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From page 52... ... Specifically this section covers shared-use agreements from the point of view of a state or regional passenger rail agency, such as the NNEPRA responsible for the Downeaster service, the California Joint Powers Authorities (JPAs) responsible for the Caltrain commuter service and the Capitol Corridor Amtrak services, or METRA commuter rail services in Chicago. Read the entire page →
From page 53... ... The diversity of possible relationships, combined with large variations in passenger and freight traffic levels, means that almost every shared-use situation is unique, and agreements must be negotiated for each particular set of circumstances. Content of Shared-Use Access and Operating Agreements 53 Amtrak Intercity Freight Railroad Host, Amtrak Tenant Freight Railroad Host, Passenger Tenant State- & LocalOwned ROW, Commuter Host, Freight and/or Amtrak Tenants State-Owned ROW, Amtrak, Freight Tenants Amtrak-Owned ROW, Freight, Commuter Tenants Amtrak-Owned ROW -- Amtrak Host, Commuter, Freight Tenants Passenger Rail Services (all types) Read the entire page →
From page 54... ... 54 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Right-of-Way Owner (Host) Agreements with Freight Railroad Amtrak Agreements Agreements with Other Parties Freight Railroad Amtrak contracts with freight railroad for access to corridor, dispatching and infrastructure maintenance, relying on Amtrak rights and operating agreements. Read the entire page →
From page 55... ... • Whether the passenger rail agency expects or is able to rely on Amtrak to supply equipment for the service or must purchase or lease passenger cars independently. Once the passenger rail agency has selected a general approach to the provision of the service within the constraints applicable to the type of service and host railroad, the agency can move forward with developing the specific agreements. Read the entire page →
From page 56... ... In most cases, the parties involved in implementing and operating an intercity passenger rail service are the state, local, or regional passenger rail agency; Amtrak; and the host railroad. Other parties may be involved in minor roles, such as providing services at stations (sometimes developed and owned by the host community) Read the entire page →
From page 57... ... • Either Amtrak or the passenger rail agency may supply rolling stock for the proposed service, depending on car and locomotive availability in Amtrak's fleet and service requirements. For example, California purchased bi-level passenger cars and low-emission locomotives for corridor services and North Carolina purchased rebuilt Heritage (pre-Amtrak) Read the entire page →
From page 58... ... Ideally the plan should include both freight and passenger rail services and have been prepared by the agency in consultation with other state agencies having an interest in transportation, as well as with providers of rail and related services of all types. With regard to passenger service, the plan should describe the long-term goal for passenger rail developments and the principal steps in developing services between the present and the goal. Read the entire page →
From page 59... ... Because the future is inherently unpredictable, the agreements must include a process by which service changes can be negotiated to accommodate changes in performance and traffic levels, within agreed-upon limits. For example, if the long-term plan envisions starting with four round trips per day for a given passenger service, increasing to twelve round trips as demand grows and funding becomes available, then the agreement should reflect that and agree on what investments are required to make service increases possible. Read the entire page →
From page 60... ... These payments are typically expressed as a payment per train-mile or sometimes per car and locomotive-mile for track maintenance and payments for administrative coordination costs incurred directly on behalf of the passenger service. Agreed-upon unit costs will reflect the need to maintain passenger-quality track and the costs of maintaining signal and train control investments where these are triggered by passenger service requirements, less an allowance for capital investments by the passenger rail agency. Read the entire page →
From page 61... ... or provision of Amtrak's "QuickTrak" ticketing machines; and provision, maintenance, and servicing of equipment (passenger cars and locomotives) Read the entire page →
From page 62... ... Agreement with the Host (Usually Freight) Railroad for Capital Improvements Experience in recent years has shown that introduction of a new or expanded quality passenger rail service is rarely possible without capital investments in the corridor. Read the entire page →
From page 63... ... Round Trips per Day Scheduled Trip Time (A to B) Delay Ceiling2 (Maximum HostResponsible Delay Minutes3 per Trip) Read the entire page →
From page 64... ... Agreement with the Host Railroad for Operations and Maintenance Cost Support As well as capital improvements, a state or regional passenger rail agency may agree to provide O&M funds to ensure high-quality service, in addition to the normal payments under Amtrak's operating agreement. A well-known example of this approach is used on the Capitol Corridor in California, where the passenger rail agency funds an additional track maintenance gang and pays a premium for night-time work so that maintenance can be performed outside passenger train service hours. Read the entire page →
From page 65... ... Ideally the plan should include both freight and passenger rail services and have been prepared by the agency in consultation with other state agencies having an interest in transportation, as well as with providers of rail and related services of all types. With regard to passenger service, the plan should describe the long-term goal for passenger rail developments -- commuter and intercity -- and the principal steps in developing services between the present and the goal. Read the entire page →
From page 66... ... Because there will be considerable uncertainty regarding markets for passenger and freight rail services and the availability of funding for passenger rail capital and operating expenses, the plans must be flexible and structured to respond to unexpected developments. Provision for regular reviews and updates is essential. Read the entire page →
From page 67... ... Flexibility, Renegotiation Periods, and Dispute Resolution All agreements should contain both procedures for periodic revision or renegotiation of contracts and a mechanism to resolve disputes. Given the inherent uncertainties in demand for freight and commuter rail service and in funding availability for passenger rail developments, many agreements provide for renegotiation on request by either party. Read the entire page →
From page 68... ... 68 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 69... ... Capital Improvements Introducing a new high-quality commuter rail service is rarely possible without capital investments in the corridor. Investments are typically needed to increase capacity and to upgrade track and signals to passenger service standards so that the desired service performance can be achieved. Read the entire page →
From page 70... ... 70 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 71... ... • In the Boston area, MBTA commuter rail services are operated by the Massachusetts Bay Commuter Railroad Company -- a consortium that includes Veolia, a railroad operations contractor, and Bombardier, an equipment manufacturer. • MARC commuter rail services from Washington, D.C., to Maryland suburbs are operated by the two host railroads -- Amtrak for services on the NEC and CSX for services on CSX freight lines. Read the entire page →
From page 72... ... Limited investments may be involved, for projects like adding a passing siding or improving curve geometry to increase speed. 72 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 73... ... Customary practice is to add these events to the agenda of routine liaison meetings between host, tenant, and contract operators, with additional planning and monitoring meetings as required. 4.5.4 Managing Change with a Passenger Railroad Host and Freight Tenant Many commuter rail agencies and a few intercity passenger rail agencies have acquired rightsof-way, giving the previous owner long-term or perpetual rights to operate local or through freight service over the line. Read the entire page →

From page 52...

... Specifically this section covers shared-use agreements from the point of view of a state or regional passenger rail agency, such as the NNEPRA responsible for the Downeaster service, the California Joint Powers Authorities (JPAs) responsible for the Caltrain commuter service and the Capitol Corridor Amtrak services, or METRA commuter rail services in Chicago.