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4.3. SR 04-19-1999 rei -"'( ( II eity of ~I ElIi River Item # 4.3. MEMORANDUM TO: Mayor and City Council FROM: Scott Harlicker, Planning Assistant DATE: April 19, 1999 SUBJECT: Update on Northstar Corridor Project e At the April 4th meeting of the Northstar Corridor Development Authority, the Authority set up a Technical Advisory Committee. Each community was asked to appoint one or two member to this committee who are familiar with transportation and land use planning in the corridor. The committee will be ask to review the options BRW brings forth that relate to land use and station area planning. The communities were asked to appoint a member by April 30th. The draft of the NorthStar Commuter Rail Feasibility Study was also discussed. The consultant will be revising the study and working with each community regarding local impacts over the summer. The consultant is moving forward with BNSF on capacity modeling. e 13065 Orono Parkway · P.O. Box 490 · Elk River, MN 55330. TDD & Phone: (612) 441-7420. Fax: (612) 441-7425 fl, li 2 ~ 1999 . DRAFT DRAFT Agenda Item # J DRAFT NORTHSTAR CORRIDOR DEVELOPMENT AUTHORITY Re~ular Meetin~ Minutes March 4.1999 The Northstar Corridor Development Authority met on March 4, 1999, at 4:30 p.m. at the Sherburne County Government Center, Elk River, Minnesota. The followin~ members. alternates and citizens were present: David Loch, Lynn George, Paul McCarron, John Norgren, Lewis Stark, Ewald Petersen, Marilyn Bujarski. Tom Cruikshank, Carl Yilek, Ken Paulson, Stephanie Klinzing, Paul Goenner, Don Jolly, Gerry Donlin, Pat Cairns, Duane Grandy, Betsy Wergin, Tim Yantos, Dave Saunders, Ken Stevens, Stephanie Eiler, Robert Kirchner, Biz Colburn, Mark Stenglein, Jim Dickinson, Steve Billings, Jean Keely, Paul Ostrow, Bill Kiffmeyer, Terry Nagorski, Gary Hammer, Scott Harlicker, Doug Malchow, Ronald Jueneman, Vic Oviott . 1. Chairperson Wergin called the meeting to order at 4:30 p.m. 2. A motion was made by John Norgren, seconded by Patrick Cairns and carried unanimously to approve the agenda of March 4, 1999, with no additions and the meeting minutes of February 4, 1999, regular meeting minutes as presented. 3. A motion was made by Gerry Donlin, seconded by Dave Saunders and carried unanimously to approve the Conceptual Definition of Alternatives for the Northstar Corridor Major Investment Study as presented by Dick Wolsfeld, BRW, Inc. 4. Tim Yantos provided an update on the commuter rail capacity modeling noting that staff met last week with BNSF officials in Chicago. 5. Executive Committee Report: a. Dick Wolsfeld reviewed the BRW Work Program, Team and Schedule and the Phase II MIS and EIS project staffing plan. A motion was made by Steve Billings, seconded by Gerry Donlin and carried unanimously to approve the draft BRW Work Program, Team and Schedule and authorize the Northstar Executive Committee to review the final Work Program, Team and Schedule with BRW and to authorize the NCDA to execute the final agreement. . DRAFT DRAFT DRAFT . NORTHSTAR CORRIDOR DEVELOPMENT AUTHORITY Regular Meeting Minutes March 4, 1999 Page 2 b. Betsy Wergin and Dick Wolsfeld reviewed the MnDOT/Work Program for St. Cloud Extension Study. A motion was made by Duane Grandy, seconded by Steve Billings and carried unanimously to approve the Work Program for the St. Cloud Extension Study to be performed by BRW, Inc. pursuant to a contract with MnDOT. c. A motion was made by Ewald Peterson, seconded by Duane Grandy, and carried unanimously to approve the Contract Amendment # 1 to the BNSF Agreement for Capacity Modeling, extending the term to April 30, 1999 as recommended by the Northstar Executive Committee. d. A motion was made by Ken Paulson, seconded by Duane Grandy and carried unanimously to approve the request for membership to the Northstar Corridor Development Authority requested by Langola Township and recommended by the Northstar Executive Committee. e. Paul McCarron provided an update on legislative issues. . 6. Members of the Project Management and Executive Committee provided an overview of their visit to the California Commuter Rail System. 7. Mary Richardson notified members ofthe upcoming APTA 1999 Commuter Rail/Rapid Transit Conference (May 22-27, 1999 in Toronto). If anyone is interested in obtaining additional information, they were urged to contact Tim Yantos. 8. The next meeting of the Northstar Corridor Development Authority is scheduled for Thursday, April 1, 1999, at 4:30 p.m. at the Sherburne County Government Center. 9. The Chairperson declared the meeting adjourned at 5:55 p.m. Betsy Wergin Chairperson Date H:\ADMNDA T A\COMMITTE\CORRIDOR\1999\030499.DOC 2 . Northstar Corridor DeveloP",Ol'l 'ffe'1frd\' rn ' " . Thursday, April 1, 199!, ' ~ 4:30 p.m. MAR 29 1999 Sherburne County Courth THE ANOKA (;UUNTYL...-J Elk River, MN ADMiN\STRATOR'S OFFICE Action Reauested 1. Minutes of March 4, 1999 Meeting. Approval 2. Executive Committee Report Approval a. Amendment #2 to the BRW Contract for Phase II Technical Work Program b. Amendment #2 to the Agreement for Professional Services with Ken Stevens* c. Establishment of a Technical Advisory Committee for the MIS lEIS. d. Agreement for Professional Services with Mainline Management, Inc.* (Letter from Mainline Management, Inc. *) . e. Confirmation of Station Location on East Side of St. Cloud 3. Legislative Update Information 4. Selection of Public Involvement Consultant. Approval 5. MIS Phase I Information a. Financial Analysis. b. Social and Environmental Impact Assessment* c. Phase I Wrap-Up. 6. Commuter Rail: Capacity Modeling Update Information 7. Update on FT A Chicago Meeting Information B. Other . .Attached (;O'd 10:91 66. 1~ JEW (;89S-~(;~-(;19:XE~ NIWOl:l A1NnOJ NCDA Memo March 25, 1999 Page two NCDA approved revised 1999 NCDA budget in the amount of $5,200,000, including an authorization for $2,755,500 in technical services. ~ March 4,1999: NCDA gave conceptual approval to the Draft BRW Work Program, . Team and Schedule for Phase II and authorized the Executive Committee to review for final approval. ~ March 18, 1999: Executive Committee reviewed and gave their final approval to the Draft BRW Work Program, Team and Schedule for Phase II and authorized the Chair to execute the Amendment. Action Reauested: Information only . . . , FR:JM ': MA I NLI NE M=lNAGEMENT I NC PHOI'E. I'D. : 2BE8S~ Mar. 16 1999 09:44PM P2 ~:#-~ MainLine Management, Inc. Business & Transportation Management Services Mr. Tim Yamos Executive Director Anoka County Regional Railroad Authority Anoka County Government Center 2100 Third Ave. AnoIa, MN 55303 via Fax (612) 323-5682 Dear Mr. Yantos, In response to your request to Mr. David Mahle I am pleased to provide the following backgroUDd information for MainJi"e Management, Inc., (MlM). I have provided information regarding our employees, including background information for each. a brief list ofrepresmtative projects MLM has been involved in, our primary service offerings, and our standard hourly compensation rates. A marketing package containing most of the personnel information (with the exception ofresumes and bios for David Mahle and . Robert Patton) and company service offerings was forwarded to Ms. Stephanie . Eiler a few weeks ago. MLM CUll'Clltly has four full time employees and one contract employee. Steven BrigaDCe and I founded the company in 1996; Steve is currently our CEO and I serve as President. We have two Vice Presidents: Eric Lym,an, who joined in September, 1997 and Robert Patton, who joined our firm March 16th of this year. We also h.a.ve retained David ~e, whom you know, on a contract basis. Stev~ who .specializes in rail transportation contract law, does not nonnally participate in the rail analysis and negotiation side of our busines~ although he was previously Chief of Litigation, A VP of Strategic Planning, and Assistant to the Chief Operating Officer at Burlington Northern Railroad. His primary role at MLM focuses on marlceting aspects; i.e. developing and providing contacts whom have retained our firm, in addition to assisting in the long term planning for the company. I have 26 YeatS railroad experience, starting with the Milwaukee Road and later joining Burlington Northern. I started my full-time rail career as a .; locomotive ~eer and pro~cd through varioua management positions, 4005 - 20th AVf!1Iue w., Suite 110. Seattle, WA 98199 Phone: 206-284-7884 . Fax: 206-284-7853 . FROM -: ~II-l..INE ~ INC PHONE 1'<1. 20685;:)~ Mar. 16 1999 09:4~ .C3 . with my field mJmagcmart experience culminating as Superintendent of Terminal Operations for BN m Chicago. My cOlpOl'8te m3Dagcmcnt experience at BN included responsibilities as Assistant Vice President Strategic Pbnn1~ I left BNSF shortly after their merger with Santa Fe to start MLM. Eric has 17 years railroad experience between Santa Fe, Burlington Northern and finally, BNSF. His career bas included positions in engineering. maintP!r'lanre, operations, operations analysis, network capability and strategic plllf1ninf} He was working with me as Director Strategic Planning up until the BN - Santa Fe merger. His most recent position at BNSF was Director Short LinelInterline Operations until he left to join MLM in 1997. Robert, our most recent partner, and who I believe you know from your past relationship with BNSF, just left his position of Senior Project Mauger Capacity Analysis in the StIatcgic Studies department. Bob's raihoad career extends over 25 years and includes experience in engineering, traclc quality and tests, operations research and analysis, model progr:nnmi"e and m:1To.tf"!Iot~T1ce, operations capacity planning and simulation modeling. We are cxtrC1uely pleased to incoIporate Bob's broad experi_ in railroad planning and . simulation analysis with M!..M's operations related service offerings. We arc confident the addition of Bob to our staff significantly c:nhances the in-house services ML\1 can offer. David will be acting as our on-site Project Manager should you decide to retain our firm. As you:nay know, Dave's background is also with BN and BNSF, where he was most recently Director Capacity Planning in Strategic Studies. Robert reported to Dave prior to his retirement, so the two have a history of working together. Dave has also worked closely with Ste\'e. Eric and myself during our respective years at BN and BNSF. - ML'\.{ baa beeu involved in numerous projectzs since its creaIion in 1996. As I believe you know, we have provided Operations Analysis support to Puget SOund Regional TI'3!l6it Authority (SoundTransit) for the commuter rail project between Everett, Seattle and Tacoma, Washington. MLM's responsibilities have included providing model simulation analysis of the combiiled freight and passenge:- operation and recc;>tnmendations to SoundTransit's n,anagemem team regarding capital improvemema required to irritiate service. We 4lI'C also responsible on a continuing basis for providing support and participation in discussions/negotiations. including strategy development, between SoundTransit, the railroads (BNSF and UPRR). the Ports ofSea.ttle and Tacoma, the Environmental Protection Agency and the State ofWasbington. . . FR,m": MAINLlt-E M~ IN<: PJ.-OlE NO. 2ess~~ Mar. 16 1999 e9:48=lM P4 ~ . In addition to the Sound Tnmsit project, MLM is also mvolve:d in negotiations with BNSF and UPRR and the Port of Seattle concerning a new on. dock container fa.ci1ity the Port is CODStructing. We are also currently assi~oe the Port QfLongview (WashingtoD.) in negotiations with the railroads regarding a new rail route to their facilities which will improve the movement of existing pan traffic and opens approximately 125 acres to new industrial development. In addition, MLM has been retained to provide expert testimony in three legal or rcgulatmy hearings, Including the CaoAfiian Wheat Boam's Level of Service dispu1e with Can~tllJlTt National and Canarl.j~ Pacific, a:nd two disputes involving Union Pacific. In one the UP cases, Western Fuels Association retained. ~ in the other, we are currently retained by UPRR. The a.forcm.enti.oned projects or activities on behalf of clients arc included to demonstrate the range or extent of services we provide to our clients. We would be happy to provide a more extensive current and recent client fust, along with references, should you desire. . Our varied experiences and backgrounds in the rail industry facilitate MLM's ability to pl'Oyide a wide range of semces, including operations analysis., operations capacity planning, simulation and a6~1ysis, negotiations strategy development, and direct negotiation support and participation. Our railroad careers have given us the unique ability to understand projects fi'om both a railroad. and client perspective. We believe the ability to undemand and assess these two views (which frequently differ) and propose solutions which balance to the greatest degree possible client-railroad viewpoints and requirements, has been the foundation .tor our success. In addition. we maintain extensive contacts within the railroad industry, includmg good relationships with key mSln~gers at BNSF, UPRR. C.'ln::ltlian National and Canadian Pacific. ML...'\{'s standard hourly rates for non-simulation activities are Sl25lhour. ML.'\{'s hourly rate for time ctirectly im>olv~ in model :simulation activities, i.e. loading or running the model, is S1751hour. For the SoundTransit project. we subcontracted. out the simulation proces.'i, which while yielding excellent results, was .mmewhat cumbersome to manage and not as timely as we desired. It was this experience that led us to pursue retaining Robert's services. and we arc in the process of securing direct access to the Corporate Strategies, Inc. RAn.S model. In addition, when dc:s:irable or necessary. MLM m::lintSlM:t.s simulation subconttact relationships with other simulation analysis firms. As information, MLM has also been working with BNSF in creating a new simulation model, which may be available by fall of 1999. . I recognize that this letter is a relatively poor substitute for a more formal :response to a request for proposal However. given the time-frame in wbich I . FROM .: MA 1 NL I NE I'1=lNRG8"ENT I NC PHoNE NO. 2ElE85Sge22 Mar. 16 1999 09: 4~ PS" understand you desire a more immediate response, coupled with our cum:nt lack of specific knowledge of the status and nature of your project and what needs MLM might ~ on your ~ bopcfuUy this letter will suffice in the interim. We ap.p..eciate your interest in ML.'\{'s capabilities and expertise. Should you want add.i1ional information about MLM or any of our employees, please feel free to contact me at (206) 855-9004. I'm looking folW3rd to discussing this project with you in more detail, and believe we can more fully explore what assistance MLM can provide once we have a better understanding of the Northstar project. Sincerely, David L. HatzcnbuhIer President 00: Ms. Mary Richardson Richardson, Richtec and Associates, Inc. 200 Gilbert Building 4 13 W 8COlUa St. St. Paul. MN 55101 via Fax (651) 223-5229 . . . . *NOH1lH/S7ff41/lW CORR//f1))@/lW Agenda Item #2b MEMORANDUM March 25, 1999 To: Northstar Corridor Development Authority From: Executive Committee Subject: Amendment #2 to the Agreement for Professional Services with Ken Stevens . As the Northstar Corridor moves into the Phase II Work Program, a critical and time-consuming element of the work relates to the development of stations, including station design, station area planning and working with the communities. Ken Stevens has managed similar efforts for Hennepin County. Staff has proposed that Mr. Stevens manage the station area work as a member of the Northstar Corridor Development Authority Project Management Team. (David Loch will serve as co-manager.) Mr. Stevens is under contract with the NCDA for 1999. The Executive Committee recommends amending the contract by increasing the contract amount for 1999 by $50,000 and by adding to the scope of work the responsibility for managing the station development work. Action Reauested: That the NCDA approve an amendment to the Agreement with Ken Stevens as summarized above. . Northstar Corridor Development Authority 2100 3rd Avenue, Anoka, Minnesota 55303-2265 (612) 323-5700 Fax: (612) 323-5682 . *NOR11IS7f/41/H1 C({))RRII/O)@!R Agenda Item #2c Memorandum March 25, 1999 To: Northstar Corridor Development Authority From: Executive Committee Subject: Technical Advisory Committee . Much of the upcoming Northstar Corridor work will involve evaluating the technical merits and performance of bus, commuter rail, intelligent transportation system, highway, and safety components of the alternative strategies to be compared. As the project progresses through the major investment study and begins the development of the environmental impact statement, the Executive Committee requests your assistance in establishing a Technical Advisory Committee (TAC) to complete these two major elements of the overall work program. We believe your upcoming evaluation of the alternatives will benefit from establishing a Technical Advisory Committee, which would advise the Project Management Team (PMT) on technical issues during this phase of the project. The TAC would include senior level planners and / or engineers who are familiar with the transportation issues in the corridor. Senior technical staffs from each individual community are best equipped to help the PMT evaluate the options the consultant team brings forward over the next few months. Many of these same staff members are likely to be involved in the land use and station area planning work as well. The project and the communities in the corridor will benefit by having familiarity with the project spread through the corridor via these additional opportunities for local involvement. Project management team members would also be members of the TAC, with TAC meetings scheduled to immediately precede or follow regular PMT meetings to avoid duplication and unnecessary additional meetings. Following completion of the MIS and EIS, we anticipate disbanding the TAC and continuing to manage the project through the Project Management Team. . Action Reauested: The Executive Committee recommends that the NCDA request participating cities, townships, and counties appoint a member of their organizations' professional planning and / or engineering staffs to serve as a member of the Technical Advisory Committee by April 30, 1999. Northstar Corridor Development Authority 2100 3rd Avenue. Anoka, Minnesota 55303-2265 (612) 323-5700 Fax: (612) 323-5682 i;WrtJR7f/}f/SifAJ/Jtl CORRI/@@/Jtl Agenda Item #2d Memorandum March 25, 1999 To: Northstar Corridor Development Authority From: Executive Committee Subject: Mainline Management, Inc. . On March 18, 1999 the Executive Committee authorized the Administrative Team to negotiate an agreement with Mainline Management, Inc., in an amount not to exceed $75,000, to perform capacity modeling services and to assist in the coordination with Burlington Northern Santa Fe, consistent with the 1999 budget. David Mahle has been retained by Mainline Management on a contract basis and will serve as its on-site project manager should the NCDA decide to retain Mainline Management. Action Reauested: Information only. The Executive Committee will present a proposed agreement with Mainline Management to the NCDA on May 6, 1 999 for your consideration and approval. . Northstar Corridor Development Authority 2100 3rd Avenue. Anoka. Minnesota 55303-2265 (612) 323-5700 Fax: (612) 323-5682 . *NORTHS7r/41/!1 CORR///D(Q)/!I Memorandum March 25, 1999 To: Agenda Item #4 Northstar Corridor Development Authority From: Executive Committee Subject: Selection of Public Involvement Consultant On February 4, 1999, the NCDA asked the Executive Committee to prepare a Request for Proposals (RFP) for Public Information Services and to present their recommendations to the NCDA on April 1, 1999. In response to the RFP, five proposals were received on March 23, 1999. Attached is the list of the five vendors who submitted proposals. . Staff is now in the process of evaluating these proposals and selecting those consultants they wish to interview on Tuesday, March 30, 1999. Staff will present the results of their evaluations and recommendations to the Authority on April 1, 1999. Following is the schedule that staff has followed in choosing a Public Involvement and Public Information Consultant: y February 26, 1999: >- March 9, 1999: >- March 23, 1999: y March 26, 1999: >- March 30, 1999: >- April 1, 1999: >- May 6,1999: y December 31, 2000: y February 28, 2001: Request for proposals issued Pre-proposal conference held Proposals received Selection team meets to review and evaluate the proposals and to choose consultants for interviewing Selection team conducts interviews NCDA selects consultant NCDA contract approval and execution Proposed completion of work Proposed termination of contract . Action ReQuested: That the NCDA approve the selection of the Public Involvement and Public Information Consultant. Northstar Corridor Development Authority 2100 3'd Avenue, Anoka, Minnesota 55303-2265 (612) 323-5700 Fax: (612) 323-5682 Public Involvement Consultant March 25, 1999 Page two Short Elliot Hendrickson, Inc. 3535 Vadnais Center Drive St. Paul, MN 55110 Padilla Speer Beardsley, Inc. 224 Franklin Avenue West Minneapolis, MN 55404 Himle Horner, Inc. 8500 Normandale Lake Blvd. Minneapolis, MN 55437 . LIST OF VENDORS Tunheim Santrizos Company 8009 34th Avenue South Bloomington, MN 55425 Shandwick International 8400 Normandale Lake Blvd. Minneapolis, MN 55437 . . ~~#$ . Phase I Major Investment Study Report 1. Purpose and Need 2. Conceptual Definition of Alternatives 3. Public Information Summary Complete & Approved Complete & Approved Work Currently Being Completed Commuter Rail Feasibility Study Report 1. Commuter Rail System Planning Complete & Approved 2. Commuter Rail Ridership Submittedfor PMT Review 3. Freight & Commuter Rail Capacity Modeling Work Being Completed by BNSF 4. Commuter Rail Capital Costs Complete with Capacity Modeling Currentl Underwa 5. Commuter Rail and Feeder Bus Operations & Submittedfor PMT Review Maintenance . 6. Economic Impacts Outline Submitted - Work Being Com leted 7. Social & Environmental Impacts Submittedfor PMT Review 8. Financial Analysis Submittedfor PMT Review . March 17, 1999 . ~~~~()- Northstar Commuter Rail Feasibility Study Financial Analysis Prepared For Northstar Corridor Development Authority . Prepared By Wilbur Smith Associates and Richardson, Richter and Associates, Inc. . March 23, 1999 . This document has been prepared in cooperation with: . Federal Transit Administration Federal Highway Administration Metropolitan Council of the Twin Cities Metro Transit of the Twin Cities Saint Cloud Area Planning Organization Saint Cloud Metropolitan Transit Commission Minnesota Department of Transportation Anoka County Regional Railroad Authority Anoka County Benton County Hennepin County Regional Railroad Authority Sherburne County Sherburne County Regional Railroad Authority Saint Cloud/Stearns County Regional Railroad Authority City of Anoka City of Becker City of Big Lake City of Blaine City of Columbia Heights City of Coon Rapids City of Fridley City of Elk River City of Ramsey City of Rice City of Sauk Rapids City of St. Cloud City of Spring Lake Park Becker Township Big Lake Township Clear Lake Township Haven Township " . . . . TABLE OF CONTENTS I. INTRODUCTION.............................................................................. 9-1 II. CAPITAL COST FUNDING......... ...... ........................... ....................... 9-1 Peer Group System Experience............................................................ ..... 9-1 Specific Capital Funding Alternatives for Northstar........................................ 9-4 Innovative Financing Techniques................................. ......................... .... 9-8 III. OPERATING COST FUNDING.......................................................... ..9-10 Peer Group System Experience..................... ......................................... ..9-11 Specific Operating Funding Alternatives..................................................... 9-12 Innovative Financing Techniques............................................................. 9-13 IV. FOOTNOTES.. .... ........ . ...... ...... ...... ............ ......... ............ ............ ... 9-14 . I. INTRODUCTION This report outlines options available to the Northstar Corridor Development Authority (NCDA) to finance the construction and operation of commuter rail service in the State of Minnesota's Northstar Corridor between Minneapolis and the cities of St. Cloud and Rice. This report presents strategies used by a peer group of similar new-start commuter rail systems to finance both capital and operating costs. Other innovative financing techniques are also presented. II. CAPITAL COST FUNDING The initial capital cost of the commuter rail system alternatives presented in the System Plan section of this document, including railroad capacity improvements, rolling stock, maintenance facilities, stations, park-and-ride lots and other elements, is estimated to be in the range of $146 million to $175 million. This is near the median cost of five other contemporary new-start commuter rail systems included in the peer group evaluated in the Summary section of this document. . Most new-start commuter rail operations also make substantial ongoing capital investments during their early years of operation. These investments cover items such as track upgrades, addition of passing sidings, conversion of single track to double track, extensions, new stations, additional parking, and additional rolling stock to support more frequent or expanded service. The development concept presented in this preliminary feasibility study makes no explicit assumptions about ongoing capital expenditures after service is initiated. PEER GROUP SYSTEM EXPERIENCE The capital cost financing sources of the peer group of five new-start commuter rail systems of similar scope to that planned in the Northstar Corridor are summarized in this section. The first four systems were opened for service in the last ten years. The last system, the Seattle Sounder, is scheduled to open in late 1999. Although the lntermodal Surface Transportation Efficiency Act (ISTEA) and the Transportation Equity Act for the 21 st Century (TEA-21) allow for up to an 80% federal share of capital funds needed for development of new-start commuter rail systems, most recent systems have actually used considerably less. This reflects in part the high level of competition between rail systems. around the country for scarce federal funds and the priority given to projects with local funding shares that exceed federal minimums. In addition, qualifying for federal funding also imposes additional development costs in the form of more stringent procedural requirements, including environmental documentation. Railroad companies, specializing in freight transportation, have rarely contributed substantial shares of the costs of providing passenger service over their lines. In some cases, costs of . providing passing sidings or upgrading signal systems have been shared when improvements Northstar Commuter Rail Feasibility Study March 23, 1999 9-1 Financial Analysis enhance the efficiency of freight operations. These costs are generally a small share of the . total capital expenditures required to implements commuter rail service. This leaves tax revenues or bond proceeds generated at the state and local level as the most common sources of capital funding for new-start commuter rail systems. Table 1 summarizes sources of initial capital funding for each of the peer group commuter rail systems. The cost of rail right-of-way for systems where track was purchased from freight railroads (including more right-of-way than required for the commuter rail service in some cases) is not included in the initial capital costs to improve comparability among systems, and because right-of-way purchase is not expected for the Northstar Corridor. Table 1: INITIAL CAPITAL FINANCING SOURCES System Federal State Local North Coaster San Diego, CA 0% 53% 47% Tri-Rail Miami, FL 19% 75% 6% Virginia Railway Express Washington, DC 1% 17% 82% . Trinity Railway Express Dallas, TX 24% 0% 76% Seattle Sounder Seattle. WA 13% 0% 87% (1) Costs associated with right-ot-way acquisition not included. (2) Figures derived trom SEMCOG commuter rail study, 1996 and agency contacts. All percentages are approximate. San Diego North Coaster The Coaster has been operated between downtown San Diego and Oceanside, California, since 1995 by a county public authority, the North San Diego County Transit District (NCTD). The Coaster runs on a single-track freight line purchased for more than $400 million from the former Santa Fe Railroad as part of a larger right-of-way acquisition shared with the Los Angeles Metrolink service. The 43-mile line serves 8 stations. I Of approximately $150 million (1995 dollars) in development costs not including right-of- way acquisition, $70 million was derived from a 1987 ballot initiative creating a Y2-cent regional sales tax to fund commuter rail and other transportation projects in San Diego. General-obligation bonds authorized by a statewide public referendum in 1990 to fund right- . Northstar Commuter Rail Feasibility Study March 23. 1999 9-2 Financial Analysis . of-way and rolling stock for various commuter rail, urban rail transit, and intercity rail projects throughout California funded a majority of the remaining capital expenses.2 Federal grants have been used to fund some ongoing capital improvement and maintenance projects. Miami Tri-Rail The Tri-County Commuter Rail Authority, a special use authority created by the State of Florida, operates a 66-mile commuter railroad serving 17 stations, including three international airports in southern Florida. Commuter rail service was initiated in 1989 as a means of reducing mobility impacts associated with construction on Interstate 95. The State of Florida provided funding from its transportation trust fund to cover debt service associated with the $264 million cost of initial right-of-way acquisition from the CSX Railroad. The state also provided funding to cover debt service associated with the $80 million initial cost of track improvements, station construction, and rolling stock. The Federal Railroad Administration provided loan guarantees to reduce the financing costs associated with this debt. The state transportation trust fund receives revenue from motor fuel taxes, motor vehicle license fees, motor vehicle initial registration fees, aviation fuels taxes, and rental car surcharge fees.3 . Washington Virginia Railway Express The Virginia Railway Express (VRE) operates on two lines serving commuter needs between northern Virginia suburbs and Washington Union Station. In contrast to systems in southern California and southern Florida, the VRE does not own its right-of-way. VRE contracts with CSXT, Norfolk Southern, Conrail, and Amtrak for track access.4 The initial capital cost of $155 million funded rolling stock and several stations closest to downtown Washington. Local jurisdictions and private railroads own most of the outlying stations. Many local jurisdictions developed park-and-ride facilities around stations at their own expense. Less than one percent of the capital funding was provided by the Federal Transit Administration. Bonds supported by the revenues of a 2 % motor fuel sales tax administered by two regional transportation districts provided nearly two-thirds of the total capital funding. The taxes did not require a public referendum under Virginia law. The Commonwealth of Virginia, through a direct grant from its general fund, and local jurisdictions provided the remainder.5 Dallas Trinity Railway Express . The Trinity Railway Express operates on an initial lO-mile segment between Dallas Union Station and South Irving Transit Center. The current operating segment, with plans for expansion, is part of a 34-rnile former Rock Island rail corridor purchased by the cities of Dallas and Fort Worth in 1983 using a federal transit grant. 6 Northstar Commuter Rail Feasibility Study March 23, 1999 9-3 Financial Analysis One-half of the $70 million cost of developing the initial segment was financed by the Dallas Area Rapid Transit (DART) regional sales tax. As an existing transit service provider, DART qualified for Federal Section 9 formula grants applicable to system expansion and development. Other local funding sources included municipal contributions and railroad contributions associated with making the line suitable for freight service.7 . Seattle Sounder The Seattle Sounder commuter rail system is planned to serve 14 stations along 81 miles of track between Everett and Lakewood, Washington, via Seattle and Tacoma by 2001. The Sounder will share the tracks with BNSF freight trains and Amtrak passenger trains. The Seattle to Tacoma segment is planned to open by the end of 1999. The Seattle Sounder is being developed by Sound Transit, the Central Puget Sound Regional Transit Authority. The capital expenditures budgeted for the Seattle to Tacoma commuter rail is $270 million. Sound Transit has received federal Section 5309 "New Start" earmarked discretionary funds to fund both commuter rail and light rail development. Sound Transit also collects a 0.4% Retail Sates and Use Tax and a 0.3% Motor Vehicle Excise Tax in its service area. This revenue stream is used to support bonds funding 40% of its 1999 capital improvement program.8 SPECIFIC CAPITAL FUNDING AL TERNA TIVES FOR NORTHST AR COMMUTER RAIL SYSTEM . Based on the experience of the peer group commuter rail systems discussed above, this section describes some federal, state, and local capital funding sources that may be available for development of commuter rail service in the Northstar Corridor. Federal Funding Over the course of the ISTEA years, federal funding for transit continued to increase. Likewise, under the TEA-21 legislation, federal funding for transit programs, including commuter rail, has been substantially increased. TEA-21 does provide a higher level of funding for urban rail transit initiatives than predecessor legislation, however substantial nationwide competition for "New Start" funds and existing commitments will result in federal assistance in the area of 40% to 60%, well below the statutory cap of 80%. The Northstar Corridor commuter rail system will be focusing on receiving a 50% share for federal funding participation. It should be noted that none of the peer group systems derived more than 25% of their initial capital from federal sources. State of Minnesota Funding The recent Twin Cities' Metropolitan Commuter Rail Study conducted by the Minnesota Department of Transportation suggests that the State of Minnesota cover the majority of the . initial capital requirements for commuter rail systems under consideration in the state, Northstar Commuter Rail Feasibility Study March 23, 1999 9-4 Financial Analysis . including the Northstar Corridor. The study assumes that bonding will be used to pay for upfront investments over time and recommends that debt service be covered by general revenues. This source of financing recognizes the highly-regarded creditworthiness of the state in the capital markets and is consistent with how the state has funded major transportation system improvements in the past. The study also suggests that the revenues from the state sales tax could be used to supplement general funds for annual debt service on bonds. At the current rate of 6.5%, the sales tax yields over $3 billion annually. There are no statutory limitations on the use of the revenues and the tax base has been growing at approximately 6.5% annually for the last three years.9 The study also states that motor vehicle fuel taxes and registration fees are not available for funding commuter rail capital needs without explicit statutory authorization and a determination that cross-subsidizing rail transportation with highway-derived funding is permissible under the state constitution. This determination appears unlikely, however highway funds could be applied to certain components of the commuter rail projects, such as improvements at highway-railroad crossings. 10 Types of State of Minnesota and Local Funding General Sales and Use Tax Chapter 297 A. Minnesota Statutes . The sales tax is imposed on the gross receipts from taxable sales made by any person in Minnesota. The complementary use tax is imposed on the storage, use, distribution, or consumption in Minnesota of taxable personal property unless the Minnesota sales tax was paid on the sales price. The rate for both the sales tax and the use tax is 6.5%. An additional 2.5% tax is imposed on alcoholic beverages, both on-sale and off-sale, and an additional 6.2% tax is imposed on the rental of a car, van, or pickup truck for less than 29 days. Farm machinery and logging equipment are taxed at a rate of 2.5% instead of 6.5%. All revenues from the general sales and use tax go into the General Fund. The tax base for the general sales and use tax is defined as the gross receipts from the sale of tangible personal property or services to the final consumer. Exemptions to the sales tax are many and include food products, clothing and wearing apparel, drugs and medicines, prescription eyeglasses, resource recovery equipment, certain capital equipment and machinery purchases, and sales to religious, educational, and charitable organizations. . Net sales tax receipts (taxable portion of the gross receipts) are projected to reach $6.665 billion during the 1998-99 biennium. Net sales tax receipts for the 2000-01 biennium are expected to reach $7.322 billion, an increase of $656 million (9.8 percent) over the forecast for 1998-99 biennium. Biennium growth rates for consumer durables and business capital equipment, the two largest components of Minnesota's sales tax base were 10.2 percent and 10.9 percent respectively. (November Forecast (Nov 1998), Minnesota Department of Revenue (General Fund)) Northstar Commuter Rail Feasibility Study March 23, 1999 9-5 Financial Analysis Each 0.1 % increase in the sales tax results in $48 million dollars of revenue. Each 0.5% . increase yields $239 million. The November 1998 Forecast (1998-99 Biennium) General Fund is $24,236 million, 27.5% of which is sales tax revenue. The Projected General Fund Balance as of June 30, 1999 is $953 million. To have a portion of the sales tax dedicated to commuter rail, whether for capital costs or operations and maintenance, an individual or political entity must ask a state representative to introduce a bill authorizing use of a specified percentage amount of the tax for this purpose. Local Sales Tax (Designated Funds) Chapter 297 A.48 Minnesota Statutes A political subdivision of this state may impose a general sales tax if permitted by special law. The tax rate is as specified in the special law authorization and as imposed by the political subdivision. However, the rates tend to be standardized at one-half percent and requests are restricted to bricks and mortar type projects. A commuter rail system would seem to fall within the parameters of this regulation. Before the governing body of a political subdivision requests legisl-ative approval of a special law for a local sales tax, it must adopt a resolution indicating its approval of the tax. The resolution must include information on the proposed tax rate, how the revenues will be used, the total revenue that will be raised before the tax expires, and the estimated length of time that the tax will be in effect. . Once authorization is secured for the special sales tax, municipalities are required to obtain voter approval through referendum. It's possible the legislature will decide this session that voter approval must be obtained before a request is submitted to the legislature. Sales Tax on Motor Vehicles (formerly Motor Vehicle Excise Tax) Chapter 297B Minnesota Statutes The motor vehicle sales tax is imposed when a motor vehicle, required to be registered in Minnesota, is purchased or acquired, either in or outside Minnesota. The 6.5% rate is applied to the purchase price which is defined as the total consideration valued in money, whether paid in money or otherwise. The tax base for the motor vehicle sales tax is the purchase price of a motor vehicle as described in the previous paragraph. Regardless of the number of times a vehicle is sold, each transfer of ownership is in the tax base. The transfer of a motor vehicle to a dealer for resale in the regular course of business is not considered to be within the base. When computing the Minnesota motor vehicle sales tax, any federal taxes imposed on the retail sale of a vehicle are excluded from the purchase price. Other exemptions to the sales price include, but are not limited to, bookmobiles, ambulances, and vehicles acquired by inheritance. . Northstar Commuter Rail Feasibility Study March 23. 1999 9-6 Financial Analysis . . . Money collected and received under this chapter must be deposited in the state treasury and credited to the General Fund. Motor vehicle sales tax revenues are projected to reach $880 million during the 1998-99 biennium. Motor vehicle sales tax receipts for the 2000-0 1 biennium are forecast at $883 million, up only 0.3 percent from FY 1998-99 levels. (November Forecast (Nov 1998), Minnesota Department of Revenue (General Fund)) To have a portion of the sales tax on motor vehicles dedicated to commuter rail, whether for capital costs or operations and maintenance, an individual or political entity must ask a state representative to introduce a bill authorizing use of a specified percentage amount of the tax for this purpose. Highway Fuels Excise Taxes Chapter 296A Minnesota Statutes An excise tax is imposed on highway gasoline and special fuels. All revenues from these taxes go into the highway user tax distribution fund. This fund is used solely for highway purposes. The highway fuel tax rate is 20 cents per gallon and is imposed on gasoline and special fuels (diesel) used on Minnesota highways. Other rates apply to alternative fuels. In order to use any of the highway fuels excise taxes for a purpose other than for highways, an amendment to the law would have to be introduced into legislation by a state representative. Railroad Authorities (Taxation) Chapter 398A Subd.8. Minnesota Statutes Railroad authorities have been empowered by the State of Minnesota to provide for the preservation and improvement of local rail service for agricufture, industry, or passenger traffic. Included in their powers is the power to levy a tax on real estate. Prior to deciding to exercise the power to tax, the authority must provide six weeks' published notice in all municipalities in the region. "If a number of voters in the region, equal to five percent of those who voted for candidates for governor in the last gubernatorial election, present a petition to the secretary of state within nine weeks of the first published notice requesting that the matter be submitted to popular vote, it shall be submitted at the next general election." The question on the ballot shall read: "Shall the regional rail authority have the power to impose a property tax ? Yes ..... No....." If a majority of those voting on the question approve or if no petition is presented within the prescribed time, the authority may levy a tax at any annual rate not to exceed 0.04835 percent of market value of all taxable property situated within the municipality or municipalities named in its organization resolution. Northstar Commuter Rail Feasibility Study March 23, 1999 9-7 Financial Analysis Taxing Authority: may levy a tax at any annual rate not exceeding 0.04835% of market value . of all taxable property situated within the Authority. Regional Total Mkt. Total Mkt. Tax Capacity Levy 1998 Levy 1999 Railroad Value 1998 Value 1999 Authority (all property) (all property) 1998 (if used) (if used) Anoka County $10.822,850,300 $11.530.061.800 $148,723,444 $5.232,848 $5.574,785 Hennepin $60.550,869,269 Unavailable $1,137.524,374 $29,276,345 Unavailable County Sherburne $2,787,426,016 Unavailable $59,878,905 $1.347,720 Unavailable County St. Cloud / $4,313,729.100 Unavailable $70,580,272 $2.085,688 Unavailable Stearns County Local Funding The Twin Cities' Metropolitan Commuter Rail Study recommends that the local government share of initial capital expenditures focus on station-area enhancements, such as passenger facilities and park-and-ride lots. Such projects would represent a relatively minor share of the total initial capital requirements. The study allocates the responsibility for the majority of ongoing operations and maintenance to local sources. II . INNOVATIVE FINANCING TECHNIQUES The use of bonding authority to finance initial capital expenses over a long period supported by tax proceeds or other revenue has been applied by many systems, including San Diego, Washington, Dallas, and Seattle. The following discussion focuses on other techniques that may be used to reduce ongoing financing costs or initial capital requirements. State Infrastructure Banks The Minnesota Transportation Revolving Loan Fund is authorized to make loans or to pledge loan guarantees to various types of transportation projects throughout the state, including transit projects. Loan guarantees allow entities to borrow on the capital markets at better terms than they may be able to achieve on their own credit ratings. The State of Minnesota enjoys a superior AAA Standard & Poor's credit rating. Loan guarantees, as provided by such state infrastructure banks, allow other entities without histories of debt issues, such as the Anoka County Regional Railroad Authority, to borrow on similarly favorable terms. Sale-Leaseback Agreements Because they do not pay taxes, public authorities are not able to take advantage of depreciation allowances under federal tax laws. However, depreciation deductions are a . substantial benefit to private firms with tax liabilities. Under a sale-leaseback agreement, a Northstar Commuter Rail Feasibility Study March 23, 1999 9-8 Financial Analysis . . . public authority purchases an asset, sells it to a private firm, and leases it back over time. Because they reflect the value of the depreciation benefits to the private firm, the lease payments are generally less than would be necessary to cover the original debt service. Station-Area Development Improved transportation access adds value to real estate. The areas around commuter rail stations may become attractive development sites for housing, offices, and businesses that serve commuters. Increasing density around transportation centers not only fulfills the environmental and social goals of transit-oriented development, but also provides an opportunity for public-private partnerships. In cases where the commuter rail operator or local government owns the land around the station, opportunities may exist to derive income from developers in the form of lease payments or land sales. In certain locations, private developers may even be willing to fund the cost of the station as part of a larger development. Tax Increment Financing Communities could also fund infrastructure improvements within development areas around stations through tax increment financing. In tax increment financing, counties, municipalities or other units of government create districts in which revenues from future increases in property tax revenues (resulting from increased assessed property values created by new development and/or better transportation access) are used to finance improvements in the district. Northstar Commuter Rail Feasibility Study March 23, 1999 9-9 Financial Analysis III. OPERATING COST FUNDING . Most commuter rail systems rely on farebox revenues and state or local sources of funding to cover expenses associated with operations and maintenance. TEA-21 does not authorize federal operating assistance for commuter rail operations; one exception is CMAQ funds for new starts for a period of up to three years. Few new-start commuter rail systems recover more than one-half of their operating expenses through passenger fares. A fare box recovery ratio around 25 percent is more common; a strong determinant of this ratio is the adopted fare policy. This preliminary feasibility study does not explicitly forecast farebox recovery ratios for the Northstar service. Table 2 summarizes the sources of funding for each of the peer group commuter rail systems. Ongoing capital expenditures are not included in the operating costs. Table 2: OPERATING COST FINANCING SOURCES OPERATING COST FINANCING SOURCES System Farebox Other (1) Federal State Local North Coaster San Diego, CA 20% 71% 0% 0% 9% Tri-Rail . Miami, FL 29% 0% 0% 36% 36% Virginia Railway Express Washington, DC 55% 6% 0% 18% 18% Trinity Railway Express Dallas, TX 10% 0% 0% 0% 90% Seattle Sounder (2) Seattle, W A n/a n/a n/a n/a n/a (1) Other revenues include operator-generated income, such as interest, advertising, and right-of-way access fees, such as fiber optic bandwidth and trackage rights. (2) Seattle Sounder is scheduled to begin operations in late 1999, the forecast prepared in 1996 is 23%-32% for the farebox recovery ratio. (3) Figures derived from SEMCOG commuter rail study, 1996 and agency contacts. All percentages are approximate. In general, federal grants are more available for ongoing capital expenditures than for initial capital. The Federal Transit Administration Section 9 formula grant program makes statutory allocations of funds to systems based on route-miles in operation. As a result, federal funds become relatively more available after initial start-up. In addition, peer group systems have used funds from various federal grant programs designed to support public transportation improvements, including railroad crossing safety improvements, CMAQ-related (congestion mitigation and air quality) improvements, such as additional rolling stock, track capacity . Northstar Commuter Rail Feasibility Study March 23. 1999 9-10 Financial Analysis . enhancements, or park-and-ride facilities, fixed-guideway modernization, and preservation of unused rail corridors. PEER GROUP SYSTEM EXPERIENCE San Diego North Coaster In addition to farebox revenues covering approximately 20% of operating expenses, the Coaster derives revenue from its right-of-way by selling usage rights of the line to Amtrak and the Burlington Northern Santa Fe Railroad, by leasing bandwidth on fiber optic cables, and through crossing fees. 12 Miami Tri-Rail Farebox revenues in the 1996-1997 fiscal year covered 29 percent of the total operating and non-capital maintenance expenses. The Florida Department of Transportation splits operating deficit with the three counties Tri-Rail serves. No dedicated sources of funding exist in Broward, Dade and Palm Beach counties to support Tri-Rail operations. The state and each county appropriate funds from their general funds to subsidize Tri-Rail.13 Washington Virginia Railway Express . The Virginia Railway Express (VRE) is operated by Amtrak under contract. The severe traffic congestion along the routes served by the VRE contributes to relatively high ridership which helps to contribute to high farebox recovery ratio of more than 50% of operating expenses. The Virginia Department of Transportation provides over $4 million annually to cover track access fees. Other state and local operating assistance funds the remainder of the operating deficit. 14 Dallas Trinity Railway Express The Trinity Railway Express (TRE) is operated by a private operator under contract. The cities of Dallas and Fort Worth lease the right-of-way to the Union Pacific (UP) and Burlington Northern Santa Fe (BNSF) railroads as a source of income.15 During the first partial year of operation, local funding sources, including farebox revenues and track access fee income, covered all operating expenses. 16 Seattle Sounder Because the Seattle Sounder is not scheduled to begin operations until late 1999, no operating funding data exists. The majority of ongoing operating and capital funding is expected to be derived from sales tax and motor vehicle excise tax proceeds. . Northstar Commuter Rail Feasibility Study March 23. 1999 9-11 Financial Analysis SPECIFIC OPERATING FUNDING ALTERNATIVES FOR NORTHSTAR . Based on the experience of the peer group commuter rail systems discussed above, this section describes some federal, state, and local funding sources that may be available for ongoing operation and maintenance of commuter rail service in the Northstar Corridor. This preliminary feasibility study does not explicitly forecast farebox recovery ratios for the Northstar service. Sources of funding to cover operating deficits will be identified in the following sections. Federal Funding TEA-21 does not authorize federal operating assistance for commuter rail operations. No federal operating assistance is anticipated for the Northstar service. However, federal grants may be available for certain ongoing capital maintenance and improvements projects after service is initiated. This preliminary feasibility study does not explicitly evaluate capital maintenance schedules for the Northstar service. State Funding The recent Twin Cities' Metropolitan Commuter Rail Study suggests that funding for operations would be best placed at the local level because the overwhelming majority of users and direct beneficiaries of the service will be local residents. However, state funding derived . either from general revenues or the state sales tax could be appropriated annually to subsidize commuter rail operating deficits, subject to established budgeting and review processes. Local Funding The recent Twin Cities' Metropolitan Commuter Rail Study identified two main sources of local funding as most appropriate for financing commuter rail operating deficits. Each of the seven metropolitan railroad authorities, including the Anoka County Regional Railroad Authority, is statutorily authorized to impose annual property taxes up to a maximum of 0.04835 percent of market valuation. In Anoka County, this represents a 1998 potential levy of more than $5 million. The actual levy was approximately. $700,000.17 The study also suggested that a regional sales tax, if enacted, could provide a very strong base for financing debt service on local bonds, annual commuter rail operating deficits, or both. A 1 % tax on retail s.ales in the Twin Cities metropolitan area would have produced approximately $332 million in collections in 1998. This tax would most likely be collected and administered by the Metropolitan Council. . Northstar Commuter Rail Feasibility Study March 23, 1999 9-12 Financial Analysis . . . INNOVATIVE FINANCING TECHNIQUES The peer group experience, such as in San Diego and Miami, illustrates how ownership of the right-of-way can be used to generate revenues for the commuter rail operating agency. Several systems collect fees for access to telecommunications bandwidth on fiber optic lines along the right-of-way or for trackage rights by freight railroads or Amtrak. Since the Northstar line will be built on an existing BNSF railroad, such opportunitie~ are not available. However, the Northstar operating agency may be able to derive rents or other fees from station-area concession space or parking fees. Peer group experience, such as in Dallas and Washington, DC, illustrates how outsourcing rail operations to a private firm (or Amtrak) may result in lower operating costs. The primary advantage of outsourcing is the competitive bidding process through which cost-reducing innovations are introduced at regular intervals to the management structure and service policies of the organization. Northstar Commuter Rail Feasibility Study March 23, 1999 9-13 Financial Analysis IV. FOOTNOTES . 1 Parsons Brinckerhoff. Northeast Ohio Rail Study (NEORAIL), February 1998. www.pb4d.col11/neorail 1 - Southeastern Michigan Council of Governments (SEMCOG). Southeastern Michigan Regional Rail Study. De Leuw, Cather & Company, December 1996. 3 Tri-County Commuter Rail Authority. Capital Improvement Program Strategic Plan. Wilbur Smith Associates, 1994. 4 Southeastern Michigan Council of Governments (SEMCOG). Southeastern Michigan Regional Rail Study. De Leuw, Cather & Company, December 1996. 5 Northern Virginia Transportation Commission. New Start Handbook. American Public Transit Association, Commuter Rail Committee, March 1995. h Dallas Area Rapid Transit. DART COlllllluter Rail Start Up: Background and Currellt Status. DART. June 1995. 7 Southeastern Michigan Council of Governments (SEMCOG). Southeastern Michigan Regional Rail Study. De Leuw, Cather & Company, December 1996. R Central Puget Sound Regional Transit Authority. /999 Annual Budget. Sound Transit, 1998. <) M' mnesota Department of Transportation. Brinckerhoff, 1998. Twin Cities' Metropolitall Commuter Rail Study. Parsons . III Telephone interview with Carl Orhn, Minneapolis Metropolitan Council, 13 January 1999. II M' D mnesota epartment of Transportation. Brinckerhoff, 1998. Twin Cities' Metropolitan Commuter Rail Study. Parsons 12 Southeastern Michigan Council of Governments (SEMCOG). Southeastern Michigan Regional Rail Study. De Leuw. Cather & Company, December 1996. U Tri-County Commuter Rail Authority. Capital Improvement Program Strategic Plan. Wilbur Smith Associates. 1994. 14 Northern Virginia Transportation Commission. New Start Handbook. American Public Transit Association, Commuter Rail Committee, March 1995. \5 Northern Virginia Transportation Commission. New Start Handbook. American Public Transit Association, Commuter Rail Committee, March 1995. 16 Tri-County Commuter Rail Authority. Capital Improvement Program Strategic Plan. Wilbur Smith Associates, 1994. 17 M' D mnesota epartment of Transportation. Brinckerhoff, 1998. Twin Cities' Metropolitan Commuter Rail Study. Parsons . Northstar Commuter Rail Feasibility Study March 23. 1999 9-14 Financial Analysis ~~5b . Northstar Commuter Rail Feasibility Study Initial Social and Environmental Impact Assessment Prepared For Northstar Corridor Development Authority . Prepared By BRW, Inc. 700 Third Street South Minneapolis, MN 55415 . March 24, 1999 . This document has been prepared in cooperation with: . Federal Transit Administration Federal Highway Administration Metropolitan Council of the Twin Cities Metro Transit of the Twin Cities Saint Cloud Area Planning Organization Saint Cloud Metropolitan Transit Commission Minnesota Department of Transportation Anoka County Regional Railroad Authority Anoka County Benton County Hennepin County Regional Railroad Authority Sherburne County Sherburne County Regional Railroad Authority Saint Cloud/Stearns County Regional Railroad Authority City of Anoka City of Becker City of Big Lake City of Blaine City of Columbia Heights City of Coon Rapids City of Fridley City of Elk River City of Ramsey City of Rice City of Sauk Rapids City of St. Cloud City of Spring Lake Park Becker Township Big Lake Township Clear Lake Township Haven Township . . . . TABLE OF CONTENTS 1. II. Introduction... ......... ............... ................................................... 8-1 Social and Environmental Impacts... ... ... ... ... ...... ... .. . ... .. ...... . .. . . .. ...... 8-11 . Rice.................................................................................. 8-13 . East St. Cloud....... ............................................................... 8-15 . Downtown St. Cloud.............................................................. 8-17 . Clear Lake........................................................................... 8-19 . Becker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8-21 . Big Lake............................................................................. 8-23 . Elk River............................................................................ 8-25 . Ramsey / Anoka......... ... ... ..... .... ...... ... ... ... ......... ... ...... ...... .... 8-27 . Coon Rapids........................................................................ 8-30 . Fridley..... ... ...... ....... ...... ... .., ... ...... ... ... ..... ... ........ ..... ...... ... 8-33 . Northeast Minneapolis. .. . .. .. . .. . .. . .. . .. . .. . .. .. .. .. .. .. .. .. .. . .. . .. .. . .. . .. .... 8-36 . Downtown Minneapolis.......................................................... 8-38 . Track Segment - Becker-Big Lake.............................................. 8-40 . Track Segment - 43rd Avenue-35th Avenue.................................... 8-42 . Track Segment - West Leg ofWye at Minneapolis Junction Minneapolis Junction-Union yard.................... .....8-44 III. Conclusions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...8-46 Appendix A - Historical Resources......................................................... 8-48 . I. INTRODUCTION The Northstar Corridor is considered one of the fastest growing urban/suburban corridors in the nation. The corridor extends approximately 70 miles along the east and north shore of the Mississippi River connecting the two metropolitan areas of St. Cloud and Minneapolis-St. Paul. Alternative transportation is crucial to accommodate the rapid growth of the cities, towns and counties in this area. As part of an overall Major Investment Study of the Northstar Corridor, the Commuter Rail Feasibility Study is evaluating the potential contribution of a passenger rail service to improve public mobility in the corridor. OVERVIEW OF LAND USE IN THE CORRIDOR . Land use in the corridor consists of a variety of uses including agricultural, residential, institutional, commercial, industrial and recreational. The northern portion of the corridor, beginning in the City of Rice (Benton County), consists primarily of rural areas. St. Cloud, which includes portions of Benton, Stearns and Sherburne Counties, is considered an urbanized area. St. Cloud is home to St. Cloud State University, one of the two major educational institutions located within the corridor. Sherburne County is characterized as farmland, open land or in a natural state (undeveloped) and includes the Cities of Clear Lake, Becker, Big Lake and Elk River. Anoka County is a combination of rural, suburban and urban areas. The City of Ramsey borders the suburbs of the metropolitan area which include the Cities of Anoka and Coon Rapids. The City of Fridley is adjacent to northeast Minneapolis and is considered an urban area. The City of Minneapolis, located in Hennepin County, is an urbanized metropolitan area and home to the University of Minnesota. SOCIAL AND ENVIRONMENTAL IMPACTS OVERVIEW A screening analysis of likely environmental and social effects of commuter rail in the Northstar Corridor was conducted to identify potential impact areas. A more detailed assessment of impact areas is conducted during an Environmental Impact Statement (ElS) which will follow this study. Impact areas addressed in an EIS and in the scope of this study are identified in the chart on the following page. In an effort to obtain current information and a local sense of community development, staff consulted with community representatives and relevant agencies in each station area. Additional information was gathered utilizing Geographic Information Systems (GIS) to identify floodplain, wetland and farmland data. Archaeological resource information was produced by the Minnesota Department of Transportation's (MnDOT) MnModel software application. Anticipated congestion levels and ridership data were determined and presented in earlier sections of the Commuter Rail Feasibility Study. . Commuter Rail Feasibility Study March 24, 1999 8-1 Social and Environmental Impacts . Land Use Community Facilities Social-Economic Impacts Environmental Justice and Title 6 Compliance Displacements and Relocation Archaeological and Historic Features Determination of Section 4(f) Involvement Visual/Aesthetic Impact Analysis Farmlands Impact Analysis x x x X Air Quality Analysis Noise / Vibration Impact Analysis Contamination Analysis Water Quality Impact Analysis Energy Impact Analysis Traffic Impact Analysis X X . X Long-Term Construction Impacts Short-Term Construction Impacts x X . Commuter Rail Feasibility Study March 24. 1999 8-2 Social and Environmental Impacts . . . The analysis is presented in a table format for each potential station location in the corridor. A general overview is provided to identify areas that mayor may not be impacted. A more thorough evaluation of potential impacts in these areas will be completed during the preparation of the environmental impact statement (EIS) for the Northstar commuter rail system. Results of the analysis provided an initial assessment as to whether the proposed locations are conducive to supporting a commuter rail station and station activity. Responses from community representatives were positive overall, and many communities have started planning for potential land use and community development around the station sites. In some areas, land acquisitions may be necessary to accommodate anticipated use. Additional findings from the analysis include the following: . Regionally, air quality will be improved by the commuter rail system. However, there may be increased carbon monoxide emissions at station sites where large park and ride lots are planned. Additionally, increased vehicular traffic accessing station sites may also increase carbon monoxide emissions . Increased noise levels resulting from commuter rail and station activity appeared to be minor at this phase of the study, due to existing volumes of freight traffic already experienced by the surrounding communities. . The proposed station sites are located in areas currently serving commercial and/or industrial development. Construction of a station in these areas is expected to enhance or improve the overall visual landscape in the area. . Physical impacts on areas such as floodplains, wetlands and prime farmlands, are minor in the majority of proposed site locations. . Archeological and historical impacts vary by location. Sites close to rivers or lakes have higher probability levels of existing archeological resources. Examples include sites in Big Lake, Ramsey/Anoka, Fridley, and downtown Minneapolis. Historical resources are abundant in downtown St. Cloud and northeast Minneapolis; each of the two proposed station areas include historical districts and numerous historically important sites. . Based on the anticipated number of commuters utilizing the stations, rural areas are expected to accommodate the travel demand to the stations with few improvements in comparison to areas such as St. Cloud, Elk River and communities south. Further evaluation will be conducted to determine necessary improvements regarding safety and sufficient roadway access. . Anticipated parking needs have been identified for each station location. Adequate space to build parking areas at each station has not been evaluated. . Construction will impact areas around station sites, segments, maintenance facilities and Northtown Yard. Most construction impacts will be short-term and will be properly mitigated during the construction phase of the commuter rail system. Typical construction impacts include: air quality (dust from earthwork), noise and vibration, neighborhood, natural environment, municipal infrastructure, and water quality. Additionally, regional and state economic impacts would result from the construction of the Northstar commuter rail system. Commuter Rail Feasibility Study March 24, 1999 8-3 Social and Environmental Impacts Community Environment . A direct relationship exists between commuter rail stations and the communities they serve. Stations provide a link between commuters and convenient public transportation, but also provide opportunities for communities to enhance the surrounding environment. Community development and planning is an essential component to ensuring a positive influence on the commuters it serves, governments and local merchants. Land Use and Community Facilities This portion of the table briefly describes the location of each proposed station site and general characteristics of the surrounding area. Existing land use, future plans and community development issues are identified as they relate to station location and potential activity. Typically, commuter rail stations are most compatible with commercial, industrial, or mixed land uses, rather than residential areas. Overall, the proposed station sites identified in this phase of the study are located in areas conducive to supporting and benefiting from commuter rail station activity. Physical Environment Air Quality The Clean Air Act of 1990, requires the Environmental Protection Agency (EPA) to set National Ambient Air Quality Standards (NAAQS) for pollutants considered harmful to public health and the environment. The Clean Air Act established two types of national air quality standards. Primary standards set limits to protect public health, including the health of "sensitive" populations such as asthmatics, children, and the elderly. Secondary standards set limits to protect public welfare, including protection against decreased visibility, damage to animals, crops, vegetation, and buildings. . The Twin Cities urbanized area is currently designated moderate non-attainment for carbon monoxide (CO). The City of St. Cloud has been redesignated as an attainment area by the EP A and considered to be a maintenance area for CO. CO is a colorless, odorless and poisonous gas produced by incomplete burning of carbon in fuels. Transportation sources represent 77 percent of the nationwide CO emissions. Thus, the focus of CO monitoring has been on traffic oriented sites in urban areas where the main source of CO is motor vehicle exhaust. The NAAQS for CO is 9 parts per million (ppm) 8-hour non-overlapping average not to be exceeded more than once per year. Regionally, the Northstar commuter rail system will assist in decreasing the CO emissions, since persons currently driving their car will be riding commuter rail. However, there may be increased CO emissions at station sites where large park and ride lots are planned. Additionally, increased vehicular traffic accessing station sites may increase CO emissions. Commuter Rail Feasibility Study March 24, 1999 8-4 Social and Environmental Impacts . . . . The tables shown in the Environmental and Social Impacts section of this report display data where potential air quality problems could occur based on the number of vehicles accessing and parking at the stations. The number of vehicles accessing and parking at the stations is directly related to the number of commuter rail riders at each station. A more detailed air quality analysis will be completed during the preparation of the EIS for the Northstar commuter rail system. This will include modeling air quality emissions at selected high volume intersections and stations. Noise Noise receptors are facilities senSItive to or adversely affected by noise resulting from commuter trains and station activity. Examples include schools, religious institutions and medical facilities. As required by the Federal Transit Administration (FT A) and for purposes of this study, noise receptors were identified within a Yz mile area of each proposed station location; this includes residential areas potentially affected by increased noise levels. Floodplains Station sites located within an existing floodplain area are identified in this portion of the table. Utilizing Federal Emergency Management Agency (FEMA) floodplain data and Flood Insurance Rate Maps (FIRM), a radius of Yz mile surrounding each station site was selected for analysis; a V<I mile radius was used around segment areas where double track construction is proposed. Although much of the corridor runs parallel with the Mississippi River, the probability level of potential impacts is low in most proposed areas. Wetlands The probability of encountering wetlands in each of the proposed station areas is briefly evaluated in this portion of the table. Information is based on the N ational Wetlands Inventory (NWI). The area evaluated includes a Yz mile radius surrounding each station site, and 1,4 mile area surrounding each track segment area. Other inventories may identify additional wetlands not included in the NWI. Farmlands A brief analysis of soils was conducted within Yz mile of the proposed station locations to determine potential impacts on prime farmlands in the area. A radius of 1,4 mile was used for track segment areas. Visual Impacts Each proposed station site was evaluated for potential aesthetic intrusions and overall visual impacts on the existing landscape in the area. Commuter Rail Feasibility Study March 24, 1999 8-5 Social and Environmental Impacts Cultural Resources Archeological and historical resources were identified within Y2 mile of each proposed station site and 1,4 mile around track segment areas. Archeological resources were identified using the Mn/Model application which determines a probability rating of "low", "medium", or "high", as to the likelihood of existing resources in the area. . Historical importance, which is often determined at local, state and national levels, is also addressed in this portion of the table. Historical societies and other local organizations provided data on historically important sites including those listed on inventories completed by the State Historic Preservation Office (SHPO). SHPO inventories include sites 50 years old or more; the inventories are not based on significance. The number of properties listed on the National Register of Historic Places are shown in the impact tables. A listing of all historical properties is in Appendix A. Traffic, Parking and Ridership This portion of the table briefly describes anticipated use at each station as it relates to passenger totals, traffic levels and adequate parking areas. Access to the station site is also addressed including potential areas of concern. The following tables include preliminary ridership results for each potential station identified in the corridor. There are two scenarios presented, one utilizes Rice as a starting point while the other begins in downtown St. Cloud. . South - Rice to Minneapolis 2020 2005 Station Drive Walk Total Drive Walk Total 1 Rice 76 2 78 75 2 77 2 E St. Cloud 166 62 228 165 56 221 3 Clear Lake 20 46 66 19 45 63 4 Becker 8 61 69 6 48 54 5 Big Lake 515 190 705 436 155 591 6 Elk River 602 700 1303 487 562 1049 7 Ramsev/Anoka 633 583 1216 552 470 1023 8 Coon Rapids 1172 738 1910 1112 658 1771 9 Fridlev 1320 461 1781 1293 458 1751 10 NE Mpls 0 628 628 0 595 595 11 Dwtn Mpls 0 0 0 0 0 0 . Commuter Rail Feasibility Study March 24, 1999 8-6 Social and Environmental Impacts . North - Minneapolis to Rice 2020 2005 Station Drive Walk Total Drive Walk Total 11 Dwtn Mpls 5 14 19 9 14 23 10 NE Mols 0 4 4 0 7 7 9 Fridley 16 1 17 14 1 16 8 Coon Rapids 5 3 8 4 1 5 7 Ramsey/Anoka 5 0 5 4 0 4 6 Elk River 27 23 51 17 12 29 5 Bia Lake 63 43 107 49 32 81 4 Becker 4 1 5 2 1 3 3 Clear Lake 3 14 17 2 12 14 2 E St. Cloud 1 0 1 0 0 0 1 Rice 0 0 0 0 0 0 South - Downtown St. Cloud to Minneapolis 2020 2005 Station Drive Walk Total Drive Walk Total 1 Dtwn St. Cloud 69 57 126 74 54 128 2 E St. Cloud 67 57 124 60 54 114 3 Clear Lake 21 46 67 20 43 63 4 Becker 8 61 69 6 48 54 5 Bia Lake 515 190 705 437 155 592 6 Elk River 602 700 1302 487 562 1049 . 7 Ramsey/Anoka 633 583 1216 552 470 1022 8 Coon Rapids 1172 738 1910 1112 658 1770 9 Fridley 1320 461 1781 1293 458 1751 10 NE Mpls 0 628 628 0 595 595 11 Dwtn Mpls 0 0 0 0 0 0 North - Minneapolis to Downtown St. Cloud 2020 2005 Station Drive Walk Total Drive Walk Total 11 Dwtn Mpls 5 14 19 9 14 23 10 NE Mpls 0 4 4 0 7 7 9 Fridley 17 1 18 15 1 16 8 Coon Rapids 5 3 8 4 1 5 7 Ramsey/Anoka 5 0 5 4 0 4 6 Elk River 31 25 56 19 15 34 5 Bia Lake 77 41 118 53 26 79 4 Becker 3 1 4 2 1 3 3 Clear Lake 2 15 17 2 11 13 2 E St. Cloud 2 3 5 1 1 2 1 Dtwn St. Cloud 0 0 0 0 0 0 . Commuter Rail Feasibility Study 8-7 March 24, 1999 Social and Environmental Impacts Grade Crossings . Overview An in-depth grade crossing analysis will be prepared for each crossing during the preparation of the EIS for the Northstar commuter rail system. However, it is important to note in this document the safety and mobility considerations that will be investigated as part of the EIS process. Within the study area of the Northstar corridor, there are numerous highway crossings of the Burlington Northern Santa Fe (BNSF) rail tracks. The Northstar commuter rail system will add the following number of trains to the BNSF rail tracks by the Year 2003. · 10 trains per day between Elk River and Saint Cloud · 14 trains per day between Ramsey and Elk River · 18 trains per day between downtown Minneapolis and Ramsey Overall, at-grade highway crossings of rail facilities known as grade crossings are subject to operational concerns with respect to interference between roadway and rail traffic. These concerns include: · Delay impacts to vehicular traffic due to activation of railroad warning systems and occupancy of the grade crossing by trains . Secondary traffic operational impacts such as disruption of traffic signals by rail preemption . Safety concerns either due to violation of traffic control devices or by queuing of highway vehicles in the grade crossing area . Additionally, although the rail mode has the right-of-way at grade crossings, to the extent that traffic operational problems develop, train speeds may be affected. In addition, strategies utilized to manage conflicts and improve safety at rail grade crossings may impart small but measurable delays to the rail operations plan. For these reasons, careful consideration should be given to the design issues including the physical configuration of the grade crossing as well as traffic and train control equipment and operational strategies. An integrated approach which includes a combination of warning and control will provide the best solution. The best solution is one which maximizes safety while balancing delay and operational impacts. Safety Considerations at Grade Crossings The principal traffic safety consideration at a grade crossing is to avoid collisions between trains and highway vehicles. An additional consideration is limiting secondary accidents which may involve only the roadway vehicular mode as a result of train activity or activation of the grade crossing warning system (similar to the concern with rear end type accidents which occur at red traffic signals). The primary safety concern is met if clear warning and positive traffic control is provided and if drivers do not violate the established safety devices. Safety is enhanced if sight distance is available to roadway vehicles and train operators approaching the crossing. Where sight distance is limited, grade crossing warning and protective systems which typically include flashing lights, audible devices and automatic gates are essential to maintain safety. Setting aside the issues related to violations and Commuter Rail Feasibility Study March 24, 1999 8-8 Social and Environmental Impacts . . enforcement, safety is also improved if provisions are taken to minimize the possibility that vehicles will become trapped on the tracks behind a queue of vehicles or waiting for gaps in traffic at a parallel roadway immediately downstream from the grade crossing. For this reason, traffic control devices and traffic design in the vicinity of the grade crossing needs to include provisions to limit queuing on the tracks and to positively clear vehicles prior to the arrival of trains at the crossing. A wide range of measures is available to keep the crossing clear, including: . Roadway geometric features to provide vehicular storage downstream from the grade crossing Roadway shoulders to provide a refuge area downstream from the crossing Stop signs for frontage (parallel) roadway traffic at unsignalized intersections Use of active warning devices Use of "pre-signals" (traffic signals ahead of the grade crossing which turn red pnor to downstream traffic signals) Use of "queue cutters" (traffic signals ahead of the grade crossing which break the traffic flow into platoons which can clear the tracks) Use of "metering" of traffic from upstream traffic signals so that queuing on the tracks does not occur; and, Preemption of downstream traffic signals to provide track clearance phases. . . . . . . . Mobility Considerations at Grade Crossings Total vehicular delay accrues to each vehicle queued up while the crossing is blocked and continues to accrue until all of the vehicles in the queue have regained the initial travel speed. . For commuter rail-type grade crossings, given the relatively small blocking times per train, the total hourly impact of the crossing closure will typically be far less than the delay which occurs at signalized intersections along the cross street upstream and downstream from the grade crossing. The operating plan anticipated for the Northstar commuter rail system is at the most 4 trains per hour. With about 35 seconds gate blocking per train, the hourly Volume/Capacity impact at the grade crossing would be 0.04, which equals an effective green time percentage of 96 percent. This can be compared to the typical maximum green time to total cycle time of 40 to 45 percent which is typically available to a major movement at a signalized intersection. Therefore, the hourly impact to traffic at a Northstar commuter rail grade crossing is minimal. In addition to the average hourly impact, additional traffic operational impacts can occur when grade crossing closures impact platoons of vehicles which are moving through a progressive, coordinated traffic signal system. A portion of the platoon may be cut off and vehicles mayor may not be able to clear a downstream traffic signal in the green band when released from the grade crossing. Additional impacts may occur if an adjacent traffic signal is preempted in conjunction with grade crossing gate activation. Preemption is provided so that a traffic signal can provide a "track clearance" phase which will display a green signal indication to assure that vehicles on the trackway at the time of activation can clear off the tracks prior to train arrival. In addition, preemption sequences ordinarily provide a "limited service" phase which allows non-conflicting roadway movements to continue during gate blocking and train passage. Although preemption can provide benefits to parallel roadways, the traffic signal is randomly pulled out of coordination and the disruption to flow may extend to several signal cycles after train passage. . Commuter Rail Feasibility Study March 24, 1999 8-9 Social and Environmental Impacts Grade Crossing Analysis to be Completed As stated above, an in-depth grade crossing analysis will be completed during the preparation of the EIS for the Northstar commuter rail system. The following major types of traffic control treatments for each grade crossing will be recommended along the entire length of the Northstar commuter rail system. This will include station areas as well as in rural and urban areas where the commuter train is operating. . · Crossing closure · Full grade separation · Traffic control techniques, including: Passi ve devices Flashing light devices Automatic gates Traffic signals Supplemental passive controls Supplemental active devices Construction Impacts Potential construction impacts of implementing the Northstar commuter rail system have been identified at each station location and along track segments where capacity improvements to the BNSF railroad track may be necessary. There are a number of construction impacts related to the implementation of the Northstar commuter rail system that have been briefly identified in the tables. Further analysis of the construction impacts will be completed during the preparation of the EIS for the Northstar commuter rail system. Construction impacts . include: . Output, earnings, and employment impacts including both economIC impacts and disruption to existing businesses . Air quality construction impacts . Noise and vibration impacts during construction . Construction impacts on communities and neighborhoods . Natural environment construction impacts . Municipal infrastructure construction impacts . Water quality construction impacts Commuter Rail Feasibility Study March 24, 1999 8-10 Social and Environmental Impacts . . . . II. SOCIAL AND ENVIRONMENTAL IMPACTS The planning process thus far has led to some basic assumptions regarding the Northstar commuter rail system. The corridor extends from downtown Minneapolis to East St. Cloud and includes a total of 11 stations including two terminal stations. Two possible alternatives exist from East St. Cloud - to downtown St. Cloud or the City of Rice for the termination of the service. Assuming the train stops at every station, the proposed rail time total is 90 minutes from Minneapolis to St. Cloud. All trains may not serve all stations; proposed service frequency at each station is based on anticipated use and maximizing efficient travel times. Parking at the commuter rail stations is assumed to be unlimited and at no charge to passengers with the exception of the two Minneapolis stations where no parking will be permitted consistent with city policy. Feeder bus service was assumed to be in place at each station, however, demand in some locations may not initially warrant this type of service. Figure 1 shows the corridor and identifies proposed station locations. 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[J) ..... 0 0 .s - is ~ E c: ..c: 0. c Z <..i:: C/) U c:l C e1) ...... c:l 0 '5iJ c: 0 Z ~ -" . . . . . . >-, "0 0. :::l ..c: Uj [J) ..... '8 ~ <1.l "0 0::: C2 .... :.0 <1.l .en "0 :; c<l c: E <1.l c:l ~ "'1) 6 0\ c: 0 .8 0\ J2 U c: 0::: 0\ ..... '- .9 c:l .... 0... 0 tl <1.l '1" U .':!J :::l :; C'l u t: 6 ..c: ~ c:l CfJ U . 0. c: 6 .... c:l E 0 c:l ..... U 0 ::;s E-< ...... U III. CONCLUSIONS The preceding tables briefly evaluated the various social and environmental impacts that would be imposed on communities with the implementation of the Northstar commuter rail system. Impacts were categorized into three areas: Community Environment (land use and community development), Physical Environment (noise, traffic, visual, air quality, etc.) and Construction Impacts. The following table provides a visual summary of the likelihood of impacts affecting each community according to the three evaluation categories. Categories are rated as "Not Likely", "Likely", or "More Likely" to experience some level of impact. Level of Impacts o Not Likely ~ Likely - More Likely East St. Cloud Downtown St. Cloud Clear Lake Becker Big Lake Elk River AnokalRamsey Coon Rapids Fridley Northeast Minneapolis Downtown Minneapolis Becker - Big Lake Northtown Yard (43rd to 35th Ave) West Leg of Wye at Minneapolis Jet I Minnea olis Jet to Union Yard Commuter Rail Feasibility Study March 24, 1999 8-46 Social and Environmental Impacts . . . . . . The majority of the station communities are "not likely" to experience major impacts as they relate to the evaluation categories. Communities with ratings "likely" or "more likely", are expected to require a more in-depth planning process in regard to potential land acquisitions and/or considerable safety improvements. Other reasons for a higher rating could include the number of historical resources in the area, high volumes of anticipated traffic, air quality issues or increased noise levels. A more thorough evaluation of potential impacts in these areas will be completed during the preparation of the EIS for the Northstar commuter rail system. Commuter Rail Feasibility Study March 24. 1999 8-47 Social and Environmental Impacts APPENDIX A HISTORICAL RESOURCES . Potential impacts on historical resources in each proposed station area were briefly evaluated in the tables presented earlier in this portion of the study. Name and location in the following tables identify sites recognized for their importance on a local, state or national level; or combinations thereof. In some areas, inventories conducted by the State Historic Preservation Office included sites too numerous to list in this section; the total number of sites in these areas are provided in the table. Additional information is available upon request. Robert Russell House Old Rice School Immaculate Conception Church Rice Village Hall Hotel Fromelt Store Old Germain Catholic Church Priest House Rice Creamery First State Bank III Rice 1 st Street & 2nd A venue North Earl Street & 5th Avenue West 2nd Street East & North Street Rice Street East & I st Street Rice Street East & I st Street Rice Street East & I s, Street Rice Street East & 4th Street Rice Street East & 41 Street Rice Street East & I sl Street . Rex Granite Company 4 Y2 Street & Lincoln A venue Brick Building 417 2nd Avenue South (No name) 312 3rd Avenue East Standard Oil Company 3rd Avenue East & 2nd Street Northeast (No name) 3rd Avenue East & 2nd Street Northeast Depot 6th A venue East & Crescent Street Brick House 126 Columbia Avenue Swedish Mission Church 2nd Street Southeast & St. Germain Street Riverside Hotel 119 St. Germain Street Elevator St. Germain Street & 5th A venue House 4' Avenue & 2n Street Southeast Earnest Bostrun House 402 Riverside Drive Commercial Building 5th Avenue & 5th Street Southeast *The SHPO inventory includes approximately 76 sites. Locations provided upon request. Commuter Rail Feasibility Study March 24, 1999 8-48 Social and Environmental Impacts . . . . Paramount Theatre Flat Iron Tavern Holy Guardian Angels Church (Aluminum cast sign) St. Cloud Commercial Historic District 913 St. Germain Street 202 8th Avenue North 603 3rd Street North g" Bensen, John N., House Bishop's Residence/Chancery Office Carter Block Clarke, Nehemiah P., House Fifth Avenue commercial Buildings First National Bank Foley-Brower-Bohmer House Majerus, Michael. House Streams County Courthouse *The SHPO invellwry includes more than 380 sites. 402 6th Avenue South 214 3rd Avenue South 501-511 1 st Street North 356 3rd Avenue South 14-30 5th Avenue South (even #'s only) 501 St. Germain Street 385 3rd Avenue South 404 9th A venue South I st Street and 8th A venue North Locations provided upon request. Schwab House 607 Center Street Clear Lake School 307 Center Street St. Marcus Rectory 3xx Center Street St. Marcus Catholic Church 3xx Center Street Methodist Church 330 Church Street McDonald's Meats Center Street (Co. Rd. 24) Clear Lake Township Hall Center Street Mosford House 209 Mill Street Clear Lake State Bank 203 Center Street Farmhouse 20580t Avenue S.E. * The Sherburne (()unty Historical Society has identified 55 sites. Locations are available upon request. Commuter Rail Feasibility Study March 24, 1999 8-49 Social and Environmental Impacts . Becker Communitv Bandstand 12129 Hancock Street 13925 Central Avenue 13900 Central Avenue 12165 Hancock Street 12172 Hancock Street 12263 Hancock Street 12180 Hancock Street 13727 Central Avenue Northeast corner Central A venue & Hancock Street '" The Sherburne ('ounty Historical Society has identified 55 sites. Locations are available upon request. United Methodist Church House Cruzen House Becker Township Hall K.G. Knutson Office Building State Bank of Becker Knutson Hardware Store George Mero House A.J. Johnson HOllse 310 Ormsbee Street J.M. Haven House 310 Lake Street South KOTM Hall 170 Lake Street South Olson House 471 Pleasant Avenue Big Lake School 160 Lake Street North Emery Moors HOllse 330 Eagle Lake Road Johnston House 300 Powell Street North '" The Sherburne County Historical Society identified 148 sites. Locations are available upon request. . Longfellow House 1033 Manor Place Union Church 1118 4'h Street Trinity Episcopal Church 13264' Street N.W. Dare House 1237 Main Street Water Tower N.E. corner of 4th Street & Jackson (No name) 618-624 Railroad Drive House 220 Xenia Street House 226 Xenia Street Orono Store 1857 Main Street Hudson House 1811 Main Street Houlton House 1185 Main Street '" The Sherburne County Historical Society has identified 88 sites (does not include all downtown Elk River). Locations are [/nlilable upon re uest. Commuter Rail Feasibility Study March 24, 1999 8-50 Social and Environmental Impacts . . . . Commuter Rail Feasibility Study March 24, 1999 8-51 Social and Environmental Impacts . Lein, P,W., Du lex Webster School (I) All Saints Church ([) Two Brick Eastlake Houses Dwelling St. Mary's Orthodox Cathedral St. Nicholas Carpathian Church Brick Dwelling Three A artment Houses Italianate House Eastlake I Queen Anne House Flemish Duplex Beaux Arts Four-plex Ritz Theatre Queen Anne House and Carriage House Emmanuel Lutheran Church Queen Anne House Edison High School Queen Anne House Queen Anne House Queen Anne House Brede Company Water Tower MPD Second Precinct Building (F) Northern Light Hall (F) Northeast Community Library Commercial Building Tousley Building Queen Anne House (F) Folk Art House and Garden (I) Italianate House (I) Colonial Revival Dwelling (I) Queen Anne Cottage (FlI) Dwelling Queen Anne Duplexes Duplex (F/G/I) Margaret Barry House (FIG) Colonial Revival House Eastlake House Fence Queen Anne House Queen Anne House House (F/I) Craftsman House 444-46 Madison Street N.E. 423-25 4th Street N.E. 424 4th Street N,E, 1423-1427 4th Street N.E. 2412 4th Street N.E. 1629 5t1 Street N.E. 1927 5th Street N.E. 1421 5th Street N.E. 2320-24 5th Street N.E. 1621 6th Street N.E. 2204 6th Street N.E. 415 8t1 Avenue N.E. 400-402 8th Avenue N.E. 345 13th Avenue N.E. 677 13th Avenue N.E. 697 13th Avenue N.E. 1501 18th Avenue N.E. 70022" Avenue N.E. 1001 23rd Avenue N.E. 1215 Adams Street N.E. 1228 Adams Street N.E. 2211 Broadway Street N.E. 1600 Central Avenue N.E. 1911 Central Avenue N.E. 1920 Central Avenue N.E. 2200 Central Avenue N.E. 2223 Central Avenue N.E. 2408-10 Central A venue N.E. 745 Fillmore 656 Jefferson Street N.E. 704 Jefferson Street N.E. 726 Jefferson Street N.E. 754 Monroe Street N.E. 2216 Monroe Street N.E. 2533-39 Monroe Street N.E. 453-55 Pierce Street N.E. 759 Pierce Street N.E. 1943 Pierce Street N.E. 1836 Polk Street N.E. 2018 Polk Street N.E. 2207 Polk Street N.E. 2317 Polk Street N.E. 656-8 Quincy Street N.E. 1800 Taylor Street N.E. . Commuter Rail Feasibility Study March 24, 1999 8-52 Social and Environmental Impacts . . Craftsman House 2419 Taylor Street N.E. House 2425 Taylor Street N.E. House 2427 Taylor Street N.E. Queen Anne House 1938 Ulysses Street N.E. Northeast Gospel Church 2749 Ulysses Street N.E. Queen Anne House (I) 302 Universit Avenue N.E. Italianate House (I) 420-22 University Avenue N.E. Sheridan Elementary School 1201 University Avenue N.E. Brick Service Station 2501 University Avenue N.E. Brick Dwelling (F/G/I) 612 Van Buren Street N.E. Queen Anne Double House (F/G/I) 644-46 Van Buren Street N.E. Queen Anne House 1700 Washington Street N.E. Switchman's Tower 14th Avenue N.E. & Quincy Street (State Historic Preservation Office inventory information has not been identified for this area in this phase of the study.) . Farmers and Mechanics Savings Bank* Soo Line Building Gluek Building Sam S. Shubert Theater* Forum Cafeteria (interior only) Minnea olis YMCA Central Building* Dworsky Barrel Co. (Fire House #4) Northwestern Knitting Co. (Munsingwear) Swinford Townhouses/A artments* Lumber Exchange Building* Masonic Temple* Pantages Theatre (interior only) State Theatre (interior) Orpheum Theater* Rand Tower* Foshay Tower* Miller Bag Company 115 51h Street South 105 5th Street South 14 6th Street North 22 71h Street North 18 7th Street South 36 9th Street South 260 1th Avenue North 718 Glenwood Avenue 1213-21 Hawthorne Avenue 423-25 Hennepin Avenue 708 Henne in Avenue 708 Hennepin A venue 805 Hennepin A venue 910 Henne in Avenue 527-29 Marquette Avenue 821-37 Marquette Avenue 861- 71 Henne in Avenue Butler Brother Company Chicago Milwaukee St. Paul and Pacific Depot, Freiaht House, and Train Shed 100 6th Street North 201 3rd Avenue South Vicinity of 1 st A venue North, I sI Street North, lOt Minneapolis Warehouse District Avenue & 6th Street Moline, Milburn, and Stoddard Company 250 3rd A venue North (State Historic Preservation Office inventory information has not been identified for this area in this phase of the study.) . Commuter Rail Feasibility Study March 24, 1999 8-53 Social and Environmental Impacts . Becker United Methodist Church Becker Community Bandstand Knutson Hardware Store K.G. Knutson Office Building Becker Township Hall State Bank of Becker Cruzen House House Geor e Mero House Becker Township Andrew Swanson Farmstead 12129 Hancock Street Northeast corner Central Avenue & Hancock Street 12180 Hancock Street 12172 Hancock Street 12165 Hancock Street 12263 Hancock Street 13900 Central Avenue 13925 Central Avenue 13727 Central Avenue 13374 County Road II Big Lake Olson House Big Lake School Emery Moors House Johnston House KOTM Hall Big Lake Township District School #3 Bailey Station Cemetery 471 Pleasant Avenue 160 Lake Street North 330 Eagle Lake Road 300 Powell Street North 170 Lake Street South 19141 County Road 15 Highway 10 & County Road II . Grain Mill and Tanks 310 1 Main Street N.E. (State Historic Preservation Office inventory information has not been identified for this area in this phase of the stud .) . Commuter Rail Feasibility Study March 24. 1999 8-54 Social and Environmental Impacts