Regional Rail for Arizona
Sections:
Service Concept and Objectives;
Markets; Capital Investment;
Operations; Funding;
Project Management.
The service concept underlying this analysis is:
- An Arizona Regional Rail System can be developed inexpensively and within a
short time-frame. The system will exploit existing rights-of-way, gaining
access through cooperative agreements with the Santa Fe Railway Company and
Southern Pacific Transportation Company. The present railroad companies would
generally continue to own the tracks and rights-of-way, excepting shops, yards
and some terminal tracks.
- The service would be focused on Phoenix and Tucson with local services
operated in the Phoenix Metroplex and regional services operated throughout the
region. Approximately 85% of all Arizona residents will live within easy
driving distance of the regional rail system, thus increasing its utility
greatly. Significant parking facilities would be required at all locations to
assure maximum utility and close coordination between automobile use and rail
services.
- The service would seek to develop a major cooperative relationship with
private sector interests. It would serve as a catalyst for commercial
development. It would work cooperatively with the railroad companies, assuring
mutual benefit. It would be aggressive about marketing itself as a
collector-distributor system for regional airline carriers using Sky Harbor and
Tucson International airports.
The objective of this service is:
- to provide a regional rail spine-line system on existing rights-of-way
improving mobility choices, exploiting airport connections and supplementing
the automobile. The objective is to further serve economic interests throughout
the region with a focus on the Phoenix Metroplex and Tucson Metropolitan Area.
Both Phoenix and Tucson (as well as Tempe, Mesa and other cities) have major
downtown facilities that are within easy walking distance of the proposed rail
service. Transit and taxi services place even a greater portion of the
respective downtowns within easy reach of the rail service. Both Phoenix and
Tucson (as well as some others) have government complexes that are at or close
to proposed station sites. Both Phoenix and Tucson have airport locations
favorable to service by regional rail. Both Phoenix and Tucson have
strategically located surrounding communities that are situated on the proposed
rail system and susceptible to using the rail service.
- Operationally, the regional rail system can be implemented based on a
combination of services with 80 MPH maximum speeds (and related signal systems)
as well as 90-100 MPH speeds and the more sophisticated signal system required
for its operation. This paper uses costs based on 100 MPH speeds between
Phoenix and Tucson and 80 MPH speeds elsewhere. A Phoenix to Tucson run with
top speeds of 100 MPH would take about one hour forty minutes depending on
stops. A schedule at 1:40 is automobile competitive.
The rail market potential in Arizona is estimated to be modest at the
outset, with growing use coming quickly. The use of rail will be a function of
where the stops are - the matrix; what the frequencies are; fare levels;
parking lot size and security and air coordination.
The markets examined and considered viable are:
- Local home to work trips, especially for downtown workers and some others.
These trips would be generated from five routes radiating from Phoenix to
Goodyear, Sun City, Gilbert, Chandler and West Chandler.
- Regional trips for a variety of reasons including tourism and visitor and
convention activities.
- Excursion trips.
- Intercity travel coordinated with air and Amtrak service.
Capital investment and what it purchases are noted in Annexes C and D. These
costs are forecast on a conservative basis. The key to shaping the extant
railroad into a much more capable part of the regional transportation
infrastructure is development based on not having to purchase critical
rights-of-way and compensate for massive neighborhood disruptions. A further
advantage is the relatively short time it takes to rebuild and modify a
railroad that already exists and is in fairly good condition.
Equipment is available that provides high capacity with very high customer
satisfaction. In fact to both customers - the purchaser and the passenger. The
UTDC Bilevel coaches are attracting more and more riders in Miami and have
generated extremely high demand for commuter rail in Toronto and its environs.
Passenger facilities are envisioned as simple yet gracious. Passengers need
shade facilities at all stops. Some locations are easily satisfied with simple
bus shelter facilities. Others will require more sophisticated approaches
depending on the type(s) of services provided. In any case, the major
consideration is to provide sufficient, safe and otherwise acceptable parking
facilities, included covered parking in some circumstances.
A critical component of any capital investment program is to gain
participation of the private sector at station sites and in support of the
system as it serves employment and commercial interests. It may be useful to
work with the private sector to establish improvement districts around stations
to encourage concentrations of activity.
Operations have been detailed above and further depicted in Annexes A and B.
In summary, three kinds of operation are possible simultaneously. These are:
- Local services primarily focused at crush periods and at mid-day.
- Regional services focused on longer distance trips and provided throughout
the day.
- Intercity trips primarily using Amtrak connecting service as it grows in
frequency through Arizona.
Annex I depicts funding possibilities. A
thorough analysis of funding sources and options is required. However
denominated, it appears that the State of Arizona must take a lead role in
orchestrating a Regional Rail System, including financing.
As a broad generalization, funding sources are:
- Federal sources for capital and operations, primarily using UMTA resources.
- State sources using bonds, direct grants and special assessments.
- Local sources for supporting infrastructure.
- Private sources based on surrounding development.
- Benefit districts.
UTDC Corporation as a major manufacturer and operator of regional rail
systems is capable of assembling a team to provide a 'turn-key' project
approach to building and operating regional rail in Arizona.
To the