By: Loren Herrigstad
Cascadia Center
April 17, 2008
1) Introduction
The Area's Basic Mobility Challenge
Over 200,000 commuters a day among North End and Eastside communities from Snohomish to Renton
Over 460,000 Eastside residents & visitors making shopping & personal trips andwanting recreation opportunities
Rail — Green and Popular
trains use 75% less land, 90% less energy, and 50% less money.....
....generating 50% to 100% less greenhouse gases than autos
trains becoming popular, Amtrak enjoying record ridership nationwide
many rail transit operations exceeding ridership projections
the opportunity is centered along a typically 100-foot wide corridor
Rail & Trail
allows residents easier access to work and leisure
enabling visitors to more easily tour Snohomish
helping Snohomish become more attractive, sustainable, prosperous
Snohomish Stake
11 miles (26%) of corridor in Snohomish County
currently no direct Snohomish-Eastside bus service
SR-9 increasingly congested, despite expansion
rising fuel prices and Global Warming concerns make longer-distance car commuting or travel less sustainable
Cascadia Center
independent voice for regional transportation and sustainable development solutions
no commercial or real estate interests
no intent to operate rail or other services
forming Eastside TRailway Partnership to bring rail, trail, and community interests together
2) Track & Corridor
Existing Track Conditions
usable, but needs upgrading
FRA Class II track too slow at 25 mph for commuter trains
old jointed rail and wooden ties require, and more expensive, maintenance
deteriorated roadbed needs reballasting
Repairs & Upgrades For A Quality Commuter Rail Operation
new 141-lb continuous welded rail for higher speeds, low maintenance, and a smoother ride
new bridges in some places, including a new steel arch span over I-405 in south Bellevue
estimated cost $110 million for corridor — more than a private operator would invest alone
Eastside TRailway Track Construction
P-811 track layer can lay a quarter-mile of track an hour for about $1 million per mile
track will need almost no maintenance for years at a time (no train service disruptions)
can be co-developed with a trail
3) Train Options
Diesel Multiple Unit (DMU)
combines propulsion and seating in the same vehicle
1 DMU equals 1 locomotive + 1.3 coaches
more neighborhood-friendly
can run in streets like streetcars
attractive to passengers
low-floor boarding (fewer steps)
more spacious interiors
larger windows
can burn biodiesel
high reliability, easy repairs, components can be swapped out
Diesel Multiple Unit (DMU) Better Than Locomotive-hauled Trains
cleaner: 72% less pollution
quieter: 75% less noise
more fuel-efficient, 60% less fuel used per mile
Lower costs
less equipment to buy, operate, and maintain
smaller platforms and maintenance facilities
DMU Train Options - Siemens Desiro
selected for San Diego’s Oceanside-Escondito Sprinter line
55 mph maximum speed
136 seats, 90 standees
$4.17 million per 2-car set, or $30,662 per seat
DMU Train Options - Stadler GTW DMU 2-2/6
selected for Austin, TX Capital MetroRail
74 mph maximum speed
108 seats, 92 standees
$5.4 million per 2-car set, or $50,000 per seat
DMU Train Options - Colorado Railcar — Single-level DMU
Selected for Oregon TriMet’s Washington County commuter rail
90 mph maximum speed
188 seats, 120 standees
$5.8 million per 2-car set, or $30,851 per seat
DMU Train Options - Colorado Railcar, Double-deck DMU
Selected for Florida RTA commuter rail
90 mph maximum speed
376 seats, 240 standees
$7.8 million per 2-car set, or $20,744 per seat
4) TRailway & Beyond
Eastside TRailway: The Vision
publicly-owned corridors from Snohomish to Renton, and Woodinville to Redmond
providing a safe, enjoyable, and greenway
to get up and down the Eastside
for people on foot, bike, or train
5) The TRailway Trail
trails will be paved, with safe crossings and separation from track
will includes pathways for walkers, cyclists, and in places, equestrians
regularly monitored
....and offer a ride back if you’re wet, tired, or want to go twice as far!
the TRailway Trail will integrate with.....
the Centennial Trail
the Sammamish Slough Trail
the Burke-Gilman trai
the Mountains to Sound Greenway
the Maple Valley Trail
and many area parks
TRailway stations will be....
boarding points for rail riders
clean, attractive trailheads and rest stops for trail users
potentially offering refreshments and services for all users
TRailway Stations
will integrate with communities
can be designed to suit local needs
can be built as community projects
will have transit connections
and many will have Park & Rides for both train and trail users
TRailway Trains Will....
eventually run throughout the day and evening
offer plenty of space for cyclists, gear, bags, even kayaks
potentially offer extras like onboard coffee and snack service
6) Comparable Corridors
San Diego, CA — North Coast Transportation District Sprinter Line
22 miles, 15 stations between Oceanside and Escondido
54 minute trips, 24 mph average speed
trains initially every 30 minutes initially / later every 15 minutes by 2020
12,000 riders per day initially, later 19,000 by 2020
system cost $351.5 million or $15.98 million per mile
started in March, 2008
Austin, TX — Capital MetroRail
32 miles, 9 stations between Austin and Leander
50-minute trips, 38.4 mph average speed
trains initially every 30 minutes during AM and PM rush hours
1,700 to 2,000 riders per day initially
system cost $112 million or $3.5 million per mile
first phase starts in 2008
trails to be developed along system rail lines
Portland, OR — TriMet Washington County commuter rail
14.7 miles, 5 stations between Beaverton and Wilsonville
27 minute trips, 32.7 mph average speed
trains every 30 minutes during AM and PM rush hours
3,000 to 4,000 riders per day
system cost $117.3 million or $7.98 million per mile
starts in September, 2008
Albuquerque, NM — Rail Runner Express
47 miles, 9 stations between Benlin and Sandoval
67 minute trips, 42 mph average speed
trains initially every 1-3 hours
2,500 to 4,000 riders per day initially
system cost $135 million or $2.87 million per mile in Phase I
started July 14, 2006
eventually will extend north to Santa Fe, NM in Phase II
7) Eastside TRailway Impacts
Quieter Trains
DMUs 75% quieter than freight trains
rain horn-free quiet zones can be created at rail crossings
property values not harmed
homes next to Commuter Rail lines kept pace with area home values (URS 2007 study)
Property values next to trails rise over other homes (Rails-to-Trails Conservancy and National Association of Realtors™ studies)
8) Eastside TRailway Potentials
Eastside Services
initial Snohomish-Bellevue service
subsequent Snohomish-Bellevue-Renton/Tukwila service
SeaTac Airport service
Potential Rail Connections
Skykomish Corridor (Index-Everett)
North Sound Corridor (Bellingham-Everett)
Seattle Connections
Kittitas Regional Rail (Ellensburg-Seattle)
Possible through Amtrak services via Eastside
9) From Here to There
Eastside Corridor Process
Port of Seattle acquisition
open process that considers community needs and perspectives
no rail operator guaranteed to be selected
BNSF to aid in rail operator selection
community must have role in station and facility location, design, and development; train service hours and frequencies
on-train and station community events, and extra train service in support of community events and needs
Possible Sound Transit roles
Eastside sub-area equity funding
State Rep. Loomis’ $100K for Eastside Rail ridership analysis (plus another $200K from Sound Transit)
ST 2020 Plan - $50 million for Eastside commuter rail development
possible participation or partnering in Eastside corridor development and operations
Corridor Funding Options And Scenarios
US DOT FTA Small Starts
other state and local funding options
Transportation Benefit District
business and developer co-investment
could be combined with, or somewhat contingent on, BNSF Stampede Pass tunnel enlargement for double-stack container freight trains
Public and Private Partnership
better than private sector alone
strictly private sector options are not necessarily a free lunch - community needs and interests may not be served
private sector will only offer services where it makes money
trail development and connectivity options could suffer, or not be realized
Community Rail Partnership
balance between communities and rail interests, as well as between public and private sectors
this approach works in Texas (TEMPO), as well as in UK, Germany, Canada, and elsewhere
possible corridor development authority with rail, trail, and utilities as tenants
10) Bottom Line Vision
communities and the public sector should be in control of the Eastside TRailway corridor, and full partners in shaping its uses and services — so that the most benefits possible are realized for the region.
