CHAPTER 9. Commercial Transport Services

Transcription

1 CHAPTER 9 TABLE OF CONTENTS Overview / Summary... 1 Introduction... 3 Truck Travel... 4 Implementation Directions Related to Truck Travel:... 7 Commercial Air Travel... 8 Implementation Directions Related to Air Travel Comprehensive Statewide Freight and Passenger Rail Plan Freight Rail Services High Speed Passenger Rail Intercity Bus Service Overview / Summary One key to an economically vibrant and healthy local area is quality transportation connections to the larger regional, national and international markets served by local businesses. Important elements of these connections are the local and regional truck route network, commercial airport service and rail service. This chapter discusses key issues related to each of these systems. The larger highway network, discussed in Chapter 6, is important as well to truck service and intermodal service due to role it serves in providing the last mile connections needed for accessibility to various activity centers throughout the community. Local municipalities, Olmsted County and Mn/DOT all monitor 9/10 ton route needs on a regular basis. The Plan does identify a set of corridors where upgrading to 9 or 10 ton service should be considered, and recommends that a 10 Ton / Paved Shoulder investment study be completed to prioritize these needs. The Rochester International Airport (RST) completed an update an updated Airport Master Plan and Airport Layout Plan in 2009 and an updated Airport Strategic Plan in 2014 to define airport improvements and programs needs anticipated over the next 20 years. Significant changes in 9-1 P a g e R O C O G L o n g R a n g e P l a n

2 airfield activities, including construction of a new or renovated commercial passenger terminal and continued expansion of airport business park, air cargo and general aviation functions are envisioned. In response, ROCOG, Olmsted County and Mn/DOT completed the Rochester International Airport Subarea Transportation Study and TH 63 South Corridor Preservation Plan which define a long term road system improvement plan to serve the airport area. Freight Rail and Interregional Passenger Rail Service are both areas of high interest to ROCOG communities. Recent studies concluded or underway include the Southeastern Minnesota Freight Rail Capacity Study which looked at alternative options for responding to potential increases in freight rail traffic on the Canadian Pacific rail corridor. The State Rail Plan, completed in 2010, also provided the impetus for initiating the Twin Cities-Rochester Passenger Rail Corridor Investment Plan study, which seeks to complete Service Development Planning and a Tier 1 EIS document by 2015 for a service being referred to as ZipRail. This effort is being led by Olmsted County Regional Rail Authority and MNDOT with support from the Southeast Minnesota Rail Alliance to establish a service corridor that could ultimately be integrated into a high speed passenger rail corridor between Chicago and the Twin Cities. High Speed Passenger Rail Service Development Planning Continue to monitor and as needed pursue Freight Rail Mitigation Options 9-2 P a g e R O C O G L o n g R a n g e P l a n

3 Introduction Commercial transport infrastructure represents investment needed to facilitate regional and urban goods movement as well as the inter-city commercial transport of passengers by ground, rail or air. Passenger rail service does not currently exist in the Rochester area but is the subject of extensive study which is summarized in the last section of this chapter. In order to provide a point of reference for this chapter, some key items of note include: o The regulation of commercial transport is primarily the responsibility of state and federal officials, and strategic decisions regarding development and funding of major freight and commercial passenger facilities such as rail corridors or airfields involve a range of decision makers from the local to the national level along with the private business sector. o ROCOG s role in commercial transport primarily lies in the development of landside highway access in the vicinity of intermodal terminals, and management of the interface between local highway networks and commercial transport corridors (such as rail crossings). o Trucks deliver freight to and from most if not all of 80+ manufacturing companies, 550+ retail establishments, and 130+ wholesale trade companies in Olmsted County. Trucking is also of major importance to the agriculture industry, supplying materials to agriculture-related businesses and transporting produce and products to market. Cities and counties along with Mn/DOT are primarily responsible for development of the 9 and 10 ton truck route system, providing road access at air and rail terminals, and insuring a safe truck route network with adequate capacity. o Commercial transport facilities impact local land use, with the level of impact intensifying around high traffic corridors and facilities such as rail lines, interstates highways, airports, pipelines and major freight generation / destination locations such as industrial parks. It is important for the local community to consider not only the transportation impacts but the land use impacts of commercial transport generators as part of a comprehensive land use planning effort in order to minimize negative impacts to the community and maximize the chances for successful business results. o Major intermodal facilities in the ROCOG Planning area include an east-west freight rail corridor running from Byron to St. Charles owned by Canadian Pacific Railways, and the Rochester International Airport (RST), owned by the City of Rochester and managed by the Rochester Airport Company, a subsidiary of the Mayo Foundation. 9-3 P a g e R O C O G L o n g R a n g e P l a n

4 Truck Travel The primary mode for moving goods associated with the economy of Olmsted County is truck travel. Whether for agricultural products, building materials, manufactured goods or merchandise delivery to retail stores, trucks move the vast majority of goods. As with other vehicular traffic, accessibility and mobility are key concerns affecting truck travel, although the specific issues are somewhat different than for light motor vehicles due to the issue of vehicle weight and size. Primary roads and bridges need to be strengthened sufficiently to withstand the added loads of heavy truck travel, and geometric design features need to accommodate the restricted handling capability of large trucks. Generally, seasonal weight limits are the greatest barrier to truck access and mobility. Improvement needs should focus on raising weight limit restrictions on major roads serving as the primary access to communities or industrial areas within communities. Figure 9-1 illustrates existing seasonal weight limits on major roadways in Olmsted County. Figure P a g e R O C O G L o n g R a n g e P l a n

5 A review of seasonal weight limit needs was prepared as part of preparation of the Long Range Plan. This included consideration of the results from a recent 10 Ton Route Study conducted by the State Aid Office of MNDOT and the Minnesota Statewide Freight Plan. Figure 9-2 highlights routes that were identified through various processes that desirably should be upgraded to a 10 Ton Spring Weight Limit as funds permit. Roadways are stratified into high priority and medium priority routes on the map FIGURE 9-2: Truck Route Upgrade Needs Priority Corridors for Increasing Seasonal Weight Limits Existing 5 Ton Existing 6 Ton Existing 7 Ton Existing 9 Ton Existing 10 Ton Priority Corridors for Upgrading to 9 or 10 Ton Routes Truck Safety MNDOT adopted the Minnesota Statewide Heavy Vehicle Safety Plan (HVSP) in The HVSP was developed because the Critical Emphasis Areas in the Statewide Highway Safety Plan did not specifically include any strategies targeting crashes involving heavy vehicles, due to the low 9-5 P a g e R O C O G L o n g R a n g e P l a n

6 number of truck crashes involving severe injury or death. As a result, a separate plan with ten targeted strategies was developed to address safety issues related to heavy vehicle travel. The five strategies highlighted are areas where ROCOG and its partners have a role to play in working on with MNDOT and law enforcement to reduce the risk of injury or death from heavy vehicle travel. 1. Law Enforcement and Inspector Resources present a greater on-road presence of commercial vehicle law enforcement, resulting in an increase in the number of heavy vehicle inspections. This is a State implementation issue 2. Cost Effective Road and Roadside Improvements proactive deployment of proven safety strategies such as center and edge line rumble strips, paving shoulders and constructing off-road truck inspection sites. Since the location of crashes can generally be described as random, it is necessary to have a widespread deployment of this strategy. However, targeting corridors that have experienced a higher frequency of crashes would be part of a prioritized plan. The Olmsted County Safety Plan (2009), discussed further in Chapter 12, emphasizes the importance of a number of these low cost measures for reducing crash risk, recommending over 160 miles of edge line rumble strip implementation as well as enhanced curve delineation at over 20 locations. Since much of the CSAH highway system is designated for 9 or 10 ton use, implementation of these measures on the CSAH network should benefit the level of safety associated with truck travel. 3. Strengthen Commercial Drivers Licensing adopting minimum training requirements for driving schools, random re-tests for veteran drivers and limiting commercial drivers to the vehicles they were tested in. This is a State implementation issue 4. Passenger Vehicle Driver Education undertake a public information/education campaign aimed at raising the awareness about the unique operating characteristics of truck travel among drivers of passenger vehicles, who cause over 70% of the fatal crashes involving a heavy vehicle. ROCOG area agencies such as Olmsted County Public Health and partners in the Southeast Minnesota Towards Zero Deaths initiative have ongoing efforts underway related to motorist education, though not necessarily targeting heavy vehicle traffic. There may be opportunities in these efforts to include information about the safety related issues of heavy truck traffic. 5. Four-Cable Median Barrier proactively install 4-cable barrier (certified for use in redirecting heavy vehicles) to prevent head-on crashes on divided roadways. Since the location of crashes can generally be described as random, it is necessary to have a widespread deployment of this strategy. Targeting corridors that have experienced a high frequency of crashes would be part of a prioritized plan. Installation of median barriers as part of SE-TZD efforts is identified by MNDOT District 6 as part of future engineering efforts 6. Automatic Notification of Driver Convictions implement a program where carriers would receive automatic notification of any driving conviction (off-duty, different jurisdiction, etc.) for any driver that works for them. This is a State implementation issue 9-6 P a g e R O C O G L o n g R a n g e P l a n

7 7. Demonstration Corridors identify a demonstration corridor based on high levels of heavy vehicle usage and over-representation of trucks in crashes and implement a comprehensive set of safety strategies to address enforcement, engineering, education and emergency response and health issues. Two of the identified corridors pass across the ROCOG Planning Area and ROCOG would support efforts if these corridors were chosen as demonstration locations: I-90: US 52 (SE of Rochester) east to the Minnesota/ Wisconsin border US 52 from CSAH 14 (north of Rochester) north to the S. Jct. with MN 55 (Rosemount) 8. Work Zones improve the design, maintenance and operation of work zones to better accommodate the needs of heavy vehicles. The key to reducing the likelihood of reducing heavy vehicle crashes in work zones relies first on identifying work zones where problems may occur and then implementing special designs in response. Work zone management was very effective in the recently completed ROC52 project and has resulted in increased emphasis on traffic management in work zones as an important project development objective among all road authority agencies 9. Targeted Enforcement focus limited enforcement resources on roadway segments with a history of heavy vehicle crashes and supplement State Patrol staff through partnerships with local law enforcement agencies. State Patrol and local law enforcement have been increasingly conducting joint enforcement efforts through initiatives related to the SE-TZD effort and ROCOG would support continued cooperation of this nature. 10. Improve Data Systems integrate the multiple heavy vehicle crash data bases maintained by multiple agencies in order to improve accuracy and the availability of heavy vehicle data to support problem driver, carrier or location identification and program evaluation. This is a primarily State implementation issue Implementation Directions Related to Truck Travel: Strategy 1: ROCOG should coordinate with MNDOT, Olmsted County and local jurisdictions to finalize an investment plan for a year-round 9/10 Ton County State Aid Highway network Strategy 2: To complement Strategy #1, ROCOG in cooperation with State and County officials should complete a Truck Route Study for the purpose of identifying specific safety, operational or routing deficiencies on the truck route network which can be used to formulate a Truck Route Capital Improvements initiative. Factors that should be studied in the analysis phase of the project include o Identification of inadequate roadway geometry for truck traffic; o Identification of inadequate vertical or horizontal clearances at bridges and overpasses; o Identification of unwanted truck traffic in retail or office districts or in residential neighborhoods 9-7 P a g e R O C O G L o n g R a n g e P l a n

8 o Traffic disruption at merge/weave points or on hill climbs due to the volume of truck traffic Strategy 3: Efforts should be made through the joint efforts of jurisdictions to increase the attractiveness of routes that could serve as diversionary routes around the Rochester CBD for heavy truck traffic traveling north / south through the city of Rochester on TH 63. Commercial Air Travel Rochester International Airport (RST) is located south of Rochester on Highway 63 approximately one mile north of its intersection with Interstate 90. It serves as the primary commercial airport for the southeast Minnesota area, with a service area population of approximately 450,000. The airport is owned by the City of Rochester and operated by the Rochester Airport Company, a wholly owned subsidiary of the Mayo Foundation. Figure 9-3 i : Airfield Location and Layout / Rochester International Airport Two commercial airlines (Delta, American) provide commercial passenger air service, with regional air freight service provided by Federal Express. Mayo Clinic and IBM, the region s two largest employers, generate a high level of usage at the airport with Mayo patient travel and IBM business travel and shipping of computer hardware as important users of the facility. A growing medical technology industry in the region also relies on the availability of frequent air travel service for shipping products across the world. 9-8 P a g e R O C O G L o n g R a n g e P l a n

9 RST completed an updated Airport Master Plan and Airport Layout Plan in The 2009 Airport Master Plan anticipates a number of major investments at the airport over the course of its 20 year planning horizon, including replacement or renovation of the existing passenger terminal, extensions of Runway 13/31 and 2/20, and expansion of the air cargo terminal. The airport also anticipates continued expansion of the Airport Business Park located northeast of the existing passenger terminal near the CSAH 16 interchange. These changes are illustrated in Figure 9-4 ii. Figure 9-4: Proposed Land Use Changes reflected in 2009 Airport Master Plan General Aviation Expansion Area North CSAH 16 Airfield Operations / Space for military if needed Business Park Expansion Area Air Cargo Expansion Area US 63 Long Term Expansion 20 Yrs Space for Air related Industry MN 30 The development of facilities and expansion of uses over time will drive the need for improvements to landside access routes serving the airport facility. Upgrading of the CSAH 16 corridor and improvements to the TH 63 / CSAH 16 interchange northeast of the airport, and road realignments on MN 30 south of the airport and CSAH 16 northwest of the airport are anticipated. The Rochester International Airport Subarea Transportation Study (2013) which was lead by Olmsted County and District 6 of the Minnesota Department of Transportation 9-9 P a g e R O C O G L o n g R a n g e P l a n

10 identified improvement options that will be considered as needs arise in the future. Additional detailed Information from the Subarea Transportation Study is available at: Tier 2 Air Services Study In 2002, the MNDOT Office of Aeronautics convened an Advisory Committee to identify ways to maximize existing airport resources at Minneapolis-St. Paul International Airport though the increased commercial use of perimeter airports outside of the Minneapolis-St. Paul metropolitan area. Spurred by the decision of the Metropolitan Airports Commission (MAC) to set aside the concept of a replacement airport and to implement a $3.1 billion airport improvement program at MSP, the focus of the study was on maximizing existing airport resources statewide. Recommendations of the study in regards to RST included: o Passenger Service Service should be established to St. Louis or another hub. A low cost carrier service could draw from MSP, southwestern Wisconsin, and northeast Iowa. (Allegiant Airlines served the Rochester market for a period of time and efforts continue to recruit other carriers) Charter activity is a potential area of growth Additional flights to Chicago should be added Growth of small package business is an opportunity where capacity would be available to serve new industry in Rochester. o Air Cargo RIA has potential as the Cargo Twin to MSP provided : 1) A logistics center is developed nearby 2) Highway 52 and 63 access is improved to handle a higher volume of truck traffic and to decrease travel time 3) Congestion reaches critical levels at MSP 9-10 P a g e R O C O G L o n g R a n g e P l a n

11 o Airfield Development Rochester Airport is now on the edge of urban development, making protection from further encroachment of urban development a critical issue. Airport property will continue to increase in value with opportunities for the airport to reap benefits from greater participation in land development projects and revenue streams involving controlled, high quality, on-airport development. The timing of a new midfield terminal may present new expansion opportunities. Implementation Directions Related to Air Travel In order to insure the continued viability of Rochester International Airport and its ability to provide commercial passenger and air cargo services to meet the needs of the regional community, the following strategies should be followed by ROCOG: Strategy 1: ROCOG and local jurisdictions should continue to coordinate with the Rochester International Airport (RST) on planning and project development activities to ensure the facility may be expanded as needed to meet regional air travel needs. The Rochester International Airport Subarea Transportation Study / TH 63 South Corridor Preservation Project and follow-up environmental and right of way protection completed in 2014 respond to the currently envisioned landside access needs of RST. Strategy 2: The City of Rochester should continue to enforce recommendations of the Comprehensive Plan to protect RST from encroachment of incompatible land uses, and should continue to acquire navigational easements at the time of development to protect the long term viability of the RST. Strategy 3: ROCOG should work with MNDOT, the Airport Authority, Olmsted County and the City of Rochester to develop Highway 63 South as an appropriate gateway between RST and downtown Rochester destinations, considering such factors as roadway capacity, land uses, landscaping, and possible long term incorporation of rail transportation facilities P a g e R O C O G L o n g R a n g e P l a n

12 Comprehensive Statewide Freight and Passenger Rail Plan The 2015 update to the Minnesota Comprehensive Statewide Freight and Passenger Rail Plan, first developed in 2010, is referred to as the 2015 Minnesota State Rail Plan. Pursuant to Minn. Stat. Minnesota Session Law 2008, Section subd. 1b, the purpose of the State Rail Plan is to guide the future of both freight and passenger (intercity) rail systems and rail services in the state. The development of the plan was jointly undertaken by the Minnesota Department of Transportation s Office of Freight and Commercial Vehicle Operations (OFCVO) and the Passenger Rail Office. The plan is required to make the state of Minnesota eligible for federal rail funding. Excerpts from the Plan that pertain to Rochester/Olmsted County follow: Minnesota s 2013 population was approximately 5.4 million. Minnesota s population is projected to grow to 6 million by 2031 and 6.45 million by 2065, an annual growth rate of 0.5 percent. Approximately 60 percent of Minnesota s population is centered in the Metro District in and around Minneapolis-St. Paul. Other highly populated areas are in St. Louis County (Duluth), Stearns County (St. Cloud), Olmsted County (Rochester) and along the corridors connecting these regions to the Twin Cities. Since the 1960s, population growth has shifted from the metropolitan core into the exurban regions of the Twin Cities. Although this trend has slowed in recent years, the collar counties are forecast to continue to see the highest rates of population growth between 2010 and Much of this projected growth will be within commuter rail or short intercity rail distance from the Twin Cities. In the 2015 Minnesota State Rail Plan, which builds upon the needs analysis conducted in 2010, rail corridors were divided into three categories: Phase I Projects in Advanced Planning, Phase I and Phase II. Having had substantive planning work, four projects were designated as being in Advanced Planning. Three are High Speed Rail services (at least 110 mph): Twin Cities to Milwaukee as part of an overall Chicago hub regional service, Duluth (Northern Lights Express or NLX) and Rochester (Zip Rail). A four year action plan includes support of continued planning for the Zip Rail line P a g e R O C O G L o n g R a n g e P l a n

13 Freight Rail Services Freight rail service is provided to the ROCOG area by Canadian Pacific Railways (CP), a Class I carrier who acquired the existing east-west mainline rail corridor running through Olmsted County from the Dakota, Minnesota & Eastern Railroad (DM&E) in Figure 9-5 iii illustrates the route of the CP corridor traversing the Rochester area, which extends east to Winona and west across Minnesota and South Dakota. Locally, the rail line serves a limited number of customers (less than 10) with service from either mainline sidings or a spur-line running southeast from downtown Rochester. One of the potential concerns of jurisdictions in the ROCOG planning area is the potential for increased rail freight traffic. Beginning in 1998 under the previous ownership of the DM&E, planning for the Powder River Basin Extension Figure 9-5: Class I Railroads in Minnesota project was initiated which would have led to a potentially significant increase in coal train traffic through Olmsted County. With the sale to CP and subsequent decline in coal demand, the prospect for the Powder River Basin Extension diminished, at least in the short term, but other rail markets, such as the increasing use of rail to transport of frac-sand or gas and oil from the Bakken Shale fields in the Dakotas, still have raised concerns. In 2008, the City of Rochester, Olmsted County, the Mayo Clinic and the Rochester Area Chamber of Commerce formalized an alliance known as the Southeast Minnesota Rail Alliance. This alliance advocated the development of an integrated vision for intercity passenger rail and freight rail to serve the Rochester area. As part of their efforts, they retained the services of Gannett Fleming to prepare a proposal known as the Southern Rail Corridor, which would involve development of a new 48 mile rail corridor to accommodate increasing freight traffic in the region P a g e R O C O G L o n g R a n g e P l a n

14 In 2009 the Olmsted County Board of Commissioners formed the Olmsted County Regional Rail Authority (OCRRA) for the purpose of positioning the county to request funding for the planning and study of passenger and freight rail opportunities in the county. In partnership with MnDOT and the Federal Railroad Administration, OCRRA secured federal funding to support study of the Southern Rail Corridor. The Southeastern Minnesota Freight Rail Capacity Study commenced in 2011 which included a Feasibility Study of improvements along the existing CP rail corridor and an Alternatives Analysis of all reasonable alternatives for handling up to 39 freight trains per day. A study report issued in April of 2013 included the following recommendations: In terms of the Feasibility Study assessing improvement needs on the existing corridor: Scenario 1: Existing (2012) Conditions - No recommended improvements Scenario 2: 12 Daily Trains - Relocate the existing rail yard outside of down-town Rochester to improve operating efficiency and corridor safety - Add a new siding east of downtown Rochester to allow for additional passing movements to increase rail capacity - Incorporate Power Assisted Switching (PAS) to improve efficiency for rail operators who currently must manually operate switches Scenario 3: 23 Daily Trains - Implement all improvements from the 12-train scenario - Upgrade remaining 19 miles of rail outside of downtown Rochester to continuously welded rail to increase speed of operations (other rail already upgraded) - Extend the length of the siding in the relocated rail yard to allow for additional capacity Scenario 4: 39 Daily Trains - Implement all improvements from the 12 and 23-train scenarios - Implement Centralized Traffic Control over the current radio dispatch system to increase operational efficiency and corridor safety In terms of the Alternatives Analysis assessing all reasonable improvement options, the study report states: The results of the final evaluation of alternatives indicate no one alternative emerges as a clearly preferred alternative. Cost is the primary differentiator, with the bypass options being significantly more expensive than the existing alignment alternatives Regardless of the final risk mitigation strategies selected, local agencies should work together to ensure preservation of the existing right-of-way into downtown Rochester due to the value of this asset as a multipurpose transportation corridor Careful consideration of land use classifications of parcels adjacent to the railroad right-of-way is important to maintaining the corridor in a safe 9-14 P a g e R O C O G L o n g R a n g e P l a n

15 and sustainable manner. These parcels should be zoned for land uses that are compatible with freight and potential passenger rail. For example, commercial and light industrial land uses could be permitted in these areas, while residential land uses should be discouraged directly adjacent to the corridor. Additionally, parcels around the potential passenger rail station could be zoned to allow for transit-oriented mixed-use development, including residential where appropriate. High Speed Passenger Rail Support for the connection of Olmsted County & the City of Rochester to any federally-designated Midwest High Speed rail system continues to be recognized as part of the ROCOG Plan. ROCOG supports research and development efforts for freestanding service/route between the Twin Cities and Rochester as identified in the Minnesota State Rail Plan. High speed passenger rail service is viewed as an important long term transportation investment that will diversify the travel options to/from Rochester for multiple travel markets, including medical patients and their travel companions, a growing long distance commuter employment market, and an expanding convention and visitor market. The Mayo Clinic is positioning itself as one of the major global medical destinations, which already represents a significant economic enterprise as the largest private sector employer in Minnesota with plans to double its workforce and patient base in the next years through the Destination Medical Center initiative P a g e R O C O G L o n g R a n g e P l a n

16 Rochester-Twin Cities Passenger Rail Corridor Investment Plan ROCOG is participating in the Rochester-Twin Cities Passenger Rail Corridor Investment Plan that was initiated in The Olmsted County Regional Railroad Authority (OCRRA), in partnership with the Minnesota Department of Transportation (MnDOT), is leading a consultant work effort to complete the Service Development Plan (SDP) in 2014 and a Federal Railroad Administration (FRA) Tier-1 Environmental Impact Statement (EIS) in 2015 for the Rochester Twin Cities High-Speed Passenger Rail Corridor. This project will develop a Passenger Rail Corridor Investment Plan (PRCIP) for the Corridor. Because of the complexity of service development programs, extensive preconstruction preparation is required, including service planning, environmental review, conceptual engineering efforts, and design efforts. The first phase of this process, known as the Planning Phase, involved the development of an EIS Scoping Document which was completed in The scoping document identified two primary corridors for further consideration, illustrated in Figure 9-6 iv. The next phase of the project will involve preparation of a Tier 1 Environmental Impact Statement, and a Service Development Plan, to satisfy NEPA requirements. This work is anticipated to commence in 2016 and take up to 4 years to complete. Figure P a g e R O C O G L o n g R a n g e P l a n

17 History of High Speed Rail Studies for Connections with Rochester/Olmsted County Midwest Regional Rail Initiative High Speed Rail development, whether as a link to the Twin Cities or as part of a larger Upper Midwest Rail Network, has been of interest to the Rochester area since conceptual planning began in the early 1990 s. Figure 9-xx The Midwest Regional Rail Initiative v is an ongoing effort to develop an improved and expanded passenger rail system in the Midwest (see Figure 9-7). The sponsors of the Midwest Regional Rail Initiative are Amtrak, the Federal Railroad Administration and the transportation agencies of nine Midwest states. Figure 9-7 Since 1996, the Midwest Regional Rail Initiative (MWRRI) has advanced a series of service concepts, including increased operating speeds, train frequencies, system connectivity, and high service reliability, into a well-defined vision to create a 21st century regional passenger rail system. Rochester Rail Link Feasibility Study This 2003 study recommended a direct connection between the Rochester and Minneapolis-St. Paul airports. The study was initiated with special legislative funding after a convergence of interests led to exploration of rail service between the Twin Cities and Rochester. This report provides a conceptual, preliminary analysis of the potential for a Twin Cities to Rochester high-speed link that will allow Minnesota, and in particular the City of Rochester, to achieve two goals: Utilize the Rochester International Airport as a reliever facility for the Twin Cities International Airport. Implement the first leg of the MWRRI-Rochester connection P a g e R O C O G L o n g R a n g e P l a n

18 The study work did not continue after the first study report. The study report did recommend that in order to develop the concept, the current analysis needs to be refined in the future in the following ways: Develop investment grade freight and ridership volumes and revenues. Carry out an alternatives analysis on Route 52 and Tri-state alternatives. Prepare an EIS report to selected route and technology options for the high-speed rail connection. The Southeast Minnesota Rail Alliance Tri-State III study This study was completed in October of The Alliance includes local elected officials from Rochester/Olmsted County, the Rochester Area Chamber of Commerce, Mayo Clinic and other community leaders. The study included a review of the existing passenger rail service (Amtrak s Empire Builder) between La Crosse and St. Paul using the Mississippi River Route approximately 45 miles east of Rochester. According to the Tri-State III study, a new, longer alignment via Rochester would cost slightly more to build and operate. However, in addition to serving a larger population base, the alignment would permit service that could operate at higher speeds than the River Route, which could not practically be upgraded to allow true high speed, 220 mph operations. As a result, a Rochester route would generate higher ridership and revenue and would not be faced with capacity constraints created by freight operations as on the River Route. The study discussed in general terms both an alignment serving downtown Rochester and a greenfield route bypassing the city to the southwest, with a stop at Rochester International Airport. The study stated that a downtown station would produce higher ridership and revenue. The Tri-State III study also found that a Twin Cities-Rochester rail line with a connection to Minneapolis-St. Paul International Airport could function as a stand-alone segment, with greater than break-even revenue to cost ratio P a g e R O C O G L o n g R a n g e P l a n

19 Implementation Directions Related to Rail Service: Strategy 1: ROCOG should continue to work with the Olmsted County Regional Rail Authority, the Southeast Minnesota Rail Alliance and local communities to monitor conditions related to freight rail traffic and potential economic initiatives, such as the Powder River Basin project, that could significantly increase freight rail traffic, and be prepared to work with the CP and other potential funding agencies on programming of future construction needs in a timely manner. Strategy 2: Should significant freight rail traffic increases occur, ROCOG and local jurisdictions should conduct an analysis of all low volume at-grade rail crossings to determine which crossings can be feasibly closed based on the availability of suitable alternative access and/or whether deployment of alternatives to conventional rail crossing warning devices, such as fourquadrant gate systems, may permit development of whistle-free rail zones where crossing closure is not feasible. Strategy 4: Local jurisdictions should review land use plans and zoning along the CP rail corridor to ensure that new land uses are appropriate and compatible with rail traffic in order to minimize future noise and safety issues if train traffic on the CP corridor increases. Strategy 5: If rail traffic volume and speeds increase in the future, ROCOG in cooperation with local communities should support efforts in terms of educational and driver awareness programs to highlight the dangers of railroad crossings. Strategy 6: ROCOG should continue to support efforts on the development of high speed passenger rail service from the Twin Cities that could be integrated into an Upper Midwest High Speed Rail network. This support should include the following actions or measures: Continued involvement with the Twin Cities to Rochester Passenger Rail Corridor Investment Plan study that will complete a Service Development Plan and Tier I EIS for the envisioned ZipRail service Coordinate with the Southeast Minnesota Rail Alliance (SMRA) and Olmsted County Regional Rail Authority on efforts to support additional rail planning and project development activity including securing funding for further project development Continue to participate in activities associated with implementation of the Mn/DOT State Rail Plan such as the High Speed Rail Forum Monitor and review of future STB and Federal Railroad Administration permitting applications P a g e R O C O G L o n g R a n g e P l a n

20 Intercity Bus Service Figure 9-8 is taken from a current travel demand/transit study in progress for the counties surrounding Olmsted. It illustrates a number of current transit alternatives for regional travel serving Rochester and Olmsted County. The MnDOT funded Study is entitled Southeast Minnesota Travel Demand Study. Nelson\Nygaard Consulting Associates has been contracted with to assess travel corridors within and between the 11 counties in the District 6 region to identify areas that should be considered for more/new transit services, vanpools, subscription buses, ridesharing, volunteer transportation, and other multimodal services. The study will look at strategies to improve travel options to major employers such as the Mayo Clinic, as well as to schools and universities. It will also look at potential new links for people traveling in the region for shopping, recreation, medical appointments, and other services. The study will also examine short-term alternatives for travel to and from the Twin Cities. Figure P a g e R O C O G L o n g R a n g e P l a n

21 ENDNOTES i Reynolds, Smith and Hill, Master Plan Update, Rochester International Airport, November 2009, p. 5-8 ii Figure 9-4 adapted from Master Plan Update, Rochester International Airport, November 2009, page 6-8 iii Figure 9-5 courtesy of Mn/DOT from Minnesota Comprehensive Statewide Freight and Passenger Rail Plan, February 2010, p iv Twin Cities-Rochester Passenger Rail Corridor Investment Plan and Tier 1 EIS; Final Scoping Decision Document, Minnesota Department of Transportation, Federal Railroad Administration, Olmsted County Regional Rail Authority, January 2015, p.13 v Information on Midwest Regional Rail Initiative available at P a g e R O C O G L o n g R a n g e P l a n