Restoration of Intercity Passenger Rail Service in the Minneapolis-Duluth/Superior Corridor 4 Operating Strategy This section describes the key assumptions used to develop the passenger rail service scenarios and operating plans; it identifies potential station locations and provides an assessment of equipment technologies and fleet requirements. The TRACKMAN™, LOCOMOTION™ and COMPASS™ software programs (components of the RightTrack™ software system) are used in an interactive analysis to calculate train travel times, build corridor train schedules, and to recommend train technology and rail system operating strategies. As Exhibit 4.1 shows, the business plan is the final result of an iterative process that requires progressive fine-tuning of the operating strategy, in order to accommodate the specific requirements of travel demand in the study corridor. A key requirement for the analysis is to adjust the train size and frequency levels to appropriately match demand, providing enough capacity while still producing acceptable load factors, and respecting the financial constraints on the operation of the system (e.g., the requirement to produce a positive operating ratio.) The results of the interactive analysis are then used to identify the system operating costs. The Appendices provide additional detail on the RightTrack™ system. Exhibit 4.1: Business Planning Process – Interactive Analysis Capital Costs Existing Operating Databases Costs • Market • Engineering Financial & • Operations Engineering Operating Ridership Economic Report • Financial Analysis Plan & Revenue Analysis • Economic Optional as Required Capacity Analysis Scenario Formulation Train Routes and Train Technology and Fares, Stations, and Speed Service Levels Quality of Service TEMS, Inc. / SRF Consulting Group, Inc. December 2007 4-1 Restoration of Intercity Passenger Rail Service in the Minneapolis-Duluth/Superior Corridor 4.1 Train Service and Operating Assumptions The primary objective of the study was to assess alternative service and speed improvements for the Minneapolis-Duluth/Superior Corridor. An earlier Study of Restoring Passenger Service to Duluth and the Iron Range (February 2000) evaluated 50-mph, 60-mph and 79-mph improvement options. The current study extended the speed range by evaluating 79-mph, 110-mph and 125-mph scenarios. Corridor train timetables were developed for the 79-mph, 110-mph and 125-mph Scenarios. Based on the preliminary demand estimates for each of the potential station locations and an optimal number of train frequencies were determined. The faster options with their higher ridership can also support more train frequencies. However, in order to advance a fair comparison between speeds, an analysis was made in which the operating plans overlapped with 4 daily train frequencies. The 79-mph scenario used smaller trains in order to balance the capacity need. The challenge of developing a final operating plan is to maximize the utilization of the train sets so it is possible to capture a portion of the daily commuter traffic to and from Minneapolis/St. Paul from the corridor, provide an effective intercity service for business travelers, while still providing recreational and leisure travelers with convenient options. Clearly the higher the frequency of service possible the easier it is to meet these needs. A second consideration for the service is the quality of travel offered. Quality of service can have a significant impact on ridership levels and it is critical that any new rail service offers a modern transportation environment that is comfortable, convenient, economical, and safe. It is assumed in this analysis that the quality of service offered by the rail system would reflect all of these critical attributes. An example of how quality of service can affect ridership is demonstrated by the Pacific Northwest Corridor experience, in which the introduction of new Talgo trains raised ridership by 70 percent without any major change in train schedules, frequency or fares. 4.2 Potential Station Locations Based on an assessment of the prospective rail demand, the study identified the general locations for potential stations along the Minneapolis-Duluth/Superior Corridor. On the average, station spacing on a high-speed rail system should be limited to one stop every 30-60 miles. More station stops will increase travel times, decrease average train speeds and cause the service to be less competitive. It should be noted that, consistent with the assumptions made in earlier passenger planning studies including the MWRRS, the capital costs assume that stations will be developed jointly between the rail system and the communities they serve. The rail capital costs for stations include only the facilities that are required for rail operations, primarily the cost of track and platforms. It is assumed that the stations themselves will be provided by the local communities, and that their investment will be supported by joint commercial development, shared transit use and other economic activities. Passenger rail stations would be located in downtown centers, and in suburban areas near interstate highways, and adjacent to major attractions such as Hinckley Casino. The primary means of accessing stations would be by automobile, public transit, or by walking. Stations would have automobile drop-off areas and long-term parking lots. Most stations would be served by taxis, regional transit, feeder bus and TEMS, Inc. / SRF Consulting Group, Inc. December 2007 4-2 Restoration of Intercity Passenger Rail Service in the Minneapolis-Duluth/Superior Corridor shuttle bus operators. Downtown stations would be within walking distance to major trip generators and employment and activity centers. Specific station site planning is beyond the scope of this study and sites will be finalized in future project development phases. Local governments, business interests and citizens groups would be involved in the station location planning and design process. However, six station sites as shown in Exhibit 4.2 have been assumed for the purpose of this study. A map of the corridor is shown in Exhibit 1.1. Exhibit 4.2: Potential Station Sites for the Minneapolis-Duluth/Superior Corridor City Name Potential Station Location Minneapolis, MN Expanded North Star station at 5th Street A suburban station stop in Anoka County at Foley Blvd. A Suburban North, MN station study is needed to finalize the site development. Downtown location, station location and parking study Cambridge, MN needed in order to finalize the site The base study assumes a downtown location with a shuttle bus connection to the Casino. A station location and parking Hinckley, MN study is needed in order to finalize the site. An alternative to provide direct rail service to the casino. Superior, WI Station location study needed. A downtown location either at the historic train station or Duluth, MN across the freeway in adjacent open land. A station location and parking study is needed in order to finalize the site. 4.3 Train Technology Assumptions Key elements of the operating plan have significant implications for the procurement of rolling stock. The operating plan has been developed to accommodate the requirement for fast, frequent and reliable service with minimal delays for station stops or equipment servicing. The most important characteristic of the operating plan is the overall train travel time. Travel times are directly dependent upon train technology because differences in design can improve train performance by increasing rates of acceleration and braking, increasing operating speed and permitting higher speeds through curves. The development of a North American passenger rail industry will benefit from many years of advanced rail technology development in Europe and Asia. This technology is available for North American applications and could be used to upgrade equipment fleets throughout the country. Over the past few years, domestic high-speed rail has become a reality with the introduction of Amtrak’s Acela technology in the Northeast Corridor and the new Spanish Talgo trainsets currently in operation in the Pacific Northwest. Amtrak, the FRA and Bombardier have worked together to develop an Advanced Turbine Locomotive, the Jet Train. This gas turbine technology is capable of speeds up to 150-mph and does not require the expensive electrification of the corridor infrastructure. Several electrified very high-speed intercity rail systems operate at even higher speeds throughout the world. Exhibit 4.3 illustrates some of the various train technologies that are available and that were included in the scope of evaluation of this study. TEMS, Inc. / SRF Consulting Group, Inc. December 2007 4-3 Restoration of Intercity Passenger Rail Service in the Minneapolis-Duluth/Superior Corridor Exhibit 4.3: Some Potential Trainset Options for the Minneapolis-Duluth/Superior Corridor Loco-Hauled Coaches Colorado DMU Desiro USA 79- mph Talgo T21 ICE TD / ACE 3 Jet Train 110-125 mph “Integrated Trainsets” Tilting and Non-Tiling Variants TEMS, Inc. / SRF Consulting Group, Inc. December 2007 4-4 Restoration of Intercity Passenger Rail Service in the Minneapolis-Duluth/Superior Corridor One factor that determines transit time is a passenger car’s “tilt” or “non-tilt” design. Tilting equipment is especially advantageous for increasing train speed on existing tracks. Onboard hydraulic systems (active tilt) or car suspension designs (passive tilt) lower the centrifugal forces felt inside cars. This allows