A goal of the Milwaukee-Madison Passenger Rail project is to not interfere with the business of freight operations along the corridor, as well as be compatible with any future commuter rail service within the corridor. With proper infrastructure improvements such as improved signaling and additional track sidings, high-speed passenger rail service would not at all preclude any commuter rail service along the same rail corridor. In total, ten round-trip regional trains are planned to serve the City of Madison. Wisconsin & Southern Railroad (WSOR) currently operates one round-trip train daily between Madison and Watertown to the east, and, depending on the day, up to 16 round-trip trains through the Isthmus under Monona Terrace to the west. The Dane County Commuter Rail Feasibility Study recommended that at peak travel periods, commuter trains operate at 20-minute intervals. As schedules are refined for both regional passenger service and local commuter service, efforts will be made so that both passenger and freight trains have a minimal impact on each other’s operation as well as on roadway traffic at crossings.

The fluctuations in the market demand for freight service by Wisconsin & Southern Railroad (WSOR) along the existing rail corridor are dependent on WSOR’s customers and are independent of developing high-speed passenger rail service along the same corridor. Economically, an increase in demand for freight service would be accommodated by adding additional cars to an existing train rather than operating more trains along the corridor.

Wisconsin & Southern Railroad (WSOR) which operates in the corridor does not have any plans to change its operating hours in response to future passenger service. The operating hours of the existing freight rail service will not be affected by the addition of passenger service.

Will there be a committee of stakeholders and interested parties working on final development of details—such as physical design of facilities (specific to each area of the rail corridor), corridor management issues, and various operating agreements?

WisDOT has been attending neighborhood meetings to receive input on neighborhood concerns such as aesthetics, roadway access, and safety. As the project progresses, the Department of Transportation is interested in participating in committees of stakeholders that would make aesthetic decisions to blend the rail corridor into the local neighborhoods.

The Wisconsin Department of Transportation will work with Wisconsin & Southern Railroad to develop maintenance agreements for the existing rail corridor within Madison, should that corridor be used to access Madison. As part of that agreement, a provision for notifying neighbors of the rail corridor of any spraying can be included.

The railroad owning the rail corridor or operating in it will be responsible for maintenance. This will include track maintenance, fencing, trash collection, and snow removal. The Wisconsin Department of Transportation will ensure that regular track maintenance as well as nuisance conditions in the corridor related to trash and snow removal are addressed as a part of its operating agreement with the railroad.

The railroad corridor right-of-way in Madison is currently owned Canadian Pacific Railway (CP Railway) and Union Pacific Railroad (UP). It is operated under lease by Wisconsin & Southern Railroad. Amtrak has the authority to operate passenger service on freight-owned rail throughout the country. The ownership of the rail corridor need not change for Amtrak to operate high-speed passenger rail service.

No. If, for instance, a station location and alignment alternative were chosen that required trains to pass through the neighborhoods on the east side of the City of Madison, they would operate at speeds much slower than 110 mph. For example, as a westbound train from Milwaukee entered the City of Madison, it would decelerate to about 60 mph by the time it reached USH 51, and to around 20 mph at Milwaukee Street. If a station were to be located downtown or along Pennsylvania Avenue, the train would maintain a slow speed until its stop at the station, then gradually accelerate to approximately 30 mph near Aberg Avenue, and 60 mph as it approached the airport and continued west to Minneapolis/St. Paul on a future corridor. If a station were located at the airport, the train would not fully accelerate to speeds of 60 mph and above until after it stopped at the airport. Once outside the urban areas of Madison, the train would resume operation at speeds up to110 mph.

From the perspective of safety, it is desirable to place fencing as close to the right-of-way (i.e., as far from the track) as possible. The width of the rail right-of-way varies through Madison, and the existing track is not necessarily centered within the corridor, so an exact, consistent distance cannot be called for along the entire corridor.

In certain locations along the corridor, CP Railway and UP have developed agreements with local neighborhoods to establish community gardens within the railroad right-of-way. It is expected that these gardens can be maintained as-is, and that fencing would be brought in closer to the tracks to accommodate these gardens.

It is not expected that any trees will need to be removed within Madison to accommodate any improvements to the rail corridor, since all construction on the project would occur within the rail corridor right-of-way.

WisDOT would cover any damages to adjacent properties during construction.

The surface elevation of the crossings will continue to match the elevation of the street. The space between the rails where sidewalks currently exist will be extremely similar to the existing surface, except it will be renewed as part of this project. Sidewalk users should notice an improved crossing surface.

The emissions standards for the new high-speed rail vehicles will meet the new Environmental Protection Agency (EPA) Emissions Standards for Train Locomotives, which were previously unregulated. The following table summarizes the results of a total pollutant burden analysis that has been conducted and compares emissions from the high-speed rail locomotives (HSR) with vehicular traffic (VMT) along the I-94 corridor between Milwaukee and Madison.

Source: HNTB October 2000

As the table illustrates, the analysis indicates that emissions of HC, CO, and NOx will decrease along the corridor with implementation of passenger rail service, and that only a small increase in particulate emissions will occur but will not hinder the area’s ability to stay in attainment for particulate levels established in Wisconsin and National Ambient Air Quality Standards (NAAQS). This net benefit to the environment is possible because passenger rail provides an alternate means of travel and reduce vehicle trips on highways. This analysis and additional information on air quality is included in the Draft Environmental Assessment (EA) document currently being prepared.

A Consultant selected by WisDOT is currently preparing an Environmental Assessment (EA) of the Milwaukee-Madison Passenger Rail Corridor Study in compliance with the National Environmental Policy Act (NEPA) and the Wisconsin Environmental Policy Act (WEPA). The EA is expected to be completed by March 2001. Notification of its completion will be published in local newspapers and copies will be made available in local libraries. With the notification, a 30-day period for public comment will begin, along with the opportunity for a public hearing on the document.

Currently, train whistles are blown at each roadway-rail crossing in Madison. The project will include grade crossing warning or protection device improvements at every public crossing. These improvements are being designed to meet the requirements for a quiet zone being proposed by the Federal Railroad Administration’s (FRA) rule making process. The implementation of this quiet zone will eliminate the need for whistle blowing except in emergency situations by both passenger trains and existing freight trains.

High Speed Rail (HSR) trains generate noise attributable to locomotive engines, wheels on rail and horn use, and are measured in units of decibels (dB). Like all train noise events, HSR generated noise occurs in short duration and is typically infrequent. Pass-by noise of HSR trains operating between 80-110 mph, measured 100 feet away, is approximately 76-80 dB. This is less than both current conventional Amtrak trains and current freight equipment due to the advanced new train set technology, more modern and quieter locomotives, and the increased passing speed of the HSR trains. Some HSR train manufacturers have indicated that new HSR equipment will have even lower noise levels.

Continuous welded rail (CWR) will be installed throughout the entire corridor. The entire track will also have new ballast installed. The new ballast will be deeper than the existing ballast. Noise emanating from the track will be minimized with the use of CWR. The current rail is jointed rail. The installation of CWR will substantially reduce the noise effect from the track not only with passenger trains, but existing freight trains as well. Additionally, the weight of the new, high technology passenger trainsets is very light, thus, assisting with minimizing noise and vibration. The sensations felt in very close proximity to the track structure should be far less for passenger trains than freight trains.

The Federal Railroad Administration (FRA) proposed rule defines a "Quiet Zone" as a segment of a rail line within which is situated one or a number of consecutive highway/rail grade crossings at which locomotive horns are not routinely sounded. The creation of a "Quiet Zone" is discussed in regulations currently being proposed by the Federal Railroad Administration. To create a Quiet Zone, a local unit of government must designate the extent of the quiet zone, install the necessary warning devices and supplemental safety devices and comply with various notice and information requirements of Sec. 222.35(a) of the proposed rules. Sec. 222.35 requires the community desiring to designate a quiet zone to notify the affected railroad(s), the agency having jurisdiction over vehicular traffic at the crossings in the designated quiet zone, the state agency responsible for highway and traffic safety, and the FRA. Following approval by the FRA, notice must be provided to the affected parties of the FRA’s approval.

Currently, the FRA is in the process of determining what the exact requirements for a Quiet Zone should be. The Wisconsin Department of Transportation (WisDOT) is anticipating what these requirements will be and is incorporating the necessary grade crossing warning devices and other infrastructure to meet them as part of this project, so that the responsibility of the local government would be only to apply to the FRA to designate a Quiet Zone and pass a local ordinance.

It is not the intention of this project to install wayside horns at intersections as a substitute for locomotive mounted horns. Wayside horns are as loud as a railroad horn; approximately 96 db at 100 feet. The difference is that noise is more focused than a typical horn on a train, and therefore do not give pedestrians and motorists a sense of the train’s presence. The grade crossing horn would sound for about 15-20 seconds, so it would be loud in the immediate area. Currently there are some such stationary horns are in place in rural areas of Nebraska and Texas. The horns do not work as well where there are a number of grade crossings close together, as in an urban setting, because they all sound at basically the same time. These horns are still under study by the FRA.

Typically, noise abatement along rail corridors can be accomplished effectively by improving track structure such as installing continuous welded rail to reduce noise due to the track and concrete ties to absorb vibration and providing noise abatement devices on the passenger trains themselves.

The analysis conducted in the Environmental Assessment (EA) regarding noise impacts will identify methods of noise abatement. If track and train features mentioned above will not be adequate to reduce noise levels to acceptable levels, then more costly measures of noise abatement will have to be considered. These additional measures could consist of constructing noise barriers along the corridor, and, in an extreme case, soundproofing of structures near the rail corridor. At this time, it is anticipated that improvements to the track structure and possibly to the trains themselves are all that will be needed.

All trains are required by the Federal Railroad Administration (FRA) to have horns that have a sound level of at least 96 dBA at least 100 feet forward of the locomotive in its direction of travel. The proposed rule being reviewed by the FRA is considering establishing a maximum level for train horn sound level. The proposed maximum levels would be either 104 dBA or 111 dBA. As part of this project, the necessary safety equipment will be installed at grade crossings along the corridor for the local units of government to apply to the FRA for a Quiet Zone, which would limit the use of horns by all trains along the corridor.

According to measured and modeled noise levels in the Madison area, residents hear noise levels that average approximately 55 to 57 dBA. Modeled future noise levels, with improved tracks and passenger train technology, are expected to be approximately 57 dBA east of Powers Avenue, and 50 dBA west of Powers Avenue. The lower noise levels west of Powers Avenue are associated with lower train speeds.

A variety of safety treatments are being proposed at public rail crossings. Which technique or combination of techniques will be employed at any particular crossing will be determined by the individual circumstances of the crossing. Some two-lane crossings with very little vehicular or pedestrian traffic may have a single gate arm in each driving lane. A crossing with more activity might have a single extended gate arm or a median barrier to prevent cars from driving around the gate arm to cross the tracks. Still other crossings might have quad gates installed with four gate arms installed—two on each side of the tracks—to effectively seal off the crossing. In the case of higher speed crossings at major highways, a vehicle arresting barrier gate might be considered.

The consultant report also identifies a number of crossings as suitable for closure. These crossings are being discussed with the City of Madison and we expect these crossings will be considered in the City Council’s recommendations. Crossing closures can only occur after a public hearing by the Office of the Commissioner of Railroads (OCR), an independent State agency not a part of WisDOT. WisDOT will not recommend to the OCR the closure of any crossing not supported by the City. In addition to safety features for vehicles, pedestrian and bicycle activity is also considered. Back gates will be employed on all crossings with pedestrian/bicycle traffic. If volumes warrant and other methods provide insufficient protection, grade separated pedestrian crossings would be considered.

Apart from the crossings themselves, the corridor will be fenced. The fencing in the urban areas of the rail corridor will be decorative. It will be designed in cooperation with local neighborhood and community groups to blend in with surrounding housing and local development yet enhance the safety of the corridor by directing people to cross the tracks at designated crossings only. The fencing will not create a visual barrier for community residents. As a general rule, fencing would be placed at the railroad's property line. In cases such as the gardens at St. Paul Avenue and East Main Street, an exception is possible, if it can be done safely, where the railroad has made agreements for those plots to be used as neighborhood gardens.

Track improvements will include rebuilding the rail bed and providing new heavy gauge continuously welded rail. These improvements will allow all trains to safely operate along the corridor at the proposed speeds.

A new state-of-the-art positive train control (PTC) signal system will be installed along the entire corridor to ensure that both passenger and freight trains are properly separated from each other and to provide information to the train engineers on the status of warning devices at each grade crossing. If problems are detected, the trains can be automatically slowed or stopped.

All grade crossing warning devices (e.g., flashing lights, gates, etc.) will be paid for with federal and state funds by the project. A list of recommended street closures has been developed by the consultant. Final approval of this list by the City of Madison will be sought. The Wisconsin Department of Transportation will only recommend street closures where the City has offered its approval. The list of recommended closures will then be presented to the Office of the Commissioner of Railroads (OCR) for consideration; only the OCR has the authority to close a railroad crossing.

The Wisconsin Department of Transportation (WisDOT) hired a consultant to prepare an evaluation of station location and access alternatives to serve the Madison area. The consultant’s report, An Assessment of Passenger Rail Access Alignments and Station Location Alternatives, was provided to the City of Madison, Dane County, and the Madison Area Metropolitan Planning Organization (MPO) as a tool for developing their individual recommendations to WisDOT for a station and alignment alternative. WisDOT has requested that each of these three entities, with the information provided in the consultant report, form their own recommendation for a station location and access alignment and submit it to WisDOT. WisDOT will use these recommendations to determine which alternative station location and access alignment to invest in. The City of Madison Common Council has indicated they expect to make a final recommendation to WisDOT after their February 20, 2001 meeting.

The station and its facilities would be owned, operated, and maintained by the local unit of government. Amtrak would be a tenant of the station and pay the local agency a lease to operate train service. In addition, depending on the space available, other businesses could provide complementary service to rail passengers. Examples of these businesses would be rental car agencies, coffee shops, or regional bus providers. The leases could be structured by the local government to cover the costs of operating, maintaining, and providing security at the station.

A goal of the Midwest Regional Rail Initiative (MWRRI) is to take advantage of existing rail infrastructure and rail corridors wherever possible to minimize capital costs.

The Hoepker Road access alignment is one of several that the City of Madison is looking at as they prepare to make a recommendation to the DOT on a Madison station location. The remote location of a station on this alignment, environmental impacts, and construction costs for this option were among the factors indicated in the Consultant’s report to the City which make it less attractive than utilizing the existing rail corridor. The alignment would affect other neighborhoods in Sun Prairie and the Town of Burke as well.

The Midwest Regional Rail Initiative (MWRRI) is a network of high-speed passenger rail service designed to link major midwestern cities with Chicago as a hub. The MWRRI system is intended to provide an alternative to other modes of regional transportation such as air. Rail travel is less susceptible to weather-related delays—common in the Midwest—than air travel; fares will be structured to be competitive with air travel.

Approximately 26% of the riders are expected to use the service for business purposes. The remainder of the riders will be using the service for a variety of reasons that accommodate their plans.

A study was conducted as part of the MWRRI that estimated that by 2010, there would be approximately 1,000 total boarding and alighting (500 on and 500 off) daily passengers, and that by 2020, the total forecasted ridership would be 1,200 passengers in Madison. These passengers are expected to use regional high-speed rail for similar trips as air service, such as business trips, vacations, and weekend excursions.

It has been estimated that access to rail stations in all cities will be available by a variety of means, which would likely include auto, taxi, and rental car. Where available, local transit service via bus or commuter rail, and regional bus service may also provide service to MWRRI stations.

It is forecasted that in 2010, approximately 1,000 total boardings and alighting (estimated at 500 boardings and 500 alightings) would occur each day at the Madison station. In 2020, the total number is forecast to be 1,200. It has been estimated that 70% of passengers using the Madison station will be from the local Madison area.

Fares between Madison and Milwaukee are currently estimated at somewhere between $19 and $33 each way. Although the fares have not yet been set, it is anticipated they would be somewhat lower between the intermediate stations and either Madison or Milwaukee. The fare from Milwaukee to Chicago would remain at the current $20 each way. Discounted fares may be offered for groups, students and seniors, through promotions, or with multi-trip tickets.

As part of the MWRRI, a study was conducted of the technical, financial, and economic aspects of a Midwest Regional Rail System and determined that the system would be financially viable when the network is fully developed in 2010. A summary of this study can be found on the Internet at http://www.dot.state.wi.us/opa/rail.html.

The study included an investment grade review of the project, which concluded that the project would cover its operating costs if developed as projected. Initially, the capital costs of constructing the system are expected to be paid for with a combination of federal bonds to Amtrak and state transportation funds. In Wisconsin, the cost share between the two would be 80% federal, 20% state. If ridership does not meet expectations, the State Legislature would be responsible for deciding whether to provide funds to continue the service.

Governor Thompson's Blue Ribbon Task Force on Passenger Rail recommended seeking 80% of the capital costs from the federal government with the remaining 20% from state sources. Members of Congress are preparing to introduce a bill that would provide Amtrak with the authority to sell $10 billion in bonds over a ten-year period to assist states in funding high-speed rail projects. These bonds would be available to a state at an 80%/20% share. The bonds would not use funds from the Federal Transportation Trust Fund. No decision has been made about proceeding with this project if 80% funding is not available from the federal government. The Task Force recommended that the Governor should provide additional direction to the legislature regarding other potential funding sources to support intercity passenger rail development.

To facilitate the development of high-speed passenger rail service between Milwaukee and Madison by the project goal of the end of 2003, decisions on the access alignment and station location in Madison need to be made in early 2001 to allow for enough time to design the necessary infrastructure.

Additionally, another goal of the project is to obtain 80% funding from the federal government. The funding source for the project would come from a bill that will be reintroduced to Congress early this year, which would fund bonds to develop designated high-speed rail corridors around the United States. Anticipating passage of this bill, Wisconsin needs to be prepared with as much of the Milwaukee-Madison corridor designed to apply for this funding; the more design that is complete, the more competitive Wisconsin will be against other rail corridors under development in Illinois and the northwestern United States in acquiring funds in time to meet the first goal of implementing passenger service between Milwaukee and Madison by the end of 2003.

WisDOT staff will continue to assist local units of government to facilitate their recommendations.

The Milwaukee-Madison high-speed passenger rail project is one of the first of its kind in the United States. To date, there does not yet exist another corridor with similar, 110 mph passenger rail service. Because of this, data on the affect of developing this service is not yet readily available. Even so, as this project has developed over the past year, WisDOT has begun to monitor property sales along the Milwaukee-Madison corridor. At this time, there have not been any known sales to indicate what effect, if any, this project is having on property values.

WisDOT has been working with communities along the corridor to identify neighborhood concerns such as aesthetics, roadway access, and safety. This effort will continue throughout the project.

Regional passenger rail service to Madison would initially consist of six daily round-trips between Madison and Milwaukee with continuing service to Chicago. In the future, an additional four round-trip trains would provide service between Chicago and Minneapolis through Milwaukee and Madison. Coordination between the grade crossing warning devices and nearby traffic signals could assist in resuming normal traffic flow once crossings were reopened, thereby minimizing impacts to roadway traffic.

This same issue would also apply to any future commuter rail along the same corridor, and again, with proper signal coordination, impacts to traffic flow can be minimized. It is expected that high-speed passenger rail, commuter rail, and freight rail can all operate within the same rail corridor and that, with adequate track and proper signaling any one service would not preclude desirable operation and scheduling of the other two.

As part of their review of potential station locations, City of Madison staff reviewed the Consultant’s recommendations regarding potential street closures. This review included the effects of traffic pattern changes. The results of this review influenced the City’s recommendation to close fewer streets than originally proposed.