Support South Shore and South Bend Railroad from the Illinois-Indiana state line to South Bend, NICTD plans to add high-level platforms at Indiana. Frequent service is provided Hammond and East Chicago stations. This between downtown Chicago and Gary, change could cut an estimated eight minutes Indiana with limited service to Michigan from Chicago-Gary running times. NICTD City and South Bend. Operating deficits in has also expanded its fleet of 41 electric MU the Illinois portion are shared with Metra. cars to 58.

~~Line of service 9. Miami. Florida~~

Between Chicago and South Bend NICTD South Florida's Tri-County Commuter Rail provides service over a single 88-mile route, (Tri-Rail) connects the three major cities and serving 7 stations in Illinois and 20 in airports in Southeast Florida: West Palm Indiana. Beach Airport in the north, the Ft. Lauderdale-Hollywood Airport in Broward Equipment County, and the Miami International Airport

in the south. Miami is the destination for Service is operated over the METRA most of the system's riders. Electric system between the Randolph Street Station, Chicago and Kensington, while the Routes and stations balance of the route is operated over the

~~Chicago South Shore and South Bend Tri-Rail began operations on Jan. 9, 1989,~~

Railroad, which is also electrified at 1.5 kv over a 67-mile route serving 15 stations as dc. shown in Figure 12. Tri-Rail service is parallel to 1-95 and uses an existing railroad Forty one of the single-level stainless steel line that Florida's Department of electric MU cars of NICTD' s total Transportation purchased from CSX. Tri- commuter rail fleet were built by Nippon Rail was planned to reduce the number of Sharyo in 1981. Also, NICTD currently has vehicles travelling along 1-95, which is more electric MU cars on order. expected to exceed its capacity of 250,000 vehicles per day by the year 2010.

~~45 Table 12. Operational Statistics for NICTD.~~

~~The Northern Indiana Commuter Transportation District (NICTD)~~

1988 1969 1990 Annual Ridership (Million) 3.5 3.43 3.48 Annual Passenger Miles (Million) 96.6 96.8 98.2 Farebox Revenue (Million) NA NA 9.8 Government Subsidies (Million) 4 8 7 Other Revenue (Million) NA NA 1.3 Total Operating Expenses (Million) NA NA 18.1

~~Trend of Ridership~~

~~Other (7.2%~~

~~Gov't Subsidies (38.7% Fares (54.1%)~~

~~Sources of Operating Funds~~

~~46 TRI-RAIL STATIONS WEST PALM BEACH STATION (W. PALM BCH AMTRAK STATION)~~

~~PALM BEACH INTL AIRPORT STATION (BELVEDERE RD / MERCER AVE)~~

~~LAKE WORTH STATION (LAKE WORTH RD)~~

~~BOYNTON BEACH STATION (HYPOLUXO RD / HIGH RIDGE RD)~~

~~DELRAY BEACH STATION (DELRAY BCH AMTRAK STATION)~~

~~BOCA RATON STATION (YAMATO RD)~~

~~DEERFIELD BEACH STATION (DEERFIELD BCH AMTRAK STATION)~~

~~POMPANO BEACH STATION (SAMPLE RD / NW 8 AVE)~~

~~CYPRESS CREEK STATION (CYPRESS CREEK RD / ANDREWS WAY)~~

~~FT. LAUDERDALE STATION ^wd (FT. LAUDERDALE AMTRAK STATION)~~

~~FT. LAUDERDALE / HOLLYWOOD INTL AIRPORT (RAVENSWOOD RD / TIGERTAIL BLVD)~~

~~HOLLYWOOD STATION (HOLLYWOOD AMTRAK STATION)~~

~~GOLDEN GLADES STATION~~

~~(GOLDEN GLADES PARK~~

~~METRORAIL STATION (NW 79 ST / 37 AVE)~~

~~MIAMI INTL AIRPORT STATION (NW 36 ST / SR 112)~~

~~Figure 12, South Florida's Tri-Rail System Map.~~

47 Ridership of payment" system. Currently, a flat $3 fare is charged ($5 for round trip), The average daily Tri-Rail ridership regardless of the distance traveled. Shuttle increased to 9,297 in February 1992, buses link Tri-Rail with stations at west showing an increase of 17 percent over the Palm Beach, Fort Lauderdale, and Miami previous year. Operational statistics for Tri- International Airports. Rail fares include

Rail are shown in Table 13. Tri-Rail both feeder and shuttle services. Parking is operates a total of 24 daily trains, with free at any Tri-Rail station. reduced weekend service. 10. New Haven. Connecticut Equipment Connecticut DOT began service from Old Each train consists of a locomotive, three Saybrook to New Haven on May 29, 1990 coaches, and a cab car. Bi-level cars are on the Northeast Corridor line. Commuter used. Each bi-level car seats 162 people rail service is provided using a 33-mile route

(see Appendix B), and is equipped with two serving seven stations. wheelchair tie-downs. Tri-Rail uses five former Conrail GP-40 locomotives, rebuilt Line of service by Morrison-Knudsen. The locomotive can pull up to 10 bi-level commuter cars. Each The Old Saybrook to New Haven service is coach is equipped with pneumatically shown in Figure 13. Nine weekday rush operated two-leaf sliding pocket doors hour trips, five southbound and four located at both ends on each side. northbound are operated. Amtrak is the contract operator. Funding support Transfer system Tri-Rail will need additional capital investment of about $100 million to $300 Almost one-fourth of all riders connect with million in order to improve its level of Metro-North New Haven trains for points service. The Federal Highway further west. Shuttle bus connections Administration (FHWA) initially provided provide free transfers for pass riders. 90% of the funds for the start-up and Private shuttles also appear to have attracted operating expenses. The state and Dade, ridership. Broward and Palm Beach counties funded the balance. The current annual operating Equipment budget is funded $4 million from FHWA, $8 million from Florida Department of Service is provided by two F7 engines and Transportation (FDOT) and $2 million from 10 coaches purchased by ConnDOT from the state of Florida through oil overcharge Pittsburgh, supplemented by three leased funds. locomotives. ConnDOT has received 20 new Bombardier coaches of which 10 are Fare collection used for Metro-North services west of New Haven, and 10 for Shore Line East Fare collection utilizes a barrier-free "proof expansion, possibly to New London.

~~48 Table 13. Operational Statistics for Tri-Rail.~~

~~Miami, Tri-county Commuter Rail Authority (Tri-Rail)~~

1989 1990 Annual Ridership (Million) 0.78 1.44 Annual Passenger Miles (Million) 32.1 64.5 Farebox Revenue (Million) 1.69 2.85 Government Subsidies (Million) 11.13 11.4 Other Revenue (Million) Total Operating Expenses (Million) 12.8 13

~~Trend of Ridership~~

~~Sources of Operating Funds~~

~~49 50 11. Orange County. California~~

California's newest commuter rail operation - Orange County Transportation Authority (OCTA) began carrying passengers between Orange County and Los Angeles on April 30, 1990. The single round-trip service augments existing Amtrak San Diegan Commuter Rail (SD) service from San Diego to Los Angeles, running from San Juan Capistrano to Los Angeles in the morning and returning at night. Two shuttle bus routes funded by the city of Los Angeles (LA), provide connecting service for LA bound passengers. Caltrain currently has loaned Orange County four gallery cars for this service.

The monthly OCTA ridership reached 14,103 in March 1992, which more than quadrupled since May 1990, its first month of operation, when 3,000 passengers used the service connecting San Juan Capistrano and Los Angeles. OCTA, a member of the five-county Southern California Regional Rail Authority, plans to add eight more daily trains between Oceanside and downtown Los Angeles by late 1993 [14]. The OCTA voted on April 13, 1992 to spend $11.7 million for new rolling stock, additional stations, and new trackage rights for its two year old rail commuter program. OCTA also voted to pay Los Angeles County $3.7 million toward the cost of a rail maintenance facility.

The rail funds are part of a total of $100 million which OCTA decided to commit in an effort to "jump-start" Orange County's lagging economy. The money comes from a 20-year, half-cent sales tax (Measure M) which Orange County voters approved in November 1990 [15].

~~51 CHAPTER 4 COMPARISON OF EXISTING SYSTEMS~~

This chapter compares the various commuter (38 percent less than bus) [8]. rail. Operational statistics based on the 1990 FTA Section 15 Annual Report are The operating expense per vehicle revenue shown in Table 14 [8]. The Long Island mile for 12 commuter rail systems is shown

Rail Road (LIRR) is the largest and one of in Figure 16 [8]. With the exception of the oldest rail systems in the nation. It is Connecticut's new Shore Line East clear from Table 14 that the top six systems commuter service (Conn), the rate is differ significantly from the bottom seven in relatively uniform. The average rate for terms of size and operations. The trend of most of the other commuter rail services annual ridership for the nine systems who was around $10 per revenue vehicle mile in responded to the survey is shown in Figure Fiscal Year 1990. 14. The LIRR, RTA (Metra), and MTA (Metro-North) carry most of the commuter The ratio of passenger trips per vehicle traffic in the United States. revenue mile for 12 commuter rail systems

is shown in Figure 17 [8]. Chicago's The operating expense in dollars per Metra, Philadelphia's SEPTA, and San passenger-mile for 12 commuter rail systems Francisco's PCS had the highest passenger is shown in Figure 15 [8], Two of the trips per vehicle revenue mile (2.2 to 2.4) smaller commuter rail services (bottom 7): while South Florida's Tri-Rail had the California's Peninsula Commuter Service lowest rate (0.9). The passenger trips per (PCS) and Maryland Rail Commuter vehicle revenue mile rate depends upon the (MARC) had the lowest operating expense following two factors: per passenger-mile ($0.17). Chicago's

Metra had the lowest operating expense per (1) Load factor, and passenger-mile ($0.18) among the six major commuter rail systems. PCS, MARC, and (2) Average trip length. VRE are all run by contract rail operators. Nearly 70 percent (9 out of 13) of the The higher the load factor and the shorter commuter rail services are run by contract the average trip length, the higher the operators. Some of these contractors are passenger trips per vehicle revenue mile freight railroads. Some commuter agencies rate, and vice versa. The average rate for have engaged Amtrak (PCS, MARC, most of the other commuter rail services

MBTA, Conn) and still others have selected was around 1.4 passenger trips per vehicle independent private operators (Tri-Rail). revenue mile in Fiscal Year 1990. The average operating expense rate was $.27 per passenger-mile in Fiscal Year The passenger miles per vehicle revenue 1990, the lowest of all public transit systems mile for 12 commuter rail systems are

~~52 « —||~~

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~~LIRE Met™ SEPTA PCS NOB CONN M-N NJT Iffltt MABC 1K-R4H~~

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~~Operating Expense Per Vehicle Revenue Mile in FY 199051~~

~~LIRE Met™ SEPTA PCS NEID CONN M-N NJT UPTA MABC TRI-RAIL~~

~~Figure 16. The Operating Expense Per Vehicle Revenue Mile in FY 1990 [5].~~

55 shown in Figure 18. San Francisco's PCS The ratio for Connecticut's service seems to and Chicago's Metra had the highest be high. It is suspected that the passenger miles per vehicle revenue mile discrepancies in reporting procedures may (50.41 and 45.71 respectively) while have caused this difference. The ratio of Connecticut's service (Conn) had the lowest farebox revenue with respect to the total rate (19.13). This passenger miles per operating expense for 9 of the commuter rail vehicle revenue mile rate can be used as the systems surveyed is shown in Figure 22. As "load factor." Generally speaking, the expected, the two new commuter rail higher the load factor, the more efficient the services (Tri-Rail & Conn) had the lowest operation is, such as the PCS and Metra farebox revenue/cost ratios (0.22 and 0.07, operations. The average rate for most of respectively) while MARC had the highest the other commuter rail services was around farebox revenue/cost ratio (0.59). The 35 passenger miles per vehicle revenue mile average revenue/cost ratio for all commuter in Fiscal Year 1990. rail services was 45.4 percent (0.454) in

~~Fiscal Year 1990 [5]. The farebox revenue per passenger mile for~~

8 of the commuter rail systems surveyed is Caution must also be exercised in shown in Figure 19. The LIRR and Metro- interpreting this data because some reported North had the highest farebox revenue per numbers may be different from agency to passenger mile ($.15 and $.14 respectively) agency. The cost recovery ratio typically while South Florida's Tri-Rail had the ranges from 22 percent (Tri-Rail) to 59 lowest rate ($.04). The farebox revenue per percent (MARC). The farebox revenue for passenger mile rate basically reflects the most established commuter rail systems is ticket price charged to the commuters. The above 40 percent. A new system usually low fare charged by Tri-Rail ($2 flat fare) is takes time to build up its ridership as clearly the reason that Tri-Rail lags so far experienced by South Florida's Tri-Rail. behind on this statistic. The average Operating and administrative statistics (fact revenue for commuter rail was $.122 per sheet) for an established commuter rail passenger-mile in Fiscal Year 1990, the system are shown in Table 15. lowest of all public transit systems (31 percent less than bus). The comparison of different modes of public

transit systems is shown in Table 16. It is The average passenger trip length for 8 of clear from Table 16 that commuter rail has the commuter rail systems surveyed is the lowest cost per passenger-mile ($.269) shown in Figure 20. The two new when compared with all the other major commuter rail services (Tri-Rail & Conn) transit modes. However, since commuter had the highest average trip lengths (32 and rail's revenue per passenger mile is also the 32.8 miles respectively) while Chicago's lowest ($.122), the revenue/cost ratio for

Metra had the lowest average trip length commuter rail is less than the RRT and (21.3 miles). The average trip length for electric bus. Commuter rail has the highest most of the other commuter rail services operating speed (32.1 mph) and the second was 22 miles in Fiscal Year 1990 [8]. highest passenger growth (+20%) during The number of employees per million the last five years. Overall, commuter rail passenger miles for 7 of the commuter rail compares favorably with most other modes systems surveyed is shown in Figure 21. of public transit systems.

~~56 The Passenger Trips Per Vehicle Revenue Mile in FY 1990(51~~

~~2,5 2.4~~

~~1.7 1.8 IS, IA 1.5 ||§ 1-5 S§S HI US U~~

~~0.9 0.9~~

~~0.5~~

~~HER Metra SPTi PCS HOD CONN M-K NJT UBTA UABC TK-R4JL~~

~~Figure 17. The Passenger TRips Per Vehicle Revenue-Mile in FY 1990 [5^~~

~~The Passenger-Mile Per Vehicle Revenue Mile in FY 199051~~

~~50.41 50~~

~~UKB Metra SH7A PCS NOD CONN tf-N NJT UBTA MABC TW-RAIL~~

~~Figure 18. The Passenger-Miles Per Vehicle Revenue Mile in FY 1990 [5]~~

~~57 Figure 19. The Farebox Revenue Per Passenger-Mile in 1990.~~

~~Table 15. The Operating and Annual Statistics of An Established Commuter Rail System (MARC in Maryland).~~

~~Operating Statistics System Penn Brunswick Camden Daily Trains 69 41 14 14 Daily Ridership 16,000 8,000 5,200 2,800 Stations 34 8 17 9 Operator n/a Amtrak CSXT CSXT Personnel 120 35 > 85 <~~

~~Annual Statistics~~

FY 1988 FY 1989 FY 1990 Operating Expenses $12,024,689 $15,053,687 $17,212,905 Operating Revenues 6,643,551 8,066,394 10,081,452 Operating Deficit 5,381,138 6,987,303 7,131,138 Cost Recovery 55.2% 53.6% 58.6% Ridership 2,231,600 2,702,100 3,456,400

~~Capital Program~~

~~($ Millions) FY 90 FY 91 FY 92 FY 93 - 96 Rolling Stock $7.5 $18.1 $8.8 $45.5 Stations 4.3 20.5 9.2 9.8 Facilities 0.6 4.4 4.4 2.3~~

~~Rolling Stock Fleet~~

~~Locomotives Passenger Cars~~

~~Diesel 1 Self Propelled Diesel Cars 15 Electric 4 Trailer Cars 69 Cab Cars 18. Total 15 Total 102~~

~~Total Rolling Stock Fleet: 117 Vehicles~~

~~Source: MARC~~

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~~61 CHAPTER 5 NEW AND PROPOSED SYSTEMS~~

~~1. Northern Virginia Stations and facilities~~

~~The Northern Virginia Transportation The Northern Virginia Transportation Commission and Rappahannock Commission has built simple concrete~~

Transportation Commission have initiated platforms for its stations. Park-and ride commuter service on two lines radiating out facilities will be provided at almost every of Washington, D.C.; a 64 mile line to suburban station. The Manassas line will

Fredericksburg, Virginia, and a 33 mile line have a total capacity of approximately 2, 100 to Manassas, Virginia as shown in Figure automobiles, while those on the 23. Cars and locomotives are being Fredericksburg line will accommodate delivered, station construction is nearly nearly 1,400 automobiles [16]. complete, and Virginia Railway Express (VRE) has become the newest North Ridership estimation

~~American commuter rail system as of~~

~~June 22, 1992. The start-up cost of this Ridership is projected initially to be 2,500 system is shown in Table 17. daily passengers.~~

~~Routes of operation 2. San Diego, California~~

Commuter rail service operates over routes The Northern San Diego County Transit between Washington's Union Station to Development Board plans to start service on Manassas, and Fredericksburg. Both routes a new 43-mile commuter line, linking originate from Washington's Union Station. Ocean side and San Diego by the fall of 1992 A 55-mile line serves Fredericksburg via [17]. the Richmond, Fredericksburg & Potomac Railroad, while a 35-mile Manassas line Service operates via the Norfolk Southern Railroad. Service will consist of four morning peak- Equipment hour trains from Oceanside to San Diego and four evening peak-hour trains out of San VRE has acquired a fleet of 10 Diego. Service will be gradually expanded remanufactured diesel electric locomotives to comprise six trains in each direction and 38 new single-level passenger cars. during peak hours and hourly service during Four daily push-pull round trips operate on non-peak hours. each line [5]. Used coaches purchased from the MBTA are being rehabilitated. Equipment

~~62 63 The planned train consist will be a locomotive and four 85 ft, 160-seat bi-level cars, although expanded service may have as many as ten cars per train.~~

~~Table 17. Start-up Cost for New Commuter Rail Systems.~~

~~Tri-Rail VRE (a)~~

~~Length (mile) 67 95 Cost of R-O-W (million) $264 (b) Other Costs (million) (c) $59 $105 Total Start-up Cost (million) $323 $105 Total Start-up Cost per Mile (million) $4.82 $1.11 (d)~~

~~(a) VRE: Virginia Railway Express (b) Right-of-way owned by the host railroads. (c) Other costs include equipment purchases, shared facilities, and stations. (d) Excluding right-of-way cost.~~

Ridership By 1995, the six counties expect to have in place a 10-line commuter rail system of Ridership is estimated to be 3,950 daily some 420 route miles. This line will serve riders by the year 1995, rising to 5,560 in the entire Southern California region as the year 2000 and 8,260 by the year 2010. shown in Figure 24. The new system is funded largely from two major statewide 3. Southern California transportation bond issues approved by voters in 1990, and from transportation sales Six heavily populated Southern California tax measures, that have been approved in counties are moving ahead rapidly with almost all of California's heavily populated plans for what will be the most extensive counties. On June 18, 1992, Southern new commuter rail network under California transit agencies announced that development in the United States. they had reached an agreement with the

"Metrolink" is the service name. It will be Santa Fe Railroad for purchase of 340 miles operated by the Southern California of right-of-way, trackage rights, and Regional Rail Authority (SCRRA), additional properties for a total price of comprising the five county transportation $500 million [18]. commissions (Los Angeles, San Bernardino, Riverside, Orange, and Ventura), and three Metrolink began service on October 26, San Diego agencies (North County Transit 1992. Amtrak will operate 120 miles of District, San Diego Association of commuter rail (diesel hauled trains) linking Governments, and the Metropolitan Los Angeles to San Bernardino County, Transportation Development Board). Ventura County, and the Santa Clarita Valley [19]. The start-up cost of Metrolink

~~11 — I ^ 1 | 11~~

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ft 5-4 II fa H cd 5-1 X fa rH 4J ~H to CO cfl MH ft in CO cd ft-H P CJ* TJ c CO C 5-1 3 X5 HI C Lfl cr» Lf) rj» ro rd 0 QJ QJ Q (0 I «H 3 CJ* ro CJ) rd Lf) -H TJ a cn ro Lf) f-^ P H U | o ^D CN CD "c" P 3 H !h 0) CD cn fa ftrH CO P cd u t Lf) ro 03 LO ro rH 03 0 co 4-1 H LO t> -J II fa rH p II CO -H C c 03 QJ Vl rd o CO TJ cn i-i 10 03 t3 -H QJ •H c 03 O -3 rd XI fa C O C 0) 0 T3 P a x o 0 p CD 03 •H >4 cd O cd rH rd O 4-1 0) .p cd OJ 0 4-> 4J fa > 3 U S U rH P S4 TJ C £ fa -H 0 0 U 03 cd Fh ±J rH "!l C O "H OJ 0 -r4 CO rj 01 P o tj cd rd C C7> r^ fa 0J •H ft cn ftp cd •H 4-> L( L) c fa XI rH fa O o <^< *o 0) X u Q 3 to p > 03 to > e 0) >£j •H 3 O 3 O 3 ^4 rd -H Q) 0 QJ c H 0) fa C CD C X! CO 4J CO -P CO OJ <; T3 cd TJ c E 3 P Q > p w e 4-» •r4 Sh C7* rd 10 p H QJ C CO X Vl & 0 c 3 rd 3 C rd Vh TJ TJ TJ TJ TJ P C C fa co •H 3 0 Q) 4-1 — ^ 0 TJ rH rd U rd 03 03 03 03 O rd rd a) II CO co O O X fa MH £ rH u CO OJ rj 5 CO CO CO CO CO CO U CO >i U do" X TJ -H r- CO QJ rd fa (0 fa D QJ fa II a; ^ j-i —» ^ — —« ^ CO CO u \ 0) m e p s » £ rd QJ TJ fa c cd O fa c fa rd fa fa 0 fa 0 fa -H fa rd 0) fa U 3 X CJ rH rH u CO -H fa Vh CO rd CO X! CO CO i-l CO >-l CO > CO -H X CO 03 3 — 1-4 O CO M-l — CO ^— CJ > H-l — U-l > P U CO c CO c 4J H 0" QJ CO 43 ca CO c u _p c r*i 0 P H -H '+-! o <=c QJ CO TJ 0 r*« S-l S-l •rH CO H r1 0 p OJ 0 0 0 rd U c 03 0 OJ 0) TJ P 4H C CO c C P 'rd" Q) 0) --< »H •H 3 p *•*» H cn oj oj TJ ft 0 QJ u BP rj rj Lj P TJ 0 H ft > co 03 C •H ,. Q C C rH r* TJ •r^ c •H O i-l to U 4-> 03 c QJ U U U J-l •H > c > c « vj tu TJ QJ CO CO D U cd a) rd cn Vh U <; o) \fa CO C TJ 5-1 QJ -H m x rd ft c M OJ M Q) .J X p rd -H 0 II li 4J CJ -P P U rd -^.4-> ^ 4-1 ^-4-1 0) X 3 rH fa s 0 c n C O 0) TJ CO TJ CO TJ 3 e p u TJ TJ to 0 S-4 rd o rd 0 u X! rd 03 OJ 03 O a> -r4 x OJ ca fa a; o co s CO s o CO W CO 5 to to 33 5 Eh fa CO D

~~66 is shown in Table 18. 6. Cleveland, Ohio~~

4. Dallas, Texas The Greater Cleveland Regional Transit Authority (RTA) has been considering the Dallas Area Rapid Transit (DART) may development of commuter rail service implement a 42 route-mile commuter rail serving downtown Cleveland for several project that will connect Dallas and Fort years. Several years ago, a BRE-Leyland Worth, with a link to Dallas-Fort Worth rail-bus was operated in a month-long

International Airport [2]. If agreement demonstration commuter service over between DART, the Fort-Worth Transit Norfolk Southern tracks between Cleveland, Authority, and the cities of Fort-Worth and Euclid and Mentor, Ohio. RTA received Dallas is reached soon, the service could proposals for the planning and operation of begin by 1993. services with either rail buses or push-pull equipment in as many as five existing rail The initial service will consist of a 10 mile corridors linking Cleveland with such near- line from Dallas' Union Station to South by communities as Ashtabula, Aurora, Irving Transit Center with three intermediate Akron, Strongsville, and Lorain. stations. DART hopes to provide initial rush-hour service by mid- 1993, using push- The development of commuter rail continues pull diesel hauled trains of two to three to be considered by both RTA and the coaches of self propelled RDC's. Future Northeast Ohio Area-Wide Coordinating plans include an eight-mile addition to link Agency, the Cleveland-area metropolitan Dallas with Dallas/Forth Worth Airport as planning organization. shown in Figure 25 [11]. 7. Atlanta, Georgia 5. Seattle, Washington The Metropolitan Atlanta Rapid Transit Seattle is studying a 32-mile commuter rail Authority (MARTA) completed a commuter service between the King Street Station and rail study in December 1987. The study Tacoma. A tentative start date of revenue considered commuter rail service over the service is in 1995 [2,17]. The projected 32 Norfolk Southern on a 105-mile route south mile route would operate from Seattle to to Macon that would be linked with Puyallup, near Tacoma, over Burlington MARTA's South Line at East Point Station, Northern tracks as shown in Figure 26. The and on an 87-mile route to the east over entire project is expected to cost about $160 CSX tracks to Greensboro that would million, including both start-up costs and connect with MARTA's East Line at operating costs over the first five years. Avondale station. Four inbound trains in Five trains would operate in the direction of the morning peak flow and four outbound peak period traffic while three would trains in the evening are planned for each operate an opposite direction. The planned line. level of service includes a total of 16 daily

~~trains, eight in the morning and eight in the Other Systems evening peak periods. In addition to the above new and proposed~~

~~67 DART/T COMMUTER RAIL SERVICE~~

~~PLAND~~

~~CARRDLLTDN FARMERS BRANCH IRVING~~

~~S. IRVING TRANSIT CENTER~~

~~FDRT ARLINGTON WORTH DALLAS~~

~~PHASE 1 (1993)~~

~~FUTURE PHASE~~

~~Figure 25, The System Map for the Dallas Commuter Rail Service,~~

~~68 a .~~

~~' King . International/District. Street Bus Tunnel'.'.'.'.'.'.'.'.'.'.'.'.'.~~

~~Duwarnish "SOUND Manster Road~~

~~Black River/ Boeing Longacres rllla~~

~~Kent Downtown~~

~~North Auburn Auburn Downtown~~

~~Toeon Auburn-EUlngson C80. Road~~

~~Sunner Tacoma Antrak Puyallup-Inter Avenue m Stations Commuter Rail \j Recommended stations~~

~~Figure 26. System Map for the Proposed Seattle Conuter Rail Service.~~

~~69 systems, transit planners in the following nine (9) cities are considering commuter rail as a potential part of the solution to local transportation problems [2]:~~

~~Bath, Maine Burlington, Vermont Charleston, South Carolina Nashville, Tennessee Memphis, Tennessee Tampa, Florida Orlando, Florida Jacksonville, Florida Milwaukee, Wisconsin CHAPTER 6 CURRENT TRENDS~~

~~1. Bi-Level Cars County, California and Florida's Tri-Rail.~~

The trend toward higher capacity cars 2. Circumferential Route continues as a means of absorbing increases in ridership without adding costly cars, to Considerable momentum is being generated limit the crew size, and because of station toward institution of commuter-rail service platform length limitations. Higher capacity on two-lines in the Chicago Metropolitan is achieved in two ways: (1) use of bi-level area - one a circumferential link. The latter cars and (2) use of 3 and 2 seating design. proposal arises out of Sears, Roebuck & A car with 80 seats can be changed to 120- Company's move of most of its Merchandise 125 seats by the use of 3 and 2 seating Group personnel from the Sears Tower in arrangement. Virtually all cars operated by downtown Chicago to a new campus in the the MTA in the New York region use the 3 Schaumburg area northwest of the city. By and 2 seating arrangement. 1992, some 5,000 people will be working in the new location, bounded on two sides by Bi-level commuter rail cars may become the the Elgin, Joliet & Eastern railroad and the standard for commute service in the 1990s. Northwest Tollway. A similar idea has been Orders for such cars are coming from proposed in Philadelphia using the ex- authorities across the United States which Pennsylvania Railroad (now Conrail) previously operated traditional, single-level Trenton Cutoff. trains. Even two agencies in "single-level" Northeast Corridor territory - the 3. Connection to Airports Massachusetts Bay Transportation Authority

~~(MBTA) and the Long Island Rail Road- South Florida's Tri-Rail is the first have ordered double-deck cars. commuter rail system designed to connect three major airports (Miami, Ft. Lauderdale,~~

Bi-level trains can carry more passengers and Palm Beach) along it's corridor. A new per car, improving revenue-to-cost ratios. multi-modal transportation center is Capacity can be increased by one-third currently being planned in Miami to connect without the necessity of operating longer Miami International Airport with Tri-Rail, trains. However, double deck cars present Metro Rail, Amtrak trains, local buses, and problems in scheduling due to longer station the proposed Florida High Speed Rail dwell time, but this can be mitigated by system. In addition, MARC and SEPTA are careful use of zone schedules and other already serving their respective airports. operating techniques. Currently, bi-level The proposed DART in Dallas also has plan railcar operators in the U.S. include Metra, to extend commuter rail service to nearby CalTrain (PCS), MBTA, LIRR, Orange Dallas-Fort Worth airport.

~~71 4. Dedicated Funding Sources~~

Operating statistics show that nearly half of the operating cost of a commuter rail system needs to be subsidized, a figure comparable to other mass transit modes. Therefore, a dedicated funding source is important for the continued operation of any commuter rail system. The new systems in Northern Virginia and Southern California both have such dedicated funding sources through transportation bond funds and/or sales tax.

~~5. Contract Operator~~

Some commuter rail services hire contractors to run their services. Some agencies contract with freight railroads, some have engaged Amtrak, and still others have selected independent private operators. In an era of limited public resources, many new systems seriously consider the alternative of using a contract operator to run their systems. The names of the operators for existing commuter rail operations are shown in Table 19.

~~6. Joint Development at Stations~~

~~In an effort to achieve the greatest penetration of the potential market, adequate~~

~~supply of station parking is critical.~~

Today's suburban station sites can become activity centers which, with commercial use, can offer conveniences to commuters that reduce the number of auto trips and add to the systems utility. Successful implementation of the joint-development concept will ensure the steady growth in the

number of commuter rail riders. Examples include dry cleaners, day care centers, health/fitness clubs, convenience stores, bookstores, video rentals, restaurants, etc. Table 19. Operators for Existing Commuter Rail Systems [6].

~~System Operator~~

1 Long Island Rail Road (LIRR) LIRR 2 Metro-North (M-N) M-N 3 Metropolitan Rail (Metra) * Metra, BN, CN&W, NS 4 New Jersey Transit (NJT) NJT 5 Southeastern Pennsylvania Transp. Authority (SEPTA) SEPTA 6 Massachusetts Bay Transportation Authority (MBTA) * Amtrak 7 CalTrain Peninsula Commuter Service (PCS) * Amtrak 8 Maryland Rail Commuter (MARC) * Amtrak, CSX 9 Northern Indiana Commuter Transp. District (NICTD) * NICTD 10 Tri-County Rail (Tri-Rail) * UTDC

~~1 1 Connecticut DOT (Conn) * Amtrak, M-N~~

~~73 CHAPTER 6. SUMMARY AND CONCLUSIONS~~

~~The main points that emerge from this study percent) but higher than bus (40.9 percent). are as follows: It is about the same as LRT (45.1 percent).~~

1. Commuter rail is a viable, reasonable 8. Overall, commuter rail compares very cost transit alternative where railroad lines favorably in terms of energy efficiency and are potentially available. the revenue/cost ratio with other modes of public transit.

2. Commuter rail service can be an effective growth tool in regional planning, 9. Transit planners in several cities are particularly where employment centers are considering commuter rail as an integral part major traffic generators. of the solution to local transportation problems. 3. Implementation of new service requires investment in new or used locomotives and 10. Bi-level commuter railcars may become cars, station and parking facilities, and an the standard of the 1990s, where clearance operating agreement with a host railroad. allows, due to their high capacity and lower operating expense.

4. Right-of-way purchase is the single most expensive item in start-up cost, therefore, 11. A dedicated funding source is necessary shared facility agreement may be more cost to offset operating deficits. effective for new system.

~~5. Contract operators are cost effective for most agencies and the trend for contract operation is expected to be continued. New operations are generally run by contract operators.~~

~~6. The average operating expense for all commuter rail was $.27 per passenger-mile in Fiscal Year 1990, the lowest in all public transit systems (38 percent less than bus).~~

~~7. The revenue/cost ratio for commuter rail~~

~~(45.4 percent) is lower than the RRT (48.3~~

~~74 ACKNOWLEDGEMENTS 6. American Public Transit Association~~

(APTA), Commuter Rail Transport . 1991. The assistance of the officials from FTA, APTA, LIRR, Metro-North, Metra, MBTA, 7. Gray, G.E., "Costing Commuter CalTrain (PCS), MARC, NICTD, Tri-Rail, Services," Railway Age . March 1992, pp. ConnDOT, VRE, NJT, and DART is 61-74. acknowledged and appreciated. Extensive and extremely valuable assistance was 8. U.S. Department of Transportation, obtained from Mr. Jeffrey Mora and Ms. Transit Profiles/ Agencies in Urbanized Marina Drancsak of FTA. Other persons Areas Exceeding 200.000 Population for the who reviewed manuscript and offered useful 1990 Section 15 Report Year . Federal comments were Mr. Donald O. Eisele Transit Administration, November 1991. (Chairman), Mr. John P. Aurelius, Mr. E.L. Tennyson, Mr. Emmanuel S. 9. Joe Asher, "Rail Solutions for Horowitz, and Mr. G.E. Gray of the TRB Settle", Railway Age. December 1990, pp.

Commuter Rail Committee . In addition, the 83-86. assistance and the high quality of work of Mr. Christopher Moore calls for a special 10. "Chicago's $5 Billion Plan," Railway acknowledgement. While acknowledging all Age . June 1992, pp. 43-44. this assistance, the authors retains responsibility for accuracy of the materials, 11. Jessica Stern, "More Cities Look to analysis, and opinions in this report. Rail", Railway Age. September 1990, pp. 76-80. REFERENCES 12. "Commuter Rail Lines Build and

~~1. Transportation Research Board Rebuild to Meet Rising Demand", Railway (TRB), Urban Public Transportation Age. November 1990.~~

~~Glossary , p. 65, National Research Council, 1989. 13. Gray, G.E. Letter of Aug. 27, 1992.~~

~~2. "Commuter Railroad Planner's 14. Transit Update, "OCTA Ridership~~

~~Guide: A North American Overview," Exceeds 14,000," Railway Age . June 1992,~~

~~Railway Age , pp. 56-62, November 1991. p. 22.~~

~~3. Kalette, D., "Gridlock is Creating 15. Transit Update, "Orange County~~

~~'Wall-to-Wall' Cars," USA Today , p. ID, Votes Commuter Funds," Railway Age . September 18, 1989. May 1992, p. 21.~~

~~4. Vuchic, V.R., Urban Public 16. "Transit Blooms Coast-to-Coast",~~

~~Transportation Systems and Technology . Progressive Railroading. August 1990. pp Prentice-Hall, Inc., 1981. 31-39.~~

~~5. American Public Transit Association, 17. Kunz, R., "Commuter Rail~~

~~1991 Transit Fact Book . 1991. Renaissance," Passenger Train Journal , pp.~~

~~75 16-19, February 1991.~~

~~18. Transit Update, "Sante Fe Sells for~~

~~$500 Million," Railway Age. July 1992, p. 26.~~

~~19. "Amtrak will Operate Metrolink~~

~~Trains," Railway Age. January 1992, p. 9. ,~~

~~BIBLIOGRAPHY ON COMMUTER RAIL TRANSIT~~

~~1. "MBTA will restore Old 12. Bob Lewis, " Hidden~~

~~Colony service," Railway Age , assets," Railway Acre , March~~

~~July 1992. 1992 .~~

~~2. "Santa Fe settles for $500 13. "MTA's capital plan runs million," Railway Age , July into trouble," Railway Age ,~~

~~1992 . Feb. 1992.~~

~~3. Shen, L.D. and Mora, J., 14. Jessica Etern, "Resignaling~~

~~"The resurgence of commuter Grand Central," Railway Age , rail," a paper under reviewed January 1992. for possible publication in the~~

~~ITE Journal . October 1992. 15. "MK will build 'California~~

~~Cars'," Railway Age , March~~

~~4 . "OCTA ridership exceeds 1992 .~~

~~14,000," Railway Age . June~~

~~1992 . 16. "Amtrak will operate~~

~~Metrolink trains," Railway Age , 5. "Chicago' s $5-billion plan, " January 1992.~~

~~Railway Age . June 1992. 17. Luther S. Miller, "1992 6. William D. Middleton, outlook: transit hits the~~

~~"Virginia commuter rail opens," bullseye," Railway Age , January~~

~~Railway Age , June 1992. 1992 .~~

7 . "Orange County votes 18. George E. Gray, Statistical commuter funds," Railway Age , summary of operating North May 1992. Amer ican commuter rail services California Department 8. Thomas R. Waldron, "Virginia of Transportation, January

~~Railway Express : you've got a 1992 . train to catch," Passenger~~

~~Transport , APTA, April 1992. 19. Urban Mass Transportation Administration, Trans it~~

~~9 . "Metro-North : high wire to Profiles: Agencies in Urbanized efficiency," Railway Age , March Areas Exceeding 200,000~~

~~1992 . Population, for the 1990~~

~~Section 15 Report Year , 10. Jessica Stern, November 1991. "Electrifying news for~~

~~California," Railway Age , March 20. "Commuter railroad~~

~~1992 . planner's guide: a North American overview," Railway~~

~~11. George E. Gray, "Costing Age , November 1991. commuter services," Railway~~

~~Age . March 1992, 21. American Public Transit~~

~~77 ,~~

Association, 1991 Transit Fact Railway Age , November 199 0. Book, October 1991. 28. William D. Middleton, 22. "Transit renaissance "Building new rail markets," continuing," Progress ive Railway Age , November 1990.

~~Railroading . August 1991. 29. Douglas John Bowen, "The~~

~~2 3 . Southern California bi-level break through,"~~

~~Commuter Rail 1991 Regional Railway Age . October 1990.~~

~~S ystem Plan , Southern California Commuter Rail 30. Jessica Stern, "More Cities~~

~~Coordinating Council, June Look to Rail," Railway Age , 1991. September 1990.~~

~~2 4 . California Rail Passenger 31. Scott Ornstein, "On the Development Plan 1991-96 Fiscal MARC - commuter rail comes of Years, State of California age in the nation's capital,"~~

~~Department of Transportation, Passenger Train Journal , May 1991. September 1990.~~

~~25. Douglas Bowen, "Sunny days 32. "Will Metra follow Sears ?" for Tri-Rail," Railway Age , Railway Age , September 1990. March 1991. 33. "Transit blooms coast-to-~~

~~11 26. Kunz, R. , "Commuter rail coast , Progressive 11 renaissance, Progressive Train Railroading , August 199 0. Journal February 1991. 34. John Krattinger, "Commuter~~

~~27 . 1991 Connecticut Rail rail for the Connecticut~~

Passenger Fact Booklet , Office coast," Passenger Train of Rail Operation, Connecticut Journal , July 1990. Department of Transportation. 35. Eugene K. Skoropowki, 23. "LIRR upgrades signal "SEPTA studies cross county system," Railway Age, January commuting," Railway Age , July 1991, 1990.

~~24. American Public Transit 36. Ripley Watson, "Traffic jam~~

~~Association (APTA) , Commuter solutions face congestion,"~~

~~Rail Transport, 1991. Modern Railroads , May 1990.~~

25. Joe Asher, "Rail solutions 37. "Marketing moxie at Metra," for Seattle," Railway Age, Railway Age , March 1990. December 1990. 38. "Virginia find a bargain in 26. Douglas John Bowen, Brazil: A $700,000 commuter "Commuter rail lines build and car; San Diego Commuter Line to rebuild to meet rising demand," open in '92, " Railway Age ,

~~Railway Age , November 199 0. March 1990.~~

~~27. "1990-1991 Commuter 39. Runyon,B, "Rail transit railroad planner's guide," keeps on gaining," Progressive~~

~~78 , , , . .~~

~~Railroading , January 1990. 48. Urban Mass Transportation Administration, Trans it~~

~~40 . Net Costs of Peak and Deficits: Peak and Off-Peak Offpeak Transit Trips Taken Comparisons U.S. Department of Nationwide b_y Mode Transportation, April 1989. , Transportation Research Board~~

~~1990. 49 . 1989 Commuter Rail Transit~~

~~Conference Summary Report , 41. William D. Middleton, Metra/Metropolitan Rail, April~~

~~"California looks to rail," 1989 .~~

~~Railway Age , October 1989. 50. Donald O. Eisele, "There is~~

~~42. Kalette, D. , "Gridlock is a 5:07 in your future," Modern creating 'wall-to-wall ' cars," Railroad , April 1989.~~

~~USA Today , p. ID, September 18,~~

~~1989 . 51. "L.A.'s first-ever rail car hints at alternative to~~

43. John L. Henneman and David freeways," Mass Transit , Phillips Beal, Estimating January 1989. commute rail ridership from distance-based station market 52. Luther S. Miller, "Defying areas Metropolitan Conference the doomsayer," Railway Age , on Public Transportation January 1989. Research, June 16, 1989. 53. Transportation Research

44. William D. Middleton, Board (TRB) , Urban Public - "Commuter railroads Part I, Transportation Glossary , p. 65, Old lines, new challenges," National Research Council, "Part II, Suburban services 1989. flourish," "Part III, New cities seek antidote to an 54 . Commuter service by overdose of autos," Caltrains National Railway

~~Railway Age , April, May, June Bulletin 1988. 1989. 55. "Who's who in commuter rail~~

45. Lyle G. Gomm, Commuter rail roading," Railway Age , October ridership; Socioeconomic 1988. variation and market share patterns Metropolitan 56. William D.Milddleton , conference on Public "Commuter rail : all aboard,

~~Transportation Research, June America!" Railway Age , October 16, 1989. 1988.~~

~~46. L. David Shen, "Tri-Rail: 57. Bill Bleyer, "LIRR South Florida's answer to fight electrification, " Mass Transit, traffic congestion," Mass April 1988.~~

~~Transit , May 1989. 58. Donald O. Eisele, 47. Dan Cupper, "From freight "Interface between passenger trains to the 5:15," Mass and freight operations,"~~

~~Transit , May 1989. Transportation Research Record , No. 1029, 1985.~~

~~79 , ., , ,:~~

~~59. "M-N, LIRR: A new plan, 11 1978~~

~~Railway Acre , December 1986.~~

71 . Public Hearing Before 60. Frank Malone, "CalTrain: Senate Transportation and Where are the riders?" Railway Communication Committee on Age, December 1986. Commuter Rail Service in New Jersey Held in Trenton, New 61. Donald O. Eisele, "Suburban Jersey on October 11,1977. New service in North America Jersey Transportation and today," Journal of Advanced Communications Committee, Transportation, 1984. Trenton, 1977.

~~62. Luther S. Miller, "Transit: 72 . Land Use Impact of Rapid~~

More in '84, " Railway Age , Transit: Implications of Recent January 1984. Experience Office of Assistant Secretary for Policy, Plan 63. Michaele Berryhill, and International Affairs, "Railroading the cities," August 1977. Harper 7 s December 1983. 73. Donald O. Eisele, 64. "Metro-North modernizes," "Operational efficiency of

~~Railway Age , September 1983. suburban railroads," ASCE National Specialty Conference, 65. Urban Mass Transportation Urban Transportation~~

~~Administration, Analysis of Efficiency , New York, NY, July Commuter Rail Cost and Cost 1976. Allocation Methods U.S.~~

~~Department of Transportation, 74 . Commuter and Regional Rail~~

~~1983 . Transport West Ber 1 in~~

~~Conference: The Train Solution , 66. John Armstrong, International Union of Public "Resignaling the corridor," Transport, 1976.~~

~~Railway Age , April 1983.~~

75 . Northeast Corridor High 67. Tom Kizzia, "Commuter Speed Rail Passenger Service crisis in the Northeast," Improvement Project, National Railway Age January 1981. Technical Information , Service, May 1975. 68. Vuchic, V.R., Urban Public Transportation Systems and 76. Urban Mass Transportation Technology Prentice-Hall, Administration, The United

Inc. , 1981 State and The International Market For Rail Eguipment, U.S. 69. "Necip'80: Productive Department of Transportation. shifts in operations and organization," Railway age , 77. Battelle Columbus Labs., December 1980. Environmental Accessment of the System Plan, United States 70. Donald O. Eisele, "Zone Railway Association, scheduling on suburban rail Washington, D.C. April 1975. transit lines," AIIE News , Vol. XIII, No. 1, September 78 Donald O. Eisele,

~~80 "Converting a railroad to a first class suburban rail transit system - under traffic," Institute of Rapid~~

~~Transit , Specialty Conference, New Approaches to Urban~~

~~Transportation Needs , Philadelphia, Pennsylvania, March, 1971.~~

79. Donald 0. Eisele, "Application of zone theory to a suburban rail transit network," Traffic Quarterly , January 1968. I*

~~APPENDICES~~

~~82 APPENDICES~~

~~Appendix A - General Data - Bombardier Push-Pull Commuter Car~~

~~Appendix B - General Data - UTDC Bi-Level Commuter Car~~

~~Appendix C - General Data - General Motor F40PH Diesel Locomotive~~

~~Appendix D - General Data - Morrison Knudsen GP40FH-2 Diesel Locomotive~~

~~Appendix E - General Data - Bombardier Self- Propelled Gallery Car~~

~~Appendix F - Commuter Rail Survey Form 84~~

~~OPERATED BY THE METRO-NORTH COMMUTER RAILROAD, NEW YORK, NY. 85~~

~~I E -~~

~~5- 3 I _~~

~~n c 5 c~~

~~S i' o V if a £ S roiu QJ m ? X) 3 3 * 'J". X T <3 SIS 6 0- a. =3 =a a S3 LU r~~

~~O n~~

~~• l £ E and o n U s c~~

~~§ o , Z u 6 s 5 Ti~~

~~;» O c Order C~~

S o c o c i % 3 0 a o Numerous features to improve passenger comfort and the operating efficiency of commuter rail services have been incorporated into the locomotive-hauled push- pull commuter cars purchased from Bombardier by the Metropolitan Transporta- tion Authority (MTA). These cars will be operated by Metro-North Commuter Railroad on the 72-mile Upper Hudson commuter service which runs between Poughkeepsie, New York and New York City's Grand Central Terminal. Christe-

~~ned the •• Shoreliner Series », the initial Metro-North order consisted of fourteen trailers and five cab cars. An additional fifteen-car option will be delivered by the end of 1987.~~

Designed by Pullman-Standard, assembled in Barre, Vermont and long proven in operation at the MTA, New Jersey Transit and Boston's Massachusetts Bay Transportation Authority, push-pull cars contain modern, reliable systems for safety, heating, lighting, and air-conditioning. Well-cushioned contoured seats, an attractive interior with tinted windows, automatic doors, toilets, complete facilities for the handicapped and an electronic public address system ensure a comfortable ride for the commuters using the Metro-North rail service. Operations are facilitated by the use of high- or low-level passenger loading, paint-free exterior and interior finishes which minimize maintenance costs, and the cab cars, which contain complete engineer's controls. This feature permits operation of a train from the end opposite the locomotive and decreases turnaround time as locomotives do not have to be shunted after every run to change direction.

~~Metro-North commuters also enjoy the distinction of travelling in vehicles named to evoke the flavor and heritage of their region. « Eleanor Roosevelt-, « Henry~~

Hudson >», and « Tear of the Clouds >• are three of the winning entries selected in a car-naming contest organized by Metro-North Commuter Railroad among its customers. BWTJB Bombardier Inc. A >^^V 4 Mm* Tran*'t Division 1350 Nobel Street. Bouchetvillc Quebec. Canada J4B 1A1 Tel. (514) 655 3630 Telex 055-61576 PO BoTTia Baire. Vermonl 05641 USA 87 UTDC

Florida Bi-Level Floor ; plymetal covered with carpet Doors Commuter Coach • two pneumatically operated two- leaf sliding pocket doors per side; service These Bi-Level (double-decked) commuter rail coaches doors at each end provide rail service from downtown West Palm Beach to Side windows • fixed, tinted double glazed, meeting FRA Miami. Operating through Palm Beach, Broward and Dade Type II standards Counties, the service provides a much needed alternative for Seats • aluminum frames, molded fiberglass with commuters who use Highway 1-95. The busy Interstate is cushion inserts undergoing extensive reconstruction. The commuter line has 15 stations on the 96 kilometre (60 mile) line.

This UTDC Bi-Level, one of the largest commuter rail coaches in the world, has a crush load capacity of over 400 passengers. The design is a marked departure from the SUSPENSION, PROPULSION, BRAKING suspended seating (gallery) principle upon which most North Trucks/bogies • two per vehicle; cast steel with inboard American double-decked commuter coaches are based. The bearings UTDC Bi-Level has two full decks with intermediate end Suspension • chevron rubber spring primary; air spring decks over the trucks (bogies), an arrangement that permits secondary higher ceilings and better seat, stairway, and door Truck centres • 64 ft 0 in 19 507 mm positioning. Wheels • solid 33 in 838 mm

The low-level platform doors, located at the quarter points, Wheel base • 8 ft 6 in 2 591 mm let a full carload of passengers on or off the coach within Track gauge • 4 ft 8.5 in 1 435 mm 90 seconds and minimise platform congestion. In addition, Propulsion • locomotive hauled Bi-Level cab cars permit push/pull train operation that Gear ratio • not applicable reduces turnaround times and operating costs. Gearbox • not required Wheelslide THE ORDER protection • provision for addition • Customer Florida Department of Transport (FDOT) Service brakes • pneumatic tread brakes and disc brakes • Rail Organization Operator Tri-County Commuter Emergency brakes • see "Service brakes" (TCRO) Parking brakes • mechanical hand brakes Total order • 18 vehicles (6 cab cars) In service • January, 1989 Configuration • single vehicles Train consist • up to 10 vehicles VEHICLE CAPACITY • 162 non-cab 159 cab BODY Seating (2 cab car wheelchair tie-downs) Underframe • low-alloy, high-tensile steel 2 • (4/m ) 298 non-cab 293 cab 2 • Superstructure • aluminum alloy structure and sheathing, (6/m ) 366 non-cab 360 cab 2 • painted (8/m ) 433 non-cab 427 cab 25 908 mm

PASSENGER COMFORT Service acceleration • locomotive hauled 2 Heating • electric convection floor heaters, overhead Service braking* • 1.5 mphps 0.67 m/s air heaters Emergency braking* • 1.8 mphps 0.80 m/s 2 Air conditioning • two self-contained units, one at each end Minimum horizontal of vehicle curve radius • 250 ft 76 m • Washrooms one per coach car Minimum vertical curve radius •2 000 ft 610 m

*on level tangent track VEHICLE DIMENSIONS

Length over couplers • 85 ft 0 in 25 908 mm Length over body ends • 84 ft 4 in 25 704 mm ELECTRICAL AND CONTROL SYSTEMS Width • 9 ft 10 in 2 997 mm Power supply • 480 V, 3 ph, 60 Hz head end power Height, rail to roof • 15 ft 11 in 4 851 mm Power collection • not applicable Height, rail to floor • 2 ft 1 in 635 mm Low-voltage power • 36 VDC, nickel-cadmium emergency Empty weight • 109 0001b 49 441 kg supply battery Headroom, centre Auxiliary power • static battery charger and low-voltage aisle • 6 ft 7 in 2 006 mm supply power supply Doorway width • 4 ft 4 in 1 321 mm Interior lighting • fluorescent Doorway height • 6 ft 6 in 1 981 mm Step height - above standard low platform • 10 in 254 mm

• above top of rail • 18 in 460 mm ENVIRONMENTAL CONDITIONS Extreme temperature VEHICLE PERFORMANCE range • +32 to +91 F 0 to +33 C Maximum design Wind speed • average 40 mph 18 m/s speed • 100 mph 161 km/h • peak gust 68 mph 31 m/s Maximum operating Maximum interior speed • 84 mph 135 km/h vehicle noise level • 70 dBA static

~~• UTDC Inc., Taylor Kidd Blvd., P.O. Box 70, Stn. A, Kingston, Ont., K7M 6P9 (613) 384-3100~~

~~• UTDC Corporation, 344N Woodward Ave., Suiic 301, Birmingham, Ml 48009 (313) 642-6600 89~~

~~General Motors Locomotives ii hi mil urn mil iiiii inn iiiii inn iiiii mil am urn mil inn~~

~~F40PH 3000 HP Passenger Locomotive~~

With over 300 units now in passenger and transit service worldwide, the General Motors model F40PH brings proven dependability to your system. The durable D77 DC traction motors have a proven performance record. Head-end power from the 16-645E3C main engine mean just one engine to maintain. The blended brake system extends wheel and brake shoe and life to reduce operating costs and downtime. Plug-in microprocessor modules provide up-to-date wheel slip control for optimum tractive efficiency.

~~The F40PH is available with a modernized cab including console design for improved comfort, visibility and safety, plus new truck suspension for increased rider comfort in high-speed service.~~

~~people ii i moving people~~

~~GM Locomotive.Group 90~~

~~General Motors Locomotives~~

~~IIIIIIIIIIIIIIII1IIIIIIIIIIIIIIIIIIIIIIIH~~

CURVE NEGOTIATION F40PH Truck swing limits single unit curve negotiation to a 3000 HP Passenger Locomotive 41° curve of 140' radius. Certain options and modifications may have an effect on minimum curve MODEL radius and/or overall locomotive clearances. F40PH 3000 horsepower four-motor diesel-electric locomotive. MR designation (B-B).

TRACK GAUGE Standard gauge. TRACTIVE EFFORT — SPEED CURVE NOMINAL DIMENSIONS 3000 HP F40PH LOCOMOTIVE Distance, end plate to centerline of bolster: 57: 20 G.R. — 40" WH. 6" Hood end 9| ' " Cab end 9 6 80000 33' Distance between bolster centers 52* Distance, front end plate to rear end plate 9' Four wheel truck - wheel base Width over handholds 10' 7-13/16" Overall height over cooling fanguard 7-1/8" exhaust silencer 1 5'

~~DRIVE Driving Motors Driving Wheels Diameter Wheels 40~~

WEIGHTS AND SUPPLIES Basic nominal weight on rails «'oaded) "^"iSSSS 10000 ::.\\\" sand :::::::::: »£ -Ir- 257 u 40 60 80 li30 Cooling water |« 20 395 USG MILES PER HOUR Lubricating oil people moving people

~~Diesel Division, General Motors of Canada Limited RO Box 5160, London, Ontario N6A 4N5 452-5332 Locomotive Group. Phone (519) 452-5117 Fax (519) GM 91 3 MORRISON KNUDSEN CORPORATION~~

New Jersey Transit Auxiliary Generator Voltage (DC) 74 Rating i8kW GP40FH-2 Locomotive Traction Motors Model D77B Model Designation GP40FH-2 Number 4 Locomotive Type (B-B) 0440 Type DC Series Wound Locomotive Horsepower 3000 Axle Hung Diesel Engine Max Cont Rating 1,050A Model 645E3 Driving Wheels Type TUrtxxharged Number 4 Pair 0" Number of Cylinders 16 Width Over Cab Sheeting 10' CylinclerAnangernent 450^. Width Over Carbody Cylinder Bore Access Steps 10' 8" and Stroke 9-1/16" x 10" Height Top of Rail to Top Operating Principle 2 Stroke Cycle, of Cooling Fan Guards 15' 4-3/4" TurtxxhargecL Unit Distance Between 2" Injection, Water Cooled Coupler Faces 59'

Full Speed 904 RPM Distance, Pulling Face of Coupler 12' 7" Idle Speed Tb Bolster GznteiUne Normal 300 RPM Distance Between 0" Low 235 RPM Bolster Centers.'. 34' Main Generator Model AR10A4/D14 Minimum Curve Negotiation Capability - 42° - Traction Alternator 140 ft Radius Curve (Rectified Output) AR10 Single Unit With Single Shoe -24° - Numberof Poles 10 240 ft Radius Curve Nominal voltage (DC) 600 Two Units Coupled - 18° - Max. Cont Rating 4>200A 315 ft Radius Curve Companion Alternator D14 Unit Coupled to Standard Nominal Voltage (AQ 215 87 ft Passenger Car Numberof Poles 16 Head End Power Unit Frequency (At 900 RPM) 120 Hz Cummins Diesel Engine 11. Diesel Engne 16645E3 21. Fuel Filter 31. Air Brake Compartment 1 . Sand Box (Front/Rear) 22. Aff Compressor 32. Coupier/Draft Gear 2. Battery 12. Exhaust Manifold Plant 33. HEP Cooing Expansion Tank 3 Control Stand 13. Engine Governor 23. HEP 24. HEP Relay Cabinet 34. HEP Cooing Fan 4. Electrical Cabinet 14. Lube OB Straner 25. HEP High \btage Cabinet 35. HEP Air Start Reservoirs 5. Inertia! Ar Fiter 15 . Engfeie vaster Tank 26. Truck 36 Exhaust Stencer 6. Traction Motor Bower 16. Fuel Pump Fuel Tank 37 Main Air Reservors 7 Generator Bover 17. Lube Oi Flters 27. 28. Inerbal Air Discharge Fan 3a Emergency Fuel Cut Off (Both Sides) 8. Auxiliary Generator ia Lube Oi Cooler

~~29 . Air Dryer 9. Turbo Charger 19. Radiators Fan 30. Auxiliary Lube Oil Pump 10. Main Generator 20. Radiator Cooling~~

Model KTTA-19C WB0 8114 Gardner-Denver Type 4 Stroke Cyde Air Compressor Aspiration TWirt-TUrbocharged Basic 2 Stage Number of Cylinders 6 Type Number of Cylinders 3 Cylinder Bore 6.25 in. Capacity Cylinder Stroke 6.25 ia (At 900 RPM) 254 cu. ft/min. Full Speed 1800 RPM Air Compressor Cooling Water Lubricating Oil 12.1 gal. Lube Oil Capacity 10-1/2 gal. Cooling System 100 gal. Storage Battery 50/50 Ethylene Glycol Numberof Cells 32 Alternator Marathon 64 Model 202BAT61633W Voltage Rating Hour) 420 Amp Hr. Frame Size 680 (8 Supplies Nominal Voltage (AC)480v Lubricating Oil Capacity 243 gal. Frequency at 1800 RPM 60Hz Cooling Water Capacity 275 gal. Frequency at 900 RPM 30 Hz gal. Fuel Capacity 2500 Control Voltage (DC) 74 38 cu. ft. 494 Kw Sand Rating (Standard) 26L/CS2 Air Brakes Type Minimum Top Speed* Approximate Weight Continuous 289,000105. Gear Ratio MPH on Rails MPH 100% Weight on Drivers 57:20 102 16.3 IMORRISON KNUDSEN CORPORATION * Based on 2471 maximum rpm for RAIL SYSTEMS GROUP traction motors. PO BOX 73/BOISE, IDAHO U S A 83729 S9f>7 PHONE (?0B) 386-5950/FAX (?n8) 336 SELF-PROPELLED GALLERY CAR

~~Operated by the Illinois Central Gulf Railroad~~

~~BOMBARDIER Bombardier Inc. Mass Transit Division 94 95~~

~~Upper lovel interior Lower level interior~~

~~The Highliners were designed by the St. Louis Car Company for operation on the Illinois Central Gulf Railroad's commuter lines in the Chicago area. Following the~~

The car bodies, constructed of low alloy - high tensile steel, feature two levels for seated passengers, both of which may be monitored by railroad personnel from the first level for ticket taking, etc Access to the upper level is via stairwells located at the center of the car

Used in commuter service, the cars serve numerous communities to the south of Chicago One route. South Chicago, operates on a boulevard median strip while another to Blue Island, operates for a considerable distance on single track.

~~The cars have been designed and built to operate in the severe winters experienced in Chicago, with temperatures of -20°F and snowfalls of 20 inches and more~~

~~Bombardier Inc. Mass Transit Division 1350 Nobel Street Boucherville, Quebec. Canada J4B 1A1 Telephone: (514) 655-3830 Telex: 055 61576 SURVEY OF COMMUTER RAIL SYSTEMS IN THE U.S.~~

~~Urbanized Area: State:~~

~~Name of the Operating Agency:~~

~~Length of the system in route miles: , No. of stations:~~

~~Type of feeder systems: 1) Bus LRT 3) RRT 4) Other , 2)~~

~~Service schedules:~~

~~1) Weekday schedule (no. of trains/day/direction):~~

~~2) Weekend schedule (no. of trains/day/direction): Sat. , Sun.~~

~~Vehicle characteristics:~~

~~1) dimensions (ft.): length , width , height , # of axles 2) seating capacity: 3) vehicle capacity (spaces/vehicle): 4) Single level: or Bi-level vehicle~~

~~5) Train composition (no. of cars): Minimum , Maximum~~

~~6) Facilities to accommodate handicapped: Yes , No 7) Distance between truck centers (ft):~~

~~8) Weight: tare/gross (tons): 9) Maximum speed (mph):~~

~~10) No. of Locomotives , Coaches , MU , Bi-level cars_~~

~~Fixed facilities:~~

~~1) Guideway: Shared w/freight train , or Dedicated service 2) Exclusive right-of-way (% of length)~~

~~3) Fare collection: At station , or On vehicle~~

~~4) Power supply: a) Diesel locomotive , b) Overhead , c) Third rail~~

~~5) Station access control: None , or Full~~

~~6) Facilities to accommodate handicapped: Yes , No~~

~~Operational characteristics:~~

~~1) Maximum speed (mph): , Operating speed (mph):~~

~~2) Max. frequency (# of trains/hour/direction): Peak hour , Off-peak_ 3) Max. capacity (persons/hour/direction):~~

~~4) Reliability: High , Medium , Low~~

~~System aspects:~~

~~1) Network and area coverage: Radial , Limited CBD coverage 2) Average station spacing (miles): 3) Average trip length (miles):~~

4) Relationships to other modes (transferability): Good , Poor 8. Ridership & Operational Statistics: Annual ridership (thousands): '90 '89 '88_ 1) , _, '88 2) Annual passenger miles (thousands) '90 , '89 , '90 '89 '88_ 3) Annual vehicle miles (thousands) , , '89 4) Average Weekday ridership: '91_ , '90 , '89 5) Average Weekend ridership: '91 , '90 , '89 6) Passenger fare ($dollars/trip) '91 , '90 ,

9. Revenue and costs ($ in thousands) '90 '89 '88_ 1) Annual farebox revenue: , '88 2) TOTAL annual operating costs: '90 '89 , - '90 '89 Transportation costs: , , '88_ - Maintenance of equip, costs: '90 , '89 , '88

~~- Maintenance of way costs: '90 , '89 , '88~~

~~- General & administrative costs: '90 , '89 '88_ , '90 '89 '88_ 3) Annual gov't subsidies (thousands) , ,~~

~~10. Employeement statistics (no. of persons):~~

~~1) General & administrative: '90 , '89 '88_ ,~~

~~Transp. (train & engine crews) '90 , '89 '88_ 2) , '88 3) Maintenance of equipment: '90 , '89 , '88' 4) Maintenance of way: '90 , '89 , '88~ 5) TOTAL employees: '90 , '89 ,~~

~~Please attach a copy of the system map of your commuter rail system with your completed survey and return to:~~

~~Dr. L. David Shen, RE. TEL: (305) 348-3055 Director, UMTA Grant 91-014 B-2 FAX: (305) 348-2802 Dept. of Civil & Environmental Engineering Florida International University Miami, FL 33199~~

~~THANK YOU FOR YOUR COOPERATION IN THIS IMPORTANT SURVEY~~

~~'U.S. Govwnnrwnt Printing Office: 1993-343-120/85751~~

~~NOTICE~~

~~The United States Government does not endorse manufacturers or products. Trade names appear in the document only because they are essential to the content of the report.~~

~~This report is being distributed through the U.S. Department of Transportation's Technology Sharing Program.~~

~~DOT-T-93-15 DOT-T-93-15~~

~~DOT LIBRARY~~

~~00399471~~

~~TECHNOLOGY SHARING A Program of the U.S. Department of Transportation~~