text:
2010 Statewide Rail Framework Study
Arizona Department of Transportation
February 2010Acknowledgments
The Statewide Transportation Planning Framework Program was made possible by the cooperative efforts of the following individuals and organizations who contributed significantly to the successful completion of the project:
Rail Technical Advisory Committee
Diane Arnst, Arizona Department of Environmental Quality
Nate Asplund, BNSF Railway
James Chessum, Greater Yuma Port Authority
Tim Crall, Apache Railway
LaTonya Finch, BNSF Railway
Wulf Grote, METRO
Jermaine Hannon, Federal Highway Administration
Melanie Headstream, Arizona State Land Department
Luis Heredia, Union Pacific
Maria Hyatt, City of Phoenix
Carol Ketcherside, Regional Public Transportation Authority
Brian Lehman, Arizona Corporation Commission
Paul Rasmussen, Arizona Department of Environmental Quality
Bill Leister, Central Arizona Association of Governments
Bill Lindley, Arizona Passenger Rail Association
John Liosatos, Pima Association of Governments
Rob Marshall, The Nature Conservancy
Angela Mogel, Bureau of Land Management
Ray Moore, Arizona State Land Department
Marc Pearsall, Maricopa Association of Governments
Kevin Wallace, Maricopa Association of Governments
Chris Watson, Arizona Corporation Commission
Dave Wessel, Flagstaff Metropolitan Planning Organization
ADOT Project Team
John Halikowski, Director
Jennifer Toth, Director, ADOT-MPD
Jim Zumpf, ADOT-MPD Project Manager
Mike Normand, Multimodal Planning Division (ADOT-MPD)
Shannon Scutari, ADOT-MPD
Sally Stewart, Communications and Community Partnerships (ADOT-CCP)
Robert Travis, Intermodal Transportation Division (ADOT-ITD)
Consultant Project Team
John McNamara, Project Director, AECOM
Bill Boothe, Project Manager, AECOM
Jose Bustamante, AECOM
Roger Figura, AECOM
Mike Kies, AECOM
Adam Miller, AECOM
Jason Mumford, AECOM
Laurel Parker, AECOM
Jackie Pfeiffer, AECOM
Bill Pugh, AECOM
Ethan Rauch, AECOM
Bruce Williams, AECOM
Kristin Bornstein, KDA Creative
Peggy Fiandaca, Partners for Strategic Action
Jim Dickey, TranSystems
Jim Terry, TranSystems
State Transportation Board
Delbert Householder, Chairman
Robert Montoya, Vice Chairman
Stephen Christy, Member
William Feldmeier, Member
Victor Flores, Member
Joseph Lane, Previous Member
Barbara Ann Lundstrom, Member
Felipe Zubia, Member
Si Schorr, Previous Member
iTable of Contents
• Overview and Purpose....................................................................................................................................................1
Sun Corridor Megapolitan Region............................................................................................................................2
The Case for Statewide Rail System Development....................................................................................................2
• Overview of Arizona's Rail Network...............................................................................................................................3
Freight Rail................................................................................................................................................................3
Passenger Rail...........................................................................................................................................................3
Anticipated Network Growth....................................................................................................................................6
• ADOT's Role in Rail Planning............................................................................................................................................7
• Coordination and Collaboration......................................................................................................................................7
Strategic Opportunities.................................................................................................................................................9
• Passenger Rail Strategic Opportunities.............................................................................................................................9
High-Speed Interstate Passenger Rail.........................................................................................................................9
Phoenix/Tucson Intercity Rail....................................................................................................................................9
Megapolitan Extension of the Phoenix/Tucson ICR Corridor.....................................................................................10
Enhancement of Intercity Rail Passenger Service......................................................................................................10
Incorporation of MAG and PAG Commuter Rail Planning..........................................................................................11
• Freight Rail Strategic Opportunities................................................................................................................................12
BNSF Phoenix Metropolitan Area Development and Operations.............................................................................12
BNSF Statewide Development and Operations.......................................................................................................12
UP Tucson Metropolitan Area Development and Operations...................................................................................13
UP Statewide Development and Operations............................................................................................................13
Development/Expansion of Mexican Deep-Water Ports...........................................................................................14
Development/Expansion of Inland Ports.................................................................................................................15
New Freight/Passenger Rail Corridor in the Greater Hassayampa Valley...................................................................15
Development/Expansion of Short Line Railroads........................................................................................................16
Implementation Pursuits.............................................................................................................................................19
• Passenger Rail Pursuits..................................................................................................................................................19
• Freight Rail Pursuits.......................................................................................................................................................19
• Rail Organization/Governance Pursuit...........................................................................................................................20
• Implementation Action Timeframes..............................................................................................................................21
Next Steps...................................................................................................................................................................25
• Long Range Transportation Plan....................................................................................................................................25
• State Rail Plan................................................................................................................................................................25
2010 Statewide Rail Framework Study
Overview and Purpose
Arizona is one of the nation's fastest-growing states. As a response to the growing demand for transportation infrastructure, the Arizona State Transportation Board has allocated resources for a statewide collaborative process called "Building a Quality Arizona, or "bqAZ" to quantify transportation needs statewide and identify the full range of options to address those needs.
This is an ambitious planning process to develop Arizona's multimodal transportation vision for 2050. This effort is the first time the Arizona Department of Transportation (ADOT) has conducted transportation visioning at a statewide scale, specifically incorporating rail. Additionally, this planning endeavor is the first to consider all surface modes on an equal footing; the first to include city, county, and state systems; and the first to fully integrate principles of smart growth, environmental stewardship, responsible economic growth, and tribal participation. The bqAZ process brings together regional transportation planning entities, transit organizations, tribal governments, land management agencies, conservation groups, business and community leaders, the Governor's office, ADOT, other state agencies, and local/regional leaders from across the state to develop a Statewide Transportation Planning Framework that includes transportation alternatives and integrates them with land use and economic planning and development.
A series of Regional Framework Studies provided the basis for the overall Statewide Transportation Planning Framework. As one of the Framework Studies, the Statewide Rail Framework Study is a rail development program outlining specific rail investment opportunities, potential timing for their implementation, and an identification of responsibilities for initiating rail implementation in the State of Arizona that recommends a healthy and sustainable multimodal transportation system for the movement of people and goods. The objectives for the project include:
Stimulating responsible statewide economic growth•
Maximizing the use of existing rail infrastructure through strategic investments•
Complementing other existing and planned transportation systems•
Helping address global and regional economic, climate, environmental, and • energy issues
Exploring potential partnerships with the railroads that are mutually beneficial•
The project has included a thorough public outreach process, addressed rail transportation needs across Arizona, and considered existing conditions and estimated future needs for both freight and passenger rail, including potential high-speed, intercity and commuter service. To meet the identified improvement needs, recommended programs have been identified, which include modifications to existing rail systems or the establishment of new facilities and services. This executive summary provides an overview of the project phases, with emphasis on the findings and recommendations.
IntroductionExecutive Summary
Sun Corridor Megapolitan Region
The population of both Phoenix and Tucson is expected to grow by more than 50 percent over the next 20 years. By 2050, both population and employment in Arizona are projected to more than double from their 2005 levels. This growth will lead to increased transportation demand for both passengers and goods that will create unprecedented traffic congestion if the current transportation system is simply maintained.
Arizona cannot address future congestion by continuing to rely almost exclusively on roadways to move people and goods in the future. Rail offers a highly sustainable form of transportation. It is not only an environmentally friendly and resource-sensitive method of moving goods and people; it also provides opportunities for economic growth and development. Expanding rail transportation can greatly enhance the state's transportation network.
The concept of "megapolitan areas" has been developed to describe the expansion and merging of metropolitan regions through the second half of the 20th century, as their boundaries blur – creating a new scale of urban geography. A megapolitan region can loosely be described as a conglomeration of two or more intertwined metropolitan areas with a combined population of five million or more. Megapolitan areas are characterized by interlocking economic systems, shared natural resources and ecosystems, and common transportation systems.
The Arizona Sun Corridor is one of eleven nationally-defined megapolitan areas. Greater Phoenix and Tucson are its principal metropolitan areas, although the megapolitan area is defined as stretching from north of Phoenix (Prescott and central Yavapai County) to south of Tucson (Nogales). In 2005, the entire area had a population of five million people; the projected 2040 population is more than ten million.
As continued population growth place increasing pressure on this network, there is greater need to coordinate planning and policy decisions throughout the Sun Corridor. Connecting its cities with each other, the rest of Arizona and other states (including Sonora, Mexico) will require a comprehensive, multimodal transportation system to foster continuing economic growth and a high quality of life.
The Case for Statewide Rail System Development
Developing rail for both freight and passenger service is advantageous to the state. From a freight perspective, Arizona can benefit from diversion of truck traffic to rail to free up highway capacity for passenger cars, reduce air pollution, conserve energy, and enhance traffic safety. According to the Arizona Multimodal Freight Analysis Study (ADOT, 2008), 56 percent of the 2005 truck freight tonnage in Arizona was merely passing through the state. Some 36 percent of all twenty-foot equivalent container units nationally leave the ports of Los Angeles and Long Beach and move east through Arizona. Through truck traffic produces little direct economic benefit for the state, yet demands the state's resources to build and maintain Interstate and other highways. Furthermore, Arizona is impacted by emissions from tens of thousands of trucks traveling through the state daily. Carried by rail, freight does not drain the state's limited transportation funds, creates less pollution and greenhouse gases per ton mile, and uses less energy per ton mile. With rail transportation, the responsibility for infrastructure falls primarily to the private parties – railroads, and ultimately their customers.
Phoenix Metropolitan Area
Tucson Metropolitan Area
Arizona Sun Corridor Megapolitan Region3
2010 Statewide Rail Framework Study
Passenger rail provides an alternative mode of travel for the state's residents, and allows the opportunity to focus growth in more sustainable development patterns throughout the Sun Corridor. Like freight rail, passenger rail can supplement highway capacity, enhance traffic safety, and cut air pollution by reducing automotive travel. National transportation policies are moving to include rail as a high-priority transportation mode. As a result, multimodal projects may have advantages over highway projects when competing for federal funding. A multimodal approach to transportation planning needs to be adopted in Arizona. The state should begin to take advantage of these new funding opportunities so that commuter rail, conventional intercity rail, and ultimately high-speed rail will all have a role to play in Arizona's multimodal transportation framework.
Overview of Arizona's Rail Network
Freight Rail
There are over 1,800 linear miles of existing railroad right-of-way in Arizona. The largest carriers are Union Pacific Railroad (UP) (390 miles) and BNSF Railway (BNSF) (691 miles), Figure 1. These are both Class I carriers, defined as large railroad companies with an operating revenue of $250 million or more. The UP's mainline Sunset Route traverses the southern portion of the state in an east-west direction. This line carries large amounts of freight between cities on the Pacific Coast and major rail hubs in the Midwest and Texas. UP is improving this line into a high-capacity route (double-tracked throughout Arizona), which will increase its use in the future. Freight and transshipment destinations along the Sunset Route include Yuma and Tucson. UP also operates a branch route that runs north to Phoenix from Picacho. This branch route brings automobiles, building supplies, and other freight into Phoenix daily – serving a large metropolitan area that has no mainline access.
The BNSF has a major east-west mainline, the Transcon, that operates approximately 120 trains per day over its double-tracked (in Arizona) 2,200 mile route from Los Angeles to Chicago. Like UP, BNSF has a branch route that serves Phoenix. The line comes from the north, near Williams where it branches off the Transcon.
Numerous short line railroads also exist in the state. Short line railroads can be defined as independent railroad companies that operate over relatively short distances. Short line operations exist in part to cost-effectively maintain rail operations to existing customers and industries that are no longer profitable to the Class 1 railroads. The short line railroads in Arizona primarily serve mining industries, provide switching operations in support of the Class I systems, and act as feeder lines to those systems.
Passenger Rail
Passenger rail service in Arizona is limited to Amtrak and tourist railway services (Figure 2). Amtrak has two routes that travel on freight mainlines through Arizona, using the BNSF Transcon in northern Arizona and the UP Sunset Route in southern Arizona. Three tourist railroads exist in Arizona: the Grand Canyon Railroad, the Verde Canyon Railroad, and the seasonal Copper Spike service of the Arizona Eastern Railroad. These railroads provide excursions or service to and from one destination point.
Numerous intercity rail (ICR) and commuter rail passenger corridors have been studied within Arizona. Constructing a passenger rail line between Phoenix and Tucson would Executive Summary 4
KingmanFlagstaffBullhead CityLake Havasu CityWinslowGallupPrescottYumaMaricopaBensonWillcoxNogalesDouglasLordsburgLas VegasSan LuisPuerto PenascoPhoenix Metropolitan AreaTucson Metropolitan AreaGrand Canyon RailwayBlack Mesa & Lake Powell RRCamp Navajo RR Arizona Central RRVerde Canyon RRBNSF RailwayAPS-Cholla Power Plant RRBNSF RailwayBNSF RailwayNeedlesApache RailwayArizona & California RRBNSF RailwayUnion Pacific RRUnion Pacific RRTucson Cornelia &Gila Bend RRUnion Pacific RRUnion Pacific RRUnion Pacific RRMcElhaney Cattle Company RRYuma Valley RailwayUnion Pacific RRUnion Pacific RRSan Pedro & Southwestern RRWilliams JunctionUnion Pacific RRArizona Eastern RailwayArizona Eastern RailwayPhelps Dodge Morenci Mine RRArizona RRSan ManuelCopper Basin RailwayMagma Arizona RRPhelps Dodge Sierrita Mine RRHermosillo Port of GuaymasLegendRailroadsApache RailwayArizona & California RRArizona Central RRArizona Eastern RailwayBlack Mesa & Lake Powell RRBNSF RailwayCopper Basin RailwayCopper Spike RRGrand Canyon RailwayMagma Arizona RRPhelps Dodge Morenci RRSan Manuel Arizona RRSan Pedro & Southwestern RRTucson Cornelia & Gila Bend RRUnion Pacific RRYuma Valley RailwayFreight Railroad Facilities (Classification Yards, etc.)Existing Railroad FacilitiesProposed Railroad Facilities
Figure 1 Existing Railroads
Note: While every effort has been made to ensure the accuracy of this information, the Project Team makes no warranty, expressed or implied, as to its accuracy and expressly disclaims liability for the accuracy thereof. 5 2010 Statewide Rail Framework Study
KingmanFlagstaffBullhead CityLake Havasu CityWinslowGallupPrescottYumaMaricopaBensonWillcoxNogalesDouglasLordsburgLas VegasSan LuisPuerto PenascoPhoenix Metropolitan AreaTucson Metropolitan AreaGrand Canyon RailwayBlack Mesa & Lake Powell RRCamp Navajo RR Arizona Central RRVerde Canyon RRBNSF RailwayAPS-Cholla Power Plant RRBNSF RailwayBNSF RailwayNeedlesApache RailwayArizona & California RRBNSF RailwayUnion Pacific RRUnion Pacific RRTucson Cornelia &Gila Bend RRUnion Pacific RRUnion Pacific RRUnion Pacific RRMcElhaney Cattle Company RRYuma Valley RailwayUnion Pacific RRUnion Pacific RRSan Pedro & Southwestern RRWilliams JunctionUnion Pacific RRArizona Eastern RailwayArizona Eastern RailwayPhelps Dodge Morenci Mine RRArizona RRSan ManuelCopper Basin RailwayMagma Arizona RRPhelps Dodge Sierrita Mine RRHermosillo Port of GuaymasLegendAmtrak RouteAmtrak RouteFormer Amtrak RouteFreight RailroadAmtrak StationsCopper Spike RailroadGrand Canyon RailwayVerde Canyon RailroadPotential Southwest InterstateHigh-Speed Rail CorridorArizona Tourist RailroadsCommuter RailIntercity RailPotential Passenger Rail
Figure 2 Existing and Future Passenger Rail Options
Note: While every effort has been made to ensure the accuracy of this information, the Project Team makes no warranty, expressed or implied, as to its accuracy and expressly disclaims liability for the accuracy thereof. Any proposed transportation infrastructure projects are conceptual in nature, and actual alignments will be determined following the completion of appropriate corridor planning, design, and environmental studies. Executive Summary 6
serve the greatest demand, even though many hurdles exist before implementation could begin, such as securing a funding source and potentially developing an agreement with UP for shared use of its corridors. The Maricopa Association of Governments (MAG) and Pima Association of Governments (PAG) are studying potential future commuter rail in their regions. High-speed rail (HSR) corridors could someday connect Phoenix with Los Angeles, San Diego, Las Vegas, and the Front Range Megapolitan (Albuquerque/Denver). Figure 2 illustrates passenger rail proposals in the state, as well as regional economic development areas which, as potential future employment centers, could eventually be served by intercity rail. HSR corridors are designated by a wide swath, in which an alignment may be designated in the future after appropriate planning, design, and environmental studies are complete and approved.
Anticipated Network Growth
Freight Rail
The relationship between trucking and rail has been a story of evolving common interests as the economic challenges presented by rising fuel costs force greater coordination between the systems. Major motor carriers describe themselves as "mode-neutral," because they employ any form of transportation (truck, rail) that can effectively meet the service and cost requirements of their customers. For economic and competitive reasons, the rail and trucking industries form partnerships to transport merchandise as efficiently as possible. Rail industries have advantages over long distances, where trucking delivers the shipment to its final destination. More than 50 percent of rail traffic in Arizona passes through the state on the way to out-of-state destinations. As the number of trucks on crowded highways grows, Arizona will increasingly benefit by using more environmentally friendly methods of combining rail and truck activities where this is economically efficient.
Increased freight rail investment creates both opportunities and challenges. The challenges include inconveniences to the public (e.g., public safety, traffic congestion, air pollution, noise), while the opportunities are provided through increased economic development. The UP and BNSF railroads wish to modernize their facilities in Arizona for the benefit of freight movements. UP has plans for a new classification yard near Red Rock, along the Sunset Route southeast of Picacho. The BNSF is exploring a similar facility northwest of Phoenix. Both facilities might drive other commercial ventures nearby, such as industrial park development.
Passenger Rail
Strategic system planning, policy, and investment commitments will be necessary for passenger rail programs in Arizona to succeed. When passenger rail corridors are planned and constructed, they help to build an integrated transit system when connections are made with the existing system. However, this often requires coordination with other state, regional, and local agencies to address land use, population growth, and regional planning requirements. To help streamline this process, policies should be in place to begin setting aside right-of-way and restricting development in planned corridors to avoid obstacles to land acquisition in the future.
Intercity rail routes have undergone some high-level conceptual studies between the Tucson and Phoenix metropolitan areas, but will require close relationships and continued interaction with Class I railroads, especially UP. ADOT's dialogues with these railroads are in the earliest stages. Commuter rail programs in the MAG and PAG regions also depend on a relationship with the Class I railroads. Both intercity and 7 2010 Statewide Rail Framework Study
commuter rail concepts have reached a stage of discussion that is centered upon freight business needs, safety, limited capacity, and other basic issues. Actual negotiations cannot occur until funding becomes available for passenger rail development.
ADOT's Role in Rail Planning
ADOT's current role in rail planning is focused on helping retain or improve rail service in partnership with private railroads and local governments. ADOT currently has four employees assigned to rail issues, but hopes to develop a separate Rail Division. Current responsibilities of ADOT staff include:
Intergovernmental coordination with cities, towns, counties, Councils of • Governments/Metropolitan Planning Organizations (COGs/MPOs), and tribal governments regarding ADOT rail planning and program development
Liaison to the Federal Railroad Administration and the Federal Transit • Administration regarding federal coordination of state rail funding, systems, corridor planning and program development
Liaison with U.S. border states and Sonora, Mexico, as well as special interest • groups on rail planning, funding, and program development
Coordination with other state agencies on rail-related issues•
Administration of the state railroad grant process •
Technical development of passenger rail corridor planning•
Project management and administration of state rail planning projects•
Management of the Section 130 program, which funds improvement to at-• grade railroad crossings
Oversight of the state grade crossing inventory and coordination with FRA•
Coordination between railroads and other government agencies•
Coordination and Collaboration
A variety of public outreach techniques were used to gather information for the Statewide Rail Framework Study and keep the general public and stakeholders informed of project activities and status. Five types of community and stakeholder involvement were employed (Table 1).
Table 1 Community and Stakeholder Involvement
Rail Technical Advisory Team (RTAT)
The RTAT was a multidisciplinary team, representing rail-related interests, that provided technical input and review on the long-term direction of rail in Arizona. The RTAT provided input for each major task and reviewed each work product. Members of the RTAT included representatives of statewide agencies, regional and local agencies, federal agencies, railroads, interest groups, trade and economic development organizations, and freight users.
Focus Group Meetings
Two focus groups were held in northern and southern Arizona to gain additional input on key issues. These meetings provided another method to garner public input. Groups that received invitations included environmental organizations, economic development organizations, cities, towns, counties, COGs/MPOs, Class I railroads, short line railroads, and special interest groups. A joint workshop was held in central Arizona, coordinated with the MAG Commuter Rail planning efforts, to solicit input from rail-related stakeholders in the heart of the Sun Corridor.Executive Summary 8
Stakeholder Meetings
A series of stakeholder meetings was conducted to gain more in-depth information from particular groups or agencies. Such stakeholders included: Class I railroads, short line railroads, trucking companies, and state and regional agencies.
Online Survey
An online survey was distributed to gain input from stakeholders that could not be interviewed personally. These surveys were distributed to four groups: private transportation-related companies, economic development agencies, local and regional governments, and state and federal agencies, and achieved an approximate 30 percent response rate.
Border State
Meetings were conducted with each bordering state to coordinate rail planning efforts as a larger part of the Statewide Transportation Planning Framework process. Border state meetings involved state departments of transportation (DOTs) from California, Nevada, Utah, New Mexico, and Sonora, Mexico; as well as presentations to the Transportation, Infrastructure, and Ports Committee of the Arizona-Mexico Commission.2010 Statewide Rail Framework Study 9
A series of strategic opportunities were developed that include recommended programs of action that may consist of modifications to existing rail systems or the establishment of new facilities and services. Five passenger rail and eight freight rail strategic opportunities were identified to serve as the foundation for specific implementation pursuits and actions.
Passenger Rail Strategic Opportunities
High-Speed Interstate Passenger Rail
Four potential high-speed rail (HSR) corridors between Arizona and bordering states were identified in the Statewide Rail Framework Study. These corridors could link Phoenix/Tucson with Los Angeles, Las Vegas, San Diego, and the Front Range Megapolitan (Albuquerque/Denver). These cities are within the 100- to 600 mile range in which HSR is competitive with other transportation modes, such as highway and air travel. This network would provide significant public benefits, especially increased mobility via a more sustainable transportation mode.
Provides an additional option for regional Southwest travel, relieving airports • and highways
Provides an additional mode choice for long-distance travel•
Reinforces the Sun Corridor Megapolitan region as a key economic activity • center at the national level
Becomes part of the national high-speed rail network•
Improves the economic competitiveness of the state by helping to attract jobs, • skilled workers, and visitors
Strategic Opportunity Elements:
Pursue Phoenix/Tucson intercity rail corridor as the foundation for future HSR•
Become an active partner with the Western High-Speed Rail Alliance, and with • other passenger rail organizations with a regional perspective, to:
Study feasibility of a HSR corridor from Phoenix/Tucson to Las Vegas•
Study feasibility of a HSR corridor from Phoenix/Tucson to Los Angeles•
Study feasibility of a HSR corridor from Phoenix/Tucson to San Diego•
Study feasibility of a HSR corridor from Phoenix/Tucson to the Front Range • Megapolitan (Albuquerque/Denver)
Phoenix/Tucson Intercity Rail
ADOT has recently received FRA grant funding to conduct an Alternatives Analysis (AA)/Environmental Overview (EO) on the Phoenix/Tucson intercity rail (ICR) corridor to evaluate the feasibility of, and determine alternative alignments for, ICR between the two metropolitan areas. Such a corridor would create a high-capacity rail link
Strategic OpportunitiesExecutive Summary 10
throughout the Megapolitan region, spurring economic development and focused growth. One of the critical aspects of developing a regional passenger rail system is creating seamless connections to local transit options, allowing riders to connect to their final destinations.
Establishes the base for an integrated transportation system within the Sun • Corridor Megapolitan region
Provides a multimodal choice•
Establishes station locations as economic activity centers and reinforces • responsible land use development patterns in both new development and redevelopment areas
Provides the foundation for future HSR•
Strategic Opportunity Elements:
Conduct AA and EO/EIS to identify, evaluate, and prioritize alternative alignment • options for Phoenix/Tucson intercity rail to achieve a preferred corridor
Initiate intercity rail corridor as a precursor to HSR •
Megapolitan Extensions of the Phoenix/Tucson ICR Corridor
Phoenix/Tucson intercity rail has the potential to extend the length of the Megapolitan region, stretching from Nogales/Sierra Vista to Prescott/Flagstaff. Well positioned ICR stations could reinforce existing economic activity centers or become the focus of new economic activity centers in this burgeoning population center. Upon completion of the AA and EO/EIS for the Phoenix/Tucson segment, further studies should be conducted on the potential ICR extensions to determine corridor feasibility. If the extensions are feasible, then completion of environmental documentation and preliminary alignment options should be explored.
Provides the spine for an integrated transportation system within the Sun • Corridor Megapolitan region
Provides a multimodal choice for Arizona residents•
Establishes station locations as economic activity centers and reinforces • responsible land use development patterns in both new development and redevelopment areas
Provides a possible basis for future high-speed rail•
Strategic Opportunity Elements:
Study feasibility of an extension of the Phoenix/Tucson intercity rail corridor • to the north
Study feasibility of an extension of the Phoenix/Tucson intercity rail corridor • to the south/east
Enhancement of Intercity Rail Passenger Service
Enhancement of Amtrak services within Arizona will help provide a foundation for
MAG Commuter Rail Conceptual Corridors Evaluated11 2010 Statewide Rail Framework Study
more intercity passenger rail service and eventual HSR along certain corridors. Short-term service and track improvements can help the state fully take advantage of its existing passenger rail assets, and long-term improvements would provide significant public benefits by fostering the creation of a passenger rail network. Investing in enhanced Amtrak services would provide additional mobility options and attract more riders within the state.
Provides an alternate transportation option for long-distance interstate travel•
Establishes station locations as key economic activity centers and reinforces • responsible land use development patterns in both new development and redevelopment areas
Better uses existing Arizona rail infrastructure for passenger service•
Provides the foundation for future high-speed rail, intercity rail or commuter • rail services
Strategic Opportunity Elements:
Pursue general Amtrak improvements•
Support Sunset Limited/Texas Eagle schedule enhancements and major capital • improvements
Support Southwest Chief major capital improvements•
Incorporation of MAG and PAG Commuter Rail Planning
Both MAG and PAG have identified a set of potential commuter rail corridors in their regions. Implementation of the MAG corridors would create a commuter rail system in Maricopa County, complementing the more localized light rail and bus system. Similarly, a PAG commuter rail system would complement the Tucson modern streetcar and bus system. To have a truly interconnected passenger rail network in the Sun Corridor Megapolitan, links must be made between the different modes, specifically intercity rail, as well as seamless connections to local transit options, allowing riders to make connections to their final destinations.
Provides the foundation for an integrated transportation system within the • Sun Corridor Megapolitan region
Provides a multimodal choice for commuters•
Establishes station locations as local economic activity centers and reinforces • responsible land use development patterns in both new development and redevelopment areas
Provides a foundation for future ICR between Phoenix and Tucson•
Ensures compatibility between systems to allow evolution of future ICR•
Strategic Opportunity Elements:
Support and coordinate with MAG commuter rail recommendations (BNSF/• Grand Avenue corridor, UP/Yuma West corridor, East Valley corridor, potential extensions)
Support and coordinate with PAG commuter rail recommendations•
Coordinate MAG and PAG commuter rail planning with the pending ADOT • intercity rail AA and EO/EIS study efforts
PAG Commuter Rail Conceptual Corridors
EvaluatedExecutive Summary 12
Freight Rail Strategic Opportunities
BNSF Phoenix Metropolitan Area Development and Operations
The BNSF Phoenix Subdivision, or "Peavine" corridor, branches off the BNSF Transcon at Williams Junction and travels south into the Phoenix metropolitan area along US 60/Grand Avenue. The Peavine may provide a crucial link in a future statewide passenger rail system. Not only might it provide a leg of the proposed MAG commuter rail system within Maricopa County, but it could also be used to develop a northern extension of intercity rail beyond the central Sun Corridor Megapolitan region. The Peavine corridor and Mobest Yard are currently underutilized infrastructure. BNSF has proposed constructing a new classification yard outside the Phoenix metropolitan area. Recognizing that changes to ownership and/or use of the line for passenger rail could make the line more profitable provides an incentive to the railroad for this potential future relocation. Moving the Mobest Yard outside of central Phoenix could also make the line safer by reducing shuttle freight activity within the corridor along Grand Avenue, and thereby, reducing conflicts around at-grade crossings.
Allows for establishment of an integrated transportation system within a • portion of the Sun Corridor Megapolitan region
Fosters focused economic opportunities around freight-related facilities (e.g., • classification yards)
Allows for commuter rail along the BNSF/Grand Avenue corridor, establishing • station locations as key economic activity centers
Provides the foundation for future ICR to the northern portion of the Sun • Corridor Megapolitan region and potentially for HSR to California and Nevada
Achieves highest and best use of rail infrastructure and adjacent railroad and • private properties
Relieves local railroad congestion and improves traffic safety•
Strategic Opportunity Elements:
Work to gain access to the Peavine corridor •
Relocate BNSF classification activities out of the Phoenix metropolitan area core•
Construct safety improvements along the Peavine corridor•
Pursue commuter rail on the southern portion of the Peavine corridor•
Pursue ICR and/or possibly HSR along the entire Peavine corridor to northern • Arizona
BNSF Statewide Development and Operations
The BNSF Transcon is a major artery in the statewide rail system that can be improved to alleviate congestion on the rails and highways. This corridor primarily provides long-haul intermodal and carload service, most of which travels through Arizona between California and destinations to the east. Double-tracking of the BNSF Transcon is complete in Arizona. Handling 120 trains per day at its peak in 2008, the Transcon in Arizona was nearing its capacity. BNSF has begun triple-tracking through New Mexico and, when traffic levels recover, this will add traffic to the Arizona segment.
Potential Flagstaff Bypass Option13 2010 Statewide Rail Framework Study
Fosters focused economic opportunities along the railroad around freight-• related facilities
Achieves highest and best use of rail infrastructure and related properties•
Relieves railroad congestion in communities and improves traffic safety•
Captures a larger portion of the domestic freight market on rail•
Preserves right-of-way for future bypasses, once appropriate studies have • established the need and preferred alignment
Helps strengthen short line railroad development•
Strategic Opportunity Elements:
Facilitate BNSF Transcon capacity improvements (e.g., Flagstaff bypass)•
Implement safety improvements along the BNSF Transcon•
Determine infrastructure solutions for heavy freight traffic through local • communities along the BNSF Transcon
Facilitate coordination with environmental interests to mitigate habitat • fragmentation and enable wildlife migration
UP Tucson Metropolitan Area Development and Operations
Like the BNSF Transcon, the UP Sunset Route is a major artery in the statewide rail system. This corridor travels through central Tucson, frequently interrupting local traffic. UP has proposed constructing a new classification yard at Red Rock to alleviate some of the congestion in downtown Tucson and approaching rail corridors. This, and other improvements, can improve local circulation patterns and provide opportunities for increased economic development.
Helps develop an integrated transportation system in the Sun Corridor • Megapolitan region
Focuses economic opportunities along the railroad around freight-related • facilities
Allows for commuter rail to be established in the Tucson metropolitan area•
Provides the foundation for future intercity rail to Phoenix and elsewhere • north and south
Achieves highest and best use of rail infrastructure and adjacent railroad and • private properties
Relieves railroad congestion and improves highway safety•
Strategic Opportunity Elements:
Facilitate UP Sunset Route capacity improvements (e.g., Red Rock)•
Explore and prioritize options for improving freight train movements through • and around Tucson (e.g., Tucson bypass)
Construct safety improvements along UP Sunset Route•
UP Statewide Development and Operations
UP carries significant volumes of freight on its Sunset Route and several branches of it within in the state. Many opportunities exist to take advantage of freight-
Potential Nogales Bypass OptionsExecutive Summary 14
related economic development along the mainline and branch routes, including the possible relocation of classification activities out of central Phoenix to an expanded site in Buckeye, which, in conjunction with other strategic opportunities, could work to create a western freight bypass of the Phoenix metropolitan area. Additionally, improvements to other UP branch segments could allow for new shared freight/passenger rail opportunities statewide.
Helps focus economic opportunities around freight-related facilities, such as • classification yards
Achieves highest and best use of rail infrastructure and related properties•
Relieves railroad congestion in communities and improves automotive safety•
Captures a larger portion of the domestic freight market on rail•
Preserves right-of-way for future bypasses, once appropriate studies have • established the need and preferred alignment
Helps strengthen short line railroad development•
Strategic Opportunity Elements:
Facilitate UP capacity improvements (e.g., double-tracking, new Buckeye Yard • development near airport)
Study feasibility of a freight bypass around Nogales •
Explore opportunity to reopen Wellton Branch for shared freight and passenger • service
Monitor at-grade crossings and implement safety improvements•
Facilitate coordination with environmental interests to mitigate habitat • fragmentation and enable wildlife migration
Development/Expansion of Mexican Deep-Water Ports
Recent cargo volumes moving through the ports of Los Angeles and Long Beach, along with expensive labor and environmental regulations that limit capacity expansion in California, may provide opportunities for Mexican ports to capitalize on container cargo traffic between Asia and the U.S., which is expected to grow as the global recession eases. If development of deep-water ports in Mexico does occur, Arizona stands to realize many economic benefits. Therefore, this opportunity focuses on monitoring port activity in Mexico so that responsive actions can be taken.
Captures economic benefit of Asian trade through Mexican deep-water port • development
Focuses industrial and economic development opportunities through inland • ports/logistic facility expansion
Strategic Opportunity Elements:
Monitor deep-water port opportunities and actions in Mexico•
Continue coordination through the Arizona-Mexico Commission with • transportation and freight interests in Mexico
Engage in partnerships with the private sector (e.g., railroads, industrial • developers, etc.) to take advantage of port development/enhancement activities that will benefit Arizona15 2010 Statewide Rail Framework Study
Development/Expansion of Inland Ports
Freight rail can aid economic development through value-adding activities that may include manufacturing, distribution, warehousing, and transloading. One of the most promising avenues for infrastructure investment related to freight rail is the development of intermodal inland ports and associated logistics facilities (e.g., warehouse/distribution), as well as attraction of industrial development that can capitalize on such transportation access. Inland ports allow containerized freight to be shipped directly from the port terminal to an inland facility for trade processing, sorting, and other value-adding services. The ability to develop inland port and logistic facilities in Arizona is ultimately dependent on meeting warehousing/distribution location requirements, particularly in relation to "just-in-time" product delivery needs. Arizona could benefit from facilitating freight-related economic development through the expansion and development of inland ports and associated logistics facilities along Class I and short line railroads or at transportation junctions.
Several initiatives are already underway or completed. The Port of Tucson is a successful, private inland port operating along the UP mainline southeast of Tucson, serving the railroad and local industries. The City of Flagstaff and the Flagstaff Metropolitan Planning Organization undertook the Northern Arizona Regional Freight Facility Market Analysis in 2004 to evaluate the potential for development of an inland port/intermodal facility at Camp Navajo, a site just west of Flagstaff; this site has not yet been developed. Last, ADOT and the Department of Commerce have jointly commissioned a study through the Greater Yuma Port Authority to evaluate the potential logistics of an inland port facility outside Yuma, along the UP mainline which will be completed in 2010.
Creates jobs and supportive industrial development•
Supports increased freight movement destined for Arizona with growing • population and changes in the economic base
Accommodates northbound and southbound NAFTA traffic, and interfaces • with major east-west highway and railroad trade corridors
Strategic Opportunity Elements:
Facilitate education and coordination of state agencies and the private sector • regarding the economic development benefits of inland ports
Monitor deep-water port opportunities and actions in Mexico•
Monitor capacity issues and improvements at California ports•
Identify infrastructure improvements that could support inland port • development
Develop incentives and funding mechanisms for inland port development, and • jointly promote such development with other public and non-profit entities
New Freight/Passenger Rail Corridor in the Greater Hassayampa Valley
Arizona may benefit from constructing a new north-south rail corridor through the state. This corridor could create an additional connection to Mexico, link the BNSF and UP and their ancillary facilities, promote increased economic development
Potential Hassayampa Rail Corridor SegmentsExecutive Summary 16
opportunities, and serve as a high-capacity transit corridor in the Hassayampa and Hidden Valleys – located in south and west Maricopa County, and western Pinal County. While such a corridor has been proposed only in the Hassayampa and Hidden Valleys (from approximately Surprise to Gila Bend), this corridor could extend farther south to Lukeville within the existing SR 85 right-of-way, providing a new rail connection to Mexico and benefiting Arizona freight mobility. It could also connect into a high-capacity rail corridor parallel to US 93 toward Las Vegas, becoming part of the national CANAMEX corridor.
Develops a major north-south rail corridor in Arizona, combined with part of • the existing BNSF Peavine corridor
Links two major Class I railroads, connecting potentially relocated classification • yards for more efficient interchange service
Provides a western freight bypass of the Phoenix metropolitan area•
Accommodates future commuter rail services in the Hassayampa and Hidden • valleys
Enables BNSF to reach the UP Sunset Route, and both Class I railroads to • potentially reach the Mexican border
Supports rail-related CANAMEX activities, catalyzing economic development•
Strategic Opportunity Elements:
Explore the feasibility of constructing a new rail corridor to connect the BNSF • Peavine to the UP Wellton Branch
Explore the feasibility of constructing a new rail corridor to connect the UP • Wellton Branch to UP Sunset Route along SR 85
Explore the feasibility of constructing a new rail corridor to connect the UP • Sunset Route to Mexico along SR 85
Development/Expansion of Short Line Railroads
Short line railroads are an essential component of a fully-functioning rail network for Arizona. To work most effectively, the rail network needs a healthy balance of major and short line railroads. Class I carriers efficiently transport goods over long distances, but are less efficient for hauling shorter distances on branch lines with less demand. As a result, these railroads have sold off many branches to short lines. Short lines can often foster community and economic development in places that may be less economical for larger carriers to serve. In some cases, short lines may also be more open to sharing rail corridors with passenger service. Arizona may benefit from preserving short line railroad right-of-way for freight and/or passenger use, and from increased economic development opportunities through the development of a funding assistance program for short line railroads.
Expands industrial and economic development opportunities along short lines•
Supports manufacturing, mining, and other new industries located away from • the major Class I railroads
Supports Class I railroad switching/blocking activities; could potentially serve • as distribution link between Class I railroads and inland port facilities
Allows for potential passenger rail along short lines• 17 2010 Statewide Rail Framework Study
Strategic Opportunity Elements:
Develop a qualitative and quantitative inventory of short line railroad • infrastructure (e.g., track, bridges, yards, signal systems, etc.) in Arizona
Preserve out-of-service right-of-way for the state's future passenger rail • system
Preserve out-of-service short line right-of-way through rail banking (purchasing, • and therefore preventing rail lines from being abandoned or removed)
Attract industry to existing short lines•
Monitor legislation for state or federal funding opportunities • 2010 Statewide Rail Framework Study 19
ADOT (or another responsible state agency) can embark on a series of actions to take advantage of the thirteen strategic opportunities identified. These actions are grouped into six key pursuits, recommended for implementation either immediately (by 2010), in the near-term (2010 to 2015), or in the long-term (2015 to 2050). While these recommendations are designed to be mutually reinforcing, they are also independent in their focus on different elements of the existing and envisioned statewide rail system. Each pursuit contains implementation actions designed to take advantage of one or more strategic opportunities. Refer to the Statewide Rail Framework Study Final Report for full documentation of action items. These pursuits and implementation actions will be incorporated into the larger Statewide Transportation Planning Framework program recommendations to form a comprehensive and multimodal long-range vision and action plan for the state.
Passenger Rail Pursuits
Passenger rail will provide an important alternative mode of transportation as Arizona's population and employment more than double over the next 40 years. It will provide improved connectivity between activity centers, thereby allowing efficient movement of people and goods throughout the state, stimulating future economic development. The following pursuits and actions lay the foundation for implementation of an integrated high-speed, intercity, and commuter rail system, with connections throughout the state and the southwestern U.S.
P1. Implement an integrated passenger rail corridor as a multimodal spine to create and support focused growth and sustainable development within the Sun Corridor Megapolitan region.
Growth of the Sun Corridor Megapolitan region will lead to increased transportation demand for both passengers and goods. It will not be possible to solve congestion by improving either roadways or rail alone. Constructing a passenger rail corridor that traverses the Sun Corridor Megapolitan region, starting with a Phoenix to Tucson link, will provide an alternative transportation option, improve regional connectivity, support focused growth, and reduce impact to the environment by using existing rail corridors and clean technologies.
P2. Pursue an integrated high-speed rail network in the southwestern U.S.
A Phoenix/Tucson intercity rail corridor will serve as the foundation for eventual high-speed rail. It will show the state's commitment to passenger rail and prove the practicality of intercity rail between the two major metropolitan areas – thereby encouraging the federal government and bordering states to integrate Arizona into a southwestern high-speed rail network.
Freight Rail Pursuits
Freight service in Arizona is currently provided by two Class I railroads, UP and BNSF, and fourteen short line railroads. Currently, investment by the freight railroads is
Implementation PursuitsExecutive Summary 20
constrained by the economic downturn. Steps that can be taken to improve these conditions are identified in the following four pursuits.
F1. Facilitate freight railroad investments statewide by laying the groundwork for public sector participation.
Railroads are important assets to the state. To integrate private railroads in public infrastructure plans, the state should establish a unified communication structure between public entities and private railroad companies, keep a comprehensive inventory of railroad assets, determine the appropriate level of public investment, and partner with the railroads to plan and implement projects of public and private benefit.
F2. Relocate freight rail operations out of the central metropolitan areas of Phoenix and Tucson to improve safety and facilitate transportation efficiency.
There are more than 450 public at-grade railroad crossings in the Phoenix metropolitan area, and approximately 100 in the Tucson area. Both areas have experienced numerous accidents due to growing numbers of both rail and automotive vehicles, as well as pedestrians and bicyclists. Reducing rail freight traffic in the central metropolitan areas can enhance traffic safety, decrease air pollution, and conserve energy. Additionally, removing freight traffic to areas where higher speeds can be achieved and less backtracking is required to switch and block freight cars can improve efficiency on the rails and roadways.
F3. Facilitate expansion of transcontinental railroad routes and other Class I facilities, while minimizing impacts on adjacent communities.
Both the UP and BNSF are expanding their transcontinental routes to achieve greater freight capacity. Throughout Arizona, these routes traverse many communities, causing traffic delays and safety problems. Mitigation measures as part of railroad improvements can improve safety and circulation for communities, and in some cases, increase the efficiency of railroads.
F4. Use railroad and related investments to stimulate economic development in Arizona.
Improvements to railroad infrastructure can spur economic development, by better serving businesses that locate near the railroad and helping to attract additional business for the railroad. Ancillary railroad facilities such as deep-water ports or inland ports provide opportunities to serve railroad customers while increasing local job growth and clustering auxiliary industries.
Rail Organization/Governance Pursuits
To effectively carry out and coordinate passenger and freight rail programs in partnership with public and private organizations, Arizona would benefit from establishing an effective governance structure. This could be carried out in several forms. ADOT, as the state DOT, could be the lead agency. Under this model, rail planning, development, oversight, safety and other programs for passenger and freight rail could be consolidated in a single office of ADOT. Alternatively, a separate 21 2010 Statewide Rail Framework Study
statewide rail authority could be developed to plan and develop statewide rail projects. The authority would be governed by an elected or appointed board, would be empowered to take full control of rail projects under its purview, and would interact directly with the stakeholders. The authority might have its own staff, or use state DOT personnel to perform technical analyses, conduct day-to-day operations, and carry out the policy directives of the Board of Directors. Or, a hybrid organization could be formed. For example, instead of being wholly housed in the state DOT or through an independent organization, a separate entity could be formed and staffed with ADOT employees.
G1. Develop a rail organization with a statewide perspective to promote rail interests.
Development of a statewide rail organization (within or outside ADOT) can benefit the state by furthering economically beneficial rail interests, pursuing funding for strategic rail investments, and partnering with other state agencies, regional entities, and railroads to develop a comprehensive freight and passenger rail system. The purview of the organization would be statewide, but the agency could coordinate and collaborate with multi-state and metropolitan rail organizations to implement a cohesive rail system throughout Arizona.
Implementation Action Timeframes
Table 2 includes each rail pursuit and abbreviated descriptions of each implementation action in a matrix format which proposes implementation timeframes for each action. The timeframes are immediate (2010), near-term (2010-2015), and long-term (2015-2050). Actions are highlighted in yellow for the beginning and continuation of the implementation item. The immediate actions generally consist of initiatives that are already underway, or those that ADOT can take with no new funding or legislative authorization. Many of the longer-term measures are not achievable with currently available resources. Some recommendations can be initiated immediately or in the near term, but will need to continue through 2050 and beyond as the state rail system matures.
Table 2 Implementation Action Timeframes
Implementation Action
Immediate (2010)
Near-Term (2010-2015)
Long-Term (2015-2050)
Passenger Rail Pursuits
Implement an integrated passenger rail corridor as a multimodal spine to create and support focused growth and sustainable development in the Sun Corridor Megapolitan region.
Complete a State Rail Plan
Establish Statewide Passenger Rail Advisory Committee
Initiate Alternatives Analysis/environmental document for the Phoenix/Tucson intercity rail corridor
Complete Alternatives Analysis/Environmental Impact Statement for the initial Phoenix/Tucson intercity rail corridorExecutive Summary 22
Implementation Action
Immediate (2010)
Near-Term (2010-2015)
Long-Term (2015-2050)
Study the feasibility of including ICR as part of the Pinal North-South Freeway Corridor Design Concept Report
Draft and adopt new ADOT policy on multimodal corridor evaluation
Promote a rail culture within state agencies and key stakeholders
Negotiate agreements with stakeholders regarding intercity rail
Work with MAG regarding coordinated commuter rail planning and ICR planning
Coordinate with other regional planning entities regarding intercity rail
Determine administration and governance of intercity rail system
Examine system and design implications of intercity rail and high-speed rail
Work to gain access to BNSF Peavine corridor
Partner with BNSF to conduct infrastructure improvements on BNSF Peavine
Explore the feasibility of partnering with Amtrak as a potential intercity rail operator
Determine dedicated state funding source for rail construction and operations
Pursue all opportunities for federal funding for intercity rail
Plan for and implement transit-oriented development at rail access points
Construct Phoenix/Tucson intercity rail
Work with UP regarding planning a southern intercity rail extension
Work with BNSF regarding planning a northern intercity rail extension
Construct Phoenix/Tucson ICR megapolitan extensions (if feasible)
Pursue an integrated high-speed network in the southwestern U.S.
Participate in regional and national high-speed rail organizations
Build support for intercity passenger rail improvements
Collaborate with business community to build high-speed rail support
Work with bordering states to federally designate high-speed rail in Arizona
Work with bordering states to plan high-speed rail in Arizona and adjacent states23 2010 Statewide Rail Framework Study
Implementation Action
Immediate (2010)
Near-Term (2010-2015)
Long-Term (2015-2050)
Work towards future implementation of high-speed in Arizona, linked into the southwestern U.S. network
Freight Rail Pursuits
Facilitate freight railroad investments statewide by laying the groundwork for public sector participation.
Build better relationships with Class I railroads to coordinate investments, projects and programs that will benefit both the public and the railroads
Establish a state funding source for strategic freight rail investments
Adopt new ADOT policy to ensure project continuity
Update state railroad asset inventory
Relocate freight rail operations out of the central metropolitan areas of Phoenix and Tucson to improve safety and facilitate transportation efficiency.
Initiate discussions with BNSF to relocate Mobest Yard
Work with UP to continue dialogue within state government in regard to the proposed classification yard at Red Rock
Study feasibility of a UP bypass around Tucson
Explore opportunity with UP for rehabilitation and reopening of Wellton Branch
Facilitate development of new Hassayampa rail corridor
Initiate Hassayampa Freeway Alternatives Analysis/Environmental Impact Statement; with rail as a considered mode
Facilitate continuing expansion of transcontinental railroad routes and other Class I facilities, while minimizing impacts on adjacent communities.
Include studying the potential feasibility of a Flagstaff rail bypass in the I-40 Design Concept Report, working with BNSF
Plan and accommodate rail corridor enhancements
Work with Class I railroads to close at-grade railroad crossings
Study feasibility of a rail bypass around Nogales, working with UP and the Mexican federal and state transportation agencies
Collaborate with the Arizona Game and Fish Department regarding wildlife mitigation measures
Use railroad and related investments to stimulate economic development in Arizona.
Monitor Mexican deep-water port opportunities that can benefit ArizonaExecutive Summary 24
Implementation Action
Immediate (2010)
Near-Term (2010-2015)
Long-Term (2015-2050)
Monitor project-specific opportunities for port access, and partner with sponsors to implement
Preserve abandoned rail corridors; deny future abandonments
Develop a short line assistance program for strategic rail investments
Maintain opportunity for shared use or purchase of Wellton Branch
Formulate a plan to make use of inland port economic development
Monitor inland port development opportunities
Governance Pursuits
Develop a rail organization with a statewide perspective to promote rail interests.
Define rail organizational needs for the state
Work with state agencies to define organization and governance model
Recommend appropriate statewide organizational/ governance structure
Apply governance model to a project or program; assess performance
Implement statewide rail governance structure
Initiation and continuation of action item2010 Statewide Rail Framework Study 25
The implementation pursuits and actions from the Statewide Rail Framework Study are incorporated into the final Statewide Transportation Planning Framework recommendations. From there, two planning processes will take the next steps in identifying specific projects and funding for the future – the state's Long Range Transportation Plan and the State Rail Plan.
Long Range Transportation Plan
The recommendations from the Statewide Transportation Planning Framework Program provide a "fiscally unconstrained" vision for 2050 – meaning that the recommendations are not tied to available funding, but encompass all the capacity-related transportation investments needed for a connected and functional transportation system. "What Moves You Arizona," the long-range transportation planning process, will take the input and recommendations from the Statewide Frameworks Program and match projects to a time line with available funding. This plan will use performance measures to evaluate recommended projects and determine investment strategies to fund them. The plan will be updated every five years with estimates of available funding for the following 20 years.
State Rail Plan
A State Rail Plan addresses current and future needs for passenger and/or freight rail investment at a statewide level. With the recent enactment of the Passenger Rail Infrastructure Investment Act in October 2008, the nation is experiencing a surge in statewide rail planning as DOTs mobilize to become eligible for federal funding. To obtain funding for such projects as intercity and high-speed rail planning and design, states are required to have a FRA-approved state rail plan. With the Statewide Rail Framework Study providing the foundation, ADOT has embarked on developing its first Arizona State Rail Plan, to be published spring 2010.
Next Steps
A series of reports documents the full progress of the Statewide Rail Framework Study. For access to these project documents, please see http://www.bqaz.govProject Team:
KDA Creative
Partners for Strategic Action
the next few weeks, the administration will be announcing which states will be awarded funds from $8 billion dedicated president conjured tury train infrastructure, travel times and congestion and Fast Track A High-Speed Rail MEMOAbout
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text:
Detailed specifications for the Nokia 808 PureView
At a glance
- Primary camera sensor size: 41 MP, PureView
- Display size: 4''
- Maximum 3G talk time: 6.5h
- Maximum music playback time: 70h
- Photo sharing: Facebook;Send as email attachment;Share over Bluetooth;
- Social apps: Facebook;Twitter
- Browser: S60 OSS Browser
- Height: 123.90 mm
- Width: 60.20 mm
- Thickness: 13.90 mm
- Weight: 169.00 g
Display and User Interface
- Display size: 4 ''
- Display resolution: nHD (640 x 360)
- Display features: Brightness control, Corning® Gorilla® Glass, Tactile feedback, Orientation sensor, Low power mode, Curved display
- Display colors: TrueColor (24-bit/16M)
- Aspect ratio: 16:9
- Pixel density: 184 ppi
- Display height: 87.36 mm
- Display width: 49.14 mm
- Touch screen technology: Capacitive Multipoint-Touch
- Sensors: Ambient Light Sensor, Accelerometer, Proximity Sensor, Magnetometer
Keys and Input Methods
- User Input: Touch
- Dedicated hardware key: Lock
Form factor
- Phone design: Touch
- Form factor: Monoblock touch
- Dimensions
- SIM card type: Micro SIM
- Dual SIM: No
- Charging connectors: Micro-USB
- AV connectors: 3.5 mm Nokia AV Connector, HDMI-D (micro)
- System connectors: Micro-USB-AB
- USB: OTG, USB for software updates, USB Mass Storage
- Bluetooth: Bluetooth 3.0
- Bluetooth profiles: SIM Access Profile (SAP), Serial Port profile (SPP), Audio/Video Remote Control Profile (AVRCP) 1.0, Phone Book Access Profile (PBAP) 1.1
- Wi-Fi: WLAN IEEE 802.11 b/g/n
- WLAN Security: WPA, WEP, WPA2 (AES/TKIP), WPA2-Enterprise, WPA2-Personal, WPA-Enterprise, WPA-Personal
- NFC: Pairing, Secure NFC for payment, Sharing
- Other wireless connectivity: WAPI, DLNA
Data Network2
- WCDMA network: 850 MHz, 900 MHz, 1700 - 2100 MHz, 1900 MHz, 2100 MHz
- WCDMA max data speed DL: HSDPA - 14.4 Mbps
- WCDMA max data speed UL: HSUPA - 5.76 Mbps
- GSM network: 850 MHz, 900 MHz, 1800 MHz, 1900 MHz
- GSM max data speed DL: EGPRS 296.0 kbps
- GSM max data speed UL: EGPRS 236.8 kbps
Power Management3
- Battery: BV-4D
- Battery capacity: 1400 mAh
- Battery voltage: 3.8 V
- Removable battery: Yes
- Maximum standby time: 21 days
- Maximum 2G talk time: 9 h
- Maximum 3G talk time: 6.5 h
- Maximum music playback time: 70 h
- Maximum video playback time: 8 h
- Wireless charging: No
- User data storage: In device, Memory card
- Mass memory: 16 GB
- Expandable memory card type: MicroSD
- Maximum memory card size: 32 GB
- Connectivity
Software and applications
Productivity features
- Features (Personal information Management): Digital clock, Recorder, Calculator, Clock, Calendar, Notes, Analogue clock, Phonebook, To-do list, Alarm clock with ringtones
- Business apps: Lync (Corporate IM) free download, Office apps: Excel, Word, PowerPoint, OneNote
- Document formats supported: PDF, Word, Excel, Powerpoint
- Syncronization: Remote SyncML synchronisation, Local SyncML synchronisation, Exchange ActiveSync
- Sync content: Calendar, To-do list, Music, Contacts
Other Applications
- Game features: Touch UI, Graphics processor with OpenGL ES 2.0, Java games
- Graphics format: JPEG, OTA, JPEG 2000, BMP, WMF, GIF89a, TIFF, EXIF, PNG, WBMP, GIF87a, MBM
Software platform & User Interface
- Operating system: Symbian OS
- Software release: Nokia Belle
- Software updates: Firmware Over-the-Air (FOTA), Firmware Over-the-Internet (FOTI)
- Productivity features
Email and Messaging4
- Email solution: Nokia Messaging, Gmail, Mail for Exchange, Hotmail, Windows Live / Hotmail / Outlook.com, Yahoo! Mail
- Email protocol: SMTP, IMAP4, POP3
- Email features: Email attachments, OMA email notifications, Multiple email accounts, HTML emails, Text-to-speech message reader, Viewing of email attachments
- Messaging features: Text messaging, Unified MMS/SMS editor, Multimedia messaging, Conversational chat style SMS, Unified inbox for SMS and MMS, Concatenated SMS for long messages, Picture messaging, Text-to-speech message reader
Call management
- Features (Call Management): Call waiting, Call forwarding, Call logs: dialled, received and missed, Conference call, Integrated hands-free speakers, Speed dial, Automatic redial, Call barring, Video call
- Video call features: 3G video call
- Supported amount of phonebooks: 1
- Contacts: Unlimited
- Ringtones: Downloadable ringtones, MP3 Ringtones
- Speech codecs: GSM FR, GSM HR, AMR-NB, AMR-WB, GSM EFR
- Email and Messaging4
Device security
- General Security features: Firmware update, Device lock, PIN code, Device lock passcode, Secure boot
- Security
Main camera
- Primary camera sensor size: 41 MP, PureView
- Camera resolution: 7728 x 4354, 7728 x 5368
- Camera Focus Type: Auto focus with two-stage capture key
- Camera digital zoom: 3 x
- ZEISS optics: Yes
- Sensor size: 1/1.2 inch
- Camera F number/aperture: f/2.4
- Camera focal length: 26.00 mm
- Camera minimum focus range: 15 cm
- Camera image format: JPEG/Exif
- Camera Flash Type: Xenon Flash
- Flash operating range: 4.0 m
- Flash modes: Off, Automatic, On, Red-eye reduction
Main camera features
- Camera feature: Touch Focus, Exposure Compensation, Still Image Editor, Full Screen Viewfinder, Self Timer, Red-Eye Reduction, Continuous Auto Focus, Carl Zeiss Optics, Auto Exposure, Auto Focus, Video Light, Xenon Flash, Flash, Face Detection
Image capturing
- Capture modes: Sequence, Video, Still, Self-timer, Time-lapse
- Scene modes: Landscape, Automatic, Night portrait, Sports, Night, Portrait, Close-up, Snow, Spotlight
- Colour tone modes: Sepia, Normal, Greyscale, Vivid
- White balance modes: Cloudy, Incandescent, Sunny, Fluorescent, Automatic
- Light sensitivity: Automatic, ISO 100, ISO 200, ISO 400, ISO 800, ISO 1600
- Photos viewed by: Photo editor, Timeline, Camera Roll
Secondary camera
- Secondary camera resolution: 640 x 480 pixels
- Secondary camera: VGA 0.3 MP
- Secondary camera - other features: Video call
- Main camera
Music and Audio
- Music apps: Nokia Music
- DRM support: Windows Media DRM10, OMA DRM 2
- Audio features: Audio Streaming, Music player, Loudness, Media Player, Audio Equalizer, Dolby Headphone, Stereo Widening, Talk noise cancellation for calls
Music format
- Codecs: MP3, AMR-NB, AMR-WB, HE-AAC, HE-AACv2, SP-MIDI, WMA 10
- Audio format: AAC, MP3, M4A, WMA
- Radio features: FM transmitter, Stereo FM Radio, FM RDS radio
Voice and audio recording
- Audio recording codecs: AMR-WB
- Audio recording features: Stereo, Nokia Rich Recording
- Music
Main video camera
- Camera video resolution: 1080p (Full HD, 1920 x 1080)
- Camera video frame rate: 30 fps
- Camera video zoom: 12 x
- Video playback frame rate: 30 fps
- Video playback codecs: H.263, H.264/AVC, MPEG-4, VC-1, RealVideo, Sorenson Spark, VP6, Windows video, XVID
- Video playback file formats: 3GP, MP4, WMV, ASF, AVI, Flash video (FLV/SWF), Matroska (MKV), RealVideo (RV/RMVB)
- Video recording formats: 3GP/H.263, MP4/H.264, MP4/MPEG-4
- Video scene modes: Night, Automatic, Snow, Sports, Spotlight, Low light
- Video white balance modes: Cloudy, Fluorescent, Sunny, Incandescent, Automatic
Main video camera features
- Video streaming: YouTube browsing and video streaming, Streaming from video services and internet, Progressive video download, On demand WebTV
- Video recording features: Video zoom, Digital video stabilization, Dolby® audio recording, Video Light
- Video recording colour modes: Black and white, Sepia, Normal, Vivid
- Main video camera
Environmental features
- Materials: Free of PVC, Contains recycled metals, Free of nickel on the product surface, Free of BFR, rFR as in Nokia Substance List
- Energy efficiency: Automatic screen brightness adjustment, Energy efficient charger, Power Save mode
- Eco content and services: Available at Nokia Store, Contains preinstalled eco content, Nokia Maps: pedestrian navigation
- Product is recyclable (up to): 100% recoverable as materials and energy
- User guide: Green tips page, Small printed guide, full on nokia.com, Black and white printing
- Packaging: Made of renewable materials, Containing up to 60% recycled materials, Packaging is 100 % recyclable
- Environmental features
Accessibility features
- Hearing: Vibrating alerts, Flashing alerts, BT neckloop compatible, TTY support, Video call
- Vision: Vibrating alerts, Voice Commands, Audio messages, Screen reader compatible
- Physical skills: Voice Commands, Audio messages, Automatic answer, Speakerphone, Speed dial
- Accessibility features
What's in the box
- Sales Package: Nokia 808 PureView, Nokia AC-50 MicroUSB Charger, Nokia Charging and Data Cable CA-190CD, Nokia stereo Headset WH-209, NFC info card, Nokia Wrist Strap Black, Quick Guide, User Guide and Product information leaflet
- Box
1The availability of particular products, services and features may vary by region. Please check with your local Nokia dealer for further details. The specifications are subject to change without notice.
2Actual data speeds will vary. Check with your network operator for details.
3Talk, standby and playback times are estimates only. Actual times are affected by, for example, network conditions, device settings, features being used, battery condition, and temperature.
4Some services may be available only via downloading or dependent on the market. Only devices that offer compatible multimedia message or email features can receive and display multimedia messages. Content appearance may vary. Some images and ring tones can not be forwarded.
5Downloading of maps over-the-air may involve transferring large amounts of data. Your service provider may charge for the data transmission. The availability of products, services and features may vary by region. Please check with your local Nokia dealer for further details and availability of language options. These specifications are subject to change without notice.

subset: commoncrawl


text:
Cheap ski holidays in hundreds of ski resorts worldwide.
Nb: infants must be under the age of 2 and
children must be under the age of 12 at the time of
The Grand Hotel is set in a beautiful lakeside location 100m from the pedestrianised resort centre and close to the railway station. Consisting of two interconnecting buildings and with lots of character' guests love the good standard of accommodation and facilities.
Rooms (2-3 people):
Double rooms with mountain view, bath or shower and wc, cable TV, hairdryer, minibar, bathrobes and safe. Rooms with lake view and Superior Rooms, which can take an extra bed/sofa bed, at a supplement.
Junior Suites (2-4 people):
With double beds and a living area with double sofa bed leading to a balcony or terrace offering lake views available at a supplement.
Family Suites (2-4 people):
Suites with one double bedroom and separate room with two bunk beds or a double sofa bed, offering lake views and a balcony or terrace, at a supplement.
Iglu acts as a travel agent for disclosed principals/tour operators, further details
of which will be made available at the time of booking. Your holiday contract will
be bound by the tour operators terms and conditions.
Prices are shown for a basic room or unit, can be subject to change and are indicative
until time of booking. Please call on 0208 544 7114 for prices for other travel
and room options for this property.
The price shown includes 7 nights accommodation,
with flights from Manchester.
Prices shown are per person per week based on maximum occupancy. Descriptions and
quality ratings are provided by the Tour Operator (or one of the Tour Operators
where similar holidays are offered by more than one supplier). We reserve the right
to make minor adjustments to the description or rating based on staff and customer
feedback. For payments by credit card, a 2.5% credit card charge (4% for AMEX) will
be added to your invoice. If you pay by a UK issued debit card, there is no charge.
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As mentioned earlier, I am putting up a special contest. I believe all winter time stats get reset on July 1st. So, with the reset that takes place on that day, I have decided to start a contest to see who can predict the amount of snow that will fall on the summit from July 1st, 2014 to June 30th, 2015! The total will be derived from the F6 report, with a month to month accumulation total being posted. Its a pretty easy contest, just post a big number and hope that number comes close when this contest ends next June. All entries need to be submitted by June 30th of this year. Person closest to the number wins. I'm even going to come up with some kind of prize for the winner of this contest. Not sure what it will be, but I will post what it will be as we get going. Some rules for this contest:
- Only one guess per person
- Only one person can own a number for the year
- Total will be derived from the F6 report
- Anyone can enter this contest, including those that happen to work up there
- Any attempt to add snow to the summit, except for the snow that falls out of the clouds is prohibited. So, it wouldn't be a good idea to try to cart any up and add it to the summit total
- And finally, have fun! This has the making of a great contest.
I think that about covers everything! May the snowiest of winters approach the summit this year!