Draft Idaho Statewide Rail Plan 41013

Idaho Statewide Rail Plan
Prepared for the Idaho Transportation Department

Project No. A013(334) Key No. 13334 April 10, 2013
Rail POWERS Idahos Economy

EXECUTIVE SUMMARY
The Idaho Tran portation !epartment "IT!#, in partner hip $ith the Idaho !epartment o% Agriculture and &ommerce, recently completed a State$ide 'ail Plan $ith grant %unding %rom the (ederal 'ail Admini tration "('A#) The purpo e o% thi plan $a to identi%y, evaluate, and encourage the development and pre ervation o% e ential %reight and pa enger rail and multi-modal ervice ) The Plan complie $ith %ederal and tate rail planning re*uirement ) Thi e%%ort relied heavily on involvement %rom +ey %reight ta+eholder including the y tem u er , hipper , carrier , and Idaho commodity producer , net$or+ o$ner -operator , and pu.lic agencie -organi/ation ) Input $a gathered through everal tool including a teering committee that guided the entire e%%ort) Steering &ommittee mem.er included repre entative %rom the %ollo$ing organi/ation 0 A1T'A2 34S( &lear$ater Economic !evelopment A ociation !airymen5 A ociation Idaho &attle A ociation Idaho 6rain A ociation Idaho 6rain and Shipper A ociation Idaho Potato &ommi ion Idaho Pu.lic 7tilitie Idaho Tran portation !epartment Idaho Truc+ing A ociation 1c&all Airport Port o% 8e$i ton 7nion Paci%ic 9AT&:
Thi e%%ort re ulted in the identi%ication o% recommended policy and programmatic change , needed tudie and plan , and propo ed capital inve tment that upport con en u -.a ed goal %or Idaho5 %reight and pa enger rail net$or+ and ervice ) The e overall goal include0 GOAL 1: Idaho5 rail y tem %eature eamle , modal connectivity $hile maintaining a%ety and e%%iciency in moving good and people)
Executive Summary April 10, 2013 Page ES- 1

GOAL 2: Idahos rail system eatures e ective part!erships that leverage resources a!d opportu!ities" GOAL 3: Idaho strategically i!vests i! its rail system i! rastructure #hile maximi$i!g existi!g capacity a!d preservi!g the system" Table ES-1 provides a summary o the recomme!ded policy a!d programmatic cha!ges, a!d Table ES-2 ide!ti ies the additio!al studies a!d pla!s !eeded to ide!ti y lo!g ra!ge i!vestme!ts !ecessary to reach the overall goals esta%lished i! this report" Table ES-1.
Recommended Policy/Program C ange!

"ame
#ry Por% Legi!la%ion Rail &reig % Ed'ca%ion and (n)orma%ion Program O$era%ion Li)e!a*er
#e!cri$%ion
E!act legislatio! to e!a%le a port authority Esta%lish o!-goi!g pu%lic educatio! program to promote Idaho&s o%'ectives relative to reight rail" 1( Provide sta resources)support to *peratio! +i esaver" 2( ,esearch u!di!g sources or mar-eti!g)educatio!al campaig!s" 1( Ide!ti y a!d prioriti$e rail improveme!ts that provide the %est opportu!ity to provide eco!omic developme!t a!d e!ha!ce reve!ue opportu!ities through the state %y movi!g reight via rail i! lieu o motor carriers" 2( .o!itor a!d e!act legislatio! that e!sures motor carrier sta!dards are u!i orm a!d do !ot give competitive adva!tage over rail" 1( Ide!ti y availa%le la!d use pla!!i!g resources" 2( /or- #ith rail o#!ers)operators to dissemi!ate policies regardi!g la!d use)tra!sportatio! policies alo!g rail right-o -#ay 1( A!!ually assess rail volume reports 0 rom IP12( or tre!ds" 2( 2o!duct %e!e it)cost a!alysis o! i!dividual li!es sho#i!g decreasi!g volumes over time, i!cludi!g pote!tial or !e# i!dustries" 3( Ide!ti y eco!omic developme!t part!erships)i!vestme!ts" 3( 4evelop part!erships %et#ee! state)local 'urisdictio!s a!d rail li!e o#!ers)operators to apply or u!di!g or rail li!e preservatio! a!d)or to apply or other u!di!g or corridor preservatio! 0i!cludi!g usi!g the corridor or alter!ate mea!s(" 1( Expa!d existi!g part!erships #ith ad'ace!t states a!d private railroads" 2( .o!itor rail !et#or- improveme!ts or impact o! Idaho&s eco!omic competitive!ess" 3( 1se the 5reight Advisory 2ommittee a!d existi!g part!erships to i!crease a#are!ess o e!ha!ceme!ts" Ide!ti y pote!tial u!di!g sources to preserve rail corridor a!d capacity" 2o!sider rail%a!-i!g" Ide!ti y u!di!g to ac6uire rail corridor right-o -#ay or commuter rail operatio!" Evaluate a%a!do!ed rail li!es or pote!tial heritage tourism 0part!er #ith State 7istoric Preservatio! * ice("
Tr'c+/Rail E,'i%y Pro-ec%
Local Land .!e Rail Planning A!!i!%ance Program
(da o Rail Pre!er*a%ion Program
(n%er!%a%e Rail Par%ner! i$ Program /GC0 1 G"RR Rail Corridor Pre!er*a%ion Program Comm'%er Rail Corridor Pre!er*a%ion Program 2eri%age To'ri!m Rail Pro-ec%!
Executive Summary April 10, 2013
Page ES- 2

Table ES-2.
Addi%ional S%'die! and Plan!

"ame
Trea!'re 3alley &reig % 0'l%i0odal Tran!load Cen%er 0'l%i-modal Rail 4ard (m$ro*emen%! 2ig C'be (n%ermodal Ser*ice S%'dy S%a%e5ide 0'l%i-0odal &reig % &acili%ie! S%'dy
#e!cri$%ion
/or- #ith -ey sta-eholders to ide!ti y local, state, 5ederal a!d private u!di!g opportu!ities, a!d develop %usi!ess pla! Ide!ti y acility thresholds a!d pote!tial site locatio!s usi!g results rom multimodal acility a!alysis" Assess via%ility o existi!g yards" 1se regio!al orums to ide!ti y pu%lic)private part!ership opportu!ities to %uild acilities" /or- #ith rail li!e o#!ers a!d !eigh%ori!g states to prioriti$e corridors %ased o! cost-%e!e it8 Ide!ti y u!di!g !eeds or i!stallatio! o high-cu%ed dou%le staci!termodal service" 1( *%tai! research u!ds to de i!e multi-modal acility types, thresholds a!d pote!tial site locatio!s i! Idaho a!d the regio!" 2( 2o!sider dou%le-trac-ed tra!sload acilities, dry ports, rail spurs, tra!sload acilities, i!termodal acilities, etc"(" Ide!ti y a!d prioriti$e rail improveme!ts that provide the %est opportu!ity to provide eco!omic developme!t a!d e!ha!ce reve!ue opportu!ities through the state %y movi!g reight via rail i! lieu o motor carriers" 2oordi!ate)commu!icate #ith ad'oi!i!g states o! uture studies to evaluate the restoratio! or replaceme!t o the li!e that Amtra- termi!ated i! 199: alo!g 1P li!e" Evaluate pote!tial support)dema!d a!d pote!tial locatio!s or commuter rail service
Tr'c+/Rail E,'i%y Pro-ec% Am%ra+ Pioneer Ro'%e &ea!ibili%y S%'dy Comm'%er Rail Ser*ice &ea!ibili%y S%'dy
Table ES-3 summari$es the recomme!ded ;-year 2apital I!vestme!t pla! or Idaho, #hile TableES-6 summari$es the recomme!ded lo!g-ra!ge 020-year( capital i!vestme!ts" .a!y o the pro'ects listed i! the 20-year 2apital I!vestme!t pla! are co!ti!ge!t upo! the outcome o studies a!d pla!s listed i! Table ES-2" Table ES-3.
7-4ear Ca$i%al (n*e!%men% Plan

Pro-ec% "ame
Trea!'re 3alley &reig % 0'l%i-0odal Tran!load Cen%er 0'l%i-modal Rail 4ard (m$ro*emen%!
#e!cri$%ion
4evelop ;0 acre tra!sload acility #ith ;0,000 s6uare oot #arehouse acility 2o!struct acilities as ide!ti ied 513-A .ultimodal 5acility A!alysis a!d 5easi%ility Assessme!t
E!%. Co!%i
<1;";m
Po%e!tial 5u!di!g)5i!a!ci!g
2.A=8 E4A8 ,,I5 0loa!(8 PA> 0%o!ds(8 ,E4I5i? 0loa!(8 ?I5)1,4 2.A=8 E4A8 ,,I5 0loa!(8 PA> 0%o!ds(8 ,E4I5i? 0loa!(
@)A
5,A recog!i$es that speci ic dollar estimates or i!dividual pro'ects i! the 2apital Pro'ects +ist are !ot li-ely to %e availa%le" /here !ot curre!tly availa%le, the estimated cost is ide!ti ied as A@)AB 0!ot availa%le( i! the AEst" 2ostB colum!" Executive Summary April 10, 2013 Page ES- 3

Pro-ec% "ame
Railroad Cro!!ing Sa)e%y Program
#e!cri$%ion
.ultiple pro'ects listed i! the ,ail 2rossi!g Sa ety Pro'ect +ist i! Sectio! C, as detailed i! the Idaho State ?ra!sportatio! Improveme!t Pla! 2013-201: Esta%lish high-cu%ed dou%le staci!termodal service i! Idaho, as %ased o! i!di!g a!d priorities ide!ti ied i! 5-1CA, 2ost >e!e it A!alysis" 1( Ide!ti y -ey railroad yards, i!tercha!ge poi!ts, a!d ma'or structures that may !eed to %e secured rom ope! pu%lic access" 2( Part!er #ith local 'urisdictio!s to ide!ti y security strategies i!cludi!g educatio!, e! orceme!t, a!d a#are!ess" 1( 1pgrade the PD+ %ra!ch %ridges to the level re6uired %y the 5ederal ,ail Admi!istratio! 05,A( i! order to accommodate 2EC,000 l%" 02ECF( rail cars a!d 2( provide relia%le rail access to a !e# private sector <1: millio! commercial grai! storage a!d loadi!g acility at .c2oy"
E!%. Co!%i
<;"321m
,ail#ay-7igh#ay 2rossi!gs Program8 7SIP
2ig C'be (n%ermodal Ser*ice
@)A
,,I5 0loa!(8 PA> 0%o!ds(8 ,E4I5i? 0loa!(
Rail Tre!$a!!ing #e%errence Program
@)A
,,I5 0loa!(
P1L S or% line Railroad /ridge Re$lacemen% and S '%%le Train Loader &acili%y
@)A
2.A=8 E4A8 ,,I5 0loa!(8 PA> 0%o!ds(8 =uali ied ,ailroad ?rac.ai!te!a!ce ?ax 2redit
Table ES-6.

Pro-ec% "ame
Trea!'re 3alley &reig % 0'l%i-0odal Tran!load Cen%er 0'l%i-modal Rail 4ard (m$ro*emen%! Railroad Cro!!ing Sa)e%y Program
#e!cri$%ion
Phase 3G 4evelop ad'ace!t 100 acres as a rail-%ased i!dustrial par-
E!%. Co!%
<12";m
2.A=8 E4A8 ,,I5 0loa!(8 PA> 0%o!ds(8 ,E4I5i? 0loa!(8 ?I5)1,48 ,eve!ue A!ticipatio! >o!d 2.A=8E4A8 ,,I5 0loa!(8 PA> 0%o!ds(8 ,E4I5i? 0loa!( ,ail#ay-7igh#ay 2rossi!gs Program8 7SIP
Poca%ello #ry Por%
Phase 3G 2o!ti!ue to co!struct acilities as ide!ti ied 513-A .ulti-.odal 5acility A!alysis a!d 5easi%ility Assessme!t 1( 2o!ti!ue /or- #ith rail li!e o#!ers a!d local 'urisdictio!s to ide!ti y high ris- grade crossi!gs that meet the ,ailroad 2rossi!g Sa ety Program re6uireme!ts" 2( I!crease a#are!ess o program" Phase 2G 4esig! a!d co!struct i!la!d dry port acility"
@)A
<1C";m
@)A
2.A=8 E4A8 ,,I5 0loa!(8 PA> 0%o!ds(8 ,E4I5i? 0loa!(8 ?I5)1,4
Page ES- 3

Pro-ec% "ame
2ig C'be (n%ermodal Ser*ice
#e!cri$%ion
2o!ti!ue to impleme!t high-cu%ed dou%le stac- i!termodal service capa%ility i! Idaho, as %ased o! i!di!g a!d priorities ide!ti ied i! 5-1CA, 2ost >e!e it A!alysis" 1( /or- #ith F.P* to ide!ti y u!di!g or %e!e it cost a!alysis a!d prioriti$atio! o >ridgi!g the Halley pro'ects" 2( E!gi!eeri!g a!d co!structio!"
E!%. Co!%
@)A
,,I5 0loa!(8 PA> 0%o!ds(8 ,E4I5i? 0loa!(
/ridging T e 3alley: Grade Cro!!ing (m$ro*emen% 9/"S& ro'%e: and Realignmen% o) .PRR mainline /ridging T e 3alley: Grade Cro!!ing (m$ro*emen% only 9/"S& ro'%e: Comm'%er Rail Corridor Pre!er*a%ion Program Trea!'re 3alley 2ig Ca$aci%y Tran!i% Pro-ec%
@)A
,,I5 0loa!(8 ?I5IA 0loa!(
1( /or- #ith F.P* to ide!ti y u!di!g or %e!e it cost a!alysis a!d prioriti$atio! o >ridgi!g the Halley pro'ects" 2( E!gi!eeri!g a!d co!structio!" Ac6uire rail corridor right-o -#ay or commuter rail operatio!, as %ased upo! P2 5easi%ility study i!di!gs" Impleme!t commuter rail service, i supported %y i!di!gs o easi%ility study"
<2CEm
,ail#ay-7igh#ay 2rossi!gs Program8 7SIP8 ?ra!sportatio! .o%ility Program8 ?I5IA 0loa!(
@)A
@)A
?I5IA 0loa!(
Page ES- ;
Table of Contents
Section 1: Role of Rail in Statewide Transportation 1.1 Introduction.....1-1 1.2 Process..1-1 1.3 Idahos Rail Vision and Goals.1-2 1.4 Role of Freight Rail in Idahos Trans ortation !"ste#......1-3 1.$ Role of Passenger Rail in Idaho...1-4 1.% Rail Institutional Fra#e&or'....1-( 1.( Prior !tudies) Initiati*es) and Plans.1-11 Section 2: Idahos Rail System 2.1 Freight Rail..2-1 2.2 Passenger Rail...2-2+ Section 3: Trends and Forecasts 3.1 ,e#ogra hic and -cono#ic Gro&th Factors....3-1 3.2 -n*iron#ent and -nerg" Trends..3-1. 3.3 /and 0se 1 2o##unit" I# acts..3-13 3.4 !afet" and !ecurit"....3-1$ 3.$ Freight ,e#and and Gro&th3-21 3.% Passenger Tra*el ,e#and.3-41 Section 4: Rail Service Needs and pport!nities 4.1 Freight Rail 3eeds and 4 ortunities.....4-1 4.2 Passenger Rail !"ste# 3eeds and 4 ortunities .4-1. 4.3 Integration of Freight and Passenger Issues....4-12 4.4 !ta'eholder Identified Freight Rail 3eeds..4-1$ 4.$ !ta'eholder Identified Passenger Rail 3eeds.....4-1( Section ": #otential Frei$ht and #assen$er Rail Improvements and Investments $.1 Pro5ect Identification Process...$-1 $.2 Pro5ect Refine#ent) !election) and Prioriti6ation.$-1. Section %: Idahos &on$ Ran$e Rail Service and Investment #ro$ram %.1 Vision for Rail.%-1

%.2 Progra# 2oordination.%-3 %.3 Rail Financing 7lternati*es%-4 %.4 Potential !tate Rail 7genc" 4rgani6ational) Polic") and Progra# 2hanges.%-1+ %.$ Progra# -ffects ...%-23 %.% 3eeded Rail !tudies and Plans...%-2% %.( Freight Rail 2a ital Pro5ects /ist.%-2+ %.+ Passenger Rail 2a ital Pro5ects /ist.%-33 Section ': (oordination and Review (.1 Introduction .....(-1 (.2 !tate&ide !u##it..(-2 (.3 Pu8lic In*ol*e#ent Plan ...(-3 (.4 Pu8lic 7genc" and !ta'eholder -ngage#ent....(-4 (.$ Pu8lic In*ol*e#ent in Plan ,e*elo #ent....(-+ (.% 2oordination &ith 4ther !tate Rail Plans..(-9
Appendices
7 7 endi: 7; Pu8lic In*ol*e#ent ,ocu#entation endi: <; 2o##ent=Res onse ,ocu#entii
ii
2o##ent=Res onse ta8le to 8e o ulated follo&ing for#al Pu8lic 2o##ent eriod.
Section 1 Role of Rail in Statewide Transportation

1.1 Introduction
The Passenger Rail Invest ent and I prove ent Act of 200! "PRIIA# tas$s each state with prod%cing a State Rail Plan to esta&lish polic', priorities and i ple entation strategies for freight and passenger rail transportation within its &o%ndaries, enhance rail service in the p%&lic interest, and serve as the &asis for (ederal and State rail invest ents within the state) PRIIA re*%ires State Rail Plans &e s%& itted to the (ederal Railroad Ad inistration "(RA# for review and approval) In response, Idaho Transportation +epart ent "IT+# has developed this statewide rail plan to identif', eval%ate, and enco%rage the develop ent and preservation of essential freight and passenger rail and %lti- odal services) The Plan co plies with federal and state rail planning re*%ire ents) The Idaho Rail Plan addresses a &road spectr% of rail iss%es, incl%ding identification of the State,s freight and passenger rail o&-ectives and plans, an inventor' of the rail s'ste ,s transportation infrastr%ct%re, anal'sis of rail-related econo ic environ ental i pacts, and esta&lish ent of a longrange invest ent progra for c%rrent and f%t%re freight and passenger rail infrastr%ct%re thro%gho%t the State) This Statewide Rail Plan was f%nded thro%gh a grant fro the (ederal Rail Ad inistration and was done in con-%nction with a statewide (reight St%d' which was f%nded with state f%nds) The Statewide (reight St%d' served as a fo%ndation for develop ent of the freight co ponent of Idaho,s Statewide Rail Plan, which is c%rrentl' in develop ent)
1.2
Process
The Rail Plan %sed a process intended to: 1# deli&eratel' and s'ste aticall' engage sta$eholders. 2# identif' the State,s passenger rail o&-ectives and plans. 3# inventor' the rail s'ste ,s transportation infrastr%ct%re. /# anal'0e rail-related econo ic environ ental i pacts. and, /# esta&lish a long-range invest ent progra for c%rrent and f%t%re passenger and freight rail infrastr%ct%re thro%gho%t the State, as an o%tco e of a colla&orative process) Sta$eholders were engaged thro%gho%t the st%d' process thro%gh the %se of a Pro-ect Steering 1o ittee ade %p a &road cross section of rail and freight sta$eholders, a Statewide (reight S% it, Sta$eholder Interviews, Regional (reight (or% s, and foc%s gro%p eetings) The Pro-ect Steering 1o ittee, representing the interests of diverse sta$eholders, provided feed&ac$ to the Idaho Transportation +epart ent on freight and passenger iss%es and reco endations) The Steering 1o ittee incl%ded agric%lt%ral prod%cers representing a variet' of co odities. other freight-intensive ind%stries and an%fact%rers. owners and operators representing a variet' of odes,
Section 1: Role of Rail in Statewide Transportation April 10, 2013
Page 1-1

incl%ding A tra$. and, federal, state, and local agencies s%pporting transportation services, econo ic develop ent, and agric%lt%re) The Steering 1o ittee wor$ed colla&orativel', helping to ens%re that the st%d' process and prod%cts &alanced the varied interests of statewide sta$eholders) The' also pla'ed a critical role in disse inating pro-ect infor ation and collecting feed&ac$ fro their networ$s of ind%str' contacts and affiliated interest gro%ps) The' also reviewed and provided reco endations to IT+ on pro-ect prod%cts and delivera&les, and pla'ed a $e' role in for %lating st%d' reco endations) Their inp%t was provided thro%gh a series of f%ll-da' eetings, wor$shops, and facilitated disc%ssions, along with a series of 2ho ewor$ assign ents3 %sed to infor the develop ent of the vision state ent, perfor ance eas%res, scenarios develop ent and eval%ation, and %lti atel', st%d' reco endations) A Statewide (reight S% it was held in +ece &er of 2011 to $ic$ off the freight st%d' with nearl' !0 sta$eholders in attendance) The goal of the S% it was to identif' $e' iss%es, opport%nities, and challenges related to Idaho,s freight s'ste , incl%ding freight rail and inter odal s'ste needs and opport%nities) Sta$eholder interviews were also cond%cted with $e' infor ants earl' in the process to gather an indepth %nderstanding of the perspectives of owners, operators, and %sers fro vario%s ind%stries and odes) A n% &er of data- and4or iss%e-specific interviews were cond%cted to infor the tea regarding partic%lar freight iss%es and opport%nities) In addition, n% ero%s and fre*%ent infor al disc%ssions were cond%cted &' tea e &ers with ind%str' gro%ps and coalitions, freight- and transportation-related professional organi0ations, special-interest gro%ps, and e &ers of the general p%&lic thro%gh the co%rse of the st%d') Regional (reight (or% s were held in each of Idaho,s si5 transportation districts in 6%l' and A%g%st of 2012, to provide a regional perspective on the freight iss%es and opport%nities facing Idaho) These for% s were attended &' local transportation agencies, s'ste %sers and operators, local econo ic develop ent professionals, and the general p%&lic, and provided region-specific inp%ts on freight s'ste goals, perfor ance eas%res, infrastr%ct%re i prove ents, and pro-ect prioriti0ation) Passenger rail sta$eholders and $e' infor ants were engaged thro%gh sta$eholder interviews and s%rve's) An e5panded list of passenger rail sta$eholders was identified thro%gh those interviews and s%rve's, and the draft plan was provided directl' to that gro%p with a set of foc%sed *%estions, to a5i i0e participation and inp%t on the passenger role co ponents of the plan)
1.3
Idahos Rail Vision and Goals
The vision and goals for Idaho,s Rail 7etwor$ are &ased on inp%t received thro%gh inp%t fro the (reight S% it and the Pro-ect Steering 1o ittee, and vetted thro%gh foc%s gro%p eetings, regional &riefings, and sta$eholder interviews, and the p%&lic participation process, as detailed in Section ! of this report) Table 1-1 s% ari0es the vision and goals esta&lished for Idaho,s Rail 7etwor$)
Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-2

Table 1-1. Vision for Idahos Rail Network
Rail Powers Idahos Economy

GO ! 1" Idahos rail system feat#res seamless$ modal connecti%ity while maintainin& safety and efficiency in mo%in& &oods and 'eo'le.
GO ! (" Idahos rail system feat#res effecti%e 'artnershi's that le%era&e reso#rces and o''ort#nities.
GO ! )" Idaho strate&ically in%ests in its rail system infrastr#ct#re while ma*imi+in& e*istin& ca'acity and 'reser%in& the system. O#tcomes"
Idaho &oods and 'eo'le are trans'orted efficiently Trans'ortation costs are com'etiti%e nationally Rail-related safety im'ro%es
1.4
Role of Frei ht Rail in Idahos Transportation S!ste"
Since Idaho,s statehood in 1!80, rail transportation has &een vital to the growth of i portant sectors of the 9e State,s econo ') :ntil the technolog' sector &oo aro%nd ;oise, Idaho,s two ost i portant ind%stries were agri&%siness and the e5traction of raw aterials) According to the :nion Pacific Railroad 1o pan' ":PRR#, the top five co odities &' vol% e &oth shipped and received on their Idaho trains were either related to agric%lt%ral prod%cts or raw aterials)1 <ith total freight tonnage in Idaho anticipated to increase &' nearl' =2> &' 20/02, cost effectiveness and efficienc' of transport will &eco e i portant considerations in odal choice and odal invest ent in the f%t%re) (ro a f%el efficienc' standpoint, rail can transport one ton of freight /?8 iles per

gallon of f%el, which is fo%r "/# ti es ore than tr%c$, on average) The :)S) rail ind%str' transports /0 percent of the nation,s goods, in ter s of distance and val%e, for onl' 10> of the intercit' freight reven%e)3 According to (A(3 data so%rces, rail transports 1/> "&' weight# of all freight originating in or destined for Idaho) This e5cl%des freight rail thro%gh-tonnages, one of the shortco ings of the (A(3 data)/ According to the ST; <a'&ill 2010 data, tonnage of thro%gh-freight on Idaho,s networ$ totaled over !=> of all rail freight in Idaho)@ (or non-thro%gh co odities "those originating and4or destined for Idaho#, cereal grains and nonetallic inerals co prise the top two non-thro%gh co odities flowing in Idaho over rail, with significant ove ents of other agric%lt%ral prod%cts and raw aterials, s%ch as fertili0ers, wood prod%cts, foodst%ffs, and nonetallic inerals)? Idaho has appro5i atel' 1,=08)@ iles of active trac$, according to several availa&le data so%rces anal'0ed via geographic infor ation s'ste s "9IS# technolog')= (or the p%rposes of this st%d', active trac$ is defined as all railroad seg ents not officiall' designated as e &argoed, s%spended, or a&andoned &' the (ederal Railroad Ad inistration "(RA#, the A erican Association of Railroads "AAR#, or appropriate reg%lator' organi0ation) The networ$ contains a variet' of rail lines and services, &%t is co prised pri aril' of internationall' i portant 1lass I transcontinental rail lines and locali0ed short line "1lass III# operations speciali0ing in end %ser origin and destination of rail freight interchanged fro 1lass 1 lines) The state also has a regional 1lass II rail line and federall' owned lines serving govern ental facilities) Appro5i atel' 1,?=? iles of rail lines are classified as either 1lass I or 1lass III, as indicated in ,i&#re 1-1)! :PRR,s 1lass I lines and <atco,s 1lass III shortlines a$e %p the a-orit' of the active trac$age in Idaho) )
1.#
Role of Passen er Rail in Idaho
(or the p%rpose of the statewide rail plan, passenger rail is defined as an' t'pe of passenger service along rail lines, incl%ding regional services "inter-cit', low fre*%enc', %ltiple stops# and co %ter rail service "cit' to s%&%r& or cit', ore fre*%ent service d%ring co %te ti es, and li ited stops#) The onl' c%rrent passenger rail service in Idaho is A tra$,s A pire ;%ilder, which r%ns fro 1hicago, Illinois to Seattle, <ashington, and Portland, Bregon "see ,i&#re 1-(#) In Idaho, the A pire ;%ilder operates on the ;7S( Railwa' "s%ccessor to the 9reat 7orthern Railwa' and 7orthern Pacific Railroad# ain line and enters Idaho in the vicinit' of Co'ie Springs, then r%ns so%thwest to Sandpoint, and contin%es so%thwest where it crosses into <ashington) The train stops in Sandpoint, with service twice dail' "one train in each direction#) According to A tra$, the station at Sandpoint, which is the onl' active passenger rail station in the state of Idaho with intercit' service, averages 1@ dail' &oardings and alightings co &ined)8
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,i&#re 1-1. Idaho Rail Network O%er%iew
Track Status
Active Track (tot.) Class I Class II Class III Embargoed Suspe ded Aba do ed
Miles
1,709.5 995.8 33.5 680.2 277.7 !".1 70!.7
Source: ESRI10, FRA11, ITD12, Oak Ridge Natl Lab ,1! Railroad"
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,i&#re 1-(. Em'ire -#ilder Ro#te
Source: A#trak According to the 2010 1ens%s, the pop%lation within a 30- ile radi%s of the Sandpoint station totals an esti ated 23,000, and incl%des portions of Contana and <ashington, as depicted in ,i&#re 1-)) Pop%lation densities in this area are generall' less than 100 persons per s*%are ile) Fi ure 1$3. Population %ensities within 3& 'erial (iles of Sandpoints '"tra) Station
Source: $S %e&"u", 2010 1'

Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-?
1.*
Rail Institutional Fra"ewor)

The :)S) with the regional with the
Federal ' encies

At least nine federal depart ents, agencies, and &oards are involved in rail related atters) +epart ent of Transportation ":)S) +BT# has the ost e5tensive involve ent, &oth directl' carriers and indirectl' in con-%nction with the state depart ents of transportation and -%risdictions) The p%rpose and relationship of the agencies that are ost heavil' involved railroad ind%str' are s% ari0ed &elow)
Federal +i hwa! 'd"inistration ,F+-'. Bne of the odal agencies within :)S) +BT, (D<A is responsi&le for p%&lic highwa'-rail grade crossing iss%es that affect highwa' safet') (D<A provides g%idelines and standards for the correct design of grade crossings, the assess ent of safet' at highwa'-rail grade crossings, and appropriate place ent of traffic control devices at and on the approach to highwa'-rail grade crossings) These traffic control devices incl%de circ%lar advance warning signs, cross&%c$s, pave ent ar$ings, and, in so e locations, &ells, gates, and flashing lights as descri&ed in the (D<A,s Can%al on :nifor Traffic 1ontrol +evices "C:T1+#) States deter ine which p%&lic crossings are in need of i prove ents, and rel' heavil' on federall' s%pplied f%nds, as previo%sl' a%thori0ed %nder the Safe, Acco%nta&le, (le5i&le, Afficient Transportation A*%it' Act: A Eegac' for :sers "SA(ATAA-E:# progra "$nown as 2Section 1303#) This Railwa'-Dighwa' 1rossing Progra allocated one' to the States specificall' for eli inating ha0ards at p%&lic highwa'-railroad grade crossings) :nder Cap-21 "the recentl' a%thori0ed s%rface transportation f%nding progra #, the Rail Dighwa' Safet' Progra is contin%ed %nder the Dighwa' Safet' I prove ent Progra "DSIP#) The (D<A distri&%tes DSIP to the states, with f%nds to &e ad inistered &' the states strategicall', consistent with the state,s Strategic Dighwa' Safet' Plan, on a 2data-driven &asis3)1@ Federal Railroad 'd"inistration ,FR'. Bne of the odal agencies within :)S) +BT, the (ederal Railroad Ad inistration holds responsi&ilit' for developing and enforcing railroad safet' r%les, anages the Railroad Reha&ilitation and I prove ent (inancing "RRI(# progra , provides oversight of A tra$ for :)S) +BT, and anages a s all research progra ) <ith the passage of the Passenger Rail I prove ent and Invest ent Act "PRIIA# in 200!, and the s%&se*%ent provision of capital f%nding for intercit' passenger rail in the A erican Recover' and Reinvest ent Act "ARRA#, the (RA was tas$ed with anaging these progra s) Traditionall', the vast a-orit' of (RA personnel and financial reso%rces have &een devoted to safet' enforce ent activities) Federal Transit 'd"inistration ,FT'. The (TA ad inisters for %la and grant f%nding for the develop ent of p%&lic transportation in %r&an and r%ral areas, s%pports e5isting and reco ends f%nding for new services, and coordinates research and training) Thro%gh the 7ew Starts process, the (TA esta&lishes criteria and eval%ates applicants see$ing federal f%nding for new transit lines) The ost co on f%nding re*%ests for rail transit entail %r&an light rail, rapid transit "which is f%ll' grade separated#, and co %ter or regional services) <hile
Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-=

light rail and rapid transit %s%all' operate over dedicated trac$age, co %ter services %tili0e the freight networ$, and th%s are s%&-ect to (RA and railroad ind%str' standards that are ad inistered &' the Association of A erican Railroads "AAR#) The (TA presents an option for f%nding so e i prove ents where intercit' operations are shared with co %ter rail and transit) Surface Transportation /oard ,ST/. erce 1o ission, the S%rface Asta&lished in 188? as a s%ccessor to the long-lived Interstate 1o Transportation ;oard ad-%dicates disp%tes over rates and services &etween shippers and carriers, and has ad inistrative a%thorit' over railroad ergers and line a&andon ents) In 200!, PRIIA e5panded its role to ediate conflicts &etween passenger rail operators with freight rail owners) This new provision is intended to address long-standing concerns a&o%t enforce ent of A tra$,s stat%tor' rights to operate passenger trains over the freight networ$)
Idaho ' encies

Idaho Transportation %epart"ent The role of the Idaho Transportation +epart ent,s state rail progra is to assist in the preservation of essential rail lines thro%gh planning and coordination with private railroad owners and &' addressing potential safet' ha0ards at at-grade railroad crossings) Planning and coordination is a f%nction of the +ivision of Transportation Perfor ance, for erl' the +ivision of Transportation Planning, while the Railroad 1rossing Progra is a f%nction of the Reso%rces +ivision) The Idaho Transportation ;oard provides an ann%al allocation of F2@0,000 to f%nd state rail-highwa' safet' pro-ects) A crossing over an' p%&lic road is eligi&le for this progra ) Pro-ects are identified &' the +istricts, the Bffice of Dighwa' Safet', or local officials and prioriti0ed &' the State Priorit' Inde5) Re*%ests for pro-ects are sent thro%gh the +istricts and reviewed for eligi&ilit' &' the :tilit'4Railroad S%pervisor ":RS#, then s%& itted to the Idaho Transportation ;oard for final approval and allocation) The pro-ects are incl%ded in the Statewide Transportation I prove ent Progra "STIP#) The responsi&ilit' for installation and aintenance of rail-highwa' crossings within the railroad right-ofwa' is the sole responsi&ilit' of the railroad co pan' %nless a cooperative aintenance agree ent has &een signed &etween IT+ and the railroad co pan') Eocal -%risdictions have responsi&ilit' for installation and aintenance of traffic control devices associated with rail-highwa' crossings on the Eocal Road s'ste ) The IT+ +istrict Traffic Angineer has responsi&ilit' for all devices on the State Dighwa' S'ste ) The 1hief Angineer is a%thori0ed to approve release of State Railroad 9rade 1rossing Protection f%nds for protection pro-ects, incl%ding advanced warning railroad signing, cross &%c$s, IdaShields, Idaho Bperation Eifesaver, railroad inventories and other safet' pro-ects) 7ew pro-ects are prioriti0ed &' engineering -%dg ent %sing safet' data, e5isting crossing protection, n% &er of collisions, and other availa&le safet' infor ation)
Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-!

Pu0lic 1tilities 2o""ission The Idaho P%&lic :tilities 1o ission "P:1# was esta&lished in Ca' of 1813 &' the Idaho Eegislat%re, with stat%tor' a%thorities detailed in Title ?1 and ?2 of Idaho code) The P:1 oversees the intrastate operation of investor-owned electric, gas, water, and teleco %nications %tilities, as well as rail and pipeline safet' progra s) The P:1 has responsi&ilit' for ens%ring all rail services operating within Idaho do so in a safe and efficient anner) The P:1 has rail inspectors that investigate highwa'-railroad crossing iss%es and safet' pro-ects thro%gho%t the state) State safet' inspectors are also responsi&le for inspection of rail cars carr'ing ha0ardo%s aterials in and thro%gh the state of Idaho, and enforce federal ha0ardo%s aterials reg%lations, which the State of Idaho has adopted) In 1888, otor carrier responsi&ilities were transferred to the +epart ent of Eaw Anforce ent and Idaho Transportation +epart ent, with Idaho P:1 retaining its -%risdiction in rail carrier atters) Approval of an' new or reinstit%ted rail service re*%ires approval thro%gh the Idaho P:1 according to stat%e I+APA 31)01)01, R%les of Proced%re) Rail line a&andon ents also re*%ire P:1 review and approval) Idaho State %epart"ent of ' riculture The Idaho Eegislat%re created the Idaho State +epart ent of Agric%lt%re "IS+A# in 1818 to assist and reg%late the stateGs fast-growing agric%lt%ral ind%str') The pri ar' p%rposes for esta&lish ent were to protect IdahoGs crops and livestoc$ fro the introd%ction and spread of pests and trans itta&le diseases, to help provide the ind%str' with a s'ste for the orderl' ar$eting of agric%lt%ral co odities, and to protect cons% ers fro conta inated prod%cts or fra%d%lent ar$eting practices) The +epart ent of Agric%lt%re is responsi&le for ad inistering the Idaho R%ral Acono ic +evelop ent and Integrated (reight Transportation "RA+I(iT# loan progra ) The ission of the RA+I(iT Progra is to assist &%sinesses and ind%stries to develop and e5pand options for shipping freight and prod%cts to ar$et) The stateGs interest is served &' aintaining co petitive transportation services for Idaho,s freight shippers, red%cing p%&lic roadwa' aintenance and repair costs, increasing econo ic develop ent opport%nities, increasing do estic and international trade, creating and preserving -o&s, and enhancing safet') State f%nding for pro-ects is contingent %pon appropriate private sector partnerships with the participation and cooperation of state and local govern ents) A Revolving Eoan (%nd "RE(# was created in the state treas%r' for the specific p%rpose of assisting *%alified short line rail or inter odal freight shippers to %pgrade, e5pand, reha&ilitate, p%rchase, or oderni0e e*%ip ent and facilities for Idaho,s freight shipping infrastr%ct%re) An' %ne5pended f%nds, together with interest earned, repa' ents, and an' penalties assessed and received for fail%re to repa' loans on ti e, are credited to the f%nd to &e allocated for the p%rposes of the progra ) Revolving loan f%nds cannot &e %sed for operating costs) If the applicant is a local %nit of govern ent or a co%nt'-&ased inter odal co erce a%thorit', the applicant a' pledge f%nds to the e5tent that the f%nds are attacha&le) A resol%tion fro the govern ental &od' or inter odal a%thorit' re*%esting the loan %st pledge f%t%re
Page 1-8

allocations or receipt of f%nds to the e5tent needed to provide collateral for the loan) Aligi&le pro-ects for consideration %st have the p%rpose of: Reha&ilitating or i proving rail lines to preserve essential local rail service. P%rchasing or reha&ilitating railroad e*%ip ent necessar' to aintain essential rail service. 1onstr%ction of loading or reloading facilities or other capital i prove ents. and 1oordinating inter odal traffic for integrated r%ral freight transportation)
(%nds are also availa&le for planning activities) Applicants can appl' for %p to F100,000 to st%d' potential rail invest ents) Applicants are re*%ired to provide a 100 percent atch) Re ional Plannin 3r ani4ations A Cetropolitan Planning Brgani0ation, co onl' referred to as a CPB, is an association of local agencies that coordinate transportation planning and develop ent activities within a etropolitan area) Asta&lish ent of a CPB is re*%ired &' law in %r&an areas with pop%lations of ore than @0,000 in order for the area to %se federal transportation f%nding) CPBs are designed to ens%re coordination and cooperation a ong the vario%s -%risdictions that oversee transportation within the %r&an area) CPB decision- a$ing is g%ided &': A polic' &oard, generall' co prised of local elected officials and p%&lic agenc' officials who ad inister or operate a-or odes of transportation, and A technical advisor' gro%p of professional planners and engineers who are often e plo'ees of the sa e agencies)
A CPB has effective control over transportation i prove ent f%nding within the etropolitan planning area, since a pro-ect %st &e a part of the CPBGs adopted long-range plan and &e placed in their Cetropolitan Transportation I prove ent Progra "CTIP# in order to receive federal f%nding) 1%rrent CPBs in Idaho incl%de: ;annoc$ Transportation Planning Brgani0ation ";TPB# ;onneville Cetropolitan Planning Brgani0ation ";CPB# 1o %nit' Planning Association of So%thwest Idaho "1BCPASS# Hootenai Cetropolitan Planning Brgani0ation "HCPB# Eewis-1lar$ Ialle' Cetropolitan Planning Brgani0ation "E1ICPB#
2ount! and 5ocal ' encies 1o%nt' and local govern ent pro-ects thro%gho%t the state range fro preparing transit s%pportive land %se plans and adopting appropriate 0oning and develop ent reg%lations to crossing i prove ent pro-ects) Bn the state level, local pro-ects are selected &' IT+ on a statewide &asis and sched%led into the IT+ Statewide Transportation I prove ent Progra "STIP#) Rail-Dighwa' 1rossing Pro-ects are selected and sched%led in the STIP &ased %pon the crossing,s location4rating on the (RA Priorit' Inde5)
Page 1-10

Bnce progra ed, crossing %pgrades are to &e constr%cted within a 3 'ear ti e fra e) Rail-highwa' crossing safet' pro-ect priorities and f%nding are deter ined &' the IT+ Roadwa' +esign, :tilit'4Railroad :nit in coordination with +istrict, local officials and, when appropriate, with the IT+ Dighwa' Bperations J Safet' Angineer and the Canager of Bffice of Transportation Invest ents, according to IT+ Traffic Can%al Section !@@)00) Pu0lic6Pri7ate Partnerships The Passenger Rail Invest ent and I prove ent Act "PRIIA# of 200! contains several provisions to facilitate increased private sector participation in intercit' passenger rail service, incl%ding: Section 21/ of PRIIA creates an Alternate Passenger Rail Service Pilot Progra that wo%ld allow one of ore private railroads over which A tra$ operates to receive federal operating s%&sidies in ret%rn for ass% ing responsi&ilit' for the operation of %p to two intercit' passenger rail ro%tes c%rrentl' operated &' A tra$) Section 21= of PRIIA wo%ld allow states that select an entit' other than A tra$ to operate a state-s%pported intercit' passenger rail ro%te to re*%est %se of A tra$ facilities, e*%ip ent and services necessar' to operate that ro%te, with the S%rface Transportation ;oard responsi&le for resolving an' disp%tes) Section @02 of PRIIA re*%ired the (RA to solicit private sector proposals for develop ent of federall' designated high-speed rail corridors)
An ite not incl%ded in PRIIA is A tra$,s stat%tor' access rights to the national rail s'ste ) These rights ens%re A tra$,s a&ilit' to operate over rail lines owned &' freight railroads and regional transportation a%thorities, which acco%nt for all &%t ?@@ iles of A tra$,s c%rrent 21,000 ro%te s'ste and nearl' all of the rail lines on which new 12@ ph or less intercit' passenger service has &een proposed) 1%rrent legislation gives these rights e5cl%sivel' to A tra$, and the S%rface Transportation ;oard has r%led that the' are not transfera&le or assigna&le to other entities)1?
1.8
Prior Studies9 Initiati7es9 and Plans
Frei ht Rail Freight Study The Idaho Transportation +epart ent, in partnership with the Idaho +epart ents of Agric%lt%re and 1o erce, co pleted a statewide st%d' of the %lti odal freight networ$ in 2012) The p%rpose of this st%d' was to anal'0e all odes, strengthen the partnerships &etween private and p%&lic partners, and esta&lish fra ewor$ for ore strategic invest ents that s%pport Idaho,s econo ic f%t%re) This effort res%lted in the identification of reco endations and action steps that s%pport consens%s &ased goals for the ove ent of freight in, o%t and thro%gh Idaho) These overall goals incl%de: Strategic invest ents in reso%rces and capacit'
Page 1-11

Sea less and safe %lti- odal connections Affective partnerships eas%red &' anal'0ing the following o%tco es over ti e:
S%ccess of the goals will &e
Idaho goods transported effectivel' (reight transportation costs are co petitive (reight-related safet' i proves
The st%d' res%lted in the identification of si5 $e' reco endations that are designed to fra ewor$ f%t%re activit' related to freight in Idaho) These reco endations incl%de: 1reate an instit%tional fra ewor$ for co %nication, colla&oration and partnership Align transportation polic' and pro-ects with econo ic develop ent strategies Strategicall' invest in a freight networ$ incl%ding corridors and new4e5panded %lti- odal facilities and connections (acilitate the efficient ove ent of freight 1ollect and anal'0e freight data A5pand so%rces for freight infrastr%ct%re f%nding
This effort relied heavil' on involve ent fro $e' freight sta$eholders incl%ding the s'ste %sers, incl%ding shippers, carriers, and Idaho co odit' prod%cers. networ$ owners4operators. and p%&lic agencies4organi0ations) Inp%t was gathered thro%gh several tools incl%ding a steering co ittee that g%ided the entire effort which incl%ded the ;%rlington 7orthern, :nion Pacific, and <AT1B) 1996 Idaho State Rail Plan 1o pleted in 188@, and adopted &' the Idaho Transportation ;oard in 188?, the 188? Idaho Rail Plan :pdate is the state,s ost recent prior Rail Plan :pdate) It was considered the railroad odal plan for Idaho,s long range transportation plan, and was intended to esta&lish a vision for rail transportation in the 'ear 201@ and &e'ond) The plan was prepared p%rs%ant to Eocal Rail Service Rea%thori0ing Act of 18!8, which esta&lished the plan as a prere*%isite for eligi&ilit' for local rail freight assistance) At the ti e of the plan develop ent, there were 1,8/0 iles of active rail line in the state) The Plan identified concerns over the possi&le loss of passenger service provided &' A tra$,s Pioneer line. financial assistance needed for the short line railroads to aintaining the ph'sical condition of the rail lines to ens%re ade*%ate service in the f%t%re. a shortage of rail cars to ha%l grain. safet' of grade crossings. rail transport of spent n%clear f%el. line a&andon ents and, rail pro-ect f%nding) 9oals and o&-ectives identified in that plan are detailed &elow) Goal I" A via&le, co petitive, and safel' operated rail s'ste B&-ectives for this goal incl%ded: to serve the citi0ens of the state of Idaho)
To re ove o%tdated p%&lic instit%tional and reg%lator' &arriers)
Page 1-12

To level the pla'ing field &etween transportation odes) To coordinate rail planning and i ple entation activities with state and local land %se policies, and advocate %t%all' &eneficial practices, s%ch as the preservation of ind%strial sites which can &e served &' rail) To red%ce the potential for at-grade rail-highwa' accidents) To pro ote the develop ent and i prove ent of rail-served inter odal transportation service thro%gho%t the state, freight and passenger)
Goal II" The retention and aintenance of operations over all lines of the rail s'ste which serve as essential co ponents of the state,s transportation s'ste ) B&-ectives for this goal incl%ded: To identif' endangered co ponents of the rail s'ste , define pro&le s and ca%ses, and for %late sol%tions) To identif' all potential so%rces of federal f%nds for application in pro&le sit%ations) To define a dedicated so%rce of state f%nds for rail service preservation and to enco%rage the %se of local f%nds) et for f%t%re
Goal III" The preservation of rights-of-wa' of rail lines for which the prior goal cannot &e rail or alternative %ses) B&-ectives for this goal incl%ded:
To ass%re local decision a$ers are aware of the potential to preserve rights-of-wa' thro%gh the federal P%&lic :se and Interi Trail :se proced%res To enco%rage localities to e5a ine alternative %ses of rights-of-wa' of endangered or a&andoned rail lines) To identif' potential f%nding so%rces K federal, state, and local K for right-of-wa' preservation)1=
Boise Valley Railroad & City of Boise REDIFiT ssess!ent In 7ove &er of 2011, ;oise Ialle' Railroad and 1it' of ;oise received a grant to assess the feasi&ilit' of a %lti odal freight center in ;oise, to serve so%thwestern Idaho) The grant was f%nded thro%gh the Idaho R%ral Acono ic +evelop ent and Integrated (reight Transportation "RA+I(iT# Progra descri&ed in a previo%s section) The proposed facilit' is anticipated to e5pand opport%nities to co &ine rail service and local tr%c$ service, red%cing overall freight costs and i proving the co petitiveness of o%t&o%nd Idaho-prod%ced freight and in&o%nd goods and aterials)LM The st%d', co pleted in (e&r%ar', 2012, eval%ated freight flows in so%thwestern Idaho "incl%ding the co%nties of Bw'hee, Al ore, Ada, 1an'on, ;oise, 9e , Pa'ette, Ialle', Ada s and <ashington# in order to esti ate potential rail car vol% e in the region) The findings of that anal'sis s%ggested that So%thwest Idaho had the potential to s%pport and grow a %lti- odal transloadi facilit' pre ised
Transload is defined as the practice of transferring prod%ct &etween tr%c$ and rail transportation) In ost instances, a transload facilit' operator, third-part' logistics co pan', or &ro$er facilitates transloading for &oth the Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-13

principall' on agric%lt%re and heav' ind%strial co odities) In assessing the feasi&ilit' of locating s%ch a facilit' in the ;oise4Treas%re Ialle' area, it was concl%ded that ;oise is a nat%ral ne5%s for s%ch a facilit' d%e to the geographic distri&%tion of ind%stries, rail and highwa' infrastr%ct%re) The st%d' also concl%ded that a transload and ind%strial par$ site appeared to &e a potentiall' via&le opport%nit') The st%d' then foc%sed on facilities, identif'ing a two-phase approach, with the first phase incl%ding a %lti- odal transload facilit' with appro5i atel' @0,000 s*%are feet of wareho%sing capacit' that will ena&le transloading, aterial handling, o%tside and inside storage of the co odities, incl%ding agric%lt%ral grains and &%l$ co odities. inerals and related aggregates. che ical, f%els, and other li*%ids. iscellaneo%s &%l$ aterials. and, palleti0ed, crated, and &o5ed goods) The cost of the first phase was esti ated at F1@)@ illion) The second phase reco ended develop ent of a rail &ased regional ind%strial par$ of appro5i atel' 1/0 acres, re*%iring invest ent of appro5i atel' F2! illion, to incl%de the develop ent of loop trac$ service to the par$) The st%d' concl%ded that, while the site wo%ld not generate h%ge ret%rns on invest ent, however, the potential of increased rail vol% es co%ld a$e the concept attractive to a railroad operating partner) The direct econo ic i pact of the site wo%ld &e e*%ivalent to a oderatel' large an%fact%ring enterprise locating in the region) <hile the st%d' noted that the i pacts associated with the 2 agnet effect3 were diffic%lt to *%antif', transloading &' rail is a growing ar$et across the co%nt' with esti ates that 1 in / rail cars of ind%strial prod%cts carloads co%ld &e handled thro%gh transload facilities in 2013)1! Inland Pa"ifi" #u$ The Inland Pacific D%& "IPD# is a nineteen co%nt' region enco passing the eastern third of <ashington and the panhandle of Idaho) IPD is a p%&lic-private partnership created to 2esta&lish the Inland Pacific D%& as a %lti- odal glo&al gatewa' to increase international co erce3) The IPD ;oard has partnered with the IT+ and the <ashington State +epart ent of Transportation "<S+BT# to st%d' the region,s capacit' for econo ic develop ent) The Inland Pacific D%& Transportation St%d' has two o&-ectives: 1# to identif' the Inland Pacific D%&,s capacit' as a glo&all'-connected, %lti- odal transportation gatewa'. and, 2# to identif' the critical infrastr%ct%re re*%ire ents needed to drive the Inland Pacific D%&,s f%t%re econo ic growth) Phase 2 of the st%d', Transportation Invest ent and Pro-ect Priorit' ;l%eprint was co pleted in 2012) Reco endations of this st%d' relevant to Idaho incl%de: A reg%lator' strateg' to wor$ har oni0e tr%c$ing reg%lations across the states and the 1anadian &order. 1ontin%ation of a p%&lic-private, cross-state advisor' co%ncil to facilitate regional planning advocac' efforts.
shipper and the consignee) These co panies coordinate tr%c$ and rail connections, and fre*%entl' offer wareho%sing and other services to facilitate storage deliver') Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-1/

S%pport of local efforts to esta&lish Port +istricts in Spo$ane and Hootenai 1o%nties to serve as i portant econo ic drivers in the IPD Region. Pro otion of the esta&lish ent of a &i-state port district to %nif' the regional vision and give political and econo ic weight to the h%& vision. and, Anco%rage e5pansion of &order crossing ho%rs with 1anada)
Priorit' transportation invest ents identified &' the st%d' incl%ded: A5pansion of :S-8@ fro ;onners (err' to 1anada in the short-ter . :S-8@ I prove ents to and fro the Sna$e River Ports in the id-ter . <idening of I-80 thro%gh Hootenai 1o%nt' in the long-ter . 1onstr%ction of the D%etter Road ;'pass in Hootenai 1o%nt' in the e5tended ter )18
Passen er Rail !tra% &orth Coast #ia'atha Ser(i"e In 200!, PRIIA rea%thori0ed A tra$ to %nderta$e a st%d' to e5a ine the reinstate ent of the 7orth 1oast Diawatha ro%te) A tra$ p%&lished the feasi&ilit' st%d' in Bcto&er 2008, which proposed restoring the 7orth 1oast Diawatha to its 18=8 ro%te) ,i&#re 1-. shows &oth the proposed ro%te of the 7orth 1oast Diawatha and the ro%te over which the train last operated in Bcto&er 18=8 as potential ro%te alternatives)20 Fi ure 1$4. :orth 2oast +iawatha Route 'lternati7es
Source: A#trak Nort( %oa"t )ia*at(a Stud+ ,la&, 200<ith one e5ception, the train wo%ld follow the 18=8 ro%te thro%gh so%thern 7orth +a$ota and so%thern Contana, restoring service to a line A tra$ has not operated since the 7orth 1oast Diawatha,s discontin%ance) The service wo%ld operate over rail lines owned &' ;7S( and Contana Rail Ein$ "CRE#,
Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-1@

and wo%ld pass thro%gh Eivingston, Contana) The ro%te fro Sandpoint, Idaho to Spo$ane, <ashington wo%ld follow the 18=8 ro%te, which is owned &' ;7S( and is c%rrentl' served &' the A pire ;%ilder) This report ass% es that the 7orth 1oast Diawatha wo%ld operate as a separate, dail' train &etween 1hicago and Seattle, providing a second fre*%enc' on the ro%te alread' served &' the A pire ;%ilder) Ann%al pro-ected ridership on the proposed 7orth 1oast Diawatha service is 3@8,!00 passengers, and pro-ected ann%al reven%e is appro5i atel' F/3 illion) These fig%res incl%de ?@,!00 riders who are pro-ected to ride the restored 7orth 1oast Diawatha service instead of the c%rrent A pire ;%ilder ro%te) This wo%ld res%lt in an esti ated F! illion red%ction in A pire ;%ilder ann%al reven%e) Table 1-( provides a s% ar' of the financial costs and perfor ance ele ents for restoration of the 7orth 1oast Diawatha service)21 The single largest cost to co ence operating the restored 7orth 1oast Diawatha is the cost of %pgrading e5isting trac$ str%ct%re, signaling, and grade crossing warning devices) A total of F?18)! illion is re*%ired to cover the necessar' capital invest ents to restore the 7orth 1oast Diawatha service) (%rther st%dies and negotiations &etween A tra$ and host railroads will &e re*%ired to deter ine an appropriate level of infrastr%ct%re invest ents)22 Table 1-1. North /oast 0iawatha 1ey ,inancial and 2erformance 3etrics 2ro4ected 2erformance 1apital4I ple entation 1osts Ann%al Passenger Reven%e +irect 1osts +irect Bperating 1ontri&%tion4Eoss (are&o5 Recover' Total Ann%al Ridership Passenger Ciles4Train Cile Source: A#trak Nort( %oa"t )ia*at(a Stud+ ,la&, 200-
56 3illions7 F1,0/3)2 F/3)0 F=/)1 F31)1 @!)0> 3@8,!00 1@3)1
In addition, an esti ated total of %p to 1! loco otives and @/ passenger cars are re*%ired to restore the 7orth 1oast Diawatha) The esti ated p%rchase cost of the re*%ired loco otives and passenger cars is F330 illion)23 Additional f%nding &e'ond PRIIA is re*%ired for capital or operating e5penses) ;ased on the cost esti ates identified in the st%d', A tra$ will need significant additional f%nding to restore the 7orth 1oast Diawatha) A tra$ has stated that the' will not la%nch new intercit' service that wo%ld increase the alread' large operating losses) 1ongress provides appropriations to the (ederal Railroad Ad inistration "(RA# for A tra$ operating losses, which are tied onl' to e5isting ro%tes) Reinstating %lti-state passenger ro%tes
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will re*%ire all affected states to agree to provide s%&sidies for operating losses and also re*%ire additional federal capital f%nding, which co%ld &e pro&le atic given the pro-ected ridership vol% es)2/ A tra$ has also &een p%rs%ing partnerships with the private sector) (or instance, the co pan' has for ed a consorti% with S71(, the (rench national railroad, and ;echtel, an international engineer and constr%ction fir , to p%rs%e a design, &%ild, operate and aintain contract for the proposed, &%t now halted Brlando-to-Ta pa high-speed rail pro-ect) A tra$ plans to participate in other -oint efforts with private co panies to p%rs%e high-speed rail pro-ects elsewhere)2@ !tra% Pioneer Ser(i"e In accordance with the PRIIA, A tra$ eval%ated the possi&ilit' of restoring the Pioneer service in Bcto&er 200!) The Pioneer first operated fro Salt Ea$e 1it' and Bgden to Seattle) Idaho stops incl%ded ;oise and Pocatello) In 18!3, the Pioneer was rero%ted over the +enver and Rio 9rande <estern Railroad &etween +enver and Salt Ea$e 1it' "Rio 9rande Ro%te#) In 6%ne 1881, A tra$ e5tended the Pioneer east fro Bgden over the :nion Pacific Railroad ":PRR# line thro%gh <'o ing "Bverland Ro%te# to connect with the 1alifornia Neph'r in +enver) This ro%te re ained %ntil the train,s discontin%ance in Ca' 188=)2? As part of the st%d', A tra$ considered fo%r options to restore the Pioneer, all of which wo%ld have thro%gh service to 1hicago via the 1alifornia Neph'r "see ,i&#re 1-8#: Salt Ea$e 1it'-Seattle +enver-Seattle Salt Ea$e 1it'-Portland +enver-Portland
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Fi ure 1$#. Pioneer Route 3ptions
Source: A#trak ,io&eer Route ,a""e&ger Rail Stud+ Since the trac$ east of the ;oise depot is o%t of service, trains will have to &'pass ;oise, perhaps stopping at 7a pa and contin%ing on the present freight-onl' &'pass) (or each of the fo%r options, the report ass% es that the reintrod%ced Pioneer will operate dail', and is co prised of a loco otive and fo%r S%perliner cars) The st%d' fo%nd that all the Pioneer options will prod%ce a net A tra$ ridership increase of &etween !2,000 and 111,000 passengers ann%all', with a corresponding increase in passenger reven%e of F=)? illion to F13)1 illion ann%all')2= The st%d' reported the following ridership and reven%e &' option: Bption 1 "Salt Ea$e 1it'-Seattle Bption#: 102,000 passengers and F11)? illion reven%e Bption 2 "+enver-Seattle Bption#: 111,000 passengers and F13)1 illion reven%e Bption 3 "Salt Ea$e 1it'-Portland Bption#: !2,000 passengers and F=)? illion reven%e Bption / "+enver-Portland Bption#: 8@,000 passengers and F8)2 illion reven%e in%s direct operating costs# &ased on st%d' findings incl%de:
Pro-ected direct operating loss "reven%e
Bption 1 "Salt Ea$e 1it'-Seattle#: F2@)0 illion Bption 2 "+enver-Seattle#: F33)1 illion Bption 3 "Salt Ea$e 1it'-Portland#: F2!)3 illion Bption / "+enver-Portland#: F3@)@ illion
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The reintrod%ction of the Pioneer will re*%ire significant capital4 o&ili0ation e5pendit%res for infrastr%ct%re i prove ents, new e*%ip ent, station restoration, and e plo'ee training and *%alif'ing) Table 1-) provides a s% ar' of the financial costs and perfor ance ele ents for 2! restoration of the Pioneer service) Table (-). 2ioneer 1ey ,inancial and 2erformance 3etrics 2ro4ected 2erformance O'tion1 O'tion ( 5dollar fi&#res in 59alt !ake /ity to 5:en%er millions7 9eattle7 9eattle7 1apital4I ple entation F3=3)8 F/?8)! 1osts Ann%al Passenger F11)? F13)1 Reven%e +irect 1osts F3?)? F/?)2 +irect Bperating "F2@)0# "F33)1# 1ontri&%tion4Eoss (are&o5 Recover' 31)=> 2!)/> Total Ann%al Ridership 102,000 111,000 Passenger Ciles4Train 131 100 Cile Source: A#trak ,io&eer Route ,a""e&ger Rail Stud+
O'tion ) O'tion . to 59alt !ake /ity to 5:en%er 2ortland7 2ortland7 F3=0)@ F/!/)! F=)? F3@)8 "F2!)3# 21)2> !2,000 103 F8)2 F//)= "F3@)@# 20)?> 8@,000 ==
to
An initial anal'sis identified F200 illion in proposed infrastr%ct%re invest ents if Pioneer service is restored &etween Salt Ea$e 1it' and Portland, and a total of F308 illion in invest ents if the Pioneer were to operate via the Bverland Ro%te &etween +enver and Portland) If a decision is ade to reinstit%te the Pioneer, A tra$ and :PRR will need to cond%ct f%rther anal'ses, incl%ding capacit' odeling and si %lation of the entire ro%te, and negotiate an agreed-%pon level of invest ents)28 The st%d' fo%nd that appro5i atel' F13)@ illion in additional capital invest ents is re*%ired to directl' serve ;oise via the 2;oise 1%toff3 "a 2@- ile rail section of <atco,s ;oise Ialle' Railraod &etween 7a pa to -%st so%theast of ;oise#) Total e5pendit%res of F1?)1 illion for 18 stations are pro-ected if the Pioneer operates via the Bverland Ro%te) Reinstate ent of dail' Pioneer service is e5pected to re*%ire a total of fo%r to si5 loco otives and 23 to 2? S%perliner cars, depending %pon the option selected)30 Si ilar to the 7orth 1oast Diawatha service, restoration of the Pioneer wo%ld re*%ire large e5pendit%res for initial capital costs and ongoing operating costs not covered &' fare&o5 reven%es) Additional f%nding &e'ond PRIIA will &e re*%ired for capital or operating e5penses) To reinstate the Pioneer service, federal and state polic' a$ers will need to deter ine whether passenger rail service along the for er Pioneer ro%te sho%ld &e reintrod%ced) Bne ethod of deter ination is to perfor a cost-&enefit anal'sis to deter ine if additional p%&lic s%&sidies can &e
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-%stified to s%pport an increase in p%&lic &enefit) If the anal'sis shows s%ch a -%stification, A tra$ will need additional f%nding to provide the re*%ired levels of capital and operating f%nding that will restore the service) This can &e in the for of p%&lic f%nds or thro%gh p%&lic-private partnerships) Reintrod%ction of service will re*%ire appro5i atel' fo%r 'ears fro the date which f%nding is ade availa&le)31 #igh S)eed Rail In 188=, the (ederal Railroad Ad inistration iss%ed a report, ODigh Speed 9ro%nd Transportation for A erica,O that defines high-speed rail as follows: ODigh-speed gro%nd transportation "DS9T# is self-g%ided intercit' passenger gro%nd transportation P &' steel-wheel railroad or agnetic levitation P that is ti e-co petitive with air and4or a%to for travel ar$ets in the appro5i ate range of 100 to @00 iles)332 This is a ar$et-driven, perfor ance-&ased definition of DS9T) It recogni0es that total trip ti e "incl%ding access to and fro stations#, rather than speed, infl%ences passengersG choices a ong transport options in a given ar$et) It also recogni0es that travelers eval%ate each ode not in isolation, &%t in relation to the perfor ance of the other availa&le choices) Digh Speed Rail networ$s in the (ederal Digh-Speed Intercit' Passenger Rail Progra incl%de the top /= etropolitan areas of the :nited States) The :)S) Digh-Speed Rail Association ":S DSR# networ$ incl%des ore cities in all &%t ! of the @0 states) The :S DSR is an independent, nonprofit @01"c#"?# trade association chartered to organi0e and o&ili0e the ind%str' with a shared vision for a 21st cent%r', 1=,000 ile national high speed rail s'ste &%ilt in phases for co pletion &' 2030)33 The Association is co prised of &oth p%&lic and private transportation ind%str' leaders who are foc%sed on the develop ent and pro otion of a national high speed rail networ$ for A erica) The :S DSR vision incl%des a national DSR A5press s'ste which connects cities and states into an integrated s'ste , laid o%t in phases with a planned sched%le for f%ll s'ste &%ild o%t) Their plan calls for a s%pport networ$ of 110 ph trains connecting s aller cities and towns together with the high speed s'ste ) ,i&#re 1-; ill%strates the anticipated i ple entation 'ears of an e5pansion of the :)S) DSR networ$ according to the :S DSR, and incl%des a line operating &etween Salt Ea$e 1it' and Seattle with service thro%gh Idaho and a station planned in ;oise &' 2030)3/
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Fi ure 1$*. 1.S. +i h Speed Rail 'ssociation :etwor) 2&1#$2&3&
Source: Le.i&"o&, 2010 Treasure Valley #igh Ca)a"ity Transit Study The Treas%re Ialle' Digh 1apacit' Transit St%d' &egan in 200= in con-%nction with Ialle' Regional Transit and other e &er agencies to address the e5pectation that traffic in the I-!/ corridor is e5pected to do%&le &' 2030) The st%d' consisted of eval%ating three related planning pro-ects: a passenger %lti odal transportation center. a downtown circ%lator. and, an east-west high-capacit' corridor)3@ Ca-or goals of the st%d' incl%ded: Q Q Q Q Q I prove Transit 1onnectivit' I prove Transit Co&ilit' Canage Travel +e and S%pport Transportation and Eand :se Plans (inancial (easi&ilit'
A passenger %lti odal center in downtown ;oise is intended to serve as a Oh%&O for vario%s transportation services) The center co%ld ho%se &%ses, streetcars, and regional passenger rail) A

downtown circ%lator was envisioned to i prove o&ilit' a ong pri ar' destinations within and ad-acent to downtown ;oise) The st%d' also incl%des a plan for high-capacit' transit service "passenger rail# for locations along I-!/ within Ada and 1an'on co%nties) The st%d' &egan anal'sis of potential corridors and potential odes in 2008 to narrow down options to ove forward for a ore in-depth alternatives anal'sis) The st%d' initiall' considered a range of potential Digh 1apacit' Transit "D1T# align ents to serve the corridor fro 1hinden ;o%levard on the north to Iictor' Road on the so%th) The st%d' incl%ded an earl' screening step which deter ined that the following align ents &est addressed the st%d',s p%rpose and need) Q Q Q Q Q (airview Aven%e41herr' Eane ;oise 1%toff Rail (ran$lin Road I-!/ Bverland Road
The arterial align ents %sed 1aldwell-7a pa ;o%levard for the connection &etween the cities of 1aldwell and 7a pa) The Phase 1 Alternatives Anal'sis process was co pleted Bcto&er 2008) The st%d' reco ends the following D1T alternatives &e considered for the detailed anal'sis in the ne5t phase of the alternatives anal'sis) Q Q Q Q Q Q ;oise 1%toff Eight Rail "Reco ended &' St%d' tea # ;oise 1%toff ;RT- A5cl%sive "Reco ended &' St%d' tea # (ran$lin ;RT-A5cl%sive "Reco ended &' St%d' tea # (airview ;RT-A5cl%sive "Reco ended &' St%d' tea # ;oise 1%toff 1o %ter Rail "Potential Incl%sion# (ran$lin Eight Rail "Potential Potential Incl%sion# ost pro ising alternatives, a n% &er of iss%es re ain
<hile the initial anal'sis fo%nd these to &e the that will erit f%rther assess ent, incl%ding: Q Q Q Q
(%rther e5ploration of e5cl%sive g%idewa' connections fro the ;oise 1%toff and (ran$lin Road to the downtown ;oise "passenger# C%lti odal 1enter) (%rther e5ploration of ro%ting feasi&ilit' for all odes &etween the cities of 7a pa and 1aldwell) Refine ent of sh%ttle service options for providing a connection &etween co %ter rail at the ;oise +epot and the downtown ;oise "passenger# C%lti odal 1enter) +etailed traffic anal'sis to %nderstand the i pacts associated with e5cl%sive D1T operations in (ran$lin Road and (airview Aven%e)
Page 1-22

Q A5a ination of the potential for phased i ple entation of D1T i prove ents)
Valley Regional Transit Rail Corridor E(aluation Study This Rail 1orridor Aval%ation St%d' was cond%cted in 2003 for Ialle'Ride in cooperation with Ada and 1an'on 1o%nties, Ada 1o%nt' Dighwa' +istrict, the cities of ;oise, Ceridian, 7a pa and 1aldwell, 1o %nit' Planning Association of So%thwest Idaho "1BCPASS#, and IT+) The pri ar' p%rpose of the st%d' was to provide infor ation and the &ac$gro%nd necessar' for the sponsoring agencies to a$e an infor ed decision regarding the potential for a p%&lic ac*%isition of certain rail corridors within Ada and %ter operation in the corridor on traffic 1an'on 1o%nties)3? The potential i pacts of introd%cing a co and %tilities were addressed) Ialle'Ride, along with partner -%risdictions, have initiated disc%ssions foc%sed on negotiating an ac*%isition of the re aining portions of the ;oise 1%t-Bff) Sec%ring p%&lic control of the proposed rail passenger corridor is the preferred long-ter sol%tion) <ith the ass% ption that Ialle'Ride wo%ld p%rs%e (ederal Transit Ad inistration "(TA# 7ew Starts f%nding to i ple ent a pro-ect, the ne5t steps for the pro-ect incl%de co pletion of an alternatives anal'sis, selection of a Eocall' Preferred Alternative "EPA#, preparation of an environ ental assess ent or environ ental i pact state ent in accordance with the 7ational Anviron ental Planning Act "7APA#, and Preli inar' Angineering "PA#) Co!!unities in *otion +,-, 1BCPASS, the -oint Cetropolitan Planning Brgani0ation "CPB# for Ada and 1an'on 1o%nties, develops and %pdates a regional long-range transportation plan for Ada and 1an'on 1o%nties ever' fo%r 'ears) These 20- 'ear plans to help ens%re roads, &ridges, and transportation services "&%ses, rail, etc)# are ade*%ate in f%t%re 'ears, &' helping to prioriti0e pro-ects &ased on p%&lic inp%t and how the region is li$el' to grow) The intent of the 1o %nities in Cotion 20/0 "1IC 20/0# is to ove &e'ond a traditional long-range transportation plan to &eco e a regional long-range transportation and s%staina&ilit' plan)3= In 200?, 1o %nities in Cotion descri&ed a &%s and rail s'ste , with rail service &etween the cities of 7a pa and ;oise "to Cicron, one of the region,s largest e plo'ers#) The total capital develop ent cost was esti ated to &e appro5i atel' F1)2! &illion, with initial ann%al operating costs of F1/ illion, increasing to F232 illion per 'ear &' 203@) The co &ined &%s and rail service incl%des 2? ro%tes with an ann%al operating cost of a&o%t F8 illion) At &%ild o%t, the f%t%re s'ste wo%ld increase services eleven-fold over c%rrent levels, providing seven-da' per wee$ service, with appro5i atel' 11 ti es ore service ho%rs than the c%rrent s'ste ) 1%rrentl', develop ent of 1BCPASS, Eong Range Transportation Plan is c%rrentl' %nderwa') 1o %nities in Cotion 20/0 will integrate transportation, ho%sing, health' living, and co %nit' infrastr%ct%re planning to identif' a Opreferred growth scenarioO, or vision of what Treas%re Ialle'
Page 1-23

residents want the valle' to loo$ li$e in the 'ear 20/0, ta$ing into acco%nt practical trade-offs and priorities) The plan is sched%led to &e co plete &' 201@) B&SF.s /reat &orthern Corridor *ultistate Planning and De(elo)!ent Study The Contana +epart ent of Transportation, on &ehalf of a coalition of corridor sta$eholders, s%& itted a grant application to the :)S) +BT to f%nd the /reat Nort(er& %orridor 0ulti"tate ,la&&i&g a&d De.elo1#e&t Stud+) The St%d' received f%ll f%nding fro the C%ltistate 1orridor Bperations and Canage ent Progra and is e5pected to $ic$-off id- 2013) The st%d' will incl%de a transportation needs and opport%nities anal'sis to enhance the corridor &' addressing topics s%ch as safet', perfor ance, connectivit', and econo ic opport%nit') The st%d' will engage sta$eholders to find the ost cost-effective and environ entall' s%staina&le sol%tions to develop the 9reat 7orthern 1orridor into a sea less %ltistate freight rail corridor to pro ote econo ic growth for neigh&oring co %nities and to acco odate the de and for efficient and environ entall'-so%nd transportation services) Sta$eholders s%pporting this %nderta$ing incl%de: transportation depart ents fro the states of Idaho, Cinnesota, Contana, Bregon, 7orth +a$ota, <isconsin, and <ashington. a n% &er of ports in Contana, <ashington, and Bregon. si5 etropolitan planning organi0ations. a n% &er of econo ic develop ent agencies. and ;7S()3! 'd;acent State Rail Plans 0ashington In 2012, the <ashington State &egan develop ent on the <ashington State Rail Plan) This plan will serve as a strategic &l%eprint for f%t%re p%&lic invest ent in the stateGs freight and passenger rail networ$) It is intended to provide an integrated plan that eets federal and state re*%ire ents and will propose @- and 20-'ear strategies to i prove the overall rail environ ent) The final plan is targeted for release &' the end of 2013)38 Previo%s state plans addressed freight and passenger rail separatel', with passenger rail planning foc%sed on the A tra$ 1ascades ro%te, a north-so%th A tra$ line providing service &etween Ianco%ver, ;1 and A%gene, Bregon) The <ashington State 2010-2030 (reight Rail Plan, adopted in 2008, e5plored freight econo ic &enefits of rail in <ashington, as well as the rail needs iss%es) It e phasi0ed that the pri ar' challenge was f%nding for rail needs, and eval%ated policies for prioriti0ing rail invest ents &ased on cost-&enefit principles, eval%ated strategies for f%nding, &%t did not identif' a pro-ect list or capital i prove ent plan for freight rail)/0 1regon Bregon,s last adopted Rail Plan dates &ac$ to 2001) In 2010, Bregon released the Bregon Rail St%d' which doc% ented the e5isting condition of Bregon,s freight and passenger rail s'ste ) The st%d' identifies general invest ents needed to aintain and grow rail in Bregon) <ith regard to freight rail,
Section 1: Role of Rail in Statewide Transportation April 10, 2013 Page 1-2/

needs identified incl%ded f%nds to aintain and %pgrade deteriorating e5isting short line rail infrastr%ct%re, additional for rail cars to address the rail car shortage, capacit' enhance ents, and new inter odal facilities to consolidate and ove ship ents &etween tr%c$ and rail) (acilities identified incl%ded grain aggregation facilities in eastern Bregon or h%& facilities for short-ha%l &%l$ and inter odal ar$ets along the I-@ corridor) In 2011, B+BT for ed the Bregon Rail (%nding Tas$ (orce to identif' a long-ter s%staina&le f%nding so%rce for passenger and freight rail) In +ece &er of 2011, the Tas$ (orce iss%ed its (inal Reco endations, which incl%ded the for ation of a special district to f%nd passenger rail service &etween A%gene and Portland. lotter' proceeds to f%nd freight rail needs. railroad propert' ta5 reallocation. a telephone access fee. a rail ta5 credit) These planning efforts were %nderta$en as fo%ndational to the develop ent of an %pdated Bregon Rail Plan) /1 &e(ada 7evada adopted its c%rrent Statewide Rail Plan in Septe &er of 2012) 7evada e phasi0es the fact that A tra$ and private operators, nota&l' :nion Pacific Railroad, rather than 7+BT, provide and f%nd passenger and freight rail services availa&le in 7evada) Th%s, 7evada identifies its role as one of s%pporting, coordinating, and enhancing the services these third-part' owner4operators provide, rather than ta$ing on the role of owning and operating its own rail facilities and services) The reco ended pro-ects incl%ded in the 7evada state rail plan involve a co &ination of private and p%&lic-sector conventional and high speed passenger rail, freight rail, e5c%rsion rail, and rail-highwa' grade crossing i prove ents to &e ade in the short-, id-, and long-ter ) Bne pro-ect with potential relevance to Idaho was related to the east-west 1alifornia Neph'r A tra$ line that r%ns along 1-!0, so%th of Idaho) It involved developing consolidated %lti odal ter inals facilities) The goal of this passenger rail pro-ect was for each 7evada cit' with A tra$ Rail4Thr%wa' ;%s, or 9re'ho%nd and local &%s service to provide s%ch facilities in the id-ter "?-20 'ears#) Bther potentiall' relevant f%t%re pro-ects which were identified for f%rther st%d' also involved the 1alifornia Neph'r A tra$ ro%te, and incl%ded: Addressing passenger constraints at Al$o 1A Neph'r A tra$ facilities) This conventional passenger rail pro-ect was identified as re*%iring f%rther st%d' and coordination with A tra$ and :PRR) +eveloping a high speed, intercit' passenger rail service &etween ;oise, Al$o, and Eas Iegas) This wo%ld connect to the proposed Eas Iegas to Eos Angeles high speed rail service) This pro-ect was identified as re*%iring f%rther st%d' to deter ine the de and for service, and the potential location where s%ch a high speed rail line wo%ld &e &%ilt)
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2tah :tah,s :nified Transportation Plan, 2011-20/0, onl' lists highwa' and transit pro-ects, and a$es no ention of rail pro-ects)/2 :tah does not have an adopted State Rail Plan &%t is planning to initiate a rail plan effort in 2013) 0yo!ing <'o ing,s State Rail Plan, adopted in 200/, foc%ses on freight rail) The plan identifies goals for <'o ing,s for rail networ$, provides an overview of the networ$ and polic' iss%es associated with rail in <'o ing, provides details on grade crossing safet' iss%es, and provides an overview of the relationship &etween <'o ing,s reso%rce ind%stries and the railwa's) As with <ashington,s Rail Plan, does not provide a list of pro-ects or a potential capital i prove ents plan) It recogni0es that rail networ$ infrastr%ct%re is privatel' held, and states that the State 1onstit%tion prohi&its state f%nds fro &eing spent on rail i prove ents)/3 In 200!, the State of <'o ing is assessed the feasi&ilit' of initiating passenger service along a northso%th corridor &etween (ort 1ollins, 1olorado and 1asper, <'o ing) The 200! Passenger Rail Interi Report serves as a fo%ndational to a colla&orative effort with 1olorado in f%rther eval%ation of the feasi&ilit' of developing this as a high-speed, intercit' rail corridor)// *ontana The 2010 Contana State Rail Plan details historical and forecasted freight trends, provides operating and s'ste characteristics of the State,s freight rail networ$, s% ari0es ongoing efforts to e5pand and sec%re f%nding for additional passenger rail service thro%gh the state, and identifies potential rail f%nding progra s to ac*%ire, i prove, esta&lish, or reha&ilitate inter odal rail e*%ip ent and facilities) It does not identif' specific freight pro-ects, or detail a capital i prove ent plan) It does recogni0e Contana,s e5isting passenger rail service is A tra$,s A pire ;%ilder, which has the highest ridership and highest reven%e of an' long-distance line) It traverses the northern part of the state#) The so%th has not had service since the ter ination of the 7orth 1oast Diawatha ro%te in the 18=0s) The 2010 Contana State Rail Plan (inal Report "+ece &er, 2010# disc%sses potential f%nding for the rail line 7orth 1oast Diawatha line, as considered in the 2008 A tra$ st%d', recogni0ing that it wo%ld re*%ire s%&stantial state invest ent for capital i prove ents and operations )/@
References
1
<nion 2acific in Idaho) $&io& ,aci2ic Railroad %o#1a&+, B aha, 7e&ras$a) "Accessed: Ca' 1/, 2012#) ,ederal 0i&hway dministration . (reight Anal'sis (ra ewor$ ) RBnlineS "Accessed April 0@, 2012#)
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-N9, Railway. Acono ic I pact) RBnlineS "Accessed Ca', 2012#) ,ederal 0i&hway dministration . Freig(t A&al+"i" Fra#e*ork ) RBnlineS" Accessed (e&r%ar' 2=, 2012#) 9#rface Trans'ortation -oard. 3a+bill Sur.e+ Data) 2010) R(%ll versionS " Accessed Ca' 1, 2012#) 9#rface Trans'ortation -oard. 3a+bill A&&ual Re1ort) 2010) R(%ll versionS " Accessed Ca' 1, 2012#) ,R ) Rail4li&e" "(1) . IT+) Ida(oRail "(1) ORN!) *c15. "(1) ,R ) Rail4li&e" "(1) . IT+) Ida(oRail "(1) ORN!) *c15. "(1)
mtrak) A#trak Ida(o State Fact S(eet" 2010 a&d 2011) A tra$ 9overn ent Affairs) 2010, 2011) RBn-lineS"Accessed April 12, 2012#)
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En%ironmental 9ystems Research Instit#te 5E9RI7) Iario%s topographic and plani etric data) 6ariou") RBnline via ASRI ArcCap we& services %sing interactive apping applicationS "Accessed: Ca' 1/, 2012#)
) ,ederal Railroad dministration 5,R 7$ <9 :e'artment of Trans'ortation) Rail4li&e" "(1) 2010) Natio&al Tra&"1ortatio& Atla" Databa"e, ;%rea% of Transportation Statistics, <ashington, +)1) SDP file for at)
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Idaho Trans'ortation :e'artment 5IT:7) Ida(oRail "(1) 200/) ITD, ;oise, Idaho) SDP file for at)
13
Oak Rid&e National !aboratory 5ORN!7$ <9 :e'artment of Ener&y) *c15. "(1) 2012) T(e %e&ter 2or Tra&"1ortatio& A&al+"i" Railroad Net*ork, Ba$ Ridge, Tenn) SDP file for at) <9 /ens#s -#rea#) 0a1" 7 Data RBnlineS) "Accessed 6an%ar' 2, 2013#) ,0= . 0a1821 Su##ar+ RBnlineS) "Accessed 6an%ar' 8, 2013#)
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Testi on' of Stephen 6) 9ardner Iice President for Polic' and +evelop ent A tra$ ;efore the S%&co ittee on Railroads, Pipelines, and Da0ardo%s Caterials of the Do%se Transportation J Infrastr%ct%re 1o ittee, Carch 11, 2011) <ashington +)1) "Accessed Ca' 1!, 2012#) IT:. Ida(o State Rail ,la&) 6%ne 21, 188?) Rpdf for atS
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mtrak) Nort( %oa"t )ia*at(a Stud+ ,la&) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) Nort( %oa"t )ia*at(a Stud+ ,la&) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) Nort( %oa"t )ia*at(a Stud+ ,la&) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) Nort( %oa"t )ia*at(a Stud+ ,la&) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008)
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Testi on' of Stephen 6) 9ardner Iice President for Polic' and +evelop ent A tra$ ;efore the S%&co ittee on Railroads, Pipelines, and Da0ardo%s Caterials of the Do%se Transportation J Infrastr%ct%re 1o ittee, Carch 11, 2011) <ashington +)1) RBn-lineS "Accessed Ca' 1!, 2012#) Testi on' of Stephen 6) 9ardner Iice President for Polic' and +evelop ent A tra$ ;efore the S%&co ittee on Railroads, Pipelines, and Da0ardo%s Caterials of the Do%se Transportation J Infrastr%ct%re 1o ittee, Carch 11, 2011) <ashington +)1) RBn-lineS "Accessed Ca' 1!, 2012#) mtrak) ,io&eer Route ,a""e&ger Rail Stud+) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) ,io&eer Route ,a""e&ger Rail Stud+) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) ,io&eer Route ,a""e&ger Rail Stud+) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) ,io&eer Route ,a""e&ger Rail Stud+) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) ,io&eer Route ,a""e&ger Rail Stud+) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008) mtrak) ,io&eer Route ,a""e&ger Rail Stud+) <ashington +)1): 7ational Railroad Passenger 1orporation, P)R)I)I)A) Section 22/, 2008)
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<.9. :e'artment of Trans'ortation) )ig(8S1eed Rail %orridor De"cri1tio&") (ederal Railroad Ad inistration) 2010 RBn-lineS "Accessed April 2/, 2012#)
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!e%inson$ :. Eco&o#ic De.elo1#e&t I#1act" o2 )ig(8S1eed Rail) 7o 0000=2: <or$ing Papers, :niversit' of Cinnesota: 7e5%s Research 9ro%p) 2010) "Accessed April 12, 2012#) !e%inson$ :. Eco&o#ic De.elo1#e&t I#1act" o2 )ig(8S1eed Rail) 7o 0000=2: <or$ing Papers, :niversit' of Cinnesota: 7e5%s Research 9ro%p) 2010) RBn-lineS "Accessed April 12, 2012#) /omm#nity 2lannin& ssociation of 9o#thwest Idaho) Trea"ure 6alle+ )ig( %a1acit+ Tra&"it Stud+) 1BCPASS) 200=) RBn-lineS "Accessed April 21, 2012#) /omm#nity 2lannin& ssociation of 9o#thwest Idaho) 6alle+ Regio&al Tra&"it Rail %orridor E.aluatio& Stud+) 1BCPASS) 2003) RBnlineS"Accessed April 21, 2012#)
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=ashin&ton 9tate :e'artment of Trans'ortation "<A+BT#) State Rail ,la&) RBnlineS "Accessed 6an%ar' 11, 2013#) = :OT) <ashington State 2010 K 2030 (reight Rail Plan, +ece &er, 2008) RpdfS)
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Idaho Statewide Rail Plan Key No. 13334
Section 2 Idahos Rail System 2.1 Freight Rail
Rail transportation is vital to the growth of important sectors of the Idahos economy. Two of Idahos most important industries remain agribusiness and the extraction of raw materials which rely on rail service. The two sectors are still vastly important, as approximately 60 of all freight rail tonnage generated within Idaho are related to agricultural or food products, while at least !! pertain to raw materials." #ccording to the $nion %acific Railroad &ompany '$%RR(, the top five commodities by volume both shipped and received on their Idaho trains were either related to agricultural products or raw materials.! The geography and profile of the states rail networ), which began to ta)e shape in the "*+0s, during a territorial farming and mining boom, reflects this legacy. ,ocal rail lines were established in areas of high agricultural or mineral yield with the design to get Idahos resources to the transcontinental rail networ) and into the mar)et. The importance of the agribusiness and raw materials processing sectors can be seen in the dispersal of the states rail networ), especially in southern Idaho where the agriculturally productive lands of the -na)e River %lain, .agic /alley, and Treasure /alley are found. 0ne of $%RRs transcontinental railways travels across the state from the foot of the 1rand Tetons to northwest of 2oise. #cross the -na)e River %lain, several feeder lines extend off the main $%RR line into dairy, wheat and potato producing areas. In the Treasure /alley, feeder lines peel away from the $%RR main to serve the areas onion growing regions, as well as other industries including manufacturing. 3ey mining concerns also have rail service in this part of the state. # cluster of phosphate mines north of -oda -prings, for example, are served by the $%RRs 4ry /alley -ubdivision, which connects the mines to one of the companys transcontinental routes. The pattern in 5orth Idaho is similar, but the networ) in the states panhandle is not as connected to the )ey economic centers in the state. 5o in6state rail connection exists between northern Idaho and either the Treasure /alley or the -na)e River %lain. 7reight traveling by rail between southern and northern Idaho is routed as far west as 8ermiston, 0regon, or east across the -na)e River %lain then north through 2utte and .issoula, .ontana, before returning to Idaho. 9ithin northern Idaho, connectivity is an operational challenge, as only circuitous out6of6state rail lin)s exist between ,ewiston, .oscow, and greater &oeur d#lene, all important regional centers in the north. The %alouse region centered in Idaho around ,ewiston is served by several rail lines 'including 9atcos 1reat 5orthwest railroad line, providing Idaho %alouse grain growers with access to international mar)ets through the ports of -eattle and %ortland. %alouse growers also have rail access to the grain elevator facility at the %ort of ,ewiston on the &learwater River, which is the most inland marine port on the 9est &oast. The port is uni:ue in that it also boasts the capability to handle containeri;ed cargo to
Section 2: Idahos Rail System April 10, 2013 Page 2 1

and from barges and can effectuate rail6to6water transfers of containers with its crane.< 9atcos 1reat 5orthwest railroad lines provide freight service to the paper industry and other freight customers at ,ewiston along with the rail traffic to and from the port, $%RR, 25-7, and the 2ountiful 1rain and &raig .ountain line to 3oos)ia.= #dditional timber, mineral, and gem mining operations in the region once had rail service but many are now abandoned or out of service due to embargo or suspension.> 7arther north, one of the transcontinental lines for the 25-7 Railway &ompany '25-7( railroad crosses the states panhandle, the 1reat 5orthern &orridor. 8istorically, 25-7s 1reat 5orthern &orridor is one of the more important rail lines in the country.6 The line provides a direct lin) to %uget -ound and &hicago from northern Idaho, although less than * of all freight on the 25-7 1reat 5orthern &orridor either originates or terminates in Idaho.+ .ost freight trains on this line represent through traffic which originated, and is destined for, points outside of the state. #lso located in northern Idaho are the remnants of the countrys first northern transcontinental railroad, which was built by the 5orthern %acific Railroad '5%(. The 1reat 5orthern &orridor sits in the 5%s old alignment southwest of -andpoint. The .ontana Rail ,in) uses the 5% route along the &lar) 7or) River east of -andpoint into .ontana. The impetus for both transcontinental lines was not to bring rail service to Idaho, but to connect the 9est &oast with the .idwest. The local economies have benefitted from the lines proximity by connecting to the system via short line operations serving farming and mining industries. %ublic documents and available data were used to assign rail ownership and trac)age rights across the networ) for analysis. In some cases, trac) ownership is difficult to determine, and official filings with the 7R# and documents from the railroad companies were examined to understand the relationship between railroad operators and the existence of often contradictory information. 7or example, to closely examine the available records to discern the fate of two former $%RR lines in the Treasure /alley ? the 9ilder 2ranch line and the 2oise &ut60ff ? the =!." miles of trac) from these lines in the heart of the valley were allocated to the tally column of the newly6formed 2oise /alley Railroad '2/RR( in response to their purchase of the trac) by 9atco in !00@, even though some records appeared to indicate 2/RR leased the lines. #ccording to 7R# documents*, 2/RR purchased the rights to operate the trac) from 5ampa through 2oise and &aldwell to 9ilder in !00@ in an agreement with both $%RR and the Idaho 5orthern and %acific Railroad 'I5%R(, which held an existing lease for the trac) with the $%RR. #ll tables and maps in the following sub6sections reflect this process of analysis. Trac)age rights, defined as the permission to operate trains over trac) owned by a different company, were investigated in a similar fashion. Figure 2-1 shows the Idaho rail networ) by trac) ownership. Figure 2-2 shows abandoned rail lines in Idaho. Table 2-1 provides a detailed overview of each railroads mileage and trac)age rights.
Section 2: Idahos Rail System April 10, 2013
Page 2 2

Figure 2-1. Idaho Rail Network by Track Ownership
Source: ITD, FRA, Oak Ridge Natl Lab., Railroads9


Figure 2-2. Abandoned Rail ines
Source: ITD, FRA, Oak Ridge Natl Lab., Railroads1


Table 2-1. Idaho Railroad Mileage and Trackage Rights 11
Trackage Owned (mi.)

BNSF Railway Company BNSF sub tot. Transcontinental Union aci!ic Railroad (U RR) UPRR sub tot. Transcontinental Class I sub tot. Transcontinental Class " Total *ontana Rail +ink (*R+) Class "" Total Bo-nti!-l .rain and Craig *o-ntain Railroad (B.C*) St. *aries Ri/er Railroad (ST*0) Class III sub tot. S"itc#in$%Ter&inal Railroa's Boise 1alley Railroad (B1RR) 2astern "daho Railroad (2"RR) .reat Northwest Railroad (.NRR) "daho Northern and aci!ic Railroad ("N R) end Oreille 1alley Railroad ( O10) United States .o/ernment (US.) 3ashington 4 "daho Railway (3"R) Class III sub tot. )ocal Railroa's Class """ Total Total "daho Track 118.4 101.1 877.4 438 53 .! ##$.% 33.5 )).$ 126.6 72.3 1 8. 42.1 264.5 4.3 101.3 25.7 24.3 19.1 481.3 5%6., &'(6#.$
Trackage Rights (mi.)

457.9 101.1 1,520.4 438 53 .! &'#(%.) 82 %, 128.2 72.3 (00.5 60.6 266.1 4.3 157.8 28.7 24.3 19.1 5!0. 761.4
Class I Railroads
The maAority of the ",+0@.> miles of active trac) in Idaho are owned by maAor $.-. railroad operators, or &lass I railroads. These $.-. railroads are defined by their transcontinental scope and, more specifically, as companies with operating revenues greater than B<@*.+ million, or more, annuallyi. Two of the seven $.-. &lass I railroads operate in the state ? 25-7 Railway, head:uartered in 7ort 9orth, Texas and $nion %acific Railroad '$%RR( based in 0maha, 5ebras)a. Together, 25-7 and $%RR own @@>.* miles of trac), or Aust over >* of all rail line mileage in the state and have trac)age rights over ",666.+ miles of active lines in the state."! 0nly portions of the %end 0reille /alley Railroad and the 9ashington C Idaho Railway lac) trac)age rights from one of the two &lass I railways according to the data. Union aci!ic Railroad Com"any #U RR$ The $%RR has the largest single railroad presence in Idaho with *++.= miles of active rail lines, trac)age rights for *@ of all lines in the state, and several feeder lines leased to smaller local railroads."<,"= $%RR is the only railroad in operation in both northern Idaho and southern Idaho. $%RRs presence is absent only in the rugged territory between the -almon River and the 9ood River /alley where no railroads exist. The company has maAor operations centers in Idaho at 5ampa and %ocatello.
i
&lass " threshold is adAusted annually. This data reflects &lass I railroad operating revenue in !0"0. %ublished by ##R 5ovember *, !0"". Page 2

$%RR operates one of the states two transcontinental rail lines, the 5orthwest &orridor. The line connects the %ort of %ortland and western 9ashington %orts, via the &olumbia River 1orge, to &hicago. #s a result, the $%RR 5orthwest &orridor is a vitally important line for the nations rail networ) and for Idahos economy. The 5orthwest &orridor enters the western portion of the state near 9eiser and roughly follows the -na)e River across the state into the 2ear River /alley southeast of %ocatello, then follows the 2ear River =<* miles out of the state near .ontpelier. The line passes through seven of the "0 largest cities in Idaho. 0ver a third of the states population is within !> miles of the $%RR 5orthwest &orridor.ii The 8untington, 5ampa, and %ocatello -ubdivisions comprise the 5orthwest &orridor, and all possess automated train stop '#T-( signal controls. The 8untington -ubdivision has a double trac) main line in a busy industrial and agricultural corridor between Aunctions with two 2oise /alley Railroad '2/RR( lines at &aldwell and 5ampa. The transition between the Treasure /alley and .agic /alley on the 5ampa -ubdivision is also double trac)ed. # third stretch of double trac) main line is found on the %ocatello -ubdivision in the %ortneuf River /alley at a busy crossroad with the 0gden and .ontana -ubdivisions. %assing sidings exist along the corridor, but are not of sufficient length to handle longer single6unit trains."> %lans to lengthen some sidings have been proposed, along with corridor6wide improvements, such as a second main line on the %ocatello -ubdivision at Topa;."6,"+ Traffic on the 5orthwest &orridor is challenged with navigating grade changes and tight canyon lands in the southeast corner of the state, including a tight switchbac) at ,ava 8ot -prings. The 5orthwest &orridor carries double6stac) containers, many destined for 9est &oast ports and foreign mar)ets or toward &hicago and domestic distribution, but none are loaded or unloaded on $%RRs system in Idaho."* #ccording to $%RR, the three lines see an average of seven intermodal trains per day out of approximately !0 daily trains, or <> of all trafficD none of these seven intermodal trains stop in Idaho."@ .anifest trains are more fre:uent than intermodal trains. 9hile each line carries one local train per day, the 8untington -ubdivision and its 2/RR connections in the 2oise area carry slightly more local traffic. The 8untington and 5ampa -ubdivisions carry !0 daily trains on average, while the %ocatello -ubdivision carries "@ daily trains. The remainder of $%RRs line between -alt ,a)e &ity and .ontana on the 0gden and .ontana -ubdivisions is a single trac) main. It also has more anti:uated signal controls, using automated bloc) signaling '#2-( south of Idaho 7alls and a trac) warrant control 'T9&( north of Idaho 7alls. The 0gden and .ontana -ubdivisions see three to four average daily trains. #ccording to $%RR, most of the traffic on the .ontana -ubdivision north of %ocatello is local.!0 Two daily trains run on this line, and connects with the Eastern Idaho Railroad 'EIRR( at Idaho 7alls. EIRRs broad ""06mile networ) of trac) serves the productive agribusiness industry north and east of Idaho 7alls. #ll of EIRRs locally generated traffic on
ii
4etermined through 1I- #nalysis.
Page 2 !

its routes funnels into the $%RR .ontana -ubdivision. -outh of %ocatello, the $%RR 0gden -ubdivision carries mostly manifest mixed6order trains between the -alt ,a)e /alley in $tah and Idaho. # summary of $%RRs networ) in Idaho is provided in Table 2-2. Table 2-2. !nion "aci#ic Railroad $o%pany Network21 U RR *i. in "8 Termin-s Termin-s S-7di/ision 07erdeen 28.3 Aberdeen Rockford Cache 1alley 8.3 !re ton "#$%& 'order Coe-r d90lene 2.3 (oeur d)Alene +eele, -pur "nd-strial *unction 8ry 1alley 26.5 -oda -pring #r, 0alle, :-ntington 71.7 "#$2R -tate 3ine 4a.pa
Snapshot
Agricultural product Agricultural product Abandoned .o t of line in 2008/ no cu to.er !1o p1ate 4ort15e t (orridor tran con/ &rea ure 0alle, indu trie and agribu ine -er7ice (al!ortland (o. read, .i8 concrete facilit, 9.bargoed/ not counted in acti7e rail line total 4$- route, u ed b, local ag concern 4ort15e t (orridor tran con. 4$- route, connect to -alt 3ake (it, 4ort15e t (orridor tran con. "da1o 4ational 3ab. <"43= 3ink 5it1 (anadian !acific &i.ber product
"daho Northern 5.8 "nd-strial +ead *alad 14.1 *ontana Nampa Ogden ocatello Sco/ille Spokane 3allace 131.6 238.6 48.9 124.3 31.3 121.2 15.1
4a.pa 6alad (it, "#$6& -tate 3ine 4a.pa 6c(a..on !ocatello 'lackfoot -tate 3ine "#$:A 'order
6iddleton "#$%& 'order !ocatello !ocatello "#$%& -tate 3ine "#$:; -tate 3ine "43 9a tport !lu..er
$%RRs third Idaho corridor runs northwest through the states %anhandle and features the states only international interchange at Eastport. $%RRs -po)ane -ubdivision runs east from -po)ane and enters Idaho at %ost 7alls. The line runs parallel to the 25-7 1reat 5orthern &orridor, crossing under it at #thol. The line then crosses at -andpoint at6grade, and again crosses until it once more north of 5aples. The 25-7s 1reat 5orthern &orridor runs in the alignment of the former 5% transcontinental line southwest of -andpoint but with the general alignment of the 1reat 5orthern Railways transcontinental line northeast of the city. The $%RR line connects to the 25-7 1reat 5orthern line, as well as the .ontana Rail ,in) at -andpoint, where geography and a number of operational factors create challenges for train operators. #n additional connection between the $%RR and 25-7 routes occurs farther northeast from -andpoint at 2onners 7erry. The $%RR line leaves the 25-7 route less than "0 miles from the .ontana border, then extends north for !0 miles to the international port of entry at Eastport, Idaho and 3ingsgate, 2ritish &olumbia, &anada. 8ere, sidings on both sides of the
Section 2: Idahos Rail System April 10, 2013 Page 2 "

border facilitate the interchange between the $%RR system and the &anadian %acific Railroads '&%( 3ingsgate -ubdivision. #pproximately => miles northeast, the &% line lin)s to &anadas original transcontinental line at &ranbroo), with connections at /ancouver, 2& and east at the -t. ,awrence -eaway. The $%RR -po)ane -ubdivision averages eight trains per day, the fourth busiest $%RR line in Idaho. 8alf of the daily trains are manifest trains, while three trains carry bul) materials, and one handles local traffic. %ortions of the subdivision consist of a single trac) main line with a non6signal based traffic control system, both factors that reduce operational capacity. Recogni;ing this, $%RR spent an estimated B"0.@ million on trac) improvements for the -po)ane -ubdivision, specifically from #thol to Eastport during the summer !0"!. The proAect will replace aging ties, install more ballast for trac) stability, and resurface do;ens of at6grade crossings.!! $%RR also operates on an additional seven active short lines and one embargoed line. 5one of these lines, with the exception of the 4ry /alley line in southeast Idaho, carry more than one train per day and all are single6trac)ed and operating under non6signali;ed traffic control. The 4ry /alley -ubdivision travels into the mountains northeast of -oda -prings to service phosphate mining sites and mills. 0ther lines include the &ache /alley -ubdivision, which terminates in %reston. The line proceeds south into $tah, through the city of ,ogan, and connects to the $%RR 0gden -ubdivision at &ache, following the 2ear River around the northern promontory of the 9asatch .ountains. # parallel line on the west side of the $%RR 0gden -ubdivision ? the .alad -ubdivision ? lin)s the farming community of .alad to the $%RR main line farther south at 2righam &ity. This line is embargoed due to weight restrictions. The $%RR -coville -ubdivision serves the Idaho 5ational ,aboratory 'I5,(, a government research center northwest of Idaho 7alls. The trac)s entering the I5, facility are owned by the federal government but $%RR has trac)age rights. # feeder line for the -coville -ubdivision is the $%RR #berdeen -ubdivision, which serves the agribusiness concerns on the northeastern shore of the #merican 7alls Reservoir. The $%RR Idaho 5orthern Industrial ,ead -ubdivision provides freight rail service, primarily aggregate, to &al%ortland &ompanys ready mix concrete facility in &aldwell along with other industries. The line connects the plant with $%RRs maAor rail yard at 5ampa. The $%RR &oeur d#lene Industrial ,ead -ubdivision was mostly abandoned through the !000s. It once connected the city of &oeur d#lene to the $%RR -po)ane -ubdivision. &urrently only the !.!> miles of trac) at &oeur d#lene Function remain.!< The remainder of the alignment, specifically the trac) inside the city of &oeur d#lene itself, is removed from service. The $%RR 9allace -ubdivision connects the &oeur d#lene Indian Reservation and the -t. .aries River Railroad '-T.#( with the -po)ane -ubdivision and access to the core rail lines of both $%RR and 25-7. The -T.# and, by extension, the $%RR 9allace line mostly handle finished and raw timber products. %&SF Rail'ay Com"any 7ormerly )nown as 2urlington 5orthern and -anta 7e Railway, the 25-7 Railway &ompany '25-7( networ) contains ""*.= miles of trac) across 5orth Idaho as shown in Table 2-2. != 25-7 does not have a presence through trac) ownership or trac)age rights south of the -almon River. #nd while the 1reat
Section 2: Idahos Rail System April 10, 2013 Page 2 #

5orthern &orridor in the %anhandle of northern Idaho presently carries little local freight, its presence provides potential access for 5orth Idaho industries to mar)ets anywhere in the world. Table 2-&. 'N(F Railway $o%pany Network2)
BNSF Corridors Coe-r d90lene S-7di/ision *i. in "8 12.7 Termin-s >au er ;ard -tate 3ine -andpoint *ct. Termin-s (oeur d)Alene "#$6& 'order #o7er Snapshot 3e t1an one dail, train to?fro. (oeur d)Alene/ 5eig1t re tricted @ootenai A -pokane -ubdi7i ion / 5ork in concert 5it1 t1e 6R3. (onnect 5it1 %!RR, 6R3, !20A
.reat Northern 101.1 Corridor Newport S-7di/ision 4.5
The 25-7 1reat 5orthern &orridor runs in the alignment of the 5orthern %acific Railroad transcontinental railroad. 5orth of -andpoint, the alignment is that of the former 1reat 5orthern Railways transcontinental railroad. 25-7 has also constructed a double trac) main over nearly half of the subdivisions Idaho extent, plus seven passing sidings. 25-7s improvements have driven the lines trac) rating to &lass =!6 for much of its length, which means that freight trains can travel at a maximum speed of 60 mph, while #mtra) passenger trains can travel a maximum speed of +@ mph. There are several grade6separated crossings including two on the $%RRs -po)ane -ubdivision. The line also includes centrali;ed traffic control '&T&( signali;ation. The rail lines infrastructure and geography allow 25-7 to run an average of =* trains per day over the 1reat 5orthern &orridor southwest of -andpoint.!+ The 1reat 5orthern &orridor line northeast of -andpoint is not certified by the railway to handle large dimensional shipments due to some of the clearances of the line in .ontana.!* #ccording to 25-7, the 1reat 5orthern &orridor is cleared to handle double6stac)ed trains, but not all large dimensional shipments between -andpoint and 9hitefish, .ontana.!@ 25-7s other two Idaho rail lines feed its transcontinental service. The 5ewport -ubdivision is =.> miles long and lin)s the 1reat 5orthern &orridor with three other railroads ? the $%RR -po)ane line, the .R, 7ourth -ubdivision, and the %end 0reille /alley Railroad '%0/#(, a short line with service between -andpoint and .etaline 7alls, 9ashington. The other 25-7 Idaho subdivisions are the &oeur d#lene -ubdivision, which connects &oeur d#lene to the larger -po)ane area via the 3ootenai River line. &urrently, service over the &oeur d#lene -ubdivision is temporarily embargoed due to weight restrictions.<0 The line also once connected to $%RRs &oeur d#lene Industrial ,ead line downtown, but $%RR abandoned that portion of the subdivision in !00*. &urrently &oeur d#lene has no freight rail service. These 25-7 subdivisions average less than one daily train. #dministratively, 25-7s Idaho operations, including the 1reat 5orthern &orridor, are split at -andpoint between two regional divisions ? the .ontana 4ivision head:uartered in 2illings and the 5orthwest
Page 2 $

4ivision with office head:uarters in -eattle.<" In !0"", the company employed !0! people in Idaho, with B"!.< million in payroll. 25-7 has maAor operations at a yard in -andpoint, plus a refueling yard in 8auser near the 9ashington border.<!
Class II Railroads
&lass II Railroads, often referred to as regional railroads, are those with operating revenue of B<".@., or more, but less than B<@*.>.. This definition naturally describes railroad companies with a large regional presence, too large to be considered a short line but not large enough to span the country. Get, &lass II railroads fill a noticeable gap between the operations of &lass I companies and the short lines. Idahos only &lass II operator is the .ontana Rail ,in). Montana Rail (ink In "@*+, 2urlington 5orthern '25( spun off nearly @00 miles of trac) between northern Idaho and the plains of eastern .ontana to the .ontana Rail ,in) '.R,(. .R, operates these rail lines, but, in an important distinction, still leases the trac) from 25-7, rendering it a 25-7 bridge line. The main line between -andpoint, Idaho and 8untley, .ontana serves as an important lin) in the 25-7 networ). The .R, enters Idaho from the east near present day &abinet 1orge 4am on the &lar) 7or) River and travels <<.> miles to -andpoint near water level, where it lin)s with the 25-7 3ootenai River and $%RR -po)ane on the peninsular city of -andpoint. #s previously noted, southwest of -andpoint, the .R, has trac)age rights over 25-7s 3ootenai River line for =*.> miles in Idaho toward -po)ane.<< 0perationally, the .R,s 7ourth -ubdivision in Idaho operates under centrali;ed traffic control '&T&( on &lass = trac) for part of its Idaho extent, allowing maximum freight train speeds of 60 mph.<= 4espite its high speeds and advanced traffic control, the capacity of .R,s 7ourth -ubdivision is slightly limited due to terrain and its single trac) main line, but the line does have numerous passing sidings. The line moves approximately "* trains a day.<> The .R, is privately owned by the 9ashington &ompanies, but independently operated from its .issoula, .ontana, offices. It employs @>0 people system wide.<6
Short (ine Railroads

-hort line railroads, also )nown as &lass III lines, are local in nature, run few daily trains, and usually provide niche, individuali;ed services for customers that the larger railroads may be unable to offer. &lass III lines typically service a particular customer and give the firstHlast mile delivery service, providing access to and from the transcontinental system for their products and supplies. Table 2-1 provides trac) mileage and trac)age rights for all lines, including &lass III operations, while Figure 2-& provides a map of the short lines in the state. The following provides more detailed information on each of the shortlines and is in order of traffic volumes. )astern Idaho Railroad The Eastern Idaho Railroad 'EIRR(, a subsidiary of 9#T&0 &ompanies Incorporated, is the states second largest railroad in active trac) with !6=.> miles. It is comprised of two lines, one extending northeast from Idaho 7alls, and another located near Twin 7alls. 2oth lines service mainly agricultural customers,

including dairy industry feedsHproducts and growers and pac)agers of sugar beets, potatoes, and beans.<+ The two EIRR networ)s moved nearly =*,=!= carloads in !0"!.<* To the east, the EIRR has ""<.! miles of trac) on four lines northeast of Idaho 7alls, extending toward the 1rand Tetons and Gellowstone 5ational %ar). The EIRR service includes connectivity to larger regional towns including Rexburg and -aint #nthony. These lines funnel into Idaho 7alls and connect with the $%RR .ontana -ubdivision. To the west, the EIRR operates ">".< miles of trac) in a spider web of lines serving the agricultural interests of the .agic /alley, including the city of Twin 7alls, and the regional towns of Ferome, 2urley, 2uhl, and 9endell. These lines funnel into a connection with the $%RR 5ampa -ubdivision at .inidon)a. EIRR has trac)age rights for part of the distance between the two networ)s, between .inidon)a and %ocatello.<@ The EIRR is operated out of Twin 7alls. *reat &orth'est Railroad The 1reat 5orthwest Railroad '15RR(, a subsidiary of 9#T&0 &ompanies Incorporated, now only has =.< miles of trac) remaining in Idaho. The railroad company once owned much of the 21&. but those lines were sold within the last five years. &urrently, the 15RR handles switching and terminal duties for the %ort of ,ewiston, where it moved <,@!" carloads in !0"", a slight decrease over !0"0.=0 The 15RR operates more main line trac) in 9ashington west of ,ewiston and provides connectivity to the $%RR and 25-7 systems for the 21&. and any cargo entering the port.=" %oise +alley Railroad In !00@, 9#T&0 &ompanies Incorporated purchased two $%RR lines servicing industrial and agricultural interests in the busy &aldwell65ampa6.eridian62oise corridor of the Treasure /alley. The purchase involved the Idaho 5orthern and %acific Railroad 'I5%R(, which had leased the lines from the $%RR. #s a result, the 2/RR now operates <+."@ miles of trac) in the region for a reported *= customers, carrying potatoes, lumber, fertili;er, and fuel=!, on two lines ? the ""6mile 9ilder 2ranch line and the <"6mile 2oise &ut60ff. Together, the lines moved *,+0= car loads in !0"! and are forecasted to move "!, ="* in !0"<.=< The 2/RR also secured trac)age rights over the $%RR 8untington and 5ampa -ubdivisions, part of the $%RR 5orthwest &orridor transcontinental line that lin)s its two branch services. #ccording to the 2/RR, the railroad also will assume switching duties for yards and sidings in the area.== The mileage reported in this report for 2/RR was generated via 1I- analysis of the active trac) and differs slightly from the mileage reported by the carrierD the =!." miles of active trac) were determined to be 2/RRs li)ely extent.iii
iii
-ources for rail mileage calculations include data from Idahos railroads and 1I- files. 9here some data are contradictory, professional Audgment was used when determining active rail locations and mileage. In some cases, railroads reported mileage that appeared inconsistent with geography.
Page 2 11

Idaho &orthern and aci!ic Railroad 0perating "0".< miles of trac) on old $%RR line in Idaho along the %ayette River, the Idaho 5orthern and %acific Railroad 'I5%R( serves timber industries north of the Treasure /alley region. Its single Idaho rail line, called the &ascade 2ranch, connects to the $%RR 8untington -ubdivision at %ayette on the 0regon border and terminates in the -awtooth Range at &ascade. The movement of timber goods and most train traffic has been curtailed largely due to the closure of the 2oise &ascade sawmill in &ascade in !00", concluding a series of timber facilities along the route.=> The I5%R now operates a tourist train called the Thunder .ountain ,ine on the route=6and some freight trains, moving !,+0* carloads on the line in !0"".=+ The railroad is a subsidiary of the Rio 1rande %acific &orporation but has its local operations based out of Emmitt.=* The railroad operations additional freight lines in 0regon but recently relin:uished its lease on $%RR branch lines in the Treasure /alley. The 2/RR now operates those lines. St. Maries Ri,er Railroad The -t. .aries River Railroad '-T.#( is classified as a &lass III switching and terminal railroad. #pproximately <> miles north of the 21&., the +!.<6mile -T.# system feeds the $%RR 9allace -ubdivision. The -T.# was originally organi;ed by %otlatch &orp., a real estate investment trust which expanded into lumber products. The -T.# mostly handles raw timber products and finished lumber goods such as plywood and inbound carloads of magnesium chlorite.=@ It is one of the more lightly used lines in the state handling only ",+"0 carloads in !0"".>0 The -T.# includes a "@6mile main line between -t. .aries and %lummer, on the &oeur d#lene Reservation, and a ><6mile branch line between -t. .aries and 2ovill, which was condemned by the $7orest -ervice in "@*6.>" #t 2ovill, the line once connected to the 25-7, but the &lass I railroad has abandoned that line, leaving the area without rail service. The -T.# still maintains a connection with the $%RR 9allace line at %lummer, which in turn connects to -po)ane. %o-nti!-l *rain and Craig Mo-ntain Railroad The 2ountiful 1rain and &raig .ountain Railroad '21&.(, a subsidiary of 9illiams 1roup, Incorporated, came into existence through a series of trac) purchases, leases, and transfers involving railroad interests around the ,ewiston area. These transactions culminated within the last > years in the organi;ation of two lines which funnel timber and agricultural products from the southern &learwater River watershed into the ,ewiston area. This area includes a small portion of the %alouse region plus timber producing regions in the uplands. .any of the products carried by 21&. trains are shipped on 1reat 5orthwest Railroad '15RR( trac)s via trac)age rights to barges at the %ort of ,ewiston, or transferred to the 15RR for transportation into 9ashington and interchanges with the $%RR and 25-7. The 21&. is technically classified as a &lass III switching and terminal railroad, li)ely due to its interaction with the %ort of ,ewiston, although port documents show that the 15RR operates its feeder lines>!. The 21&. operates "!6.6 miles of trac) over two lines ? a >"6mile short line between -paulding
Page 2 12

and &ottonwood partially along ,apwai &ree), and a +>.>6mile line at water grade along the &learwater River from 3oos)ia toward ,ewiston.>< The latter line collects the former and interchanges with the 15RR. Traffic is light on the &ottonwood line, with no service reported beyond &uldesac, according to 9illiams 1roup, the railroad owner.>= %rospects for resumption of service to &ottonwood were dimmed when a wooden trestle north of 9inchester was destroyed by a brush fire in !0"". end .reille +alley Railroad The %end 0reille /alley Railroad '%0/#( originally did not serve Idaho. The original line from .etaline to 5ewport, along the %end 0reille River, served timber and raw material processors in 9ashington and was operated by the .ilwau)ee Road. 9hen the .ilwau)ee Road filed to abandon the line in "@+@, the citi;ens of %end 0reille &ounty decided to save the railroad ? and the local businesses dependent upon its service ? by forming a port authority to continue operations.>> The %ort of %end 0reille still owns the line but was forced to expand into Idaho as a hedge against a faltering local economy. Through a series of leases and trac)age rights exchanges with 25-7, the railroad now stretches to 4over over the old 1reat 5orthern Railroad transcontinental alignment. 5ear -andpoint, the line terminates at the core routes of three maAor railroad companies ? the 25-7s 1reat 5orthern &orridor, the $%RRs -po)ane -ubdivision, and the .ontana Rail ,in)s 7ourth -ubdivision. The %0/# operates !>.+ miles of trac) in Idaho between -andpoint Function and the 9ashington state line, including service to %riest River, I4. -even regular shippers are listed on %0/#s website and the port operates a tourist train.>6 United States *o,ernment The federal government owns !=.< miles of trac) on government property inside the boundaries of two high6security facilities in southern Idaho ? the Idaho 5ational ,aboratory 'I5,( northwest of Idaho 7alls and .ountain 8ome #ir 7orce 2ase between the Treasure and .agic /alleys.>+ $%RR has trac)age rights over these lines and both terminate at $%RR railroad. The $%RR -coville -ubdivision serves the I5, and the $%RR 5ampa -ubdivision connects to .8#72. /ashington and Idaho Rail'ay The 9ashington and Idaho Railway '9IR( is head:uartered in Rosalia, 9ashington, and operates two short lines in the %alouse region. 2oth lines enter Idaho from 9ashington then travel east. The "6.*6 mile 8arvard branch line originates in 9ashington near the town of %alouse and follows the %alouse River east through %otlatch and 8arvard, hauling a mixture of timber and agricultural products.>* The shorter 9IR Idaho line moves east through %ullman, 9ashington, before terminating at %erimeter 4rive Aust prior to downtown .oscow. This line does not appear to have any customers in Idaho, but it eventually connects with the 9IR 8arvard branch near %alouse. The 9IR operates "@." miles of trac) over these two lines.>@ 9ashington -tate assisted the railroad financially in the continued operations of some of the companys lines, which has connections with the 25-7 southwest of -po)ane, 9ashington.60 9ashington -tate,
Page 2 13

Fig-re 2-0. Idaho Short line Rail &et'ork
Source: ITD, FRA, Oak Ridge Natl Lab., Railroads!1
Page 2 14

with the %ort of 9hitman &ounty, also prepared a federal stimulus application to build a shuttle loader grain facility capable of accommodating ""06car single6unit shuttle trains on the 9IR system. &urrently, the 9IR can only operate !66car grain trains and cannot run cars weighing more than !6*,000 pounds.6! #s part of the application, the state and port sought to upgrade several bridges on the 9ashington side of the railroad in an effort to ma)e them compliant with the needs for !*6,000 pound grain hoppers, which could be used in the shuttle loader operations.
Intermodal and Transload Facilities

The state does not contain any large rail classification yards or intermodal container yards. 8owever a recent feasibility study regarding locating a freight multimodal facility in the 2oiseHTreasure /alley area concluded that 2oise is a natural nexus for such a facility due to the geographic distribution of industries, rail and highway infrastructure. The study also concluded that a transload and industrial par) site appeared to be a potentiallyviable opportunity. &urrently the maAority of transload terminals in Idaho consist of grain companies that use rail transport, in both northern and southern Idaho, and several truc) terminals providing logistics services located in southern Idaho. Existing intermodal facilities in Idaho are identified in Figure 2-*. 0ther notable intermodal facilities in neighboring states includeI S"okane 1 Inland )m"ire 2istrib-tion Systems3 Inc. #I)2S$ The closest intermodal facility to &lass I rail lines in north Idaho is Inland Empire 4istribution -ystem, Inc. 'IE4-(, a transloading facility located in the -po)ane Industrial %ar), approximately ! miles north of I6@0, and immediately south of -R6!@0 'which becomes -86>< in Idaho(. The IE4- facility, which includes =00,000 s:. ft. of warehouse space, "!0,000 s:. ft of uncovered space, an overhead crane, a "66ton for)lift, and segregated facilities for consumer, chemical, industrial, and forest products. 2oth 25-7 and $%%R provide service to facility.6< S"okane Intermodal Facility 1%&SF 25-7 also has an intermodal facility located at "*00 5. 4ic)ey -treet, -po)ane. It is typically trailer on flatcar 'T07&( service that is mar)eted through an Inter modal .ar)eting &ompany 'I.&(. &ontainers are loaded at the transload facility, with service available between -po)ane, -t. %aul, .5, and &hicago, I,.6= Salt (ake City Intermodal Facility In southern Idaho, the closest intermodal terminal is located in over <00 miles from 2oise, in -alt ,a)e &ity. The -alt ,a)e &ity Intermodal Terminal is owned and operated by $%RR. The facility provides four '=( loadingHunloading trac)s, with capacity to handle 60 intermodal double stac) rail cars. 7ive storage trac)s were built to stage up to @0 additional intermodal double6stac) rail cars and one mobile pac)er to lift containers.6>
Page 2 1

Figure 2-*+ Idaho Rail Inter%odal,Transload Network
Source: "o#sulta#t A#al$sis o% NTAD I#ter&odal Facilities Database
Rail ."erational Characteristics

The following )ey operational conditions were analy;edI train volumesD double stac)ing and dimensional shipment capability of rail linesD weight restrictionsD embargoed linesD and rail safety. Each investigation utili;ed a set of publically available data, often from multiple sources, to reach conclusions about the operational characteristics of the Idahos rail lines. Information sources included federal or state transportation dataset or from the railroad companies directly.
Section 2: Idahos Rail System April 10, 2013 Page 2 1!

Total Trains The average number of daily trains on each &lass I line was analy;ed based on information from 25-7 and $%RR. Train volume values for the &lass II and &lass III lines were generated by using a combination of railroad company data, &lass I company data, federal and local data, and railroad crossing data from the 7ederal Railroad #dministration. #s Figure 2-) illustrates, the busiest corridor in the state is in northern Idaho, where the 25-7 1reat 5orthern &orridor handles transcontinental traffic between the 9est &oast and &hicago. The corridor also contains the .ontana Rail ,in)s 7ourth -ubdivision, which wor)s in concert with the 25-7 1reat 5orthern &orridor, and the $%RRs international service to &anada via the -po)ane -ubdivision. The $%RR 5orthwest &orridor operates a large number of trains, as does its north6south core service in the state on the $%RR 0gden and .ontana -ubdivisions. # maAority of the short lines see less than a few daily trains, with the exception of portions the EIRR lines from Rupert to .inidon)a and in central Idaho 7alls, the 2/RR, and %end 0reille /alley line west of -andpoint. 2o-ble Stacking and 2imensional Shi"ments The double stac)ing of containers on trains is an ability to stac) an intermodal container atop another to provide a rail operator more efficiency, better car ride :uality, and greater cargo capacity. # variety of double6stac)ed cars and dimensional cargo shipments 'such as heavy e:uipment, certain wind turbine components, etc( exist but not every )ind of double6stac)ed intermodal car and dimensional cargo can be accommodated on every line due to hori;ontal, vertical, or weight restrictions. These restrictions are most li)ely found on older rail lines or railroads which travel through mountainous terrain or have tunnels.66 Each line was examined to determine its ability to accommodate different double6stac)ed containeri;ed cargo or large dimensional shipments. The analysis shows that 25-7s 1reat 5orthern &orridor cannot move large oversi;ed e:uipment northeast of -andpoint due to clearance restrictions, outside of Idaho.6+ The $%RR 5orthwest &orridor has limitations regarding train lengths due to short sidings, restricting the efficiency of any intermodal or single6unit trains traveling through Idaho, but none regarding height and weight capacities.6* This allows large dimensional shipments, including the #uto Rac) 'a)a 8i6Tri,evel or #uto.ax( cars to move through to state to maAor $%RR intermodal and transload facilities adAacent to Idaho. $%RR automotive facilities exist in 0regon, 9ashington, .ontana, and $tah, where the -alt ,a)e &ity yard has capacity to unload 60 #uto.ax cars daily.6@
Page 2 1"

Fig-re 2-4. Idaho Rail &et'ork +ol-me3 5,erage Trains "er 2ay
Source: ITD, FRA, Oak Ridge Natl Lab., Railroads' Figure 2-- provides a summary of double6stac)ed intermodal car restrictions. 4ouble6stac) capability of short lines was not examined as intermodalHtransload facilities to serve these cars do not exist in Idaho outside of the %ort of ,ewiston, which can effectuate container6on6barge lifts. It is unclear how many rail transfers the port serves. /ery few short lines are li)ely to be certified to handle double6stac)ed intermodal trains due to poor geometrics and weight restrictions.
Page 2 1#

Figure 2--. Idaho Rail Network. /ouble-(tack Inter%odal $apability by ine
Source: ITD, FRA, Oak Ridge Natl Lab., Railroads'1 /eight Restrictions 2eginning in the "@+0s, rail cars manufacturers began introducing heavier, higher6capacity rolling stoc) to their customers. Recogni;ing the efficiencies these new rail cars brought to their long6haul
Page 2 1$

operations, &lass I railroads began purchasing the new cars. The trend toward heavier rolling stoc) accelerated in the "@@0s when the &lass I railroads began ordering almost exclusively !*6,000 pound cars, which were almost !0,000 pounds heavier than most of the existing stoc). In addition to the capital outlay for the new cars, rail infrastructure needed to be upgraded to accommodate the added, constant weight. 2ridges, culverts, rails, ties, ballast, and switches on some lines re:uired retrofitting. $nable to upgrade their system to meet the need for !*6,000 pound cars, some short lines began to restrict the cars from their networ)s for safety concerns until improvements could be made. ,i)ewise, &lass I railroads had to bar the heavy6axle rails cars from certain feeder lines and then plan to upgrade their trac). This pattern has persisted through the current push toward <">,000 pound cars, which have, along with double6stac)ed intermodal cars, been the new wave of transport with &lass I railroads. Railroad operators issue restrictions on the maximum allowable gross weight rail cars can have on deficient lines. Issuing weight restrictions or embargoes, which are temporary restrictions that could be in effect for years, can affect decisions regarding the types of investments to ma)e and services to offer. If only certain rail cars can serve a community due to the presence of weight6restricted trac) or bridges, that service might be curtailed or become more expensive, re:uiring more rail cars each loaded with less material than otherwise necessary. &onversely, upgrading to new trac) might allow for the operation of fewer, safer, larger, heavier cars, with more capacity, potentially increasing revenue. $pgrading trac) and bridges to accommodate heavy6axle rail cars is not always the best solution for a railroad operator. Improving operations to handle !*6,000 pound or <">,000 pound rail cars could hurt the bottom line over time if a short line extracts fees from the connecting &lass I railroad based on car delivery, not tonnage. Thus, having a rail networ) capable of handling cars with the maximum gross weight allowed can have benefits, including long6term cost savings, improved safety, and more efficient railroad service, but it might prove to be expensive and potentially terminal for some short line operators.+! #s a state, it is important for Idaho to )now the maximum allowable gross rail car weight on core lines. This study analy;ed the maximum allowable gross weight of rail cars on **@.* miles of &lass I and II rail lines 'for the remaining "<@.> miles of active trac), the data is not unavailable(. The analysis indicates that no restrictions exist on core operations 'see Table 2-* and Figure 2-0(. 7urther, +6.< of all active trac)s meet the standards for at least !*6,000 pound heavy6axle cars. -ome short lines, including nearly all of those owned by 9atco &ompanies, have upgraded their trac) andHor bridges to at least !*6,000 pound standards. 9eight restrictions of less than !*6,000 pounds do exist, however, on the $%RR &ache /alley -ubdivision, and the EIRR lines to .artin, 4elco, Elgin, #mmon, and .enan, among others.+< #ll of EIRR mainline and *= of total trac)age is !*6,000 pound capable.
Page 2 20

Table 2-*. 1ross 2a3i%u% Allowable Rail $ar 4eight $lasses by Track 2ileage 0llowa7le Rail Car 3eight Track *ileage (.ross *a;.) )&$'666 542.6 ,%5'666 762 ,5%'666 32.9 <,5%'666 232.3 Unknown 139.5 ct. o! Network
31.7 44.6 1.9 13.6 8.2
Figure 2-0. Idaho Rail Network. 5nown 4eight Restrictions
Source: ITD, AAR, FRA, ORNL., A&erica# S(ort Li#e a#d Regio#al Railroad Associatio#, Railroads')

Sa!ety Railroad accident data are collected by state departments of transportation, the 7ederal Railroad #dministration '7R#(, and the #merican #ssociation of Railroads. %roblematic rail6highway grade crossings and accident6prone rail lines were identified. 0ut6of6date, in some instances decades old, data made analysis difficult, but crossings where the accident prediction formula had been recalculated within the last two years were targeted for analysis.iv This database subset was used to identify the !> most problematic rail6highway crossings in Idaho, all of which had a predicted annual crash fre:uency of roughly 0.0> yearly crashes or greater, which is well above the standard deviation.+> #dditionally, analysts identified from the 7R# database the six crossings that experienced multiple accidents since !00*. -ee Table 2-) for a list of these crossings. It should be noted that, because of the low number of annual train6vehicle accidents occurring, the accident prediction formula typically rates those crossings with a high rating resulting in a changing in high ratings each year. Table 2-). Rail-6ighway $rossings with 2ultiple Accidents (ince 2778 City
.arwood
Road
(1ilco Rd
Railroad
%!RR -pokane %!RR 4a.pa
=ears 3ith redicted Comments 0ccidents 0ccidents>=ear

2008, 2009 2009, 2011 0.13 0.09 0.04 0.1 (ro ing 5? 1ort contain.ent area bet5een t5o road Agricultural area 3o5$angle cro ing .ultiple pur track 5it1
*inidonka 600 9a t Rd Nampa ost Falls
11t1 A7e. '0RR 'oi e 2009, 2010 4ort1 98t. (ut$2ff >a,den A7e %!RR -pokane 9"RR ;ello5 tone '4-+ @ootenai Ri7er 2008 <82=
3o5$angle cro ing near Bunction 5it1 %!RR (oeur d)Alene "ndu trial 3ead (o.ple8 inter ection 5it1 cro ing and t5o ot1er road '4-+ tran con and A.trak *&+ire Buil'er
Re;7-rg
'ur.a Rd
2011 <82=
0.09
Sandpoint
>o.e tead Rd
2008, 2011
0.08
In addition to rail6highway crossing accidents, all Idaho railroad accidents not involving highway6rail grade crossings since !00@ were identified. The number of total accidents each year since !00@ has either been consistently "> or "6, generally occurring in yards or sidings+6. -ee Figure 2-8 for a map of accidents by rail segment from !00@ to the first :uarter of !0"!. 0ut of a total of =* accidents since
iv
92#%- does not ran) crossings in terms of most dangerous due to lac) of reporting or updating in some instances by transportation authorities. Page 2 22

Fig-re 2-6. Idaho Rail &et'ork3 Rail Sa!ety
Source: ITD, AAR, FRA, ORNL'' Fanuary !00@, "@ accidents, or =0 , have occurred at $%RRs %ocatello yard. There have been a handful of main line accidents, including a derailment of four cars on the EIRR near Rexburg due to bro)en rail and an accident on $%RRs 5ampa main line near 4ietrich in which a crew failed to heed yellow, then red signals and damaged a switch when their train ran through the turnout without it being thrown for their route at a Aunction. The Railroad -afety %rogram &oordinator recorded a do;en or less annual

train6vehicle accidents at the ",!@+ public rail6highway grade crossings in the past several years. # maAority of the train6vehicle accidents resulted only in property damage. -ome train6vehicle accidents occurred at crossing with active warning devices such as bells, lights, and gates.
Rail Tra!!ic ro!iles

The emphasis of Idahos railroad operations is two6foldI "( the transcontinental system moving mostly containeri;ed goods or single6unit trains through the stateD and !( the feeder lines for that system, which connects Idahos agricultural products and raw materials to the transcontinental system for delivery anywhere in the world. The profile of Idahos freight rail traffic confirms the networ) analysis. .ost of Idahos freight rail traffic consists of through movements. #ccording to !0"0 &arload 9aybill -ample '92( data from the -urface Transportation 2oard '-T2(, *+ of all Idaho freight tonnage moving through the state neither originates nor terminates in Idaho.+* This amounts to "0",000 )ilotons of freight in !0"0 and, as described in Tables 2-- and 2-0, *< of the states @= daily trains. Traffic which either originates or terminates in Idaho each encompass roughly > of all freight tonnage, with intra local traffic comprising ! , reflecting the poor rail connectivity between northern Idaho and the southern valleys. This means that @* of all freight traveling via rail in Idaho is moving either through, into, or out of the state.+@ Carload ,s. Intermodal Tra!!ic In addition to the origins and destinations of Idaho rail freight, the 92 provides a glimpse of the types of freight service railroads provide. 4etermining the service type can help to distinguish bul) from intermodal rail traffic, information which gives rail planners powerful tools. The four service type categories includeI #uto -ervice. The delivery of automobiles via speciali;ed intermodal auto rail cars called auto rac)s and the transportation of auto partsD 2ul) -ervice. 8eavy aggregates, ore, or other mass6transported commodities, which are often delivered in an uncovered mannerD Intermodal -ervice. The transportation of containeri;ed cargo in standard6si;ed containers which are the bac)bone of the intermodal networ)D and 1eneral6.erchandise -ervice. .iscellaneous goods traveling in boxcars and other non6 intermodal or bul) commodity cars.
#n analysis of the types of goods moving on Idahos railroads continues to confirm the emphasis on transcontinental service and its feeder networ), both of which were identified in the directional rail traffic profile and statewide networ) analysis. 7or example, four trains and ","=" )ilotons of freight classified as automobile freight moved through the state in !0"0 without being unloaded, according to -T2 92 data. 0ver half of all through tonnage was classified as bul) cargo, but only a :uarter of all through trains. The difference between bul) tonnage and daily trains is li)ely due to the heavier nature of bul) rail cargo. Intermodal trains are the most common train classification amongst through trains with <+ a day.
Page 2 24

0f the "=,*"> )ilotons of goods not classified as through freight, general merchandise accounted for "",>6! )ilotons of non6through freight in !0"0, or about +* . -even of nine non6through trains involve the shipment of general merchandise. The methodology used to calculate daily trains involves using two sourcesI The number of cars or intermodal units by train service typeD and carloads from the 92 were divided by these factors to get number of loaded trains annually. In order to account for empty trains, analysts multiplied by an empty load factor from the $R&- for !00@ wor)tables, this generated a factor of ".*"*"+ for total freight traffic. 7inally, analysts multiplied the loaded train numbers with this factor, and then divided by <6> days to come up with daily trains. The results are depicted in Table 2--, which shows rail traffic in )ilotons, and Table 2-0, which shows rail traffic in daily trains. Table 2--. Rail Tra##ic by (er9ice Type by 2o9e%ent. 2717. Tons :777;s<
Ser/ice Type?8irection .eneral *erchandise
"n7o-nd 4,313 8 1,927 0 6,248
"ntra 2,291 0 54 0 2,345
O-t7o-nd 4,958 16 1,248 0 6,222
Thro-gh 31,166 15,168 53,928 1,141 101,403
Total 42,729 15,191 57,157 1,141 116,218
"ntermodal B-lk 0-to Total Source: ST* +a$bill , 1
Table 2-0. Rail Tra##ic by (er9ice Type by 2o9e%ent. 2717. /aily Trains
Ser/ice Type?8irection .eneral *erchandise "ntermodal
"n7o-nd 3 0 1 0
"ntra 2 0 0 0 2
O-t7o-nd 4 0 1 0 5
Thro-gh 21 37 21 4 83
Total 30 37 23 4 94
B-lk 0-to
Total 4 Source: ST* +a$bill , 1
Freight Flo's by Railroad Class The role of &lass I railroads is magnified due to the manner in which Idahos rail networ) developed, as has been discussed. In every analysis, the presence of &lass I transcontinental service is emphasi;ed in the data. Tables 2-8 and 2-= detail how these railroads move freight across the state. #ccording to the -T2 92, 25-7s presence is almost exclusively through traffic without robust local services of any )ind. 0nly ! of the railroads freight tonnage either originates or terminates in Idaho. Its services are comprised nearly exclusively to move traffic through Idaho on its transcontinental line.
Page 2 2

$%RRs service, conversely, is more balanced. 4espite also operating a transcontinental service, a core north6south route in the state, and a significant international connection, at most 6> of its traffic is not Idaho6bound or Idaho6generated. 9ith strong local feeder lines such as the $%RR 4ry /alley -ubdivision and the connections with the EIRR and 2/RR, two short lines with strong local services. The data from the waybill for the short lines may appear less logical, however, with most of the short line tonnage appearing as through traffic, which is impossible given Idahos networ). The 92 understates short line and regional activity for at least two reasonsD first, affiliated &lass I railroads often perform billing functions so short line movements may show up as &lass I movements on the waybill, and second, the 92 is collected from railroads terminating at least =,>00 carloads per year*0, leaving most of smaller short lines out of the sample. #s a result, while the 92 is ade:uate for outlining the role of the larger &lass I and &lass II railroads in the state, may not be accurate for &lass III operators or those terminating fewer than =,>00 carloads annually. The ;eros in the columns for the 0ther &lass I and 0ther classifications in the data indicate that these niche services may not available in Idaho, are being reported through &lass I movements, or these movements are provided by railroads with fewer than =,>00 annual terminating carloads. Table 2-8. Freight Tonnage by Origin Railroad
Railroad BNSF U Other Class " Other *R+ Total "n7o-nd 267 4,804 985 100 91 6,248 O-t7o-nd 317 5,889 16 0 0 6,222 "ntra 4 2,341 0 0 0 2,345 Thro-gh 72,782 17,256 10,691 632 42 101,403 Total 73,370 30,291 11,692 732 133 116,218
Source: ST* +a$bill , 1
Table 2-=. Freight Tonnage by /estination Railroad

Railroad BNSF U Other Class " Other Total "n7o-nd 308 5,932 7 0 6,248 O-t7o-nd 592 4,748 824 59 6,222 "ntra 4 2,341 0 0 2,345 Thro-gh 73,889 24,845 2,472 196 101,402 Total 74,793 37,867 3,302 255 116,217
Commodity Flo' &ereal grains and non6metallic minerals comprise the top two non6through commodities flowing in Idaho over rail, with significant movements of other agricultural products and raw materials, such as wood products. These findings confirm the overall pattern found in the analyses of Idahos rail networ) and rail traffic profile. Those findings suggest that the states two transcontinental services are

dominant in terms of networ) distribution and traffic flows, yet the local lines which feed the transcontinental system carries Idahos agricultural bounty and raw materials onto system. 9hen through traffic is added bac) into the commodity flow numbers, cereal grains remain predominant, but the other changes echo the overall pattern. 7or instance, mixed freight increases as a share of traffic from 0 to "0 and coal, of which Idaho has very little, increases to "= when through traffic numbers are considered. .oreover, fertili;ers, wood products, foodstuffs, and non6metallic minerals drop significantly when through train traffic is considered. 5on6metallic minerals are the top intra6Idaho commodity, while cereal grains are the most important inbound and outbound Idaho commodity in terms of tonnage. Table 2-17 goes into additional detail regarding commodity flows. Table 2-17. $o%%odity Flows by /estination
Commodity
Cereal .rains (incl-ding seed) Coal Other 0gric-lt-ral !or 0nimal Feed *i;ed Freight 3ood rod-cts 0nimal Feed and rod-cts o! 0nimal Origin' n.e.c. Basic Chemicals FertiliAers Other repared Foodst-!!s' and Fats and Oils NonB*etallic *inerals' n.e.c. -lp' Newsprint' aper' and aper7oard Coal and etrole-m rod-cts' n.e.c. 0lcoholic Be/erages 3aste and Scrap *otoriAed and (incl-ding parts) Other Total Other 1ehicles rod-cts' e;cept
"n7o-nd
1,409 502 272 03 76 730 920 416 214 221 273 231 27 87 07 861 5',C%
"ntra
54
O-t7o-nd
1,231 465 02
Thro-gh
24,161 15,781 15,431 12,008 5,102 4,997 3,809 3,427 2,392 900 1,712 1,502 1,422 928 1,214
.rand Total 26,855 16,283 16,168 12,012 6,156 5,887 4,909 4,610 3,757 3,329 2,181 1,754 1,465 1,394 1,221 8,238 &&5',&%
ercent Total 23C 14C 14C 10C 5C 5C 4C 4C 3C 3C 2C 2C 1C 1C 1C 7C &66@
@ Total w>o Thr18C 3C 5C 0C 7C 6C 7C 8C 9C 16C 3C 2C 0C 3C 0C 11C &66@
46
932 160
12 12 66 2,140
167 755 1,085 67 196 21 17 379
14 ,')C$
744 5',,,
6,619 &6&'C6)
Page 2 2"
2.2
Passenger Rail
Historical Context for Passenger Rail in Idaho

Railroads were vital to the economy and development of settlements in Idaho during the late nineteenth century. The first transcontinental railroad was completed in 1869, and bypassed southern Idaho altogether and instead ran through yoming, !tah, and "evada. #uring the 18$%s, the state&s closest freight depot was in 'elton, !tah, and the road to 'elton was well traveled by freight wagons and stage coaches for several years. hen !nion (acific completed its )regon *hort +ine through Idaho in 188,, -oise was e.cluded from the route. -ecause -oise lay in a valley creating operating problems for trains, the tiny town of 'una was the nearest connection point for visitors to -oise. /ventually, Idaho 0entral Railroad built a branch line to connect 0aldwell and "ampa with -oise, re1uiring trains to bac2 up the entire 3% miles from "ampa. In 1934, the first passenger train arrived in -oise. In 19,8, si. passenger trains stopped each day at the -oise #epot. 5ollowing completion of the interstate highway system in the 196%s, train ridership nationwide steadily declined. -oise&s 6mtra2 service was discontinued in 199$ when 6mtra2 ended the (ioneer service. Railroads that have served the *tate of Idaho with passenger rail service since the mid718%%&s are described below and illustrated in Figure 2-9. Chicago, Milwaukee, St. Paul and Pacific Railroad The 8ilwau2ee Road, officially the 0hicago, 8ilwau2ee, *t. (aul and (acific Railroad 908*t(:( RR; operated in the "orthwest from 18,$ until 198%, via its (acific 0oast /.tension through the states of 8ontana, Idaho, and ashington.81 In 19%6, construction started on the <(acific /.tension<. It roughly paralleled the two earlier =reat "orthern and "orthern (acific railroads. The route was surveyed in 19%6. The railroad company decided to cross the -itterroot 8ountains at *t. (aul (ass. This pass was chosen because of the stands of mar2etable white pine timber and also because there was no other competing railroad nearby.83 6t the end of 19$%, the railroad had carried 36$ million passenger7miles. The railroad ended private intercity passenger service in 19$1.8> Idaho Central Railway Idaho 0entral Railway built 19 miles of rail line between "ampa and -oise, Idaho. (assenger train helpers were often attached at "ampa during steam days and ran eastbound to )rchard because of the steep grade east of -oise.8, Northern Pacific Railway 0onstruction on the "orthern (acific Railway began in 18$%. The Railway operated across the northern tier of the western !nited *tates, including Idaho. The Idaho #ivision?s main routes were from (aradise,

8ontana, to @a2ima, ashington, via (asco, ashington. The division encompassed 1,13> route milesA ,66 in main line trac2s, and 64$ in branch line trac2s. The "orth 0oast +imited was operated by the "orthern (acific Railway between 0hicago and *eattle. It commenced service on 6pril 39, 19%%, and ceased operation the day before 6mtra2 began service in 6pril 19$1.84 Figure 2-9. History of Railroad in Idaho
Source: Association of American Railroads (2003)86


reat Northern Railway The =reat "orthern Railway began in *eptember 1889, and ran from +a2e *uperior at #uluth and 8inneapolisB*t. (aul west through "orth #a2ota, 8ontana, and "orthern Idaho to ashington *tate, on to /verett and *eattle, 6. The /mpire -uilder, the top transcontinental passenger train of the line, began operating daily service between 0hicago and the (acific coast in 1939. The /mpire -uilder set an all7time record passenger ridership in 19,4, with over 1.> million passenger miles.8$
Idaho Interur!an and Streetcar Railroads

*ince the early 19%%s, Idaho has been home to about 1>> miles of interurbans and four systems that served the state directlyC the -oise Dalley Traction 0ompanyA *andpoint : Interurban RailwayA +ewiston7 0lar2ston Transit 0ompanyA and the 0aldwell7Traction 0ompany. Idaho was also served by the *po2ane, 0oeur d?6lene : (alouse that e.tended from eastern ashington to western Idaho. The state&s first system did not open until 19%9.88 Interurban and streetcar railroads that have operated in Idaho from the early 19%%&s are described below. "oise Interur!an Railway The -oise Interurban Railway was part of >47mile system which served -oise, 0aldwell, "ampa, ilder and 8c"eil. The Railway was the northern e.tension of a loop system connecting the towns along the -oise River, while the -oise Dalley Railway completed the southern section. -oth systems became part of the Idaho Railway +ight : (ower 0ompany in 1913, and in 1914, became 2nown as -oise Dalley Traction 0ompany. The Railway was abandoned 1938.89 "oise #alley $raction Co%&any The -oise Dalley Traction 0ompany was the successor to the -oise Interurban Railway, and consisted of two lines e.tending from -oise on each side of the -oise River. 6 northern line served 0aldwell, and a southern line served 8eridian, "ampa and north to 0aldwell. The company was abandoned in 1938.9%
Source: 2006 Ada County Preservation Plan (6)
Page 2 30

Sand&oint ' Interur!an Railway The *andpoint : Interurban Railway began operation in 19%9, and eventually built a 47mile system connecting *andpoint and 'ootenai. It was abandoned in 191$.91
Source: City of Sandpoint Caldwell $raction Co%&any The 0aldwell Traction 0ompany began in 191>, and served areas west of 0aldwell including 8c"eil, +a2e +owell, and ilder. The operation included both freight and passenger service. It was abandoned in 193,.93
History of (%trak Ser)ice in Idaho

The "ational Railroad (assenger 0orporation 96mtra2; is a government7owned corporation organiEed on 8ay 1, 19$1, to provide intercity passenger train service in the !nited *tates. The following 6mtra2 services have operated within the *tate of Idaho 9see Figure 2-10;. North Coast Hiawatha In Fune 19$1, 6mtra2 began operating a tri7wee2ly section of the 0hicago to *eattle /mpire -uilder over the former "orthern (acific Railroad line, running between 8inneapolisB*t. (aul, 8innesota and *po2ane, ashington via southern 8ontana. +ater, this service was given the name "orth 0oast Giawatha and became a separate 0hicago7to7*eattle train operating on a variety of schedules on either a daily or tri7wee2ly basis.9> The "orth 0oast Giawatha was discontinued in )ctober 19$9 when 6mtra2 terminated service through southern 8ontana and "orth #a2ota and shifted the /mpire -uilder to -"*5 Railway&s 0ascade Tunnel route between *po2ane and *eattle.
Page 2 31

Pioneer The (ioneer began service in Fune 19$$, initially operating as a *eattle to *alt +a2e 0ity train. This restored passenger service to southern Idaho.9, In 1991, 6mtra2 shifted the (ioneer?s routing in order to restore service to yoming. The train ran as a section of the 0alifornia Hephyr only between 0hicago and #enver. In #enver, the westbound (ioneer train split off from the Hephyr and ran north to yoming, then west to )gden, then along its established route north through Idaho and west to (ortland and *eattle.94 In 199>, 6mtra2 reduced the (ioneer to three days per wee2 service in Idaho and all other points west of #enver. The service changes led to a significant drop in ridership. The route was discontinued in 199$.96 Figure 1-10. History of Amtrak Servi e - Idaho
Source: Amtra
!"
Page 2 32

*%&ire "uilder The /mpire -uilder service began in 1939, and ran between the (acific "orthwest and *t. (aul, 8innesota on the =reat "orthern. The new train was named in honor of railroad tycoon Fames F. Gill, 2nown during his life as <The /mpire -uilder< who reorganiEed several failing railroads into the =reat "orthern Railway, and e.tended the line to the (acific "orthwest in the late 19th century. In 19>1, the /mpire -uilder was rerouted, and given a faster running time of 46748 hours. In 19,$, the train had a ,4 hour schedule between 0hicago and *eattle. In 1966, the /mpire -uilder was slowed between *t. (aul and (ortland to match the slower running time of the "orth 0oast +imited service. In 19$9, fre1uency of the /mpire -uilder was further reduced to three days per wee2. In 1983, The /mpire -uilder began a seasonal daily operation.98 In 1994, 6mtra2 reduced the fre1uency of the /mpire -uilder to four times per wee2 west of *t. (aul. )n the days that the /mpire -uilder did not operate, the (ioneer service ran on a tri7wee2ly schedule via )maha, #enver, +aramie, and -oise. In 199$, the /mpire -uilder began operating on a daily schedule between 0hicago and *eattle via northern Idaho with a stop in *andpoint. 99 The /mpire -uilder celebrated its $4th 6nniversary, Fune 11, 3%%,.
*xisting Ser)ices
(%trak in the +.S. 6mtra2 operates a nationwide rail networ2, serving more than 4%% destinations in ,6 states and three 0anadian provinces on more than 31,1%% miles of routes, with more than 3%,%%% employees 9see Figure 2-11;. ,igure 2-... *xisting (%trak Syste%
Source: Amtra # 20$2
Page 2 33

6mtra2 operates 14 long distance trains on a national networ2 of routes ranging in length from $6, to 3,,>8 miles. It is the nation?s only high speed intercity passenger rail provider, operating nearly 4%I of its trains at top speeds in e.cess of 9% mph.1%% *ince 3%%%, ridership on 6mtra2 has grown by >6I. 6mtra2 has also wor2ed to improve 6mericans with #isabilities 6ct 96#6; compliance at over 1%% stations. In 5@ 3%1%, 6mtra2 earned appro.imately J3.41 billion in revenue and incurred appro.imately J>.$, billion in e.pense. In 3%%9, 6mtra2&s farebo. recovery 9percentage of operating costs covered by revenues generated by passenger fares; was the highest reported for any !.*. passenger railroad.1%1 Ridership *ince 3%%%, 6mtra2 ridership is up nearly ,, percent. In 3%1%, 6mtra2 carried nearly 39 million riders 9all7 time record; across the country using 1,418 passenger cars and ,49 locomotives. In 3%11, 36 of ,, 6mtra2 services set all7time ridership recordsA and seven 6mtra2 routes carried more than one million passengers, up from five routes in 3%1%. )verall ridership in 3%11 was 4.1 percent better than fiscal year 3%1%.1%3 6s shown in Figure 2-12! ridership has been increasing, from 3%.9 million in 3%%% to >%.3 million in 3%11.1%> Financial Performance #espite records in both revenue and ridership, 6mtra2&s operating loss for fiscal year 3%11 was J>$.6 million 99.% percent; greater than its operating loss for fiscal year 3%1%. The actual operating loss that resulted was J1%,., million 918.6 percent; less than proKected. The year7over7year increase in operating loss was due primarily to increased e.penditures on salaries, wages, and benefits, while the less7than7 budgeted operating loss was due mostly to greater7than7e.pected tic2et revenue.1%, Revenues for fiscal year 3%11 totaled J3.$ billion, J199.1 million better than revenues from 3%1%. These results were mostly due to 6mtra2 reaching its highest ridership total in 3%11.1%4 )perating e.penses for fiscal year 3%11 totaled J>.1 billion, J3>6.$ million more than 3%1%. This increase was primarily due to increased wages and overtime payments. ages for employees covered by labor agreements have increased by 1.4 percent every 6 months beginning in Fuly 3%1%, according to union agreements. 6mtra2 attributes increases in overtime to three main factorsC high vacancy rates in the engineering and mechanical departmentsA unanticipated service outage events such as disruption on the 0alifornia Hephyr route from Fune to *eptember due to flooding along portions of the line in the 8idwestA and, increased wor2 volume with 6merican Recovery and Reinvestment 6ct 96RR6; capital improvements and tie replacements.1%6 Financial Projections In its 5ive7@ear 5inancial (lan, which covers fiscal years 3%11 through 3%14, 6mtra2 proKects that costs of some operating improvement initiatives will outpace their associated revenues in fiscal years 3%11, 3%13 and 3%1>, and cause their cost recovery ratio to increase less than one percentage point during those years. Gowever, in fiscal year 3%1,, initiatives should increase their cost recovery ratio by one7half of

one percent. In fiscal year 3%14, 6mtra2 proKects that improvement initiatives will increase their cost recovery ratio by appro.imately a one7third of one percent.1%$ (%trak in Idaho In Idaho, the only current passenger rail service is 6mtra2&s /mpire -uilder. It operates on the -"*5 Railway on the =reat "orthern main line, entering Idaho near 8oyie *prings, stopping in *andpoint, and continuing southwest to *po2ane 9see Figure 2-12;. *ervice is available twice daily, with the westbound train departing *andpoint at 11C,9 p.m., and the eastbound train departing at 3C>4 a.m.1%8 )n7time performance for the /mpire -uilder is $6.3I over the past twelve months. (rimary causes of delays include trac2 and signals 9>1.6I;, train interference 9>1.3I;, and operational issues 93%.>I;.1%9 Figure 2-12. Amtrak Ridershi" F# 2000-2011
Source: Amtra
$$0
Page 2 3"

The /mpire -uilder operates over -"*5&s =reat "orthern 0orridor while in Idaho and 6mtra2 has trac2age rights for all of the line&s 1%1.6 Idaho miles. This constitutes all of 6mtra2&s presence in Idaho, although proposals have been made to develop new 6mtra2 services for southern Idaho. /ast7west service proposals include lin2ing -oise with (ortland, (ocatello with (ortland, or @ellowstone "ational (ar2 with (ortland. "orth7south service ideas include connecting *alt +a2e 0ity with (ocatello or @ellowstone via (ocatello and Idaho 5alls.111 Figure 2-1$. %m"ire &uilder Route
Source: Amtra (%trak "oardings and (lightings In fiscal year 3%11, 6mtra2 reported 4,396 boardings and alightings combined 914 daily boardings and alightings; at the *andpoint station, a drop of 4.4I over 5@3%1%. 6mtra2 attributed the drop in *andpoint passenger movements to severe flooding in "orth #a2ota, which suspended /mpire -uilder service for wee2s during the busy summer traveling months of Fune and Fuly.113 (%trak Station *andpoint is the only active passenger rail station within the *tate of Idaho with intercity service. The station only provides service to the /mpire -uilder. The station has limited services and amenities, and has no defined hours of operation, tic2et office, baggage service or enclosed waiting area, and a total of two par2ing spaces.11>
Page 2 3#

Figure 2-1$. Idaho Amtrak Servi e
Source: Amtra %mpire &uilder
Page 2 3$

*andpoint&s station was built in 1916. It is the oldest former "orthern (acific Railway 9"(; depot in Idaho, and the only passenger depot still in active use in the stateLand one of only a few nationwide that remains in operation. The station was listed on the "ational Register of Gistoric (laces in 19$>. 0ontinued deterioration of the building led to the closure of the waiting room in Fune 3%%9. 6s a result, passengers can only use an adKacent platform. In the early 3%%%s, the building&s future was uncertain as planning progressed for a reroute of Interstate 94 that was to move the highway out of the congested downtown and onto the peninsula between +a2e (end )reille and *and 0ree2 where the depot is located. The *and 0ree2 -yway bridge structure has been constructed, with the grand opening planned for the summer of 3%13.11, In the fall of 3%11, 6mtra2, the 0ity of *andpoint, and -"*5 agreed to 2eep the stop at its current location. The structure is planned to be rehabilitated using the funds that the IT# originally gave to -"*5. The waiting room will reopen to passengers, and a portion of the interior could be rented for commercial or office use. 6mtra2 also plans to build an 6#67compliant concrete platform with tactile edging.
References
1
Freight Railroads in Idaho. American Association of Railroads#
ashington, #.0. 6pril 3%11.
'nion (a ifi in Idaho. 'nion Pacific Railroad Company# )maha, "ebras2a. 8arch 3%13. Five-#ear Strategi (lan. Port of (e)iston# +ewiston, Idaho, 3%%4. M)nlineN 96ccessedC 8ay 1,, 3%13;. )reat *orth+est Railroad. atco 0ompanies. M)nlineN 96ccessedC 8ay 1,, 3%13;.
>
Federal Rail Administration 95R6;. Rail*lines+s,p.
,he History of the &*SF- A .ega y for the 21st /entury. Rail)ay -a.a/ine# &0S1 Rail)ay Company# 5ort orth, Te.as, 1999. M)nlineN 96ccessedC 8ay 1,, 3%13;.
6 $
Idaho- An Im"ortant .ink in the &*SF *et+ork. &0S1 Rail)ay Company# 5ort 3%11. 96ccessedC 8ay 1,, 3%13;.
orth, Te.as. Fune
Surfa e ,rans"ortation &oard 0S,&1 Finan e 2o ket *o. $3239+ Surface 2ransportation &oard, ashington, #.0. M)nlineN )ctober 3, 3%%9. M6ccessedC 8ay 1,, 3%13N.
FRA. Rail*lines+s,p. A Idaho ,rans"ortation 2e"artment 0I,21. 3da,oRail+s,p.A 4ak Ridge *ational .a504R*.1. 1c$4v+s,p.
1%
FRA. Rail*lines+s,p. A Idaho ,rans"ortation 2e"artment 0I,21. 3da,oRail+s,p.A 4ak Ridge *ational .a504R*.1. 1c$4v+s,p.
Page 2 38
11
FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,p. FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,p. FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,p. 'nion (a ifi in Idaho. 'nion Pacific Railroad Company# )maha, "ebras2a.
13
1>
1,
'( Information for Idaho Rail (lan. 'P 3da,o State Rail Plan Response (5620$2)+pdf. 8ay 1, 3%13. 'nion Pacific Railroad Company# )maha, "ebras2a. M pdfN.
16
14
Idaho State Rail (lan- Union Pacific Capacity Development 2012+. 'nion Pacific Railroad Company# )maha, "ebras2a. 6pril 1%, 3%11.
. 'nion (a ifi Railroad Invests 62$.1 7illion for ,ra k Im"rovements in Idaho. 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN Fune 3%, 3%11. 96ccessed 8ay 1,, 3%13;.
18
1$
'( Information for Idaho Rail (lan. 'P 3da,o State Rail Plan Response (5620$2)+pdf.
19
'nion (a ifi Average 2aily ,rains 8 2012 91. 'P 3da,o Avera.e 7aily 2rains ($8 20$2)+pdf. 8ay 1, 3%13. 'nion Pacific Railroad Company# )maha, "ebras2a. M0itedC 8ay 1,, 3%13.N pdf file format. 'nion (a ifi Average 2aily ,rains 8 2012 91. 'P 3da,o Avera.e 7aily 2rains ($8 20$2)+pdf.
3%
31
'nion (a ifi Average 2aily ,rains 8 2012 91. 'P 3da,o Avera.e 7aily 2rains ($8 20$2)+p9 FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,p.
33
'nion (a ifi Railroad Invests 610.9 7illion for ,ra k Im"rovements for Idaho Infrastru ture Im"rovements. 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN 96ccessedC 8ay 1,, 3%13;.
3>
In the 7atter of 'nion (a ifi Railroad /om"any:s Intent to A5andon the /oeur d:Alene Industrial .ead from 7( ;.3 to 7( 9.; in <ootenai /ounty! Idaho! /ase *o. '(R-R-0=-1. 3da,o Pu:lic 'tilities Commission# -oise, Idaho. "ovember 36, 3%%8. M)nlineN 96ccessedC 8ay 1,, 3%13;. FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,p.
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&*SF Rail+ay /om"any System 7a"- 7ulti"le 7ains. -ulitple*-ains*200!+pdf. Fune 34, 3%%9. &0S1 Rail)ay Company# 5ort orth, Te.as. 96ccessedC 8ay 1,, 3%13;.
'S )overnment (rinting 4ffi e. /lectronic 0ode of 5ederal Regulations. M)nlineN 96ccessed 8ay 1,, 3%13;.
36
Page 2 3
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&*SF Rail+ay /om"any- ,rains (er 2ay 8 7ain Routes! 2010 Su5division Average. 2rain*Count*20$0+pdf. 5eburary 18, 3%11. &0S1 Rail)ay Company# 5ort orth, Te.as. 96ccessedC 8ay 1,, 3%13;. &*SF Rail+ay- /learan e Restri tions for Auto7a>! 2ou5le Sta k ? Hi,ri.evel /ars. 7:lSt *and*3(evel+pdf. *eptember 3%%9. &0S1 Rail)ay Company# 5ort orth, Te.as. 96ccessedC 8ay 1,, 3%13;. &*SF Rail+ay /om"any- ,rains (er 2ay 8 7ain Routes! 2010 Su5division Average. 2rain*Count*20$0+pdf.
38
39
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AAR Railin %m5argo System 7a". American Association of Railroads# ashington, #.0. M)nlineN 98ay, 3%13;A &*SF A5andonments in the State of Idaho! 1993 to 2ate. &0S1 Rail)ay Company# 5ort orth, Te.as, 3%13 96ccessedC 8ay 1,, 3%13;A &*SF ,rain 2erails *ear @hitefish! /loses *orthern Route. ;elena 3ndependent6Record# Gelena, 8ont+ M)nlineN 96ccessedC 8ay 1,, 3%13;. &*SF Rail+ay /om"any- 4"erating 2ivision Alignment. 7ivision*Ali.nment*April20$$+pdf. 6pril 6, 3%11. &0S1 Rail)ay Company# 5ort orth, Te.as. 6ccessedC 8ay 1,, 3%13;. &*SF. /7mail from 0olleen eatherford to 8aureen =resham. Fanuary 11, 3%1>.
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Page 2 !0
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St. 7aries River Railroad 8 Servi es. St+ -aries River Railroad# *t. 8aries, Idaho. M)nlineN 96ccessedC 8ay 1,, 3%13;A St. 7aries River Railroad /om"any S,7A AC9=. 'nion Pacific Railroad Company# )maha, "eb. M)nlineN 96ccesssedC 8ay 1,, 3%13.;
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. Idaho Short .ine Bolumes. 'P 3da,o S,ort (ine =olumes+pdf. 3%13. 'nion Pacific Railroad Company# )maha, "ebras2a. MpdfN. 96ccessedC 8ay 1,, 3%13;.
St. 7aries River Railroad 8 A5out 's. St+ -aries River Railroad# *t. 8aries, Idaho. M)nlineN 96ccessedC 8ay 1,, 3%13;.
43
41
Five-#ear Strategi (lan. Port of (e)iston# +ewiston, Idaho.
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FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,p.A )reat *orth+est Railroad /om"any R*@ A$$9. 'nion Pacific Railroad Company# )maha, "eb. M)nlineN 96ccessedC 8ay 1,, 3%13.;
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D4n e that reosote at hes on fire there is no ho"eD. (e)iston 2ri:une# +ewiston, Idaho+ M)nlineN *eptember 9, 3%11. 96ccessedC 8ay 1,, 3%13.; (ort History. Port of Pend ?reille, !s2, 4ur Shi""ers. Port of Pend ?reille, !s2, ash, 3%%$. M)nlineN 96ccessedC 8ay 1,, 3%13;. ash, 3%%$. M)nlineN 96ccessedC 8ay 1,, 3%13;
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48
@ashington ? Idaho Rail+ay! In . ashington : Idaho Railway, Inc., Rosalia, ash. M)nlineN 96ccessedC 8ay 1,, 3%13;A @ashington and Idaho Rail+ay 0@IR1. &0S1 Rail)ay Company# 5ort orth, Te.as. M)nlineN 96ccessedC 8ay 1,, 3%13;. FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,p.
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@ashington State 2010-20$0 Freight Rail (lan. State1rei.,tRailPlan+pdf. #ecember 3%%9. @as,in.ton State 7epartment of 2ransportation State Rail and -arine ?ffice, *eattle, ash Mpdf N. FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,pA &*SF Rail+ay /om"any- *orth+est 4"erating 2ivision. 7iv7tl*0@%+pdf. Fanuary 1, 3%%9. &0S1 Rail)ay Company# 5ort orth, Te.as. MpdfNA 'nion (a ifi Railroad *et+ork. 'P System -ap and 20$$ 1ast 1acts, 6pril, 3%13.MpdfNA 'nion Pacific Railroad Company# )maha, "ebras2a. Mpdf NA &BRR 7a". atco 0ompanies. M)nlineN 96ccessedC 8ay 1,, 3%13;A %IRR 7a". atco 0ompanies. M)nlineN 96ccessedC 8ay 1,, 3%13;. )*R 7a". atco 0ompanies. M)nlineN 96ccessedC 8ay 1,, 3%13;A @ashington ? Idaho Rail+ay 7a". ashington : Idaho Railway, Inc., Rosalia, ash. M)nlineN 96ccessedC 8ay 1,, 3%13;.
61
63
(?. Shortline Railroad &ridge Re"la ement and Shuttle ,rain .oader Fa ility (roEe t- ,I)%RF 2is retionary )rant 2012. 0arrativeA201inal+pdf+ 3%13+ Port of @,itman County, 0olfa., ash. GpdfN. Inland %m"ire 2istri5ution Systems! In . M)nlineN 96ccessed 8ay, 3%13;. Inland (a ifi Hu5. 8odal 5act *heet O Rail final, 3%11. MpdfN 'nion (a ifi Railroad. M)nlineN 96ccessed 8ay, 3%13;.
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&*SF Intermodal *et+ork. 3ntermodal*-ap+pdf+ Fanuary, 3%%9+ &0S1 Rail)ay Company# 5ort orth, Te.as+ MpdfN9 &*SF Rail+ay Intermodal Hu5s. 3ntermodal*;u:*Addresses+pdf+ )ctober 1, 3%1%+ &0S1 Rail)ay Company# 1ort @ort,# 2eBas+ Mpdf NA%7( Ram" .o ations. 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN 96ccessedC 8ay 1,, 3%13;A )rain %levators. %levators*37+pdf+ 3%13+ &0S1 Company# 5ort orth, Te.as. MpdfNA Intermodal Fa ilities 7a". 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN 96ccessedC 8ay 1,, 3%13;A '( Information for Idaho Rail (lan. 'P 3da,o State Rail Plan Response (5620$2)+pdf9 Stakeholder intervie+ +ith ,om @alsh of 7ontana Rail .ink.
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Page 2 !2
68
7arket /overage. 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN 96ccessedC 8ay 1,, 3%13;A %7( Ram" .o ations. 'nion Pacific Railroad Company# )maha, "ebras2aA Intermodal Fa ilities 7a". 'nion Pacific Railroad Company# )maha, "ebras2aA '( Information for Idaho Rail (lan. 'P 3da,o State Rail Plan Response (5620$2)+pdf+ Automotive Fa ilities. 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN 96ccessedC 8ay 1,, 3%13;A Automotive (rodu ts. 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN 96ccessedC 8ay 1,, 3%13;A Salt .ake /ity Intermodal Fa ility. 'nion Pacific Railroad Company# )maha, "ebras2a. M)nlineN 96ccessedC 8ay 1,, 3%13;. FRA. Rail*lines+s,p. A I,2. 3da,oRail+s,p.A 4R*.. 1c$4v+s,pA &*SF Rail+ay /om"any- ,rains (er 2ay 8 7ain Routes! 2010 Su5division Average. 2rain*Count*20$0+pdfA 'nion (a ifi Average 2aily ,rains 8 2012 91. 'P 3da,o Avera.e 7aily 2rains ($8 20$2)+pdfA Idaho Short .ine Bolumes. 'P 3da,o S,ort (ine =olumes+pdf9FRA ;.02 - High+ay-Rail /rossing Inventory 2ata. 1RA Rail Cin. 3nventory >C3S$6+BlsB. 8arch 3%13. 1ederal Railroad Administration# 'S 7epartment of 2ransportation# &ureau of 2ransportation Statistics, ashington, #.0. M.ls. file formatN.
69
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Page 2 !3
96ccessedC 8ay 1,, 3%13;A 7ontana Rail .ink! In . 0@eight .imits1. American S,ort (ine and Re.ional Railroad Association, ashington, #.0. M)nlineN 96ccessedC 8ay 1,, 3%13;A St. 7aries River Railroad /o. 0@eight .imits1. American S,ort (ine and Re.ional Railroad Association, ashington, #.0. M)nlineN 96ccessedC 8ay 1,, 3%13;.
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FRA 1.03 - A identHIn ident 4vervie+ 5y StateHRegion. 1ederal Railroad Administration# 'S 7epartment of 2ransportation# ashington, #.0. M)nline report generated 3%%873%13N 96ccessedC 8ay 1,, 3%13;. FRA ;.02 - High+ay-Rail /rossing Inventory 2ata. 1RA Rail Cin. 3nventory >C3S$6+BlsBA FRA 1.03 - A identHIn ident 4vervie+ 5y StateHRegion. 1ederal Railroad Administration# 'S 7epartment of 2ransportation# ashington, #.0. 2010 /arload @ay5ill Sam"le 2ata. Surface 2ransportation &oard, 'S 7epartment of 2ransportation# ashington, #.0.
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81
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Iohnson! S. P8ilwau2ee Road )lympianC 6 Ride to Remember.Q 3%%1. Iohnson! S. PThe 8ilwau2ee Road Revisited.Q 199$. estern /.tensionC The -uilding of a Transcontinental Railroad.Q
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84
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Ameri an-Rails. om. 3da,o 3nterur:ans and Streetcar Railroads. 3%%$73%13. M)n7lineN 96ccessed 6pril 34, 3%13;. Ameri an-Rails. om. 3da,o 3nterur:ans and Streetcar Railroads. 3%%$73%13. M)n7lineN 96ccessed 6pril 34, 3%13;. Ameri an-Rails. om. 3da,o 3nterur:ans and Streetcar Railroads. 3%%$73%13. M)n7lineN96ccessed 6pril 34, 3%13;.
91 9% 89
88
/ity of Sand"oint! Idaho. Sandpoint Street Cars. 0ity of *andpoint . 3%11. M)n7lineN 96ccessed 6pril 31, 3%13;.
Ameri an-Rails. om. 3da,o 3nterur:ans and Streetcar Railroads. 3%%$73%13. M)n7lineN 96ccessed 6pril 34, 3%13;.
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94
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1%%
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'.S. 2e"artment of ,rans"ortation. Semiannual Report on Amtra Ds 1inancial and ?peratin. Performance and Savin.s from Reform, ashington #.0.- !.*. #epartment of Transportation, 3%11.
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Page 2 !"
M)n7lineN 96ccessed 6pril 11, 3%13;. '.S. 2e"artment of ,rans"ortation. Semiannual Report on Amtra Ds 1inancial and ?peratin. Performance and Savin.s from Reform, ashington #.0.- !.*. #epartment of Transportation, 3%11. '.S. 2e"artment of ,rans"ortation. Semiannual Report on Amtra Ds 1inancial and ?peratin. Performance and Savin.s from Reform, ashington #.0.- !.*. #epartment of Transportation, 3%11. '.S. 2e"artment of ,rans"ortation. Semiannual Report on Amtra Ds 1inancial and ?peratin. Performance and Savin.s from Reform, ashington #.0.- !.*. #epartment of Transportation, 3%11. Amtrak. Amtra 3da,o State 1act S,eets 20$0 and 20$$. 6mtra2 =overnment 6ffairs. 3%1%, 3%11. M)n7lineN 96ccessed 6pril 13, 3%13;. Amtrak. %mpire &uilder Sc,edule. "ational Railroad (assenger 0orporation. 3%11. M)n7lineN 96ccessed 6pril 11, 3%13;. Amtrak. Amtra %mpire &uilder ?n62ime Performance. "ational Railroad (assenger 0orporation. 3%13. M)n7lineN 96ccessed 6pril 11, 3%13;. Amtrak. Amtra Riders,ip >ro)t,. "ational Railroad (assenger 0orporation. 3%11. M)nlineN 96ccessed 6pril 1,, 3%13;. Amtrak. Pioneer Route Passen.er Rail Study. 0orporation, (.R.I.I.6. *ection 33,, 3%%9.
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ashington #.0.C "ational Railroad (assenger
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Page 2 !#
Section 3 Trends and Forecasts

Idahos ability to compete both nationally and globally depends on its diverse base of natural resources, and its workforce, and an efficient transportation system that delivers products reliably and on time. The efficiency and capacity of Idahos rail system is a critical element of this freight network. In order to plan for future rail demands and needs, it is first important to gauge how Idaho will grow what will drive the growth, and what will be the magnitude of this growth. This section discusses the factors that drive the demand for rail services in Idaho, as well as presenting high-level thoughts on factors outside of Idahos control that may influence how goods and people are carried on the rail system, including: Economy, Trade and Economic Development - this sub-section provides analysis of key trends regarding population, employment, output gross domestic product!, and industry, and describes how this may affect the use of the rail network in the future. Environment and Energy - this sub-section provides an overview of modal contributions to greenhouse gas emissions, and the possible role rail could play in meeting state "lean #ir #ttainment, as well as contributing to meeting possible $.%. emission reduction targets. Land Use and Community Impacts - this sub-section provides an overview of land uses&development patterns that may unintentionally be in conflict with local community goals, and e'plores potential mitigations that might address increases in activity. Safety and Security - this sub-section highlights federal regulatory re(uirements that pertain to future rail systems, as well as funding to ensure rail system safety.
3.1
Demographic and Economic Growth Factors
The growth of rail freight volumes in Idaho is influenced by the interplay of a variety of factors that have a bearing on transportation demand. These factors include overall population and employment growth, and the evolution of the states industrial structure. Industries, ranging from agriculture to construction have specific freight rail needs, and their growth will affect rail demand. )n the supply side i.e., the provision of rail infrastructure and (uality rail services!, the strength of Idahos rail transportation system and its ability to provide efficient rail service will affect, positively or negatively, the overall competitiveness of the states industries and its economy. #n efficient rail system can help to lower the cost of consumer goods to Idahos residents by reducing travel times, adding capacity, potentially reducing future maintenance needs on the highway network, and&or by increasing the reliability of ontime shipments. *ith a location amidst one of the fastest growing regions in the $.%. and "anada, Idahos rail network and services need to respond not only to the intrinsic growth conditions of the state, but also to the transportation and economic needs of *estern +orth #merica.
Section 3: Trends and Forecasts April 10, 2013
Page 3 1

Population ,or several decades, Idaho has ranked among the fastest growing states in population. -rowth has recently slowed, however, but Idaho is continuing to add people, even during the recession, at a higher rate than the $.%. average. #t the northern end of the .ocky /ountain *est region, Idaho is located within one of the fastest growing regions in the country and is ad0acent to the fastest growing parts of "anada as well. The pace of the states population growth puts pressure on all aspects of Idahos infrastructure: its water systems, schools, healthcare facilities, etc. In particular, the %tates freight and passenger rail transportation system must accommodate the needs of an increasing number of residents, retirees, and workers, and do so reliably, safely, and efficiently. ,or these reasons, future plans regarding Idahos infrastructure and services needs to incorporate and respond to a set of what are likely to be relatively high-population growth conditions. 1inked to consumption, population growth has a direct impact on freight transportation demand. /ore people need more goods to sustain themselves, and Idaho ranked 2th, behind three other western states +evada, $tah, and #ri3ona! in the rate of population growth between the 4555 and 4565 according to the $.%. "ensus 7ureau. Idahos population reached 6.8 million in 4566, and is now the 9:th most populous state in the country. ;opulation growth in Idaho helps to maintain and e'pand the %tates labor pool, a primary factor of production upon which the %tates businesses generate economic activity and compete. Idaho more than doubled in si3e between 6:<5 and 4565, shown in Figure 3- , and strong growth is forecast to continue into future decades. #ccording to /oodys #nalytics population pro0ections, Idaho is e'pected to add about 9=>,555 people during the ne't 45 years and will reach a population of 0ust below two million by 4595 this growth is roughly e(uivalent to adding the current population of #da "ounty to the %tate over the ne't two decades!. The rate of Idahos population growth has been, and is forecast to continue to be, significantly above the $.%. average, as shown in Figure 3-!.
Page 3 2

Figure 32,500,000
Ida"o #opulation $ro%t", &'(-!(3(
2,000,000
1,500,000
1,000,000
500,000
1970
1980
1990
2000
2010
2020
2030
Source: U.S. Census Bureau and Moodys Analytics Economy.com (forecast) Figure 3-! Ida"o)s #opulation $ro%t" Compared to t"e U*S*, &'(-!(3( Population Gro t! "nde#$ %&'()%.((
2.25
2.00
1.75
1.50
1.25
1.00 1990 1995 2000 2005 IDAHO 2010 2015 United States 2020 2025 2030
Source: U.S. Census Bureau (!istoric and US forecast)$ and Moodys Analytics Economy.com ("da!o forecast).
Page 3 3

Employment ,rom a 0obs perspective, the Idaho economy employed more than 855,555 people in 4564. %imilar to population, Idaho has also e'perienced substantial long-term increases in 0obs a tripling between 6:<5 and 4565, as shown in Figure 3-3!. $ntil recently, the rate of Idahos 0ob gains has far e'ceeded that of the nation. 7etween 6::5 and 455<, total employment in Idaho increased by <6 percent, compared to a $.%. growth rate of 4> percent, as the state added nearly 4<>,555 net new 0obs. ?espite this long record of fast gains, however, the impact of the recent recession on Idahos 0obs was worse than the nations see Figure 3-+!. Idaho lost about = percent of its total 0obs during the recession compared to about 8 percent for the $.%. #s of mid-4564, Idaho had recovered about 65,555 of the >5,555 0obs lost between 455= and 4565. *hile the recent recession and todays slower growth may relieve some pressure points on Idahos rail networks and other transportation facilities!, e'isting problems will likely resurface, and new issues arise as 0obs growth and the economy begin to recover more robustly. Figure 3-3
800,000 700,000 600,000 500,000 400,000 300,000 200,000 100,000
1970 1980 1990 2000 2010 2020 2030
Ida"o ,o-s $ro%t", &'(-!(3(
Source: U.S. *epartment of +a,or$ Bureau of +a,or Statistics and Moodys Analytics Economy.com (forecast) 1ooking into the future, employment in Idaho is e'pected to recover to 455< 0ob levels the prerecession peak! at some point in 456>. *ith continued growth, total employment in Idaho is e'pected to reach <55,555 and <><,555, respectively, in 4545 and 4595, as shown in Figure 3-+. This forecast represents moderate growth for Idaho a post 456> annual growth rate of 5.: percent!, compared to an average annual rate of 4.9 percent posted over the 6::5-4565 period. Idahos e'panding economy and recovering 0ob numbers will translate into higher demand for a full range of goods and services all possessing some form of transportation re(uirement, including many that are or will be met by rail.
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Figure 3-+ ,o-s $ro%t", &&(-!( !, Ida"o Compared to t"e U*S* -o,s Gro t! "nde#$ %&&()%.((
1.80 1.70 1.60 1.50 1.40 1.30 1.20 1.10 1.00 0.90 1990 1995 IDAHO 2000 2005 United States 2010 2012
Source: U.S. *epartment of +a,or$ Bureau of +a,or Statistics Gross Domestic Product Idahos rail transportation system helps to support the states @85 billion economy. Idahos economy as measured by gross domestic product -?;, the value of goods and services produced by a state, region, or country and a universal measure of economic si3e and activity!, grew by 96 percent between 4556 and 4566 ad0usted for inflation!, twice as (uickly as the 6> percent increase in $.%. gross -?; recorded over the same period, as shown in Figure 3-.. $nlike the states employment levels, Idahos -?;, by 4566, recovered from the recession, reaching a new record, as shown in Figure 3-/. This disparity can be e'plained by stronger rises in productivity compensating for slower growth in 0obs. #s in the past, continued economic growth in Idaho will rely on the efficient movement of goods and people to keep costs down, customers supplied, and to maintain economic competitiveness within the $.%. and world markets. The Idaho rail network can play an important role in this growth by linking to the rest of the freight network.
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Figure 3-. Ida"o and U*S* $D# $ro%t" Inde0, &&'-!( %&&')%.((
2.00 1.!0 1. 0 1.70 1.60 1.50 1.40 1.30 1.20 1.10 1.00 1!!7 1!! 1!!! 2000 2001 2002 2003 2004 2005 2006 2007 200 200! 2010 2011 "da#o $nited States
Source: Bureau of Economic Analysis$ .ro t! in real (inflation/ad0usted) G*P
Figure 3-/
Ida"o $ross Domestic #roducts "n Billions of 1(%% *ollars
$70 $60 $50 $40 $30 $20 $10 $

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
Source: Bureau of Economic Analysis
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*ith the states location at the confluence of three growing economic regions the .ocky /ountains, the ;acific "oast, and the "anadian west! overall $.%. and "anadian growth also have a direct bearing on the needs and performance of the Idaho rail transportation system. The recovery and growth of the $.%. economy in future years will translate to more goods being shipped through and processed by Idahos freight facilities. ,or these reasons, the ability of Idahos rail infrastructure to respond to these shifts in demand will affect the *ests overall competitiveness, as well as the %tates. The pace of Idahos economic growth, as measured by -?;, will be a key determinant of overall rail service demand in future decades. Aigh -?; growth linked to the increased production of goods and services will put great demand on Idahos rail infrastructure to support the e'pansion of mining, manufacturing, agriculture, and retail, distribution, and construction activities. Bach of these industries has relied on rail transportation in order to produce goods and bring them to market. )n the other hand, much slower than anticipated -?; growth will lessen pressures on Idahos transportation system but could spur interest in strategic investments to help stimulate economic growth. Industry Mi ! Idahos Economic Structure # defining economic characteristic of Idaho compared to the nation and most other states is the relative si3e of its natural resources C energy sector Figure 3-'! which includes agriculture, mining, and utilities. In addition to being the nations top potato producer, Idaho also ranks among the leading states in dairy, sheep, vegetable, wheat, and barley production. *ithin mining, Idaho produces substantial volumes of silver, molybdenum a metal used to strengthen steel!, phosphates used for fertili3er!, sand, and gravel. In 4566, the natural resources and energy sector accounted for some : percent of the Idaho economy compared to less than > percent for the nation. Figure 3-' shows the contribution of each ma0or industry sector to Idahos -?;. #lthough it is not the states largest economic sector, the relative significance of Idahos natural resources sector compared to the $.%. can be easily seen. /anufacturing is also a comparative strength in Idaho, accounting for nearly 62 percent of the economy, in contrast to 64 percent for the $nited %ates. #griculture and mining count on rail more than most sectors to transport high volume&high weight products to processing or storage facilities as well as to reach ma0or $.%. consumption markets and e'port gateways. /anufacturing also depends on rail to produce and deliver products reliably and in a cost-effective manner. /anufacturers keep inventories low to reduce costs and this re(uires a dependable, multimodal supply chain, including rail. Idahos Dfreight-intensiveE industries i.e., those that re(uire high levels of transportation inputs in order to produce! comprised 24 percent of states economy in 4566, far higher than their 9> percent share for the $.%. This indicates that Idahos economy is relatively more dependent on freight transportation, including rail, to support its economic growth and long-term competitiveness.
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Figure 3-' Structure of Ida"o Economy Compared to U*S*, !( "ndustry S!are of Economy
20% 18% 16% 14% 12% 10% 8% 6% 4% 2% 0%
Idah U.S.
Source: Bureau of Economic Analysis Figure 3-1 Structure of Ida"o Economy, !(( and !( S!are of "da!o Economy ,y "ndustry
18% 16% 14% 12% 10% 8% 6% 4% 2% 0%
2001 2011
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Idahos economy is relatively less dependent than the $.%. economy on service-related industries, including finance, real estate, and professional services professional, business, and personal!. Aowever, even as natural resources and manufacturing garner a larger share of the Idaho economy, as they did between 4556 and 4566, the services sectors continue to be the largest contributors to the states overall economic output see Figure 3-1!. %ervice industries tend to move more time-sensitive goods e.g., overnight parcel post!. The trucking and air modes have historically dominated these types of shipments, but railroads have responded, in other parts of the country, by offering scheduled services and improved reliability for parcel shipments. #s mentioned earlier, the Idaho economy, at least until the recent recession, has been growing at a significantly faster pace than the nation. This is borne out in Figure 3-&, demonstrating that Idahos share of the $.%. gross product in all ma0or industry sectors, with the e'ceptions of construction and government, increased between 4556 and 4566. In particular, the states share of the countrys manufacturing and natural resources sectors, both intensive users of rail service, grew significantly over the period. Idahos retail sector, another intensive user of rail transportation and fed by Idahos overall economic and population growth, also increased its share of national production during the 4556-4566 period. %trategic improvements to the Idahos rail transportation system to benefit rail intensive industries including manufacturing, agriculture, and mining, as well as the movement of consumer goods, can help to augment the overall competitiveness of the Idaho economy. Figure 3-& Ida"o)s S"are of t"e U*S* Economy -y 2a3or Industry Sector "da!o S!are of U.S.
0.75% 2001 0.65% 0.55% 0.45% 0.35% 0.25% 2011
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3."
En#ironment and Energy Trends
.ail service has lower greenhouse gas -A-! emissions and potentially less energy consumption than some other freight modes. 7ecause of these benefits, federal agencies are increasingly re(uiring states to address environment and energy issues in planning efforts and funding re(uests. This is also important to the state of IdahoF the Idaho ?epartment of Bnvironmental Guality ?BG! regularly monitors si' criteria pollutants in the state. *ith the e'ception of o3one, most pollutants meet the federal standards. Aowever, the 7oise metropolitan area has been categori3ed as being in nonattainment maintenance! status for o3one per the "lean #ir #ct.6 $.%. transportation sector -A- emissions are put into a global conte't when compared with transportation emissions from all countries in the world. International Bnergy #gency IB#! data for 4558 show that while the $.%. accounts for only > percent of the world population, it accounts for 46 percent of global ")4 emissions, with the $.%. transportation sector accounting for 99 percent of global transportation ")4 emissions. )verall, direct emissions from the $.%. transportation sector represent about < percent of global ")4 emissions and about 4: percent of $.%. total emissions, as shown in Figure 3- (.4 The power generation industry is the $.%.s largest -A- contributor at 92 percent of the $.%. total. #s shown in Figure 3- , emissions from light-duty vehicles, which include passenger cars and light duty trucks accounted for >: percent of $.%. transportation -A- emissions in 4558. Bmissions from freight trucks accounted for 6: percent of emissions and rail accounted for nearly 9 percent. %ince 6::5, -A- emissions from medium and heavy-duty trucks have increased << percent, growing at three times the rate of emissions from light-duty vehicles. This is the product of decreasing fuel efficiencyHas measured per ton-mile carriedHand steadily increasing demand for freight trucking. These changes were driven by an e'pansion of freight trucking after economic deregulation of the trucking industry in the 6:=5sF widespread adoption of 0ust-in-time manufacturing and retailing practices by business shippers and receivers, increasing highway congestionF and structural changes in the economy that produce higher-value, lower-weight, and more time-sensitive shipments better served by trucking. -A- emissions from freight trucks have increased at a greater rate than all other freight sources, as shown in Figure 3- !.9
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Figure 3- ( U*S* $reen"ouse $as Emissions -y End Use Economic Sector, !((/ Million metric tons C21 e3ui4alent
Source: U.S. EPA (1((5). "n4entory of U.S. Green!ouse Gas Emissions and Sin6s: %&&( to 1((7.
Figure 3-
U*S* $reen"ouse $as Emissions -y Transportation 2ode, !((/
Source: U.S. EPA (1((5). "n4entory of U.S. Green!ouse Gas Emissions and Sin6s: %&&( to 1((7$ pa.es 8/&$ 8/8($ 8/8%.
Section 3: Trends and Forecasts April 10, 2013 Page 3 11

Figure 3- ! $4$ Emissions from U*S* Freig"t Sources
Source: U.S. EPA (1((5). "n4entory of U.S. Green!ouse Gas Emissions and Sin6s: %&&( to 1((7. *hile Figure 3- ! shows that freight rail emissions are lower than truck, significant emissions are still released as a result of line-haul trains which travel long distances on intercity routesF and switchyard locomotives which move around rail yards to assemble rail cars into trains. ;assenger sources of rail emissions include urban transit, commuter, and inter-city rail. -A- emissions from freight rail have steadily increased from 6::5 to 4558, while emissions from passenger rail have increased slightly over the same period.2 Increasing freight rail activity has led to increased freight rail emissions. Aowever, simultaneous increases in fuel efficiency have counteracted this trend to slow the growth of rail -A-. In 4565, railroads moved a ton of freight with an average of 2=2 miles per gallon of fuel consumed. #ccording to the ##., railroad fuel efficiency has increased 658 percent since 6:=5, and rail transportation is currently four times more fuel-efficient than using trucks.> In light of the aggressive national -A- reduction goals which seek to reduce $.%. -A- emissions by as much as =5 percent from 455> levels by 45>5, the transportation sector could play a significant role in meeting the goal. "ertainly shifting from the use of trucks to rail for freight transport could make a positive contribution to the overall goal - according to the ##., moving the same amount of freight on rail instead of by truck would reduce average -A- emissions by <> percent8 - but do3ens of other strategies have also been proposed. These strategies each fall within four ma0or solution groups: % Introduce lo%-car-on fuels* The ob0ective of these strategies is to develop and introduce alternative fuels that have lower carbon content and therefore generate fewer transportation
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-A- emissions. Today, petroleum-based fuels account for :< percent of $.%. transportation energy use. %witching to natural gas, biodiesel, electric or other fuels for freight and rail transport is becoming more and more viable as each begins to penetrate the market and supporting infrastructure is established. Increase ve"icle fuel efficiency* The ob0ective of these strategies is to reduce -A- emissions by using less fuel per mile traveled. ,uel efficiency improvements include advanced engine and transmission designs, lighter weight materials, improved aerodynamics, and reduced rolling resistance. Improve transportation system efficiency* The ob0ective of these strategies is to improve the operation of the transportation system through reduced vehicle travel time, improved traffic flow, decreased idling, and other efficiency of operationsF improvements that can also result in lower energy use and -A- emissions. The strategies range from truck-idle reduction, to reducing congestion through Intelligent Transportation %ystems IT%! and other innovative forms of traffic management. Bfficiency can also be improved by shifting travel to more efficient modes, where such shifts are practical in terms of price and convenienceHsuch as passenger vehicle to bus or rail, or truck to rail. 5educe car-on-intensive travel activity. The ob0ective of these strategies is to influence travelers activity patterns to shift travel to more efficient modes, increase vehicle occupancy, eliminate the need for some trips, or take other actions that reduce energy use and -Aemissions associated with personal travel.<
3.3
$and %se & 'ommunity Impacts
#s states and other public sector stakeholders take an interest in harnessing the economic development potential of both freight and passenger rail pro0ects, there is increasing opportunity to have a role in proactively planning these systems while mitigating any potential negative impacts that could stem from increased activity. These impacts may arise in the form of land use conflicts, noise and light pollution, perceived safety and congestion impacts, or other deterrents from overall community (uality of life. 1and use authority is typically vested within local municipal or county governments. Aowever, the state has the opportunity to organi3e and in some cases lead! appropriate stakeholders in a discussion of land use planning relevant to freight needs so that rail investments are appropriately planned and constructed to achieve both state and local community goals. 7ecause freight volumes, and their resulting impacts, are anticipated to increase significantly in the future, growing by over 85 percent nationally! over the ne't 4> years, it is important to plan appropriately to accommodate freight-generating industries while protecting the health, safety, and (uality of life of residents. If freight planning and land-use decision-making activities are well integrated, both the public and private sector may benefit through reduced congestion, improved air (uality and safety, enhanced community livability, improved operational efficiency, reduced transportation costs, and greater access to facilities and markets. The freight community can be
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considered Da good neighborE when such a balance between economic activity and e'ternal impacts is achieved. The recently released 9:;A 9rei.!t and +and Use :and,oo6= was developed to provide transportation and land use planning practitioners in the public and private sectors with the tools and resources to properly assess the impacts of land use decisions on freight movements, as well as the impacts of freight development and growth on land use planning goals. The handbook identifies freight-related land use issues, key considerations, best practice resources, and provides direction on how to coordinate with private-sector freight stakeholders. The term DsustainabilityE in freight is a newer concept representing the balance between the positive features of freight movement 0obs, economic development, etc.! and potential negative impacts to communities and the natural environment. /any local and regional government agencies are adopting sustainable land use strategies, including strategies to accommodate freight in urbani3ed areas, and to develop freight clusters in a manner that reduces the environmental and community impacts. B'amples of sustainable freight land use strategies include industrial preservation, brownfields redevelopment, and D,reight Iillages,E all of which are considered conte't-sensitive solutions "%%!. "onte't-sensitive solutions "%%! is an approach used in transportation planning to achieve consensus among pro0ect stakeholders, and make sure that a transportation pro0ect-solutions are keeping with the conte't of a communitys identity. "%% re(uires the continuous involvement of stakeholders in the process of establishing an understanding of the conte't, documenting problems and issues, identifying and evaluating alternatives, and selecting a solution. "%% can be an effective process for freight-related transportation pro0ects, as it calls for solutions that are sensitive to surrounding land uses, and it can solve the Dfreight doesnt voteE problem by bringing private-sector freight stakeholders such as shippers, receivers, and motor carriers into the planning process with community residents and leaders. The outcome of "%% when applied to freight pro0ects can be solutions that address the needs of the community, and that support from both businesses and residents. "omplete e'amples&case studies of these can be found in the 9:;A 9rei.!t and +and Use :and,oo6, however a sample of these include concepts such as: % Implementing ,.# approved Guiet Jones at rail-grade crossings in communities where train horn noise is an issue. )ther %upplemental %afety /easures %%/! at crossings may also be considered, as warranted, including temporary closure used with a nighttime-only (uiet 3one!, four-(uadrant gates, gates with raised medians or channeli3ation devices, or permanent crossing closureF )rienting facilities to minimi3e aesthetic, noise, and pollution impacts on residents, including creating easy truck entrance and egress at intermodal and port facilitiesF "reating buffers around freight generating land uses to preserve land for e'pansion and to prevent encroachment of incompatible usesF
% %
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% % $sing 3oning authority to allow only those land uses that are compatible with freight activities ad0acent to freight facilities including transload facilities!F and Bmploying -reen ;ort Technologies. ;orts have historically been hotspots for air pollution and -A- emissions, due to the high density of truck, marine, and rail traffic at these facilities. #s a result, air pollution reduction at these facilities can be achieved through use of low-emitting D-en%etE locomotives in rail yards, and electric plug-in berths so that tows do not need to idle their engines while in port.:
*hile passenger rail does not have a ma0or role in current transportation planning, due to its very limited presence in Idaho, as we look to evaluate and plan for future passenger rail service in Idaho, the idea of conte't-sensitive solutions would also apply to station areas around passenger rail service. # proven method to effectively integrate transit rail pro0ectsHand especially new stationsHinto the fabric of a community is through the application of transit-oriented design T)?! principles. The principles of T)? promote walkable, higher-density, and mi'ed-use development. These principles are applicable to other forms of passenger transportation, including commuter, intercity and high-speed passenger rail. Today, in Idaho application of this solution to rail stations may be limited as the only e'isting and e'pected future! station is for the long-distance Bmpire 7uilder service in %andpoint.
3.(
Sa)ety and Security
# safe and secure railroad system is vital to rail transportation efficiency and of utmost importance for consideration when planning for increased rail services both e'clusive freight rail service and passenger service within shared freight track& right-of-way. Key safety issues presented here include atgrade crossing safety, the introduction of positive train control ;T"!, and rail security concerns, post :&66. *ail+,ighway Grade 'rossing Sa)ety # rail-highway grade crossing is an intersection where a roadway crosses railroad tracks at the same level. 7ecause a grade crossing is a point at which more than one mode of transportation meets, both public and private entities have 0urisdiction over various aspects of the intersections. .ailroad companies own and maintain the tracks, and generally own the property right-of-way! to either side of the tracks. Aowever, the roadway at a crossing either is on a railroad easement or owned by a public entity. ;ublic crossings are those at which the highway or roadway is under the 0urisdiction of a public authority such as a municipality, and private crossings are those in which the roadway is privately owned and are not under the 0urisdiction of the public entities. 7ecause of these dual responsibilities at crossings, it is imperative that the public and private sectors coordinate to ensure the intersections are safe. The ,A*# is responsible for public grade crossing issues that affect highway safety, providing guidelines and standards for the correct design of grade crossings, the assessment of safety at a grade crossing, and appropriate placement of traffic control devices at and on the approach to a grade crossing. Aowever, states determine which public crossings are in need of improvements and rely heavily on

federally supplied funds, known as %ection 695 funds, to make improvements. This program allocates money to the states specifically for eliminating ha3ards at public highway-rail grade crossings. In fiscal year 4566, @445 million was allocated to the states under the %ection 695 program, an amount relatively unchanged during the last twenty years varying from @625 /illion to @6>> /illion since 6:=<!, while the number of trains and vehicles at crossings have steadily increased. This lack of increase in resources places a significant burden on the system, and with pro0ected increases in train volumes, may not sufficiently address all future safety needs in the states. $nder /ap-46, funding for the railway-highway crossing program previously funded under %ection 695, is incorporated into the new core formula program structure, with a set-aside included in the new Aighway %afety Improvement ;rogram A%I;!.65 In Idaho, the Idaho ;ublic $tilities "ommission ;$"! regulates changes to public crossings and has rail inspectors that investigate highway-rail grade crossing issues and pro0ects throughout the state. %tate safety inspectors are also responsible for inspection of rail cars carrying ha3ardous materials through Idaho. The ;$" rail inspectors work with the railroads to improve public grade crossings. #cross Idaho there are 6,4:4 public grade crossings. #ccording to data compiled by the Idaho ;ublic $tility "ommission ;$"!, as provided by rail owners, advanced warning devices lights, gates, bells, etc.! are installed at appro'imately 42.8 percent 96: devices! of the 6,4:4! public highway-rail grade crossings in Idaho please reference Figure 3- 36. # promising area for improving rail safety is crash avoidance at highway-rail grade crossings. "rash avoidance technologies include communications-based train control systems and technologies intended to improve grade crossing safety, such as motor vehicle intrusion detection systems, moveable highway barriers, median barriers, and four (uadrant gates. The .ail %afety Improvement #ct of 455= calls for a policy initiative to develop new technologies that can prevent loss of life and in0uries at highway-rail grade crossings. This will be an opportunity for the %tate of Idaho to work with local municipalities and the railroad industry to install crash-avoidance technology, where feasible.
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Figure 3- 3 #u-lic 4ig"%ay-5ail $rade Crossings
Source: "da!o Pu,lic Utilities Commission
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Positi#e Train 'ontrol ;ositive train control ;T"! is a technology designed to prevent train incidents, such preventing collisions between trains and preventing derailments caused by e'cessive speed, by incursions by trains on tracks under repair, and by trains moving over switches in the wrong position. ;T" systems are designed to determine the location and speed of trains, warn train operators of potential problems, and take action if operators do not respond to a warning. The .ail %afety Improvement #ct of 455= re(uires railroads to place ;T" systems on each "lass I carrier, sub0ect to the provisions noted in the bullets below, and each entity providing regularly scheduled intercity or commuter rail passenger transportation by ?ecember 96, 456>. ;T" systems must be installed on the following: /ain lines that regularly handle intercity or commuter rail passenger transportation, and /ain lines over which ha3ardous materials that are poisonous or to'ic by inhalation ;IA&TIA materials! are transported on other tracks as designated by regulation or order from the %ecretary of Transportation.
The rules governing ;T" define a Dmain lineE as a railroad segment that carries > million or more gross tons of freight annually. The cost of implementing positive train control on rail passenger routes may have implications on future plans for new rail passenger service. #s the cost of implementing ;T" is e'pected to range between @65 and @6< billion nationally over the ne't 45 years, this may also affect freight service to producers of ha3ardous materials, as the full cost of ;T" is not considered financially viable for rail carriers alone. *ail Security The threat of terrorism following the attacks of %eptember 66, 4556 :&66! is an important consideration in state rail planning. Aighlighting this importance, following :&66, the ##. established a .ailroad %ecurity Task ,orce. That task force produced the <errorism =is6 Analysis and Security Mana.ement Plan that was designed to enhance freight rail security. The plan remains in effect today. #s a result, freight railroads enacted more than >5 permanent security-enhancing countermeasures. ,or e'ample, access to key rail facilities and information has been restricted, and cyber-security procedures and techni(ues have been strengthened. The $.%. ?epartment of Aomeland %ecurity is the primary federal agency responsible for security in the transportation sector and, thus, the rail transportation system. The Idaho 7ureau of Aomeland %ecurity, a ?ivision of the Idaho /ilitary ?ivision, provides support to the $.%. ?epartment of Aomeland %ecurity. In the transportation sector, security is addressed mainly by identifying critical infrastructure assets and developing protection strategies for these assets. )ther agencies, such as law enforcement and railroad operators, also play a significant role in addressing rail security needs. The %trategic .ail "orridor +etwork %T.#"+BT!, a program under the ?epartment of ?efenses .ailroads and Aighways for +ational ?efense program, is designed to ensure the nationLs rail and highway infrastructure can support defense emergencies. %T.#"+BT consists of 9=,=55 miles of rail

lines that are important for national defense and provide service to 6:9 defense installations. This network ensures the readiness capability of the national railroad network to support defense deployment and peacetime needs. In Idaho, %T.#"T+BT, shown in Figure 3- +, consists of 2:= miles of track, focused on 7+%,s and $;..s east-west rail routes through the state. The railroad system in Idaho is vulnerable to trespassers and is difficult to secure. The state and the railroads should build upon the efforts of ##.s .ailroad %ecurity Task ,orce and identify key railroad yards, interchange points, and ma0or structures that may need to be secured from open public access. %ecurity strategies that could be e'amined to protect key assets include: Iideo monitoring for all ma0or structuresF $pgrading fencing and installing fencing around the perimeter of ma0or rail yardsF *orking with local and state law enforcement agencies to consistently educate, train, enforce and prosecute trespassing violations within the stateF and %ecuring vehicular access to rail rights-of-way at grade crossingsF and securing assets, such as rail e(uipment and train control signals systems.
Improved communications among railroads and all security-cleared officials at the state, emergency responder, and police agencies along with continued improvements in technology will help to ensure the security of the stateLs rail freight shipments and infrastructure. ,rom a passenger rail perspective, #mtrak is the only provider of long-distance passenger rail service in Idaho. It implements a range of security measures to improve passenger rail security, some of which are conducted on an unpredictable or random basis. These security measures, which may be conducted in stations or on board trains, include: uniformed police officers or mobile security teams, random passenger and carry-on baggage screening, use of K-: units, checked baggage screening, onboard security checks, and identification checks.
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Figure 3- + Ida"o)s ST57C8ET 8et%or9
Source: >ational <ransportation Atlas *ata,ase
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3.-
Freight Demand and Growth
The operational and spatial characteristics of Idahos rail network are functions of the states history and geography. Bven before Idaho became a state in 6=:5, the region bore witness to attempts to bridge the nation via transcontinental railroads. This legacy of providing a land bridge between the #merican industrial /idwest and the ports of the ;acific "oast, along with the states history of resource e'traction and agricultural production, still largely governs the capabilities of the states rail network. ,or e'ample, two of the historic northern transcontinental transcon! railroad alignments the +orthern ;acific .ailroad +;! and the -reat +orthern .ailroad -+! are still partially in use in the states panhandle, by the /ontana .ail 1ink and 7+%,s -reat +orthern "orridor, respectively. The result is a system where the vast ma0ority of freight rail traffic neither originates nor terminates in the state66, but is instead likely headed west to *est "oast ports or east to rail hubs like "hicago or Kansas "ity. This national movement of freight provides 0obs for Idaho residents and investments in infrastructure. Aowever, as the states ability to provide value-added services for these freight movements is restricted due to network and operational constraints and a lack of intermodal and transload facilities, Idaho has yet to reali3e the ma'imum benefit of access to the transcon system operated by 7+%, or $;... This section looks at freight rail forecasts, and analy3es Idahos freight rail system, highlighting the limitations and opportunities of the network. %pecial attention is paid to potential constraints, bottlenecks, and, gaps. #s part of this process, a level of service 1)%! calculator was used that compares daily train capacities against a number of track attributes. The results of the process provide an industry-accepted, data-driven tool to determine operational characteristics of the rail network.
Freight *ail System Forecasts

The %T7 *7 provides a reasonably accurate picture of rail flows for the base year of this study, 4565. Aowever, to further investigate the needs of freight rail system users in the future, 4565 data is forecasted to 4525. #s a single year of the %T7 *7 does not provide trends to use in this forecasting, the ,#,9 trend information for the rail system between 4565 and 4525 are applied to this analysis. The following is a description of the data used in this process. ./out 'ommodity Data Sources #s with the rail network data, there are complications in the foundational data. .ail freight volumes reported by the ,A*#s ,reight #nalysis ,ramework 9 ,#,9!, the %T7 *7, and the state ,act %heets published by the #ssociation of #merican .ailroads will be somewhat different. *hile all three of these utili3e the same data sources, the *7 reported results will differ. To understand these differences re(uires a brief review of the *7 and the ,#,9. The foundation for the *7 is an annually produced stratified statistical sample of rail traffic that is transported at some point over the $.%. rail network. # minimum sampling rate of 4.>M is applied to all rail traffic, with carriers terminating at least 2,>55 carloads re(uired to report these shipments to the
Page 3 21

%urface Transportation 7oard. Bach record contains information on various aspects of a specific move, including the actual rate billed by the railroad and its tariff or contract authority, the commodity shipped, the volume in weight, the origin railroad station and destination railroad station, the designated se(uence of rail carriers transporting the shipment from origin to destination NroutingO, and the type of e(uipment used to carry the freight. To maintain the commercial confidentiality of the parties involved, shippers and consignees are not recorded. The *7 is released in two versions, D,ullE or D"onfidential,E and D;ublic $se.E The former retains the geographic, commodity and carrier specificity provided in a waybill, while the latter is aggregated at minimum to 7B#-level geography and >-digit %tandard Transportation "ommodity "ode %T""!. ,urthermore, data elements must be geographically aggregated to contain at least three shippers and to prevent identification of an individual railroad. Thus, for some commodities confidentiality re(uirements cause reporting to occur at a national level only. #s the name states, the ;ublic $se version of the *7 is available to anyone, while the "onfidential version is only available for uses approved by the %T7, with public release of information sub0ect to confidentiality re(uirements specified by the %T7. The ,A*#s ,reight #nalysis ,ramework endeavors to provide a complete view of goods movement, using the "ommodity ,low %urvey ",%! as the foundation and incorporating other data sources, including the ;ublic $se version of the *7, ,## air cargo, international trade, and $.%. #rmy "orps of Bngineers *aterborne "ommerce data. .eleased in Puly 4565, the current ,#,9 is based on the 455< ",%, and other data. #ctivity is reported by ,#, #nalysis Jone, of which the $.%. is divided into 649 regions. %ince its initial rollout, ,#, has been updated several times, with the most recent update to version 9.4 released in ?ecember 4566. These iterations have incorporated improvements in processing methodology, and in the ?ecember 4566 release, data for 455=-4565 was added. $sing a Dback-castingE process to estimate changes in transportation demand, data for these additional years was created using historical economic and transportation system performance indicators. ,igures reported in the ,#,9 rail data differ from the confidential DfullE *7 in two ways: ,#,9 relies on the ;ublic $se *7, which results in aggregation of traffic for some commodities at geographic levels that are far larger than the ,#, 3onesF and The use of forecast-derived estimates for years other than the base year.
*hile the ,#,9 uses a disaggregation process to allocate aggregated waybill data to the appropriate ,#, #nalysis Jone, it is of necessity, not a wholly accurate process. It is further worth noting that the ,#, and *7 use different commodity classifications schemes %tandard "lassification of Transported -oods N%"T-O in the case of ,#,, %T"" for the *7!, that make direct comparisons difficult for some commodity types.
Page 3 22

The ##. utili3es the "onfidential *7 to develop the state fact sheets. Thus, the total traffic volumes listed in the ,act %heets should line up with the corresponding *7 for a given year. # well-known issue with the *7 is the underreporting of traffic handled by small railroads. #lthough the ##. is well aware of this issue, development of a straightforward methodology to correct for this error has not been developed. The ,#, does not correct for this error either. 'ommodity Flow Forecasts #s the %T7 *7 provides the most accurate picture of rail activity in the state, providing a clearer more disaggregated - picture than ,#,9, it is use as the 4565 base forecast. $ni(ue to the ,#,9 is forecast information through the year 4525, by mode and commodity. #s such, the ,#,9 was used to calculate the compound annual rate of growth "#-.! between 4565 and 4525 for rail served commodities. This "#-. was then applied to the 4565 %T7 *7 base year to generate a future rail forecast for this study. i The result is provided in Ta-le 3- . It is important to note that the forecasts are not based on the individual railroad modeling systems and that several of the railroad owners suggested using the ##. +ational .ail ,reight Infrastructure "apacity and Investment %tudy. Aowever, the recommended ##. study, which was completed in 455<, was based on data that was more than five years old, and predated the economic downturnF and, the data was only forecast through the year 459>. Therefore, the team opted to use methodology outlined above, and pro0ected the future demand through 4525, consistent with the data available from ,#,9. The summary shows that the total average "#-. for rail commodities in Idaho is 6.4M, with several commodities showing significant growth of >-percent, or more, while others show loss of >M or more. *hile "ereal -rains is the top commodity in 4565, it shows only a 5.=5M "#-.. This commodity is e'pected to be overtaken by +on-/etallic /inerals in 4525, showing a 2.5M "#-. with strong growth in In- and )ut-bound movements. # Top > commodity today, fertili3ers, is forecast to decline 6.6M, annually, but will still remain a Top 65 commodity in 4525. 7oth *ood ;roducts and )ther #gricultural ;roducts also show strong growth through 4525, inching their way up in the commodity ranking, with 4.95M and 9M "#-., respectively.
These pro0ections provide a general idea of where growth can occur and are only used to help identify potential needs in the rail freight network. These numbers should not be considered as the definitive forecasts for any individual commodity. Section 3: Trends and Forecasts April 10, 2013 Page 3 23

Table 3-1. Rail Traffic Forecast by Type of Movement by Commodity, Tons (000s Commodities Inbound Outbound 2010 2040 CAGR 2010 2040 CAGR Non Metallic Minerals, n.e.c. 221 860 4.6% 67 247 4.4% Cereal Grains includin! seed" 1,409 2,122 1.4% 1,231 1,536 0.7% Ot#er $re%ared &oodstu''s, 214 264 0.7% 1,085 2,610 3.0% and &ats and Oils (ood $roducts 76 118 1.5% 932 1,889 2.4% Ot#er A!ricultural $roducts, 272 1,327 5.4% 465 773 1.7% e)ce%t 'or Animal &eed Milled Grain $roducts and 58 296 5.6% 595 1,323 2.7% $re%arations, and *a+er, $roducts *asic C#emicals 920 742 0.7% 167 289 1.8% &ertili-ers 416 281 1.3% 755 609 0.7% Animal &eed and $roducts o' 730 609 0.6% 160 184 0.5% Animal Ori!in, n.e.c. Coal and $etroleum $roducts, 231 460 2.3% 21 55 3.2% n.e.c. Coal 502 488 0.1% Articles o' *ase Metal 33 313 7.8% 00 4.9% Alco#olic *e.era!es 27 54 2.4% 17 181 8.3% Gra.el and Crus#ed /tone 116 206 1.9% $lastics and Rubber 69 118 1.8% 16 87 5.7% (aste and /cra% 87 171 2.3% 379 Non Metallic Mineral $roducts 90 116 0.8% 00 4.0% C#emical $roducts and 14 42 3.6% 05 22 5.3% $re%arations, n.e.c. Trans%ortation 01ui%ment, 12 12 0.1% 48 44 0.3% n.e.c.
Intra 2010 2,140 54 66 46
2040 5,209 57 128 118 00 00
CAGR 3.0% 0.2% 2.2% 3.2% 1.8% 9.0%
Total 2010 2,429 2,694 1,365 1,054 737 653
2040 6,316 3,716 3,002 2,125 2,100 1,619
CAGR 4.0% 0.8% 2.0% 2.3% 3.0% 5.7%
12 12
17 08 00 00
1.1% 1.4% 0.4% 1.9%
1,100 1,183 890 252 502 33 43 116 86 466 90 19 72
1,048 898 794 515 488 313 235 206 204 171 116 63 60
0.7% 1.1% 0.1% 2.5% 0.1% 4.9% 4.2% 1.9% 3.4% 2.3% 2.4% 6.0% 1.3%
00 00 00
2.0% 2.1% 2.7%
00 11 04
9.1% 3.6%
Page 3 24

*ase Metal in $rimar, or /emi &inis#ed &orms and in &inis#ed *asic /#a%es &uel Oils Metallic Ores and Concentrates Mi)ed &rei!#t Motori-ed and Ot#er 2e#icles includin! %arts" Total
Source: STB Waybill Data and FAF3
14
52
4.5%
00
0.4%
00
4.7%
14
52
3.2%
159 04 03 07 6,248
22 04 04 10 7,285
6.3% 0.0% 1.7% 1.1% 0.5%
04 09 02
16 11 00 9,067
1.8% 5.9% 7.1% 1.3% 2,345
00
0.9%
163 13 05 07
22 20 16 10 20,484
6.3% 0.3% 3.8% 4.1% 1.2%
6,222
4,132
1.9%
14,815
Freight System Capacity Constraints

Trains Per Day - Current and Future Currently, the majority of trains operating in Idaho are moving east or west through the state, in keeping with the legacy and purpose of the historic transcon network, as shown in Fi!"re 3-1#. The average number of daily trains on each Class I line are generated based on information from BN ! and "#$$. Train volume values for the Class II and Class III lines are calculated using a combination of railroad company data, Class I company data, federal and local data, and railroad crossing data from the !$%. !rom Fi!"re 3-1#, it is clear the east&west transcon corridors operated by "#$$ and BN !, with assistance from the 'ontana $ail (ink, carry the most trains per day. There are moderate train volumes on "#$$)s north&south core services in the southeast of the state and in the Idaho #anhandle, where the "#$$ pokane subdivision provides Idaho)s rail network with its only direct access to Canada. The observed *+,* train movement patterns hold true for projected train volumes in *+-+, as shown in Fi!"re 3-1$, but the number of trains on the system increases substantially.
Page 3 25

Figure 3-15 Idaho 2012 Train Volumes
Source: FRA, ITD, Oak Ridge Natl Lab., Railroads12
Page 3 26

Figure 3-15 Idaho 2040 Potential Train Volumes
Source: o!sulta!t A!al"sis o# data $ro%ided b" FRA, ST&, ITD, Oak Ridge Natl Lab., Railroads 1'
Page 3 27

As Table 3-2 illustrates, the average trains per day (TPD) has the potential to more than doubles on all Class I main line subdivisions from 20 0 to 20!0 and nearly doubles on the Class II "ontana #ail $in%& Please note that the pro'e(ted volumes do not ta%e into a((ount the produ(tivity improvements that may be a(hieved )ith longer trains, nor other strategies that are (ontinuously being e*plored by the railroads to improve their operations and throughput& Table 3-2 RR BNSF BNSF MRL UP UP UP UP UP UP UP UP Subdivision Kootenai River Spokane Fourt "untin#ton Montana %a&pa $#den 'o(ate))o 'o(ate))o Spokane Spokane Potential Trains Per Day for ele!t "lass I and "lass II #ain $ines% 2012-2040 Terminus Sandpoint State Line Sandpoint $R Border 'o(ate))o %a&pa M(+a&&on 'o(ate))o M(+a&&on Sandpoint State Line Terminus MT Border Sandpoint MT Border %a&pa MT Border 'o(ate))o ,T Border M(+a&&on -. Border /a0tport Sandpoint
1)
TPDii 2012 2814 48 18 20 3 20 4 23 1! 8 8

1*
TPD 2040 70 105 35 54 8 52 12 57 51 20 20
%Increase 133.3% 118.8% !4.4% 170.0% 1**.7% 1*0.0% 200.0% 147.8% 1*8.4% 150.0% 150.0%
Source: FRA, ST&, (IS a!al"sis, ITD, Oak Ridge Natl Lab., Railroads , &NSF
The 20!0 train pro'e(ted volume outloo% for the state+s short lines are mi*ed, ranging from the high, gro)th rates seen )ith the Class I main line railroads, to more moderate in(reases, to a de(line in train volumes& -or e*ample, the average daily train volume for the .oise /alley #ailroad (./##) system is pro'e(ted to more than double by 20!0, )hi(h is similar to the gro)th rate, (al(ulated for the Class I main line subdivisions& Its strategi( gro)th lo(ation and the potential development of a multimodal transloading and distribution (enter may further impa(t pro'e(ted gro)th in(reases& .y (ontrast, more modest volume in(reases are e*pe(ted for both net)or%s of the 0astern Idaho #ailroad (0I##) system& The railroad operates t)o distin(t net)or%s in the state, one (entered on the "agi( /alley and T)in -alls and the other northeast of Idaho -alls, both agri(ulturally ri(h areas& 1n 0I##+s busiest line, the T)in -alls .ran(h subdivision northeast of #upert that inter(hanges )ith the 2P## trans(on line at "inido%a, the average trains per day is pro'e(ted to be ! by 20!0, an in(rease of only 2 trains& 3ome Class III short line railroads are li%ely to lose servi(e, su(h as the .ountiful 4rain and Craig "ountain #ailroad+s (.4C") line to Cotton)ood& 3ervi(e on the line in early 20 is minimal at best beyond the to)n of Culdesa(, but the line+s future prospe(ts dimmed (onsiderably in 3eptember 20 )hen a
ii
Trains per day& Page 3 28

)ooden trestle at 5in(hester )as destroyed by a brush fire& 6 The (apa(ity assessment did not assume a bridge repla(ement& Thus, no daily trains )ere assigned to the .4C" Cotton)ood line south of 5in(hester& 5hile not in(luded in this analysis, there is potential for 4#75 in(reases as the development of the Port of $e)iston in(reases& The 4#75 is the only railroad to servi(e the Port and is the only bridge railroad for all traffi( to and from the 2P## and the .73-& -urther, it is )orth noting that future traffi( on the short lines gro)th )ill be based on Idaho originating or terminating traffi( )hi(h is dire(tly related to Idaho8s e(onomi( and population gro)th, a fa(t )hi(h is not ne(essarily true on the 2P## or .73- lines, )here the ma'ority of their rail traffi( is through traffi(& Freight Rail Line Level of Service Current and Future The (urrent and pro'e(ted average daily train volumes are generated using 4I3 spatial and net)or% analyses of e*isting data& /alues representing the average number of daily trains for 20 2 on ea(h Class I line are generated based on information from .73- and 2P##& Train volume values for the Class II and Class III lines are generated by using a (ombination of short line railroad (ompany data, Class I (ompany data, federal and lo(al data, and railroad (rossing data from -#A& Pro'e(ted train volumes for 20!0 are based on 20 0 Carload 5aybill (5.) data from the 3urfa(e Transportation .oard (3T.)& A (orresponden(e bet)een the 20 0 rail profiles and (ommodity flo)s and the 20 2 average daily train data )as (reated& The average daily train volumes for 20!0 )ere (al(ulated based upon this (orresponden(e, the 20!0 3T. 5. (ommodity flo)s, and emerging trends in the transportation industry& Cal(ulating average TPD on the state+s rail system is the first step in understanding the potential (apa(ity (onstraints in the net)or% as TPD is ma'or (omponent in the $13 (omputations& It is useful to %no) ho) many trains per day a rail segment handles& 3andpoint is a long,re(ogni9ed rail (ho%epoint, )ith lines from ! different (arriers meeting and sna%ing through to)n& 3andpoint e*perien(ed an average of :; trains per day in early 20 2 and e*pe(ts to see 2; daily trains by 20!0& < 5hile residents of 3andpoint may find an additional <0 daily trains a (on(erning matter in terms of safety, (rossing delays, and noise, an in(rease of <0 trains at a ma'or bottlene(% does not indi(ate by itself the nature of the impa(t on train operations& To understand if <0 additional daily trains through 3andpoint )ill (ause operational (ongestion (a situation )hi(h has e(onomi( rather than =uality,of,life impli(ations) there is the need to %no) ho) many daily trains ea(h line (an (arry before operations are degraded& To determine this, a methodology developed by Cambridge 3ystemati(s as part of the AA# Natio!al Rail Freig+t I!#rastructure a$acit" a!d I!%est,e!t Stud", (onsiders the follo)ing (hief attributes at a rail segment level> Average TPD? Types of trains operated and fre=uen(y (single,unit trains, manifest, et(&)? Tra(% ratio, )hi(h is the ratio in length of sidings and multiple main lines to single main lines? and Type of signals or traffi( (ontrol& @
Page 3 29

The results of this analysis are valuable for understanding general system (hara(teristi(s and potential future use& 1ther variables play minor roles in the $13 (al(ulations, but rule,of,thumb (orridor thresholds are provided in Table 3-3& 2sing these guidelines, $13 values (an be assigned to rail segments that refle(t their operational (onditions& These guidelines do not ta%e into a((ount tra(% grade& As sho)n in Table 3-4, rail (orridors operating at $13 A, ., or C are operating belo) (apa(ity? they (arry train flo)s )ith suffi(ient unused (apa(ity to a((ommodate maintenan(e )or% and re(over =ui(%ly from in(idents su(h as )eather delays, e=uipment failures, and minor a((idents& Corridors operating at $13 D are operating near (apa(ity? they (arry heavy train flo)s )ith only moderate (apa(ity to a((ommodate maintenan(e and re(over from in(idents& Corridors operating at $13 0 are operating at (apa(ity? they (arry very heavy train flo)s and have very limited (apa(ity to a((ommodate maintenan(e and re(over from in(idents )ithout substantial servi(e delays& Corridors operating at $13 - are operating above (apa(ity? train flo)s are unstable, and (ongestion and servi(e delays are persistent and substantial& The $13 grades and des(riptions (orrespond generally to the $13 grades used in high)ay system (apa(ity and investment re=uirements studies& -or this study, any $13 grade of D or lo)er, representing a volume,to,(apa(ity ratio greater than 0&<, is (onsidered undesirable& An $13 grade of C or higher, )hi(h e=uates to a volume,to,(apa(ity ratio of 0&< or better, is generally a((epted as an industry goal and represents the un(onstrained flo) of trains a(ross a net)or%& Table 3-3 &'erage "a(a!ities of Ty(i!al )ail-Freight "orridors * Trains (er Day
Trains er Da! Number o" Trac#s 1 1 2 1 2 2 3 4 5 * Ke34 T! e o" $on%ro& %1S or T-+ 2BS %1S or T-+ +T+ or T+S 2BS +T+ or T+S +T+ or T+S +T+ or T+S +T+ or T+S +T+ or T+S Prac%ica& Ma'imum I" Mu&%i &e Train T! es Use $orridor( 1* 18 28 30 53 75 133 173 248 3*0 Prac%ica& Ma'imum I" Sin)&e Train T! e Uses $orridor(( 20 25 35 48 80 100 1*3 230 340 415
%1S5T-+ 6 %o Si#na)1Tra(k -arrant +ontro).
Page 3 30

2BS 6 2uto&ati( B)o(k Si#na)in#. +T+5T+S 6 +entra)i7ed Tra88i( +ontro)1Tra88i( +ontro) S30te&. %ote04 9 For e:a&p)e; a &i: o8 &er( andi0e; inter&oda); and pa00en#er train0. 99 For e:a&p)e; a)) inter&oda) train0. T e ta<)e pre0ent0 avera#e (apa(itie0 8or t3pi(a) rai) 8rei# t (orridor0. T e a(tua) (apa(itie0 o8 t e (orridor0 =ere e0ti&ated u0in# rai)road50pe(i8i( (apa(it3 ta<)e0. 2t t e re>ue0t o8 t e rai)road0; t e0e detai)ed (apa(it3 ta<)e0 =ere not in()uded in t i0 report to prote(t (on8identia) rai)road <u0ine00 in8or&ation.
Source: Natio!al Rail Freig+t I!#rastructure a$acit" a!d I!%est,e!t Stud", $re$ared #or Associatio! o# A,erica! Railroads, a,bridge S"ste,atics, Se$te,ber 2--.. Table 1-4 Volume-to-"a(a!ity )atios and $e'el of er'i!e +$, - .rades
Source: Natio!al Rail Freig+t I!#rastructure a$acit" a!d I!%est,e!t Stud", $re$ared #or Associatio! o# A,erica! Railroads, a,bridge S"ste,atics, Se$te,ber 2--.. $13 (al(ulations are generated for a base year of 20 2, using (urrent train volume and tra(% (onditions, and a future base year of 20!0, using the aforementioned train volume pro'e(tions and a theoreti(al 20!0 state)ide rail net)or%& The 20!0 rail net)or% used in the analysis is largely similar to the 20 2 net)or%& -or instan(e, the 20!0 net)or% does not assume the installment of positive train (ontrol (PTC) as a signali9ation system& There are a fe) %ey differen(es bet)een the t)o analyti(al net)or%s, ho)ever& Any %no)n planned and funded rail net)or% upgrades, su(h as the 2P##+s /!io! 0aci#ic a$acit" De%elo$,e!t 2-121 plan ;, are programmed as net)or% attributes for the 20!0 net)or%, sho)n in Table 3-5& 2P##+s identified improvements are limited to pro'e(ts funded in the short term, and no .73- improvements have been refle(ted in the 20!0 net)or%, as none )ere identified as funded by .73-& 5hile it is e*pe(ted that .73- and 2P## )ill implement (apa(ity improvements to respond to
Page 3 31

demand, if supported by the business (ase? this analysis does provide a generally indi(ator of )here demand is li%ely to generate the need for (apa(ity improvements& 7ot refle(ted in the $13 (al(ulation variables are any operational (hanges )hose impa(ts are un%no)n, at this time& Table 3-5 RR B+$M UP UP UP UP UP UP UP /no0n Im(ro'ements in!or(orated into the 2040 1et0or2 "a(a!ity #odel Terminus +rai#&ont Senter Minidoka Sidin# M(+a&&on Soda Sprin#0 Montpe)ier B%SF +ro00in# Bonner0 Ferr3 Terminus +otton=ood Ma: 2&eri(an Fa))0 Topa7 ?r3 Aa))e3 B(t -. Border $*an)e %o train per&itted Reason vo)u&e ?e0tru(tion o8 =ooden tre0t)e durin# <ru0 8ire pa00in#
Subdivision +otton=ood %a&pa %a&pa 'o(ate))o 'o(ate))o 'o(ate))o Spokane Spokane
@n(rea0e tra(k ratio to /:pan0ion o8 1.08 0idin# at Senter
@n(rea0e tra(k ratio to /:pan0ion o8 pa00in# 1.11 0idin#0 at -api and Bora @n(rea0e tra(k ratio to +on0tru(tion o8 0e(ond 2.0 &ain )ine tra(k @n(rea0e tra(k ratio to /:pan0ion o8 pa00in# 1.5 0idin#0 at Soda Sprin#0 @n(rea0e tra(k ratio to /:pan0ion o8 pa00in# 1.08 0idin# at + au00e
+oeur dC2)ene @n(rea0e tra(k ratio to /:pan0ion o8 pa00in# B(t 1.5 0idin# at +oeur dC2)ene Meado= +reek @n(rea0e tra(k ratio to /:pan0ion o8 pa00in# 1.08 0idin# at Meado= +reek
Source: /0RR27ote that )hile Table 3-5 does in(lude planned improvements as identified by the raillines, it does not in(lude other long term improvements that the raillines may implement to meet e(onomi( (onditions and future (ustomer demand& A((ording to Figure 3-13, in terms of (ongestion, the (urrent $13 of Idaho+s railroad net)or% is )ithin a((eptable levels& /ery fe) railroad segments are approa(hing their operational (apa(ity& -or almost all of Idaho+s rail lines, average daily trains are less than <0 per(ent of that rail line+s (urrent operational (apa(ity& In fa(t, the only segments e*perien(ing $13 (onditions of D, or )orse, are in .73-+s northern trans(on (orridor in the state+s panhandle& The four bottlene(%s found on .73-+s 4reat 7orthern Corridor, )hi(h in Idaho in(ludes the Aootenai #iver 3ubdivision east of 3andpoint, and the 3po%ane 3ubdivision )est of 3andpoint, are detailed in Table 3-4 and the follo)ing Class I (onstraints subse(tion& -lo)s on all other rail lines, in(luding the (ore 2P## main lines in southern Idaho, are un(onstrained& Bet, many of those lines are )itnessing (onditions approa(hing <0 per(ent of (apa(ity, or $13 C, )hi(h is fun(tional, but not ideal& In total for 20 2, only 6< miles of tra(% are at or belo) a level of servi(e D, all of it affe(ting trans(on traffi( on the .73- system in 7orth Idaho&

5ith the doubling of train volumes in 20!0, ho)ever, the 20!0 $13 map sho)n in Figure 3-15 loo%s very different than the 20 2 $13 map& "ore lines are operationally (onstrained or (ongested, espe(ially those lines that are $13 C in 20 2& The overall pi(ture is one of a (ongested main line system affe(ting all parts of the state& 5hile the Class III short lines remain mostly un(onstrained, by 20!0 it is pro'e(ted that Class I lines (an be(ome a%in to a (ongested free)ay, limiting the ability of lo(al shippers to ship goods via rail unless the railroad operators implement additional (apa(ity improvements& Figure 3-14 Idaho 2012 )ailroad $e'el of er'i!e "onditions
Source: (IS A!al"sis based o! data $ro%ided b" AAR, &NSF, FRA, /0RR 21

Figure 3-13 Idaho Pro6e!ted 2040 )ailroad $e'el of er'i!e "onditionsiii
Source: (IS A!al"sis based o! data $ro%ided b" AAR, &NSF, FRA, /0RR22
iii
Does not in(luded unplanned andCor undis(losed (apa(ity improvements& Page 3 34

Table 3-4 RR BNSF BNSF Idaho )ail egments 0ith Pro6e!ted $e'el of er'i!e "onditions of D or 7elo0 in 2012
Subdivision Kootenai River Spokane Terminus Terminus Ra&0e3 Sandpoint B(t. BonnerD0 Ferr3 MT Border TPDiv 2012 48 48 1 28 28 28 $a aci%! 3! 3! 38 38 Trac# 1 1 1 1 L,Sv F F1? ? ?
"au0er .ard Lake 'end $rei))e Brid#e BNSF Kootenai River Bo3er 6 Sandpoint BNSF Kootenai River /a0t+ro00port Source: AAR, &NSF, FRA, /0RR 2'
Table 3-3 RR BNSF

-IRR MRL UP
Idaho )ail egments 0ith Pro6e!ted $e'el of er'i!e "onditions of D or 7elo0 2040'i
Subdivision Kootenai River E Spokane T=in Fa))0 Bran( Fourt Spokane Terminus State Line Rupert 'ondera3 State Line Terminus MT Border Minidoka TPD 2040 105 14 35 20 20 54 52 52 52 51 51 51 $a aci%! 3! 18 3! 18 18 3! 3! 3! 3! 3! *4 3! Trac# 112 1 1 1 1 1 1 1 1 1 1.5 1 L,S F1? ? / F1/ F F F F F F ? F
MT Border Sand +reek Brid#e UP Spokane Sandpoint /a0tport UP "untin#ton $R Border +a)d=e)) UP %a&pa Kuna Mountain "o&e UP %a&pa B)i00 S o0 one UP %a&pa ?ietri( Mi( aud UP 'o(ate))o B)a0er $re#on Trai) Road UP 'o(ate))o $re#on Trai) ?r3 Aa))e3 5 Road Soda Sprin#0 UP 'o(ate))o ?r3 Aa))e3 6 -. Border Soda Sprin#0 Source: AAR, &NSF, FRA, /0RR2)
iv v
Trains Per Day $evel of 3ervi(e vi $evel of servi(e pro'e(tions assuming no (apa(ity or operational improvements to .73- infrastru(ture, and only limited infrastru(ture improvements as identified by 2P## as funded in the short,term, as detailed in Table 3-5& Section 3: Trends and Forecasts April 10, 2013 Page 3 3

3ervi(e in the entire .73-,4reat 7orthernD2P## 3po%ane (orridor in 7orth Idaho degrades to mostly level of servi(e ($13) of - in 20!0& Eo)ever, it is probable that .73- )ill implement infrastru(ture and produ(tivity improvements to in(rease (apa(ity during this time frame& $i%e)ise, large segments of 2P##+s trans(on rail line a(ross southern Idaho are pro'e(ted to be(ome operationally (onstrained by 20!0 (assuming no (apa(ity or operational improvements beyond the short,term improvements identified in Table 3-5-& A summary of the rail line segments )hi(h are providing a $13 of D or belo) by 20!0 is in Table 3-3& In the (ase of both trans(on (orridors, the (ause of (ongestion is simply too many trains, even single,unit trains, and not enough tra(%& It should be noted that, li%e .73-, 2P )ill li%ely implement additional infrastru(ture (apa(ity improvements to address (apa(ity (onstraints based on e(onomi( (onditions and (ustomer demand& .oth (orridors (urrently operate some of the most sophisti(ated traffi( (ontrol and signali9ation s(hemes? the .73-+s 4reat 7orthern Corridor (Aootenai #iver and 3po%ane subdivisions) employs Centrali9ed Train Control (CTC), )hile 2P## uses Automati( Train 3top (AT3) on its 7orth)est Corridor servi(e, )hi(h stret(hes a(ross the southern half of the state li%e a belt from the Treasure /alley to near .ear $a%e& 5hile ea(h (orridor has long passing sidings and instan(es of multiple main line tra(% F notably near .73-+s Eauser Bard near Post -alls and in large segments )est from Dietri(h on 2P##+s lines F by 20!0 that amount of tra(% is not enough to prevent the erosion of servi(e (onditions )ithout implementing improvements& Network Capacity on Class I Railroads BNSF The .73- #ail)ay+s 4reat 7orthern Corridor (the Aootenai #iver and 3po%ane subdivisions in Idaho) is one of the most vital pie(es of transportation infrastru(ture in the (ountry, due to its status as one of the busiest trans(ontinental rail lines& An average of !@ daily trains (urrently 'ourney through Idaho on the line, all of them heading else)here, )ith most shuttling either to the industrial "id)est or the ports on the (oast, and )ithout infrastru(ture andCor operational improvements, (ongestion )ill li%ely degrade the line further in the future& .y 20!0, the number of daily trains is e*pe(ted to in(rease to 0:, rendering the rail lin% fun(tionally (ongested throughout its e*tent a(ross Idaho+s Panhandle, from border to border, and beyond, unless (apa(ity andCor operational improvements are made& It should be noted that there is limited Idaho produ(t on this line& "any of the 4reat 7orthern Corridor+s problems stem from its history and geography& Above 3andpoint, the (orridor sits in the old 47 trans(ontinental alignment? south)est of 3andpoint, the rail)ay is aligned )ith the histori( 7orthern Pa(ifi( trans(ontinental alignment& 5hile the (onstru(tion of both the 7P+s and 47+s east,)est trans(ontinental lines from the 4reat Plains to the Pa(ifi( Coast a(ross the spine of the northern .itterroot #ange )ere engineering marvels in the late ;th Century2:, and the use of these alignments have (reated opportunities for some servi(e to northern Idaho, their (ontinued use also have brought for)ard less desirable aspe(ts of these routes& The issues )hi(h affe(t that (apa(ity of the .73- northern trans(ontinental line in Idaho in(lude a (onvoluted routing s(heme through 3andpoint, the result of the ;<0 7P,47 merger that eventually resulted in the (reation of the

.73- #ail)ay26? yard and route (ongestion in 3po%ane2<? many instan(es of single main line tra(%? and diffi(ult geometry through steep, )inding river valleys , espe(ially east of .onner+s -erry& 3ome of these defi(ien(ies are sho)n in the 20 2 and 20!0 $13 maps& -our se(tions of tra(% highlight some of the systemi( defi(ien(ies in the 20 2 $13 analysis> .73- yard at Eauser to #amsey near Athol? "ile,long bridge and asso(iated approa(hes a(ross $a%e Pend 1reille 'ust off 3andpoint, in(luding the tra(% ad'a(ent to the Amtra% depot? Bard at .oyer to .onner+s -erry? and 0ast Crossport to the Idaho,"ontana border&
All four se(tions have a $13 of D or belo), and all four se(tions are single,tra(% main lines& The Eauser to #amsey segment is part of GThe -unnelH bet)een 3andpoint and 3po%ane, a relatively straight shot of tra(% after the t)ists and turns of the river (anyons to the northeast, depositing trains after (limbing to the high point of the line near Athol2@ into the flats around 3po%ane, mu(h li%e a funnel& At the .73Eauser Bard, the main line has five tra(%s& To)ard 3andpoint to the north, ho)ever, the tra(% ratio drops to &0 before e*panding ba(% to a double main line south of Athol& The double main line (omes and goes until 'ust south of one of the biggest (ho%epoints on the line F the $a%e Pend 1reille .ridge& The 0&;,mile long bridge, )hi(h had its piers repla(ed in 200@2;, brings eastbound .73- and Amtra% trains to 3andpoint+s la%efront? the tra(% (rosses .ridge 3treet atop an older, single,tra(% bridge before a((essing the Amtra% depot& The $a%e Pend 1reille .ridge remains, ho)ever, one of the largest (ho%epoints on the subdivision and is unoffi(ially the northern terminus of GThe -unnelH into 3po%ane& A solution to the (onstrained nature of the bridge is (onstru(ting storage tra(%s on either side of $a%e Pend 1reille& These storage tra(%s (an fa(ilitate the staging of trains on either side of the bridge to allo) fleeting, a pro(ess by )hi(h several trains heading in the same dire(tion )ould traverse the bridge in (on(ert& There is, ho)ever, very little room on either side of the la%e for additional infrastru(ture, espe(ially off the northern end of the bridge, )here the rail line first lands on a tiny pie(e of land it shares )ith a par% and 23 Eigh)ay ;:, before turning more northerly to another peninsula )here the railroad, a hotel, a different par%, and the Amtra% depot o((upy a very narro) spa(e bet)een $a%e Pend 1reille and 3and Cree%& "ere yards beyond that is 3andpoint Iun(tion, )here the "#$ meets the .73-& The la(% of available spa(e may ne(essitate a different solution, su(h as (onstru(ting a ne) double, tra(%ed bridge and a se(ond main line on 3andpoint+s la%eshore in the vi(inity of the Amtra% depot, or undoing the (onvoluted routing s(heme through 3andpoint and route .73- trains on ne) tra(% along the )est side of to)n in (on'un(tion )ith, or parallel, to 2P##+s 3po%ane subdivision, thus avoiding $a%e Pend 1reille and (rossing the mu(h narro)er Pend 1reille #iver& 7orth from the $a%e Pend 1reille .ridge and 3andpoint+s Amtra% depot, the .73- Aootenai #iver 3ubdivision enters into the re,routing s(heme mentioned previously& The (urrent main line leaves the old 7P alignment and 3andpoint I(t& and (rosses the City of 3andpoint on ne)er tra(% to (onne(t to the

old 47 alignment at a pla(ed (alled .oyer& This ne)er (onne(tion )as built follo)ing the merger )hi(h formed the .urlington 7orthern #ailroadJ0, prede(essor to the .73- #ail)ay& It routes .73- trains over an at,grade (rossing )ith the 2nion Pa(ifi(+s 3po%ane 3ubdivision as )ell as t)o high)ay,rail grade (rossings before& This movement is relatively slo) due to the reverse (urve and short segment of steep grade& 1n(e (lear of .oyer, the remaining t)o segments )ith degraded levels of servi(e north of 3andpoint have many (urves and begin to enter more diffi(ult terrain as the line starts to follo)s the ban%s of the Aootenai #iver& The part of the line is single,tra(% )ith only a seven,mile segment of double main line tra(% through .onners -erry& Despite these defi(ien(ies, several double,tra(% segments on the 4reat 7orthern Corridor provide a (omfortable $13 under (urrent (onditions& .y 20!0, the potential numbers of trains on the line, ho)ever, may degrade servi(e on the entire (orridor& This in(ludes the parallel 2P## 3po%ane 3ubdivision and the "#$ line, )hi(h often a(ts as a Grelieve valveH for .73- east of 3andpoint, )hi(h are over or approa(hing operational (apa(ity in that time period& This pro'e(ted (ongestion e*tends along the line into 5ashington 3tate in both 20 2 and 20!0& There, proposals are in dis(ussion to improve the Aootenai 3ubdivision and alleviate the bottlene(%s on GThe -unnelH and farther east over the Cas(ade "ountains&J 1ne proposal titled &ridgi!g t+e 2alle" suggests adding a double or triple main line tra(% to the Aootenai 3ubdivision, improving its bridges, and providing more grade,separated (rossings& The (orridor operates under Centrali9ed Traffi( Control, so (apa(ity improvements must in(lude additional tra(% if the line is to move daily trains in an un(onstrained manner in 20!0& -or a (orridor )hi(h operates mi*ed manifest trains in addition to single,unit trains, the double tra(%, CTC,(ontrolled (apa(ity value is said to be @@ daily trains&J2 At a pro'e(ted 0: train per day, adding a third main line tra(% might be the only option to relieving (ongestion by 20!0 on the 4reat 7orthern Corridor& .73has also identified this (orridor as one of three GCorridors of Commer(eH on their net)or%, indi(ating that it )ill re(eive a higher priority for investments&JJ Network Capacity on Class I Railroads UPRR The 2P## system in Idaho is nearly eight times as large as .73-+s system in terms of tra(% miles& It operates a trans(ontinental line through the southern portion of Idaho %no)n as the 7orth)est Corridor& $i%e this lines+ northern (ounterpart on the .73- system, the 7orth)est Corridor employs a safety system that overlays the traffi( (ontrol system F Automati( Train 3top (AT3) F and it alternatively has single and double main line segments& Bet, the !J@,mile 7orth)est Corridor, )hi(h is (omprised of the Euntington, 7ampa, and Po(atello 3ubdivisions in Idaho, handles only half as many daily trains as the .73- 4reat 7orthern Corridor& Eo)ever, the 2P## lines also move more lo(al traffi(J! than the .73- system& 0ven )ith more lo(al traffi(, none of the 2P## 7orth)est Corridor segments have an $13 belo) C for 20 2& $arge segments in the (orridor re(orded a $13 C for 20 2, but there are also double tra(% main line areas )ith $13 ., notably through the Treasure /alley metro areas near .oise, 7ampa, and Cald)ell, )here many lo(al trains are operated&
Page 3 38

Currently, 2P## is implementing aspe(ts of their /!io! 0aci#ic a$acit" De%elo$,e!t 2-121 plan, a series of tra(% upgrades and (apa(ity e*pansions throughout their system in(luding Idaho&J: Currently of the : pro'e(ts in the 2nion Pa(ifi( Capa(ity Development 20 2K are either (omplete or in progress& A pri(e tag for all of the pro'e(ts outlined in the plan is not available, but upgrades to the 2P## 3po%ane 3ubdivision, )hi(h began in April 20 2, totaled L 0&; million&J6 The plan (alls for adding passing sidings at %ey (ho%epoints on the 7orth)est Corridor and (onstru(ting a se(ond main line tra(% on the 2P## Po(atello 3ubdivision as it approa(hesCe*its 1gden Iun(tion, thus filling an appro*imate 6, mile gap bet)een double tra(% main line tra(% segments& Although 2P## has not dis(losed the total (apital investments for 20 2, it has made signifi(ant investments in its infrastru(ture& -or e*ample in 20 , 2P invested L:@&! million in its Idaho system& In 20 2, the segments to be upgraded are not (onstrained or (ongested, as no 2P## rail line is e*perien(ing degraded $13 (onditions, (urrently& .y 20!0, ho)ever, several of these upgraded segments may have an $13 of D or belo), )ithout additional improvements& 2nfortunately, the pro'e(ted influ* of trains by 20!0 may strain the 2P##+s 7orth)est Corridor beyond )hat some of the (urrently planned upgrades (an address& 1f the !J@ miles (omprising the (orridor in Idaho, J0J miles or 6; per(ent (ould e*perien(e (onstrained or (ongested $13 (onditions in 20!0, )ith most of those segments garnering a $13 -, assuming no additional improvements beyond those identified in Table 3-5 )hi(h in(ludes %no)n short term improvements& -or e*ample, the rail lines leading into the Treasure /alley on either side of the .oise,7ampa,Cald)ell area may rea(h an $13 of D or belo), as (ould most of the 2P## 7ampa 3ubdivision in the middle of the 3na%e #iver Plain, and all of the Po(atello 3ubdivision east of $ava Eot 3prings& 5ith 2P## employing Centrali9ed Traffi( Control, degraded servi(e is li%ely the result of too many trains and not enough tra(%& The future (apa(ity of the 7orth)est Corridor has a more lo(ali9ed impa(t for Idaho than do the degraded (onditions on .73- 4reat 7orthern line& The 7orth)est Corridor (arries more lo(al traffi( than the 4reat 7orthern line does, and most is related to the agri(ulture and food pro(essing industries& The (orridor e*tends through Idaho+s breadbas%et and through or near < of the 0 largest (ities in the state& 7early one,third of the state+s population lives )ithin 2: miles of the line&J< The 7orth)est Corridor provides a dire(t lin% )ith other agri(ulturally ri(h areas in 1regon, 5ashington, and 2tah, and to port fa(ilities on the 5est Coast, )hi(h allo)s Idaho farmers a((ess to )orld)ide mar%ets& Any delays in delivery due to tra(% (ongestion (ould affe(t e(onomies in Idaho& Also under stress )ith pro'e(ted 20!0 volumes is the 2P## 3po%ane 3ubdivision situated in 7orth Idaho, running nearly parallel to the .73- 4reat 7orthern Corridor in the Aootenai and 3po%ane 3ubdivision& As previously stated, the t)o lines (ross three times, in(luding on an at,grade GdiamondH in 3andpoint& The 3po%ane 3ubdivision, )hi(h (onne(ts 3po%ane )ith the Canadian Pa(ifi( #ail)ay (CP##) at 0astport via 3andpoint, is not signali9ed&J@ Train management is handled through orders given to ea(h train (re), )hi(h restri(ts the (apa(ity of the line& This is )hy a modest in(rease in daily trains from @ in 20 2, to 20 in 20!0, redu(es the $13 from C to -& 2nli%e other lines )hi(h are rea(hing their operational
Page 3 39

(apa(ity, the installation of an advan(ed signali9ation s(heme, su(h as CTC, may restore the $13 ba(% to C at 20!0 )ithout adding tra(%&J; Again, this is based on fore(asts and )ould have to be analy9ed on a pro'e(t spe(ifi( basis& T)o 2P## (ore north,south main lines sho) potential for in(reased utili9ation& .oth the 1gden and "ontana 3ubdivisions are operating under (apa(ity in 20!0, and are espe(ially under (apa(ity (urrently& 5ith the 2P## 7orth)est Corridor operating )ith degraded (onditions in 20!0, there may be opportunity to route more trains south from Po(atello to)ard 3alt $a%e City, or to serve more lo(al mar%ets in the (orridor& -urthermore, ne) intermodal or freight,rail fa(ilities (ould be sited along either subdivision, and not in(rease (ongestion problems that might be seen if su(h fa(ilities )ere sited on the 7orth)est Corridor& Network Capacity on Regional Railroads The "ontana #ail $in% ("#$) is a Class II regional railroad that )as spun off by .7 in ;@<, )hi(h then agreed to lease the rails from the Class I giant )hile .7 retained o)nership of the tra(%s&!0 The "#$ operates primarily in "ontana, but the "#$+s -ourth subdivision plays a vital role for .73-+s trans(ontinental servi(e& The -ourth 3ubdivision runs bet)een 3andpoint Iun(tion, )here it inter(hanges )ith the .73- Aootenai #iver 3ubdivision near the Amtra% depot, and the "ontana border near present day Cabinet 4orge Dam on the Clar% -or% #iver& The -ourth 3ubdivision+s route is the old 7P trans(ontinental alignment, )hi(h eventually re(onne(ts )ith the .73- main line in (entral "ontana& Additionally, south)est of 3andpoint, the "#$ has tra(%age rights over .73-+s 3po%ane #iver 3ubdivision for !@&: miles in Idaho to)ard 3po%ane& $i%e)ise, .73- has tra(%age rights over the "#$ -ourth 3ubdivision& This legal and geographi( (onne(tivity allo)s .73- trains to leave its system and return seamlessly via the "#$& .e(ause .73- redire(ts its intermodal trains onto the "#$ -ourth 3ubdivision, it is not surprising that the in(rease of train volumes in 20!0 )ould affe(t the "#$& If the "#$ -ourth 3ubdivision is utili9ed by .73- in a manner similar to today, then train volumes on the line )ill gro) from @ in 20 2 to J: by 20!0, )hi(h is nearly 00 per(ent (apa(ity for a single main line tra(% )ith CTC (ontrols& Thus, the $13 for the "#$ in 20!0 is $13 0& Any solutions to relieving this (ongestion )ould li%ely involve all of the sta%eholders in the (orridor, in(luding .73- and 2P##& Eo)ever, the -ourth 3ubdivision is at )ater level for mu(h of its Idaho e*tent& A nearly mile,long single,tra(% bridge over $a%e Pend 1reille is potentially a barrier to e*pansion along )ith another, shorter bridge over the Clar% -or% #iver& -urther east from 3andpoint the line (rosses )etlands and potentially (riti(al habitat, )hi(h )ill ma%e the potential double,tra(%ing of the line more diffi(ult& Network Capacity on Short Line Railroads The $13 analysis found only one short line segment )ith (onstrained (onditions& "ost short lines operate ,2 daily trains, )ell )ithin (apa(ity envelopes for even the most rudimentary rail lines& 7ot surprisingly, the one short line segment to sho) (onstrained (onditions is also the busiest short line in Idaho F the 0astern Idaho #ailroad+s (0I##) T)in -alls .ran(h line bet)een #upert and "inido%a& This

segment (arries all 0I## trains (for the southern segment, appro*imately <0M of total volume), (entered in the "agi( /alley and (entral 3na%e #iver Plain, to the railroad+s inter(hange )ith the 2P## 7ampa 3ubdivision& The 2P## 7ampa line is part of the (ompany+s 7orth)est Corridor trans(ontinental servi(e& The T)in -alls .ran(h is not signali9ed and is single,tra(% )ith some sidings& Absolute (apa(ity for a similar line operating mi*ed,unit trains is @ daily trains&! In 20 2, the 2 daily used the T)in -alls .ran(h bet)een #upert and "inido%a, )hi(h is )ithin a((eptable (apa(ity limits& .y 20!0, the number of average daily trains on the segment is e*pe(ted to in(rease to !, )hi(h e=uates to a $13 D& The installation of signals or the (onstru(tion of longer sidings, )hi(h )ould boost the line+s (apa(ity, )ould li%ely raise the $13 ba(% to a((eptable levels&
3.6
Passenger Travel Demand
5ith the e*(eption of e*(ursion trains, Amtra% is (urrently the only passenger line offering servi(e in Idaho& Amtra% operates one passenger train route through Idaho, the 0mpire .uilder& The 0mpire .uilder route originates in Chi(ago and traverses the northern portion of Idaho via .73- tra(%age& The route splits in 3po%ane, and the 0mpire .uilder terminates in t)o lo(ations? 3eattle to the north, and Portland to the south& 3andpoint is the only station in Idaho served by Amtra%& 1ther than .onners -erry, no other (ity )ith a si9able population is near .73-+s 4reat 7orthern Corridor in Idaho, )hi(h Amtra% utili9es& The (onstraints and bottlene(%s Amtra% e*perien(es in Idaho are no different from the issues affli(ting .73- trains on the 4reat 7orthern Corridor& Amtra !m"ire #uilder Passenger rail traffi( has been in(reasing for many years& Despite a do)nturn in 200; due to the re(ession, Amtra% reported a !! per(ent national in(rease in ridership from 2000 to 20 & In fa(t, 20 brought re(ord numbers of ridership for Amtra%& This is (onsistent )ith re(ent Amtra% trends, as ridership has set re(ords for eight of the last nine years& As sho)n in Figure 3-18, Amtra%+s 0mpire .uilder route originates in Chi(ago and traverses through the Pa(ifi( 7orth)est, )ith servi(e to> Illinois (2 station stops)? 5is(onsin (6 station stops)? "innesota(6 station stops)? 7orth Da%ota (< station stops)? "ontana ( 2 station stops)? Idaho ( station stop)? 5ashington( station stops)? and 1regon ( station stop)&
The 0mpire .uilder is a long,distan(e route, offering over,night sleeping (ar servi(e& Amtra% on(e served portions of northern Idaho via the 7orth Coast Eia)atha route, )hi(h operated bet)een Chi(ago and 3eattle, but it )as dis(ontinued in ;<;&
Page 3 41

Figure 3-15 9m(ire 7uilder er'i!e &rea
Source: A,trak Route Atlas, 3ul" 2-12. As previously dis(ussed, until ;;<, Amtra% offered passenger rail servi(e in southern Idaho& The Pioneer route operated bet)een Chi(ago, Illinois and 3eattle, 5ashington via Denver, Colorado and 3alt $a%e CityC1gden, 2tah& As noted in the Passenger #ail 3ystem Profile and Analysis (Tas% Te(hni(al "emorandum), Amtra% undertoo% a study in 200@ to evaluate the possibility of reintrodu(ing passenger rail servi(e to southern Idaho& Amtra% (onsidered four options to restore the Pioneer, and ultimately determined that G#estoration of the Pioneer )ould enhan(e Amtra%+s route net)or% and produ(e publi( benefits, but )ould re=uire signifi(ant e*penditures for initial (apital (osts and ongoing operating (osts not (overed by fare bo* revenues&H!2 To date, no a(tion has been ta%en to reinstate the Pioneer route& Impa(ts to ridership gro)th on the 0mpire .uilder route in fis(al year (-B) 20 are attributable to servi(e (hanges resulting from the ongoing tra(% )or% and from flooding and )eather,related (an(ellations&!J In the first si* months of -B 20 2 (bet)een 1(tober of 20 and "ar(h of 20 2), a number of Amtra%+s long,distan(e routes e*perien(ed ridership gro)th over the same period of -B 20 & The 0mpire .uilder e*perien(ed the strongest ridership in(rease, up from 2! ,:!6 to 2:<,!< , or

6&6 per(ent&!! 1f Amtra%+s : long,distan(e routes, ridership is pro'e(ted to remain highest for the 0mpire .uilder and to gro) bet)een -B 20 2 and -B 20 6 by nearly eight (@) per(ent> :J!,:;J budgeted for -B 20 2? ::0,!;0 preliminary budgeted -B 20 ::;,!22 preliminary budgeted -B 20 :6<,66< preliminary budgeted -B 20 :<:,; preliminary budgeted -B 20
J? !? :? and 6 &!:
Total ridership (boardings and alightings) from the 3andpoint, Idaho station are sho)n in Table 3-5 for -B 200: through -B 20 (7ote , 200; #idership data unavailable)& As the table sho)s, total Idaho ridership steadily gre) bet)een 200: and 200@ by over 0&! per(ent, but has de(lined in ea(h of the last t)o years& As of 200@, the population served by Amtra%+s 3andpoint station )ithin 2: miles is J6,@J: and )ithin :0 miles is 2 <,@< &!6 -urthermore, Amtra% is )or%ing )ith .73- and the City of 3andpoint on an agreement to upgrade the station&!< Table 3-5 S%a%ion Sand oin% 200. 5;5!! Idaho Passenger )ail )idershi( - Fis!al :ear'ii 200/ 5;78! 2000 5;!08 2001 *;181 2010 5;*0* 2011 5;2!*
Source: A,trak State Fact S+eets.
References
Idaho De(artment of 9n'ironmental ;uality& 7onattainmentNmap&pdf O1nlineP (a((essed "ay, 20 2)
2
< D,T, April 20 0& Tra!s$ortatio!4s Role i! Reduci!g /.S. (ree!+ouse (as 5,issio!s: 2olu,e 1& #eport to Congress prepared by Cambridge 3ystemati(s& Ibid& Ibid& &sso!iation of &meri!an )ailroads O1nlineP Ibid& < D,T= Tra!s$ortatio!4s Role i! Reduci!g /.S. (ree!+ouse (as 5,issio!s: 2olu,e 1, April 20 0& #eport to Congress prepared by Cambridge 3ystemati(s& F>?&& F67A Freig+t a!d La!d /se 6a!dbook, prepared by Cambridge 3ystemati(s, April 20 2&
J ! : 6 <
%ii
#idership is defined as the sum of boardings and alightings at ea(h station? 200; #idership data unavailable&
Page 3 43
;
0
Ibid& F>?&= 8a$921 Su,,ar". O1nlineP& (A((essed Ianuary, <, 20 2)& 2010 "arload ?aybill am(le Data& Sur#ace Tra!s$ortatio! &oard, /S De$art,e!t o# Tra!s$ortatio!, 5ashington, D&C&? Idaho@ &n Im(ortant $in2 in the 71 F 1et0or2& &NSF Rail:a" o,$a!", -ort 5orth, Te*as, Iune 20 ? <P Information for Idaho )ail Plan& /0 Ida+o State Rail 0la! Res$o!se ;)92-12<.$d#? 2nion Pa(ifi( #ailroad Company, 1maha, 7ebras%a& OpdfP&
Federal )ailroad &dministration +F)&-% 23 Department of Transportation& Rail=li!es.s+$& 20 0? Natio!al Tra!s$ortatio! Atlas Database, .ureau of Transportation 3tatisti(s, 5ashington, D&C& 3EP file format? Idaho Trans(ortation De(artment +ITD-= Ida+oRail.s+$? ,a2 )idge 1ational $aboratory +,)1$-% 23 Department of 0nergy& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#& -ebruary @, 20 & &NSF Rail:a" o,$a!", -ort 5orth, Te*as? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#& "ay , 20 2& /!io! 0aci#ic Railroad o,$a!", 1maha, 7ebras%a& OpdfP? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#& 20 2& /!io! 0aci#ic Railroad o,$a!", 1maha, 7ebras%aO pdf P? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsA& "ar(h, 20 2& Federal Railroad Ad,i!istratio!, /S De$art,e!t o# Tra!s$ortatio!, &ureau o# Tra!s$ortatio! Statistics, 5ashington, D&C& O*ls* file formatP& F)&& Rail=li!es.s+$& ? ITD& Ida+oRail.s+$&? ,)1$& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsA.B2010 "arload ?aybill am(le Data& F)&& Rail=li!es.s+$& ? ITD& Ida+oRail.s+$&? ,)1$& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsAB 2010 "arload ?aybill am(le Data& 71 F& 0,mail from Colleen 5eatherford to "aureen 4resham, Ianuary
, 20 J&
A,n!e that !reosote !at!hes on fire there is no ho(eA= Le:isto! Tribu!e, $e)iston, Idaho. O1nlineP 3eptember ;, 20 & OCited> "ay !, 20 2&P F)&& Rail=li!es.s+$& ? ITD& Ida+oRail.s+$&? ,)1$& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsAB 2010 "arload ?aybill am(le Data&
<
Page 3 44
1ational )ail Freight Infrastru!ture "a(a!ity and In'estment tudy& AAR=Nat= Rail= a$=Stud".$d#& 3eptember, 200<& Ameri(an Asso(iation of #ailroads, 5ashington, D&C& OpdfP& Idaho tate )ail Plan@ <nion Pa!ifi! "a(a!ity De'elo(ment 2012B& /0 Ida+o a$acit" De%elo$,e!t 8a$ ;)92-12<.$d#& April 0, 20 & /!io! 0aci#ic Railroad o,$a!", 1maha, 7ebras%a& OpdfP?A,n!e that !reosote !at!hes on fire there is no ho(eA= Le:isto! Tribu!e Idaho tate )ail Plan@ <nion Pa!ifi! "a(a!ity De'elo(ment 2012B& /0 Ida+o a$acit" De%elo$,e!t 8a$ ;)92-12<.$d#& 1ational )ail Freight Infrastru!ture "a(a!ity and In'estment tudy& AAR=Nat= Rail= a$=Stud".$d#? F)&& Rail=li!es.s+$& ? ITD& Ida+oRail.s+$&? ,)1$& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#&? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsA. 1ational )ail Freight Infrastru!ture "a(a!ity and In'estment tudy& AAR=Nat= Rail= a$=Stud".$d#? F)&& Rail=li!es.s+$& ? ITD& Ida+oRail.s+$&? ,)1$& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsA.B 2010 "arload ?aybill am(le Data& 1ational )ail Freight Infrastru!ture "a(a!ity and In'estment tudy& AAR=Nat= Rail= a$=Stud".$d#? F)&& Rail=li!es.s+$& ? ITD& Ida+oRail.s+$&? ,)1$& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsA. 1ational )ail Freight Infrastru!ture "a(a!ity and In'estment tudy& AAR=Nat= Rail= a$=Stud".$d#? F)&& Rail=li!es.s+$& ? ITD& Ida+oRail.s+$&? ,)1$& =c1*%.s+$? 71 F )ail0ay "om(any@ Trains Per Day * #ain )outes% 2010 ubdi'ision &'erage= Trai!= ou!t=2-1-.$d#? <nion Pa!ifi! &'erage Daily Trains * 2012 ;1= /0 Ida+o A%erage Dail" Trai!s ;1> 2-12<.$d#? Idaho hort $ine Volumes= /0 Ida+o S+ort Li!e 2olu,es.$d#? F)& 3=02 - >igh0ay-)ail "rossing In'entory Data= FRA Rail ?i!g I!%e!tor" ( IS1@.AlsAB 2010 "arload ?aybill am(le Data&
20
22
2J
2!
2:
The >istory of the 71 F@ & $ega!y for the 21st "entury& Rail:a" 8agaCi!e, &NSF Rail:a" o,$a!", -ort 5orth, Te*as, ;;;& OpdfP tate0ide )ail "a(a!ity and ystem 1eeds tudy@ Task 1.1.A Washington States Freight Rail System. "ay 2006& 7as+i!gto! State Tra!s$ortatio! o,,issio!, 1lympia, 5ashington. OpdfP& tate0ide )ail "a(a!ity and ystem 1eeds tudy@ Task 8 Policy and Investment !tions. De(ember 2006& 7as+i!gto! State Tra!s$ortatio! o,,issio!, 1lympia, 5ashington. O pdf P&
26
2<
Page 3 4
2@
71 F )ail0ay@ #ontana Di'ision% Timetable C5& TT=8o!ta!a.$d#& De(ember 2, 200;& &NSF Rail:a" o,$a!", -ort 5orth, Te*as& OpdfP& Dee( Foundations for a )ail 7ridge )e(la!ement% by #i(% 3mith& Lake&ridgeDFI=Fall2--D=$g)29)).$d#& -all 200;& 3acobs a!d Associates, 3eattle, 5ashington& O pdf P& tate0ide )ail "a(a!ity and ystem 1eeds tudy@ Task 1.1.A Washington States Freight Rail System. tate0ide )ail "a(a!ity and ystem 1eeds tudy@ Task 8 Policy and Investment !tions. 1ational )ail Freight Infrastru!ture "a(a!ity and In'estment tudy& AAR=Nat= Rail= a$=Stud".$d#. 71 F= .73- Corridors of Commer(e& O1n,lineP (A((essed Iuly, 20 2)& <nion Pa!ifi! in Idaho& /!io! 0aci#ic Railroad o,$a!", 1maha, 7ebras%a& "ar(h 20 2& Idaho tate )ail Plan@ <nion Pa!ifi! "a(a!ity De'elo(ment 2012B& /0 Ida+o a$acit" De%elo$,e!t 8a$ ;)92-12<.$d#& <nion Pa!ifi! )ailroad In'ests D10=8 #illion for Tra!2 Im(ro'ements for Idaho Infrastru!ture Im(ro'ements= /!io! 0aci#ic Railroad o,$a!", 1maha, 7ebras%a& O1nlineP (A((essed April 2!, 20 2)& Determined through 4I3 analysis& ,)1$& =c1*%.s+$ >ea'y Traffi! &head@ )ail Im(a!ts of the Po0der )i'er 7asin "oal to &sia by ?ay of the Pa!ifi! 1orth0est Terminals= 6ea%" Tra##ic A+ead=(11D1ED@.11.$d#= 71 F )ail0ay@ "learan!e )estri!tions for &uto#aE% Double ta!2 F >iTri$e'el "ars= DblStk=a!d='Le%el.$d#& 3eptember 200;& &NSF Rail:a" o,$a!", -ort 5orth, Te*as& OpdfP? #ontana )ail ,'er'ie0& 8o!ta!a De$art,e!t o# Tra!s$ortatio!, "issoula, "ont& O1nlineP 1(tober 2@, 200:& OpdfP? "ontainer G Trailer on Flat!ar in Intermodal er'i!e on #ontanaHs )ail0ay $ines= 8o!ta!a De$art,e!t o# Tra!s$ortatio!, "issoula, "ont&, 7ovember 200@& OpdfP& 1ational )ail Freight Infrastru!ture "a(a!ity and In'estment tudy& AAR=Nat= Rail= a$=Stud".$d#. &mtra2& 0io!eer Route 0asse!ger Rail Stud"& 5ashington D&C&> 7ational #ailroad Passenger Corporation, P#IIA 3e(tion 22!, 200;& Page <& &mtra2& Amtra% Annual #eport 20 & , 20 2&
2;
J0
J J2
JJ J! J:
J6
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&mtra2& 7e)s #elease& Amtra% on Pa(e to 3et 7e) #idership #e(ord, April &mtra2& -B20 2,20 6 -ive Bear -inan(ial Plan& Ianuary, 20 2&
1ational &sso!iation of )ailroad Passengers& -a(t 3heets for all Amtra% stations& 200@& &mtra2& Amtra% 3tate -a(t 3heet, -B 20 &
Page 3 46
Section 4 Rail Service Needs and Opportunities

4.1 Freight Rail Needs and Opportunities
Freight System Operational Constraints T e previous section included pro!ected "reig t rail de#ands in t e $ear 2040, and anal$%ed capacit$ i#plications "or t e state&s "reig t rail net'or( as )ased on pro!ected de#and* +n addition to t e de#and-driven capacit$ i#prove#ents t at 'ill li(el$ need to )e addressed )$ t e railroads, t ere e,ists anot er cac e o" constraints t at degrade t e service capa)ilities o" rail lines - operational constraints* T ese t$pes o" constraints are related #ore to in"rastructure conditions, rat er t an rail net'or( attri)utes* Potential operational i#pedi#ents to rail tra""ic include 'eig t restrictions on )ridges, s orter sidings t at li#it train lengt , and lo'-clearance tunnels and over ead )ridges* Routing trains around operational constraints can pose a c allenge "or rail operators and o"ten ave conse.uences* /or instance, trains traveling t e 0NS/&s 1reat Nort ern 2orridor, nort east o" Sandpoint are restricted "ro# carr$ing certain t$pe o" cargo due to clearance restrictions and so#e s orter, eavier rail cars due to t e presence o" older )ridges on t e route* 3ost 2lass + transcontinental 4transcon5 lines do not ave eit er clearance or 'eig t restrictions* T e 0NS/ corridor, o'ever, is uni.ue in t at it operates in a istoric, $et so#e' at pro)le#atic, align#ent in di""icult terrain t at 'as designed in an earlier age* 2learance, 'eig t, and speed restrictions are all legacies o" t is older align#ent and can ave a negative i#pact on operations* Clearance Restrictions Trac( restrictions governing t e eig t, 'idt , and #ini#u# negotiated curve radius o" rail cars on a particular line are e,a#ples o" clearance restrictions ' ic constrain "reig t rail operations* T ese t$pes o" constraints are placed on rail lines )$ railroad operators to prevent rail cars ' ic #ig t cause da#age to in"rastructure ad!acent to or over t e seg#ent* Suc restrictions are issued so t at operators #a$ route certain trains and rail cars a'a$ "ro# areas 'it tig t curves, narro' )ridges, or lo'clearance tunnels* T e dou)le stac(ing o" containers on trains is a trend, along 'it t e appearance o" t e 316,000 l)* rail car* 7et, t e operation o" dou)le-stac(ed containeri%ed inter#odal trains, or t e operation o" taller S89-laden auto carriers suc as t e Auto3a,, is #ore co#ple, t an si#pl$ #aneuvering t e second container atop t e "irst* Not all dou)le-stac(ed inter#odal rail cars are ali(e nor can all rail cars )e acco##odated on ever$ line* Rail lines 'it tig t curves or ori%ontal, vertical, or 'eig t restrictions can li#it t e use o" dou)le-stac( inter#odal, or auto carrier rail cars* Older railroad align#ents are #ore li(el$ to restrict certain cars due to tig t curves in river can$ons, older )ridges, or lo'-clearance tunnels*
Section 4: Rail Service Needs and Opportunities April 10, 2013 Page 4-1

An e,a#ination o" all availa)le railroad ti#eta)les "or +da o operators reveals ver$ "e' clearance restrictions, 'it an i#portant e,ception on t e 0NS/ 1reat Nort ern 2orridor* T ese 1reat Nort ern 2orridor restrictions are in place due to a co#)ination o" "actors, including concerns 'it vertical and ori%ontal clearances and line geo#etrics along t is older align#ent* 8suall$, clearance restrictions are not a concern on 2lass + core lines* T e 0NS/ restrictions nort east o" Sandpoint are an e,ception, as no pu)lis ed restrictions appear "or 8PRR lines in t eir ti#eta)les or 'it t e AAR, ' ic trac(s clearance issues* Nevert eless, an e,a#ination o" t e National 0ridge +nventor$ 4N0+5, ' ic is availa)le t roug t e 8*S* :OT, reveals a "e' )ridges ' ic ave less t an ideal operation clearances as speci"ied )$ t e A#erican Rail'a$ ;ngineers and 3aintenance o" <a$ Association 4AR;3A5 guidelines*1 T e N0+ includes onl$ )ridges 'it road'a$ co#ponents, so t e actual nu#)er o" )ridges 'it )orderline vertical or ori%ontal clearances is not (no'n* 2urrentl$ t ere is no national railroad )ridge data)ase* =ig 'a$ )ridges over rail lines 'it potential vertical clearance issues include a )ridge over t e 0NS/ 1reat Nort ern 2orridor nort east o" Sandpoint in t e restriction %one previousl$ discussed* All t e )ridge appears to #eet t e #ini#u# vertical clearance standards> $et, t e #ini#u# standard o" 22*6 "eet o" vertical clearance, as esta)lis ed )$ +:APA 31*?1*01, allo's a #argin o" error o" slig tl$ less t an 2*6 "eet* T e )ridge carries 8*S* =ig 'a$ @6 over t e railroad and :eep 2ree( appro,i#atel$ 0*4 #iles sout o" Naples* +ts vertical clearance is 23 "eet, according to t e N0+ data)ase, t us #eeting +da o&s #ini#u# clearance standard* :ou)le-stac(ed containeri%ed inter#odal trains are 20 "eet, 3 inc es, tall a)ove t e top o" t e rail, ' ile Auto3a, ++ carriers are 20 "eet, 2 inc es, in eig t*2 T'o additional )ridges in t e Treasure 9alle$ 'ere identi"ied as !ust #eeting vertical clearance re.uire#ents* T e )ridges are ad!acent and carr$ +-A4 over t e "or#er +da o Nort ern +ndustrial Bead )ranc line, no' part o" t e 09RR s$ste#* 0ot )ridges are reported to ave 23 -"oot clearances* 0ridges 'it potential ori%ontal clearance issues include t e a"ore#entioned 8*S* =ig 'a$ @6 )ridge near Naples over :eep 2ree( and t e 0NS/ Cootenai River line, ' ic de#onstrated potential vertical clearance pro)le#s* According to t e N0+ data)ase, t e )ridge as onl$ a total 4 "eet 11 inc es o" clearance* +:APA 31*?1*01 re.uires a #ini#u# o" ori%ontal clearance o" A*6 "eet* /art er nort on t e 8PRR Spo(ane Su)division in 0onners /err$, t e 8*S* =ig 'a$ @6 )ridge t ere provides onl$ A*6 "eet o" ori%ontal clearance* Figure 4-1 #aps all identi"ied restrictions, including vertical and ori%ontal clearance restrictions, as )ased upon +:APA clearance standards* Weight Restrictions +n a #anner si#ilar to clearance restrictions, rail operators #a$ restrict #ove#ent o" certain rail cars over seg#ents )ased on rail car 'eig t* T is restriction is i#posed usuall$ due to poor trac( or )ridge condition and is o"ten "ound on lig tl$ used lines, s ort lines ' ic lac( #aintenance "unding, or older lines 'it in"rastructure issues* +" t e condition o" t e trac( or )ridge is serious enoug , a slo' order
Section 4: Rail Service Needs and Opportunities April 10, 2013
Page 4-2

restricting train speed or an e#)argo ' ic essentiall$ closes a line to tra""ic, #a$ )e issued )$ t e rail operator* <it one nota)le e,ception, no 'eig t restrictions are "ound on an$ 2lass + core service lines in +da o* T e e,ception, li(e 'it clearance restrictions, can )e "ound on t e 0NS/ 1reat Nort ern 2orridor nort east o" Sandpoint* 0NS/ as restricted s orter, eavier rail cars "ro# t e line, speci"icall$ less "re.uentl$ used rail cars 'it lengt s o" 40&-11D, and s orter, t at 'eig #ore t an t e standard 2AE,000 l)s*3 T e su)division is certi"ied to andle t e ne'est 316,000 l)s* rail cars, )ut t ose are longer and do not put as #uc 'eig t on s#aller )ridges and culverts* According to 0NS/ )ridge data, t e Cootenai River line as 12 )ridges )uilt earlier t an 1@60 nort east o" Sandpoint, 'it t e oldest )eing t e 21?-"oot, 1@0?-era )ridge over 0oulder 2ree( near t e +da o )order*4 As previousl$ discussed, ?E*3 percent o" all active trac(s in +da o #eet t e standards "or at least 2AE,000 pound eav$-a,le cars, ' ic are t e industr$ standard "or rolling stoc(* Bines restricting 2AE,000 pound eav$-a,le cars include t e 8PRR 2ac e 9alle$ Su)division, t e ;+RR lines to 3artin, :elco, ;lgin, A##on, and 3enan, and t e 0NS/ 2oeur d&Alene Su)division* T e 0NS/ lines !ust recentl$ )egan a rails-to-trail conversion a"ter )eing a)andoned t'o $ears ago*6 Figure 4-1 illustrates t ese 'eig t restrictions, as 'ell as clearance restrictions* Network Gaps T e spatial distri)ution and operational aspects o" +da o&s railroad net'or( are grounded in t e state&s istor$ and geograp $* T e construction o" east-'est transcontinental railroads across t e state put an e#p asis on connecting agricultural areas and resource e,traction sites to #a!or railroad lines* T us, several gaps e,ist in t e state&s rail net'or( as t e region&s e#p asis 'as on connectivit$ to distant #ar(ets* T e topograp $ o" +da o, 'it its #ountains, rivers, can$ons, provided anot er )arrier to internal connectivit$* T e #ost glaring gap in +da o&s rail net'or( is its lac( o" intrastate nort -sout rail line connecting t e Treasure 9alle$ and t e +da o Pan andle* 2urrentl$, to #ove goods "ro# Post /alls to 0oise, a rail car 'ould need to cross t e nort ern 0itterroot Range into 3ontana on t e 0NS/ or 3RB s$ste#, t en pass t roug 3issoula and 0utte, drop sout on t e 8PRR 3ontana su)division, t en travel east across t e Sna(e River Plain along 8PRR&s Nort 'est 2orridor to t e Treasure 9alle$* T e rail car could travel 'est t roug Spo(ane, continue sout 'est to =er#iston, Oregon, t en )ac(trac( along t e 8PRR Nort 'est 2orridor )e"ore arriving in t e 0oise area* A ne' rail lin( could provide rail 'it a natural co#parative advantage to ot er #odes, )ut t e cost o" )uilding a ne' rail line is costl$* 0ridging #ore #odest net'or( gaps #a$ )e #ore use"ul and cost e""ective* T e Port o" Be'iston is isolated "ro# ever$ ot er area in t e state, despite its position as t e #ost inland port on t e <est 2oast* +ts +da o rail "eeder lines on t e 0123 are eit er lig tl$ used, a)andoned, or in disrepair* T e 1RN< "eeds t e Port 'it all o" t e Be'iston proper and interc anged rail tra""ic along 'it servicing

2lear'ater Paper, a large #anu"acturing )usiness located in Be'iston* No ot er +da o rail lines connect directl$ to t e port, ' ic #a$ )e a #issed opportunit$ "or t e state as t e Port o" Be'iston can andle container-on-)arge "reig t tra""ic, as 'ell as e""ectuate t e trans"er o" containers "ro# rail to 'ater and vice versa*E ;,tending t e St* 3aries River Railroad 4ST3A5 sout "ro# 0ovil, constructing a ne' line "ro# 3osco' sout , or )uilding a ne' connection )et'een sout ern +da o and Be'iston could provide i#proved access to glo)al net'or(s* Ot er +da o cities are isolated "ro# t e state&s rail net'or(* 2oeur d&Alene, a cit$ o" nearl$ 60,000 !ust #iles o"" t e 0NS/ Cootenai River and 8PRR Spo(ane Su)divisions, as no direct access to rail* 0ot 0NS/ and 8PRR ave a)andoned t eir lines 'it in t e cit$, 'it #ost o" 0NS/&s 2oeur d&Alene Su)division )eing converted to a trail and space "or a college*? Several sc e#es to revise t e lines, including )uilding a transload "acilit$ and starting co##uter rail service, never #ateriali%ed* +t is unclear ' at t e long-ter# e""ect o" isolating large #etropolitan areas "ro# t e 'ider rail net'or( as, )ut it s ould )e studied )e"ore #ore +da o co##unities are isolated due to econo#ic circu#stances t at di#inis ed current de#and "or rail service* Safety Accidents, ' et er $ard derail#ents or collisions 'it ve icles at crossings, cause dela$ across t e rail net'or(* Si, ig 'a$-rail grade crossings ' ere #ultiple auto-train collisions occurred since 200A are identi"ied in Section 2 o" t is report> Table 4-1 lists t ese crossings* T e 2 ilco Road crossing in 1ar'ood is sc eduled to close 'it t e co#pletion o" t e i#prove#ents to 8S @6, 1ar'ood to Sagle* Providing grade separation at eac o" t e ot er pro)le#atic crossings #a$ not )e "inanciall$ "easi)le* Ot er engineering solutions, suc as intersection recon"iguration or )etter signage, are less costl$* O" t e pro)le#atic crossings listed in t e ta)le, t'o are #ore li(el$ to spar( cascading dela$s i" a collision occurs: t e =o#estead Road crossing on t e 0NS/ Cootenai River line in Sandpoint and t e E00 ;ast Road-8PRR Na#pa Su)division crossing at 3inido(a* <it 4A average dail$ trains crossing =o#estead Road on t e 0NS/ transcontinental and A#tra( ;#pire 0uilder route, a collision at t is crossing sout o" Ba(e Pend Oreille 'ould cause signi"icant "reig t and passenger rail dela$s* 7et, according to t e /RA data)ase and p otograp s o" t e crossing, no active 'arning devises suc as "las ing lig ts and gates e,ist at t e crossing, onl$ stop signs*A < ile a grade separation is not !usti"ied given t e "unctional class o" t e road, stud$ing t e possi)le installation o" )etter 'arning devices appears 'arranted given t e accident istor$* T e ot er potentiall$ dela$inducing crossing is in t e 3agic 9alle$, !ust 'est o" t e interc ange o" t e ;+RR and 8PRR at 3inido(a* +n a p oto o" t e crossing, E00 ;ast Road appears to )e dirt, and onl$ cross )uc( signs e,ist*@ Also in t e p otograp are agricultural ve icles, including one t at is #oving over t e crossing at t at #o#ent* Again, grade separating t e dirt road "ro# t e 8PRR #ain line is not !usti"ied, )ut providing )etter 'arning devices, suc as gates and signals, #a$ )e 'arranted given t e cras istor$*
Page 4-4

Figure 4-1 Current Clearance and Weight Restrictions
Source: FRA, GIS analysis, ITD, NBI, Oak Ridge Natl La !, Railroads"#
Page 4-6

Table 4-1 City Garwood Minidoka Nampa Road Chilco Rd "00 #ast Rd Railroad Crossings with Multiple Accidents Since 200 Railroad UPRR Spokane UPRR $a pa Years With Predicted Comments Accidents Accidents/Year 2008, 2009 2009, 2011 0.13 0.09 0.0. 0.1 Crossing w/short contain ent areas !etween two roads %gric&lt&ral area /ow+angle crossing &ltiple sp&rs tracks with
11th %'e. )*RR )oise 2009, 2010 $orth #(t. C&t+,-0a1den %'e UPRR Spokane #6RR 7ellowstone )$S8 9ootenai Ri'er 2008 2(23
Post Falls )&r a Rd
/ow+angle crossing near 4&nction with UPRR Coe&r d5%lene 6nd&strial /ead Co ple( intersection with crossing and two other roads )$S8 transcon and % trak Empire Builder
Rexb r! Athol
2011 2(23
0.09
0o estead Rd
2008, 2011
0.08
Source: FRA "" +n addition to grade crossing accidents, derail#ents and accidents pose a potential "or net'or( dela$s* One area identi"ied in t e /reig t Rail +nventor$ recorded t e ig est nu#)er o" accidents )$ "ar on t e s$ste# - t e 8PRR Pocatello $ard, ' ic reported 1@ accidents since Fanuar$ 200@, or 40 percent o" all state rail accidents*12 Other Freight System Issues/Needs Intermodal and Transload Service :espite t e presence o" t'o transcontinental corridors, t'o 2lass + rail operators, and a ro)ust 2lass ++ rail line engaged in t e #ove#ent o" inter#odal trains, +da o as no inter#odal "acilit$ in t e state t at can eit er s ip or receive containeri%ed goods or provide value-added services "or t e s ip#ent o" suc containers* <it t e istoric e#p asis on t e agricultural and resource e,traction industries, t e trend to'ard t e s ip#ent o" inter#odal "reig t in a containeri%ed "as ion as gone unans'ered in +da o* <it congestion on t e 0NS/ and 8PRR transcontinental s$ste#s e,pected to reac a critical stage )$ 2040, t e opportunit$ to partner 'it t e 2lass + railroads and construct t e necessar$ inter#odal "acilities to andle t is tra""ic could present itsel"* +da o and neig )oring states, partnering 'it 8PRR and 0NS/, could 'or( to esta)lis co#petitive ig -cu)e dou)le-stac( inter#odal service in +da o, paralleling t e east-'est interstates 4+-@0, +-A4, and +-AE5 and t e nort -sout routes 4+-16, 8S-@65* T e purpose o" suc a progra# 'ould )e to position +da o on t e e#erging "reig t rail e.uivalent to t e
Section 4: Rail Service Needs and Opportunities April 10, 2013 Page 4-E

interstate ig 'a$ net'or(* T e state and its )usinesses could t en )ene"it "ro# #ore "reig t container service o""erings t at are availa)le to cities and )usinesses located along transcontinental routes, )ut are currentl$ lac(ing in t e state* T e i#ple#entation o" suc services 'ould allo' e,isting )usinesses, or ne' )usinesses see(ing to relocate in +da o, increased access to do#estic, Nort A#erican, and international trade "lo's* +n addition, t ese corridors 'ill ta(e a long ti#e to "inance and )egin operations i" t e pu)lic and private partners are 'illing to see t e# developed* +n t e eastern 8*S*, )ot 2SG and Nor"ol( Sout ern ave partnered 'it states and "ederal agencies to develop suc ig -cu)ed, dou)le-stac(ed corridors, including enlarging tunnels, lo'ering trac(s, and developing inland ter#inals* T ese pro!ects 'ould )e 'ort stud$ing "ro# t e standpoint o" developing suc corridors t roug out +da o and t e <est* Railex Facility !rod"ce Rail #xpress < ile +da o in general lac(s t e inter#odal services #entioned previousl$, it speci"icall$ lac(s certain t$pes o" inter#odal and speciali%ed "reig t rail "acilities* One suc "acilit$ is a large-volu#e transload consolidation ter#inal "or agricultural and "ood products* T e ter#inal centrali%es logistics, consu#er de#ands, and inventor$ control to allo' "or t e e,press deliver$ o" agricultural and "ood products 'it in "ive da$s across t e countr$* Raile,, a )rand na#e "or one suc "acilit$, recentl$ constructed a #ulti-#illion dollar ter#inal in <allula, <as ington, on 8S 12, appro,i#atel$ 130 #iles 'est o" Be'iston, +da o* 8PRR provides e,pedited service )et'een t is Raile, "acilit$ and anot er in Ne' 7or( ' ic is )randed as t e Produce Raile,press*13 2urrentl$, no suc ter#inals or services e,ist in +da o, despite t e state&s agricultural istor$* A recent stud$ co#pleted )$ t e 2it$ o" 0oise and t e 0oise 9alle$ Railroad indicated potential de#and "or a transload "acilit$ in t e Treasure 9alle$ area* Grain Facility Consolidation Ot er speciali%ed "reig t rail "acilities necessar$ to #a,i#i%e access to #ar(ets "or +da o )usinesses are grain s uttle loaders capa)le o" andling 110-car single-unit s uttle trains* T e trend to'ard t e singleunit 110-car grain trains as increased 'it e""icienc$-conscious 2lass + rail operators, especiall$ in lig t o" t e ease in getting t e 3?0,000 )us els o" grain a)oard a s uttle train to <est 2oast #ar(ets "or #ass distri)ution to Asia*14 3ars alling grain cars at t ese "acilities in long single-unit trains to'ard grain ter#inals is t e "astest, #ost cost e""ective, and #ost e""icient 'a$ to #ove grains )$ rail* 8n"ortunatel$, t e trend is rendering s#aller elevators, ' ic are plenti"ul in +da o, o)solete and potentiall$ "orcing t e construction o" ne' "acilities to support local agricultural concerns* To acco##odate t e 110-car single-unit s uttle trains ade.uatel$, a grain "acilit$ needs seven attri)utes: 15 Trac( siding lengt totaling ?,000 "eet> 25 T'o 20,000-)us el s ipping leg elevators>
Section 4: Rail Service Needs and Opportunities April 10, 2013 Page 4-?

35 T'o 20,000-)us el receiving leg elevators> 45 One undred 10-"oot plat"or# scales> 65 T'o receiving pits> E5 At least 1 #illion-)us el storage capacit$> and ?5 Trac( siding certi"ied to carr$ 2AE,000 l)* opper cars* +n addition to t ese general guidelines, t e individual rail lines #a$ restrictive re.uire#ents* ave ot er, potentiall$ #ore
< ile t e presence o" so#e o" t e a)ove operational aspects o" +da o grain "acilities could not )e deter#ined, "acilities across t e state 'ere e,a#ined "or t eir a)ilit$ to ost t e H#egaD grain s uttle trains* +t 'as deter#ined t at +da o as t ree grain "acilities capa)le o" andling t e long 110-car s uttle trains and one "acilit$ 'it t e a)ilit$ to acco##odate 100-car s uttle trains* All "our "acilities are in t e 3agic 9alle$ region, as detailed in Table 4-2* ;ac "acilit$&s a)ilit$ to per"or# as a grain s uttle loader #a$ di""er depending on t e attri)utes "or ' ic data 'as unavaila)le, suc as nu#)er and si%e o" scales* T e location o" t ese "acilities is depicted in Figure 4-2* Table 4-2 Trains Facility Name !rain Shuttle "oader Facilities in #daho Capable o$ Acco%%odating 100& Car "racka!e #in $eet% ;000 8alls ;000 9000 ;000 110 100 110 1< 1.0;. < 1.> <
City )&rle1
Railroad Access #6RR :win )ranch UPRR $a pa UPRR $a pa UPRR $a pa
Car Capacity 110
& shel Capacity 2<
Ga'ilon (and ) (akes =ooding Farmland Feed (ansin! Grain *implot (and (i'estock )liss and <o&ntain 0o e
Source: GIS Analysis, BNSF, $%RR"&
Page 4-A

Figure 4-2 !rain Shuttle "oader Facilities in #daho
Source: GIS Analysis, BNSF, $%RR"'
Page 4-@

Intermodal Connectivity A recurring t e#e during outreac sessions is t e need "or a trul$ #ulti#odal and coordinated "reig t transportation s$ste# t at integrates truc(s, rail, 'ater'a$s, and air cargo* :evelop#ent o" a #ulti#odal transload u) near logistics centers suc as 0oise and +da o /alls 'ere "re.uentl$ #entioned )$ s$ste# users and operators* As sta(e olders #entioned, a sea#lessl$ integrated inter#odal "acilities can signi"icantl$ reduce travel ti#e, reduce dela$, and i#prove e""icienc$ "or s ipping products* 2urrentl$ inter#odal activities occur in Salt Ba(e 2it$ or Spo(ane, ' ic #an$ clai# do not serve +da o users ver$ 'ell* < ile #an$ agree t at t e creation o" suc an inter#odal u) is i#portant "or "acilitating t eir )usiness, t e$ are concerned 'it t e i#ple#entation o" suc a pro!ect, including its practicalit$ and tra""ic volu#es needed to support it* T e steering co##ittee recogni%ed t at pu)lic-private-partners ips to )ridge gaps in "inancing 'ill )e critical to reali%ing t is outco#e* Ot er respondents suggested conducting a #ar(et assess#ent to deter#ine t e "easi)ilit$ o" suc inter#odal "acilities* Truc and Rail Interaction +n order to )ring a)out a trul$ #ulti-#odal s$ste#, anot er recurring t e#e calls "or )etter integration and cooperation )et'een t e truc( and rail industries* Sta(e olders noted t at truc(ing co#panies and railroads ave istoricall$ ad con"licting interests and #ec anis#s, or incentives "or )etter colla)oration )et'een t e t'o 'ere lac(ing* All outreac respondents agreed t at t ere needs to )e incentives "or truc( and rail to 'or( toget er and plat"or#s "or t e# to understand #utual gains* !ccessi"ility /reig t s$ste#s users, especiall$ in t e agriculture sector, identi"ied railroad accessi)ilit$ as a concern as 'ell* T e reac o" t e rail s$ste#s along 'it accessi)ilit$ to ports allo' products to transport "ro# rural locations to glo)al destinations* T ere"ore connecting rural "ar#s, )usinesses, and #anu"acturing "acilities to #ar(et on s ortlines and ot er railroads is i#portant "or t e econo#$ o" +da o* Regulation and Funding /eed)ac( surrounding railroad regulation and "unding 'as also received during outreac * Regarding regulations, all outreac responses indicated a need "or continued deregulation o" t e railroad industr$ in t e "uture, as 'ell as #ore "unding "or railroads 4especiall$ s ortlines5 t at connect users to #ar(et* T e +da o Rural ;cono#ic :evelop#ent and +ntegrated /reig t Transportation Progra# 4R;:+/iT5 'as #entioned )$ several respondents as a good 'a$ to su)sidi%e s ortline railroad in"rastructure pro!ects, o'ever it can )e too li#iting and "unds needs to )e #ade availa)le to #ore pro!ects* Sta(e olders noted need and support o" su""icient s ortline rail capacit$ and 2AEC-capa)ilit$*
4.#
$assenger Rail System Needs and Opportunities
As previousl$ stated, 'it t e e,ception o" e,cursion trains, A#tra( is currentl$ t e onl$ passenger line o""ering service in +da o* A#tra( operates one passenger train route t roug +da o, t e ;#pire 0uilder*

T e ;#pire 0uilder route originates in 2 icago and traverses t e nort ern portion o" +da o via 0NS/ trac(age* T e route splits in Spo(ane, and t e ;#pire 0uilder ter#inates in t'o locations> Seattle to t e nort , and Portland to t e sout * Sandpoint is t e onl$ station in +da o served )$ A#tra(* Ot er t an 0onners /err$, 'it a 2010 2ensus population 2,643, no ot er cit$ 'it a si%a)le population sits astride 0NS/&s 1reat Nort ern corridor in +da o, ' ic A#tra( utili%es* T e constraints and )ottlenec(s A#tra( e,periences in +da o are no di""erent "ro# t e issues a""licting 0NS/ trains on t e Cootenai River line* $otential Ne% $assenger Services and Corridors As descri)ed in Section 1 o" t is plan, reinstate#ent o" ot er passenger rail service routes in )ot nort ern and sout ern +da o as )een studied in t e Pioneer Route Passenger Rail Stud$ 4200@5 and t e Nort 2oast =ia'at a Stud$ Plan 4200@5* Riders ip "orecasts are availa)le "or t e Pioneer and Nort 2oast =ia'at a in t eir entiret$, and are not )ro(en out )$ station* T ere"ore, "orecast riders ip is not availa)le to deter#ine t e potential i#pact to +da o o" t ese passenger rail services under consideration* /orecast riders ip "ro# reinstating A#tra(&s Pioneer route is s o'n in Table 4-'* Table 4-' Pro+ected Per$ormance Forecast (assenger Rail Ridership ) (ioneer )ption , #*alt (ake City - *eattle% 102,000 )ption . #/en'er *eattle% 111,000 )ption 0 #*alt (ake City - Portland% 82,000 )ption 1 #/en'er to Portland% 9>,000
Ann al Ridership
Source: %ioneer Route %assenger Rail Study! /orecast riders ip "ro# reinstating A#tra(&s Nort 2oast =ia'at a service is pro!ected to )e 36@,A00 annuall$, ' ic includes E6,A00 riders ' o are pro!ected to use t e Nort 2oast =ia'at a service, s ould it )e reinstated, instead o" t e e,isting ;#pire 0uilder route*1?
$assenger System &ottlenec s and Capacity Constraints

Trac(age rig ts ena)le A#tra(&s ;#pire 0uilder passenger trains to operate over 0NS/&s 1reat Nort ern 2orridor in +da o* Bi(e 0NS/ trains, )ottlenec(s on t e corridor include single #ain line trac( seg#ents sout o" At ol, over t e Ba(e Pend Oreille 0ridge, and on eit er side o" 0onners /err$* All o" t ese single-trac( seg#ents constrict capacit$ and a""ects t e t'o dail$ trains A#tra( o""ers on t e line* 2urrentl$, t e 0NS/ line used )$ A#tra( enters Sandpoint "ro# t e sout on t e single-trac(ed Ba(e Pend Oreille 0ridge, lands on a narro' spit o" land in t e la(e, t en turns nort on a peninsula )et'een Ba(e Pend Oreille and Sand 2ree( )e"ore accessing t e depot* 2ontinuing nort to'ard 0onners /err$ and eventuall$ 3ontana, t e rail'a$ leaves t e old NP align#ent and crosses to'n on ne'er trac(s to trans"er onto t e old 1N align#ent* T is #ove#ent, decided upon as t e result o" t e #erger ' ic "or#ed t e 0urlington Nort ern railroad, precursor to t e 0NS/, "orces trains to cross at-grade 'it t e 8PRR Spo(ane su)division at a dia#ond in t e #iddle o" to'n )e"ore #a(ing a s'eeping turn at 0o$er*

T is #ove#ent is slo' and ti#e consu#ing, )ut an$ c anges to t e align#ent or routing 'ould need to recogni%e A#tra(&s access to t e 0NS/ 1reat Nort ern 2orridor nort east o" Sandpoint, as t e line passes t roug 1lacier National Par( in 3ontana, ' ere in 2011 over "our stops nearl$ 22,400 travelers alig ted or )oarded, do'n "ro# 32,1?? in 2010*1A
$assenger System Operational Constraints

2urrentl$, A#tra( trains can travel a #a,i#u# speed o" ?@ #p * =o'ever, A#tra(&s ;#pire 0uilder service "aces t e sa#e constraints e,perienced )$ 0NS/ trains on t e Cootenai River Su)division* < ile clearance and 'eig t restrictions do not a""ect A#tra( operations, slo' speeds due to congestion can a""ect t e service and A#tra(&s on-ti#e per"or#ance* T ere ave )een proposals involving train routing and t e re-location o" t e A#tra( depot in Sandpoint* An$ c anges in align#ent 'ould need to consider t e location o" t e Sandpoint depot and roo# "or plat"or#s and passing sidings*
Other $assenger System Issues/Needs

Condition o' the Sandpoint Station As previousl$ noted, plans are under'a$ to upgrade t e Sandpoint A#tra( station* T e station )uilding 'ill )e re a)ilitated so t at t e 'aiting roo# 'ill reopen to passengers, and a portion o" t e interior could )e rented "or co##ercial or o""ice use* Plans also include )uilding an A:A-co#pliant concrete plat"or#* < ile t ese a#enities 'ill #a(e t e station #ore attractive to passenger rail travelers, it is unli(el$ t at t ese upgrades 'ill ave signi"icant i#pact on de#and "or passenger rail service* Route $er'ormance Improvement (R$I) $rogram To co#pl$ 'it PR++A re.uire#ents A#tra( selects train routes eac $ear to i#ple#ent progra#s designed to en ance t e custo#er e,perience and service operations on t ese trains 'it t e o)!ective o" increasing custo#er satis"action and gro'ing riders ip and revenue*1@ T e ;#pire 0uilder 'as )een selected "or /7 200@ and /7 2012 "or t e RP+ progra#* 8lti#atel$, t e RP+ progra# 'ill serve to )etter pro#ote t e route, ' ic #a$ potentiall$ a""ect riders ip levels*
4.*
Integration o' Freight and $assenger Issues
Nearl$ all o" t e passenger rail services in t e 8*S* operate on e,isting "reig t railroad trac(s* ;ven seg#ents o" t e Nort east 2orridor, o'ned )$ A#tra(, are used )$ "reig t trains* T is can per#it t e use o" e,isting railroad rig t-o"-'a$ in dense ur)an areas and can spur redevelop#ent and transitoriented develop#ent at stations* 0$ using t e e,isting rig t-o"-'a$, trac(s, and )ridges "or passenger rail service, less propert$ ac.uisition is usuall$ re.uired and a lo'er cost can potentiall$ )e ac ieved "or start-up o" a li#ited service on t ose e,isting trac(s* Passenger #ulti-#odal stations are o"ten possi)le 'it lig t rail, )us connections, and )ic$cle and pedestrian net'or(s at do'nto'n stations* S ared corridors are onl$ via)le i" t e e,isting capacit$ is reserved "or "reig t railroad e,pansion or i" t e "reig t corridor as declining de#and* ;nviron#ental i#pacts are li(el$ to )e lessened )$ using t e

e,isting rig t-o"-'a$ and in"rastructure rat er t an a H1reen"ieldD align#ent* /reig t trains alread$ cause noise and vi)ration> t e$ ' istle at crossings> and t e$ can cause grade crossing dela$s "or road'a$ tra""ic* +n addition, e,isting rail lines are located in #ore densel$ developed areas, resulting in )etter #ar(et penetration* T e use o" e,isting railroad rig t-o"-'a$ #a$ #a(e passenger rail pro!ects #ore accepta)le to t e pu)lic* Passenger and "reig t rail needs #a$ )e di""erent, )ut )ecause t e$ o"ten s are trac(age, one cannot )e considered in isolation "ro# t e ot er* As a result, an$ increase in passenger trains 'ould ave to co#pete "or capacit$ 'it "reig t trains* All or #uc o" t e proposed intercit$ passenger rail proposals in +da o - t e Pioneer and Nort 2oast =ia'at a proposals - 'ould use e,isting "reig t lines* +" a decision is #ade to e,pand passenger rail service o""erings in +da o, suc as t roug reinstating t e Pioneer and Nort 2oast =ia'at a routes, A#tra( and t e private sector railroads 'ould need to conduct "urt er colla)orative anal$ses, including capacit$ #odeling and si#ulation o" t e entire route, deter#ining e,act in"rastructure re.uire#ents 4e*g*, trac( and signal needs5, negotiating agreed-upon level o" invest#ents to address needs, and ot ers*
Freight and $assenger Corridor Capacity Constraints

0ecause +da o&s passenger rail service s ares rail in"rastructure 'it "reig t rail operations, e,pansion o" t e passenger rail net'or( 'ill inevita)l$ a""ect capacit$ "or "reig t rail* +#pacts to rail operations alread$ occur periodicall$, suc as t ose due to dela$ in one service t at i#pacts t e provision o" t e ot er and vice versa To #ini#i%e t ese interactions, invest#ent 'ill )e needed i" t e "reig t railroads in +da o ost increased levels o" passenger rail service, especiall$ ' ere passenger service currentl$ operates in t e State* T e s ared 0NS/ Cootenai River Su)division is a )us$, co#ple, piece o" in"rastructure* Table 4-4 details t e per"or#ance o" Cootenai River seg#ents per"or#ance, according to t is report&s net'or( capacit$ anal$sis* All are single trac( #ain lines* 0$ 2040, ' en as #an$ as 106 dail$ trains #a$ travel t roug t e corridor, t e entire corridor 'ill "ail to provide an ade.uate level o" service i" no i#prove#ents are #ade* Since t e su)division alread$ uses 2T2 as a tra""ic control sc e#e, anot er solution to relieving congestion on a long ter# )asis is to upgrade to positive train control, ' ic #a$ allo' trains to operate sa"el$ ' ile )eing closer toget er, or )uild #ore #ain line trac(* T ere is so#e disagree#ent 'it t e raillines as to t e actual e""ectiveness o" PT: in increasing capacit$* Table 4-4' RR Corridor #daho Rail Seg%ents "e*el o$ Ser*ice o$ + or ,elow in 2012i "ermin s "ermin s "P/ .2,. Capacity "rack *3G ()*
As )ased on anal$sis co#pleted in Ful$, 2012, 'it annuali%ed data )ased upon t e "irst si, #ont s o" 2012* T is anal$sis :oes not account "or upgrades co#pleted in t e last al" o" 2012, or "inal annual average TP:* Section 4: Rail Service Needs and Opportunities April 10, 2013 Page 4-13
&N*F &N*F
=reat $orthern =reat $orthern
0a&ser 7ard /ake Pend ,reille )ridge )o1er 2Sandpoint3 #ast Crossport
Ra se1 Sandpoint ?ct. )onner5s 8err1 <: )order
.8 .8 / 30iii
39ii 39i'
1 1
C:C C:C
8 8/@
&N*F
=reat $orthern
30'
38
C:C
&N*F
=reat $orthern
30'i
38
C:C
Source: (onsultant Analysis ased on data )ro* AAR, BNSF, FRA, $%RR
Freight and $assenger Corridor Operational Constraints

< enever "reig t and passenger trains use t e sa#e trac(s, operational con"licts occur due to t e di""ering service re.uire#ents* S ared corridors o"ten ave li#ited capacit$ "or ne' passenger services due to t e volu#e o" e,isting "reig t tra""ic* Passenger train speeds can also )e li#ited due to con"licts 'it slo'er "reig t trains* S ared corridors re.uire agree#ents to s are operating and #aintenance costs* Private railroads 'ill re.uire protection o" t eir "reig t capacit$ and 'ill insist t at t e pu)lic "ull$ pa$ "or t e capacit$ it consu#es* /or "uture passenger train operations, /RA regulations 'ill re.uire a Positive Train 2ontrol 4PT25 signal s$ste#* < ile t ese s$ste#s #a$ )e costl$, a 'ell-designed s$ste# can increase rail capacit$ on a particular line* To preserve t e capacit$ re.uired "or t e railroad&s e,isting and "uture "reig t service, additional #ainline trac( and passing sidings li(el$ 'ill )e re.uired* Passenger trains re.uire ig er trac( standards and i#proved signals "or ig er speeds* ;ven 'it t e added trac(s and signal i#prove#ents, dela$s to passenger trains can occur on s ared trac(s due to "reig t operations, suc as s'itc ing on-line industries* Te#porar$ slo' orders t at are accepta)le "or "reig t operations #ust )e corrected .uic(l$ to avoid passenger dela$s* /reig t operations li#it allo'a)le super-elevation on curves, ' ic can li#it passenger speeds* /reig t railroads ave to agree to an$ c anges #ade to t eir trac( structure 4i*e* super elevation5 or t eir signal s$ste#* Potential disruptions 'it "reig t derail#ents are al'a$s possi)le, including a%ardous #aterials spills*
ii
0NS/ indicates capacit$ e,panded to E4 as /e)ruar$, 2013* 0NS/ indicates actual trains in 2012 totaled 2A, rat er t an t e pro!ected 30, on ' ic t e anal$sis )ased* iv 0NS/ indicates capacit$ e,panded to E4 as /e)ruar$, 2013* v 0NS/ indicates actual trains in 2012 totaled 2A, rat er t an t e pro!ected 30* vi 0NS/ indicates actual trains in 2012 totaled 2A, rat er t an t e pro!ected 30*
iii
Page 4-14
4.4
Sta eholder Identi'ied Freight Rail Needs
T roug out t is stud$, "eed)ac( regarding "reig t rail 'as solicited "ro# various sta(e older groups including transportation s$ste#s users, operators, and govern#ent agencies* Outreac included: a /reig t Su##it eld earl$ in t e stud$ process captured issues and concerns on t e #ulti-#odal "reig t s$ste#> a series o" targeted sta(e older intervie's "ocused on detailed in.uir$ and vetting o" "reig t su##it "eed)ac(> a round o" regional #eetings vetting t e goals, o)!ectives, and per"or#ance #easures> and, steering co##ittee #eetings "ocused on pro!ect outco#es and visions* T roug revie' o" outreac "eed)ac(, several (e$ "reig t rail-related needs and issues e#erged - #an$ o" ' ic 'ere identi"ied t roug tec nical anal$sis, previousl$ descri)ed* T ese issues include t e develop#ent o" a trul$ #ulti#odal "reig t transportation net'or(, t e issue o" connecting products "ro# "ar# to #ar(et, and t e need "or #ore in"rastructure "unding - especiall$ to'ards s ortline railroads* T ese (e$ issues, and ' ere t e$ 'ere identi"ied, are su##ari%ed in Table 4--* Table 4-4 "opic Areas M ltimodal Connecti'ity "r ck and 3nteraction Accessibility Re! lation F ndin! Rail Su%%ar. o$ Freight Rail-Related /eeds $ro% Sta0eholder 1utreach 4ey Points 3denti$yin! Parties
6ntegrated tr&ck/rail &lti odal -acilities needed within 6dahoA S& it, Stakeholder incl&de role o- the airport and Port o- /ewistonA i ple entation o- 6nter'iews, Steering inter odal transloading -acilities needs to !e practical Co ittee #--ecti'e tr&ck and rail partnerships reB&ired to le'erage interests S& it, Stakeholder 6nter'iews, Steering Co ittee 6nter'iews, ittee Stakeholder
Connecting -ar s to arket on shortlines and other railroads is Stakeholder i portant -or 6dahoCs econo 1 Steering Co and Contin&ed dereg&lation o- railroads is i portant, as too reg&lation can h&rt the econo 1 &ch S& it, 6nter'iews
S&--icient shortline rail capacit1 is needed especiall1 as s&pport is dwindlingA capital is needed to aintain rail and !ridge Stakeholder 6nter'iews in-rastr&ct&re to 28"9 )ther Rail crossing sa-et1 is i portant and !etter rail sa-et1 anal1sis Stakeholder needed Steering Co Create !etter !alance !etween inco ing and o&tgoing tra--ic Source: Stake+older outreac+ res,onses, -anuary .#". to -une .#". S& it 6nter'iews, ittee
Page 4-16

+ultimodal Connectivity A recurring outreac t e#e is t e need "or a trul$ #ulti#odal and coordinated "reig t transportation s$ste# t at integrates truc(s, rail, 'ater'a$s, and air cargo* :evelop#ent o" a #ulti#odal transloading u) near logistics centers suc as 0oise and +da o /alls 'ere "re.uentl$ #entioned )$ s$ste#s users and operators* As sta(e olders #entioned, a sea#lessl$ integrated inter#odal "acilities can signi"icantl$ reduce travel ti#e, reduce dela$, and i#prove e""icienc$ "or s ipping products* 2urrentl$ inter#odal activities occur in Salt Ba(e 2it$ or Spo(ane, ' ic #an$ clai# do not serve +da o users ver$ 'ell* < ile #an$ agree t at t e creation o" suc an inter#odal u) is i#portant "or "acilitating t eir )usiness, t e$ are concerned 'it t e i#ple#entation o" suc a pro!ect, including its practicalit$ and tra""ic volu#es needed to support it* One o" t e steering co##ittee&s reali%ation o" t is goal centers on )ringing a)out pu)lic-private-partners ips to )ridge gaps in "inancing* Ot er respondents suggested conducting a #ar(et assess#ent to deter#ine t e "easi)ilit$ o" suc inter#odal "acilities* Truc and Rail Interaction +n order to )ring a)out a trul$ #ulti-#odal s$ste#, anot er resounding point calls "or )etter integration and cooperation )et'een t e truc( and rail industries* Sta(e olders noted t at truc(ing co#panies and railroads ave istoricall$ ad con"licting interests and #ec anis#s or incentives "or )etter colla)oration )et'een t e t'o 'ere lac(ing* All outreac respondents agree t at t ere needs to )e incentives "or truc( and rail to 'or( toget er and plat"or#s "or t e# to understand #utual gains* T e steering co##ittee suggests t at a non-pro"it )ro(er )e availa)le to users to "acilitate t eir transportation s ip#ents via 'or(ings 'it various #odes* =o'ever, in t e a)sence o" a detailed i#ple#entation plan, t is re#ains an i#portant issue "or all users o" t e transportation s$ste#* !ccessi"ility /reig t s$ste#s users, especiall$ in t e agriculture sector, identi"ied railroad accessi)ilit$ as a concern as 'ell* T e reac o" t e rail s$ste#s along 'it accessi)ilit$ to ports allo' products to transport "ro# rural locations to glo)al destinations* T ere"ore connecting rural "ar#s to #ar(et on s ortlines and ot er railroads is i#portant "or t e econo#$ o" +da o* T e steering co##ittee #entioned t at a #ulti#odal "easi)ilit$ stud$ s ould )e initiated to gain an understanding o" rail access needs* Regulation and Funding /eed)ac( surrounding railroad regulation and "unding 'as also received during outreac * Regarding regulations, all outreac responses indicated a need "or continued de-regulation o" t e railroad industr$ in t e "uture, as 'ell as #ore "unding "or railroads 4especiall$ s ortlines5 t at connect users to #ar(et* T e +da o Rural ;cono#ic :evelop#ent and +ntegrated /reig t Transportation Progra# 4R;:+/iT5 'as #entioned )$ several respondents as a good 'a$ to su)sidi%e s ortline railroad in"rastructure pro!ects, o'ever it can )e too li#iting and "unds needs to )e #ade availa)le to #ore pro!ects* Sta(e olders
Page 4-1E

noted need and support o" su""icient s ortline rail capacit$ and 2AEC-capa)ilit$* Rail line a)andon#ents 'ere not vie'ed as an i#portant issue* $assenger and Freight Rail Interaction < ile passenger rail 'as not o" particular interest to "reig t sta(e olders, t eir "eed)ac( regarding passenger and "reig t rail interaction is use"ul* Al#ost all sta(e olders re"lected t at passenger rail serves a di""erent purpose ' ic is distinct "ro# "reig t rail* +n places ' ere passenger and "reig t rail s are corridors and trac(s, integrated planning is needed* :iscussion o" passenger and "reig t rail con"licts did not arise "ro# t e "reig t rail outreac process, as passenger rail does not ave a strong presence in +da o* Other Issues < ile sta(e olders )elieve t at "reig t railroad capacit$ is not a #a!or concern in +da o, increasing railroad capacit$ can )eco#e an i#portant issue as "uture transportation costs increase and #ore truc( to rail diversion is desired* 0etter data anal$sis to understand "reig t s$ste#s de#and can )e an i#portant "irst step to understand ' ere capacit$ is needed* < ile invest#ent in in"rastructure is )eing #ade, it 'ill ave sa"et$ i#pacts on rail crossings, ' ic can )e )etter understood t roug #ore detailed anal$sis o" railroad accident and "atalit$ data*
4.,
Sta eholder Identi'ied $assenger Rail Needs
0ecause o" t e ver$ li#ited presence o" passenger rail in +da o, in order to appropriatel$ represent t e state&s interest in passenger rail, deli)erate e""orts to secure "ocused input "ro# (e$ passenger rail sta(e olders 'ere incorporated into t e planning process* T e /reig t Stud$ and Rail Plan Pro!ect Steering 2o##ittee included representation "ro# A#tra(, and t e steering co##ittee 'as as(ed to provide input on t e vision, goals, and outco#es "or passenger rail, as 'ell as o' to )est secure passenger rail input* 0ased upon a revie' o" e,isting studies, plans, and past input on potential passenger rail pro!ects in +da o, a surve$ 'as developed to solicit targeted input "ro# (e$ in"or#ants and sta(e olders associated 'it previous passenger rail planning e""orts, as 'ell as 3POs and "i,ed route transit service providers to in"or# t e develop#ent o" t e passenger rail co#ponent o" t is plan* ;lectronic surve$s as 'ell as personal intervie's 'ere conducted* Additionall$, an e,panded list o" passenger rail sta(e olders 'as identi"ied t roug t ese intervie's and surve$s, and t e dra"t plan 'as e#ailed directl$ to t at group, along 'it t e originall$ identi"ied (e$ in"or#ants and sta(e olders, 'it a set o" "ocused .uestions, to #a,i#i%e participation and input on t e passenger role co#ponents o" t e plan* Role o' $assenger Rail In Idaho Sta(e olders identi"ied passenger rail as a potentiall$ signi"icant transportation tool "or +da o in its "uture* Passenger rail as also )een envisioned to )e part o" so#e Bocal 3o)ilit$ 3anage#ent
Page 4-1?

Net'or(s 4B33N5, t oug it as not necessaril$ )een intentionall$ loo(ed at in all B33N planning processes* Regarding t e role o" passenger, econo#ic develop#ent e#erged as a t e#e in sta(e olders& responses* +t 'as noted t at, )ecause o" its istoric value, passenger rail s ould )e considered an econo#ic engine, part o" t e e,isting touris# in"rastructure in t e state* Several sta(e olders pointed out t at e""icient passenger rail service 'ill elp +da o&s econo#$ to gro', #a(e +da o #ore attractive to out-o"-state )usiness, and elp +da o re#ain co#petitive into t e ne,t centur$* 0ene"its identi"ied "or passenger rail included )ot its econo#ic develop#ent )ene"it as a tourist attraction, and its )ene"it as a #eans to get people to 'or( in Nort +da o or 0oise* +t 'as also noted )$ one sta(e older t at t ere #a$ )e an opportunit$ "or passenger rail to replace or supple#ent co##ercial air service, and t at t e u) and spo(e s$ste# o" air could )e elped 'it rail acting as t e spo(es "or regional air service* ;ven a#ong t e passenger rail sta(e olders, o'ever, t ere 'as an alternate vie' o" t e potential role o" passenger rail "or +da o* As one sta(e older c aracteri%ed it: H+ t in( t e potential "or passenger rail in t e ne,t 20 $ears is )lea(* T ere are so#e corridors ' ere rail service could )e sustained, )ut "or t e #ost part + see t ese as touristIrecreational routes, not "or transportation*D Anot er sta(e older recogni%ed t e i#portance o" "reig t rail to t e state, and suggested a need "or inter#odal u) and loading "acilities to allo' #ore s ip#ent "ro# and to +da o, )ut did not perceive passenger rail to )e critical or even needed* ;ven t ose e,pressing a potential "or an increased role "or passenger rail in t e "uture identi"ied #a!or o)stacles and concerns, citing de#and "or services, lac( o" in"rastructure, connectivit$ needs, and "unding and "inancial "easi)ilit$ concerns* -emand A nu#)er o" sta(e olders ac(no'ledged t at, "or passenger rail to )e via)le, de#and "or passenger rail needs to increase* So#e suggested t at t e state andIor local co##unities ad a role in pro#oting t e cost e""ectiveness and convenience o" passenger rail* So#e suggested t at e,panded andIor ne' passenger rail services 'ould need to )e predicated on de#onstrated de#and* Several sta(e olders .uestioned t e a)ilit$ to generate de#and given t e lo' population densities in +da o* One sta(e older noted t at istoricall$, t e Pioneer line in sout ern +da o never ac ieved t e nu#)er o" passengers needed to !usti"$ or sustain t e service, )ut "elt t at i" ade.uate "unding 4operating su)sid$5 could )e secured and service ti#es 'ere reasona)le, de#and 'ould increase* In'rastructure Needs <it onl$ one passenger rail line in +da o, 'it service to Sandpoint once a da$ 4in eac direction5, it is not surprising t at in"rastructure needs e#erged as a t e#e a#ong passenger rail sta(e olders* A
Section 4: Rail Service Needs and Opportunities April 10, 2013 Page 4-1A

nu#)er o" sta(e olders identi"ied a need "or #ore passenger rail routes to serve +da o* Ot er in"rastructure needs identi"ied included t e need to develop via)le depots "or passenger rail, as 'ell as connectivit$ to "i,ed route )us transit and e,isting intercit$ )us services, )ic$cleIpedestrian "acilities, par(ing, and 'al(a)le retail and service esta)lis #ents* One sta(e older suggested t e need "or separate rail lines dedicated to passenger rail service, noting t at rail is "ocused on "reig t, and t at passenger rail a""ects t e sc edule and ti#e to deliver trains, ' ile t e e,isting rail s$ste#s do not provide t e co#"ort o" ride or speed ' ic 'ould )e needed to #a(e t e s$ste# attractive* Operations and Connectivity Passenger rail sta(e olders s ared a nu#)er o" co##ents and needs related to operations and #ulti#odal connectivit$ "or )ot t e e,isting A#tra( service, as 'ell as potential "uture passenger rail service in +da o* <it respect to t e e,isting ;#pire 0uilder Service, needs identi"ied included #ore stops, )ot in Sandpoint and in Cootenai 2ount$, as 'ell as #ore "avora)le ti#es* One sta(e older did co##ent t at, given t e s ort distance )et'een Sandpoint and Spo(ane relative, it is unli(el$ an additional stop can )e !usti"ied in Cootenai 2ount$, particularl$ since A3TRAC uses t e 0NS/ corridor, ' ic is several #iles nort o" Cootenai 2ount$Js population center* As a result, t e utili%ation or increased utili%ation o" A3TRAC 'ill #ost li(el$ )e tied to i#proved sc edules "or arriving and departing in Sandpoint or Spo(ane andIor increased "re.uenc$ t at 'ould allo' passengers to arrive and depart during da$lig t ours, rat er t an t e current 11:00 p# to 2:00 a#* A#ong t e general co##ents related to e,panded passenger rail operations, nu#erous co##ents related to t e need "or #ore routes, #ore stops, and #ore depots* T e need "or coordination 'it "reig t trains 'as also identi"ied as a #eans to create #ore "avora)le passenger sc edules, direct service, and li#ited stopsIstopovers* T e need "or connectivit$ and coordination 'it ot er #odes 'as also identi"ied as essential to creating and supporting de#and* Speci"icall$ identi"ied 'as t e need to create Hpar( and rideD lots> to provide s elters and (ios(s 'it real ti#e in"or#ation at stops> provision o" co""eeIne's vendors at stops> and create lin(ages to "i,ed route transit and ot er #o)ilit$ services, side'al(s, )i(e pat s, etc* $artnerships T e need "or potential partners ips to pro#ote and gro' passenger rail 'as also identi"ied )$ sta(e olders* +t 'as noted t at Nort +da o as great potential "or e,pansion o" passenger rail 'it )etter utili%ation o" its in"rastructure and resources, as 'ell as coordination and colla)oration a#ong its sta(e olders* +t 'as also noted t at e,pansion o" A#tra( 'ill re.uire t e esta)lis #ent o" partners ips )et'een A#tra(, t e #unicipalities t at could potentiall$ )e served, and t e state o" +da o* A#tra( is
Section 4: Rail Service Needs and Opportunities April 10, 2013 Page 4-1@

not interested in running stations, and #unicipalities lac( resources, so state "unding support 'ill also )e critical* Funding and Financial Feasi"ility One recurring t e#e 'it passenger rail sta(e olders 'as t e issue o" "inancial "easi)ilit$ and "unding in +da o "or passenger rail* As one o" t e t e 3PO&s advised, in a "inanciall$ constrained vision t is passenger rail as no i#portance in regional transportation studies or plans* Anot er sta(e older pointed out t at ' ile interest "or passenger rail as )een e,pressed )$ patrons and legislators, recent studies ave indicated t at t e level o" de#and in relation to availa)le resources si#pl$ does not support a role "or passenger rail in +da o* Several ot er sta(e olders .uestioned t e cost e""ectiveness o" passenger rail, ' en co#paring t e unsu)sidi%ed cost per trip as co#pared to ot er #odes* T e need "or passenger rail "unding 'as also reiterated )$ several sta(e olders* +t 'as noted t at passenger rail pro!ects in Nort +da o 'ould re.uire signi"icant operating su)sid$, and in Nort +da o, signi"icant capitali%ation o" assets as 'ell* T e i#portance o" accessing and leveraging "ederal "unding in support o" passenger rail 'as also indicated, )ut t ere 'as signi"icant "ocus on state "unding "or passenger rail* +t 'as noted t at t e State o" +da o needs to ave a "inancial interest in pu)lic transportation 4)ot )us and rail5 t at can provide a sustaina)le "unding )ase "ro# ' ic to esta)lis a progra#* Anot er sta(e older co##ented t at +da o as no originating "unding no' "or pu)lic transportation, and to "und passenger rail services a ead o" )us service to serve local dail$ needs could )e a ard sell* Several ot ers co##ented t at state "unding "or passenger rail 'ould )e critical to its success, as t e #unicipalities do not ave "inancial resources* $otential $assenger Rail $ro.ects Identi'ied "y Sta eholders A#ong t e potential rail pro!ects identi"ied )$ passenger rail sta(e olders, several A#tra( pro!ects 'ere identi"ied* T ese included t e reinstitution o" t e Pioneer line in sout ern +da o, ' ic 'as #entioned )$ several sta(e olders* Also identi"ied 'as t e reintroduction o" t e Pioneer line and t e ;#pire 0uilder in t e Tri-2itiesI=er#iston area* One sta(e older speci"icall$ identi"ied t e need to conduct anot er "easi)ilit$ anal$sis "or t e re-esta)lis #ent o" t e Pioneer Service, 'it #ore accurate data, "or t at pro!ect to #ove "or'ard* +t 'as also stated t at 0NS/ is planning to put in a dou)le set o" trac(s in Sandpoint over t e long ter#, pri#aril$ 'it t e intent o" serving co##ercial interests, )ut it #a$ "acilitate #ore stops and )etter ti#es "or t e e,isting ;#pire 0uilder service* Also, "or an$ passenger rail pro!ect, rail line o'ners ave passenger principles t at need to )e "ollo'ed* Ot er passenger rail service corridors identi"ied included:
Page 4-20

2o##uter rail service )et'een 2an$on 2ount$ and 0oise> Passenger rail along t e S=- 66 corridor in S< +da o> Passenger rail service "ro# Salt Ba(e 2it$ to Portland and Seattle, ' ic 'ould li(el$ )ene"it passengers along t e 8P corridor in sout ern +da o> Regional passenger rail service "ro# Re,)urg to Salt Ba(e 2it$> Passenger rail connection )et'een 0oise and t e 2anadian )order> and, =ig -speed, co##uter rail lin( )et'een Cootenai 2ount$ and Spo(ane or Spo(ane 9alle$*
Pro!ects identi"ied related to passenger rail inter#odal connectivit$ included: +#proved interline connections )et'een state su)sidi%ed inter-cit$ )us and rail passenger service along eit er a nort ern or sout ern eastI'est corridor: :evelop#ent o" an inter#odal u) in Sandpoint to connect SPOT )us as 'ell as t e intercit$ )us service> An inter#odal )us station at Rat dru#, ' ic could connect 2oeur dJAlene and Post /alls 'it Sandpoint and Spo(ane> and, < ere passenger rail connections are in #a!or co##unities 'it pu)lic transportation, intercit$ and local transit service connects to t e train station ' en t e train arrives and departs*
3iscellaneous ot er potential pro!ects included: An education progra# to pro#ote #essage a)out convenience and a""orda)ilit$ o" passenger rail> and, /easi)ilit$ stud$ to #easure t e support "or co##uter line rail, 'it an$ identi"ied pro!ects developed "irst on a #odest scale*
Re'erences
1
Federal 2ighwa. Ad%inistration 3F2WA45 6S +epart%ent o$ Transportation* n i!s+,* 2010* National Trans,ortation Atlas Data ase, 0ureau o" Transportation Statistics, <as ington, :*2* S=P "ile "or#at> AutoMa7 ##8 Technical ,ulletin* Auto/a0.!,d)* ,/SF Railwa.8 Acceptable !ross Weight9 1eig+t2a2)!,d)! .#".! BNSF Rail3ay (o*,any, Fort 1ort+, Te0as! KPd" L* ,ridges* Bridges4ID!0ls! 2012* BNSF Rail3ay (o*,any, Fort 1ort+, Te0as! K,ls "ileL*
Page 4-21
2 3
FRA* Rail4lines!s+,* > +T:* Ida+oRail!s+,> 1R/"* .c"&5!s+,> AAR Railinc :%bargo S.ste% Map* A*erican Association o) Railroads, <as ington, :*2* ,/SF Railwa.8 Acceptable !ross Weight9 3eig+t2a2)!,d)> Allowable !ross Weight Map9 $% Allo3a le Gross 1eig+t /a,!,d)* 3arc 2012* $nion %aci)ic Railroad (o*,any, O#a a, Ne)ras(a* K2ited: 3a$ 14, 2012L* pd" "ile "or#at> 1ur Me%bers ; Railroad Me%bers 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association, <as ington, :*2* KOnlineL 4Accessed 3a$ 14, 20125> ,oise <alle. Railroad9 <atco 2o#panies* KOnlineL 4Accessed: 3a$ 14, 2012*5 ,oise <alle. Railroad #nc9 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association, <as ington, :*2* KOnlineL 4Accessed: 3a$ 14, 20125> +eparture Will "ea*e no Trac0s9 (oeur dAlene %ress6 2oeur d&Alene, +da o! KOnlineL Nove#)er 2, 2011* 4Accessed: Ful$ 1A, 20125> :astern #daho Railroad Trac0 Capacit.9 <atco 2o#panies* KOnlineL 4Accessed: 3a$ 14, 20125> :astern #daho Railroad 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association, <as ington, :*2* KOnlineL 4Accessed: 3a$ 14, 20125> !reat /orthwest Railroad Trac0 Capacit.9 <atco 2o#panies* KOnlineL 4Accessed: 3a$ 14, 20125> The !reat /orthwest Railroad 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association, <as ington, :*2* KOnlineL 4Accessed: 3a$ 14, 20125> Montana Rail "in05 #nc9 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association, <as ington, :*2* KOnlineL 2012* K2ited: 3a$ 14, 2012*L 4Accessed: 3a$ 14, 20125> St9 Maries Ri*er Railroad Co9 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association, <as ington, :*2* KOnline4Accessed: 3a$ 14, 20125*
Fi*e-=ear Strategic (lan* %ort o) Le3iston, Be'iston, +da o* KOnlineL 2006* K2ited: 3a$ 14, 2012*L ttp:II'''*porto"le'iston*co#I'ordpressIMpageNidO?4Accessed: 3a$ 14, 20125* +eparture Will "ea*e no Trac0s9 (oeur dAlene %ress! FRA >902 - 2ighwa.-Rail Crossing #n*entor. +ata9 FRA Rail 7ing In5entory G(IS"'!0ls0! !oogle Maps! KOnlineL 4Accessed: Ful$ 1A, 20125*
? A
FRA >902 - 2ighwa.-Rail Crossing #n*entor. +ata9 FRA Rail 7ing In5entory G(IS"'!0ls06 !oogle Maps! KOnlineL 4Accessed: Ful$ 1A, 20125*
10
FRA* Rail4lines!s+,* > +T:* Ida+oRail!s+,> 1R/"* .c"&5!s+,> AAR Railinc :%bargo S.ste% Map* A*erican Association o) Railroads, <as ington, :*2* ,/SF Railwa.8 Acceptable !ross Weight9 BNSF Rail3ay (o*,any,
Page 4-22
Allowable !ross Weight Map9 $nion %aci)ic Railroad (o*,any> 1ur Me%bers ; Railroad Me%bers 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association> ,oise <alle. Railroad9 1atco (o*,anies> ,oise <alle. Railroad #nc9 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association> :astern #daho Railroad Trac0 Capacit.9 1atco (o*,anies> :astern #daho Railroad 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association, <as ington, :*2* 4Accessed: 3a$ 14, 20125> !reat /orthwest Railroad Trac0 Capacit.9 <atco 2o#panies* KOnlineL 4Accessed: 3a$ 14, 20125> The !reat /orthwest Railroad 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association> Montana Rail "in05 #nc9 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association> St9 Maries Ri*er Railroad Co9 3Weight "i%its49 A*erican S+ort Line and Regional Railroad Association*
11 12
FRA >902 - 2ighwa.-Rail Crossing #n*entor. +ata9 FRA Rail 7ing In5entory G(IS"'!0ls0! FRA 190- - Accident;#ncident 1*er*iew b. State;Region9 Federal Railroad Ad*inistration, $S De,art*ent o) Trans,ortation, <as ington, :*2* KOnline report generated 200A-2012L 4Accessed: 3a$ 10, 20125* (roduce Raile7press8 (rogra% 1*er*iew* $nion %aci)ic Railroad (o*,any, O#a a, Ne)ras(a* KOnlineL 4Accessed: Ful$ 1E, 20125 Raile7 Fast Facts8 What #s Raile7M Raile0 $SA, Rotterda#, Ne' 7or(* KOnlineL 4Accessed: Ful$ 1E, 20125> Statewide Rail Capacit. and S.ste% /eeds Stud.8 Task 8 Policy and Investment Options.
13
14
2010 Montana State Rail (lan8 Section -90 ) !rain Car Consolidation Facilit. #%pact Anal.sis* /ontana De,art*ent o) Trans,ortation, 3issoula, 3ont* KOnlineL 2010* 4Accessed: Ful$ 1A, 20125* !rain +irector.* $nion %aci)ic Railroad (o*,any6 !rain :le*ators* 8le5ators4ID!,d)6 2010 Montana State Rail (lan8 Section -90 ) !rain Car Consolidation Facilit. #%pact Anal.sis* /ontana De,art*ent o) Trans,ortation*
16
1E
!rain +irector.* $nion %aci)ic Railroad (o*,any, O#a a, Ne)ras(a* KOnline4Accessed: Ful$ 1E, 2012*:
Page 4-23
!rain :le*ators* 8le5ators4ID!,d)! 2012! BNSF Rail3ay (o*,any, /ort <ort , Te,as* KPd" L*
1?
A%tra0* Nort 2oast =ia'at a Stud$ Plan* <as ington :*2*: National Railroad Passenger 2orporation, PR++A Section 224, 200@* A%tra0 Ser*ice in :ast !lacier5 MT ) ,R1* National Association o" Railroad Passengers, <as ington, :*2* KOnlineL 4Accessed: Ful$ 1E, 20125* A%tra0 Ser*ice in :ast !lacier5 MT ) :SM* National Association o" Railroad Passengers, <as ington, :*2* KOnlineL 4Accessed: Ful$ 1E, 20125* A%tra0 Ser*ice in :ast !lacier5 MT ) !(?* National Association o" Railroad Passengers, <as ington, :*2* KOnlineL 4Accessed: Ful$ 1E, 20125* A%tra0 Ser*ice in :ast !lacier5 MT ) W!"* National Association o" Railroad Passengers, <as ington, :*2* KOnlineL 4Accessed: Ful$ 1E, 20125*
1A
1@
A%tra0* /72012-201E /ive 7ear /inancial Plans* Fanuar$, 2012*
Page 4-24
Section 5 Potential Freight and Passenger Rail Improvements and Investments

5.1 Project Identification Process
This section o tlines the ! ll range o! !reight an" passenger rail investments i"enti!ie" " ring this e!!ort an" the mechanisms se" to re!ine, select an" prioriti#e the pro$ects !or incl sion into the I"aho%s &ong 'ange 'ail Service an" Investment Program( These investments )ere "evelope" thro gh the !ollo)ing anal*ses an" inp ts:
An inventor* o! I"aho%s c rrent rail net)or+, the tren"s an" !orecasts !or ! t re "eman", an" anticipate" rail nee"s an" opport nities ,"etaile" in Sections 2, 3, an" - o! this plan./ A revie) o! relevant local, regional, an" state plans an" st "ies ,as s mmari#e" in Section 1 o! this plan./ 01tensive p 2lic an" sta+ehol"er o treach, )hich incl "e" the Freight S mmit, 'egional For ms, sta+ehol"er intervie)s, an" steering committee meetings ,as s mmari#e" in Section 3 o! this plan./ A revie) o! the Preliminar* 4ational 'ail Plan, as )ell as 'ail Plans !rom the a"$acent states o! 5ashington, 6regon, 4eva"a, 7tah, 5*oming, an" 8ontana ,as s mmari#e" in Section 1 o! this plan.(
Table 5-1 s mmari#es the Freight 'ail Pro$ects i"enti!ie" an" consi"ere", )hile Table 5-2 s mmari#es the Passenger 'ail Pro$ects consi"ere". Potential Freight Rail Studies, Programs, and Projects Table 5-1: Freight Rail Studies, Programs and Projects Considered
! "o F1 Project T$%e St "*
Project "ame
#ocation
Project Pur%ose & 'eneral Sco%e
'ail 9ar 4ee"s Assessment ,Incl "ing Specialt* 9ars.
State)i"e
Pro$ect P rpose: 0val ate the nee" !or investment in rail cars incl "ing specialt* cars, to e1pan" access to !reight rail in I"aho, an" improve !reight rail e!!icienc*( :eneral Scope: 1. Inventor* e1isting an" assess ! t re nee"s !or specialt* rail cars/ 2. I"enti!* ! n"ing nee"s !or specialt* rail cars - to incl "e an anal*sis o! the ! n"s nee"e" in e1cess o! )hat is availa2le thro gh '0;IFiT( Page 5-1
Section 5: Potential Freight & Passenger Improvements & Investments April 10, 2013
! "o F2
Project "ame
#ocation
Project T$%e 9apital Pro$ect
Treas re <alle* Freight 8 lti8o"al Transloa" 9enter
9it* o! =oise
Pro$ect P rpose: 9onstr ct a m lti-mo"al transloa" !acilit* in =oise to improve access to !reight rail service, improve !reight e!!icienc*, enhance !reight capacit* an" promote economic "evelopment opport nities( :eneral Scope: 1. 5or+ )ith +e* sta+ehol"ers to i"enti!* local, state, Fe"eral an" private ! n"ing opport nities( 3. = il" the center( Pro$ect P rpose: 0val ate the !easi2ilit* o! e1pan"ing the availa2ilit* o! m lti-mo"al !reight !acilities thro gho t I"aho to improve the e!!icienc* o! I"aho%s !reight s*stem an" sp r economic "evelopment opport nities( :eneral Scope: 1 .62tain research ! n"s( 2. Anal*#e m lti-mo"al !acilit* t*pes ,incl "ing "o 2le-trac+e" transloa" !acilities, "r* ports, rail sp rs, transloa" !acilities, intermo"al !acilities.( 3. I"enti!* minim m threshol"s !or economic !easi2ilit*( -. Assess potential site locations in I"aho( Pro$ect P rpose: To improve sa!et* an" e!!icienc* o! the =4SF an" 7P'' lines !rom Athol, I"aho to Spo+ane, 5A 2* com2ining alignments an" eliminating at-gra"e railroa" crossings( :eneral Scope: 1. 5or+ )ith ?8P6 to i"enti!* ! n"ing !or 2ene!it cost anal*sis an" prioriti#ation o! =ri"ging the <alle* pro$ects( 2. 0ngineering an" constr ction(
F(
State)i"e 8 lti-8o"al Freight Facilities St "*
State)i"e
St "*
F)
F5
=ri"ging The <alle*: :ra"e 9rossing Improvement ,=4SF ro te. an" 'ealignment o! 1 7P'' mainline =ri"ging The <alle*: :ra"e 9rossing Improvement onl* ,=4SF 2 ro te.
Spo+ane <alle*> 'ath"r m Prairie ,2et)een Spo+ane an" Athol. Spo+ane <alle*> 'ath"r m Prairie ,?ootenai 9o nt*.
9apital Pro$ect
9apital Pro$ect
Pro$ect P rpose: To improve the sa!et* o! the =4SF an" 7P'' lines !rom Athol, I"aho to Spo+ane, 5A 2* improving at-gra"e railroa" crossings( :eneral Scope: 1. 5or+ )ith ?8P6 to i"enti!* ! n"ing !or 2ene!it cost anal*sis an" prioriti#ation o! =ri"ging the <alle* pro$ects( 2. 0ngineering an" constr ction(
1 2
Pro$ect also i"enti!ie" in the 5ashington State 'ail Plan( Pro$ect also i"enti!ie" in the 5ashington State 'ail Plan( Page 5-2
! "o F*
Project "ame
#ocation
'ailroa" 9rossing Sa!et* Program
State)i"e
Pro$ect P rpose: 9ontin e the investment in rail-high)a* crossing improvements to improve sa!et* an" re" ce propert* loss, in$ ries, an" !atalities( :eneral Scope: 1. 5or+ )ith rail line o)ners an" local $ ris"ictions to i"enti!* high ris+ gra"e crossings that meet the 'ailroa" 9rossing Sa!et* Program re@ irements( 2. Increase a)areness o! program( Pro$ect P rpose: 9ontin e s pport o! 6peration &i!esaver as a means to improve rail sa!et* thro gh e" cation an" a)areness programs( :eneral Scope: 1. Provi"e sta!! reso rces>s pport to 6peration &i!esaver( 2. 'esearch ! n"ing so rces !or mar+eting>e" cational campaigns( Pro$ect P rpose: To s pport the strategic investment an" preservation o! e1isting rail in!rastr ct re( :eneral Scope: 1. Ann all* assess rail vol me reports ,!rom IP79. !or tren"s( 2. 9on" ct 2ene!it>cost anal*sis on in"ivi" al lines sho)ing "ecreasing vol mes over time, incl "ing potential !or ne) in" stries( 3. I"enti!* economic "evelopment partnerships>investments( -. ;evelop partnerships 2et)een state>local $ ris"ictions an" rail line o)ners>operators to appl* !or '0;IFiT ! n"ing !or rail line preservation an">or to appl* !or other ! n"ing !or corri"or preservation ,incl "ing sing the corri"or !or alternate means.( Pro$ect P rpose: To invest in improvements that "ecrease inci"ents o! rail trespassing as a means to improve sa!et* an" re" ce propert* loss, in$ ries, an" !atalities( :eneral Scope: 1. I"enti!* +e* railroa" *ar"s, interchange points, an" ma$or str ct res that ma* nee" to 2e sec re" !rom open p 2lic access( 2. Partner )ith local $ ris"ictions to i"enti!* sec rit* strategies incl "ing e" cation, en!orcement, an" a)areness( Pro$ect P rpose: To improve capacit* to meet pro$ecte" ! t re "eman"( :eneral Scope: 1. 0sta2lish ongoing partnerships )ith a"$acent states an" private railroa"s( A""itional capacit* !or ! t re nee"s )o l" improve operations o! the 7P'' an" co l" improve economic competitiveness I"aho(
F+
6peration &i!esaver
State)i"e
Program
F,
I"aho 'ail Preservation Program
State)i"e
Program
F-
'ail Trespassing ;eterrence Program
State)i"e ,7nprotect e" railroa" right-o!)a*.
9apital Pro$ect
F1.
;o 2le-trac+ 7P'' A ntington S 2"ivision
5est o! 4ampa to 6regon
9apital Pro$ect
Page 5-3
! "o F11
Project "ame
#ocation
;o 2le-trac+ 7P'' 4ampa S 2"ivision
Pocatello to 4ampa
Pro$ect P rpose: To improve capacit* to meet pro$ecte" ! t re "eman"( :eneral Scope: 1. 0sta2lish ongoing partnerships )ith a"$acent states an" private railroa"s( A""itional capacit* !or ! t re nee"s )o l" improve operations o! the 7P'' an" co l" improve economic competitiveness I"aho( Pro$ect P rpose: To improve capacit* to meet pro$ecte" ! t re "eman"( :eneral Scope: 1. 0sta2lish ongoing partnerships )ith a"$acent states an" private railroa"s( A""itional capacit* !or ! t re nee"s )o l" improve operations o! the 7P'' an" co l" improve economic competitiveness I"aho( Pro$ect P rpose: To e" cate the p 2lic on the importance o! rail, an" the 2ene!its o! moving !reight via rail, to 2 il" p 2lic s pport !or I"aho%s 'ail Program( :eneral Scope: 1. 0sta2lish on-going p 2lic e" cation program to promote I"ahoBs o2$ectives relative to !reight rail( Pro$ect P rpose: To improve e1isting m lti-mo"al rail *ar"s, an">or e1pan" e1isting rail *ar"s to improve access an" availa2ilit* o! m lti-mo"al !reight !acilities thro gho t I"aho to improve the e!!icienc* o! I"aho%s !reight s*stem an" sp r economic "evelopment opport nities( :eneral Scope: 1. 7se regional !or ms to i"enti!* p 2lic>private partnership opport nities to 2 il" !acilities( 2. I"enti!* ! n"ing so rces to constr ct an">or improve !acilities as i"enti!ie" in F3( 3. 9onstr ct !acilities( Pro$ect P rpose: To esta2lish an">or improve e1isting rail classi!ication *ar"s, an">or e1pan" e1isting rail *ar"s to improve access an" availa2ilit* o! m ltimo"al !reight !acilities thro gho t I"aho to improve the e!!icienc* o! I"aho%s !reight s*stem an" sp r economic "evelopment opport nities(
F12
;o 2le-trac+ 7P'' Pocatello S 2"ivision
&ava Aot Springs, east to 5*oming
9apital Pro$ect
F1(
'ail Freight 0" cation an" In!ormation Program
State)i"e
Program
F1)
8 lti-mo"al 'ail Car" Improvements
State)i"e
9apital Pro$ect
F15
0sta2lish an">or improve rail classi!ication *ar"s thro gho t I"aho
State)i"e
9apital Pro$ect
:eneral Scope: 1. 7se regional !or ms to i"enti!* p 2lic>private partnership opport nities to 2 il" !acilities( 2. I"enti!* ! n"ing so rces to constr ct an">or improve !acilities as i"enti!ie" in F3( 3. 9onstr ct !acilities(
Page 5--
! "o F1*
Project "ame
#ocation
Aigh 9 2e Intermo"al Service St "*
F1+
Interstate 'ail Partnership 3 Program
Freight corri"ors paralleling I-D0, I-Ean" I-EF east>)est, an" I-15 north> so th( State)i"e
Pro$ect P rpose: 0sta2lish competitive high c 2e "o 2le-stac+ m lti-mo"al service in I"aho to increase capacit* an" improve the e!!icienc* o! I"aho%s !reight rail net)or+( :eneral Scope: 1. 5or+ )ith rail line o)ners an" neigh2oring states to prioriti#e corri"ors 2ase" on cost-2ene!it(2. I"enti!* ! n"ing nee"s !or installation o! high-c 2e" "o 2le stac+ intermo"al service(
Program
Pro$ect P rpose: 0sta2lish ongoing partnerships to !oster colla2oration an" $oint planning )ith a"$acent states( :eneral Scope: 1. 01pan" e1isting partnerships )ith a"$acent states an" private railroa"s( 2. 8onitor rail net)or+ improvements !or impact on I"ahoBs economic competitiveness( 3. 7se the FA9 an" e1isting partnerships to increase a)areness o! enhancements( Pro$ect P rpose: 0val ate carloa" capacit* nee"s along the 8e1ico to I"aho S ppl* 9hain as a !irst step in increasing e!!iciencies( :eneral Scope: 1. 9on" ct st "* to "e!ine pro$ect an" a"vance goals( Pro$ect P rpose: To eval ate tr c+ing iss es that a!!ect rail shipping( :eneral Scope: 1. I"enti!* an" prioriti#e rail improvements that provi"e the 2est opport nit* to provi"e economic "evelopment an" enhance reven e opport nities thro gh the state 2* moving !reight via rail in lie o! motor carriers( 2. 8onitor an" enact legislation that ens res motor carrier stan"ar"s are ni!orm an" are not given competitive a"vantage over rail( Pro$ect P rpose: To con" ct a !easi2ilit* anal*sis o! e1pan"ing>improving access to 9ana"ian mar+ets via a 4orth-So th !reight rail ro te( :eneral Scope: 9on" ct st "* to "etermine most cost e!!ective north-so th ro te !or !reight rail access to 9ana"a that incl "e recommen"ations !or ! n"ing mechanisms(
F1,
8e1ico to I"aho 9arloa" 9apacit* St "*
State)i"e
St "*
F1-
Tr c+>'ail 0@ it* Pro$ect
State)i"e
St "*> Program
F2.
01pan" & improve access to 4orth-So th 9ana"ian 'ail &in+ to 9ana"a
State)i"e
St "*
3 -
Pro$ect also i"enti!ie" in the 5ashington State 'ail Plan( Pro$ect also i"enti!ie" in the 5ashington State 'ail Plan( Page 5-5
! "o F21
Project "ame
#ocation
Project T$%e St "*
G iet Hones St "*
'esi"ential 9omm niti esState)i"e
Pro$ect P rpose: Improve sa!et* an" liva2ilit* )ithin comm nities impacte" 2* !reight rail operations( :eneral Scope: 1. 9on" ct st "* to "etermine most e!!ective locations an" ! n"ing !or implementation o! sa!et* meas res !or the esta2lishment o! IF'A approve" G iet HonesJ( Pro$ect P rpose: To improve sa!et* an" emergenc* responsiveness along ha#ar"o s materials transport ro tes( :eneral Scope: 1. I"enti!* ha#ar"o s material ro tes>corri"ors( 2. 8onitor in!rastr ct re con"ition( 3. Prioriti#e e1isting ! n"ing !or sa!et* improvements along ha#ar"o s material ro tes( Pro$ect P rpose: To install Positive Train 9ontrol ,PT9. improvements on 9lass 1 carrier s*stems, as re@ ire" 2* 7S;6T, to improve sa!et* an" e!!icienc*( :eneral Scope: 1. I"enti!* main lines ,carries 5 million or more gross tons o! !reight ann all*. over )hich ha#ar"o s materials that are poisono s or to1ic 2* inhalation ,PIA>TIA materials. are transporte" on other trac+s as "esignate" 2* reg lation or or"er !rom the Secretar* o! Transportation( 2. Install Positive Train 9ontrol in compliance )ith the 'ail Sa!et* Improvement Act( Pro$ect P rpose: To improve e!!icienc* an" capacit* thro gh capital investment in the 4orth)est 9orri"or%s Pocatello S 2"ivision( :eneral Scope: 1. Prepare cost estimates an" sche" le !or a secon" main line at Topa# an" to lengthen e1isting si"ings( 2. 9onstr ct secon" line an" e1ten" si"ings( Pro$ect P rpose: To improve capacit* an" enhance rail access !or agric lt ral pro" cers in 4orth 9entral I"aho( :eneral Scope: 1. 7pgra"e the P&& 2ranch 2ri"ges to the level re@ ire" 2* the Fe"eral 'ail A"ministration ,F'A. in or"er to accommo"ate 2EF,000 l2( ,2EF?. rail cars an" 2. provi"e relia2le rail access to a ne) private sector K13 million commercial grain storage an" loa"ing !acilit* at 8c9o*(
F22
Aa#ar"o s 8aterials 'ail Transport Sa!et* Program
State)i"e
Program
F2(
Positive Train 9ontrol Improvements
State)i"e
9apital Pro$ect
F2)
4orth)est 9orri"or Pocatello S 2"ivision 7pgra"e P&& Short line 'ailroa" =ri"ge 'eplacement an" Sh ttle Train &oa"er 5 Facilit*
Portne ! 'iver <alle*
9apital Pro$ect
F25
Port o! 5hitman 9o nt*
9apital Pro$ect
Pro$ect also i"enti!ie" in the 5ashington State 'ail Plan( Page 5-F
! "o F2*
Project "ame
#ocation
Project T$%e Program
=:98 & :4'' 'ail 9orri"or Preservation F Program
F2+
:reat 4orthern 3 9orri"or St "*
0ast o! Port o! &e)iston, 2et)een ?amiah an" :rangeville 9hicago, I& to <anco ver, =9 State)i"e
Pro$ect P rpose: To preserve rail corri"or an" capacit* in s pport o! agric lt ral !reight transport in 4orth 9entral I"aho, an" to promote economic "evelopment opport nities in the region( :eneral Scope: 1. I"enti!* potential ! n"ing so rces( 2. 9onsi"er rail2an+ing( Pro$ect P rpose: To s pport m lti-state corri"or planning e!!ort( :eneral Scope: 1. Partner )ith a"$oining states an" =4SF on the :reat 4orthern 9orri"or St "*( 2. 9oor"inate )ith a"$oining states on rail plans( Pro$ect P rpose: To pgra"e critical corri"or in!rastr ct re to accommo"ate higher capacit* rail cars to meet "eman" !or capacit* an" enhance s*stem e!!icienc*( :eneral Scope: 1. 7se the Freight A"visor* 9ommittee to i"enti!* corri"ors )ith ! t re capacit* nee"s that can 2e resolve" thro gh higher capacit* rail cars( 2. 9on" ct a 2ene!it>cost anal*sis on i"enti!ie" corri"ors( 3. I"enti!* p 2licprivate partnerships an" potential ! n"ing so rces to pgra"e 2ri"ges, roa"2e"s, an" rails i"enti!ie" as nee"ing pgra"es( Pro$ect P rpose: To esta2lish a "r* port "istrict in Pocatello an" constr ct a m lti-mo"al in" strial par+ )ith transloa" capa2ilities, to enhance intermo"al an" !reight rail access an" e!!icienc*, )hile provi"ing economic "evelopment opport nities( :eneral Scope: 1. 0nact legislation to ena2le a port a thorit*( 2. ;esign an" constr ct !acilit*( Pro$ect P rpose: To "isseminate technical reso rces>tools !or local comm nities on lan" se policies that s pport rail s*stem investment :eneral Scope: 1. I"enti!* availa2le lan" se planning reso rces( 2. 5or+ )ith rail o)ners>operators to "isseminate lan" se>transportation policies along rail right-o!-)a*
Partnership
F2,
Aigh 9apacit* 'ail 9orri"or Improvements
9apital Pro$ect
F2-
Pocatello ;r* Port
Pocatello possi2l* at the airport
9apital Pro$ect
F(.
&ocal &an" 7se 'ail Planning Assistance Program
State)i"e
Program
F 3
Pro$ect also i"enti!ie" in the 5ashington an" 6regon State 'ail Plans( Pro$ect also i"enti!ie" in the 5ashington an" 8ontana State 'ail Plans( Page 5-3
! "o F(1
Project "ame
#ocation
Freight 9orri"or 9apacit* Assessment S*stem
State)i"e
Pro$ect P rpose: To "evelop tool to assess m lti-mo"al s ppl* chains an" capacit* along !reight corri"ors( :eneral Scope: 1. I"enti!* priorit* !reight corri"ors ,Freight A"visor* 9ommittee.( 2. 7se Agric lt re an" 9ommerce pro$ections to assess ! t re capacit* nee"s along priorit* !reight corri"ors(
Potential Passenger Rail Projects Table 5-(: Potential Passenger Rail Ser/ice Studies, Projects and Programs Considered
! "o P1 Project "ame Intercit* = s Program #ocation State)i"e Project T$%e Program Project Pur%ose & 'eneral Sco%e Pro$ect P rpose: To assess "eman" an" esta2lish ri"ership !or ! t re passenger rail programs( :eneral Scope: 9ontin e )ith intercit* 2 s program( Pro$ect P rpose: To meas re s pport an" potential "eman" !or comm ter rail services along high comm ter corri"ors :eneral Scope: 0val ate potential s pport>"eman" an" potential locations !or comm ter rail service Pro$ect P rpose: To preserve ! t re rail corri"ors to serve high capacit* comm ter ro tes :eneral Scope: I"enti!* ! n"ing to ac@ ire rail corri"or right-o!-)a* !or comm ter rail operation( St "* Pro$ect P rpose: To esta2lish 2 s station along Amtra+%s 0mpire ro te to serve as intermo"al inter!ace an" e1pan" access to Amtra+ service( :eneral Scope: Assess !easi2ilit* o! an intermo"al 2 s station at 'ath"r m, )hich co l" connect 9oe r "BAlene an" Post Falls )ith San"point an" Spo+ane
P2
9omm ter 'ail Service Feasi2ilit* St "*
State)i"e
St "*
P(
9omm ter 'ail 9orri"or Preservation Program
P)
'ath"r m 8 ltimo"al Station Feasi2ilit* St "*
A"a an" 9an*on 9o nties, remaining portions o! =oise c to!! 'ath"r m
Program
Page 5-E
! "o P5
Project "ame Aeritage To rism 'ail Pro$ects
#ocation 9amas Prairies 'ail4etBs line to :rangeville Portlan", 6' to =oise, I;
Project Pur%ose & 'eneral Sco%e Pro$ect P rpose: To preserve an" re se a2an"one" !reight rail lines !or heritage to rism( :eneral Scope: 0val ate a2an"one" rail lines !or potential heritage to rism ,partner )ith State Aistoric Preservation 6!!ice.( Pro$ect P rpose: To partner )ith a"$oining states in s pport o! a ne) !easi2ilit* st "* o! the Pioneer 'o te :eneral Scope: 9oor"inate>comm nicate )ith a"$oining states on ! t re st "ies to eval ate the restoration or replacement o! the line that Amtra+ terminate" in 1DD3 along 7P line(
P*
Amtra+ Pioneer 'o te Feasi2ilit* St "*
Partnership
P+
8ontana Passenger 'ail Feasi2ilit* St "* S pport
5illiston, 4; to San"point, I;
Partnership
Pro$ect P rpose: To s pport 8ontanaBs e!!orts to st "* the !easi2ilit* o! passenger rail service connecting San"point, I; to the east( :eneral Scope: 9oor"inate>comm nicate )ith 8ontana on st "* to eval ate !easi2ilit* an" potential alignment o! passenger rail line(
P,
=oise-&as <egas Aigh Spee" 'ail Feasi2ilit* St "*
=oise, I;/ 0l+o an" &as <egas, 4<
Partnership
Pro$ect P rpose: To s pport 4eva"a%s e!!orts to st "* the !easi2ilit* o! intercit* rail 2et)een =oise an" &as <egas :eneral Scope: 9oor"inate>comm nicate )ith 4eva"a on st "* to "etermine the "eman" !or service an" potential alignment !or a high spee" rail line( Pro$ect P rpose: To s pport a service e1pansion e1pan"ing on Amtra+%s 0mpire ro te 2* a""ing a secon" stop in San"point( :eneral Scope: 9oor"inate>comm nicate )ith a"$oining states an" Amtra+ on shi!ting sche" le to stop in San"point in "a*light ho rs an" connect to the intercit* 2 s service that )o l" lin+ 9oe r "BAlene an" =oise to nation)i"e rail service( A"" service to San"point, s ch as the Aia)atha 'o te( Pro$ect P rpose: To s pport e!!orts to e1pan" Amtra+%s 0mpire 'o te to incl "e reinstatement o! portions o! the !ormer Aia)atha 'o te :eneral Scope: Participate in a st "* to eval ate reinstatement o! the ol" Aia)atha line that Amtra+ terminate" in the 1D30s(
P-
0mpire 'o te Service 01pansion
San"point
Partnership
P1.
Aia)atha 'o te 'einstatement
:len!e), I& to A 2 rn, 5A, stop in San"point, I;
St "*
Page 5-D
! "o P11
Project "ame Treas re <alle* Aigh 9apacit* Transit St "*
#ocation I-E-, 9hin"en =o levar" ,4. to <ictor* 'oa" ,s.
Project T$%e St "*
Project Pur%ose & 'eneral Sco%e Pro$ect P rpose: To assess the !easi2ilit* o! esta2lishing a comm ter rail service along I-E- in the heavil* pop late" Treas re <alle* region o! I"aho( :eneral Scope: 1. Assess economic !easi2ilit* o! comm ter rail service along I-E-( 2. I! economicall* !easi2le, assess potential alignments !or rail service(
5.2 Project Refinement, Selection and Prioritization

This pro$ect list )as re!ine" an" prioriti#e" 2* 2oth the pro$ect management team an" the steering committee thro gh gro p "isc ssion 2* clari!*ing pro$ect intent, an" a2ilit* to ! l!ill the goals esta2lishe" earl* in the rail plan "evelopment: '01# 1: I"aho%s rail s*stem !eat res seamless, mo"al connectivit* )hile maintaining sa!et* an" e!!icienc* in moving goo"s an" people( '01# 2: I"aho%s rail s*stem !eat res e!!ective partnerships that leverage reso rces an" opport nities( '01# (: I"aho strategicall* invests in its rail s*stem in!rastr ct re )hile ma1imi#ing e1isting capacit* an" preserving the s*stem( The gro p i"enti!ie" appropriate responsi2le parties, an" challenges associate" )ith each pro$ect that sho l" 2e consi"ere" )hen prioriti#ing, costing, an" programming( The pro$ects )ere then ran+e", )ith each in"ivi" al selecting the si1 ,F. highest priorit* pro$ects, at least one o! )hich ha" to 2e a passenger rail pro$ect( Pro$ects )ere Iran+e"L 2ase" pon the n m2er o! votes receive"/ pro$ects that tie" in voting receive" the same ran+ing( Table 5-( "emonstrates the res lts o! this e1ercise !or Freight 'ail, )hile Table 5-) i"enti!ies the res lts !or Passenger 'ail(
Page 5-10

Table 5-3 Refined Freight Rail Project List
Relevant oal ID F& Name Treas re !alle" Freight # lti#o$al Transloa$ %enter Location %it" o& 'oise Description % 1( )or* +ith *e" sta*ehol$ers to i$enti&" local, state, Fe$eral an$ private & n$ing opport nities, 2( ' il$ the center, & 3 To i$enti&" & rther & n$ing opport nities, comm nicate . colla/orate +ith local, state, &e$eral, an$ private interests F n$ing, political +ill F3 State+i$e # lti#o$al Freight Facilities St $" State+i$e 1( 1/tain research & n$s, 2( Anal"2e m lti-mo$al &acilit" t"pes 0incl $ing $o /le-trac*e$ transloa$ &acilities, $r" ports, rail sp rs, transloa$ &acilities, intermo$al &acilities(, 3( I$enti&" minim m threshol$s &or economic &easi/ilit", 3( Assess potential site locations in I$aho, 1( )or* +ith 9#P1 to i$enti&" & n$ing &or /ene&it cost anal"sis an$ prioriti2ation o& 'ri$ging the !alle" pro:ects, 2( ;ngineering an$ constr ction, P3 Fe+ o/stacles4 i$enti&ies optim m sites &or F13 %om/ine$ +ith F2 7eso rces, & n$ing P /lic %om/ine$ +ith 5 1< P /lic. Private Partnership 0P-3( !hallenges "ector #dditional !omments %om/ine$ +ith F3 Ran$
F'
'ri$ging The !alle": 5ra$e %rossing Improvement 0'6SF ro te( an$ 7ealignment o& 8P mainline
Spo*ane !alle". 7ath$r m Prairie 0'et+een Spo*ane & Athol(
Page 5-11
Relevant oal ID F5 Name 'ri$ging The !alle": 5ra$e %rossing Improvement onl" 0'6SF ro te( 7ailroa$ %rossing Sa&et" Program Location Spo*ane !alle". 7ath$r m Prairie 09ootenai %o nt"( State+i$e Description % 1( )or* +ith 9#P1 to i$enti&" & n$ing &or /ene&it cost anal"sis an$ prioriti2ation o& 'ri$ging the !alle" pro:ects, 2( ;ngineering an$ constr ction, & 3 !hallenges "ector
#dditional !omments %om/ine$ +ith 3
Ran$
1<
F(
F)
1peration >i&esaver
F*
I$aho 7ail Preservation Program
State+i$e
1( )or* +ith rail line o+ners an$ local : ris$ictions to i$enti&" high ris* gra$e crossings that meet the 7ailroa$ %rossing Sa&et" Program re= irements, 2( Increase a+areness o& program, 1( Provi$e sta&& reso rces.s pport to 1peration >i&esaver, 2( 7esearch & n$ing so rces &or mar*eting. e$ cational campaigns, 1( Ann all" assess rail vol me reports 0&rom IP8%( &or tren$s, 2( %on$ ct /ene&it.cost anal"sis on in$ivi$ al lines sho+ing $ecreasing vol mes over time, incl $ing potential &or ne+ in$ stries, 3( I$enti&" economic $evelopment partnerships.investments, 3( @evelop partnerships /et+een state.local : ris$ictions an$ rail line o+ners.operators to appl" &or 7;@IFiT & n$ing &or rail line preservation an$.or to appl" &or other & n$ing &or corri$or preservation 0incl $ing sing the corri$or &or alternate means(,
7eso rces, & n$ing
P /lic
1ngoing, esta/lishe$ 3
P3
1ngoing, esta/lishe$
Political +ill, nee$s a champion
P /lic
%om/ine$ +ith P3
13
Page 5-12
Relevant oal ID F+ Name 7ail Trespassing @eterrence Program Location State+i$e 08nprotect e$ railroa$ right-o&+a"( Description % 1( I$enti&" *e" railroa$ "ar$s, interchange points, an$ ma:or str ct res that ma" nee$ to /e sec re$ &rom open p /lic access, 2( Partner +ith local : ris$ictions to i$enti&" sec rit" strategies incl $ing e$ cation, en&orcement, an$ a+areness, 1( ;sta/lish on-going p /lic e$ cation program to promote I$ahoAs o/:ectives relative to &reight rail, 1( 8se regional &or ms to i$enti&" p /lic.private partnership opport nities to / il$ &acilities, 2( I$enti&" & n$ing so rces to constr ct an$.or improve &acilities as i$enti&ie$ in F3, 3( %onstr ct &acilities, & 3 !hallenges "ector
#dditional !omments
Ran$
13
F%3
F%'
7ail Freight ;$ cation an$ In&ormation Program # lti-mo$al 7ail Bar$ Improvements
State+i$e
7eso rces, & n$ing, $e&inition
P3
%om/ine$ +ith F13
State+i$e
F n$ing, pro:ect i$enti&ication
Private, possi/l" P3
%om/ine$ +ith F3 %om/ine$ +ith F13 %om/ine$ +ith F1< %om/ine$ +ith 13 2
F%(
Cigh % /e Intermo$al Service St $"
Freight corri$ors paralleling I-?0, I-D3 an$ I-D< east.+est, an$ I-15 north.so t h,
1( )or* +ith rail line o+ners an$ neigh/oring states to prioriti2e corri$ors /ase$ on cost-/ene&it,2( I$enti&" & n$ing nee$s &or installation o& high-c /e$ $o /le stac* intermo$al service,
F n$ing, pro:ect i$enti&ication
Page 5-13
Relevant oal ID F%) Name Interstate 7ail Partnership Program Location State+i$e Description % 1( ;Epan$ eEisting partnerships +ith a$:acent states an$ private railroa$s, 2( #onitor rail net+or* improvements &or impact on I$ahoAs economic competitiveness, 3( 8se the Freight A$visor" %ommittee an$ eEisting partnerships to increase a+areness o& enhancements, 1( I$enti&" an$ prioriti2e rail improvements that provi$e the /est opport nit" to provi$e economic $evelopment an$ enhance reven e opport nities thro gh the state /" moving &reight via rail in lie o& motor carriers, 2( #onitor an$ enact legislation that ens res motor carrier stan$ar$s are ni&orm an$ are not given competitive a$vantage over rail, 1( 8pgra$e the P&> /ranch /ri$ges to the level re= ire$ /" the Fe$eral 7ail A$ministration 0F7A( in or$er to accommo$ate 2D<,000 l/, 02D<9( rail cars an$ 2( provi$e relia/le rail access to a ne+ private sector F1G million commercial grain storage an$ loa$ing &acilit" at #c%o", & 3 !hallenges "ector
#dditional !omments
Ran$
13
F%+
Tr c*.7ail ;= it" Pro:ect
State+i$e
%ontrovers"4 pros an$ cons
11
F&5
P&> Short line 7ailroa$ 'ri$ge 7eplacement an$ Sh ttle Train >oa$er Facilit"
Port o& )hitman %o nt"
F n$ing
%om/ine$ +.2D 1<
Page 5-13
Relevant oal ID F&( Name '5%# & 5677 7ail %orri$or Preservation Program Pocatello @r" Port Location ;ast o& Port o& >e+iston, /et+een 9amiah an$ 5rangeville Pocatello possi/l" at the airport Description % 1( I$enti&" potential & n$ing so rces, 2( %onsi$er rail/an*ing to preserve rail corri$or an$ capacit" & 3 F n$ing, o+nership P /lic !hallenges "ector
#dditional !omments
Ran$
1<
F&+
1( ;nact legislation to ena/le a port a thorit", 2( @esign an$ constr ct &acilit",
Political +ill
P3 3
F3,
>ocal >an$ 8se 7ail Planning Assistance Program
State+i$e
1( I$enti&" availa/le lan$ se planning reso rces, 2( )or* +ith rail o+ners.operators to $isseminate lan$ se.transportation policies along rail right-o&-+a"
%olla/oration +ith a +i$e range o& gro ps F n$ing, reso rces
P3 12
Table 5-'- Refined Passenger Rail Project List

ID P& Project Name %omm ter 7ail Service Feasi/ilit" St $" Location State+i$e Description ;val ate potential s pport.$eman$ an$ potential locations &or comm ter rail service Relevant oal 1 2 3 #oving /e"on$ st $" is $i&&ic lt P /lic !hallenges "ector #dditional !omments >o+ cost 3 Ran$ing
Page 5-15
ID P3
Project Name %omm ter 7ail %orri$or Preservation Program
Location A$a an$ %an"on %o nties, remaining portions o& 'oise c to&& %amas Prairies 7ail6etAs line to 5rangeville Portlan$, 17 to 'oise, I@
Description I$enti&" & n$ing to ac= ire rail corri$or right-o&-+a" &or comm ter rail operation,
Relevant oal 1 2 3 -
!hallenges Political +ill, nee$s a champion
"ector P /lic
#dditional !omments
Ran$ing
P5
Ceritage To rism 7ail Pro:ects
;val ate a/an$one$ rail lines &or potential heritage to rism 0partner +ith State Cistoric Preservation 1&&ice(,
P3 5
P(
Amtra* Pioneer 7o te Feasi/ilit" St $"
%oor$inate.comm nicate +ith a$:oining states on & t re st $ies to eval ate the restoration or replacement o& the line that Amtra* terminate$ in 1??G along 8P line,
F n$ing, political +ill
P3
P%%
Treas re !alle" Cigh %apacit" Transit St $"
I-D3, %hin$en 'o levar$ 06( to !ictor" 7oa$ 0s(
%on$ ct a st $" to assess economic &easi/ilit" an$ eval ate propose$ alignments along I-D3,
P /lic
>o+ cost
Page 5-1<
References
IT@, 7ail Plan Steering %ommittee #eeting 6otes, Fe/r ar" 2G, 2013, Fe$eral 7ailroa$ A$ministration, Preliminary National Rail Plan, 200?, Fe$eral 7ailroa$ A$ministration, National Rail Plan: Moving Forward, 2010, '6SF 7ail+a", 5reat Northern Corridor Study, Paci&ic 6orth+est ;conomic 7egion ;conomic >ea$ership For m, 2012, 7ail Transportation A$visor" 5ro p an$ I$aho @epartment o& %ommerce, Report to the Idaho State Legislature: Railroad Freight Service in Idaho !n !ssessment, 2002, #ontana @epartment o& Transportation, # ltimo$al Programs, Montana Rail Planning Presentation, 2012, Inlan$ Paci&ic C / A$visor" 'oar$, Inland Paci"ic #u$: %ransportation Investment and Pro&ect Priority 'lueprint, Phase ( Final Report, 2012, 'oise State 8niversit" %ollege o& ' siness an$ ;conomics, R)*IFi% !ssessment, 'oise +alley Railroad , City o" 'oise Final Report, 2012I$aho @epartment o& Transportation, Intercity 'us Program .uide, 2012, I$aho @epartment o& Transportation, Idaho State Rail Plan, 1??<, % rrent Transportation Sol tions, Idaho Intercity Corridor *e"inition, 2011)ashington State @epartment o& Transportation, /ashington State (010 (020 Freight Rail Plan, 200?, I$aho Transportation @epartment, Idaho Statewide Freight Study, 2012, 6eva$a Transportation @epartment, Nevada Statewide Rail Plan, 2012,
Section 5: Potential Freight & Passenger Improvements & Investments April 10, 2013 Page 5-1G

1regon @epartment o& Transportation, (001 3regon Rail Plan, 2001, #ontana @epartment o& Transportation, (010 Montana State Rail Plan 4 Final Report, 2010, 8tahHs Plan Partners, 5tah6s 5ni"ied %ransportation Plan, (011 (070, 2011,
Page 5-1D
Section 6 Idahos Long Range Rail Service and Investment Program

6.1 Vision for Rail
!evelopment o" Idahos rail vision relied on the active and colla#orative participation o" $e% sta$eholders and their e&pert 'collective e&pertise to develop a vision, goals, and implementation strategies "or an integrated rail s%stem that s(pports Idahos present economic competitiveness, sta#ilit%, and "(t(re economic gro)th* All Idahoans )ith an interest in the "(t(re o" Idahos Rail S%stem )ere enco(raged to participate in the process* I+! identi"ied the "ollo)ing speci"ic sta$eholder gro(ps "or )hich this pro,ect ma% have speci"ic relevance: S%stem (sers - p(#lic and private, incl(ding #(t not limited to agric(lt(re, man("act(ring, nat(ral reso(rces, rec%cling, other prod(cts and passengers. /)ners and operators - p(#lic and private, incl(ding #(t not limited to air, rail, port, tr(c$ing, high)a%. 0conomic development pro"essionals. 0lected o""icials. 1ederal government agenc% representatives. State government agenc% representatives. 2etropolitan Planning /rgani3ations. 0nvironmental organi3ations. and, 4eneral p(#lic* +he vision and goals "or Idahos Rail 5et)or$ )ere developed thro(gh a series o" "acilitated )or$shops )ith the Pro,ect Steering 6ommittee, and vetted thro(gh "oc(s gro(p meetings, sta$eholder intervie)s 7incl(ding speci"icall% targeted passenger rail sta$eholders8, and the p(#lic participation process, as "(rther detailed in Section 9 o" this report* +he vision, goals and o(tcomes "rom that process are s(mmari3ed in Table 4-1*
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201
Page 6-1

Table 4-1. Vision for Idahos Rail Network
Rail Powers Idahos Economy

GOAL 1: Idahos rail s ste! feat"res sea!less# !odal $onne$ti%it while !aintainin& safet and effi$ien$ in !o%in& &oods and 'eo'le. GOAL (: Idahos rail s ste! feat"res effe$ti%e 'artnershi's that le%era&e reso"r$es and o''ort"nities. GOAL ): Idaho strate&i$all in%ests in its rail s ste! infrastr"$t"re while !a*i!i+in& e*istin& $a'a$it and 'reser%in& the s ste!. O"t$o!es:
Idaho &oods and 'eo'le trans'orted effe$ti%el Trans'ortation $osts are $o!'etiti%e nationall Rail-related $rashes de$line
+his vision )as "o(ndational in the development o" Idahos Long-Range Rail Service and Investment Program 7LRSIP8* Programs, st(dies and pro,ects incl(ded in the LRSIP )ere selected #ased (pon their potential #ene"it in reali3ing the identi"ied goals and their "easi#ilit%* As #ased (pon the pro,ects selected, the "ollo)ing o(tcomes are envisioned in the "ive-%ear and t)ent%-%ear planning hori3ons* Five-Year Freight Rail In the "ive-%ear planning hori3on, it is envisioned that Idaho )ill develop programs and "(nding mechanism that s(pport the e&pansion o" access to intermodal services in Idaho, eval(ate opport(nities "or e&panding access, and invest in the "irst phase o" a m(lti-modal transload "acilit% in the +reas(re :alle%* Idaho )ill contin(e to improve sa"et% thro(gh investments in rail-high)a% crossing, )ith priorit% given to the most dangero(s crossings*
Page 6-2

Passenger Rail It is envisioned that Idaho )ill cond(ct st(dies to assess the need and "easi#ilit% o" comm(ter rail service along high-comm(te corridors in Idaho, as )ell as the potential "or e&pansion o" intercit% 7A2+RA;8 passenger service, )ithin the <-%ear planning hori3on* T ent!-Year Freight Rail Idaho )ill contin(e to improve rail-high)a% crossing sa"et% in the 20-%ear planning hori3on, thro(gh investment in rail crossing sa"et% enhancements, (sing a s%stem o" data-driven prioriti3ation* In this period, it is "(rther envisioned that Idaho )ill ma$e demand-driven investments to e&pand the availa#ilit% o" m(lti-modal, intermodal and transload rail opport(nities thro(gho(t the state to improve "reight e""icienc%, as )ell as capacit%* Passenger Rail In the 20-%ear planning hori3on, it is envisioned that Idaho )ill implement demand-driven comm(ter rail service along high-comm(te corridors, )here "easi#le* It is also anticipated that Idaho )ill see$ to preserve rail corridor "or "(t(re passenger rail service*
6."
Program #oordination
In the development o" this plan, the "ollo)ing plans and legislation )ere revie)ed to provide polic% g(idance and identi"% potential opport(nities "or coordination: Passenger Rail Investment and Improvement Act 7PRIIA8, 2009 Preliminar% 5ational Rail Plan 7P5RP8, 200= +he 1ederal Railroad Administrations 71RA8 Proposed State Rail Plan 4(idance, 2012 Ad,acent States Rail Plans*
Preliminar! $ational Rail Plan %P$RP&' "(() +he Passenger Rail Investment and Improvement Act 7PRIIA8 o" 2009 directs the Administrator o" the 1RA to develop a long-range national rail plan and a Preliminar% 5ational Rail Plan 7PR5P8* 1RA delivered the P5RP to 6ongress on /cto#er 16, 200=, and prod(ced a progress report, National Rail Plan: Moving Forward, in Septem#er 2010* +he P5RP and the s(#se>(ent progress report )ere considered in the development o" this plan* +his P5RP esta#lishes polic% direction "or state "reight planning: 1reight corridors sho(ld #e sel"-s(pporting 7a"ter constr(ction8, cost-e""ective, "(el e""icient, and environmentall% "riendl%*
Page 6-

Sta$eholders need to eval(ate the appropriateness o" vario(s strategies "or investing in "reight rail #% the private sector, the p(#lic sector, or potentiall% #oth* States can leverage 1ederal programs and "(nds #% partnering )ith all "reight transportation sta$eholders, incl(ding the private sector* States need to develop ne) and more creative )a%s to #etter allocate reso(rces, to create a more integrated and e""icient "reight and passenger transportation net)or$*
+he P5RP also provides direction regarding the assignment o" costs and allocation o" reso(rces e>(ita#l% across all modes o" "reight transportation* It provides a #rie" disc(ssion regarding the discrepanc% #et)een motor and )ater carriers that operate on p(#lic right-o"-)a%s 7high)a%s and )ater)a%s8 )hich are p(#licl% "inanced and the privatel% s(pported rail ind(str%* Rail ind(str% c(stomers pa% all varia#le and "i&ed costs, incl(ding maintenance o" the in"rastr(ct(re, (nli$e other modes* +he PR5P notes that according to the 1ederal @igh)a% Administrations 2a% 2000 Addendum to the 1997 Federal Highway Cost Allocation tudy, all t%pes o" com#ination tr(c$s onl% pa% 90 percent o" their "ederal high)a% cost responsi#ilit% thro(gh (ser "ees, and com#ination tr(c$s over 90,000 po(nds pa% onl% hal" o" their cost responsi#ilit%* Also, local roads are partiall% locall% "(nded* +he P5RP s(ggests that states Ae&amine the opport(nities that )o(ld e&ist i" the vario(s modes )ere priced properl%, and calc(late the e&pected #ene"its and cost savings that might res(ltB in their rail plans, in order to ens(re that transportation reso(rces and costs are ade>(atel% allocated* Pro*osed State Rail Plan +,idance' "(1" PRIIA re>(ires each state to develop a state)ide rail plan to eval(ate policies involving "reight and passenger 7intercit% and comm(ter8 rail transportation )ithin their #o(ndaries, esta#lish priorities and implementation strategies to enhance rail service in the p(#lic interest, and serve as a #asis 1ederal and State rail investments )ithin the State* In A(g(st o" 2012, 1RA iss(ed proposed State Rail Plan 4(idance to standardi3e the content o" state plans, in accordance )ith re>(irements detailed in ?= C*S*6* D22E0<*1 +he Idaho Rail Plan 1inal Report )as developed consistent )ith this g(idance* -d.acent States Rail Plans Rail plans "rom ad,acent states )ere revie)ed to identi"% opport(nities "or coordination o" policies and potential pro,ects* State plans considered incl(de Fashington, /regon, 5evada, Ctah, F%oming, and 2ontana* A s(mmar% o" the relevant elements o" those plans is incl(ded in Section 1 o" this plan, and opport(nities "or pro,ect coordination are identi"ied in Section < o" this plan*
6./
Rail Financing -lternatives
+his section o(tlines potential "(nding so(rces "or "reight rail and passenger rail in Idaho* Potential "(nding so(rces incl(de "ederal, state, and private monies* 1(nding so(rces ma% #e grants, loans 7that have the potential to generate or #e repaid "rom a reven(e stream8, and "inancing programs s(ch as p(#lic-private partnerships*
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-?
A mi& o" "(nding so(rces ma% #e re>(ired "or vario(s phases and components o" each potential rail pro,ect* +hree national trends a""ect potential so(rces o" reven(es "or rail pro,ects: 1* +he shi"t o" transportation "inance responsi#ilities "rom "ederal government to state government and state government to local government, partic(larl% the anticipated "(t(re decline o" "ederal grant assistance "or transportation pro,ects* State and local government )ill #ear an increasing share "or "inancing "(t(re transportation needs* 2* +he increasing reliance on loan "inancing tools to "(nd pro,ects in order to compensate "or the decline o" grant "(nding and to increase private sector participation* * Increasing (nrelia#ilit% o" gas ta& reven(eGas "(el e""icienc% increases and (se o" alternative "(el vehicles increases, gas ta& reven(es )ill decrease* Federal F,nding So,rces Moving Ahead for Progress in the 21st Century (MAP-21) 2AP-21 is the "ederal s(r"ace transportation "(nding program* 2AP-21 )as signed in to la) on H(l% 6, 2012 and e&pires on Septem#er 0, 201?* 2AP-21 a(thori3es "ederal high)a%, transit, and transportation sa"et% programs "or "ederal "iscal %ear 71I8 201 and 201? 7/cto#er 1, 2012 thro(gh Septem#er 0, 201?8* It provides a total "ederal a(thori3ation o" J10< #illion "or 1I 201 and 201?* /verall "(nding, and the relative "(nding split "or high)a%s and transit 7appro&imatel% 90 percent'20 percent8 are the same as the previo(s #ienni(m* Idahos 1I 201 apportionment totaled J269*E million across all 2ap-21 Programs* 2AP-21 consolidates the n(m#er o" "ederal programs #% t)o-thirds, "rom a#o(t =0 programs do)n to less than 0* +he S(r"ace +ransportation Program retains the same str(ct(re, goals and "le&i#ilit% to allo) states and metropolitan areas to invest in the pro,ects that "it their (ni>(e needs and priorities* It also )idel% de"ines eligi#ilit% o" s(r"ace transportation pro,ects that can #e constr(cted* A5e) StartsB grant programs "or "i&ed g(ide)a% capital investments s(ch as passenger rail )ere streamlined (nder 2AP-21, allo)ing alternatives anal%sis )or$ to #e done as part o" other metropolitan and environmental planning processes* 2AP-21 creates a ne) title called AAmerica 1ast 1or)ard 1inancing InnovationB )hich strengthens the +ransportation In"rastr(ct(re 1inance and Innovation Program 7+I1IA8, )hich is disc(ssed in more detail in a later section* +I1IA is not a "(nding so(rce, #(t a method o" "inancing pro,ects thro(gh assisted
Page 6-<

#orro)ing* Availa#le +I1IA "(nding is increased s(#stantiall% "rom the c(rrent J122 million per %ear to JE<0 million in 1I 201 , and J1 #illion in 1I 201?* 2AP-21 programs are descri#ed in "(rther detail (nder the administering agencies, 1RA and 1@FA* Passenger Rail Investment and Improvement A t (PRIIA)! 2""# +he Passenger Rail Investment and Improvement Act o" 2009 7PRIIA8 rea(thori3es a passenger rail "(nding program mirroring the time "rame o" the Amtra$s strategic plan* PRIIA a(thori3es J1*< #illion "or a ne) high speed rail development program* It also a(thori3es additional "(nding "or Amtra$ to address a #ac$log o" maintenance needs, and esta#lishes provisions to shi"t some Amtra$ e&penses to states* PRIIA e&pires on Septem#er 0, 201 * PRIIA contains several provisions to "acilitate increased private sector participation in intercit% passenger rail service, incl(ding: Section 21? o" PRIIA creates an Alternate Passenger Rail Service Pilot Program that )o(ld allo) one o" more private railroads over )hich Amtra$ operates to receive "ederal operating s(#sidies in ret(rn "or ass(ming responsi#ilit% "or the operation o" (p to t)o intercit% passenger rail ro(tes c(rrentl% operated #% Amtra$* Section 21E o" PRIIA )o(ld allo) states that select an entit% other than Amtra$ to operate a state-s(pported intercit% passenger rail ro(te to re>(est (se o" Amtra$ "acilities, e>(ipment and services necessar% to operate that ro(te, )ith the S(r"ace +ransportation Koard responsi#le "or resolving an% disp(tes* Section <02 o" PRIIA re>(ired the 1RA to solicit private sector proposals "or development o" "ederall% designated high-speed rail corridors*
$% &epartment of 'ransportation! Federal Railroad Administration (FRA) 1RA s(pports passenger and "reight railroad services thro(gh a variet% o" competitive grant, dedicated grant, and loan programs to develop sa"et% improvements, relieve congestion, and enco(rage the e&pansion and (pgrade o" passenger and "reight rail in"rastr(ct(re and services* 1RA also provides training and technical assistance to grantees and sta$eholders* In addition, since 200 , CS!/+ is re>(ired to approve 5ational Railroad Passenger 6orporation 7Amtra$8 allocation o" congressionall% appropriated "ederal "(nding, and 1RA is responsi#le "or administering appropriated "(nds in designated operating and capital e&pense acco(nts, dis#(rsed >(arterl% and monitored monthl%* Railroad Rehabilitation and I!'ro%e!ent ,inan$in& -ro&ra! .RRI,/
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-6

+he RRI1 program provides direct "ederal loans and loan g(arantees to "inance development o" railroad in"rastr(ct(re* +ransportation 0>(it% Act "or the 21st 6ent(r% 7+0A-218 esta#lished this program and SA10+0A-LC amended it* +he program a(thori3es the 1RA Administrator to provide direct loans and loan g(arantees (p to J < #illion* Cp to JE #illion is reserved "or pro,ects #ene"iting "reight railroads other than 6lass I carriers* +his program has primaril% "(nded "reight railroads to date* +he "(nding ma% #e (sed to: Ac>(ire, improve, or reha#ilitate intermodal or rail e>(ipment or "acilities, incl(ding trac$, components o" trac$, #ridges, %ards, #(ildings, and shops. Re"inance o(tstanding de#t inc(rred "or the p(rposes listed a#ove. and'or !evelop or esta#lish ne) intermodal or railroad "acilities*
!irect loans can "(nd (p to 100 percent o" a railroad pro,ect, )ith repa%ment periods o" (p to < %ears and interest rates e>(al to the governments cost o" #orro)ing* 0ligi#le #orro)ers incl(de railroads, state and local governments, government sponsored a(thorities and corporations, ,oint vent(res that incl(de at least one railroad, and limited option "reight shippers that intend to constr(ct a ne) rail connection* Fith ,(st J1*6 #illion committed to pro,ects so "ar, this program is (nder(tili3ed* +he main o#stacle is the length o" time to sec(re a loanG(p to 19 months or more* 1RA )ill give priorit% to pro,ects that: 0nhance p(#lic sa"et%, the environment, service, and capacit% in the national rail s%stem. Promote economic development. 0na#le CS companies to #e more competitive in international mar$ets. Are endorsed #% the plans prepared #% the State in )hich the% are located. Preserve or enhance rail or intermodal service to small comm(nities or r(ral areas. and'or 2ateriall% alleviate rail capacit% pro#lems )hich degrade the provision o" service to shippers and )o(ld "(l"ill a need in the national transportation s%stem*
Railroad Resear$h and 0e%elo'!ent 1ni%ersit Grants +he Research L !evelopment Program o" 1RA provides grants "or (niversit% research, each %ear a)arding several grants a ranging "rom J100,000 to J200,000, )ith a total allocation o" J1 million per %ear* +he grant c%cle is once ever% three %ears* Research is "oc(sed on vehicle-trac$ interaction, transd(cers, detection o" )ea$ trac$, s(#s(r"ace eval(ation, car relia#ilit%, and engineer stress, #(t other areas a)arded grants are as )ell* A)ards are made to Cniversit%s that have e&pertise that complements 1RAs Research L !evelopment program* Applicants are enco(raged to share pro,ect costs, or provide in-$ind services in s(pport o" the research pro,ects*
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-E

Railroad 2afet +he p(rpose o" the program is to red(ce railroad-related cas(alties and accidents* 0ligi#le activities incl(de assistance to s(pport ris$ red(ction pilot pro,ects. to promote ed(cational a)areness. and to help esta#lish, develop, and implement plans, proced(res, and net)or$s to send and receive sec(rit%sensitive or emergenc%-related in"ormation "rom the government to rail sta$eholders and "rom rail sta$eholders to the government* 0ligi#le applicants are an% entities concerned )ith railroad sa"et%* +he availa#le amo(nt "or 1I 201 is estimated to #e J= million nation)ide* $% &epartment of 'ransportation! Federal (igh)ay Administration (F(*A) 2"rfa$e Trans'ortation -ro&ra! .2T-/ 2AP-21 contin(es the S+P, providing an ann(al average o" J10 #illion in "le&i#le "(nding that ma% #e (sed #% States and localities "or pro,ects to preserve or improve conditions and per"ormance on an% 1ederal-aid high)a%, #ridge pro,ects on an% p(#lic road, "acilities "or nonmotori3ed transportation, transit capital pro,ects, and p(#lic #(s terminals and "acilities* 3i&hwa 2afet I!'ro%e!ent -ro&ra! .32I-/ +he goal o" the program is to achieve a signi"icant red(ction in tra""ic "atalities and serio(s in,(ries on all p(#lic roads, incl(ding non-State-o)ned p(#lic roads and roads on tri#al lands* +he @SIP re>(ires a data-driven, strategic approach to improving high)a% sa"et% on all p(#lic roads that "oc(ses on per"ormance* It re>(ires states to have a data-driven State Strategic @igh)a% Sa"et% Plan and have a sa"et% data s%stem* 1or 1I 201 , there is a total "ederal a(thori3ation o" J2* = #illion dollars and "or 1I 201?, there is J2*?1 #illion dollars allocated, )ith appro&imatel% J16*6 million a(thori3ed "or Idaho in 1I 201 * @SIP provides a l(mp s(m apportionment to each State, )ith the apportionment divided among the States individ(al "orm(la programs, )ith set-asides: J220 million "or rail)a%-high)a% crossings nation)ide, as )ell as set asides "or +ransportation Alternatives 7+A8 program 7as #ased (pon "orm(la distri#(tion8, and State Planning and Research 72M o" each states @SIP8 * Railway-Highway Crossings Program +his "orm(la grant program provides "(nding to individ(al states to "(nds improvements to red(ce the n(m#er o" "atalities, in,(ries, and crashes at p(#lic grade crossings* 0ach state is g(aranteed to receive 0*<M o" the program "(nds* +he level is #ased <0M on the S(r"ace +ransportation Program "orm(la "actor and <0M on n(m#er o" p(#lic rail)a%-high)a% crossings* 1ederal "(nding a(thori3ed "or 1I 201 and 1I 201? is J220 million ann(all%* Idahos 1I 201 apportionment "or this program )as appro&imatel% J1*9 million*
Page 6-9

4on&estion 5iti&ation and Air 6"alit I!'ro%e!ent .45A6/ +he 62AN program )as created in 1==1 as part o" Intermodal S(r"ace +ransportation 0""icienc% Act 7IS+0A8 to provide innovative "(nding "or transportation pro,ects that improve air >(alit% and help meet re>(irements o" the 6lean Air Act* +he 62AN program is contin(ed in 2AP-21 to provide a "le&i#le "(nding so(rce to State and local governments "or transportation pro,ects and programs* 1(nding is availa#le to red(ce congestion and improve air >(alit% "or areas that do not meet the 5ational Am#ient Air N(alit% Standards "or o3one, car#on mono&ide, or partic(late matter 7nonattainment areas8 and "or "ormer nonattainment areas that are no) in compliance 7maintenance areas8* 1(nds ma% #e (sed "or transportation pro,ects li$el% to contri#(te to the attainment or maintenance o" a national am#ient air >(alit% standard, )ith a high level o" e""ectiveness in red(cing air poll(tion, and #e incl(ded in the 2etropolitan Planning /rgani3ationOs 72P/Os8 c(rrent transportation plan and transportation improvement program 7+IP8 or the c(rrent state transportation improvement program 7S+IP8 in areas )itho(t an 2P/* 2AP-21 rea(thori3ed J2*2 #illion "or 1I 201 and another J2*2 #illion in 201?* 2AP-21 has a ne) approach to core "orm(la program "(nding, a(thori3ing a l(mp s(m total instead o" individ(al a(thori3ations "or each program* 62AN "(nding ma% #e (sed "or "reight and passenger rail pro,ects that accomplish the programs air >(alit% goals* Idahos apportionment "or this program in 1I 201 )as appro&imatel% J269*E million* -ro7e$ts of National and Re&ional 2i&nifi$an$e .-NR2/ -lannin& and Resear$h +he Pro,ects o" 5ational and Regional Signi"icance 7P5RS8 program )ill contin(e to "(nd pro,ects that provide long-term congestion relie" and sa"et% improvements to the transportation s%stem and th(s remains a via#le "(nding so(rce "or large "reight-oriented pro,ects* +he program )as "(nded "or J<00 million in 1I 201 #(t not at all in 1I 201? (nder 2AP-21, and is s(#,ect to appropriations "rom the 4eneral Reven(e 1(nd* An eligi#le pro,ect is an% s(r"ace transportation pro,ect eligi#le "or assistance (nder 2 CS6, incl(ding a "reight railroad pro,ect eligi#le (nder that title, that has a total eligi#le cost greater than or e>(al to the lesser o" 718 J<00,000,000 or 728 E< percent o" the amo(nt o" 1ederal high)a% "(nds apportioned to the State in )hich the pro,ect is located "or the most recentl% completed "iscal %ear* 0ligi#le costs are development phase activities 7incl(ding planning, "easi#ilit% anal%sis, reven(e "orecasting, environmental revie), preliminar% engineering and design )or$, and other preconstr(ction activities8 and the costs o" constr(ction, reconstr(ction, reha#ilitation, and ac>(isition o" right-o"-)a%, environmental mitigation, constr(ction contingencies, ac>(isition o" e>(ipment, and operational improvements*
Page 6-=

Pro,ects are eval(ated "or this competitive program #ased (pon the a#ilit% o" the pro,ect to generate national economic #ene"its, red(ce congestion, improve transportation sa"et%, enhance the national transportation s%stem, and garner s(pport "or non-1ederal "inancial commitments, as meas(red #% the degree to )hich 1ederal investment is leveraged* 2tate -lannin& and Resear$h 1(nding is provided #% a 2M set-aside "rom each StateOs apportionments o" "o(r programs: the 5ational @igh)a% Per"ormance Program 75@PP8. the +ransportation 2o#ilit% Program. the @igh)a% Sa"et% Improvement Program 7@SIP8. and the 6ongestion 2itigation Air N(alit% Improvement Program 762AN8 Program* /" the "(nds that are set aside, a minim(m o" 2<M m(st #e (sed "or research p(rposes, (nless the State certi"ies that more than E<M o" the "(nds are needed "or state)ide and metropolitan planning and the Secretar% accepts s(ch certi"ication* 0ligi#le activities incl(de: 0ngineering and economic s(rve%s and investigations. Planning o" "(t(re high)a% programs and local p(#lic transportation s%stems and planning o" the "inancing o" s(ch programs and s%stems, incl(ding metropolitan and state)ide planning. !evelopment and implementation o" management s%stems, plans and processes (nder the 5@PP, @SIP, 62AN, and the 5ational 1reight Polic%. St(dies o" the econom%, sa"et%, and convenience o" s(r"ace transportation s%stems, and the desira#le reg(lation and e>(ita#le ta&ation o" s(ch s%stems. Research, development, and technolog% trans"er activities necessar% in connection )ith the planning, design, constr(ction, management, and maintenance o" high)a%, p(#lic transportation, and intermodal transportation s%stems. St(d%, research, and training on the engineering standards and constr(ction materials "or transportation s%stems descri#ed in the previo(s #(llet, incl(ding the eval(ation and accreditation o" inspection and testing and the reg(lation and ta&ation o" their (se. and, 6ond(ct o" activities relating to the planning o" real-time monitoring elements* $% &epartment of 'ransportation! Federal 'ransit Administration (F'A) 1rbani+ed Area ,or!"la -ro&ra! .2e$tion 8)9:/ +his program ma$es 1ederal reso(rces availa#le to (r#ani3ed areas 7)ith over <0,000 people8 and to states "or transit capital, transit operating assistance, and transportation planning* +he 1ederal share is not to e&ceed 90 percent o" the net pro,ect cost and "(nds are apportioned to each state thro(gh legislative "orm(las: 1or areas o" <0,000 to 1==,=== in pop(lation, the "orm(la is #ased on pop(lation

and pop(lation densit%* 1or areas )ith pop(lations o" 200,000 and more, the "orm(la is #ased on a com#ination o" #(s reven(e vehicle miles, #(s passenger miles, "i&ed g(ide)a% reven(e vehicle miles and ro(te miles, as )ell as pop(lation and pop(lation densit%* 1or 1iscal Iear 201 a total o" J?*9 #illion is a(thori3ed #% the 1+A to #e apportioned amongst the states* +his "(nding program cannot #e (sed to "(nd ne) "i&ed g(ide)a% s%stems or intercit% passenger rail* Altho(gh it can #e (sed to operate and maintain (r#an street cars or comm(ter rail, #% the time Idaho has s(ch s%stems in place, there )ill li$el% #e a ne) transportation a(thori3ation in e""ect* ,i*ed G"idewa 4a'ital In%est!ent Grants .;New 2tarts</ .2e$tion 8)9=/ +he 5e) Starts program provides grants "or ne) and e&panded rail, #(s rapid transit, and "err% s%stems that re"lect local priorities to improve transportation options in $e% corridors* +his program de"ines a ne) categor% o" eligi#le pro,ects, $no)n as core capacit% pro,ects, )hich e&pand capacit% #% at least 10M in e&isting "i&ed-g(ide)a% transit corridors that are alread% at or a#ove capacit% toda%, or are e&pected to #e at or a#ove capacit% )ithin "ive %ears* +he program also incl(des provisions "or streamlining aspects o" the 5e) Starts process to increase e""icienc% and red(ce the time re>(ired to meet critical milestones* 0ligi#le recipients are state and local government agencies 7incl(ding transit agencies8, and the ma&im(m "ederal share "or an% pro,ect is 90M* 5etro'olitan and 2tatewide -lannin& .2e$tions 8)9)# 8)94# 8)98/ 1(nding "or planning activities are distri#(ted to states and allocated #% the State to the 2etropolitan Planning /rgani3ations 72P/s8* A total o" J12E million "or 1iscal Iear 201 is a(thori3es "or planning activities that: S(pport the economic vitalit% o" the metropolitan area, especiall% #% ena#ling glo#al competitiveness, prod(ctivit%, and e""icienc%. Increase the sa"et% o" the transportation s%stem "or motori3ed and non-motori3ed (sers. Increase the sec(rit% o" the transportation s%stem "or motori3ed and non-motori3ed (sers. Increase the accessi#ilit% and mo#ilit% o" people and "or "reight. Protect and enhance the environment, promote energ% conservation, improve the >(alit% o" li"e, and promote consistenc% #et)een transportation improvements and State and local planned gro)th and economic development patterns. 0nhance the integration and connectivit% o" the transportation s%stem, across and #et)een modes, "or people and "reight. Promote e""icient s%stem management and operation. and, 0mphasi3e the preservation o" the e&isting transportation s%stem*
Innovative Finan ing 'ools Trans'ortation Infrastr"$t"re ,inan$e and Inno%ation A$t .TI,IA/ Loans and 4redits

+he +I1IA program provides "ederal credit assistance in the "orm o" direct loans, loan g(arantees, and stand#% lines o" credit to "inance s(r"ace transportation pro,ects o" national and regional signi"icance* +I1IA credit assistance provides improved access to capital mar$ets, "le&i#le repa%ment terms, and potentiall% more "avora#le interest rates than can #e "o(nd in private capital mar$ets "or similar instr(ments* +I1IA can help advance >(ali"ied, large pro,ects 7in e&cess o" J<0 million8 that other)ise might #e dela%ed or de"erred #eca(se o" si3e, comple&it%, or (ncertaint% over the timing o" reven(es* 0ach dollar o" "ederal "(nds can provide (p to J10 million in +I1IA credit assistance and leverage J 0 million in transportation in"rastr(ct(re investment* +I1IA is not a "(nding so(rce, #(t a method o" "inancing pro,ects thro(gh assisted #orro)ing* +I1IA loans can #e (sed "or #oth "reight and passenger pro,ects* +I1IA "(nding assistance has #een granted in most instances to large-scale toll pro,ects o" Anational signi"icance*B +I1IA "(nding allo)s "or potentiall% more competitive "inancing terms and longer mat(rities compared )ith #onds iss(ed in the m(nicipal "inance mar$et* P(#lic "reight rail "acilities, private "acilities providing p(#lic #ene"it "or high)a% (sers, intermodal "reight trans"er "acilities, pro,ects that provide access to s(ch "acilities, and service improvements 7incl(ding capital investments "or intelligent transportation s%stems8 at s(ch "acilities are also eligi#le "or +I1IA assistance* 0ligi#le passenger rail pro,ects incl(de the design and constr(ction o" stations, trac$ and related in"rastr(ct(re, as )ell as the ac>(isition o" intercit% or transit vehicles* 0ligi#le pro,ect activities incl(de the "ollo)ing: 18 development phase activities, incl(ding planning, "easi#ilit% anal%sis, reven(e "orecasting, environmental revie), permitting, preliminar% engineering and design )or$, and other pre-constr(ction activities. 28 constr(ction, reconstr(ction, reha#ilitation, replacement, and ac>(isition o" real propert% 7incl(ding land related to the pro,ect and land improvements8, environmental mitigation, constr(ction contingencies, and e>(ipment ac>(isition. and 8 capitali3ed interest necessar% to meet mar$et re>(irements, reasona#l% re>(ired reserve "(nds, capital iss(ance e&penses, and other carr%ing costs d(ring constr(ction* @o)ever, capitali3ed interest on +I1IA credit assistance ma% not #e incl(ded as an eligi#le pro,ect cost* 0ligi#le applicants are states, local governments, railroad companies, transit agencies, special districts, and private entities* +I1IA loans are o"ten (sed in p(#lic-private partnerships #eca(se the% increase private sector participation* +he main limitations o" +I1IA loans are that the% are limited to percent o" the pro,ect cost, and that dedicated reven(es "or repa%ment are re>(ired*
Page 6-12

-ri%ate A$ti%it >onds .-A>s/ Private Activit% Konds 7PAKs8 are de#t instr(ments a(thori3ed #% 1@FA and iss(ed #% State or local governments )hose proceeds are (sed to constr(ct pro,ects )ith signi"icant private involvement* Fith approval "rom the C*S* !epartment o" +ransportation 7!/+8 to iss(e PAKs, the State or local government iss(es ta&-e&empt de#t on #ehal" o" the private entit% (nderta$ing the pro,ect* +he private entit% "inances and delivers the pro,ect and is responsi#le "or de#t service on the PAKs* Konds are a "orm o" de#t, not reven(e* +he% m(st #e #ac$ed #% reven(e that is ade>(ate to repa% the de#t, s(ch as general "(nd reven(es, propert% ta&es, sales ta&es, or impact "ees that are charged to developers* +he limit is J1< #illion and as Han(ar% 1, 201 , 1@FA has approved J?*2 #illion*
0ligi#le pro,ects are:

An% s(r"ace transportation pro,ect )hich receives 1ederal assistance (nder +itle 2 , Cnited States 6ode. An% pro,ect "or an international #ridge or t(nnel "or )hich an international entit% a(thori3ed (nder 1ederal or State la) is responsi#le, and )hich receives 1ederal assistance (nder +itle 2 , Cnited States 6ode. and, An% "acilit% "or the trans"er o" "reight "rom tr(c$ to rail or rail to tr(c$ 7incl(ding an% temporar% storage "acilities directl% related to s(ch trans"ers8 )hich receives 1ederal assistance (nder +itle 2 or +itle ?=*
0&amples o" "acilities "or the trans"er o" "reight "rom tr(c$ to rail or rail to tr(c$ incl(de cranes, loading doc$s and comp(ter-controlled e>(ipment that are integral to s(ch "reight trans"ers* 0&amples o" "acilities that are not "reight trans"er "acilities incl(de lodging, retail, ind(strial or man("act(ring "acilities* Fithin < %ears, =< percent o" proceeds m(st #e e&pended* +here"ore PAKs are appropriate "or planned, Ashovel read%B pro,ects* PAKs ma% #e (sed in con,(nction )ith +I1IA* PAKs li$el% have limited applica#ilit% in Idaho, as the c(rrent state constit(tion e&pressl% prohi#its (sing p(#lic "(nds "or pro"it* Speci"icall%, Article :II, Section 10 o" the Idaho 6onstit(tion states: A2A;I54 PR/1I+ 1R/2 PCKLI6 2/50I PR/@IKI+0!* +he ma$ing o" pro"it, directl% or indirectl%, o(t o" state, co(nt%, cit%, to)n, to)nship or school district mone%, or (sing the same "or an% p(rpose not a(thori3ed #% la), #% an% p(#lic o""icer, shall #e deemed a "elon%, and shall #e p(nished as provided #% la)*2
Page 6-1

+his has commonl% #een interpreted as a prohi#ition on p(#lic investment in privatel%-o)ned properties* Fhile PAKs co(ld #e (sed "or p(#lic in"rastr(ct(re investments in s(pport o" a p(#lic'private partnership pro,ect, (se o" PAKs "or other p(rposes )o(ld li$el% re>(ire speci"ic ena#ling legislation, and'or a constit(tional amendment* +ther Federal Agen ies 12 0e'art!ent of 3o"sin& and 1rban 0e%elo'!ent .310/ Community Development Block rants !CDB " +he Idaho !epartment o" 6ommerce administers Idahos Small 6ities 6omm(nit% !evelopment Kloc$ 4rant apportionment* Idaho 6omm(nit% !evelopment Kloc$ 4rants 7I6!K4s8 help Idaho cities and co(nties to develop needed in"rastr(ct(re* +he program is administered #% Idaho !epartment o" 6ommerce, !ivision o" 0conomic !evelopment, )ith "(nds received ann(all% "rom the C*S* !epartment o" @o(sing and Cr#an !evelopment* 4rants are competitivel% a)arded on an ann(al #asis, )ith "(nds (sed to constr(ct pro,ects that #ene"it lo) and moderate-income persons, help prevent or eliminate sl(m and #light conditions, or resolve sa"et% threats in local comm(nities* /nl% incorporated cities )ith less than <0,000 people or co(nties are eligi#le to appl% "or these "(nds* 5o match is re>(ired, and 6!K4 "(nds are the onl% "ederal dollars that can #e (sed as match "or other "ederal dollars* 4rants amo(nts are generall% limited to J <0,000* Pro,ects eligi#le incl(de p(#lic "acilities constr(ction and improvements 7incl(ding )ater and se)er s%stems, streets, and "ire stations and other p(#lic in"rastr(ct(re8, and economic development pro,ects 7p(#lic "acilit% improvements that s(pport ne) or e&panding companies that )ill #e creating ,o#s8* 1(nds cannot #e (sed "or privatel% o)ned "acilities and in"rastr(ct(re* 12 0e'art!ent of 4o!!er$e Economic Development #dministration !ED#" rants +he 0!A provides discretionar% grants to leverage strategic investments that "oster ,o# creation and attract private investment to s(pport development in economicall% distressed areas o" the Cnited States* +he 0!A "(nds pro,ect "rom #oth r(ral and (r#an areas to provide investments that s(pport constr(ction, non-constr(ction, technical assistance, and revolving loan "(nd pro,ects (nder 0!As P(#lic For$s and 0conomic Ad,(stment Assistance programs* 4rants made (nder these programs are designed to leverage e&isting regional assets to s(pport the implementation o" economic development strategies that advance ne) ideas and creative approaches to advance economic prosperit% in distressed comm(nities*
Page 6-1?

?n%iron!ental -rote$tion A&en$ .?-A/ +he 0PA "(nds a variet% o" programs related to air >(alit%, ed(cation, poll(tion prevention, and more* 0PA has t)o relevant technical assistance programs: 6omm(nit% Action "or a Rene)ed 0nvironment and Smart)a% +ransport Partnership* Koth provide tools to >(anti"% and anal%3e air >(alit%* +here are also t)o categories o" "(nding relevant to "reight rail availa#le "rom 0PA, as detailed #elo): Brown$ields Kro)n"ields "(nding ma% #e considered "or development o" intermodal centers* +he three t%pes o" relevant 0PA #ro)n"ields "(nding are: Assess!ent &rants provide (p to J200,000 7J <0,000 )ith )aiver8 "(nding each %ear "or three %ears "or a grant recipient to inventor%, characteri3e, assess, and cond(ct planning and comm(nit% involvement related to #ro)n"ield sites* Re%ol%in& loan f"nd &rants ena#le States, political s(#divisions, and Indian tri#es to ma$e lo) interest loans to carr%o(t clean(p activities at #ro)n"ields properties* 4rants are (p to J1,000,000 over "ive %ears* 4lean"' &rants provide "(nding "or a grant recipient to carr% o(t clean(p activities at #ro)n"ield sites* 4rants are J200,000 over three %ears*
Clean Diesel +he !iesel 0missions Red(ction Act a(thori3es "(nds to red(ce emissions "rom e&isting diesel enginesG E0 percent o" !0RA "(nds "or national competitive grants, )ith the remaining 0 percent allocated to the states* Idahos allocation "or 2012 )as J120,62 * +he 2010 rea(thori3ation is "or (p to J100 million ann(all% "or 1I 2012 thro(gh 1I 2016 and allo)s "or ne) t%pes o" "(nding mechanisms* 6ongress appropriatedJ2=*= million "or 1I2012* 4rants are "or emission control and idle red(ction technologies, cleaner "(els, engine (pgrades or replacements, and'or vehicle or e>(ipment replacements and other (ses* +he main (se o" the "(nding "or rail pro,ects is to replace locomotives* 4rants cannot #e (sed to "(nd the cost o" emissions red(ctions that are mandated (nder "ederal la)* 12 0e'art!ent of Treas"r # Internal Re%en"e 2er%i$e .IR2/ %uali$ied Railroad &rack 'aintenance &a( Credit !he Railroad !rac" Maintenance Credit, a(thori3ed (nder Section ?<4 o" the Internal Reven(e 6ode, provides ta& credits to >(ali"ied ta&pa%ers "or e&pendit(res on railroad trac$ maintenance on trac$age that 6lass II or 6lass III railroads o)n or lease* It )as e&tended to ta& %ear 201 * Applicants complete IRS "orm 9=00* +he amo(nt o" the ta& credit provided can e>(al (p to <0 percent o" the >(ali"ied railroad trac$ maintenance and reha#ilitation e&pendit(res* N(ali"ied railroad trac$ e&pendit(res incl(de all
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-1<

e&pendit(res "or maintaining and reha#ilitating railroad trac$, involving road#ed, #ridges, and related trac$ str(ct(res* 0ligi#le ta&pa%ers >(ali"%ing "or this credit incl(de an% 6lass II or 6lass III railroad and an% person transporting propert% on a 6lass II or 6lass III railroad "acilit%, or "(rnishing railroad-related propert% or services to a 6lass II or a 6lass III railroad on miles o" trac$ that the railroad has assigned to that person* +his incl(des 6lass I railroads that serve 6lass II and III railroads* +he ma&im(m credit allo)ed (nder this program is J ,<00 per mile o" railroad trac$ o)ned, leased, or assigned to an eligi#le ta&pa%er* 12 0e'art!ent of A&ri$"lt"re .120A/ R"ral 0e%elo'!ent Community )acilities rants and Direct and uaranteed *oans +he CS!A R(ral @o(sing Services 6omm(nit% 1acilit% Program o""ers grants and loans to constr(ct, enlarge, e&tend, or improve comm(nit% "acilities. provide essential services. and'or improve sa"et% in r(ral areas and to)ns )ith a pop(lation o" 20,000 or less* 0ligi#le transportation related comm(nit% "acilities incl(de transportation in"rastr(ct(re "or ind(strial par$s and railroads* 0ligi#le applicants are local governments, special districts, +ri#es, and nonpro"it organi3ations* Applicants m(st have the legal a(thorit% to #orro) and repa% loans, to pledge sec(rit% "or loans, and to constr(ct, operate, and maintain the "acilities* State F,nding So,rces %tate Revenue Reven(e so(rces "or transportation "(nding in Idaho are appro&imatel% ?0 percent "rom state so(rces and << percent "rom "ederal so(rces* 2ost o" the Idaho state reven(e is "rom the @igh)a% !istri#(tion Acco(nt 7@!A8, )hich is comprised o": 4asoline ta&, 2< cents per gallon1, acco(nts "or appro&imatel% ?0 percent o" state reven(e !iesel ta&, 2< cents per gallon, acco(nts "or appro&imatel% 19 percent o" state reven(e Passenger car and tr(c$ registrations, acco(nt "or appro&imatel% 0 percent o" state reven(e
@!A reven(e is added to the remaining 12 percent o" state reven(e "rom !epartment o" 2otor :ehicles "ees 7s(ch as operators licenses, titles, driver records, etc*8 and miscellaneo(s so(rces to reven(e "rom "ederal and local "(nding to comprise the State @igh)a% Acco(nt* +he Idaho +ransportation Koard has allocated J2<0,000 dollars ann(all% "rom the state high)a% distri#(tion acco(nt "or rail sa"et% pro,ects, in addition to the "ederal "(nds dedicated (nder the @SIP
An additional one cent per gallon goes into the Petrole(m 6lean Fater +r(st 1(nd, created as a res(lt o" a legal settlement #et)een the state and the American +r(c$ing Association regarding the repeal o" the )eight-distance ta&* Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-16
1

program* Rail sa"et% pro,ects "rom these t)o "(nding so(rces are listed (nder high)a% pro,ects in the "ive-%ear +ransportation Investment Plan* Rural , onomi &evelopment and Integrated Freight 'ransportation Program (R,&IFi') R0!I1i+ is a revolving loan "(nd "or assisting >(ali"ied short line rail or intermodal "reight shippers to (pgrade, e&pand, reha#ilitate, p(rchase or moderni3e e>(ipment and "acilities "or Idahos "reight shipping in"rastr(ct(re* I+! plans this program, )hile the Idaho !epartment o" Agric(lt(re administers it, )ith g(idance "rom an Interagenc% For$ing 4ro(p* +he For$ing 4ro(p is composed o" 9 mem#ers as "ollo)s: 1o(r mem#ers appointed #% the !irector o" the Idaho +ransportation !epartment 7I+!8* +)o mem#ers are I+! emplo%ees. one mem#er, not a state emplo%ee, represents "reight shipping interests. and one mem#er is a representative "rom the local @igh)a% +echnical Assistance 6o(ncil* +hree mem#ers appointed #% the !irector o" the IS!A* +)o mem#ers are IS!A emplo%ees, and one mem#er, not a state emplo%ee, represents #(siness development and "inancing interests* /ne mem#er appointed #% the !irector o" the Idaho !epartment o" 6ommerce*
State "(nding "or pro,ects is contingent (pon appropriate private sector partnerships )ith the participation and cooperation o" state and local governments* +he Legislat(re appropriated a onetime appropriation o" J< million "or the program #eginning in 1I 200E* +he R0!I1i+ revolving loan "(nd 7"or capital "acilities8 has total assets o" J *<E million* +here is a J100,000 "(nding cap on individ(al grants, )hile "easi#ilit% st(d% grants are capped at J100,000, and re>(ire a 100M match* 0ligi#le applicants are Individ(als, gro(ps o" individ(als, #(sinesses 7that have co(nt%-#ased or cit%-#ased partnerships8 and co(nt%-#ased or cit%-#ased Intermodal 6ommerce A(thorities* 0ligi#le pro,ects incl(de planning and "easi#ilit% st(dies, rail line reha#ilitation, e>(ipment p(rchase, and constr(ction o" reloading "acilities* It does not cover p(rchase o" land or #(ildings* A match o" 100 percent is re>(ired* Local F,nding 0echanisms Local "(nding so(rces are (sed primaril% "or improving the mo#ilit% o" local residents, )hich largel% involves passenger rail pro,ects, altho(gh the% can #e (sed "or "reight pro,ects 7e*g*, grade-crossing improvements, rail relocation pro,ects, etc*8, as )ell as economic development pro,ects* Potential so(rces o" local "(nding can incl(de the "ollo)ing: 'a- In rement Finan ing )ithin an $r.an Rene)al &istri t ('IF/$R&) +a& Increment 1inancing 7+I18 is a local economic development "inancing tool that is availa#le to Cr#an Rene)al Agencies 7CRAs8 )ithin the state o" Idaho* +I1 )or$s #% "ree3ing the ta&a#le )orth o" propert% at the val(e it holds at the time the a(thori3ing legislation )as approved* An% pa%ments derived "rom the increased assessed val(e o" improvements to the propert% are directed to)ards a separate "(nd )hich is then (sed to "inance the constr(ction o" p(#lic in"rastr(ct(re* +he "(nds m(st #e (sed in
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-1E

compliance )ith the Cr#an Rene)al !istrict Plan developed #% the CRA and approved #% the m(nicipalit%s governing #od%* Revenue Anti ipation 0onds and 1eneral +.ligation 0onds Reven(e Anticipation Konds 7RAKs8 are #onds iss(ed #% a governmental entit% "or p(#lic improvements, )here the de#t is repaid thro(gh (ser "ees generated #% the proposed improvement #eing "inanced* RAKs are a potential "inancing tool availa#le to local governmental entities, )ith voter approval* Idaho 6ode +itle <0, 6hapter 10 a(thori3es RAKs, providing that cities ma% #ond "or o"" street par$ing "acilities, p(#lic recreation "acilities, and air navigation "acilities, to #e paid "or solel% #% reven(es generated there in )ith approval o" a t)o-thirds ma,orit% o" voters* 1(rther, it allo)s "or local ,(risdictions to #ond "or the p(rchase, constr(ction, e>(ipment, or e&pansion o" )ater s%stems, se)age collection s%stems, )ater treatment plants, se)age treatment plants, and e&isting electrical generating "acilities )ith a simple ma,orit% o" voters* It also provides that a Port !istrict ma% iss(e RAKs "or the p(rpose o" carr%ing o(t o" its a(thori3ed d(ties or po)ers, )itho(t the re>(irement o" a vote #% the electorate, provided the #onds are repaid #% an% so(rce other than an ad valorem propert% ta&*? 4eneral /#ligation Konds 74/Ks8 are #onds iss(es #% a governmental entit% "or p(#lic improvements that are re-paid thro(gh propert% ta&es or an ad valorem propert% ta&* 6ities are a(thori3ed to iss(e 4/Ks, )ith a pledge o" "(t(re propert% ta&es and approval o" a t)o-thirds ma,orit% o" voters*< 4/Ks are also a(thori3ed in Idaho State Stat(tes )ithin a cit% 6omm(nit% In"rastr(ct(re !istrict, )ith approval o" a 2' ma,orit% o" voters )ithin that district6, thro(gh a Local Improvement !istrictE, )ith a simple ma,orit% o" 6it% 6o(ncil* Fith the approval o" a t)o-thirds ma,orit% o" voters )ithin the Port !istrict, a Port is also a(thori3ed to iss(e 4/Ks, to #e repaid )ith an ad valorem propert% ta&*9
6.1
Potential State Rail -genc! 2rgani3ational' Polic!' and Program #hanges
Potential F,nding Polic! #hanges' Strategies and Partnershi*s %tate Infrastru ture 0an2 State in"rastr(ct(re #an$s are revolving loan "(nds that can (se e&isting state or "ederal "(nds* SA10+0ALC a(thori3ed in"rastr(ct(re #an$ esta#lishment "or all states, and there appear to #e no changes to the State In"rastr(ct(re Kan$ provisions in 2AP-21* In"rastr(ct(re #an$ pro,ects that (se "ederal "(nds m(st meet "ederal eligi#ilit% re>(irements, and re>(ire a 20 percent state or local match* Csing an in"rastr(ct(re #an$, states can leverage mone% "or transportation pro,ects, accelerate constr(ction timelines, and re(se assistance "or "(t(re pro,ects* Kan$s ma% also ma$e loans and provide access to credit, and are there"ore (sed in p(#lic-private partnerships* 2one% ma% #e (sed "or an% t%pe o" s(r"ace transportation pro,ect* Repa%ment sched(les can #e str(ct(red to match the availa#ilit% o" pro,ect reven(e streams* In"rastr(ct(re #an$s are (nder(tili3ed "or non-high)a% pro,ects*
Page 6-19

Idaho c(rrentl% does not have an In"rastr(ct(re Kan$ Program, tho(gh it co(ld consider esta#lishing one in the "(t(re* /ne o#stacle is the signi"icant amo(nt o" sta"" time and e&pertise that is re>(ired to esta#lish and manage s(ch a program* 3o al +ption %ales 'aIdaho 6ode a(thori3es local option sales ta& in limited circ(mstances and "or limited p(rposes* Local sales ta& t%picall% is (sed to "ill #(dget gaps and reven(e short"alls* +here has #een signi"icant disc(ssion in Idaho, regarding the e&pansion o" the provision o" a local option sales ta& to "(nd transportation in"rastr(ct(re pro,ects, )hich co(ld provide a solid "(nding so(rce "or comm(ter rail service )ithin Idahos (r#an centers in the "(t(re* In 2011, the 4overnors +as$ 1orce on 2oderni3ing +ransportation 1(nding in Idaho con"irmed Idahos signi"icant and gro)ing transportation "(nding short"all* +he +as$ 1orce identi"ied a need "or an additional J1<< million per %ear "or operations and maintenance, and an additional J20E million per %ear "or capacit% improvements and sa"et% enhancements* Local option sales ta& )as among the strategies recommended "or local and'or regionall% signi"icant pro,ects* Fhile there is no legislation c(rrentl% (nder consideration, the Idaho legislat(re ma% consider local option sales ta& amendments in the "(t(re as a potential local "(nding so(rce "or transportation s%stem improvements* P,4lic-Private Partnershi*s P(#lic-private partnerships 7PPPs or P s8 are contract(al agreements "ormed #et)een p(#lic agencies and private entities that allo) "or greater participation o" private sector entities in the deliver% and "acilitation o" transportation pro,ects* +he #ene"its o" P s incl(de alternative proc(rement and pa%ment models 7s(ch as tolling8 )hich can red(ce cost, improve pro,ect >(alit%, and provide additional "inancing options* A P is not a so(rce o" reven(e, #(t means to pac$age p(#lic and private "(nding and manage pro,ects* Reven(e so(rces t%picall% are a com#ination o" grants, loans, #onds, and "acilit% leases* +he diversit% o" P str(ct(res dictates the degree to )hich the private sector ass(mes responsi#ilit% and "inancial ris$* P s var% )ith respect to the services to #e provided (nder contract, the level o" ris$ trans"erred, and the "inancial commitment o" the private-sector partner* P s are allo)ed on a limited #asis in Idaho* +he state constit(tion prohi#its (sing p(#lic "(nds "or pro"it, and the interpretation has #een that this precl(des p(#lic investment in privatel%-o)ned properties* +h(s, t%picall%, P agreements in Idaho "oc(s on investments in p(#lic in"rastr(ct(re on p(#lic propert%* 0&amples incl(de the S+AR program, Port !istricts, and +I1 thro(gh CRAs* Legislative changes to ena#ling legislation "or the S+AR program and Port !istricts co(ld dramaticall% e&pand opport(nities "or p(#lic-private partnerships in implementing Idahos rail s%stem goals, and provide e&panded "(nding opport(nities "or capital pro,ects identi"ied in this plan*
Page 6-1=

%tate 'a- Anti ipation Revenue (%'AR) In 200E, the Idaho Legislat(re approved legislation esta#lishing the Sales +a& Anticipation Reven(e program 7S+AR8, )hich allo)s "or a private developer to enter into an agreement to constr(ct a p(#lic improvement in s(pport o" a private development )ith private "(nds, )ith an agreement to reim#(rse the developer "or the private investment in the p(#lic improvement )ith a portion o" ta& reven(es generated #% the pro,ect 7similar to a PAK8* Idaho 6ode D6 - 6?1, )hich esta#lishes the S+AR program, c(rrentl% has ver% limited applica#ilit%* Cnder the c(rrent code, Aapproved transportation improvementsB are limited to interchanges on interstate high)a%s in e&cess o" J6,000,000 or "(nds e&pended on the improvement o" that high)a%, in s(pport o" ne) retail development* 0ligi#le costs incl(de those costs directl% associated )ith the high)a% improvements occ(rring )ithin the right-o")a%, and the code speci"icall% e&cl(des the cost o" an% improvements re>(ired #% the local permitting entit% as a condition o" development approval* 0ntities m(st enter into an agreement )ith the Idaho +ransportation Koard and'or a local political s(#division, and (pon approval #% the State +a& 6ommission, the retailer is eligi#le to receive a re#ate o" (p to 60M o" the sales ta& collected at the development, (p to the act(al cost e&pended on the improvement, or J < million, )hichever is less* Legislation to e&pand the applica#ilit% o" the program co(ld #e #ene"icial to promoting p(#lic-private partnerships to enco(rage transit-oriented development, "i&ed g(ide)a% p(#lic comm(ter service, and intermodal'transmodal "reight rail pro,ects* Amendments to the c(rrent legislation co(ld #roaden the applica#ilit% to allo) ta& re#ates in s(pport o" transit oriented development, privatel% "inanced rail pro,ects )ithin p(#lic R/F 7e*g* "i&ed g(ide)a% transit pro,ects8, intermodal and transload "acilities )ithin p(#licl% o)ned ind(strial par$s* Potentiall%, the program co(ld #e e&panded to incl(de propert% ta&es re#ates as )ell as sales ta&, th(s e&panding the potential "or ta& increment "inancing #e%ond the Cr#an Rene)al !istrict* Port 3egislation +he Port o" Le)iston, Idahos onl% port district, o""ers an e&cellent model "or a p(#lic-private "(nding partnership in the provision o" transportation in"rastr(ct(re that can serve as an engine "or Idahos econom%* Port access is "(nded thro(gh a com#ination "ederal "(nds and local "(nds, incl(ding local ta&es and (ser "ees, and private "(nding* +he Port "acilities themselves are "(nded thro(gh a com#ination o" private "(nding and local port "(nding, incl(ding reven(es "rom (sers and in some cases, local ta&es* Ports also generate state and local reven(es and ta&es "rom port operations, "rom #(siness activit% on port propert%, and "rom ta&es paid #% port tenants and port (sers* Idaho 6ode DE0-1101 a(thori3es the "ormation o" Port !istricts e&plicitl% "or the constr(ction, operation, and maintenance o" Ao" har#or improvements, land and )ater trans"er and terminal "acilities, ind(strial and economic development, and other development, "acilities, and services, reasona#l% incident to a modern, e""icient and competitive port in an% co(nt% #ordering (pon an% contin(o(s )ater)a% s%stem, limited to the port area, )hich )ill "loat commercial t(g and #arge vehicles to ports handling

transoceanic tra""ic*B= In addition to the a#ilit% to lev% propert% ta&es, charge (ser "ees and rents, Port !istrict have the (ni>(e a#ilit% to iss(e RAKs, )itho(t the re>(irement o" a vote #% the electorate 7)hich is re>(ired "or #onds #% all other local ta&ing a(thorities in the state8*10 +he% also have the a#ilit% to iss(e 4/Ks, )ith the same re>(irements "or t)o-thirds voter approval as other local ta&ing a(thorities* In Fashington and other near#% states, port districts are open to an% comm(nit% )ith an airport and signi"icant intermodal "reight "acilities* 6(rrent legislative restrictions on port districts in Idaho place the state at a competitive disadvantage* Kroadening the port district a(thori3ation to provide "or dr% ports in Idaho )o(ld create via#le "inancing alternatives and create signi"icant opport(nities "or p(#lic private partnerships in e&panding "reight rail intermodal and transload opport(nities thro(gho(t the state*
Recommended Program #hanges

Freight -dvisor! #ommittee 6onsistent )ith the goal o" (sing e""ective partnerships to leverage reso(rces and opport(nities, one o" the recommendations o" the Idaho State)ide 1reight St(d% )as the designation o" a standing 1reight Advisor% 6ommittee to g(ide decisions regarding "reight investments )o(ld create an instit(tional "rame)or$ that "osters comm(nication and colla#oration* 2AP-21 incl(des a n(m#er o" provisions designed to enhance "reight movement in s(pport o" national goals, incl(ding enco(raging states to esta#lish "reight advisor% committees* +he committee sho(ld incl(de private sector ind(str% representatives, and coordinate mem#ership )ith the !ivision o" Aerona(tics Advisor% Koard and the Idaho +r(c$ing Advisor% 6o(ncil, as )ell as rail o)ners and operators* +he committee )o(ld report to the Idaho +ransportation Koard* Program List Potential "reight and passenger rail programs, st(dies, and pro,ects identi"ied thro(gh e&tensive sta$eholder o(treach, data collection, and anal%sis )ere then revie)ed, eval(ated and prioriti3ed as descri#ed in Section < o" this Plan* Table 4-( s(mmari3es the "reight rail legislation and programming recommended "or implementation, )hile Table 4-) s(mmari3es recommended passenger rail programs* Table 4-(. Re$o!!ended ,rei&ht Rail -ro&ra!s
-ro7e$t I0 ,(=-A -ro7e$t Na!e !r% Port Legislation Lo$ation State)ide -ro7e$t 0es$ri'tion 0nact legislation to ena#le a port a(thorit%
Page 6-21
-ro7e$t I0 ,1)
-ro7e$t Na!e Rail 1reight 0d(cation and In"ormation Program
Lo$ation
-ro7e$t 0es$ri'tion 0sta#lish on-going p(#lic ed(cation program to promote IdahoOs o#,ectives relative to "reight rail* 18 Provide sta"" reso(rces's(pport to /peration Li"esaver* 28 Research "(nding so(rces "or mar$eting'ed(cational campaigns* 18 Identi"% and prioriti3e rail improvements that provide the #est opport(nit% to provide economic development and enhance reven(e opport(nities thro(gh the state #% moving "reight via rail in lie( o" motor carriers* 28 2onitor and enact legislation that ens(res motor carrier standards are (ni"orm and do not give competitive advantage over rail* 18 Identi"% availa#le land (se planning reso(rces* 28 For$ )ith rail o)ners'operators to disseminate policies regarding land (se'transportation policies along rail right-o"-)a% 18 Ann(all% assess rail vol(me reports 7"rom IPC68 "or trends* 28 6ond(ct #ene"it'cost anal%sis on individ(al lines sho)ing decreasing vol(mes over time, incl(ding potential "or ne) ind(stries* 8 Identi"% economic development partnerships'investments* ?8 !evelop partnerships #et)een state'local ,(risdictions and rail line o)ners'operators to appl% "or "(nding "or rail line preservation and'or to appl% "or other "(nding "or corridor preservation 7incl(ding (sing the corridor "or alternate means8* 18 0&pand e&isting partnerships )ith ad,acent states and private railroads* 28 2onitor rail net)or$ improvements "or impact on IdahoOs economic competitiveness* 8 Cse the 1reight Advisor% 6ommittee and e&isting partnerships to increase a)areness o" enhancements*
State)ide
,:
/peration Li"esaver
State)ide
,1=->
+r(c$'Rail 0>(it% Pro,ect
State)ide
,)9
Local Land Cse Rail Planning Assistance Program
State)ide
,@
Idaho Rail Preservation Program
State)ide
,1:
Interstate Rail Partnership Program
,(A
K462 L 45RR Rail 6orridor Preservation Program
0ast o" Port o" Le)iston, #et)een ;amiah and 4rangeville
Identi"% potential "(nding so(rces to preserve rail corridor and capacit%* 6onsider rail#an$ing*
Page 6-22

Table 4-). Re$o!!ended New -assen&er Rail -ro&ra!s
-ro7e$t I0 P -A -ro7e$t Na!e 6omm(ter Rail 6orridor Preservation Program Lo$ation Ada and 6an%on 6o(nties, Koise 6(to"", potentiall% 6dA to Spo$ane 6amas Prairies Rail5etOs line to 4rangeville -ro7e$t 0es$ri'tion Identi"% "(nding to ac>(ire rail corridor right-o"-)a% "or comm(ter rail operation*
P<
@eritage +o(rism Rail Pro,ects
0val(ate a#andoned rail lines "or potential heritage to(rism 7partner )ith State @istoric Preservation /""ice8*
6.5
Program 6ffects
State Trans*ortation S!stem 6ffects Rail is a critical component o" Idahos "reight net)or$ "or ha(ling #(l$ commodities, incl(ding agric(lt(ral prod(cts, #asic chemicals, "ertili3ers, cereal grains, and other agric(lt(ral prod(cts* According to the 1reight Anal%sis 1rame)or$, :ersion 71A1 8, total "reight tonnage in Idaho anticipated to increase #% nearl% E2M #% 20?0*11 A m(lti-modal approach to transportation investment is essential to meeting Idahos "(t(re "reight demands* +he "reight rail investments contemplated in this plan )ill provide enhanced access to all modes o" "reight movement, th(s increasing e""icienc%, e&panding capacit% and improving mo#ilit% )ithin Idahos transportation net)or$* Fhile passenger rail service c(rrentl% has a ver% limited role in Idahos transportation net)or$, it is recogni3ed as a potential transportation tool "or Idaho in the "(t(re* Passenger rail programs, st(dies and pro,ects identi"ied in this plan are intended to e&plore and c(ltivate the "easi#ilit% o" "(t(re passenger rail service* Rail #a*acit! and #ongestion In terms o" congestion, the c(rrent level o" service "or Idahos 6lass I and 6lass II railroad net)or$ is generall% )ithin accepta#le levels, ho)ever, train vol(mes on Idahos net)or$ are pro,ected to increase #% 1? M #% 20?0*12 It is anticipated that K5S1, CPRR, and 2ontana Rail Lin$ )ill implement capacit% and e""icienc% improvements to respond to this demand, i" s(pported #% the #(siness case* +hose private #(siness decisions are not incl(ded )ithin this plan at the speci"ic re>(est o" those rail companies* Pro,ects detailed )ithin this plan incl(de p(#lic pro,ects that )ill enhance access to rail and improve intermodal inter"aces, as )ell as opport(nities "or p(#lic-private partnership that )ill serve to enhance the e""icienc% o" Idahos transportation net)or$*
Page 6-2

7igh a!' -viation' and 0arine #a*acit!' #ongestion' and Safet! Investments in "reight rail, along )ith e&pansion o" m(lti-modal, intermodal and transload "acilities can #ene"it Idahos transportation s%stem #% red(cing congestion and dela%s on high)a%s and "reight rail lines* K% improving access to marine and air "reight reso(rce, as )ell as improved access to tr(c$-rail transloading opport(nities, these investments promise to ma&imi3e the e""icienc% and cost e""ectiveness o" all modes o" "reight transport )ithin the state* 1(t(re passenger rail service, partic(larl% in (r#an pop(lation centers and high comm(te corridors, has the potential to red(ce high)a% congestion, i" ade>(ate demand "or the service can #e esta#lished* 6ontin(ed investment in Idahos Rail-@igh)a% 6rossing and Rail Sa"et% Programs )ill red(ce "atalities and propert% loss, as )ell as incidents, th(s improving s%stem e""icienc%* +reenho,se +as 6missions As disc(ssed in detail in Section o" this plan, rail o""ers signi"icant potential "or improving air >(alit%, red(cing greenho(se gas 74@48 emissions, and red(cing energ% cons(mption* Keca(se o" these #ene"its, rail investments )ill (ltimatel% #ene"it Idahos air >(alit%* Fhile Idaho c(rrentl% meets "ederal air >(alit% standards "or "ive o" si& criteria poll(tants, according to monitoring cond(cted #% the Idaho !epartment o" 0nvironmental N(alit%, the Koise metropolitan area has #een categori3ed as nonattainment 7maintenance8 stat(s "or o3one per the 6lean Air Act*1 +he "ederal government has esta#lished national goals to red(ce 4@4 emissions #% as m(ch as 90 percent "rom 200< levels #% 20<0, and the transportation sector )ill have a signi"icant role in achieving that goal* 2odal shi"ts and e&pansion o" rails role in "reight transport co(ld is one strateg% )ith potentiall% #ig pa%o""s* According to the AAR, moving the same amo(nt o" "reight on rail instead o" #% tr(c$ )o(ld red(ce average 4@4 emissions #% E< percent*1? 0&panding intermodal "reight opport(nities thro(gho(t Idaho, as )ell as la%ing the "o(ndation "or comm(ter rail and e&panded intercit% passenger rail service, partic(larl% in +reas(re :alle% area, directl% s(pports these 4@4 red(ction goals* /ne ma,or strateg% "or achieving 4@4 red(ction goals involves shi"ting travel to more e""icient modes, )here s(ch shi"ts are practical in terms o" price and convenienceGs(ch as passenger vehicle to #(s or rail, or tr(c$ to rail* Another ma,or strateg% "oc(ses on red(cing car#on-intensive travel activit% #% in"l(encing travelers activit% patterns to shi"t travel to more e""icient modes 7incl(ding passenger rail and other comm(ter services, )here s(pported #% demand8*1< In addition to the #ene"it associated )ith a red(ction in greenho(se gases, rail is a "(el e""icient transportation mode* Rail can transport one ton o" "reight ?6= miles per gallon o" "(el, and is "o(r 7?8 times more "(el e""icient than tr(c$, on average* /ne train can ha(l the "reight o" several h(ndred tr(c$s, )hich means less high)a% gridloc$ and red(ced impact on high)a% maintenance and capacit% e&pansion investments*
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-2?

6conomic and 6m*lo!ment 6ffects +he gro)th o" rail "reight vol(mes in Idaho )ill #e in"l(enced #% the interpla% o" a variet% o" "actors that )ill have a #earing on transportation demand* +hese "actors incl(de overall pop(lation and emplo%ment gro)th, and the evol(tion o" the states ind(strial str(ct(re* Ind(stries, ranging "rom agric(lt(re to constr(ction have speci"ic "reight rail needs, and their gro)th )ill a""ect rail demand* /n the s(ppl% side 7i*e*, the provision o" rail in"rastr(ct(re and >(alit% rail services8, the strength o" Idahos rail transportation s%stem and its a#ilit% to provide e""icient rail service )ill a""ect, positivel% or negativel%, the overall competitiveness o" the states ind(stries and its econom%* +he relationship #et)een rail activit% and the Idaho econom% is strong and m(lti"aceted* 1or e&ample, ind(stries rel% heavil% on the e""icient movement o" goods, #oth "or the o(t#o(nd shipments o" their prod(cts to reach )orld)ide mar$ets, as )ell as "or in#o(nd shipments o" intermediate materials re>(ired "or prod(ction* In addition to rails importance to Idahos ind(stries, an e""icient rail s%stem can help to lo)er the cost o" cons(mer goods to Idahos residents* Rail in"rastr(ct(re improvements can red(ce costs and translate directl% into #ene"its "or the Idaho econom% #%: 18 red(cing travel times. 28 adding capacit%. or, 8 increasing the relia#ilit% o" on-time shipments* Fith a location amidst one o" the "astest gro)ing regions in the C*S* and 6anada, Idahos rail net)or$ and services )ill need to respond not onl% to the intrinsic gro)th conditions o" the state, #(t also to the transportation and economic needs o" Festern 5orth America* Idahos rail transportation s%stem helps to s(pport the states J60 #illion econom%* Idahos econom% as meas(red #% gross domestic prod(ct 74!P8, the val(e o" goods and services prod(ced #% a state, region, or co(ntr% and a (niversal meas(re o" economic si3e and activit%, gre) #% 1 percent #et)een 2001 and 2011 7ad,(sted "or in"lation8, t)ice as >(ic$l% as the 1< percent increase in C*S* gross 4!P recorded over the same period, as sho)n in 1ig(re <* Cnli$e the states emplo%ment levels, Idahos 4!P, #% 2011, had completel% recovered "rom the recession, reaching a ne) record, as sho)n in 1ig(re 6* +his disparit% can #e e&plained #% stronger rises in prod(ctivit% compensating "or slo)er gro)th in ,o#s* As in the past, contin(ed economic gro)th in Idaho )ill rel% on the e""icient movement o" goods to $eep costs do)n, c(stomers s(pplied, and to maintain competitiveness )ithin the C*S* and )orld mar$ets* +he Idaho rail net)or$ pla%s an important role in this gro)th #% providing the "o(ndation on )hich man% ind(stries cr(cial to the state econom% can "(rther develop and e&pand* Fith the states location at the con"l(ence o" three gro)ing economic regions 7the Roc$% 2o(ntains, the Paci"ic 6oast, and the 6anadian )est8 overall C*S* and 6anadian gro)th also have a direct #earing on the needs and per"ormance o" the Idaho rail transportation s%stem* +he recover% and gro)th o" the C*S* econom% in "(t(re %ears )ill translate to more goods #eing shipped thro(gh and processed #% Idahos "reight "acilities* 1or these reasons, the a#ilit% o" Idahos rail in"rastr(ct(re to respond to these shi"ts in demand )ill a""ect the Fests overall competitiveness, as )ell as the States*
Section 6: Idahos Long-Range Rail Service and Investment Program April 10, 201 Page 6-2<
6.6
Needed Rail Studies and Plans
!hro"gh the process detailed in Section #, programs, st"dies, and pro$ects that %ere identi&ied the co"rse o& the planning %ere eval"ated and prioriti'ed( Table 4-4 s"mmari'es )reight Rail St"dies recommended to *e "nderta+en %ithin the ne,t &ive -ears, %hile Table 4-5 identi&ies Passenger Rail Service St"dies that %ill need to *e completed in s"pport o& identi&ied capital pro$ects considered in the 6 to 20 -ear planning hori'on(
Table 4-4. Needed Freight Rail Studies and Plans

Project ID F$-% Project Name !reas"re .alle)reight /"lti/odal !ransload 0enter Location Project Descri tion Phase 1: 2or+ %ith +e- sta+eholders to identi&- local, state, )ederal and private &"nding opport"nities, and develop *"siness plan Phase 1: Identi&- &acilit- thresholds and potential site locations "sing res"lts &rom m"lti-modal &acilit- anal-sis( Assess via*ilit- o& e,isting -ards( 8se regional &or"ms to identi&- p"*lic9private partnership opport"nities to *"ild &acilities( Phase 1: 2or+ %ith rail line o%ners and neigh*oring states to prioriti'e corridors *ased on cost-*ene⁢ Identi&- &"nding needs &or installation o& high-c"*ed do"*le stac+ intermodal service( !st. "ost Sector Potential #rant Funding
0it- o& 1oise
31#0,000
45A 6rant
F&4-%
/"lti-modal Rail 7ard Improvements
State%ide
:9A
Private, Possi*lP
Railroad Research and 5evelopment 8niversit6rant; State Planning and Research
F&'-%
<igh 0"*e Intermodal Service St"d-
)reight corridors paralleling I-=0, I->? and I->6 east9%est, and I-1# north9so"th
32#0,000
Private, Possi*lP
State Planning and Research
:ot c"rrentl- availa*le( Page 6-26

Project ID Project Name Location Project Descri tion 1A B*tain research &"nds to de&ine m"ltimodal &acilit- t-pes, thresholds and potential site locations in Idaho and the region( 2A 0onsider do"*le-trac+ed transload &acilities, dr- ports, rail sp"rs, transload &acilities, intermodal &acilities, etc(A( Phase 1( Identi&- and prioriti'e rail improvements that provide the *est opport"nit- to provide economic development and enhance reven"e opport"nities thro"gh the state *- moving &reight via rail in lie" o& motor carriers( !st. "ost Sector Potential #rant Funding
F(
State%ide /"lti/odal )reight )acilities St"d-
State%ide
:9A
F&)-%
!r"c+9Rail 4C"itPro$ect
State%ide
:9A
Table 4-5. Needed Passenger Rail Ser*ice Studies and Plans

Project ID P' Project Name Amtra+ Pioneer Ro"te )easi*ilitSt"dLocation Portland, BR to 1oise, I5 Project Descri tion 0oordinate9comm"nicate %ith ad$oining states on &"t"re st"dies to eval"ate the restoration or replacement o& the line that Amtra+ terminated in 1==@ along 8P line( 4val"ate potential s"pport9demand and potential locations &or comm"ter rail service !st. "ost :9A Sector P Potential #rant Funding State Planning and Research;
P$
0omm"ter Rail Service )easi*ilitSt"d-
State%ide
32#0,000
P"*lic
State Planning and Research; Section # 0@; Section # 0=;
Page 6-2@

Project ID P&&-% Project Name !reas"re .alle<igh 0apacit!ransit St"dLocation I->?, 0hinden 1o"levard D:A to .ictor- Road DsA Project Descri tion 0ond"ct a st"d- to eval"ate &easi*ilit- E proposed alignments along I->?( !st. "ost 3?00,000 Sector P"*lic Potential #rant Funding State Planning and Research; Section # 0@;Section # 0=
6.7
Freight Rail Capital Projects List
Table 4-' list &reight rail capital pro$ects recommended &or completion in &ive--ear planning hori'on( !he capital pro$ects list incl"des the pro$ect name, location, a description o& the pro$ect or phase, the part- and potential &"nding so"rces and alternate &inancing so"rces( )RA recogni'es that speci&ic dollar estimates &or individ"al pro$ects in the 0apital Pro$ects List are not li+el- to *e availa*le(16 2here not c"rrentl- availa*le, the estimated cost is identi&ied as F:9AG Dnot availa*leA in the F4st( 0ostG col"mn( Table 4-+ provides a detailed listing the planned Rail-<igh%aSa&et- 0apital Pro$ects &or the period 201 thro"gh 201@, as re&lected in Idahos )ive-7ear !ransportation Investment Plan, %hile Figure 4-& maps the location o& those sa&et- pro$ects( Table 4-, details the )reight Rail 0apital Pro$ects proposed &or the si,- to t%ent---ear planning hori'on( A n"m*er o& those pro$ects identi&ied in the 20--ear planning hori'on are dependent on the &indings o& st"dies identi&ied in the previo"s section o& this report( Table 4-'. Freight Rail 5--ear "a ital Projects List
Project ID F$-/ Project Name Location Project. Phase Descri tion !st. "ost Sector Potential #rant Funding 0/AH; 45A Potential %lternate Financing Sources RRI) DloanA; PA1 D*ondsA; R45I)i! DloanA; !I)98R5
F&4-/
!reas"re .alle)reight /"lti/odal !ransload 0enter /"lti-modal Rail 7ard Improvements
0it- o& 1oise
Phase 2: 5evelop #0 acre transload &acilit- %ith #0,000 sC"are &oot %areho"se &acilitPhase 2: 0onstr"ct &acilities as identi&ied )1?-A /"lti-modal )acilit- Anal-sis and )easi*ilitAssessment
31#(#m
1@
State%ide
:9A
Private, Possi*lP
0/AH; 45A
RRI) DloanA; PA1 D*ondsA; R45I)i! DloanA
Page 6-2>

Project ID F'-% Project Name Railroad 0rossing Sa&et- Program Location State%ide Project. Phase Descri tion Phase 1: See separate Rail 0rossing Sa&et- Pro$ect List &rom the Idaho State !ransportation Improvement Plan 201 -201@ &or speci&ic listing o& programmed pro$ects Phase 2: 4sta*lish high-c"*ed do"*le stac+ intermodal service in Idaho, as *ased on &inding and priorities identi&ied in )-16A, 0ost 1ene&it Anal-sis( !st. "ost 3#(?21m
1>
Sector P"*lic
Potential #rant Funding Rail%a--<igh%a0rossings Program; <SIP
Potential %lternate Financing Sources
F&'-/
<igh 0"*e Intermodal Service
)reight corridors paralleling I=0, I->? and I>6 east9%est, and I-1# north9so"th( State%ide D8nprotected railroad righto&-%a-A
:9A
Private, Possi*lP
RRI) DloanA; PA1 D*ondsA; R45I)i! DloanA
F)
Rail !respassing 5eterrence Program
F$5
PEL Short line Railroad 1ridge Replacement and Sh"ttle !rain Loader )acilit-
Port o& Le%iston9Port o& 2hitman 0o"nt-
1A Identi&- +e- railroad -ards, interchange points, and ma$or str"ct"res that ma- need to *e sec"red &rom open p"*lic access( 2A Partner %ith local $"risdictions to identi&- sec"rit- strategies incl"ding ed"cation, en&orcement, and a%areness( 1A 8pgrade the PEL *ranch *ridges to the level reC"ired *the )ederal Rail Administration D)RAA in order to accommodate 2>6,000 l*( D2>6IA rail cars and 2A provide relia*le rail access to a ne% private sector 31@ million commercial grain storage and loading &acilit- at /c0o-(
:9A
RRI) DloanA
:9A
Private, Possi*lP
; 0/AH; 45A
RRI) DloanA; PA1 D*ondsA; H"ali&ied Railroad !rac+ /aintenance !a, 0redit
Page 6-2=

Table 4-+. Rail-0igh1a- Sa2et- Program 5-3ear "a ital Projects List&) PR45!"T N4
9& 9( 94 9$ 95 %& "& "$ :& D4-& /& D'-$ D'-& F( F5 F& F4 F$
6IN# ID
Dnot mappedA 0#>>62J, 6626 105 662#=6S #>>#@1 662601L >1= 2?8 =0602?8 >1=6>@/ >1=?0?/ Dnot mappedA >0@2?25 Dnot mappedA Dnot mappedA >121=2/ >12 @2 >11=1 6 >122#0) >11=??), >122 >7
"47NT3
IBB!4:AI IBB!4:AI IBB!4:AI IBB!4:AI IBB!4:AI A5A 0A:7B: 0A:7B: 2AS<I:6!B: 5IS!RI0! ? D:B 0B8:!7A 14AR LAI4 5IS!RI0! 6 D:B 0B8:!7A 5IS!RI0! 6 D:B 0B8:!7A )R4/B:! )R4/B:! )R4/B:! K4))4RSB: K4))4RSB:
"IT3
PR45!"T N%8!
LB0AL, 8PRR RRJ 0LBS8R4S S!0-#@2@, RRJ 1R8S<I:6
PR4#R%8
State Rail State Rail S!P, - Rail DProtectionADLA S!P, - Rail DProtectionADLA S!P, - Rail DProtectionADLA S!P, - Rail DProtectionADLA State Rail State Rail State Rail S!P, - Rail DProtectionADLA S!P, - Rail DProtectionADLA S!P, - Rail DProtectionADLA State Rail S!P, - Rail DProtectionADLA S!P, - Rail DProtectionADLA S!P, - Rail DProtectionADLA State Rail S!P, - Rail DProtectionADLA
F3& -&@ "osts 1ith 8atch 3ear De*. "onst.

201? 201# 201# 201? 201@ 201 201? 201? 201 201# 201 201? 201 201# 2016 201? 201# 201? 1#,000 1#,000 10,000 10,000 10,000 10,000 10,000 #,000 10,000 #,000 10,000 10,000 10,000 110,000 60,000 #20,000 #@#,000 =10,000 2#0,000 1@=,000 @#,000 1#2,000 2@#,000 2#0,000 2#0,000 2#0,000 ? 0,000 6?#,000 1>0,000 1>0,000 2#0, 000
Post )alls Athol Post )alls
S/A-@6 #, /068IR4 R5 RRJ S< #?, 2A!II:6 A.4 RRJ, A!<BL S!0-@#0#, SPBIA:4 S! 8PRR RRJI:6 S!0- >?#, S BR0<AR5 A004SS R5, RRJ S!0- @=>, P40I<A/ R5 RRJ S!0- @=0, ALL4:5AL4 R5 RRJ S!0- >@1, S8::7SI54 R5 RRJ State, )71# 5? 4IRR SI6:AL 8P6RA54S S!0-1>0=, 4 5I:6L4 R5 RJ S!A!4, )71? 56 5IS!2I54 RRJI:6 LA/P 8P6RA54S S!A!4, )71 56 RAIL 0RBSSI:6 /AI:!4:A:04 S< S!0-6>0 , S 74LLB2S!B:4 RRJI:6 S!0-6@@?, 4 6!< SB8!< S! S< ?>, /4:A: RRJ S!0-6@ 1, 0B8:!7 L: R5 RRJ
:e%dale St(Anthon-
Page 6- 0

Figure 4-1. Location Map of Idaho Rail-Highway Safety Project ! "#1$ - "#1%
Page 6-31

Table 4-8. Freight Rail 20-year Capital Projects List
Project ID F2-C Project Na e Locatio! Project Descriptio! "st. Cost #ector Pote!tial $ra!t F%!&i!g '&A12 3*A Pote!tial 'lter!ate Fi!a!ci!g #o%rces RRI% 4loan52 PA) 4,onds52 R3*I%i! 4loan52 !I%67R*2 Reven"e Anticipation )ond RRI% 4loan52 PA) 4,onds52 R3*I%i! 4loan5
F(4-C
!reas"re #alle$ %reight &"lti&odal !ransload 'enter &"lti-modal Rail 8ard Improvements Railroad 'rossing Sa(et$ Program
'it$ o( )oise
Phase 3: *evelop ad+acent 100 acres as a rail-,ased ind"strial par-
.12/0m
20
P3
State9ide
Phase 3: 'ontin"e to constr"ct (acilities as identi(ied %1:-A &"lti&odal %acilit$ Anal$sis and %easi,ilit$ Assessment 15 'ontin"e <or- 9ith rail line o9ners and local +"risdictions to identi($ high ris- grade crossings that meet the Railroad 'rossing Sa(et$ Program re="irements/ 25 Increase a9areness o( program/ Phase 2: *esign and constr"ct inland dr$ port (acilit$/ 'ontin"e to implement high-c",ed do",le stac- intermodal service capa,ilit$ in Idaho as ,ased on (inding and priorities identi(ied in %-16A 'ost )ene(it Anal$sis/
;6A
Private Possi,l$ P3
3
'&A123*A
F)-*
State9ide
.16/0m
P",lic
Rail9a$->igh9a$ 'rossings Program2 >SIP
F2+-*
Pocatello *r$ Port
Pocatello possi,l$ at the airport %reight corridors paralleling I?0 I-@: and I-@6 east69est and I-10 north6so"th/
;6A
P3
'&A12 3*A
RRI% 4loan52 PA) 4,onds52 R3*I%i! 4loan52 !I%67R* RRI% 4loan52 PA) 4,onds52 R3*I%i! 4loan5
F()-C
>igh '",e Intermodal Service
;6A
Private Possi,l$ P3
Pro+ected as ,ased "pon I!IP 2013 - 201A Page 6-32
Section 6: Idahos Long-Range Rail Service and Investment Program April 10 2013

Project ID F4 Project Na e )ridging !he #alle$: Brade 'rossing Improvement 4);S% ro"te5 and Realignment o( 7PRR mainline )ridging !he #alle$: Brade 'rossing Improvement onl$ 4);S% ro"te5 Locatio! Spo-ane #alle$6 Rathdr"m Prairie 4,et9een Spo-ane and Athol5 Spo-ane #alle$6 Rathdr"m Prairie 4Cootenai 'o"nt$5 Project Descriptio! 15 <or- 9ith C&PD to identi($ ("nding (or ,ene(it cost anal$sis and prioritiEation o( )ridging the #alle$ pro+ects/ 25 3ngineering and constr"ction/ "st. Cost ;6A #ector P3 Pote!tial $ra!t F%!&i!g Pote!tial 'lter!ate Fi!a!ci!g #o%rces RRI% 4loan52 !I%IA 4loan5
F,
15 <or- 9ith C&PD to identi($ ("nding (or ,ene(it cost anal$sis and prioritiEation o( )ridging the #alle$ pro+ects/ 25 3ngineering and constr"ction/
.26@m
21
P",lic
Rail9a$->igh9a$ 'rossings Program2 >SIP2 !ransportation &o,ilit$ Program
!I%IA 4loan5
6.8
Passenger Rail Capital Projects List
)eca"se o( the c"rrentl$ limited presence o( passenger rail service in Idaho it 9ill ,e necessar$ to eval"ate the (easi,ilit$ o( esta,lishing passenger rail 9ithin (ive-$ear planning horiEon/ Several passenger rail st"dies 9ere identi(ied in Section 6/6 to ,e "nderta-en in that time (rame/ <hile there are no passenger rail capital pro+ects proposed 9ithin the 0 F$ear planning horiEon/ Table 4-+ identi(ies potential passenger rail capital pro+ects envisioned in the siG to 20 $ear planning horiEon/ !hose pro+ects are dependent on the o"tcome o( the (easi,ilit$ st"dies identi(ied/
Page 6-33

Table 4-+. Passe!ger Rail #er-ice 20-year Capital Projects List
Project ID P3 Project Na e 'omm"ter Rail 'orridor Preservation Program Locatio! Ada and 'an$on 'o"nties and other locations as identi(ied in P2 I-@: 'hinden )o"levard 4;5 to #ictor$ Road 4s5 Project Descriptio! Phase 2: Ac="ire rail corridor right-o(-9a$ (or comm"ter rail operation as ,ased "pon P2 %easi,ilit$ st"d$ (indings/ "st. Cost ;6A #ector P",lic Pote!tial $ra!t F%!&i!g Pote!tial 'lter!ate Fi!a!ci!g #o%rces
P11-)
!reas"re #alle$ >igh 'apacit$ !ransit Pro+ect
Phase 2: Implement comm"ter rail service i( s"pported ,$ (indings o( P11-A/
;6A
P",lic
Section 030A2 Section 030?2'&A1
!I%IA 4loan5
Page 6-3:
References
"#R $itle %& ' $ransportation S()title * ' Rail Program Part + ' Assistance "hapter !!, ' State Rail Plans -!!,05 ' "ontent. Idaho Secretar/ o0 State Idaho State Constitution (Article *II Section 101 2(l/ 3 13&0. 4Accessed 5nline 6arch !0137.
3 ! 1
Idaho State Stat(tes $itle 50 -50-!00,. Idaho State Stat(tes $itle ,0 -,0-1,16. Idaho State Stat(te $itle 50 -50-10!6. Idaho State Stat(te $itle 50 -50-3103. Idaho State Stat(te $itle 50 -50-1,03A. Idaho State Stat(te $itle ,0 -,0-1,16. Idaho State Stat(tes $itle ,0 -,0-1101. Idaho State Stat(tes $itle ,0 -,0-1,16.
&
10
#ederal 8igh9a/ Administration #reight Anal/sis 45nline7 http:::999.ops.0h9a.dot.gov:0reight:0reight;anal/sis:0a0: <accessed April !01!1. FRA. Rail_lines.shp. = ITD. IdahoRail.shp.= ORNL. >c15v.shp= BNSF Railway Company: Trains Per Day Main Routes !"#" Su$%i&ision A&era'e( Train_Count_2010.pdf= )nion Pa*i+i* A&era'e Daily Trains !"#! ,#( UP Idaho vera!e "ail# Trains (1$ 2012%.pdf= I%a-o S-ort Line .olumes( UP Idaho Short &ine 'olu(es.pdf= FRA /("! 0 1i'-way0Rail Crossin' In&entory Data( )R Rail *in! Inventor# +CIS1,.-ls-. !"#" Carloa% 2ay$ill Sample Data.
13 1!
11
Idaho ?epartment o0 @nvironmental A(alit/ 45nline7 999.de>.idaho.gov:media:66!,&6nonattainment;map.pd0 <accessed 6a/ !01!1 I)id.
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BS?5$ April !010. Transportation/s Role in Reducin! U.S. +reenhouse +as 0(issions1 'olu(e 1. Report to "ongress prepared )/ "am)ridge S/stematics. #ederal Rail Administration "raft State Rail Plan +uidance2 !01!.
16
+oise State Bniversit/ "ollege o0 +(siness and @conomics R0"I)iT ssess(ent2 3oise 'alle# Railroad 4 Cit# of 3oise )inal Report2 !01!.
Section 6: Idahos Long-Range Rail Service and Investment Program April 10 !013 Page 6-35
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Idaho $ransportation ?epartment #ive-Cear Idaho $ransportation Investment Plan !013 ' !01,. Idaho $ransportation ?epartment #ive-Cear Idaho $ransportation Investment Plan !013 ' !01,.
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+oise State Bniversit/ "ollege o0 +(siness and @conomics R0"I)iT ssess(ent2 3oise 'alle# Railroad 4 Cit# of 3oise )inal Report2 !01!. Inland Paci0ic 8() Advisor/ +oard2 Inland Pacific 5u61 Transportation Invest(ent and Pro7ect Priorit# 3lueprint2 Phase 2 )inal Report2 !01!.
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Section 6: Idahos Long-Range Rail Service and Investment Program April 10 !013
Page 6-36
Section 7: Coordination and Review

7.1 Introduction
The development o !daho"# Statewide Rail Plan relied heavil$ on the active and colla%orative participation o reight and pa##enger rail #ta&eholder#' The proce## eat(red a variet$ o or(m# and ven(e# de#igned to generate a prod(ct re lecting the vi#ion, goal#, and implementation #trategie# a# artic(lated %$ the vario(# rail intere#t# thro(gho(t the #tate o !daho' The pro)ect (tili*ed a Pro)ect +anagement Team to g(ide the development o the !daho Rail Plan, incl(ding the development o the P(%lic !nvolvement Plan or the pro)ect' The Pro)ect +anagement Team wa# compri#ed o the ollowing re#pon#i%le agencie# and #ta&eholder#'
Name ,o(g -are .lenn +ile# 1a(ra 2ohn#on +ar& -a#dahl +eli##a /aplan Rand$ Shroll Reggie Phipp# Sonna 1$nn 3ernande* Ted 4anega# Affiliation !daho Tran#portation ,epartment /ootenai +etropolitan Planning 0rgani*ation !daho ,epartment o Agric(lt(re !daho Tran#portation ,epartment, ,i#trict 3 !daho Tran#portation ,epartment, Aerona(tic# !daho ,epartment o Commerce !daho Tran#portation ,epartment, Tr(c& Permitting !daho Tran#portation ,epartment, Planning and Program +anagement !daho Tran#portation ,epartment, Tran#portation Per ormance
The vi#ion, goal# and implementation #trategie# de#cri%ed in thi# Plan re lect the important inp(t and g(idance provided %$ #ta&eholder#, with inp(t collected, doc(mented, reviewed and incorporated into #(%#e5(ent dra t# on a rec(rring %a#i#' Thi# #ection #(mmari*e# the coordination and review proce##e# (#ed in the development o thi# plan' Speci ic doc(mentation a##ociated with the#e #ta&eholder and p(%lic engagement activitie# i# incl(ded in Appendi6 A, P(%lic !nvolvement ,oc(mentation'
Section 7: Coordination and Review April 10, 2013
Page 7-1
7.2
Statewide Summit
A# a pro)ect &ic&-o , the !daho Tran#portation ,epartment 7!T,8, the !daho ,epartment o Agric(lt(re 7Ag8, and 9oi#e State :niver#it$ 79S:8, co-#pon#ored the ir#t-ever !daho 3reight S(mmit on ,ecem%er 13, 2011 at 9oi#e State :niver#it$' The p(rpo#e o the event wa# to provide #ta&eholder# intere#ted in reight and rail re#o(rce# and activitie# in !daho with an initial opport(nit$ to identi $ element# o the vi#ion, &e$ i##(e#, concern# and opport(nitie# a##ociated with !daho;# reight rail #$#tem, incl(ding intermodal acilitie# and inter ace#' Pro)ect #ta identi ied and #ent invitation# to a %road li#t o individ(al# and gro(p#, repre#enting diver#e per#pective#, incl(ding:
Tran#portation !nd(#tr$
Railroad owner#<operator# o Tr(c& owner#<operator# o Airport# o Port# Shipping ind(#tr$ o Carrier#<co(rier# o -areho(#ing<terminal# Agric(lt(ral !nd(#tr$ o Prod(ce o .rain o ,air$ o Animal and 3eed o 9ee =at(ral Re#o(rce# o Rec$cling o Sand<gravel o 1(m%er o +etal#<mining P(%lic Agencie# o !daho Tran#portation ,epartment o ,epartment o Agric(lt(re o ,epartment o Commerce o P(%lic :tilitie# o >conomic ,evelopment Agencie# o 3ederal and regional planning organi*ation# o Citie#, co(ntie#, highwa$ di#trict#, cham%er#
o Page 7-2
.eneral P(%lic
Thi# li#t %ecame the o(ndation o the pro)ect mailing and di#tri%(tion li#t, which grew over the co(r#e o the pro)ect' !nitiall$ compri#ed o nearl$ 100 individ(al#, appro6imatel$ ?0 attended the Statewide S(mmit' The S(mmit, which eat(red in ormational and ta%le top di#c(##ion#, wa# de#igned to collect inp(t# to the vi#ion, &e$ i##(e#, concern# and opport(nitie#' !t wa# ramed aro(nd the ollowing three &e$ 5(e#tion# a%o(t which the pro)ect team #o(ght an e ective (nder#tanding' 1' -hat i# !daho;# vi#ion or the reight #$#tem@ -hat doe# it loo& li&e and how doe# it per orm@ 2' Aow can we wor& together toward an integrated and coordinated reight tran#portation #$#tem in !daho@ 3' -hat doe# it ta&e or (# to wor& within !daho;# e6i#ting Polic$ 3ramewor&@ ,oe# an$thing within it need to change and wh$@ Sta&eholder# participating in the 3reight S(mmit identi ied &e$ i##(e#<opport(nitie# or !daho"# reight and reight rail #$#tem, which helped in the development o the p(%lic involvement proce## (#ed to more (ll$ delineate !daho"# vi#ion or it# reight and rail #$#tem, a# well a# identi $ &e$ i##(e# and opport(nitie#' S(mmar$ re#(lt# o the#e inp(t# are im%edded in the di#c(##ion o each o the#e element# o the planB doc(mentation o the S(mmit and other p(%lic involvement activitie# are provided in (ll in Appendi6 A' A #(rve$ o participant# helped identi $ which individ(al# were intere#ted in participating in which level o involvement, ranging rom participation on the Pro)ect Steering Committee to )(#t %eing in ormed a%o(t the dra t plan when it wa# availa%le'
7.3
Public Involvement Plan
9a#ed on inp(t# generated at the Statewide S(mmit, a dra t P(%lic !nvolvement Plan wa# prod(ced to g(ide p(%lic, #ta&eholder, and agenc$ involvement e ort, pending the review and inp(t o the pro)ect Steering Committee' The P(%lic !nvolvement Plan identi ied p(%lic involvement goal#, a(dience# and o(treach activitie#' The (ll plan i# incl(ded in Appendi6 A 7page A-C08' The p(%lic involvement proce##, a# identi ied in the plan, i# de#igned to achieve the ollowing: 1' > ectivel$ comm(nicate the proce## and #ched(le o the !daho 3reight St(d$ and Rail Plan :pdate #o #ta&eholder# can engage in the proce## at the point the$ ind mo#t meaning (lB 2' 3acilitate active and colla%orative participation %$ &e$ #ta&eholder#, rel$ing on their intimate involvement and collective e6perti#e to help develop and recommend the vi#ion and plan or !daho;# reight and rail #$#tem#B and
Section 7: Coordination and Review April 10, 2013 Page 7-3

3' Collect p(%lic inp(t to create a %etter prod(ct %$ providing in ormation, &eeping the line# o comm(nication open, and having a ro%(#t %od$ o inp(t availa%le to con#ider when ma&ing deci#ion#' The intended o(tcome i# a p(%lic that eel# #ati# ied with the level o participation the$ have %een o ered, and ha# a##i#ted the #tate in creating a pro)ect that %e#t meet# the overall p(rpo#e and need' Speci ic activitie# identi ied in the plan incl(de: 3reight S(mmit Sta&eholder interview# Steering Committee Pro)ect -e%#ite 3oc(# gro(p# P(%lic 0(treach 7regional meeting#, e-%la#t#, media noti ication#, etc'8 P(%lic Comment on the ,ra t Plan
7.4
Public Agency and Stakeholder Engagement
The approach to engaging p(%lic, #ta&eholder and partnering agencie# in developing the #tate rail plan incl(ded the ollowing #trategie#: Stakeholder Interview and Survey 3reight Rail Sta&eholder interview# were cond(cted with &e$ in ormant# to gather an in-depth (nder#tanding o the per#pective# o owner#, operator#, (#er#, and potential (#er# rom vario(# ind(#trie# and mode#' Speci icall$, interviewee# were a#&ed to provide inp(t on the ollowing: 3(t(re vi#ion or !daho"# reight #$#tem, and the role o reight rail within that #$#tem, 0pport(nitie# to improve the reight< reight rail #$#tem, 0pport(nitie# and challenge# or cro##-mode colla%oration, Potential data #o(rce# and availa%ilit$, and Potential recommendation#'
Additionall$, a n(m%er o data- and<or i##(e-#peci ic interview# were cond(cted to in orm the team regarding partic(lar reight i##(e# and opport(nitie#' ,ata<i##(e-#peci ic interview# were cond(cted with 9=S3, :PRR, -ATC0, 9oi#e Airport, !daho ,epartment o Agric(lt(re, Port o 1ewi#ton, !daho ,epartment o +otor 4ehicle#, the !daho P(%lic :tilit$ Commi##ion, and the !daho ,epartment o Commerce'
Page 7-D

=(mero(# and re5(ent in ormal di#c(##ion# were cond(cted %$ team mem%er# with ind(#tr$ gro(p# and coalition#, reight- and tran#portation-related pro e##ional organi*ation#, #pecial-intere#t gro(p#, and mem%er# o the general p(%lic thro(gh the co(r#e o the #t(d$' An intentional interview and #(rve$ proce## wa# cond(cted to #ec(re oc(#ed inp(t rom &e$ pa##enger rail #ta&eholder# to in orm that part o the plan' Thi# #pecial e ort wa# completed in ac&nowledgment o the limited pre#ence o pa##enger rail in !daho and to en#(re the #tate"# intere#t in pa##enger rail i# appropriatel$ repre#ented' 9a#ed (pon a review o e6i#ting #t(die#, plan#, and pa#t inp(t on potential pa##enger rail pro)ect# in !daho, a #(rve$ wa# developed to #olicit targeted inp(t rom &e$ in ormant# and #ta&eholder# a##ociated with previo(# pa##enger rail planning e ort#, a# well a# +P0# and i6ed ro(te tran#it #ervice' >lectronic #(rve$# a# well a# per#onal interview# were cond(cted' An e6panded li#t o pa##enger rail #ta&eholder# wa# identi ied thro(gh the#e interview# and #(rve$#, which i# %eing (#ed a# a re#o(rce or di##emination o the dra t rail plan in order to ma6imi*e participation and inp(t on the pa##enger role component# o the plan' S(mmar$ report# o %oth #et# o interview and #(rve$ activitie# are incl(ded in Appendi6 A, page# A-172 and A-1?1 re#pectivel$' Steering !ommittee The !daho 3reight St(d$ and Rail Plan Steering Committee mem%er# were #elected to repre#ent the intere#t# o diver#e reight #ta&eholder# in providing inp(t and eed%ac& to the !daho Tran#portation ,epartment 7!T,8 on reight mo%ilit$ i##(e# and #t(d$ recommendation#' Steering committee mem%er# were e6pected to: -or& colla%orativel$, helping to en#(re that the #t(d$ proce## and prod(ct# %alance the varied intere#t# o #tatewide #ta&eholder#B Serve a# am%a##ador# or the pro)ect, di##eminating pro)ect in ormation and collecting eed%ac& rom their networ&# o ind(#tr$ contact# and a iliated intere#t gro(p#B and, Review and provide recommendation# to the !d Pro)ect +anagement Team on pro)ect prod(ct# and delivera%le# that %e#t meet the need# o the #tate a# a whole'
Their #peci ic ta#&# were to Con irm the identi ied #ta&eholder# and the P(%lic !nvolvement PlanB ,evelop a vi#ion #tatement, goal# and o%)ective#B Recommend #tatewide reight per ormance mea#(re#B Provide inp(t on high-level inve#tment #cenario# or te#tingB Recommend policie# and inve#tment prioritie#B and, +a&e recommendation# on #peci ic #trategie# and activitie#'
Page 7-C

+em%er# o the Steering Committee incl(ded: Name Affiliation Colleen -eather ord 9=S3 ,an Aar%e&e :nion Paci ic Railroad ,avid ,oering# eld 1ewi#ton Port A(thorit$ ,e% Smith Clearwater >conomic ,evelopment >ri&a 9owen !daho Tran#portation ,epartment 2oe 1ec&ie !daho P(%lic :tilitie# Commi##ion 2ohn Ander#on +cCall Airport 2ohn 9rown -ATC0 /ath$ 3ower# !daho Tr(c&ing A##ociation Patric& 2' /ole !daho Potato Commi##ion Ric& =aere%o(t !daho ,air$men# A##ociation Ro% >aton Amtra& Travi# 2one# !daho .rain Prod(cer# A##ociation Travi# 9lac&er !daho .rower# Shipper# A##ociation 7!.SA8 -in#ton !no($e +ini-Ca##ia Commerce A(thorit$<!daho Polic$ Advi#or# -$att Pre#cott !daho Cattleman;# A##ociation To integrate the per#pective and engagement o #tate and ederal agencie# in the colla%orative proce##, a n(m%er o individ(al# rom di erent agencie# participated a# e6 o icio mem%er# o the Steering Committee, a# ollow#'
Name 2err$ -hitehead<,avid Pla$er ,wight Aor#ch 2an 4a##er 1ori Porreca +ar& ,aniel# +ichael T(rn%(ll Rand$ Roger# Ric& For& Affiliation !daho Tran#portation 9oard !daho Tran#portation 9oard !daho Tran#portation 9oard 3ederal Aighwa$# Admini#tration 3ederal Railroad Admini#tration Region ? 3ederal Railroad Admini#tration :S +aritime Admini#tration 3ederal +otor Carrier Sa et$ Admini#tration
The Steering Committee met ive time# d(ring the pro)ect' The$ wor&ed on %oth !daho;# 3reight St(d$ and Statewide Rail Plan, devoting the #everal meeting o the gro(p e6cl(#ivel$ to the Rail Plan' +eeting date# and agenda o(tcome# incl(ded:
+arch 1, 2012B
Page 7-E

2(ne 1D, 2012B Septem%er 1G, 2012B 0cto%er 2C, 2012B and, 3e%r(ar$ 27, 2013'
The Steering Committee wor&ed colla%orativel$, helping to en#(re that the #t(d$ proce## and prod(ct# %alanced the varied intere#t# o #tatewide #ta&eholder#' The$ pla$ed a critical role in di##eminating pro)ect in ormation and collecting eed%ac& rom their networ&# o ind(#tr$ contact# and a iliated intere#t gro(p#' The$ reviewed and provided recommendation# to !T, on pro)ect wor& prod(ct# and delivera%le#, and pla$ed a &e$ role in orm(lating recommendation#' "eb ite The !daho Tran#portation ,epartment maintained a pro)ect we%#ite or the d(ration o the pro)ect, po#ting meeting re#(lt# and dra t doc(ment# a# the$ %ecame availa%le' The we%#ite, #een in Figure 7-1, will contin(e a# a part o !T,;# reight and rail program, and will ho#t the inal plan and ongoing related material#' Figure 7-1. Project We !ite
#ocu $rou% The pro)ect team (tili*ed a oc(# gro(p o rail operator# to (rther e6plore data gathering, pro)ected rail need#, and (t(re pro)ect# re#pective to the rail #$#tem #peci icall$' 9=S3, -ATC0, :nion Paci ic and
Section 7: Coordination and Review April 10, 2013 Page 7-7

Amtra& participated in thi# oc(# gro(p, re#(lting in ac&nowledgement# a%o(t the condition o !daho"# data, the #cope o data that wo(ld %e provided %$ the rail line#, and (nder#tanding a%o(t the limit# o in ormation that wo(ld %e #hared, d(e to the proprietar$ nat(re o #ome in ormation' Public &utreach A #erie# o p(%lic o(treach meeting# were held in each o the #i6 di erent !T, ,i#trict# in !daho, to which the general p(%lic and repre#entative# o the #ta&eholder li#t were invited to participate' Regional 3or(m# were held in Pocatello, Re6%(rg, 9oi#e, Coe(r d"Alene, Twin 3all#, and 1ewi#ton in 2(l$ 2012' The#e or(m# were attended %$ local tran#portation agencie#, #$#tem (#er# and operator#, local economic development pro e##ional#, and the general p(%lic, and provided region-#peci ic inp(t# on reight #$#tem goal#, per ormance mea#(re#, in ra#tr(ct(re improvement#, and pro)ect prioriti*ation' The pro)ect team al#o reached o(t to vario(# #ta&eholder organi*ation# to pre#ent in ormation and gather inp(t thro(gho(t the #t(d$ proce##' The#e organi*ation# incl(de the !daho 3ood Prod(cer# A##ociation, the -e#tern State# Tran#portation Alliance, the >a#t 0regon<!daho Seed A##ociation, the !daho Tr(c&ing A##ociation, and the Paci ic =orthwe#t >conomic Region partner#hip' 0n an ongoing %a#i# the !T, pro)ect manager wa# availa%le to and participated in meeting# o gro(p# and organi*ation# on re5(e#t' Some o tho#e meeting incl(ded:
7.'
Public Involvement in Plan (evelo%ment
:#ing all o the #trategie# and ven(e# identi ied a%ove, along with ongoing and reg(lar comm(nication via e-mail %la#t# and interper#onal comm(nication %etween the pro)ect manager and intere#ted #ta&eholder#, !daho;# Rail Plan wa# dra ted, developed and revi#ed %a#ed (pon on the inp(t and iteration# provided %$ #ta&eholder# thro(gho(t the proce##' Speci ic inp(t# and proce## detail# are pre#ented in Attachment A, and the (#e and in l(ence o that inp(t on all element# o the plan are re lected in the narrative de#cri%ing tho#e element#' -ith the completion o the dra t plan a ormal review and comment period %egan' Thi# proce## eat(red: A media notice o the dra t plan availa%ilit$ in new#paper# in ma)or mar&et# aro(nd the #tate, An e-mail %la#t to the di#tri%(tion li#t anno(ncing the availa%ilit$ o the dra t, A #(rve$ mon&e$ lin& g(iding people thro(gh an intentional review and comment proce## that al#o eat(red the opport(nit$ or other remar&# or however the reviewer wa# inclined to comment'
All comment# received on the dra t plan, and how tho#e comment# were addre##ed are #(mmari*ed Appendi6 9, Comment-Re#pon#e ,oc(ment'i
Comment<Re#pon#e ta%le to %e pop(lated ollowing ormal P(%lic Comment period' Page 7-?
7.6
Coordination with Other State Rail Plans
Rail plans from ad acent states were reviewed to identif! opport"nities for coordination of policies and potential pro ects# State plans considered incl"de $as%ington, &regon, 'evada, (ta%, $!oming, and )ontana# A s"mmar! of t%e relevant elements of t%ose plans is incl"ded in Section 1 of t%is plan, and opport"nities for pro ect coordination were considered, as identified in Section * of t%is plan# Rail coordinators in ad acent states were also incl"ded on t%e e-mail distri+"tion list for t%e draft plan, and afforded an opport"nit! to comment#
Page 7-1

Appendix A: Public Involvement Documentation
Prepared for the
Idaho Transportation Department
Project No. A013 (334) Key No. 13334
April 10, 2013
Prepared By:
Appendix A Table of Contents

Freight Summit Summary.A-1 Public Involvement Plan.A-50 March 1, 2012 Steering Committee Meeting Notes and Materials..A-58 June 14, 2012 Steering Committee Meeting Notes and Materials.A-103 September 19, 2012 Steering Committee Meeting Notes and Materials.A-119 October 25, 2012 Steering Committee Meeting Notes and Materials...A-144 February 27, 2013 Steering Committee Meeting Notes and Materials.A-153 Freight Stakeholder Interviews...A-172 Regional Freight Forum Summary....A-177 Idaho Rail Plan Focus Group.A-178 Passenger Rail Stakeholder Interviews..A-181
Appendix A: Public Involvement Documentation April 10, 2013
Page A- i
IdahoFreightSummit
December13,2011 SummitPurpose SummaryReport
TheIdahoTransportationDepartment(ITD)isconductingastudyofthestatewidemultimodalfreight networktoexaminecurrentandfuturetransportationneeds.Thepurposeofthestudyistoidentify policies,programsandinvestmentswithinthestatestransportationnetworkthatwillfacilitatethe efficientmovementoffreightoverstatetransportationsystems,improvesafety,andsupporteconomic developmentinitiativesatthestateandlocallevel.ITDwilluseresultsfromthestudytoinform transportationsystemplansincludingtheupdatetothe1996StatewideRailPlan.ITDhasretaineda consultingteamledbyDavidEvansandAssociates,Inc.(DEA)toassistwithpreparationofthestatewide freightstudyandrailplanupdate. Aspartofthisundertaking,ITDcosponsored,withtheIdahoDepartmentofAgricultureandBoiseState University,thefirstIdahoFreightSummitonDecember13,2011atBoiseStateUniversity.Thepurpose ofthiseventistoprovidestakeholdersinterestedinthemovementofgoodsintoandthroughoutIdaho anearlyandinitialopportunitytoidentifykeyissues,concernsandopportunities.Additional opportunitiestoparticipateinthestudyandplanupdateswillbeongoingthroughoutthecourseofthe project. Inadditiontocollectingkeyissues,concernsandopportunities,theSummitwasframedaroundthe followingthreekeyquestionsaboutwhichtheprojectteamseeksagoodunderstanding. 1. WhatisIdaho'svisionforthefreightsystem?Whatdoesitlooklikeandhowdoesitperform? 2. Howcanweworktogethertowardanintegratedandcoordinatedfreighttransportationsystem inIdaho? 3. WhatdoesittakeforustoworkwithinIdaho'sexistingPolicyFramework?Doesanything withinitneedtochangeandwhy? Themeetingcontentandprocesswasdesignedtohelpgenerateinputsinresponsetothesequestions.
Participants
Seventyseven(77)individualsfromdiverseperspectivesparticipatedintheSummit.Fourteen(14) additionalparticipantswithaninterestintheprojectservedastabletopdiscussionfacilitators. MaureenGresham,ITDProgramManagerfortheproject,hostedtheevent,andMarshaBracke,Bracke andAssociates,Inc.andmemberoftheprojectteam,facilitated.Foralistofmeetingparticipants,see AttachmentAofthissummaryreport.
Agenda:ProcessandOutcomes
TheSummitfeaturedthefollowingeventsandactivities,severalofwhichresultedinabodyof informationthatwillinformandguidetheproject.AttachmentBprovidesacopyoftheSummitagenda.
Page A-1
Inputinresponsetoeachactivityiscatalogedinattachmentstothisdocument;howeverabrief overviewofthatinputisalsoprovidedbelowwitheachactivity. OfficialWelcomefromScottStokes,ChiefDeputy,IdahoTransportationDepartment ProjectOverviewfromMaureenGresham,ITDDivisionofTransportationPerformanceand KevinJeffers,ProjectManager.CopiesofMs.GreshamsandMr.Jeffers'powerpoint presentationareincludedasAttachmentCtothissummary,andprovideinformationaboutthe projectpurposeandschedule. Processtodocumentindividualissuesandconcernstobeconsideredandaddressedaspossible withintheproject.Participantswereprovidedwithasheetofferingthemtheoptiontoindicate whichperspectivetheyrepresent,andtolistanyandallconcernsandissuestheyhaveabout thefreighttransportationsystemasitcurrentlyexists.Thismaterial,includedinAttachmentD istranscribedverbatim,organizedbyperspectiveandgroupedintosimilarthemes.Perspectives includedgovernment,economicdevelopment,operator,user,consultant/private,user representatives,andtransportationinterests.Somemeetingparticipantsselectedmorethan onecategory.Thetypeofissuesandconcernsidentifiedbymeetingparticipantsincluded access/capacity,collaboration,economiccompetiveness,funding,information sharing/communications,infrastructure,planning,policy,safety,systemconnectivity.Theinputs areanimportantresourceandguideforprojectstaffasthevision,goalsandstrategiesfor freighttransportationaredeveloped.Thefollowingisasummaryoftheinputprovided. ApaneldiscussionmoderatedbyJohnWatts,VeritasAdvisors,featuringthefollowingfour presentations,followedbyaquestionandanswersessionwithparticipantsseekingclarification andinformationinresponsetopresentationmaterials. o o o o ImportanceofFreighttoIdahoRepresentativeScottBedke FreightandEconomicOpportunityDr.BrianGreber,Director CenterforBusinessResearchandEconomicDevelopment,BoiseStateUniversity NationalTrendsErikaWitzke,PE,CambridgeSystematics PolicyFrameworkJohnWatts,VeritasAdvisors
Dr.Greber,Ms.WitzkeandMr.Wattsspokefrompowerpointpresentations,whichare includedasAttachmentsE,FandGtothissummary,respectively. TableTopdiscussions.Participantswereseatedattablesinordertocapturediversityof perspectiveswithineachdiscussiongroup.Eachtableconductedanintentionaldiscussionin responsetotheSummitquestions.Inclosing,participantswrotedowntheirindividual responsestothosequestionsonaformprovided.Theseinputsaresignificantlyimportant,in thattheywillhelptheprojectteamdevelopadraftvisionforIdaho'sfreightsystem,andhelp thembegintoaddressparticipants'issuesandconcernsdocumentedintheearliersession. Participantmaterialswerecollected,havebeentranscribedverbatim,andareincludedas AttachmentHtothissummary.TheProjectTeamandotherreadersareencouragedtoreview andrespondtotheverbatimtranscriptofinputsastheyconsideranddeveloptheproposed collectiveresponsetoSummitQuestions. TableTopdiscussionfacilitatorsalsosummarizedthemesfromeachgroup,andthoseresponses arehighlightedinblueintheAttachment.Summarily,facilitatorsnotedthefollowinginputsas aresultofthediscussionprocess.
Page A-2
Whatdoestheidealfreightsystemlookliketoyouandhowdoesitperform? Nameonespecificopportunityyouwouldliketo/youwouldliketoseeIdahopursueregarding thefreighttransportationsystem(inyourareaorstatewide)and/orhowyoucouldhelppursue suchopportunities. Transload/multimodaldistributionfacility Fundingopportunities Railimprovements IPlandatasystemsimilartoUPlan Railservedindustrialparks Shippingpartnershipsandnetworkstofillbackhauls Pilotstudyincreasedtrucksizeandweights/costs Effectsofinvestmentinrailandmultimodalfacilities Lobbyforincreasedtransportationfunding Certaintyforoversizeshipmentpermitting Uniformityofweightsasapolicyissue WhatdoesittakeforustoworktogetherwithinIdahosexistingpolicyframework?Does anythingneedtochangeandifso,whatandwhy? DryPortlegislation Taxingauthority Morealignmentamongvariousentitiesmanagementofthestatesroadsystem(ITD, Counties,Cities,etc.) Intentionalcollaboration PolicylevelpartnershipsITD,Commerce,Governments Unifiedvisionfortransportationandeconomicdevelopment Seekbalancedsystem Data Consistency Uniformity Balancedamountofincomingandoutgoingfreight Coordinatedmodes,includingairandportinadditiontorailandtruck Integratedacrossmodes Coordinatedacrosssystems Uniformityandconsistencyofweightsandlawsinsideandoutsidestate Mobilitythroughoutstate,usinghubsandtransloaderfacilities Goodnorthsouthroute LeverageduseofthePortofLewiston Collaborative Safe Datadriven Efficient Stimulateseconomicdevelopment Soundinfrastructure Useofinformationtechnology
Page A-3
BusinessPlan Intermodalandmultimodallocations Efficiency
Alsoincludedonthatformwasasurveytoadvisetheprojectteamabouteachparticipant's "levelofinterestinandcommitmenttopursuinganintegratedandcoordinatedfreight transportationsystem."Whilesomeparticipantsleftthemeetingpriortocollectingthis information,othersdidnotcompletetheforms,andseven(7)completedtheformbutdidnot respondtothisrespectivequestion,52responseswerereceived: o Twentysix(26)individualssaidthattheyare"veryinterested"inparticipatinginan integratedandcoordinatedfreighttransportationsystem(anothertwo(2)indicated"very interested"butdidnotleavetheirname) Seventeen(17)indicatedthattheywere"moderatelyinterested" Five(5)were"indifferent"and Two(2)were"notparticularlyinterested."
o o o
Inaddition o o Fourteen(14)indicatedthattheyhaddatatosharethatwouldhelpinformtheplan,and Anotherfourteen(14)indicatedaninterestinparticipatingontheprojectSteering Committee.
Conclusion Ms.Greshamconcludedthesessionbysummarizingkeythemesthatsheheardinthebreakout sessions,andinvitingahandfulofSummitparticipantstosharetheirprimarydiscussionpointsaswell. WhiletheinputsgeneratedinAttachmentsB(IssuesandConcerns)andH(ParticipantsResponsesto SummitQuestions)remainstheprimarysourceforprojectinformationatthisstage,thefollowing themeswerespecificallynoted: Aneedforadiscussionandcollaborationamongstakeholdersataregionalleveltoaddress regionalissuesandseekregionalsolutions; TheimportantopportunityaffordedthestatebythePortofLewistonandfindingwaysto capitalizingonthatuniqueresource; Findingawaytobetrulymultimodalandcapitalizingonandcoordinatingallsystemsto effectivelymovegoodsandservices,includingdevelopingmultimodaltransloadingfacilities; and Findingwaysasaninlandstatetobeincreasinglycompetitive,addressingissuesassociatedwith theimbalanceamongoutboundandinboundloads. Ms.Greshampointedoutthatthemeetingsummary,powerpointsandinputswillbepostedonthe projectwebsiteinamatterofweeksforreviewandreference,andinvitedparticipantstoleavetheir meetingevaluationsforherownuseandthatoftheprojectteam.Thoseinputshavebeentranscribed verbatimandareincludedasAttachmentItothissummary.
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IdahoFreightSummit
December13,2011 ListofParticipants
Andrus Bedke Blacker Bowen Brown Brown Burgess Claire Coats Corder Coulter Daniels Davenport Davis DeThomas Dionas Doeringsfeld Doherty Drescher Eyre Ford Fowers Francis Frew Gaddi Grant Gresham Hansen Harbeke Hauge Hopkins Ince Inouye Johnson Jones Jordan Kempel Kerr Kole Jason Scott Travis Erika Tracy John Ken Janice John Tim Mel Mark Benjamin Don John Dan David Karen Jeremy Darren Bob Kathy Bryant Alan Miguel Steve Maureen Terry Dan Zach Inez Bill Winston Laura Travis David Mike Ron Patrick
AttachmentA:ListofParticipants
DougAndrusDistributing IdahoHouseofRepresentatives IdahoGrowersShippersAssociation(IGSA) IdahoTransportationDepartment CREngland WATCO DriveourEconomy/Veritas GlanbiaFoods StandleeHayCompany IdahoStateSenate IdahoTransportationDepartment FederalRailroadAdministrationRegion8 PotlatchCorporation/RischPisca,PLLCLawandPolicy IdahoTransportationDepartmentDistrict1 IdahoTransportationDepartment ConAgraFoods LewistonPortAuthority HDR J.R.SimplotCompany CRSEngineers OfficeofSenatorCrapo IdahoTruckingAssociation BoiseAirport IdahoTransportationDepartment HDR IdahoTransportationDepartment IdahoTransportationDepartment WadaFarmsMarketingLogistics UnionPacificRailroad CapitalWest IdahoTransportationDepartment UnionPacificRailroad MiniCassiaCommerceAuthority/IdahoPolicyAdvisors DepartmentofAgriculture IdahoGrainProducersAssociation ClearwaterPaperCorporation PacificRecycling IdahoPotatoCommission
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Kyrias LaBeau Leckie Lindstrom Linkhart Lockwood Martin Miles Naerebout Olson Palmer Peck Peterson Pettyjohn Roberts Schmalz Searby Seibert Shanine Shaw Smith Smith Stark Stokes Stratton Strayer Taylor Thomas Thorne Tisdale Turnbull Waldinger Watts Werner Wheeler Whitehead Wilson Wittmeyer
Randy Alex Joe Sandy Robert Mary Terrance Glenn Bob Kelly Joe Doug Kim Keith Mitchell Albert Matthew Greg Gus Bill Deb Toy Ray Scott James Todd Garth Steve Marv Toni Michael MaryAnn John Sherry Heather Jerry Cathy Jane
IdahoTransportationDepartment IdahoAssociationofCommerce&Industry IdahoPublicUtilitiesCommission UnionPacificRailroad IdahoTransportationDepartment IdahoTransportationDepartment LactalisAmericanGroup KootenaiMetropolitanPlanningOrganization IdahoDairymensAssociation IdahoBarleyCommission IdahoHouseofRepresentatives BuschAgriculturalResources,Inc. DepartmentofAgriculture Expeditors FederalMotorCarrierSafetyAdministration J.D.Heiskell&Company DepartmentofCommerce FederalHighwayAdministration IdahoTransportationDepartmentDistrict6 ClearwaterEconomicDevelopment NorthwestDairyAssociation BoiseMetroChamberofCommerce IdahoTransportationDepartment LactalisAmericanGroup TheScoularCompany DepartmentofAgEcon,UniversityofIdaho BNSF/MoffattThomasBarretRock&Fields,CHTD. ConnectingIdahoPartners COMPASS FederalRailroadAdministration COMPASS WATCO/Veritas StandleeHayCompany CommunityTransportationAssociationofIdaho WesternTrailers IdahoWheatCommission Wittmeyer&Associates
TableTopFacilitatorsandProjectStaff
Bracke Farrow Fernandez Greber Gresham Marsha Trevan SonnaLynn Brian Maureen BrackeandAssociates,Inc. IdahoTransportationDepartment IdahoTransportationDepartment BoiseStateUniversity IdahoTransportationDepartment
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Jeffers Jennings Kaplan Nilsson O'Connor Phillips Phipps Porreca Richardson Vanegas Witze
Kevin Brent Melissa Patricia Jo Jim Regina Lori Carole Ted Erika
DavidEvansandAssociates IdahoTransportationDepartment IdahoTransportationDepartment CityofBoise IdahoTransportationDepartment IdahoTransportationDepartment IdahoTransportationDepartment FederalHighwayAdministration DavidEvansandAssociates IdahoTransportationDepartment CambridgeSystematics
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IdahoFreightSummit
December13,2011 AttachmentB:Agenda 1. ProjectDescription TheIdahoTransportationDepartment(ITD)isconductingastudyofthestatewide multimodalfreightnetworktoexaminecurrentandfuturetransportationneeds. Thepurposeofthestudyistoidentifypolicies,programsandinvestmentswithin thestatestransportationnetworkthatwillfacilitatetheefficientmovementof freightoverstatetransportationsystems,improvesafety,andsupporteconomic vitalityatthestateandlocallevel.InadditiontotheFreightStudy,ITDwillusethe processtoupdatetothe1996StatewideRailPlanincompliancewithPassengerRail InvestmentandImprovementActof2008(PRIIA). PRIIAtasksstateswithproducingaStateRailPlantoestablishpolicy,prioritiesand implementationstrategiesforfreightandpassengerrailtransportationwithinits boundaries,enhancerailserviceinthepublicinterest,andserveasthebasisfor FederalandStaterailinvestmentswithinthestate.PRIIArequiresStateRailPlans besubmittedtotheFederalRailroadAdministration(FRA)forreviewandapproval. TheIdahoRailPlanwilladdressabroadspectrumofrailissues,including: IdentificationoftheStatespassengerrailobjectivesandplans, Aninventoryoftherailsystemstransportationinfrastructure, Analysisofrailrelatedeconomicenvironmentalimpacts,and Establishmentofalongrangeinvestmentprogramforcurrentandfuture passengerandfreightrailinfrastructurethroughouttheState. ThePlanwillalsoaddressintermodalinfrastructure,safety,andsecurityissue, outlining5and20YearWorkPlans,settingthestageforacontinuationofwork underwayacrosstheStateinadherencewithPRIIA. 2. GoalsofthePublicInvolvementProgram ThemostusefulandrelevantIdahoFreightStudyandRailPlanUpdaterelyon effectiveandmeaningfulpublicinvolvementandinputwhichisintentionally generated,documented,andusedintheproductionoftheProjectproducts.Itisthe goaloftheIdahoRailPlanandFrightStudyPublicInvolvementPlanto: 1. EffectivelycommunicatetheprocessandscheduleoftheIdahoRailPlanand FreightStudy,sothatstakeholderscanandwillbeinvolvedintheprocessat thepointtheyfindmostmeaningful;
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2. Facilitateactiveandcollaborativeparticipationbykeystakeholders,relying ontheirintimateinvolvementandcollectiveexpertisetohelpdevelopand recommendtheVisionandPlanforIdahosfrightandrailsystem; 3. Collectpublicinputtomakeabetterproduct,byprovidinginformation, keepingthelinesofcommunicationopen,andhavingarobustbodyofinput availabletoconsiderwhenmakingdecisions. Theintendedoutcomeisapublicthatfeelssatisfiedwiththelevelofparticipation theyhavebeenoffered,andhasassistedtheStateincreatingaprojectthatbest meetstheoverallpurposeandneed. 3. Stakeholders,ParticipantsandAudiences AllIdahoanswithaninterestintheIdahoFreightStudyandRailPlanupdateare encouragedtoparticipateintheprocess.Inaddition,ITDhasidentifiedthe followingspecificstakeholdergroupsforwhichthisProjectwillhavespecific relevance. Userspublicandprivate,includingbutnotlimitedtoagriculture, manufacturing,naturalresources,recycling,otherproductsandpassengers Operatorspublicandprivate,includingbutnotlimitedtoair,rail,port, trucking,highway EconomicDevelopment ElectedOfficial FederalGovernment StateGovernment MetropolitanPlanningOrganizations Environmentalorganizations GeneralPublic 4.OutreachActivitiesandSchedule TheoutreachactivitiesidentifiedinTable1belowaredesignedtomeetthePIP goals,theproductsofwhichwillinformthedevelopmentofProjectmaterials.The scheduleforoutreachactivityimplementationisalsoindicatedinthisTable.
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OutreachActivityandSchedule Target Activity Audience

Freight Summit Allstakeholder groups Key stakeholders across perspectives
Purpose
Products
ListofIssues,Concerns Listofinputstoinformvision,goals andobjectives VolunteersforSteeringCommittee MeetingSummary InterviewSummarythatdocuments inputsandinformsthedevelopmentof theRailPlanandFreightStudyvision, goals,objectivesandrecommendations FacilitatedSteeringCommittee meetingsandmeetingsummary documentation FinalProjectStakeholderandPublic InvolvementPlan Recommendationsasindicated
Schedule
Goal
Presenttheprojectscopeandpurpose;collect issues,needs,vision,desiredlevelandscopeof involvement,preferredcommunicationvenues
December2011
1,2,3
Stakeholder Interviews
Moredetailedinquiryregardingissues,needs, goalsandobjectives
March2012 September2012
1,2,3
Steering Committee
Key stakeholders across perspectives
AdopttheStakeholderandPublicInvolvement Plan; AffirmthedraftVisionStatements,Goalsand Objectives; RecommendPerformanceMeasures,and RecommendPolicies,InvestmentPriorities,and investmentscenariosfortesting. Recommendspecificstrategiesandactivitiesto beincludedintheRailsystemactionplan Postinformation;solicitcomments Asneeded(uptofour)toaddress/guideissue specificcomponentsoftheplan(potentially economicdevelopment,infrastructure,safety andsecurity,congestionmanagement,landuse, performancemeasures,environmentalissues, and/orfinancing.) 30daypubliccommentwithproductionofdraft plan
Winter,2012 Spring,2012 Summer,2012 Falls,2012
Project Website
All
Website
February2011 throughdurationof project
1,3
FocusGroups
Specificto focusissue
Focusgroupmeetingsummariesto informplandevelopment.
Midwaythroughthe planningproject
Public Comment
All
OutreachProgramSummaryreport
February2013

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5.IssuestoAddress AtthetimeoftheprintingofthedraftPublicInvolvementPlan,theprojecthascompleted theFreightSummit,andinthatprocesscollectedaninitialsetofissuestobeaddressedin theprocess.TheProjectTeamwillbelookingattheseissuesinthedetailinwhichthey wereprovidedandothersthatarecollectedthroughtheprocessanddevelopingthose throughthepublicandplanningprocessasappropriate.Initiallyandsummarily,these issuesinclude: Accessandcapacity Collaboration Economiccompetiveness Funding Informationsharing/communications Infrastructure Planning Policy Safety Systemconnectivity ConsistencyinRegulation 6.UsingPublicInput Inputandcommentsobtainedthroughpublicinvolvementactivitieswillprovidethe technicalprojectpersonneltheinformationtheyneedtomakedecisionsandmeet communityneeds.Allcommentsreceivedwillbeincludedintheissueslog,presentedfor projectteamandSteeringCommitteeconsideration,addressed,andrespondedina responsetopubliccommentdocumentincludedbyreferencetothedraftandfinalIdaho FreightStudyandRailPlanUpdate. 7.Evaluation Inordertodetermineifthepublicinvolvementactivitiesareachievingthedesiredresults, itiscriticaltoassesstheireffectivenessperiodicallyduringthestudy. InformationwillbecollectedfromtheFreightStudy,SteeringCommittee,andFocusGroup evaluationforms.Thesesheetswillserveasaminisurveybyaskingattendeesquestions relatedtotherelevanceandeffectivenessofthemeetingandprocess.Anonline questionnaireisanotherpotentialevaluationactivitythatmaybeusedtoevaluateprocess effectiveness. 8.RolesandResponsibilities TheITDDivisionofTransportationPerformancehasleadresponsibilityfortheconduct oftheIdahoFreightStudyandRailPlanUpdate.
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ITDhassecuredtheservicesof\DavidEvansandAssociates,Inc.(DEA),whoisleadinga ProjectTeamofconsultingprofessionalstoconductthestudyandproducetheupdatein thecontextofthepublicprocessoutlinedwithinthisplan.OtherTeammembersincluded professionalsfromCambridgeSystematicsandBrackeandAssociates,Inc.DEAworks accordingtoaspecificscopedirectedbyITD,toincludemostofthetechnicalelementsof plandevelopmentandthebulkofthepublicinvolvementprocess.Giventhecontractual arrangement,ITDwillinsomecaseshavesoleresponsibilityforelementsoftheprocess;in others,thereisasharedresponsibility. SteeringCommitteemembersareresponsibleforparticipatinginallofthemeetingsof theSteeringCommittee,reviewingpublicinputandtechnicaldocumentsrequiredtomeet agivenmeetingobjective,andworkingcollaborativelywithothermemberstogenerate recommendationsthatbestsupporttheneedsoftheentirestateandrangeofstakeholders. Otherstakeholdersandindividualswithaninterestintheprojectareencouragedtostay engagedintheprocessbyreviewingprojectdocumentsandrecommendationsasthey becomeavailable,andformonitoringthewebsitetostayinformedaboutproject developmentsandstatus.
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Idaho Freight Summit

December 13, 2011 Attachment C: Overview Presentations
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1/6/2012
Why is ITD preparing a Freight Study?
FREIGHT SUMMIT
DECEMBER 13, 2011
JORDAN BALLROOM A STUDENT UNION BUILDING BOISE STATE UNIVERSITY 1910 UNIVERSITY DRIVE BOISE, ID
Integrate movement of freight across all modes Strengthen partnerships between private and public
entities
Implement long range transportation goals and ITD
Strategic Plan
Establish framework for future investments
and a Rail Plan?

Develop and preserve essential freight and passenger rail
Key Stakeholders
Transportation Industry

Natural Resources

services
Prioritize public and private actions, investments, and
Railroad owners/operators Truck owners/operators Airports Ports
Recycling Sand/gravel Lumber Metals/mining
policy/programmatic p y/p g changes g
Shipping Industry

Public Agencies

Allow Idaho to compete for national rail related funding
Carriers/couriers Warehousing/terminals
opportunities
Agricultural Industry

Adhere to Idaho State Code and the Passenger Rail
Investment and Improvement Act of 2008 (PRIIA)
Produce Grain Dairy Animal and Feed Beef
Idaho Transportation Department Department of Agriculture Department of Commerce Public Utilities Economic Development Agencies Federal and regional planning organizations Cities, counties, highway districts, chambers
Freight Summit Objectives

What is Idahos Vision for the freight system? What
Next Steps
Produce meeting summary Provide additional opportunities for input on Freight
does it look like and how does it perform?

How can we work together toward an integrated and
Study/Rail Plan
Foster dialogue and partnerships
coordinated freight transportation system in Idaho?

What does it take for us to work within Idahos
existing policy framework? Does anything within it need to change and why?
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1/10/2012
IDAHO RAIL PLAN AND FREIGHT STUDY
IDAHO RAIL PLAN AND FREIGHT STUDY

Leverages State and Federal funds for two purposes State Rail Plan - both freight a passenger rail Freight Study - provide a frame work for freight transportation investments One of the purposes of this Summit to provide input on both
Overview
Kevin M. Jeffers, PE, PMP
David Evans and Associates
PLAN AND STUDY ELEMENTS

BOTH HAVE SIMILAR ELEMENTS
PLAN AND STUDY DIRECTION

WHO IS GUIDING THE PROCESS?
Stakeholder and Public Involvement Data Collection System Overview and Analysis Issues and Opportunities
Needs Assessments and Potential Projects Institutional and Policy Limitations
Performance Metrics Investment and Financing Scenarios Recommendations
Freight Summit Steering Committee ITD Project Management Team Idaho Transportation Board Public Comment Period
PLAN AND STUDY SCHEDULE

Winter 2012 Spring 2012 Summer 2012 Fall 2012 Winter 2013
Steering Committee, Data Collection and System Overviews Steering Committee, Issues & Needs Assessments, Performance Metrics Steering Committee, Investment Scenarios & Policies Steering Committee, Freight Study Recommendations, Freight Study to Idaho Transportation Board Rail Plan Recommendations, Rail Plan to Idaho Transportation Board
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IdahoFreightSummit
December13,2011 AttachmentD:IssuesandConcerns
IssuesandConcerns
Meetingparticipantscompleted61cardshighlightingissues/concernsandperspectives.Theproject teamwillusethisinformationtoguidethedevelopmentandanalysisoffreightscenariosaswellasthe selectionofafinalscenario.Thefinalscenariowilladdressfreightmovementoneachmodeandthe policies,programsandimprovementsneededtosupportthatscenario. Perspectives Meetingparticipantsidentifiedthemselveswiththeperspectiveslistedbelow.Thislistisorganizedinto likecategories.Afewparticipantsselectedmorethanoneperspective.Thenumberinparenthesis indicatesthenumberoftimesthataperspectivewaschosen. Government(16) o StateGovernment(9) o MPO(3) o FederalGovernment(2) o ElectedOfficial(1) o Citygovernment(1) EconomicDevelopment(13) Operator(9) o Rail(2) o Trucks(4) o PortDistrict(1) o Aeronautics(2) o GeneralFreight(1) Users(8) Other(7) o Unidentified(6) o Consultant/PrivateIndividual(3) o UserRepresentatives(2) o Transportationinterest(2) Issues,byperspective Meetingparticipantsidentifiedthefollowinglistofissues/concerns(copiedverbatimfromthecomment cards).Theseissues/concernsarefirstorganizedbyperspectivethengroupedintosimilarthemes.The themesincludeaccess/capacity;collaboration,economiccompetiveness,funding,information sharing/communications,infrastructure,planning,policy,safety,systemconnectivity.Noteverytheme isrepresentedbycommentsineveryperspective.Wordsinitalicshavebeenaddedtoindicateifa commentisgroupedinmorethanonetheme.Wordsinitalicsarealsoaddedtofurtherexplaina commentthatmayotherwisebeconfusingresultingwhenthecommentsbyoneindividualwere separatedintothemostapplicabletheme. EconomicDevelopment Access/Capacity Needbetteraccessibilitytofreighttransportnotenoughtrucksinregionduringpeakagtimes
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Oversizedshipmentstheyneedaccesstooversizedfreighttransportation(HillcoTech) Concernabilitytomovehighcapacitytrucksthroughsomeareasofthestate
Collaboration/Coordination Thatlocalgovernmentallowreasonablebusinessandfreightdeliveryonlocalstreets Economiccompetitiveness ForIdahotruckweightlimitstobecompetitivewithsurroundingstatesandnationally. Howtocreategreaterdemandforairfreight,especiallyinternationally,whichwouldleadto needfornewfacilitiesatBoiseAirport,whichareidentifiedintheMasterPlantooccurinthe 2ndhalfofthisdecadebutistotallydrivenbydemand EnsuringtheabilityofCommerceinandthroughoutthestatecanflowefficientlyandfreely commerceisanimportantelementofeconomichealthofcommunities,regionsandthestate KeepingIdahocompetitivewithotherstates Providingincentivestoprivateinvestment Attractingadditionalbusinessestotheareawithadefinedneedfortransportofgoodsin/out Reducethelimitationsonfreightcommerce.,includingpoliciesthatinhibitordiscourage utilizationofvariousmodesand/orcoordinationofthosemodes,internalregulationslimited freeflow/expenseofcommerce,eliminating'chokepoints'thatmightdiscouragefreight movementthroughIdaho Funding Theretobeadequatefundingtomaintainthesystemandimproveit. Developingandmaintainingfundingsourcesforsystemimprovement InformationSharing/Communications Publishingandupdatingtheinventoryoffreighthaulingsystems Therebepublicandprivateeducationopportunitiesfordriversoffreight Providingstatetheartoffreighthauling???forexistingbusinessclientsandpotentialclients IncreasingthelevelofknowledgeaboutthefreighthaulinginfrastructureinIdaho Infrastructure ToensurerailaccessforprospectiveclientsinterestedinlocatingintheStateofIdaho Needmorerail Portisintegraltoagproducers Idahotohaveawellmaintainedroadsystemforfreight. Needcontinuedimprovementtonorthsouthcorridor(s) Increasedpresenceoffreightforwarders,anintegralcomponentinthemovementogoods domesticandinternational Planning Developingasustainablesystemtomaintainandimproveabove(economiccompetitivenessand freighthauling) SystemConnectivity AreraillinesupgradedtohandleincreasedusageandwhatistheopportunityforspursintoBOI airportpropertyif/whenneeded? Encourageadeliveryanddistributionsystemthatinvolvesroads,railroadsandair transportation
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Needtocorrelatetherelationshipofairfreighttorailfreightandalsotoroadfreighttrucking. ThePortofLewistonisalsoafactor. ProgressinestablishingexportcontaineryardcentrallylocatedinIdaho. Asaninlandstateitisdifficulttocompetewithcoastalstateswhenitcomestofreight.Therail iscriticalinlevelingthefield.Allcontainersarecurrentlytruckedoutofstatetoacontainer yardtoberailedtoport.Insufficienttruckavailabilitytotrucktoport/transloadertomeet volume. IdahoFreightCurrentlyshipintermodaloutofBoise12loadsperweek.Ihavetorun???to SaltLakeCitytomakemovestotheEastCostandthenbacktotheWestCoastthroughUtah. Thisofcourseaddscomplexityandcosttotheproblem.Boiseisinneedofamajorrailhubthat couldhandletheintramodelmovealongwithexpresstrainservice.Atleastacommuterto reducecycletimeinbothmodules.Containerfrighttothewestcoastwouldshowbenefitdue totheincreasedexpertbusinesstobecompetitiveintheglobalcommunity.Expeditedis important. Addresstheneedsofexistingandfuturerailcustomersforintermodalbusinessanoffer solutions,i.e.,transloadinglocations
Government Access/Capacity Amountoffreighttruckavailable Capacitytoshipcontainers Containeravailableforagriculturalproductsandcommodities Collaboration/Coordination Totalcollaborationofalltransportationsystemusersemphasizingorfocusingonfreight movement FormSteeringCommittee/WorkingGroup BetterdialogwithClassIrailroadsandstateITD<AG,others)onissuesimpactingag,timberand miningmaterialsandproducts Noapparentorganizationsforfreight Specificstandardsofproofbeforerailcompanycanhandoverarailsegment Freightcostsacrossalltypes Relationshipbetweenlocalroadjurisdictions,highwaydistrictsandcitiesandcountiesand infrastructureplan,freightplanandfunding. EconomicCompetitiveness Howdowegrowoureconomy? AddressingthepriceadvantageofWA/OR/CAproductsbecauseofaddedtransportationcosts totheportsforIdaho'sproducersandmanufacturers Economyandmobilityingeneral.Freightandrailsupporttheeconomy.Butaretheypaying fortheirfairshareoftheroad(bothexpansionneedsandmaintenance). CompetitivenessofIdahocompaniesbecauseofourcurrentrailsystem Fairandreasonableaccessandcostforourcaptiveshippers Federalgovernmentandeconomicdevelopment Fuelpriceinequityamongstates InternationalagreementstoaccommodatesuchthingsasCalifornia'sregulatoryand environmentalpoliciesandOregon'smileagecoststhatincreasefreight18cents/mile
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AndhowcanthenegotiationprocesseswithUPRRbestandardizedandsimplifiedsothatall projectsrelatedtorail(evencrossingsafety)canhappenmoreefficiently Arewe'updating'theoldrailandfreightplansordoweseetheneedtochangethemindsetand writeplansthataggressivelypursuefreightmovementtohelptheeconomyofIdaho(also includedinthePlanning/Fundingcategory)
Funding Equitablefundingforhighways o Visionforfreightandrailneeds2parts(ormaybe3)(alsoincludedinthePlanning category) o Whatdoesthecommunitywant o Whatdoesthecommunityneedbasedondataforecasts o Whatcanbeachievedthatisfiscallyconstrained Lackoffundingtoproduceandkeepupagoodfreightsystem Policyoninfrastructuremaintenanceandconstructionincludingbridgesfunding(includedin PolicyandPlanningcategories) InformationSharing/Communications NeedbetterunderstandingofhowIdaho'sfreightmovements'interact'ordependon 'intermodal'freightcentersinSaleLake,Portland,etc. Keepingthemomentum/partnershipgrowing.Howdowebuildtrustbetweenagenciesyet keepmeetingtheirindividualneeds. Manyindividualsdonotunderstandtheweightlawsandhowtheywork.Weightisclarifiedby codeandappliestoallhighwayswithinthestate. GaininganinformedunderstandingoftheinterrelationshiptransportationsystemwithinIdaho andtheinterfacewiththeregional(northwest)andnationaltransportationsystem Nodatareadilyavailablethatshowswheretheneedisforfreightmovement ITDandCommercedevelopandpublicizeinformationonimportanceoffreightrailserviceto Idaho Infrastructure ITDworkswithAmtraktomaintainandenhanceservicethroughNIdaho Needtoinvestinbridgeupkeepandrepair. Planning Freightisbeingconsideredasfeasibilityandenvironmentalstudiesaredevelopedforcorridor studiesandprojectstudies Arewe'updating'theoldrailandfreightplansordoweseetheneedtochangethemindsetand writeplansthataggressivelypursuefreightmovementtohelptheeconomyofIdaho(also includedintheEconomicCompetitivenesscategory) "quickwins"i.e.,planstatesthatallbridgesmeetxandyforheightandweighttoallowmore freightpaths.IdentifyingthiscouldimmediatelydirecthowITDprogramsprojects.National Standards. AretherenationaltrendsinfreightrailthatcanbeappliedtoIdaho?Aretherestandardstoday thataren'tbeingmet,butneedtobe Visionforfreightandrailneeds2parts(ormaybe3)(alsoincludedintheFundingcategory) o Whatdoesthecommunitywant o Whatdoesthecommunityneedbasedondataforecasts
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o Whatcanbeachievedthatisfiscallyconstrained Noreasontohaveavisionifitisnotachievableneedaroadmaptomakeitachievable IdentifywaystoimprovefreightmobilityandefficiencyinIdaho.Eliminatebarriers. Policyoninfrastructuremaintenanceandconstructionincludingbridgesfunding(includedin PolicyandFundingcategories) MakingfreightresourcesavailableonIPlan.Contributingtoprojectwithanymeansnecessary fromtheplanningsection(2pm) Proximitytoindustriesandcompaniesinterestedinusingrailtoship/exportproducts COMPASScompletedtruckfreightstudyin2007withinAdaandCanyonCountywouldbegreat ifthestatewidedatacollectioneffortwascomparable(givesusallmoredata). Prioritizationneedgooddataaboutfreightmovementtohelpwithprojectprioritizationwithin TMA(COMAPSASarea)forTIPandlongrangeplan Data"complete"setofdataaddressing/coveringfreightforIdaho,lessrelianceonnational dataatstatelevelonly.Needstoinclude'route'orpreferredroadwaysusedfor pickup/delivery. Integratefreightintolongrangetransportationplan InPanelairfreightwasnotdiscussedshouldbe.ItrackBoiseairportfreight,whichis substantive Railmoreunderstandingwhattherailownersplanforfuture.wehavefutureplanstopossibly userailforcommutepurposeshowdolocalplansmeshwithrailownersplansonalongterm statewidebasis? MoredetailonneedsandimpactsoffreightinTreasureValleyspecifically We(COMPASS)usefreightdatainprojectscoringandwouldliketoenhanceourprocesswith moremeaningfuldata COMPASSrecentlydidafreightsurveythatshouldbeconsideredinthestudy Impactoffreightwithinacommunityimpactsonlanduse,gettingfreightto/fromareasthat arecongested LackofexpertiseinmanyagriculturalregionslackofexpertisefromourIdahocompanieson transportationissues Needtoplanforlandusesandfacilitiesalongmajorfreightroutes.Arethereinappropriateor conflictingusesthawlocalgovernmentsshouldbeawareof?Wehavehistoryofplanninguses aroundairports,butwhataboutothermodes? DoweknowifcertainregionsofIdahohavegreaterweightimbalancethanotherregions? Needtoplanstrategicallynotatjustastatewidelevel.
Policy Policyoninfrastructuremaintenanceandconstructionincludingbridgesfunding(includedin FundingandPlanningcategories) Trucking'hoursofservice'ruleschangingregulationsandtheeffectonourproducers CommitmentbythestateofIdahotoimproveourtransportationsystemtomeettheneedsof theresidentsofIdahoincludingthefreightneeds freightregulationsandlawsthatprohibitcosteffectiveandtimelytransport Freightweightlimits Safety Railcrossingsafetyissuesincluding: o Standardsforsignalcrossing
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o Distancebetweenrailrightofwayandroadrightofway o Warningandsignageatrailcrossing o Gradedcrossingsroadandrailnotonsamelevel(grade) o Safetystandardsforpipelineeasementsthroughrailrightofways o Safetyinspectiononprivateshippersorreceiversofpropertyforhazardousrailcars Safetynotonlyvehicletrainatpublicrailhighwaygradecrossingbutalsopedestrians(railroad andFederalRailroadadministrationcallthis'trespass')onrailroadproperty.Pedestrianson railroadpropertyincludespublicrailhighwaycrossing;railyards;railroadbridgesneedfor placesforswimmingorfishing;andpedestrianstakingashortcutacrossrailroadtracksto schools,parksorotherpartsoftown(railroadtracksoftendividesmallIdahocities).
Systemconnectivity Improveaccesstofreightmodesforallusers Enhancedinstateintermodalopportunities Interconnectivityoffreightandrailtoallmodesoftransportationdryports,seaports, highways,bridges,airports,etc. Connectivityandeconomicviabilitybetweenallmodesoftransportation,i.e.,productscomein bywatertoportandthenshippedbytruck.Fromtrucktowaterandorrailandreverse.Utilize alloptions/modesavailabletobringeconomicvitalitytoIdahoanditsresidents. Eliminateormoderateconflictbetweenrailandtrucks Operator Access/Capacity Weneedbulktruckloads(outbound)toallpointsintheUSA Inboundoutboundimbalanceiscoalinboundwithoutanybackhauloncoalonlyequipment Recognizeanationalshortageofqualifiedtruckdriverswillcauseproblemsingettingfreight deliveredbytruck.Yettrucksareacriticalcomponentofthefreightsystemandcannotbe replaced.Therefore,howcanweworktowardsafreightsystemthatencourageslargertrucks thatprovidethebenefitsofmorefreightmovedpervehicle,haslessdriversneeded,lessroad wear,andhowdoweensurethesevehiclesareatleastassafeasvehiclestheyreplace?The systemmustincludepropermaintenanceandreplacementofbridgesandroadwaystoensure theyhandleincreasedweights. EconomicCompetitiveness Thepriceofdieselcontinuestouseeventhoughgasolinecontinuestorise.Thishasahuge impactonthetruckingindustry. Inordertoinduce/attractmanufacturingcompaniestoIdaho,shippersneedcompetitive resourcestooptimizesupplychains.LoweringinlandcostsisahighpriorityforallIdaho companies.Howcanthisbedone?Leveragingexisting'loadcenters"TwinFalls/Boise/Idaho Fallsandcreateintermodalyardsfordomestic,F?piggybackservice Railex:Railexisacompanythathasstartedafewyearsagomovingrailproducefrom WashingtonStatetoNewYorkfast!45daystransit.IttakesIdahoonagoodday1012days transittomoveourproduce.HardforIdahotocompetewiththat. Expandroutesandmakepermanent129,000#GVW(alsoincludedinpolicy) EconomicDevelopmentprogram/grantsshouldincludeprojectstoenhancefreightmobility. BroadsectorsofIdahoeconomycouldbenefitbyfocusedinvestmentinintermodal transportationprojects.
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Growthopportunities
InformationSharing/Communications Easeofaccessuseofsystemmakingsurewehavetherightassetsintherightplace,making surerulesandregulationsareeasytounderstand,implementandnavigate Infrastructure Asanoperatorofafeeddeliverycompanymostofmyequipmentoperateontheruralnetwork ofroads.Ihaveaseriousconcernsastothefutureplanningaswellasmaintenancetothese roads.Mostconditionsontheroadswetravelismarginalatbest.Yetmytruckshavetokeep travelingthemtomakedeliveries.R&Mcostsareuponequipment.Lifeisgreatwhenthe trucksaremovingdowntheinterstate,howevernotsogreatwhentheyhavetotravelaway fromit. Expandroutesandmakepermanent129,000#GVW(alsoincludedinpolicy) Maintenanceandpreservationofinvestmentplan Planning UnionPacificisconcernedaboutrailregulationandproperplanning/managementof anticipatedrailgrowthanddevelopment.Wehopetogrowasacompanyandneedtoplan withthestateandotherstomaximizeefficiency. PassengerRailPlan Moreinformedinvestments Projectplanninganddevelopment Policy Concernoverincreaseintrucksizeandweightissues;truckscurrentlydonotpaytheirfairshare andtotheextentthatthediscussiontakesplacethetruckingindustryoughttodowhatis necessarytoclosethatgap.Freightrailhastheabilitytolessonimpacttoroadwaysovertime, andthemorefreightthatcanbemovedfromtrucktorailenhancessafety,lowersemissions, andreduceswearandtearonthestateroadways.Ourtrainhaulingfrightisequivalentto taking300trucksofftheroad.Also,totheextenttrucksizeandweightisincreased,beaware oftheimpactnotonlytoclass1railroadsbutalsosimilarclassIIorIII,shortline,railroads,as theyaretypicallyhithardestbyfreightdisplacement. OneofthegreatthingsaboutmovingfreightwithinIdahoandtoOregonandWashingtonisthat wecanmovemorethan80,000GVWwiththerightcombinationofaxles.But,wecan'ttake advantageofthiswhenmovingloadseastbecauseofotherstatesregulations.Isthereanything thatcanbedoneheretohelpotherstatesbecomemoreefficientaswell?Webelongtothe CTPGroup,tryingtochangethisbyallowingstatestoincreasetheirweights.Seewww. transportationproductivity.orgorSETA(SenatorCrapo'sbillintroducedthisyear0 Consistenttrucksizesandweights.Idahohasthefollowinggroupsregulatingsizesandweights stateofIdaho,federalgovernment,56highwaydistricts.Federallawforcesthemostefficient truckstotheworstroads.Highwaydistrictsarenottechnicallyqualifiedtomakesome decisions.Createdin1920,buthavenotkeptupinthemeantime. Trucksarethetightesttheyhaveeverbeeninmyexperience.NoproposedHOSregulations wouldreallyhurtus! Continuitybetweenlocalandstatejurisdictionssizeandweightsoftrucks Thefederalgovernmentneedstoleavethecurrenthoursofserviceinplace.Iftheyshortenthe drivingtimefortruckdrivers,thiswillimpactwhateveryonepaysforeverything.
Page A-22
Tomovefreightmoreeconomically,saferandcleanertheFederalgovernmentmustlifttheLCV freezeontheinterstatesostatescandecideforthemselveswhattheywanttoallow
Safety Safetymakingsurewehaveasafesystemtotransportgoods SafetyStandards SystemConnectivity Onanothernotemycompanyreliesheavilyonrailforinboundcommodities/ingredients.We arelocatedinWendellandareservedbytheEIRR.Theservicedofferedbythemismarginalat best.Therearedayswhenwearenotevensureifwewillreceiveaswitch. Seamlessrailtruckportsystem Instatefacilitiestoloadandunloadtrailersandcontainersonrail BetterhighwayaccesstoandfromtheportofLewiston,highway95south,highway12east Conductivitybetweenmodesoftransportation.Idahodoesnothaveacohesiveplanto promoteconnectionbetweenrail/roadsandportcargo.Promotingfundingthatwouldhelpget trucktrafficonrailorwaterwouldreducehighwaymaintenancecosts. Moreefficientmobility User Access/Capacity Barrierforlargershipperswithlargervolumestogetrailaccesstobemorecompetitiveget themtostop Railyardrampavailability Carrieravailability,bothtruckandrail Barrierformanyshipperstomeetminimumvolume(unittrains)toshipfreighttowestcoastfor exportinamorecosteffectiveandcompetitivemanner Needmoreautomationattheports.Idahoagricultureisexportdependent.Needfreightto movequickerandmoreefficientlyattheportsparticularlyLongBeach Simplyputhowtogetpotatoestoourmarkets.Railiscrucialandatpresentthechanges coming,largercarsthatdon'tfitexistingmarkets,'justintime'deliverythatcanmeanproduct istoolateoroutofgradeandcondition,theinfrastructuredeteriorationalloftheseputa geographicallychallengedstateatrisk.ItseemslikeWashingtonStateisaheadofus Lotsofrailfreightdesignedmoreforbulkproductsie.distillersgrain).Noteasyforsmaller shipmentstobreakintosomeofthesameopportunitiesavailabletolargetrains/shipments.Is thereawaytogroupwithlargershipments9'tagalong')whereotherwisewecan'treally utilize? Communications/InformationSharing LeverageITforinformationtransferandreporting EconomicCompetitiveness ExtrachallengesandcostswefaceinIdaho,vs.producersinotherstates(especiallyportbased orthosewithadequaterailaccess),thatcauseustobelesscompetitiveintheworldmarket Keepinglocalcarriersinbusiness Promoteindustryreliantontransportationinfrastructurethatis'economical'nonreliantupon Governmentsubsidiestosurvive,i.e.,PacificEthanol/Burleyreliantuponethanolsubsidiesand Pacificalreadywentbankrupt?
Page A-23
Funding Funding Infrastructure MorebridgescrossingtheSnakeRiverinMagicValley Maintenanceofcurrentinfrastructure Beingcaptivetoasinglerailroadisasignificantdeterrenttobuildingadditionalmarketsoutside ofIdahoforouragriculturalproducts.UPengagesindiscretionary,sometimesevenpredatory, pricingbecausetheyareamonopolyandtherewereveryfeweconomicallyviableremedies. Roadandbridgemaintenance,particularlyruralareas(farmtomarket)Backlogofmaintenance needsappeartobealmoststaggeringannoplantoraisenecessaryrevenues. I84corridorduringtimesofbadweather/snowoncetheroadisclosedthere'sreallynotagood waytoreroutewithoutaddingadditionalcostandmilestotheload/customerandshipper SnoqualmiePassanotherroughspotwheninclimateweatherhits Potentialofusingthewaterwaysystemasaportvs.takingfreighttothecoast Accessibilityinrurallocations Rail,lackofintermodalfreightinfrastructureinIdaho(alsoincludedinSystemConnectivity) Planning ComprehensivefreightplanningislongoverdueinIdahoandveryworthwhilefromag's perspective. Growerspaythefreightbill.efficiency,maximizeusage,leverageITtoreducecostsand improveefficiencies Policy ImplementingauniformstatetostatetruckGVW Accesstorefercontainersattimes Consistentspeedlimitsfortrucksandcars. Regulatorchangesallowingforlargerpayloads Inconsistenciesbetweenregulators,federalhighway,statehighwaysandlocalhighwaydistricts Streamliningregulationswhilemaintainingsafetyweightandspeed Transportationregulationsspeedlimits,hoursofservicereductionindriverhours,weight restrictionsincreasedweightsneeded,SCA2010?,SETA Loadlimitsrestrictionsavenuestoincreaseweightlimitsthatprotecttheinfrastructure Maximizetruckefficiencies.Again,themostefficient,safestshippersshouldbeabletobemost efficient.Regulationsshouldallowthemtohaulthelargestloadspossible(safely). Uniformweightrestrictionregulationsinter/intrastate.
Safety Saferstatehighwaysconnectinginterests,i.e.,gettingtoI80 SystemConnectivity WouldusePortofLewistonmoreifPortofPortlandhadmoreshipsgoingtodestinationsof interest InterfacewiththeexportfreightsystemsatpointsleavingtheUS Linksbetweenmodesoffreighttransport Rail,lackofintermodalfreightinfrastructureinIdaho(alsoincludedinInfrastructure)
Page A-24
Other
LackofaccesstointermodalinIdaho LackofaccesstointernationaloceancontainersinIdahoaccessinIdahotoshipocean containersdirecttoPort Lackof/inabilitytofindimportfreighthaulingfromLAthatwecanusetogetproducttoport Topthreeconcerns:intermodal,oceancontainer/port,andrailaccessforourcompany affordable Efficientrailservice.SeamlesstransitionbetweenClassIandshortlinerailroads.Workto streamlinerailinboundandoutboundservicelarger'unit/shuttle'facilitiesthatpromote increasedcarvelocity.Todaytherearestilllotsofsinglecarsthatclogthesystem.Some products/commoditieswillremainsmallenoughvolumetorequiresinglesbutthingslikegrain andfeedshouldbeincentivizedtomoveinunits/shuttles9100cartrains) IntermodaltoomanyentitiesseemtobescramblingtodevelopthisinIdaho.Needstobea unifiedefforttodeveloponegoodintermodalsysteminIdaho.
Access/Capacity Availabilitytouserailincosteffectivemanner Systemthatbringstruckingcapacityintostatemoreoutgoingthanincoming Majordrawfromtruckcapacity.usUtah,Oregon.HowcanIdahocompetewiththeseareas? Collaboration/Coordination Bettercoordinationamongfreightsystemsincludingrail Interestedinimprovingtheoverallsystembetweentheproduct,trucking,rail,airportsand ports.Maininterestishowtoinvolverailtoimprovetheoverallsystem. Developpartnerships BetterleadershipfromITDinfreightplanningandcoordination Annualorbiannualfreightsummittokeeptheballrolling EnsuringtransportationefficienciesequityacrossallofIdaho EconomicCompetitiveness BringjobstoIdaho Themovementoffreightshouldaidintheeconomicdevelopmentprocessandeffortsneedto befocusedonmakingthathappen. Foragriculturalproducts,freightismajorcomponentoffinishedproduct,viatruck,railor whatevermeanscanbeutilizedtomaintaincostsatacompetitivelevel Intrastatemoveshowcanwebemorecosteffectiveinhaulingmoreweighttoreducevolume oftrucksontheroad Funding CoordinateandenhancefundingforRedifitProgram Reducecostofadministrationandplanningaspercentageofprojectdevelopment Determinehowtofundaproject.Thereseemstobemanygoodideasoutthereforprojectsbut limitedknowledgeonhowtofundthem. Investstateandfederaldollarsinallmodesoftransportationbasedongoodplanningdecisions, marketingintermodaltransportat???
Page A-25
InformationSharing/Communications Createalistof'qualified'railroadconsultantsonrailroadprojects.Manycivilroaddesignfirms donotunderstandrailroadrequirements.UPRRhasalistoftheseconsultantsthestatecould use. Infrastructure Maintainandenhanceahealthrailandintermodalsystemandpreventmoreabandonment. Idahohaslosttoomuchrailroadtoabandonmentalready RestoreAmtrakPioneerIntercityPassengerRailforsouthernIdaho Moreinvestmentsininfrastructureroads,bridges,raillines,etc. Focusonrailasaviablefreightcarriersystem Utilizeexistingrailbedsthataren'tbeingusedforrailtransportforothertransportationmodes, i.e.bike. Provideopportunitytomovepeople,aswellasgoods,fromonepointtoanotherpointwithin Idahoandborderingstates Interlinewithavailabletransportationoptionswithincommunitieswhichhaveapassenger 'stop" Adjustinfrastructuretosupportfreightmovement FindingwaystoimproveIdaho'sruralinfrastructure Enhancelocalsourcetomarketroutesandmodes Treehuggershavemanagedtohamstringsociety'sabilitytodevelopimprovedtransportation system. Idahoneedsimprovednorthsouthsurfacetransportationtohelpfacilitateproductmovement betweentheUSA,CanadaandMexicounderNAFTA.Thiscorridorwillthenattractnew business. Planning ImprovestandardoflivinginIdaho Howcanwereduceourcarbonfootprintbyreducingvolumeorincreasingefficiencies? Considergrowthpatterns,cityexpansion,downtowncoresandheavytrucktrafficconflicts Improveairquality,water,etc.whileimprovingmovementoffreight Whataretheneedsoftruckingforrail:inIdahoaretheseneeds? Liketolookatentirestateandthendevelopaplantoimplementrailimprovements:what, where,when,howmuchmoney,marketanalysis,feasibilitystudy,fundingandhowtorecover costsandbemorecosteffectivetruckingandrail! Thattheplanstrategicallyputstogetherandcombinesallmodesoffreighttransportationto achievepositivegrowthforIdaho.Weneedtoreviewwhatformsoftransportationaresuited besttoeachportionofatotaltransportationproduct.Safety,price,efficiency,sothatwecan growandretainbusinessinIdaho Therightplanasaplaceforalltransportationmodes.Thedesigninterfaceiscritical!Alldollars mustgenerateaproperreturnoninvestmentandbeappliedandmeasuredtoachievethe desiredoutcome. Ithinkitwouldhavebeenbeneficialtoshowthisgroupwhatthebasicfederalandstate requirementsareforastaterailandintermodalsystemsplan. Promoteefficientgrowth Reductionintraveltimevs.certaintyintraveltime
Page A-26
Policy SpeedupUPRRsreviewandapprovalprocess Deregulation:asmuchaspossible,restrictionsneedtobemovedinordertoallowthemarket toworkatitsbestandtoencouragegrowthandsuccess. Wewastevastamountsofcapitolonuselessenvironmentalstudies;slowingprogressand wastingfundsandskillsthatcouldbeusedtoimprovetransportation. SystemConnectivity Safetyfreightshouldmovethroughstatewithoutanyadverseaffectonthepopulationof Idahothatusesthehighways Usevariousmodestogethertobettermovefreight Integratedtransportationsystemrecognizecontributionofeachmode TurnintermodalserviceforsouthernandnorthernIdaho Multimodaltransferfacilities IdahoshouldcapitalizeonitsportatLewistonwithimprovedhighwayandrailaccesstothat seaport.Thisportcouldbecometheinlandhubforimportstotheintermountainwestandfor exportsoffarmproducts,mineralsandwoodproducts.
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12/22/2011
Attachment Greber Attachment E: EGreber
Todays Objectives Freight and Economic Opportunity:

Presented by Brian Greber at
IDAHO FREIGHT SUMMIT TUESDAY, DECEMBER 13, 2011 1:00 P.M. - 5:00 P.M.
Reinforce the critical role of freight in economic decisions of firms. Highlight opportunities for enhancing freight efficiency in Idaho. Introduce work that the Center for Business Research and Economic Development has been doing with freight opportunities in the Treasure Valley.
Freight costs are significant

Logistics costs as a percentage of GDP have been estimated at 8.3% in 2010 (Joseph Bonney | Jun 15, 2011 2:56PM GMT The Journal of
Commerce Online - News Story)
Idaho Reliance on Trucks

2007 Statewide Inflow by Mode by Weight 2007 Statewide Outflow by Mode by Weight
Rail 14% Multiple modes 5%
The US Department of Transportation, Federal Highway Administration (Freight Story 2008) estimated that transportation amounts to: 14.2% of final value of sales of agricultural products 9.1% of final value of sales of manufactured products 8.0% of final value of sales of mined products
Rail 22%
Truck 78%
Truck 81%
54.6 Million Tons
46.6 Million Tons
Source: Bureau of Transportation Statistics 4
US Reliance on Trucks
2007 US Flow by Mode by Weight
Rail
15%
Idahos Rail Infrastructure
Multiple Modes 15%
Truck 70%
12,543 Million Tons Source: Bureau of Transportation Statistics 5

5-6
Page A-28
12/22/2011
Attachment E: Greber
Idahos Highway Infrastructure
Idaho has a Tonnage Imbalance

Overall Freight 2007:
Inbound = 54.6 Million Tons Outbound = 46.6 Million Tons Empty Backhaul Capacity = 8 Million Tons (14.7%)
Rail Freight 2007:

Inbound = 11.0 Million Tons Outbound = 5.8 Million Tons Empty Backhaul Capacity = 4.2 Million Tons (38%)
Source: Bureau of Transportation Statistics

5-7
Idaho In-flow Heavy to Bulk Commodities

8/23/2011
Idaho Out-flow Heavy to Bulk Commodities

8/23/2011
54.6 Million Tons
46.6 Million Tons
Idaho Freight Flow by Distance

Statewide Freight Flow- Distance Shipped
500 to 749 miles 9% 250 to 499 miles 9% 750 to 999 miles 3% 1,000 to 1,499 miles 5% 1,500 to 1,999 miles 4% 2,000 miles or more 1%
The Idaho Challenge

Ship more Ship more outbound Ship more outbound, further Ship more outbound, further, more effectively
100 to 249 miles 8%
50 to 99 miles 6%
Source: bts.gov
Less than 50 miles 56%
Page A-29
12/22/2011
Attachment E: Greber
Lets Get Creative
MIX IT UP!
Hopper bottom unloading Dry bulk (sandbag) transfer Gondola railcar being loaded by truck in facility
Dry bulk silos Drum and Tote Filling
Rail car positioned for next delivery while truck exits
Truck-to-Rail transfer of soil
Gondola railcars ready to be loaded
7 railcar trestle unloading
14
Liquid Transload Bottomfed Unloading Intermodal containers being transloaded from truck to railcars
Scrap Metal transload Boxcar with drum securement and spill containment system
Fuel transload
Gondola railcars filled with burrito packaged material Drums of mixed hazardous waste being off loaded for loading into box car
Top-fed loading Mineral loading
Railcar offloading operations
Inside rail access Flatcars containing containers for rail-to-truck transfer to disposal site Warehouse Facility
Truck access ports
15
16
Page A-30
Attachment F: Witzke
National Trends
Goods Movement in the U.S.
Transportation investments can be used to help reshape the economy and drive economic development
Economic Growth
presented to
Business

presented by
Public
Competitiveness
Productivity
Market Access
Cambridge Systematics, Inc.

Erika Witzke, PE
MPO/DOT
Carrier
Travel Time
Cost
Reliability
Connectivity
December 13, 2011 Transportation leadership you can trust.
Transportation System Investment
Source: Cambridge Systematics, Inc.

1
Transportation investments must support both traded and local industries
Trucking will continue to dominate freight transportation, hauling the most tonnage, garnering the most revenue, and accounting for the most ton-miles of travel
Percent
Modal Shares, 2005 and 2035

95% Up from 92% in 2005 Up from 61% in 2005 65%
Traded Industries
100
Local Industries
90 80% 80 70 60 Up from 77% in 2005
World Markets
U.S. Markets
50 40 30 20
Down from 14% in 2005
24% Down from 7% in 2005 13% 6% 4% Truck Rail Same
10
8% 1% Water Truck Rail Water
Trade Corridors
Source: EDRG
2
Local Network
3
0 Truck Rail Water
Tons
Value
Ton Miles
Source: Cambridge Systematics, Inc. AASHTO Freight Transportation Bottom Line Reports, based on Global Insight 2004 TRANSEARCH data and economic forecasts.
Trucking will continue to dominate long-haul freight transportation

Freight Truck Volumes
MODAL PROFILES
Source: Cambridge Systematics, Inc. AASHTO Freight Transportation Bottom Line Reports, based on Global Insight 2004 TRANSEARCH data and economic forecasts.
Page A-31
However, as fuel and labor costs increase, trucking will reorient to serve megaregion trips, shifting more long-haul freight to intermodal and transload rail freight services
But congested bottlenecks especially at Interstate interchanges are driving up the cost of truck trips and reducing the reliability of the national highway network
Major Interstate Interchange Bottlenecks for Freight Trucks
Source: FHWA, Estimated Cost of Freight Involved in Highway Bottlenecks, 2008 Source: Regional Plan Association
6 7
The freight rail system has been restructured since the economic deregulation of the industry in 1980; rail volumes may grow significantly if fuel and GHG emission costs rise
Freight Rail Traffic
Merchandise/Carload Rail Traffic
Source: Global Insight, Inc., TRANSEARCH 2004

8 9
Source: AASHTO Rail Freight Transportation Bottom Line Report , 2008
Intermodal Rail Traffic
As intermodal rail freight volumes increase, so will opportunities for intermodal service, but the freight rail network is nearing capacity, especially on the lines west and south of Chicago
Future Corridor Volumes Compared to Current Corridor Capacity, 2035 without Improvements
Source: AASHTO Rail Freight Transportation Bottom Line Report, 2008

10 11
Source: National Rail Freight Capacity Study, 2007
Page A-32
Growth at the largest tonnage ports is driven by petroleum imports, agricultural exports, and movement of non-metallic minerals
Top U.S. Ports by Tonnage
Growth at the largest container ports is driven by merchandise imports; LA and NY dominate, but the southeastern ports are growing rapidly
Top U.S. Ports by Container Volume (TEUs)
Source: Cambridge Systematics, Inc

12 13
Volumes at container ports will likely triple or quadruple, putting intense pressure on intermodal rail and highway links and opening up opportunities for other ports
Approximate Water, Rail, and Highway Access Conditions at Top U.S. Container Ports
National Trends
Goods Movement in the U.S.
presented to

presented by
Cambridge Systematics, Inc.

Erika Witzke, PE
Water
Rail
Highway Congested Constrained Adequate
December 13, 2011 Transportation leadership you can trust.

14
Page A-33
Attachment G: Watts
Freight Policy Framework

1. Watercourses and Port Districts - Title 70 Chapters 11--21 2. 3. 4. 5. County-City Based-Intermodal Commerce Authorities Title 70 Chapter 22 Regional Airports Title 21 Chapter 8 Highway System:Trucks Title 49 * Chapter 10 REDIFiT - Rural Economic Development & Integrated Freight Transportation Title 49 Chapter 29
Water Courses and Port Districts

Chapter 15 Port Districts POWERS 70-1501 - A water port district may equip, maintain and operate any and all facilities and services for operation of a modern, efficient and competitive port, together with industrial and economic development facilities handling, weighing, measuring, reconditioning and storage for hire, processing and/or holding for transshipment of all commodities.
Intermodal Commerce Authority

Title 70 Chapter 22
Aeronautics-Airport
Title 21 Chapter 8 21-807. Powers of board (regional airports) (7) To construct, maintain, operate, improve such projects necessary for maintenance and development of aviation services for the region including freight terminals (8) To include in such project, subject to zoning restrictions, space and facilities for business and commercial purposes.
70-2201. County-based or city-basedauthorized to acquire, construct, maintain, operate, develop and regulate rail, truck, on-land transfer and terminal facilities, buildings, warehouses and storage facilities, manufacturing, industrial and economic development facilities and services No taxing authority
Highway and Truck System

Title 49 Generally Mostly a regulatory title no specific multimodal focus or truck-based coordination/integration entity or authority 49-1004 relates to the 129K Pilot (designated state highways) truck routes authorizing truck loads up to 129,000 pounds.
REDIFiT
Title 49 Chapter 29 - Rural Economic Development and Integrated Freight Transportation Act
49-2901 (2) State funding for rural freight transportation service projects shall benefit the state's interest by assisting businesses and industries to develop and expand their operations in shipping freight and products to market. Establishes multi-modal planning and analysis function
Interagency working group from rail, truck , industry and agency
Revolving loan fund Grant program
Page A-34
IdahoFreightSummit
December13,2011 AttachmentH:ResponsetoSummitQuestions
ResponsestoSummitQuestions,byIndividualsFollowingTableTop Discussions
Theinputsbelowweretranscribedverbatimfromtheresponsesindividualswroteonquestionnaires subsequenttotheirtabletopdiscussionsattheIdahoFreightSummit.Insomecaseshandwritingwas notlegibleordifficulttoread,sosometimesacompletetranscriptiondoesnotexist.Thismaterialwill beusedbytheprojectteamtoinformthedevelopmentofavisionandgoalsandstrategiestoreachthe vision.Commentshighlightedinlightbluearethosesubmittedbythefacilitatordocumentingwhat facilitatorsheardduringthegroupdiscussion. WHATDOESTHEIDEALFREIGHTSYSTEMLOOKLIKETOYOUANDHOWDOESITPERFORM? 1. Integratedandbalancedbetweenmodes 2. Createabetterbalanceinshippingoutgoingvs.incoming 3. Improveinfrastructure 4. Cohesive,uniform,allsystemsworktogetheratleastatamultistateregionallevelifnot nationwide 5. Onecentralweight(GV)networkstatewideincoordinationwithPNWregionalstates 6. Thereneedstobemoreuniformityandconsistencyofweightsand(bridgelaw)sizes betweendifferentmodesaswellasourneighboringstates 7. Affordableanduniformed 8. Railyardrampaccessiblewithadequateyardavailability 9. Continuedfocusandeffortondevelopinganinfrastructurethatprovidesmoreoutbound freight 10. Studyneedstoquantifydemandonfreightnetwork 11. Determinefromstudyinvestmentsinnewrailfacilitiesandinvestmentsinmultimodal facilityintegration 12. Nottruenorthsouthtruckingroute 13. Hookupwithfreightpassingthroughstateenhanceexistingfreightnetwork 14. Studywillmake???moretransparentmakeinvestmentlessrisky 15. Idaho'sfreightisexternallygeneratedanddriveworkwithexistingsystemtoaddonmore regionalcoordination 16. Idaho'sfreightsystemisdrivennotinternallybutexternallybyfreightsystemspassing throughIdaho.Shouldlookatopportunitiestoimprovetheexisting'passthrough'freight systems,whichinturncould'open'opportunitieswithinIdaho. 17. Quantifydemand;integratedifficultroutes;berealistic 18. Itisonethatisfunded.Userspayproportionatecosts.Thenetwork,allmodes,are deterioratednowandusersrecognizeneedbutareunwillingtopaytheirshare. 19. Theidealfreightsystemwouldbeaffordable,includeallfourmodes,putIdahoindustryona levelplayingfieldandbenationallyconsistentsystem. 20. Asystemthatis:costeffective,positiveimpacttotransportationsystem,opportunityfor growthforfreightandusers,includesworkingwithallmodesoftransportation. 21. Asystemthatallowsusageoftrucksbothwaysno"deadheadhauls"
Page A-35
22. 23. 24. 25. 26. 27. 28. 29. 30.
31.
32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57.
Preloadedtrailerstoincreasetimeefficiency AnintermodalsetupwithhubsinPocatello,TwinFallsandBoisesoloadswouldn'thaveto beshippedtoSaltLakeCitytoaccessraillines. IntermodalhubinBoisealllongwithatransloadfacility.Centrallocationtrucks,LTL, containerandboxcaralongwithintermodal Multimodalsystemthatintegratestheshippingcapacitiesofmultiplebusinessesfor maximumshipments Coordinated Integratedsystemwithrailandtruck.Carrieravailabilitythroughouttheyearvs.seasonal. Consistentfreightweightsforallstates.Lessregulationfortrucks. Wherecompaniesneedingrailhavealocation'in"Idahotoshiporreceivetheir commodities. Systemsthathelppayforitselfandservicessmallcompaniesaswellaslargecorporations. Railsystemsthatmovepeopleandgoodswherepractical.Goodnetworkingamong'freight systems'sowecanlearnwhateachotherisdoingandhowwecanbenefit/helpeachother. Multimodalandintegratedbetweenmodes.Recognitionthatwhileallmodesareimportant truckingisstilldominantandneedsattentioninincreasingweightsoveralland129K.And workingtobaseregulationonsoundsciencesowearenotlimitingefficiencyarbitrarilyor politically. Linked,connected,integrated,regulationstreamlinedanduniform,accessible,collaborative, coordinated,safe,efficient,leveragingITtofacilitatecommunication,dispatchandefficiency. FreightnetworkisdevelopedforIdahowithseveralintermodalfacilitiesinplace. Safe;efficientlowcost;regulatedbyscience. Connectivityamongmodes Safetyforoperators,efficientsharedinformation,GISsolution Flexiblemovementofallgoods Harmonizedregulations,agriculturegoods,hazmat Highwayregulationsregardingeightandspeed(especiallyInterstates)wouldbeconsistent Ruleswouldbeconsistentwithinthestate Universaldispatchsystem Connectivitybetweenmodes Predictability Multimodal,coordinated,integrated,sciencedriven,collaborated Countyroadsaregoodcondition Railcompaniesareaccountableandreliable Potentialgrowthisusedascatalystforfreightsystemdevelopment Truck/railworkstogether Airporthasarole Automationisleveraged Allrailandtruckindustriesservedontimeeveryday Somekindofcooperativebetweenthetruckingandrailindustry Asystemwherebyvariousmodesmustworktogethertoperformmoreeffectivelyand efficientlyinthemovementofgoods,bothinboundandoutbound Therailnetworkhascompetitionthereforeprovidingmorecostcompetitivealternativesto shippers.Theypickupmorecargoinsteadofdroppingandmovingon. AsystemthatencouragesprivateinvestmenttoeitherexportorrelocateinIdaho AsystemthatatleastputsIdahoonparwithotherstates Asystemthatissufficientlydevelopedtoboastabouttoclients
Page A-36
58. 59. 60. 61.
62. 63.
64. 65.
66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78.
79. 80. 81. 82. 83. 84. 85. 86. 87. 88. 89. 90.
Aseamlesslyintegratedsystemofrail,truck(andPort0,andairutilizationthateliminates delaysandbarrierstocommercemovement. Intermodalcapacityimprovedlocalcapacity Effective,efficient,economicalandforwardlooking.Integratedandnotoverregulated. Theidealfreightsystemneedstobefocusedoncominginasmanyofthedifferent transportationmodesaspossible,i.e.,rail,barge,truck.Thesystemmustbedrivenby safety,price,???,efficiencyofredundancytooverseefreightlosessothatwecanattractand retainbusinessesinIdaho.Multimodaldistributioncenterswillbekey. Integratedtransportationsystemrecognizecontributionofeachmode.Developmore intermodaltransferfacilities Mechanismscreatecollaborationforintegrationmodes(water,rail,truckandair).We manageIdaholikeLongBeachmanagesaPort.Morecoordinationofoutboundfreight opportunity. UsingmodesforthebenefitofthestateofIdaho.Trucksmakingiteasiertogofurther;rail includethemtobemoreavailabletohelpthestatebemoreefficient. Flexible/abletoadapttomarkettrends/needs.Costeffective.Abilityto accept/accommodatebothlargeandsmallshipments.Accesstorail,intermodalandocean containers,locatedcentrallyinIdaho(Boise) Includetruckstotakeonmorefreightfromintermodalsystem. Morecollaborationneeded,havegooddatasystem Havedifferentoptionsonhowtoshipbeintermodal Gooddataclearinghousewithcurrentdata Collaboration Usingdifferentmodes Havingthebalancebetweeninflux/outgo Ourteamdiscussedstrugglestohavetrucksatrighttimetoshipproducts Integratedfreightbetweenrail,truckingandocean Havinganefficientamongofequipmentwhileyouwantit;whenyouwantit UseRedifitneedseconomicbenefitstoallplayers.Collectionpointsthroughoutstateon investment.Noteverywhere. Multilevelopportunities.Rail,Intermodal. Asystemofdubbasedtransloadsurroundedbymanufacturing/industryservicedbytrains cominginandtrucksdistributingoutlocally.Sameforairportsandbarges...largeloadsin andtruckdistributeout. Intermodaltransferstations Whatdowewanttobewhenwegrowup?Strategicinvestmentstoattracttherighttypeof industries. Increaseefficiencyforenduser(likewhatweightworksbestforuser) Increaseuniformitywithinstate(truckweight0 Increaseuniformityacrossstates. Moreandbetternorthsouthroadsandrailroads UsethePortofLewistonmore SeamlessrailserviceClassIandshortlineworkingtogether.Railpromotesmostefficient movesunits/shuttles Uniformtruckweightregulations/restrictionsagainpromotingmostefficientmoves/haulers Intermodalunifiedeffortbetweenallentitiestomovefreight UtilizeLewistonPortmaximizeopportunities Uniformweightsfromstatetostatetrucking(federalissue?)
Page A-37
91. 92. 93. 94. 95. 96. 97. 98.
99. 100. 101. 102. 103. 104. 105. 106. 107. 108. 109. 110. 111. 112. 113. 114. 115. 116. 117. 118. 119. 120. 121. 122. 123. 124. 125. 126. 127. 128. 129.
Safewithrightinfrastructure,accessibilitytomultimodalsystems Teamtrackspercommunitylocalizeddeliverygetfreightofftheroadsgettothe destinations Economicdevelopmentgettingproductstomarketforagricultureproductsefficiencyand synergyinBoiseincredibleopportunities Taxbreakstoencourageeconomicdevelopment Engineeredtomeetthesuitableregulations(LOS) Funding Sustainableroadswithflexibleconnections Increasedrelianceonrailteamtracks,railservedindustrialparks,etc.Railismoreefficient (costsandfuel)andsaveswearandtearonroads.Mayrequirestatefinancialparticipation inimprovingrail. Meetsusersneedsforefficiency CoordinatedSystem Alignedwithneighboringstatesroadwayrules IntermodalconnectivitybetweenmodesConsiderplanninggrants? Railservedsiteswithsidingwithsidings Consistency among roadway regulators within Idaho; ITD, County, City, Local Highway Districts FewerlocalHighwayDistricts Continuityofroutesbetweenlocalandstateroads Eliminateoratleastreduceroad/railintersections Eliminatetruckqueuingatgradecrossings;bothfromtrafficlights/stopsignsontotracksand attracksbackintoroadwayintersections. Consistencyofwarningdevisesatatgradehighway/railgradecrossings Consistency in application of the criteria of the black, red, blue, and green truck routes. UniformfromstatetostateonGVWlimits. Rail,truckasintegratedaspossiblewithportsandthattransportationefficienciesforall freighttrucksbeallowedtobegainedforalltrucksinIdaho,notjustthepilotprojects. Morecapacity Cancompetewithprices Containeravailable Trainspaceavailability Morerailcapacity Investmentinintegration/ports Railfacilitiesatnewlocations Quantifydemandonfreightsystemunknown Public/privatepartnershiptofindfacilitate Notruenorthsouthtruckingrouteonexistingsystem Opendialogue Centraldispatchsystem Integratedsystemofdispatch Challengeofchippinganddispatchservice Typeorkindofsystemortrucks InformationTechnologyondispatchsystemsmartphoneapplicationavailablebutneedto organizeandapply Createfreightroadwaynetworkandintermodalconnectionpoints
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130. 131.
132. 133. NAMEONESPECIFICOPPORTUNITYYOUWOULDLIKETO/YOUWOULDLIKETOSEEIDAHOPURSUE
Connectthemodesflexible.IfitfitsitshipscombineshipsimilarloadsGISsystemusage tietotypeofload Sizeandweightbattlingshortageofdriversthatarequalified.Barriertogrowingcompany. Pushforhigherweightssomorerevenuecanbegenerated.Haulmoreweightpercarrier. Transportationshouldbesafeandefficient(affordable)andregulatedbyscience 21todrivehighschoolergoingtowait?
REGARDINGTHEFREIGHTTRANSPORTATIONSYSTEM(INYOURAREAORSTATEWIDE)AND/ORHOW YOUCOULDHELPPURSUESUCHOPPORTUNITIES. 134. AdaCountytransloadopportunity 135. Canpublicfundspayforprivatecapitalneedsredifitistoolimiting 136. Needtoseewhatotherstatesaredoing 137. Lookatsavingsinpavementcostsbyconvertingtruckfreighttorailfreightandsendsavings torailimprovements 138. DetermineifspendingITDfundstoimproverailinfrastructurewilllightenloadsonroadsand savemoneyonpavementrehabilitation 139. IbelievethatIdahoneedsanintermodalfacilitatelocatedsomewherewithinthestate. However,therewillneedtobesomethingofferedtobringthetruckingandrailindustries together.Currentlyrailroadsviewtruckingasacompetitorandviceversa. 140. Amultimodalfacilitatetakingadvantageofair,rail,road(interstate)options 141. Multimodalfacilitywithinthestate 142. Revisetheredifitprogramtoallowforinvestmentintruckingequipment 143. Expansionofandbroaderuseofreliablecostefficientrailtransportation.Currentrail operationsaretoofew,tooexpensiveandtoounreliable. 144. Movingpotatoesandpotatoproductstomarketsinatimelyfashion 145. Multimodaltransloaddistributioncenter,Boise,Idaho 146. Increasedbarge/rail/truckvolumeatPortofLewiston 147. Developstaterailandintermodalplantodogoodplanningdecisionstoinvestfederaland statedollarsinallmodesoftransportation. 148. Megamultimodalsysteminplaceinonekeylocation. 149. Workingbettertogether.Figuringoutwhichmodebenefitsusthemost. 150. MultimodalfacilityinBoise. 151. Onethatincludesoceancontainersbroughtintothefacility/Idahotofacilitateexport competitiveness. 152. IPlandatasystemsimilartoUplan. 153. Needbarriersdiscussion/event. 154. IPlanaggregatingdataoutofsilostomakeinformeddiscussions.Whoownsallofthe electronictruckersdata? 155. Needsachampiontobringallstakeholderstogetherandnotjusttalk....musttakeaction. 156. Intermodalrailsystemcollaborationbetweenentities. 157. IntermodalyardforpiggybacktrucksinTwinFallsorPOI??? 158. Clearvisionofwhatafreighttransportationsystemshouldlooklikeandwhoitwouldbenefit andhow. 159. Intermodalrailsidings.
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160.
161. 162. 163. 164. 165. 166. 167. 168. 169. 170. 171. 172. 173. 174. 175. 176. 177. 178. 179. 180. 181. 182. 183. 184. 185. 186. 187. 188. 189. 190. 191. 192. 193. 194. 195.
Betterdirectcommunicationandoperatingfacilitationbystateagenciestothevarious modalitieshelpingthemcoordinate.Alsobettercommunicationbetweenstateagencies withlocalchamberssoeveryoneknowslocaltransportationoptions. RedifitActintermodalcommerceauthorities TomakePortofLewistonahubbyimprovingnorth/southhighwaysystemandopeningrails UsethePortofLewistonasahub Uniformtruckweightregulations/restrictionsonallroadwaysinstatecounty,state,fed Opportunitiestocreateregionaltransporthubtradeoffs Multimodaldistributionfacilities/center Railservedindustrialparkswherebringbigscaleeconomicdevelopment Helpgrowthflowofproductsopportunitiestomatchneedsofsystembycreatinganorth southrailrouteoutofmiddleofIdaho morecooperationbetweenITDandprivateindustrylackofcommonsenseneeded Exist113Interstate15.FutureasaHub. Again,railservedindustrialparkstoattractlargeindustrygoodjobs,useofresources,tax base. NorthSouthroute Commonsenseapproachthaulerswearenottheenemywefeelguiltyuntilproven innocent Pursuemultimodalfacility Increasetrucksizeandweights Increasetherailsystempreserverailcorridors Integratewithintermodal facilitiesinadjoiningstatesSilverBow,MT,Spokane,WA,SaltLakeCity,UT Betterdata,reducedbarriersbothphysicalandregulatory. Pilotprogramstoseewhatworks Centralizedweightandsizeacrossthestateisthefirststeptoimprovingthetransportation system.Wecansupportthiswithdata,pilotproject,realtimeindustryfeedback. Helptheshippingcommunitycreatepartnershipsandnetworkstofillbackhaulsand/or locatecarrierstobackhaul. MakesueoftheSnakeRiverWaterWayaffordedaccesstothePortsontheWestCoast. Todayitscostprohibitive. Costoftransportation Pursuemultimodalfacility Lookateffortsofpilotstudyofincreasedtrucksizeandweights Lookatincreaseweightonroadsandhowtruckscancovercosts Lookateffectsofinvestmentsinrailandmultimodalfacilities Lookatopportunitiestoimprovetheexisting'passthrough'freightsystems,whichinturn could'open'opportunitieswithinIdaho. ContainerYardprovidedataandwillingtodoresearch(JohnCoats) Idahoneedstofundthesystem.Bridgesdeficient,airportsnotabletoaccommodateheavier loads Understandneedischangebetweenimportsandexportsduetofreightnetworkorlackof availabilityofgoods(exports) IwouldliketoseeIdahopursuegettingupdateddatatoensureanydecisionmadeareusing themostrecentdata.IthinkredifitisanopportunitythatIdahoshouldcontinuetopursue. Studytoidentifypotentialtruckingandrailusersandtheirissuesandneeds Marketstudytoidentifypotentialintermodallocationregionally
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196. 197. 198. 199. 200. 201. 202. 203. 204. 205. 206. 207. 208. 209. 210. 211. 212. 213. 214. 215. 216. 217. 218. 219. 220. 221. 222. 223. 224. 225. 226. 227. 228. 229. 230. 231. 232.
Needdetaileddatabase Howcanweusedatatodevelopplangoingforward? NotenoughtrucksinIdaho Truckweightlimits Hourstruckdriverscanwork Reviseregulationsonshipping/trucking IntermodalhubinBoise Collectdatafromtheshippingindustrytobenchmarknowandproper(?) Coordinatedshipmentsfrommultiplebusinesses Freightnetworks Intermodalcenters Increasetruckweights Consolidationareaswheretruckloadscouldbeputtogetherforrailshipments.Specifically intermodal(trucksonflats) IntermodalcenterlocatedinIdaho.PreferablythePocatelloarea. Mutlimodalintermodalfeasibilitystudyneedtounderstandtheneedforrailaccessatthe customerlevel Idahocouldlooktostatesthathavebeensuccessfulatdevelopingfreightplanstoseewhatis workingwellandseewhatwecandotoimplementsimilarchangehereinIdaho. Collectdata,lookatfinancingdatacollectionperiodically(every5yearsorso);allowsfor moreindepthanalysis,helpwithdecisionmaking,reinvestmentstrategies. Worktowardhightruckweights. Supportandencourageliftingoffreezeandsupport97,000limiton6axles. Multimodalsystem,connectivity,accessintrastatetransporttoamultimodalcenter. Integratefreightaspartofconsolidatedfeasibilityandenvironmentalstudies UnifyhighwayDistricts,IDA,FHWAtoremovefederalfreezeoninterstate Worktoeliminatethefederalfreezeontruckweightsontheinterstatesystem 129,999GVWfortruckstatewideuniformthetruckingindustrybehindtheinterstateload. Bettercommunicationbetweenhaulersandtheircustomers. Thissummitisagreatfirststep.Discusstheeconomicimpactofintegratedfreightsystems, needtohavesoliddatarewhatshippedin/outandhowtogrowdemandforIdahoproducts. Nooversightoflocalhighwaydistrictsexampleintrastatemaybedealingwithnoone withtechnicaloversightroadsregulatedby6localhighwaydistricts. Focuscreatewaysondriverrecruitmentandretention Seminarstobringinplayerpeer Multimodalair,water,highway,connectthemodes. Regulationneedstochangetogainmoreefficiency Goodbeginningtostartcohesiononanintegratedsystemdiscussion Public/privatepartnershipswillbekeytostrategy. Transload locations for TOFC/COFC in Idaho currently Salt Lake City and Hermiston, OR are closesttoBoise. LobbyEffortsforincreasedTransportationFunding Changeregulationstoallowheaviertrucks Certaintyforoversizeshipmentpermitting Uniformityofweightsasapolicyissue
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WHATDOESITTAKEFORUSTOWORKTOGETHERWITHINIDAHO'SEXISTINGPOLICYFRAMEWORK? DOESANYTHINGNEEDTOCHANGEANDIFSO,WHATANDWHY?
233. 234. 235. 236. 237. 238. 239. Knowledgeanddialogue DryPortlegislationandtaxingabilityisneeded(Pocatello,IdahoFalls,Boise,DEA) PeerStateReviewwouldbehelpful City/Countyauthoritiesok,butlackoftaxingabilityhurtsus.Idahoispassedbywhen companiesconsiderrelocatedbecausenodryports(andwedon'talwaysevenknowit). Notsure Wouldliketoseeexpansionofgovernmentprogramstoincludeotheravenuesthantying everythingtorail Existingtaxonportsforservicessuchasaircraftavionicspotentiallylimitstheamountof businesssuchcompaniesattract.Thiscoulddirectlyimpactthelevelofinboundshipping requiredandthereforereducelevelsofsuccessandoverallgreenergeneration.This businesscouldbelosttoneighboringstatesorotherswithoutsuchataxinplace. Istheredifitloanprogramtoolimiting?Needinsomeareasfortruckinginfrastructure improvement. Weneedmoreknowledgeaboutehstateofthecurrentfreighthaulingsystem.Weneed moreknowledgeaboutotherstateseffortstoimprovetheirsystemsWeneedideasonhow tobreakthroughthetruckvs.railissue. Railandtrucktransportationstakeholdersneedtoworkmorecloselytogetherandbe incentivizedtodoso.Cannotcontinuetoworkinseparatesilos. Limitedbuteffectivepolicyinitiativestoassistprivateenterprise Seemslikeareviewofcurrentpolicy/legislationthatdonotseemtogivethetrucking industryroomtoworkmorewithinotherformsoftransportation. NeedtolookattheNCR17Report,EconomicImportanceofRailroadsinIdaho. Morealignmentamongvariousentitiesmanagementstate'scomplexroadsystemITD, countyroaddistricts,city,etc. Worktowardnotconstrainingourselvesinpolicies.Helpingrailandtruckbemoreefficient. Needtofocusoncurrent/futurebusinessneeds.Notwhatwecando,notwhatwewantto do...butwhattheIdahobusinessesneedtocontinuetogrowandcompeteinaglobal market. Consistencestatewidetruckweights,lengths,regulations,etc. Needachampionforworkingtogether. Mayneedintermodalauthoritytohavetaxingauthority. Reviewexistingsuccessfulcollaborativeprograms. Policyisprobablynottheproblem.Lookatotherstatestoseeiftherearemodelsthatwork. Sharethesesuccessstoriesheretogetpeopletowanttocollaboratebasedoneconomic benefits. Weightrestrictionsoropportunitiesacrossregionornational. Getthedataandthedatawilldrivedecisionmaking. Allplayersatthetable.Noforcingofonemodeoveranother.Shipperschoice.Make variousmodesavailableinonelocationwhenpossible. Policygoverningtrucksneedtoincentivizecooperationandcoordinationwithrail,barges, planes.MostIdahopolicyfostersseparationandindependencevs.cooperationand collaboration. Makeabettercaseforchangewithourlegislation.
240. 241.
242. 243. 244. 245. 246. 247. 248.
249. 250. 251. 252. 253.
254. 255. 256. 257.
258.
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259. 260. 261. 262. 263. 264. 265. 266. 267. 268. 269. 270. 271. 272. 273. 274. 275.
276. 277. 278. 279. 280. 281.
282.
283. 284. 285. 286. 287.
Messageneedstobedeliveredbythebusinesscommunity. Wemustpursueimprovementinstatewidecoordination.setasideturfforawhile. Thatrailsandtrucksneedtoworktogether.Theyarenotalwaysincompetition. Nosignificantchanges.Needmoney.Environmentalgroupswillbeatremendousproblem. Moveforwardwithideasfromthissummittotrytoactunified/focusedintermodal cooperationtoimprove/developbettertransportation. quitlookingatselfinterests.Truckandrailworktogether.Privateandpublicentitieswork together.Dream? Railroaddictatespolicytheybuildtheirownrailtheysetthestandardsandareregulated bythefeds. Policiesneedtoreflectthatuserscreaterelationshipsandincorporateplans/policies Government/Commerce/ITDonsamepagepartnershipscreatethepolicyframeworkget supportoflegislature Havingtheopportunitytobeapartofthesystem/policyframeworkgotoregionalsummits toinvolvemore HaveaunifiedVisionforallofIdahofortransportationandeconomicdevelopment KeepqualityoflifeasanIdahoan,shippingoutwouldreducethis Getrightassetsattherightplace Notconcernedaboutin/outbalancebecausevalueaddedismoreimportant/balanceour globaleconomicservice. Stateleadershiponfocusinggovernmentinvestments Open,honestcommunicationsatearlieststagesofprojecttoidentifyeachparties expectations,limitations,etc. Supply/demandimbalancecomments,especiallyfromourpublicofficialscaredme.Supply anddemandinthelongtermSHOULDBEBALANCED.Also,basedoncommentsfromaTierI railroad(theyaskthequestion'dowewanttoservicethearea",ifwedon'tbalancesupply anddemandweruntheriskoffurtherdeteriorationinourtransportationsystem. Thissummitisagoodstart Continuewithregularfreightlimitsfirmorstatewideworkinggroup Notoverlyfamiliarwiththeproblem Toomanyregulationsthatarenotconsistentwithadjoiningstates AlsomultistateissueatportlevelneedcoordinationatLewiston/Portland/Seattletowork efficiently Needmorecurrentanddetaileddatatoaidinplanningandtoknowwherewearetruly startingdisagreementatourtablethatinbound/outboundisunbalancedtrucksare difficulttofind Communication(forumsbetweentheIdahoTransportationgroupwouldbeabighelp. CurrentlyIamunawareofanygroupthatwouldordoesprovidethistypeofplatformor forums. Weneedmoreconsistencyanduniformity.It'scostingtoomuchtomovefreightfromone modetoanotherbecauseofthedifferentregulationsandrequirements. Continuedfocusandopenforumssuchastoday.However,itsimportanttoprioritizethe issuesanfocusonthemostcriticalmattersfirst. Developcontinuityofregulationsacrossstatelines Workwithexternalpartnerstodevelopcontinuityandmakeinvestments IncorporaterepresentativesfromotherstatesintostudyonTACorworkgroup
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288.
289. 290. 291. 292. 293.
294. 295. 296. 297. 298. 299. 300. 301. 302. 303. 304. 305. 306. 307. 308. 309. 310. 311. 312. 313. 314. 315. 316. 317. 318.
BecarefultoincreasingtruckweightsinIdahobecauseoftheefforttoexistingroadservices andbudgetsandtosafetyofotherroadusers.Vehicleswithheavierweightrequires increasedstoppingdistances. SuggestincludingsomeentitiesfromstatesadjacenttoIdahotoeliminate'conflicting regulation'forinterstate(external)freightsystems. Opportunity129,000totheextentTSAintegrated,throughouttobegivetohowthatmight impactamultimodalfacility,class1orSCpartners Includefundinginequation.Lookforwardtofutureneedsandplantoaccommodatethem. Miningboominghowdowemovethis'product'?NofreightnetworkincentralIdaho. Ithinkoneofthebiggestchallengesforfreightisthedifferencebetweenstateandfederal regions.Itwouldbebeneficialforthefreightsystemtobeconsistentacrossstates.Wealso needtoworktogetheronhowsuchaprojectwouldbefunded. soundslikehighway/truckingcommunityneedstoencourageorprovideincentivesto cooperatewithothermodesoftransportation. Newrailroadsubsidiestohelpfundinfrastructureprojects Educationbusiness,forecastwhatshippinginIdahowilllooklikein35yearssobusinesscan planahead Developintermodalandmultimodallocationstohelpfacilitateprogressandfreight movementefficiency Notsure Legislativesupport Thiswasagoodstart.Initiatethedialoguetopursuevariousopportunitiestothebenefitof all Idahoisgenerallygoodforfreight.Wejustneedtofixtheinflow/outflowissues.Makeit easyforindustryandnewcompaniestodobusinessinourstate. Moreofthesetypesofmeetingsonaregularbasis Torecognizethatwecannotoperateindependently,thatthelegislaturesupports'all'modes equallyregulationsincreasesizeandvolume/cost. Neededinformationbeforehandinordertodiscussthepolicyframework(presentationwas notenough) Moreeducation,moreopportunitieslikethistogetstakeholderstogethertotalkthroughthe issues. Bringtruckingtothetablebyencouragingthatindustrytocollaboratewithothermodesof freighttransportation. Doesstudypresupposethatintermodalisessentialtoaneffectivefreightsystem? Coordinationofeffort.Soundscienceshouldguideregulationintegratelocalhighway districtsrequirementswithstate Comprehensivereviewofregiononanmultimediaplatform Reviewsoundscienceeonhaulingsciencetohelpseeregulation Localhighwaydistrictsare'killingus'i.e.,breakuplimitsoruniqueregulationwithoutscience Regulationsarearbitrary Consistencybetweenstatesandlocalneedtobedone. HazardousmaterialsrailcarinspectionregulationsdonotallowinspectiononnonRRprivate property,onlyRRandpublicproperty,aloopholethatisasafetyissue. LobbyEffortsforincreasedTransportationFunding Changeregulationstoallowheaviertrucks Certaintyforoversizeshipmentpermitting Uniformityoftruckweightsasapolicyissue
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IdahoFreightSummit
December13,2011 AttachmentI:Evaluation
Thefollowingisasummaryofcommentssubmittedbymeetingparticipantsonthebluemeeting evaluationsheet.Italicizedtextwasaddedtothesummaryascategoryheadingstoaidindigestingthe information. 1. THEFREIGHTSUMMITWASWORTHYOURTIME Yes(52) No(0) 2. LIKEDTHEMOST Content Goodinformationpresented. WasinterestingtolearntherewasPortaccessinIdaho.Wassurprisedtolearntherailroad doesnthavearailrampavailable. Lotsofgoodinformationaboutwhattoexpectinthefuture. Thefreighttransportationissuestranscendallbusinesssectors. WhatIlearnedaboutoveralltransportationinIdaho.WhatIlearnedaboutothermodesand statewidestatistics. Ilearnedsomuch LearnedalotaboutfreighttransportationinIdahoandthroughoutnation. Learningaboutthedifferentmodesandhowtheyinteractortrytointersect. Learningaboutthedifficultiesinvolved. QuiteeducationalasIdidnthaveadepthofknowledgeonthepoliciesassomeontheroom Learningaboutthedifferentneedsandconcerns LearningaboutdifferentviewpointssinceImnotknowledgeableoffreight. Goodopportunitytohearaboutfreight Lotsofgoodinformationpresented.IhaveamuchbetterunderstandingofIdahosoverall transportationsystem. Statusupdate Format Lovedformat. Abilitytogiveinput Openandprettytransparent First,presentationsonfreightmovementtosetthestage,2theinteraction/roundtable discussion. Seatingarrangementtomixupmeetingparticipantsgoodjob! Nametagsontablewerehelpfulforthemixedgroupsgoodjob! Location,format Formatinvolvingalltransportationsystemsandtransportationcompanies General Prettymuchallofit Allofit
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Ilikedthefactthattherewerealmost90peopleheretotalkabouttheseissues.Ithinkitisvery positive.
Interactionwithothergroups/sharingofideas Tabletopdiscussions(2) Roundtablefacilitateddiscussions(2) Roundtablediscussionswereinformative Enjoyedspeakingwiththoseinvolvedacrossthetransportationindustry. Engagementofagriculture Thevarietyofparticipantsandinterests Talkingwithtablemembersverydiverse. Thechancetotalkacrossindustries Interaction Interestincollaboration/integration Healthyfriendlydialogue Groupdiscussion Groupdiscussionswithgreatgrouptoworkwith Opendiscussionofissuesandgenuineinterestineachparticipantspointofview Opendialogue Theopendiscussionideasbackandforth Meetingotherstakeholders. Networking/hearingthoughtsofothers Ialsoenjoyedthetabletopdiscussionandhearingwhatotherindustrieshadtosay. Mytabletopdiscussionandtheoverallinformationsharedbyspeakers. Sharingofpositiveideas Itseducationalvalue.Sharingofideas. Discussionaroundthetableandunderstandingthedifferentperspectiveofhowtheysee freight. Hearingthefewpointsofallthedifferentpeople. Panel Panelwasexcellent Greatpanelpresentationsfromseveralperspectives panelrepsweregreat. GoodoverviewofthetransportationsysteminIdaho
LIKEDTHELEAST
Content Issuesbynaturemaybedry Needspeakersmaterialinhandouts(slidesinprint)fromwhichtotakenotesfastenough.List ofattendees Discussionsseemtobefocusedmostlyonpolicy.Iwouldhavelikedtohearaboutupcoming capitalprojectsandimprovements. Itseemedlikequestionsaskedbythemoderatorwereleading.Theyweredifferentthanwhat thegreenformshowed. Mylackofknowledge Ithoughtthedatapresentedwassomewhatoldandoutofdate. LearninghowinconsistentandbehindIdahosrailsystemis.
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Iwouldhavelikedamorediversepanelwithonthegroundcompanyperspectives.Havingthem answersuchquestionsaswedidatthetabletopwouldhavebeenbeneficial.Ithinkweall understandthepressureonroadsrails,etc.isgoingup.
3.
General Ihavelittleknowledgeofcurrentpolicyandthereforehavenogoodconstructiveinputfor assistance. Everythingwasgoodoverall KevinJefferswiththePMoverviewwasnotnecessary.Maureencouldhavehandledthisjust fine. Debates Size Logistics Unabletoseethescreen/sometimesdifficulttohear,toofaraway. Iwasinthefrontoftheroomtothespeakersleftandcouldnotseearoundthepodiumtosee thescreenwhenslideswereshown.Movedtothebackandprintonslideswastoosmall,oh well. Roomtemperaturewastowarm Ranoutofwater Time/Location Needmoretimeforgroupdiscussions Shorttimeframe Timingwasverygood Timecommitment,consider3hoursorless Panelwenttolong Wouldlikemoretimetomeet/greetothermeetingattendees. Thetimeconstraints TravelingtoBoise SUGGESTEDIMPROVEMENTS Content Provideinformationbeforehand.AttachPDFreportsorhyperlinkssowecanbebetter prepared. Ithinkthemeetingcouldhavebeenlongerandincludedcompanyandindustrypresentations. Moreregionaldata Moreinformationonstatisticsthanpolicydiscussion Meetingtime/location/scheduling PresentersmorespecifictoIdahoversusErikaspresentation Goodfirstsummit.Secondoneintwoyearscangiveaprogressreport.Theideaofregional meetingswasthrownoutbyagentleman.Idothinkregionalmeetingswouldbegood. Slidesshouldbereviewedfortextformat,includingcoloringtoenhanceviewingbythemeeting attendees. Providingcurrentdateapplicabletotodaysenvironment.Whilethedatarepresentedmayhave beensomewhataccurate,thecountry/Idahohasgonethroughsomesignificantchangessince 2007. Perhapssomeinitialprimerinformationsentforstudybeforehand.
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4.
5.
Format Moretimetalkingingroups,lesspresenters. Keeppresentersspeecheswithintheirtimelimit Logistics Stopwithturningon/offlights. Itwashardtoseetheslideshowduetolocationofseating Getabiggerprojectionscreenandpositionitinthecenter,frontoftheroomsoeveryonecan seeandreadit. None Notsure Allgood Verygood Perfectforme Icantthinkofathing Ithinkitisgood Fine Thoughtitwasgood Time/Location Putitatdowntownlocation Couldbealonger(annual)meeting Morningsareapersonalpreference.Greatlocation.Goodtimeofyearformeetingsfor agriculturerelatedbusinesssector. Morningsareoftenbetterformepersonally.Youlostpeopleastheafternoonwenton. Roundtablesworksfordiscussion,butnotpresentationsorQ&A. Moretime Shouldbreakupbeforefive.Wouldconsidertighteninguptheschedule. Yearlymeetings Timeofday.midmorning. HOWOFTEN Annually(23) Twiceayear(16 2years(3) 3years(3) AsNeeded(2) o Onlyasneeded o Orasneeded,oreveryotheryear,regional/localmeetingsmorefrequently TwiceaYearnow,OnceaYearinfuture Twiceayearorannually Similartoprofessionaldevelopmentconference ADDITIONALCOMMENTS Regionalfreightsummitshavebeenrecommendedbyamemberofourtablethiswouldall localchambersandlocalagenciestoparticipateintheprocess Overthenexttwoyears,haveaFreightSummitinNorthIdaho,oneinEastIdahoandonein SouthCentralIdaho
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WhileIunderstandthepurposeofthefreightstudy,itwouldseethatthiswouldbeagreat opportunitytostayintouchwithprivateindustry. Pleaselookintostatetostateuniformity Updateimpliesusingwhatwehaveandbringingitcurrent.Weneedaparadigmshift.Data drivendecisions;interfacewithproducersandshippingtoknowanddealwithissues constrainingmovingfreightthereforecommerce. KevinJeffersbrushuponPowerPointslides.Titleswithshadowswereextremelydifficultto read.Uselessbusybackgroundimages. Awesomeideas.Wantupdatesandtogetinvolvedasthingsmoveforward. Notmentionedhowandwherewewillgofromhere. Weneedtoreviewobjectiveandoftentoensurethatweareontrackandstayfocusedonhow weimprovetotaltransportationproductbyreducingcostandimprovingsafety. Iliketheformatobviouslywillrequiresomefollowup/refining. Verygoodjobmanaging Lookingforwardtomoreinformation Setupwebpageonprogress Greatideaforthesummit,plannedwell. Becarefultonotbuildinabiasforaparticularmode. Thankyou.Informativespeakers.Godmixofstakeholders.Interestingdiscussion. Makethismeatier.MytablehadpeoplethattraveledfromBuffaloNY,Vancouver,WAand EasternIdahoforthismeeting.Thatisalotoftravelforlessthan4hoursandjusttocollect initialthoughts. Greatmeeting.Verymuchneededandweneedthisinformationtosharewithourindustriesat leastonceperyear. Canwegetcopiesoftodayspresentations? Weneedmoregroupsinvolved. Itwillbeinterestingtocomebackandseetheprogressnextyear. ImnotsureIagreewiththeinbound/outboundpresentations.Immoreoftheopinionthereis ashortageoftrucksavailableforoutboundloads.Iftheresanimbalancewherecapacityis concerned,Ifeeloppositeofwhatwaspresented.Couldbeduetoolddata.Couldalsobe trucksversusloadtypenotverybalancedaswell. Boththesestudieswillbeveryusefultoregionalplanning.Pleaseincluderegionalbreakouts, dontovergeneralize. Manyplansfromconsultantstendtoberubberstamped.MakesurethesestaytunedtoIdahos uniqueneedsandusecurrentdata. Alsorequestwritingstylethatiseasytoreadastheyshouldbeusedbyavarietyof organizationsacrossthestate. Thanks! Imalittleconcernedabouttheaviationfreightimpactbeingoverlooked.
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Idaho Freight Study and Rail Plan Update Public Involvement Plan
Prepared for the
For
Idaho Statewide Freight Study and State Rail Plan

Project No. 94485SC12 Key No. 13334 & 13337
March 31, 2012
Prepared By: Bracke and Associates, Inc. For:
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Table of Contents
Project Description .................................................................................................................... 3 Goals of the Public Involvement Plan ...................................................................................... 3 Stakeholders, Participants and Audiences ............................................................................. 4 Outreach Activities and Schedule ............................................................................................ 4 Issues to Address ...................................................................................................................... 7 Using Public Input ..................................................................................................................... 7 Evaluation. .......................................................................................................................... 7 Roles and Responsibilities ....................................................................................................... 8
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Public Involvement Plan Project Description
The Idaho Transportation Department (ITD) is conducting a study of the statewide multimodal freight network to examine current and future transportation needs. The purpose of the study is to identify policies, programs and investments within the states transportation network that will facilitate the efficient movement of freight over state transportation systems, improve safety, and support economic vitality at the state and local level. In addition to the Freight Study, ITD will use the process to update to the 1996 Statewide Rail Plan in compliance with Passenger Rail Investment and Improvement Act of 2008 (PRIIA). PRIIA tasks states with producing a State Rail Plan to establish policy, priorities and implementation strategies for freight and passenger rail transportation within its boundaries, enhance rail service in the public interest, and serve as the basis for Federal and State rail investments within the state. PRIIA requires State Rail Plans be submitted to the Federal Railroad Administration (FRA) for review and approval. The Idaho Rail Plan will address a broad spectrum of rail issues, including: Identification of the States passenger rail objectives and plans; An inventory of the rail systems transportation infrastructure; Analysis of rail-related economic environmental impacts; and, Establishment of a long-range investment program for current and future passenger and freight rail infrastructure throughout the State.
The Plan will also address intermodal infrastructure, safety, and security issues, outline 5- and 20-Year Work Plans, and set the stage for a continuation of work underway across the State in adherence with PRIIA.
Goals of the Public Involvement Plan
The most useful and relevant Idaho Freight Study and Rail Plan Update will rely on effective and meaningful public involvement and input which is intentionally generated, documented, and used in the production of the Project products. The goals of this Public Involvement Plan are to: 1. Effectively communicate the process and schedule of the Idaho Freight Study and Rail Plan Update, so that stakeholders can be involved in the process at the point they find most meaningful; 2. Facilitate active and collaborative participation by key stakeholders, relying on their intimate involvement and collective expertise to help develop and recommend the vision and plan for Idahos freight and rail systems; and,
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Stakeholders, Participants and Audiences
The intended outcome is a public that feels satisfied with the level of participation they have been offered, and has assisted the State in creating a project that best meets the overall purpose and need.
3. Collect public input to make a better product, by providing information, keeping the lines of communication open, and having a robust body of input available to consider when making decisions.
All Idahoans with an interest in the Idaho Freight Study and Rail Plan Update are encouraged to participate in the process. In addition, ITD has identified the following specific stakeholder groups for which this Project will have specific relevance: Users public and private, including but not limited to agriculture, manufacturing, natural resources, recycling, other products and passengers; Operators public and private, including but not limited to air, rail, port, trucking, highway; Economic Development; Elected Officials; Federal Government; State Government; Metropolitan Planning Organizations; Environmental organizations; and, General Public.
Outreach Activities and Schedule
The outreach activities identified in Table 1 below are designed to meet the PIP goals, the products of which will inform the development of Project materials. The schedule for outreach activity implementation is also indicated in this table.
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Table 1: Outreach Activity and Schedule

Activity Target Audience All stakeholder groups Purpose Present the project scope and purpose; collect issues, needs, vision, desired level and scope of involvement, preferred communication venues Products List of Issues, Concerns List of inputs to inform vision, goals and objectives Volunteers for Steering Committee Meeting Summary Interview Summary that documents inputs and informs the development of the Rail Plan and Freight Study vision, goals, objectives and recommendations Schedule Goal
Freight Summit
December 2011
1, 2, 3
Stakeholder Interviews Inquiry based
Key stakeholders across perspectives Key stakeholders across perspectives
More detailed inquiry regarding issues, needs, goals and objectives
March 2012 September 2012
1, 2, 3
Stakeholder Interviews relationship and status based
Steering Committee
Key stakeholders across perspectives
Regular but intentional interviews and check-ins with key stakeholders throughout the state to keep them apprised of process and to monitory for emerging or outstanding issues about which the project team should be aware. Adopt the Stakeholder and Public Involvement Plan; Affirm the draft Vision Statements, Goals and Objectives; Recommend Performance Measures, and Recommend Policies, Investment Priorities, and Investment Scenarios for testing. Recommend specific strategies and activities to be included in the Rail System Action Plan Post information; solicit comments
Interview log
Ongoing
1, 3
Facilitated Steering Committee meetings and meeting summary documentation Final Project Stakeholder and Public Involvement Plan Recommendations as indicated Website
Winter, 2012 Spring, 2012 Summer, 2012 Falls, 2012
Project Website
All
February 2012 through duration of project
1, 3
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Focus Groups
Specific to focus issue
As needed (up to four) to address/guide issuespecific components of the plan (potentially economic development, infrastructure, safety and security, congestion management, land use, performance measures, environmental issues, and/or financing.)
Focus group meeting summaries to inform plan development.
Focus group meetings will be triggered by the identification of up to four of the most critical issues (by topic or by region in which stakeholder engagement is essential to address). At a minimum, one focus group will be devoted to a significant rail issue, another to a significant freight issue, and the last two to those issues identified and proposed by the Project Team and/or Steering Committee.
Public Outreach
All
Legislative Outreach
Legislators continuing in House/Senate transportation committees and new members All
Use a variety of tools to enhance communication and understanding 1. Regular E-mail Blasts 2. Distribute a project one-pager to mobility managers for distribution in their areas as appropriate 3. Conduct regional stakeholder meetings to communicate the development of the draft, its vision, goals and objectives, and encourage review of the draft plan 4. Summarize public comment solicited through public outreach effort Convene information-sharing opportunities with legislators as identified to inform them of the study and planning process and secure their future understanding of the strategic vision and goals. 30-day public comment with production of draft plan Log of those with whom information is shared and their response/proposed follow-up
1. 2. 3. 4.
Ongoing July, 2012 July August, 2012 September 2012
1, 2, 3
5.
Ongoing throughout course of project
1, 2, 3
Public Comment
Outreach Summary Report
February 2013
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Issues to Address
At the time of the printing of the draft Public Involvement Plan, a Freight Summit has been convened. At the Freight Summit a list of issues to address in the process were identified, as were a number of suggestions for potential goals and activities.. Initially and summarily, issues include: Access and capacity; Collaboration; Economic competiveness; Funding; Information sharing/communications; Infrastructure; Planning; Policy; Safety; System connectivity among modes, within state, among other states, as part of a national network; Movement of natural gas; and, Consistency in regulation.
Using Public Input

Input and suggestions collected through public and stakeholder involvement activities will provide technical project personnel with the information they need to produce a study and generate a plan that is most responsive to stakeholder and community needs. All issues identified will be included in the issues log, presented for project team and Steering Committee consideration, addressed, and documented in a response to public comment document included by reference to the draft and final Idaho Freight Study and Rail Plan Update.
Evaluation
In order to determine if the public involvement activities are achieving the desired results, it is critical to assess their effectiveness periodically during the study. Information will be collected from the Freight Summit, Steering Committee, and Focus Group evaluation forms. These sheets will serve as a mini-survey by asking attendees questions related to the relevance and effectiveness of the meeting and process. An online questionnaire is another potential evaluation activity that may be used to evaluate process effectiveness.
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Roles and Responsibilities

The ITD Division of Transportation Performance has lead responsibility for the conduct of the Idaho Freight Study and Rail Plan Update. ITD has secured the services of David Evans and Associates, Inc. (DEA), who is leading a Project Team of consulting professionals to conduct the study and produce the update in the context of the public process outlined within this plan. Other Team members include professionals from Cambridge Systematics and Bracke and Associates, Inc. DEA works according to a specific scope directed by ITD, to include most of the technical elements of plan development and the bulk of the public involvement process. Given the contractual arrangement, ITD will in some cases have sole responsibility for elements of the process; in others, there is a shared responsibility. Steering Committee members are responsible for participating in all of the meetings of the Steering Committee, reviewing public input and technical documents required to meet a given meeting objective, and working collaboratively with other members to generate recommendations that best support the needs of the entire state and range of stakeholders. Other stakeholders and individuals with an interest in the project are encouraged to stay engaged in the process by reviewing project documents and recommendations as they become available, and for monitoring the website to stay informed about project developments and status.
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H'&'!A2))-6&*20!8)'0!
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Page A-69
!"#"$%&
Why Study Freight?
Freight Study and Rail Plan Update

Project Purpose and Management
PRESENTED TO: STEERING COMMITTEE PRESENTED BY: MAUREEN GRESHAM, TRANSPORTATION PERFORMANCE DIVISION MARCH 1, 2012
!! Integrate movement of freight across all modes !! Strengthen partnerships between private and public
entities
!! Implement Long Range Transportation Goals !! Establish framework for future investments
Why Develop a Rail Plan?

!! Develop and preserve essential freight and passenger
Project Coordination Management Team

!! Provides oversight on all activities !! Coordinates use of available data and resources !! Includes team members from all walks at ITD !! Maureen Gresham project manager !! Jo OConnor passenger rail !! Mark Wasdahl highways, district coordination !! Melissa Kaplan airports !! Reggie Phipps port of entry, motor vehicles !! Robert Linkhart railroad crossing safety !! Sonna Lynn Fernandez highways !! Steve Grant- communications
rail services !! Prioritize public and private actions, investments, and policy/programmatic changes !! Allow Idaho to compete for national rail related funding opportunities !! Adhere to Idaho State Code and the Passenger Rail Investment and Improvement Act of 2008 (PRIIA)
Project Coordination Consultant Team

!! Coordinating stakeholder involvement !! Conducting data collection, analysis, !! Developing all potential recommendations !! Includes national and local experts !! David Evans and Associations !! Cambridge Systematics !! Marsha Bracke and Associates
Project Coordination Steering Committee

!! Guides the planning process by providing input,
data, contacts
!! Serves as ambassador for the project to increase
awareness and build support

!! Identifies and evaluates potential policies, programs
and investments
!! Includes key stakeholders !! System Owners/Operators !! System Users !! Regulatory Agencies
$&
3/8/12
Idaho Freight Study and Rail Plan

! Leverages state and federal funds for two purposes:
!! Freight Study - provide a framework for freight transportation investments !! State Rail Plan - both freight and passenger rail
Overview
David Evans and Associates, Inc.
! The Steering Committee is helping to guide both
Study and Plan Elements

Both have common elements
! Stakeholder and Public Involvement ! Visioning ! Data Collection ! System Overview and Analysis ! Issues and Opportunities
!! Needs Assessments and Potential Projects !! Institutional and Policy Limitations

Differences between the two
! Freight Study examines all transportation modes ! Freight Study provides a frame work and preferred scenario to be used by decision makers ! Freight Study informs all the other modal plans ! Rail Plan only examines the one mode, but can identify issues where it interfaces with other modes ! Rail Plan must include passenger and freight rail in each element
! Performance Metrics ! Investment and Financing Scenarios ! Recommendations
Freight Studys Relationship to Other Plans

Long Range Transportation Plan Freight Study
Freight-related System and Infrastructure Plans
! Improve Mobility ! Improve Safety ! Increase Economic Vitality
! Vision ! Performance Measures ! Preferred Scenario ! Policies ! Coordination Mechanisms ! Programs ! Rail Plan Update ! Airport Systems Plan ! Port of Lewiston Strategic Plan ! Highway Corridor Plans

! Stakeholder and Public Involvement
!! Freight Summit !! Stakeholder Interviews !! Public Web Site !! Transportation Board Review !! Public Comment Period
3/8/12

! Visioning
!! What is the future of our freight and rail systems? How do they need to perform? !! The Steering Committee is vital in determining this.

! Data Collection
!! ITD roadway data !! Surface Transportation Board waybill samples !! USDOT freight data and statistics !! Bridge location and condition !! Stakeholder-provided data !! Many, many more !! Suggestions from the Steering Committee?

! System Overview and Analysis
!! Review of the existing freight system and rail system !! Identify high-level capacities and demands

! Issues and Opportunities
!! Assess needs of both freight and rail systems !! Identify potential improvements !! Examine institutional and policy limitations !! The Steering Committee will help identify all three

! Performance Metrics
!! High-level !! Measurable !! Meets stakeholder needs !! Used in assessing Investment and Financing Scenarios !! The Steering Committee input is vital

! Investment and Financing Scenarios
!! Matching potential solutions to system needs to develop scenarios !! Use performance metrics to assess each scenario for effectiveness !! Guides the recommendation discussions
3/8/12

! Recommendations Finally!
!! High-level proposed solutions !! Helps guide transportation policy makers !! Can be incorporated into statewide modal plans
Study and Plan Direction
Study and Plan Schedule

Winter 2012 Spring 2012 Summer 2012 Fall 2012 Winter 2013
! Data Collection and System Overviews ! Steering Committee in March ! Issues & Needs Assessments, Performance Metrics ! Steering Committee in June ! Investment Scenarios & Policies ! Steering Committee in August ! Freight Study Recommendations, Freight Study to Idaho Transportation Board ! Steering Committee in September ! Rail Plan Recommendations, Rail Plan to Idaho Transportation Board

! Stakeholder and Public Involvement ! Visioning ! Data Collection ! System Overview and Analysis ! Issues and Opportunities
!! Needs Assessments and Potential Projects !! Institutional and Policy Limitations
! Performance Metrics ! Investment and Financing Scenarios ! Recommendations
!"#"$%&
Public Involvement Plan - Goals
Freight Study and Rail Plan Update

PRESENTED TO: STEERING COMMITTEE PRESENTED BY: MAUREEN GRESHAM, TRANSPORTATION PERFORMANCE DIVISION MARCH 1, 2012
!! Provide opportunities for stakeholder involvement !! Facilitate active and collaborative participation by
key stakeholders
!! Gather information to be used in the planning
process
Key Stakeholders
!! Transportation Industry !! Railroad owners/operators !! Truck owners/operators !! Airports !! Ports !! Shipping industry !! Carriers/couriers !! Warehousing/terminals !! Agricultural Industry !! Produce !! Grain !! Dairy !! Animal and Feed !! Beef !! Natural Resources !! Recycling !! Sand/gravel !! Lumber !! Metals/mining !! Public Agencies !! Idaho Transportation Department !! Department of Agriculture !! Department of Commerce !! Public Utilities !! Economic Development Agencies !! Federal and regional planning organizations !! Cities, counties, highway districts, chambers
Key Issues
!! !! !! !! !! !! !! !! !! !! !!
Access and capacity Collaboration Economic competiveness Funding Information sharing/communications Infrastructure Planning Policy Safety System connectivity Consistency in regulation
Public Involvement Plan Tools

!! Outreach !! Website !! E-blasts !! Public Comment !! Freight Summit !! Steering Committee !! Stakeholder Interviews !! Focus Groups !! Regional forums

1.! Name one person you think that is most influential
or vested in this project. Identify opportunities for that person to best be engaged. 2.! We have an opportunity to conduct four focus group meetings over the course of this project. What areas/topics/issues do you think would benefit most from a focus group discussion? Why? 3.! What are we missing? What other strategies should we employ and for what purpose?
$&
3/8/12
Data Plan Overview

Objectives of this presentation: ! To present an overview of the data collection plan, which serves as a foundation for this study; and ! To seek your input into potential sources of data to support the project.
Data Plan Overview

David Evans and Associates, Inc.
March 1, 2012
Data Plan Overview

Purpose of the Data Plan: ! To provide an overview of the extent of data proposed for use in this study; ! To providing insights on how the data will be used; and, ! To create a tracking tool for Task 3.2 - Data Collection Work.
Data Plan Overview

Organization: Section 2 ! Data needs are organized by task; ! Table summarizing data, source, and responsibility for data collection; ! Explains how data will be used in each task; ! Data collected/findings of earlier tasks roll forward into later tasks.
Data Plan Overview

Organization: Section 3
Data Plan Overview

Organization: Section 4 Additional Supporting Information:
! Summary of Data Requirements: Consolidates all data identified by Task in Section 2.0; ! Table format in Section 3.0 may be used as a tracking tool for data collection efforts.
! Inventory of Supporting Documentation; ! Stakeholder Interviews Perspectives to be represented; ! Previous Stakeholder Interviews Conducted as part of 2010 study Idaho on the Move
3/8/12
Data Plan Overview

Questions for Each Task: ! What information is most critical to inform the recommendations of this study? How should it be used? ! Are there other/better sources for the data needs identified? ! What other data is available to support this study, what is the source of the data, and how might it be utilized?
Data Collection By Task

Task 4 Task 5 Task 6 Task 7 Task 8
! Visioning Table 1
! Existing Freight System Overview Table 2
! Freight Mobility Issues Table 3
! Freight Performance Metrics Table 4
! Freight System Investment Scenarios Table 5

Task 9 Task 10 Task 11 Task 12 Task 13
! Freight Study Recommendations Table 6

Task 14 Task 15 Task 16 Task 17
! Rail System Performance Metrics Table 11
! Rail System Inventory Table 7
! Institutional, Policy, and Rail Financing Table 12
! Passenger Rail System Profile & Analysis Table 8 ! Rail Service and Investment Program Table 13
! Rail Needs Assessment Table 9
! Identify Rail Projects Table 10
! Idaho Rail Plan Production Builds on all prior tasks & data
Discussion
Feedback on Data Plan

! Please provide comments by March 15, 2012 ! Comments can be e-mailed to Kevin Jeffers at:
Questions? Comments?
KMJe @ deainc.com
Data Collection Plan

! ! Prepared for the
For

Project No. 94485SC12 Key No. 13334 & 13337
February 28, 2012

! ! !
Appendix A-77
Idaho Statewide Freight Study and State Rail Plan - Key No. 13334 & 13337
Table of Contents
1. Introduction ........................................................................................................................... 1! 2. Data by Technical Tasks ...................................................................................................... 2! Task 4 - Visioning .................................................................................................................. 2! Task 5 Existing Freight System Overview .......................................................................... 3! Task 6 Freight Mobility Issues and Opportunities .............................................................. 6! Task 7 Freight Performance Metrics .................................................................................. 7! Task 8 Freight System Investment Scenario Testing ......................................................... 9! Task 9 Freight Study Recommendations ........................................................................... 9! Task 10 Rail System Inventory ......................................................................................... 10! Task 11 Passenger Rail System Profile and Analysis ...................................................... 11! Task 12 Rail Needs Assessment ..................................................................................... 12! Task 13 Identify Rail Projects ........................................................................................... 13! Task 14 Rail System Performance Metrics ...................................................................... 14! Task 15 Institutional and Policy and Rail Financing ......................................................... 16! Task 16 Rail Service and Investment Program ................................................................ 17! 3. Data Summary ..................................................................................................................... 18! 4. Other Supporting Documents............................................................................................ 21!
Data Collection Plan February 28, 2012

Page i
Appendix A-78
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Page 1
Appendix A-79
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Table 1
Item
Task 4 Data Requirements

Source DEA Team DEA Team DEA Team Year 2012 2012 2012 2012 2012 2010 Probable Format PDF, website, MS Word MS Word MS Word MS Word MS Word MS Word To Be Secured By DEA Team DEA Team DEA Team DEA Team DEA Team DEA Team
Literature Review (conducted as part of this study ) Idaho Freight Summit Summary (conducted as part of this study) Stakeholder Interview Summaries (conducted as part of this study)
Focus Group Summaries (conducted DEA Team as part of this study) Steering Committee Summaries (conducted as part of this study) Stakeholder Interview Summaries DEA Team DEA Team
2%'%!D144!95!=#5:!)(&!'01#!'%#+!17!#5;5&%4!D%F#I! .- *(!$&(;1:5!17$='!17'(!5#'%941#017<!%!;1#1(7!#'%'5?57'!)(&!'05!C'%'5@#!)&51<0'!#F#'5?/!%#!D544!%#! <(%4#!%7:!(9U56'1;5#!'(!#=$$(&'!'01#!;1#1(7-!

Page 2
Appendix A-80
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`.\`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!T`,P`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!*%#+!]-! ,- "9141'F!'(!#605:=45!>7'5&;15D#!%7:!E(6=#!<&(=$#!17!%!'1?54F!?%775&!?%F!41?1'!'05!2Q"!*5%?#@! %9141'F!'(!5#'%941#0!;1#1(7/!<(%4#!%7:!(9U56'1;5#!(7!'1?5!%7:!?%F!#'%44!*%#+#!]/!_!%7:!.K-!
2/67#<#=#>?,6&,%;#@'3,;4&#A16&3B#CD3'D,3E##
>7!'01#!'%#+!'05!2Q"!*5%?!D144!5H%?175!'05!5H1#'17<!)&51<0'!#F#'5?!17!>:%0(-!!*01#!1764=:5#!$&(:=617<!%7! (;5&;15D!()!'&=6+/!&%14/!%1&/!%7:!?%&175!?(:%4!#F#'5?#!L!1764=:17<!5?$4(F?57'/!6(??(:1'15#/!?%&+5'! #0%&5#/!%7:!$&(U56'5:!;(4=?5#!)(&!5%60!?(:5-!!>'!%4#(!17;(4;5#!$&(:=617<!%7!(;5&;15D!()!17'5&?(:%4! )%6141'15#!1764=:17<!5?$4(F?57'/!6(??(:1'15#/!?%&+5'!#0%&5#/!%7:!$&(U56'5:!;(4=?5#-!*05!'F$5#!()!:%'%! &5V=1&5:!'(!%66(?$41#0!*%#+!\!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!
Table 2
Item

Source FHWA FHWA ITD ITD ITD ITD ITD Year 2010 2010 2012 Most recent Most recent Most recent Most recent Probable Format Access GIS GIS files GIS files GIS files GIS files GIS files To Be Secured By DEA Team DEA Team ITD ITD ITD ITD ITD
Freight Analysis Framework (FAF3) Freight Analysis Framework (FAF3) Idaho Highway Network ADT and Truck ADT All Highways Designated Truck Network and LCV or heavy haul network Idaho Rail Network Idaho Intermodal Network (point file including airports, water ports and intermodal facility locations)
Intermodal Rail Volumes, AAR, BTS, Commodities (existing and expected FHWA future)
Most recent
Excel or Word
DEA Team

Page 3
Appendix A-81
Probable Format Excel or Word Excel or Word Access or Excel Access or Excel Access or Excel Access or Excel Access or Excel Access, Excel, or PDF To Be Secured By DEA Team DEA Team DEA Team BSU BSU
Item Marine Port Commodities, Volumes (existing and expected future) Air Cargo Commodities, Volumes (existing and expected future) Census Data-Statewide, County, SMSA Demographic Data Idaho Employment Data (including specifics for Truck, Rail, Marine and Aviation Industries) Goods Dependent Industry Data
Source BTS, FHWA BTS, FHWA US Census ITD/Boise State ITD/Boise State ITD/Boise State ITD/Boise State
Year Most recent Most recent 2010 Most recent Most recent
Most recent
BSU
Econometric Forecasts
Most recent
BSU
Idaho Port of Port of Entry Data (commercial vehicle data including number, sizes, Entry weights and citations)
Most recent
DEA Team
Port of Entry Data (commodities transported at each POE, overlegal permit data by route, motor carrier fee revenues) Transporter Data Rail Network (includes location, owners, all track rights, density code, signal system type)
Motor Carrier
Most recent
Access, Excel, or PDF
DEA Team
Bureau of Transportation Statics FRA
Most recent 2010 or most recent
Access, Excel, or PDF GIS
DEA Team DEA Team
2%'%!D144!95!=#5:!)(&!'01#!'%#+!17!#5;5&%4!D%F#I! .- *05!E&51<0'!"7%4F#1#!E&%?5D(&+!AE"E,B!D144!95!=#5:!'(!V=5&F!6(??(:1'F!)4(D#!)(&!'&=6+/!&%14/! ?%&1'1?5!%7:!%1&!)&51<0'-!!2%'%!D144!95!$&5#57'5:!17!<&%$016%4!)(&?!'(!144=#'&%'5!:1&56'1(7%4!)4(D#! A179(=7:/!(='9(=7:/!17'&%L!%7:!'0&(=<0!'&1$#B/!'($!6(??(:1'15#!9F!?(:5/!%7:!+5F!'&%:17<! $%&'75&#!9F!?(:5-! K- "44!E"E,!:%'%!D144!95!$&5#57'5:!)(&!'(:%F!AKP.PB!%7:!'05!)='=&5!AKP,\B!17!9('0!'(7#!%7:!:(44%&#-!!

Page 4
Appendix A-82
,- !Q6(7(?5'&16!:%'%!$&(;1:5:!9F!a(1#5!C'%'5!D144!95!=#5:!'(!5;%4=%'5!0(D!?=60!'05!56(7(?F!1#! 5H$56'5:!'(!<&(D!17!'05!)='=&5/!%7:!#$561)16%44F/!D0%'!17:=#'&15#!%&5!5H$56'5:!'(!<&(D-!! b7:5&#'%7:17<!)='=&5!:5?%7:!#5&;5#!'(!17)(&?!17;5#'?57'!:561#1(7#!'0%'!#=$$(&'!'05! :5;54($?57'!%7:!?%17'57%765!()!17)&%#'&=6'=&5!#F#'5?#!%:5V=%'5!'(!?55'!'0(#5!)='=&5!755:#-!! M0145!%!,P!F5%&!$4%7717<!$5&1(:!1#!<575&%44F!=#5:!)(&!6%$1'%4!%7%4F#5#!A%#!17;5#'?57'!:561#1(7#! %&5!'F$16%44F!5;%4=%'5:!9%#5:!=$(7!'05!%66(=7'17<!=#5)=4!41)5B/!KP,\!1#!$&($(#5:!%#!'05!)='=&5! F5%&!)(&!%7%4F#1#!%#!1'!6(1761:5#!D1'0!:%'%!%;%14%945!)(&!E"E!)(&56%#'-!!"::1'1(7%44F/!'05!E"E!D144! 57%945!=#!'(!5H%?175!17'5&7%'1(7%4!'&%:5!)4(D#/!%#!'05!:%'%!#5'!&5)456'#!9('0!b-C-!%7:! 17'5&7%'1(7%4!1?$(&'`5H$(&'!%6'1;1'F-!!*01#!17)(&?%'1(7!6%7!95!=#5:!'(!17)5&!0(D!?(:5!=#%<5!)(&! )&51<0'!'&%7#$(&'%'1(7!?%F!60%7<5!17!'05!)='=&5-!!Q6(7(?5'&16!:%'%!)&(?!a(1#5!C'%'5!D144!%4#(!95! =#5:!'(!;%41:%'5!'05!E"E,!)='=&5!AKP,\B!F5%&!6%46=4%'1(7#!A1-5-!>)!aCb!#%F#!'0%'!%<&16=4'=&5!1#! <&(D17<!9F!Hc/!D5!D144!;5&1)F!'0%'!'05!E"E!#%F#!%<&16=4'=&5!1#!<&(D17<!%'!64(#5!'(!#%?5!Hc!%7:! )&51<0'!)4(D#!17!'05!E"E!%&5!&5$&5#57'%'1;5B-!!E"E,!<&(D'0!;%4=5#!%&5!)%1&4F!%<<&5##1;5!%7:!:(!7('! %4D%F#!%:5V=%'54F!&5)456'!&5<1(7%4!(&!C'%'5!56(7(?16!:(D7'=&7#-!!>)!$(##1945/!'05!56(7(?5'&16! :%'%!D144!95!=#5:!'(!6(7'&(4!)(&!'01#!$('57'1%4!(;5&L5#'1?%'5-!!"::1'1(7%44F/!'05!56(7(?16!:%'%! D144!95!=#5:!'(!$&5#57'!%!;5&F!<575&%4!(;5&;15D!()!)&51<0'L:5$57:%7'!17:=#'&F! <&(D'0`6(7'&%6'1(7/!%#!$%&'!()!#'=:F!6(7'5H'-! ! T- E='=&5!F5%&!)4(D!:%'%!D144!95!=#5:!'(!1:57'1)F!:5?%7:L:&1;57!)='=&5!17)&%#'&=6'=&5!755:#/!%7:! 5;%4=%'5!)='=&5!17;5#'?57'!#657%&1(#!'(!?55'!'0(#5!755:#-! QH$56'5:!(='$='!A1764=:17<!D0%'!)='=&5!'%#+A#B!&5#=4'#!)55:!17!'(BI! .- W='$='!D144!95!%!*560!X5?(!:(6=?57'17<!'05!E&51<0'!CF#'5?-! K- X%$#!D144!95!$&5$%&5:!'(!#0(D!'05!C'%'5@#!&%14!#F#'5?/!01<0D%F!#F#'5?/!'&=6+!&(='17</! 17'5&?(:%4`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`^`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!,`.\`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!'05!'%#+-! ,- *05!%9141'F!'(!#56=&5!%$$&($&1%'5!17)(&?%'1(7!)&(?!$&1;%'5!#56'(&!#'%+50(4:5&#!?%F!41?1'!'05! #6($5`6(7'57'!()!'01#!'%#+-! T- >7!'05!5;57'!>*2!:(5#!7('!0%;5!'05!#$561)15:!Z>C!)145#!%;%14%945/!'05!2Q"!*5%?!6%7!%665##!'05! [%'1(7%4!*&%7#$(&'%'1(7!"'4%#!2%'%9%#5!A[*"2B!'(!:(D74(%:!'05!?(#'!&5657'!$=94164F!%;%14%945! :%'%!#5'#!)(&!>:%0(-!!*05#5!)145#!D144!95!=#5:/!%#!:(D74(%:5:/!%#!$%&'!()!'05!#'=:F-!!b#17<!%!
Page 5
Appendix A-83
7%'1(7%4!:%'%9%#5/!D1'0(='!'05!9575)1'!()!4(6%4!:%'%!'(!;%41:%'5!'05!:%'%/!'05!%66=&%6F!()!'05! %7%4F#1#!?%F!95!#(?5D0%'!:1?171#05:-!
2/67#F#=#@'3,;4&#G(0,5,&1#$66*36#/%)#CHH('&*%,&,36#
b#17<!17$='!)&(?!#'%+50(4:5&#!%7:!'05!$=9416/!'05!2Q"!*5%?!D144!5H%?175!)&51<0'!#5&;165!#F#'5?!1##=5#! %7:!($$(&'=71'15#-!!E(6=#!17!'01#!'%#+!D144!95!$4%65:!(7!9('0!:5)1717<!%!)&51<0'!75'D(&+`#'&%'5<16! 6(&&1:(&#!%7:!1:57'1)F17<!($$(&'=71'15#!)(&!?=4'1L?(:%4!)&51<0'!#F#'5?!17'5<&%'1(7-!!*05!'F$5#!()!:%'%! &5V=1&5:!'(!%66(?$41#0!*%#+!]!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!
Table 3
Item

Source DEA Team DEA 2012 2012 2010 Current MS Word MS Word MS Word PDF/Website/ MS Word DEA Team DEA Team DEA Team DEA Team Year Probable Format To Be Secured By
Results from Task 5 - Existing Freight System Overview Stakeholder Interview Summaries (conducted as part of this study)
Focus Group Summaries (conducted DEA as part of this study) Stakeholder Interview Summaries Motor Carrier Permits and Port of Entry Policies (Idaho Transportation Board, IDAPA, adjacent state policies, including REDIFIT program rules, motor carrier statutes and administrative rules) Motor Carrier and Freight Legislation, current & proposed (including REDIFIT program rules, Motor Carrier Statutes and Administrative Rules) Western States Transportation Alliance Policies and Interstate Agreements See Section 4.0 Inventory of Supporting Documents for additional resources DEA for ITD ITD, WADOT, MDT,UDOT, ODOT
ID, WA, MT, UT,OR
Current
PDF/Website/ MS Word
DEA Team
WSTA
Current
Website
DEA Team

Page 6
Appendix A-84
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`?(71'(&!'05!1##=5#@! 1?$&(;5?57'#!(;5&!'1?5-! ,- *05!*%#+!]!*560!X5?(!D144!95!)5:!17'(!*%#+!_!O!E&51<0'!C'=:F!G56(??57:%'1(7#-! C605:=45!A1764=:17<!0(D!:%'%!%;%14%9141'F!?%F!1?$%6'!'05!#605:=45BI! .- *01#!'%#+!1#!#605:=45:!)(&!6(?$45'1(7!9F!]`K.`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!T`,P`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!'%#+-!
2/67#I#=#@'3,;4&#J3'K('B/%+3#G3&',+6#
*05!2Q"!*5%?!D144!:5;54($!%!#5&15#!()!17:16%'(&#!'(!95<17!'(!?5%#=&5!'05!$5&)(&?%765!()!'05!>:%0(! E&51<0'!*&%7#$(&'%'1(7!CF#'5?-!!"&5%#!'0%'!'05!17:16%'(&#!D144!6(;5&!1764=:5!E&51<0'!25?%7:/!E&51<0'! C%)5'F/!CF#'5?!Q))161576F!%7:!CF#'5?!3(7:1'1(7-!!*01#!'%#+!9=14:#!(7!'05!17$='#!%7:!(='$='#!()!*%#+#!\! %7:!]/!D0160!57%945!=#!'(!:5;54($!$5&)(&?%765!?5%#=&5#!&54%'5:!'(!6%$%61'F!%7:!:5?%7:/!%#!D544!%#! ?%H1?1N17<!5H1#'17<!&5#(=&65#-!!"::1'1(7%44F/!'05!'F$5#!()!:%'%!&5V=1&5:!'(!%::&5##!#F#'5?!$5&)(&?%765! ?5'&16#!&54%'5:!'(!#F#'5?!6(7:1'1(7!%7:!#%)5'F/!%#!$%&'!()!*%#+!^!1764=:5!'05!#(=&65#!)(=7:!17!'05! )(44(D17<!'%945-!![('5/!'01#!'%#+!D144!95!6(7:=6'5:!6(76=&&57'4F!D1'0!*%#+!.T!O!G%14!CF#'5?!85&)(&?%765! X5'&16#-!!"44!)&51<0'!%7:!$%##57<5&!&%14L&54%'5:!17)(&?%'1(7!1#!$&5#57'5:!17!'0%'!#56'1(7!()!'01#!84%7-!
Table 4
Item

Source DEA Team DEA Team FMSCA 2010 or most PDF Tables DEA Team Year Probable Format To Be Secured By
Results from Task 5 - Existing Freight System Overview Results from Task 6 - Freight Mobility Issues and Opportunities Truck Crash Statistics

Page 7
Appendix A-85
Probable Format Excel and/or GIS GIS files GIS files GIS files To Be Secured By ITD ITD ITD ITD
Item Idaho Crash Data Speed and Congestion Data - All Highways Pavement Condition on Major Corridors Bridge Location and Condition
Source ITD or Idaho State Police ITD ITD ITD
Year recent 2011 or most recent 2011 or most recent 2011 or most recent 2011 or most recent
2%'%!D144!95!=#5:!)(&!'01#!'%#+!17!#5;5&%4!D%F#I! .- X(:%4!17)(&?%'1(7!D144!95!5H%?175:!'(!$&(:=65!$5&)(&?%765!?5%#=&5#!%6&(##!'05!)&51<0'! #F#'5?-!!d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`K.`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!T`,P`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!'%#+-! ,- *01#!17)(&?%'1(7!D144!95!$&5#57'5:!'(!'05!C'55&17<!3(??1''55!)(&!;5''17<!:=&17<!X55'17<!eK-!

Page 8
Appendix A-86
2/67#L#=#@'3,;4&#A16&3B#$%D36&B3%&#A+3%/',(#236&,%;#
>7!'01#!'%#+!'05!2Q"!*5%?!D144!'5#'!=$!'(!'0&55!A,B!KP!F5%&!)&51<0'!17;5#'?57'!#657%&1(#-!!*05!'F$5#!()! :%'%!&5V=1&5:!'(!%66(?$41#0!*%#+!f!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!
Table 5
Item

Source DEA Team DEA Team DEA Team 2012 2012 2010 MS Word MS Word MS Word DEA Team DEA Team DEA Team Year Probable Format To Be Secured By
Results from Task 5 Freight System Overview Results from Task 7 Performance Measures Stakeholder Interview Summaries (conducted as part of this study)
Focus Group Summaries (conducted DEA Team as part of this study) Stakeholder Interview Summaries DEA Team
2%'%!D144!95!=#5:!)(&!'01#!'%#+!17!#5;5&%4!D%F#I ! .- *(!1:57'1)F!&5V=1&5:!17)&%#'&=6'=&5!9%#5:!=$(7!4(D/!?5:1=?/!%7:!01<0!<&(D'0!#657%&1(#!)(&! 5H1#'17<!)&51<0'!;(4=?5#!A'&=6+/!&%14/!%1&!%7:!?%&175B-! K- *(!5;%4=%'5!17;5#'?57'!#657%&1(#!'(!57#=&5!'05!%:5V=%6F!()!17)&%#'&=6'=&5!'(!0%7:45!)='=&5! )&51<0'!755:#-! ,- *(!1:57'1)F!($$(&'=71'15#!%7:!9=#175##!%6'1;1'15#!'0%'!?%F!570%765!'05!5))161576F`$5&)(&?%765!()! )&51<0'!#F#'5?-! QH$56'5:!(='$='!A1764=:17<!D0%'!)='=&5!'%#+A#B!&5#=4'#!)55:!17!'(BI! .- *560!X5?(!:(6=?57'17<!'05!#657%&1(#/!'05!)17:17<#!()!'05!#657%&1(!'5#'17</!'05!R$&5)5&&5:S! #657%&1(-! K- *05!*%#+!f!*560!X5?(!D144!95!)5:!17'(!*%#+!_!O!E&51<0'!C'=:F!G56(??57:%'1(7#-! C605:=45!A1764=:17<!0(D!:%'%!%;%14%9141'F!?%F!1?$%6'!'05!#605:=45BI! .- *01#!'%#+!1#!#605:=45:!)(&!6(?$45'1(7!9F!f`K.`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!]`K.`.K!'(!95<17!:5;54($17<!#657%&1(#-!
2/67#M#=#@'3,;4&#A&*)1#N3+(BB3%)/&,(%6#
>7!'01#!'%#+!'05!2Q"!*5%?!D144!:5;54($!)17%4!&56(??57:%'1(7#!)(&!'05!>:%0(!)&51<0'!#F#'5?-!!C$561%4! %''57'1(7!D144!95!$%1:!'(!?%+17<!%6'1(7%945!&56(??57:%'1(7#!&54%'5:!'(!E&51<0'!8(41615#/!E=7:17</!

Page 9
Appendix A-87
G5#(=&65#/!%7:!X%7%<5?57'!*((4#-!!*05!'F$5#!()!:%'%!&5V=1&5:!'(!%66(?$41#0!*%#+!_!1764=:5!'05!#(=&65#! )(=7:!17!'05!)(44(D17<!'%945-!
Table 6
Item

Source DEA Team Year Probable Format To Be Secured By
Results from Tasks 4 - 8 See Section 4.0 Inventory of Supporting Documents for additional resources
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`K`.,-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!f`K.`.K-!!*05!%9141'F!'(!'5#'!%7:!;5'!'05!#657%&1(#!?%F!1?$%6'! :%'%!%;%14%9141'F!'(!95<17!'01#!'%#+!(7!'1?5/!9='!41+54F!D144!7('!1?$%6'!'05!)17%4!:541;5&%945!:%'5-!
2/67#!O#=#N/,5#A16&3B#$%D3%&('1#
>7!'01#!'%#+!'05!2Q"!*5%?!D144!5H%?175!'05!5H1#'17<!&%14!#F#'5?!17!>:%0(-!!*05!'F$5#!()!:%'%!&5V=1&5:!'(! %66(?$41#0!*%#+!.P!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!
Table 7
Item

Source DEA Team Year Probable Format To Be Secured By
Build upon Task 5 Data Collected Rail-centric Data Data Collection Plan February 28, 2012
Page 10
Appendix A-88
Probable Format Text File PDF GIS To Be Secured By ITD DEA Team DEA Team
Item Idaho Rail Waybill Data Idaho Rail Statistics
Source STB AAR
Year 2010 2011 2010 or most recent
FRA Rail Crossing Database (includes crossing number, RR, road f class, AADT, signals, day thru, night thru, total trains/day, posted speed, safety info (predicted casualty and fatality rates) Rail Safety Statistics Rail Network (includes location, owners, all track rights, density code, signal system type) FRA FRA
Most recent 2010 or most recent
Text files GIS
DEA Team DEA Team
2%'%!D144!95!=#5:!)(&!'01#!'%#+!17!#5;5&%4!D%F#I! .- *05!C*a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`^`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!,`.\`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!'05!'%#+-!
2/67#!!#=#J/663%;3'#N/,5#A16&3B#J'(K,53#/%)#P%/516,6#
>7!'01#!'%#+!'05!2Q"!*5%?!D144!:5#6&195!%7:!%7%4FN5!5H1#'17<!%7:!6=&&57'4F!$4%775:!&%14!$%##57<5&!#5&;165! (7!"?'&%+@#!Q?$1&5!a=14:5&!&(='5-!!8&($(#%4#!)(&!75D!(&!5H$%7:5:!17'5&61'F!&%14!($5&%'1(7#!17!'05!)='=&5!
Page 11
Appendix A-89
D144!95!:5#6&195:-!!*01#!D144!176(&$(&%'5!17)(&?%'1(7!&5651;5:!)&(?!#'%+50(4:5&#!%7:!>*2-!!*05!'F$5#!()! :%'%!&5V=1&5:!'(!%66(?$41#0!*%#+!..!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!
Table 8
Item

Source Amtrak Amtrak Year Most recent Most recent Most recent Most recent Most recent 2010 Most recent Probable Format Excel Excel Excel Amtrak Amtrak Excel Access or Excel To Be Secured By DEA Team DEA Team DEA Team DEA Team DEA Team DEA Team BSU
On-offs at Sandpoint On-time performance data (Sandpoint and Spokane-bound)
Timetables, frequencies and times of Amtrak day trains 7 & 8 Total riders per train-mile FRA Cost Recovery Ratio Census Data Demographic Data Amtrak Amtrak US Census ITD/Boise State
2%'%!D144!95!=#5:!)(&!'01#!'%#+!17!#5;5&%4!D%F#I! .- >7)(&?%'1(7!$&(:=65:!17!*%#+!..!D144!95!=#5:!'(!%##5##!6=&&57'!$%##57<5&!&%14!#5&;165!%7:! %7'161$%'5!)='=&5!$%##57<5&!#F#'5?!755:#-! K- "756:('%4!17)(&?%'1(7!)&(?!#'%+50(4:5&!17'5&;15D#!%7:!)(6=#!<&(=$#!D144!95!=#5:!'(!1:57'1)F! #F#'5?!1##=5#/!755:#!%7:!($$(&'=71'15#-! ,- W'05&!&545;%7'!#'=:15#`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`^`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!,`.\`.K-!
2/67#!-#=#N/,5#Q33)6#P66366B3%&#
>7!'01#!'%#+!'05!2Q"!*5%?!D144!5;%4=%'5!'05!&%14!#F#'5?!755:#!17!>:%0(-!*05!'F$5#!()!:%'%!&5V=1&5:!'(! %66(?$41#0!*%#+!.K!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!

Page 12
Appendix A-90
Table 9
Item

Source DEA Team DEA Team 2012 MS Word DEA Team Year Probable Format To Be Secured By
Results from Task 10 Rail System Inventory Stakeholder Interview Summaries Rail-centric (conducted as part of this study) Focus Group Summaries Railcentric (conducted as part of this study)
DEA Team
2012
MS Word
DEA Team
DEA Team See Section 4.0 Inventory of Supporting Documents for additional resources
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`?(71'(&!'05!1##=5#@!1?$&(;5?57'! (;5&!'1?5/!%7:!1)!#$561)16!&%14!$&(U56'#!#0(=4:!?(;5!)(&D%&:!'(!%::&5##!'05!1##=5#-! ,- *05!*%#+!.K!*560!X5?(!D144!95!)5:!17'(!*%#+!.^!O!>:%0(!C'%'5!G%14!84%7-! C605:=45!A1764=:17<!0(D!:%'%!%;%14%9141'F!?%F!1?$%6'!'05!#605:=45BI! .- *01#!'%#+!1#!#605:=45:!)(&!6(?$45'1(7!9F!]`K.`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!T`,P`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!'%#+-!
2/67#!R#=#$)3%&,K1#N/,5#J'(S3+&6#
*05!2Q"!*5%?!D144!6(?$145!17)(&?%'1(7!)(&!5%60!$&(U56'!1:57'1)15:!9F!'05!C'55&17<!3(??1''55!%7:!>*2-!! *05!'F$5#!()!:%'%!&5V=1&5:!'(!%66(?$41#0!*%#+!.,!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!

Page 13
Appendix A-91
Table 10
Item

Source DEA Team DEA Team 2012 MS Word DEA Team Year Probable Format To Be Secured By
Results from Task 12 Rail Needs Assessment Stakeholder Interview Summaries Rail-centric (conducted as part of this study) Focus Group Summaries Railcentric (conducted as part of this study)
DEA Team
2012
MS Word
DEA Team
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`K.`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!T`,P`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!'%#+-!!!
2/67#!8#=#N/,5#A16&3B#J3'K('B/%+3#G3&',+6#
*05!2Q"!*5%?!D144!:5;54($!%!#5&15#!()!17:16%'(&#!'(!95<17!'(!?5%#=&5!'05!$5&)(&?%765!()!>:%0(@#!G%14! CF#'5?-!!"&5%#!'0%'!'05!17:16%'(&#!D144!6(;5&!1764=:5!G%14!C5&;165!25?%7:/!G%14!C%)5'F/!CF#'5?!Q))161576F! %7:!CF#'5?!3(7:1'1(7-!*05!'F$5#!()!:%'%!&5V=1&5:!'(!%66(?$41#0!*%#+!.T!1764=:5!'05!#(=&65#!)(=7:!17! '05!)(44(D17<!'%945-!!
Table 11
Item

Source Year Probable Format To Be Secured By

Page 14
Appendix A-92
Probable Format To Be Secured By
Item Results from Task 5 Data Collected Rail-centric Data Results from Task 10 Rail System Inventory Results from Task 11 Passenger Rail System Profile and Analysis State Rail Plans listed in Section 4.0
Source DEA Team DEA Team DEA Team AAR
Year
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`K.`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!T`,P`.K!'(!57#=&5!'1?5!'(!&5;15D!%7:!176(&$(&%'5!17'(!'%#+-!
Page 15
Appendix A-93
,- *01#!17)(&?%'1(7!D144!95!$&5#57'5:!'(!'05!C'55&17<!3(??1''55!)(&!;5''17<!:=&17<!X55'17<!eK-!!!
2/67#!<#=#$%6&,&*&,(%/5#/%)#J(5,+1#/%)#N/,5#@,%/%+,%;#
*05!2Q"!*5%?!D144!!)1&#'!&5#5%&60!%7:!:5#6&195!6=&&57'!&%14!$&(U56'!)=7:17<!#(=&65#!)&(?!4(6%4/!&5<1(7%4/! #'%'5D1:5/!%7:!E5:5&%4!%<57615#/!%#!D544!%#!177(;%'1;5!)17%7617<!%7:!$&(U56'!:541;5&F!'((4#/!:&%D17<! 05%;14F!(7!5H1#'17<!D(&+!`!&5$(&'#!A#(?5!()!D0160!%&5!41#'5:!17!'05!'%945B-!C56(7:/!1'!D144!1:57'1)F!%7:! 5;%4=%'5!&%14!)17%7617<!%4'5&7%'1;5#!17!>:%0(!%7:!1:57'1)F!17#'1'='1(7%4!%7:!$(416F!1?$&(;5?57'#!'0%'! 6(=4:!%1:!17!%6015;17<!>:%0(@#!#0(&'L!%7:!4(7<L'5&?!'&%7#$(&'%'1(7!<(%4#!)(&!'05!&%14!?(:5-!!*05!'F$5#!()! :%'%!&5V=1&5:!'(!%66(?$41#0!*%#+!.\!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!
Table 12
Item

Source DEA TEAM ITD (Phone interview) AAR FHWA (Innovative Project Delivery) AAR 2012 2009 2012 Verbal / MS Word PDF ITD / DEA Team DEA Team Year Probable Format To Be Secured By
Results from Tasks 12,13,14 Summary of existing rail policies / programs in Idaho National Rail Freight Infrastructure Capacity and Investment Study Innovative project delivery tools (PPP and TIF)
PDF / Website DEA Team / MS Word
State Rail Plans listed in Section 4.0
2%'%!D144!95!=#5:!)(&!'01#!'%#+!17!#5;5&%4!D%F#!A1764=:17<!$&(65:=&5#!%7:!%7%4F'16!'((4#!5?$4(F5:!'(! $&(65##!:%'%BI! .- >:%0(!&%14!#F#'5?!755:#!A)&(?!*%#+#!.K/!.,/!%7:!.TB!D144!95!6(?$%&5:!%<%17#'!5H1#'17<!)=7:17<!`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
Page 16
Appendix A-94
,- C=??%&F!X5?(!:(6=?57'17<!'05!&56(??57:5:!)&%?5D(&+!)(&!6(7'17=17<!%6'1(7#/!1764=:17<! 1'5?#!)(&!)='=&5!#'=:F-! T- *05!*%#+!.\!*560!X5?(!D144!95!)5:!17'(!*%#+!.^!O!>:%0(!C'%'5!G%14!84%7-! C605:=45!A1764=:17<!0(D!:%'%!%;%14%9141'F!?%F!1?$%6'!'05!#605:=45BI! .- *01#!'%#+!1#!#605:=45:!)(&!6(?$45'1(7!9F!_`K\`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!f`.`.K-!
2/67#!F#=#N/,5#A3'D,+3#/%)#$%D36&B3%&#J'(;'/B#
>7!'01#!'%#+!'05!2Q"!*5%?!D144!:&%)'!%!&%14!#5&;165!%7:!17;5#'?57'!$&(<&%?!'0%'!6(?$&1#5#!$&1(&1'1N%'1(7! ()!6%$1'%4!$&(U56'#!%7:!#5&;165!1?$&(;5?57'#!'0%'!D144!#=$$(&'!>:%0(!17!?55'17<!1'#!&%14!#F#'5?! (9U56'1;5#-!![5D!$&(U56'#!%#!D544!%#!$&(U56'#!'0%'!%&5!6=&&57'4F!=7:5&D%F!(&!%4&5%:F!$4%775:!9F!&%14! #'%+50(4:5&#!D144!95!1764=:5:!17!'05!17;5#'?57'!$&(<&%?-!!*05!'F$5#!()!:%'%!&5V=1&5:!'(!%66(?$41#0!*%#+! .]!1764=:5!'05!#(=&65#!)(=7:!17!'05!)(44(D17<!'%945-!
Table 13
Item

Source DEA Team DEA Team DEA Team DEA Team 2012 2012 2010 MS Word MS Word MS Word DEA Team DEA Team DEA Team Year Probable Format To Be Secured By
Results from Task 9 Freight Study Recommendations Results from Task 14 Rail Needs Assessment Build upon Task 15 Data Collected Stakeholder Interview Summaries (conducted as part of this study)
Focus Group Summaries (conducted DEA Team as part of this study) Stakeholder Interview Summaries DEA Team
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

Page 17
Appendix A-95
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`K]`.K-! K- >7)(&?%'1(7!?=#'!95!#56=&5:!9F!f`K.`.K-! !
R"#./&/#A*BB/'1#
*01#!#56'1(7!()!'05!2%'%!3(4456'1(7!84%7!$&(;1:5#!%!'%945!#=??%&1N17<!%44!:%'%!755:#!17!%7!5%#F!'(!=#5! )(&?!)(&!6(4456'1(7!'&%6+17<-!!*01#!'%945!1#!(&<%71N5:!9F!%4$0%95'16%44F!9F!1'5?!%7:!<&(=$5:!9F!:%'%!'(!95! 6(4456'5:!9F!'05!2Q"!*5%?!(&!>*2-!!*01#!)(&?!?%F!95!=#5:!'(!57#=&5!%44!7565##%&F!:%'%!1#!(9'%175:!)(&! '01#!#'=:F-!!
Table 14
Item
Summary of Data Requirements

For use in Task (s) 5 Source Probable Format GIS files Excel or Word GIS files Excel Access or Excel GIS files Access or Excel MS Word Amtrak To Be Secured By ITD DEA Team ITD DEA Team DEA Team ITD ITD DEA Team DEA Team Page 18
Appendix A-96
Data Secured (Y/N)
ADT and Truck ADT All Highways
ITD BTS, FHWA ITD US Census Boise State ITD Boise State DEA Amtrak
Air Cargo Commodities, Volumes (existing 5 and expected future) Bridge Location and Condition Census Data Demographic Data Designated Truck Network and LCV or heavy haul network Econometric Forecasts Focus Group Summaries (conducted as part of this study) FRA Cost Recovery Ratio Data Collection Plan February 28, 2012
7 5, 11 5, 10,11 5 5 4, 6, 8, 12,13 11
Item For use in Task (s) 5, 10 5 7 5 Source Probable Format Access and GIS Files Access or Excel To Be Secured By DEA Team ITD Data Secured (Y/N)
Freight Analysis Framework (FAF3) Goods Dependent Industry Data Idaho Crash Data Idaho Employment Data (including specifics for Truck, Rail, Marine and Aviation Industries) Idaho Freight Summit Summary (conducted as part of this study) Idaho Highway Network Idaho Intermodal Network (point file including airports, water ports and intermodal facility locations) Idaho Rail Network Idaho Rail Statistics Idaho Rail Waybill Data Innovative project delivery tools (PPP and TIF) Intermodal Rail Volumes, Commodities (existing and expected future) Literature Review Marine Port Commodities, Volumes (existing and expected future) Motor Carrier and Freight Legislation, current & proposed (including REDIFIT program rules, Motor Carrier Statutes and Administrative Rules) Motor Carrier Permits and Port of Entry Policies (Idaho Transportation Board, IDAPA, adjacent state policies, including REDIFIT program rules, motor carrier statutes and administrative rules) National Rail Freight Infrastructure Capacity and Investment Study On-offs at Sandpoint
FHWA Boise State ITD or Idaho State Police Boise State
Excel and/or GIS ITD Access or Excel ITD
4 5 5, 10
DEA ITD ITD
MS Word GIS files GIS files
DEA Team ITD ITD
5, 10 10 10 15 5, 10 ALL 5 6,
FRA, ITD AAR STB FHWA AAR, BTS, FHWA various BTS, FHWA ID, WA, MT, UT, OR
GIS files PDF Text File PDF / Website / MS Word PDF PDF, website, MS Word PDF
ITD DEA Team ITD DEA Team DEA Team DEA DEA Team
PDF/Website/MS DEA Team Word
ITD, WADOT, MDT, UDOT, ODOT
PDF/Website/MS DEA Team Word
15 11
AAR Amtrak
MS Word Excel
DEA Team DEA Team

Page 19
Appendix A-97
Item For use in Task (s) Source Probable Format Excel GIS files To Be Secured By DEA Team ITD Data Secured (Y/N)
On-time performance data (Sandpoint and 11 Spokane-bound) Pavement Condition on Major Corridors 7 5, 10 Port of Entry Data (commercial vehicle data including number, sizes, weights and citations) 5,10 Port of Entry Data (commodities transported at each POE, overlegal permit data by route, motor carrier fee revenues) Port of Entry and Freight Legislation , Current and Proposed (including REDIFIT program rules, Motor Carrier Statutes and Administrative Rules) 6, 15
Amtrak ITD Idaho Port of Entry
Access, Excel or DEA Team PDF
Motor Carrier
Access, Excel or DEA Team PDF
ITD, WADOT, MDT, UDOT, ODOT, CDOT
DEA
Rail Crossing Database (includes crossing 10 number, RR, road f class, AADT, signals, day thru, night thru, total trains/day, posted speed, safety info (predicted casualty and fatality rates) Rail Network (includes location, owners, all track rights, density code, signal system type) Rail Safety Statistics Speed and Congestion Data - All Highways Stakeholder Interview Summaries 5, 10
FRA
GIS
DEA Team
FRA
GIS
DEA Team
10 7, 14 4, 6, 8, 12, 13, 14, 16 4, 6, 8, 12, 13, 14, 16 14, 15 4 15 11 11
FRA ITD DEA for ITD (2010) DEA
Text files GIS files MS Word
DEA Team ITD DEA Team
Stakeholder Interview Summaries (conducted as part of this study) State Rail Plans listed in Section 4.0 Steering Committee Summaries (conducted as part of this study) Summary of existing rail policies / programs in Idaho Timetables, frequencies and times of day trains 7 & 8 Total riders per train-mile Data Collection Plan February 28, 2012
MS Word PDF
DEA Team DEA Team DEA Team DEA Team/ITD DEA Team DEA Team Page 20
Appendix A-98
DEA ITD (Phone interview) Amtrak Amtrak
MS Word Verbal / MS Word Excel Amtrak
Item For use in Task (s) 5,10 7 6, 15 Source Probable Format Access, Excel, PDF PDF Tables PDF To Be Secured By DEA DEA Team DEA Team Data Secured (Y/N)
Transporter Data Truck Crash Statistics Western States Transportation Alliance Policies and Interstate Agreements
BTS FMSCA WSTA
8"#C&43'#A*HH('&,%;#.(+*B3%&6#
>7!%::1'1(7!'(!&%D!:%'%!6(4456'1(7!(='4175:!17!C56'1(7#!K-P!%7:!,-P/!'05!)(44(D17<!'%945!$&(;1:5#!%7! (;5&;15D!()!:(6=?57'#!6(7#1:5&5:!&545;%7'!)(&!&5)5&5765!17!'01#!#'=:F-!!"#!7('5:!17!'05!'%945/!'05#5! :(6=?57'#!D144!95!51'05&!95!#56=&5:!9F!>*2!(&!9F!'05!2Q"!*5%?-!
Table 15
Idaho
Inventory of Supporting Documents

Source ITD ITD Port of Lewiston ITD Compass Idaho Various ITD To Be Secured By ITD ITD DEA Team ITD DEA Team DEA Team DEA Team DEA Team
Document Name Idaho Long Range Plan Idaho Airport Systems Plan Port of Lewiston Five-Year Strategic Plan Idaho Rail Plan REDIFIT Feasibility Study for Boise Valley Railroad Transload Facility Treasure VALLEY Truck Freight Travel Survey Local plans related to freight mobility (to be identified) Idaho rail funding program information Regional/National Inland Pacific Hub Study National Rail Plan CANAMEX Corridor Plan AAR National Rail Freight Infrastructure Capacity and Investment Study Amtrak North Coast Hiawatha Route Feasibility Study MT Statewide Rail Plan
DEA Team FRA DEA Team DEA Team AAR Amtrak MTDOT DEA Team DEA Team DEA Team

Page 21
Appendix A-99
Document Name OR Statewide Rail Plan Statewide Freight Plan Passenger Rail Funding Alternatives Study UT Statewide Rail Plan WA Statewide Rail Plan Statewide Freight Plan WY Statewide Rail Plan OTHER WYDOT DEA Team DEA Team WADOT WADOT DEA Team DEA Team UTDOT DEA Team ORDOT ORDOT ORDOT DEA Team DEA Team DEA Team Source To Be Secured By
As Identified in the Literature Review (see Task 4)
b$!'(!K\!'%&<5'5:!#'%+50(4:5&!17'5&;15D#!D144!95!6(7:=6'5:/!1764=:17<!'05!41#'!()!17:1;1:=%4#!1:57'1)15:!17! '05!)(44(D17<!'%945-!
Table 16
Stakeholder Interviews
Perspective Beets Fruit Dairy Beef Feed Hay Grains Grocer Manufacturing Retailers Recycling Natural Resources Trucking Air Warehousing Rail, short lines State Police FHWA FRA Date Conducted
Agriculture
Other Users
Operators
Agencies

Page 22
Appendix A-100
Maritime Environmental/Community concerns Economic
Issue Related
>7!%::1'1(7/!'05!)(44(D17<!56(7(?16!:5;54($?57'!#'%+50(4:5&#!17!D5&5!KP.P!%#!$%&'!()!>*2@#!g(7<!G%7<5! *&%7#$(&'%'1(7!84%7/!!"#$%&'%()*%+,-*./!17!(&:5&!'(!=7:5&#'%7:!'05!56(7(?16!:5;54($?57'! 6(??=71'F@#!$5&65$'1(7!()!'05!417+!95'D557!'&%7#$(&'%'1(7!%7:!'05!56(7(?F-!!*05#5!17'5&;15D#!D1'0! #'%+50(4:5&#!0%;17<!6(??5&65!%7:!56(7(?16!17'5&5#'#!17!>:%0(!D144!%4#(!95!6(7#1:5&5:!%#!$%&'!()!'01#! #'=:F-!
Table 17
Previous Stakeholder Interviews

Name Alivia Body Steve Griffitts Mike Sloan Vince Rinaldi William Jhung Karl Dye Jim Kackamn John Austin Patty Shea, Avista John Goedde Patty Perry Kathryn Tacke Dave Doeringsfeld Deb Smith Otto Welch Anne McCormick Jim Hogge Janell Hyer Ray Stark Jan Roeser Jan Rogers Date Conducted 03/16/10 04/06/10 03/11/10 04/08/10 04/06/10 04/12/10 04/08/10 04/06/10 04/07/10 04/07/10 04/14/10 03/31/10 04/13/10 04/08/10 04/08/10 05/12/10 04/08/10 04/15/10 04/08/10 03/31/10 04/08/10 Area of Interest Economic - District 1 Economic - District 1 Economic - District 1 Economic -District 1 Economic - District 1 Economic - District 1 Economic - District 1 Economic - District 1 Economic - District 1 Economic -District 1 Economic -District 1 Economic - District 2 Economic - District 2 Economic -District 2 Economic - District 2 Economic - District 2 Economic - District 3 Economic -District 3 Economic - District 3 Economic -District 4 Economic - District 4
Agency/Company Dept of Labor Panhandle Region Jobs Plus Boundary County EDC Silver Valley EDC NIC Small Business Development Center Bonner County EDC CDA Tribe Panhandle Area Council Inland NW Partners Inland Pacific Hub Kootenai Tribe Department of Labor North Central Region Port of Lewiston Clearwater EDA Swift Transportation Nez Perce Tribe Boise State University Idaho Department of Labor SW Regional Economist Boise Chamber of Commerce Idaho Department of Labor South Central Regional Economist Southern Idaho Economic Development Organization

Page 23
Appendix A-101
Agency/Company Idaho Department of Labor Southeastern and East Central Regional Economist 4 County Alliance of Southeastern Idaho Regional Development Alliance, Idaho Falls Custer Economic Development Association, Challis (R6) Name Tanya Alabain Kathy Ray Tim Solomon Jolie Turek Date Conducted 04/05/10 04/08/10 04/08/10 04/08/10 Area of Interest Economic - District 5 Economic -District 5 Economic - District 6 Economic - District 5 & 6

Page 24
Appendix A-102
June 14, 2012
Idaho Freight Study and Rail Plan Update

Steering Committee Meeting
PARTICIPANTS Steering Committee Members John Anderson, McCall Municipal Airport Travis Blacker, Idaho Growers Shippers Association Erika Bowen, ITD Highway Planning and Program Management David Doeringsfeld, Lewiston Port Authority Kathy Fowers, Idaho Trucking Association Winston Inouye, Idaho Policy Advisors/ Mini-Cassia Commerce Authority Bill Ince, Union Pacific Railroad Patrick Kole, Idaho Potato Commission Joe Leckie, Idaho Public Utilities Commission Rick Naerebout, representing Bob Naerebout, Idaho Dairymens Association Dave Player, representing Jerry Whitehead, Idaho Transportation Board Wyatt Prescott, Idaho Cattle Association Deb Smith, Clearwater Economic Development John Watts, representing John Brown, Watco Companies Colleen Weatherford, BNSF Railroad Ex Officio Randy Rogers, US Maritime Administration Project Management Team Scott Frey, Federal Highways Administration - Idaho Carleen Herring, Region IV Development Association Laura Johnson, Idaho State Department of Agriculture Melissa Kaplan, Idaho Transportation Department Division of Aeronautics Daniel Kuhn, Utah Department of Transportation Reggie Phipps, Idaho Transportation Department Greg Seibert, Idaho Department of Commerce Ted Vanegas, Idaho Transportation Department Division of Transportation Performance Project Team Maureen Gresham, Program Manager, Idaho Transportation Department Kevin Jeffers, Project Manager, David Evans and Associates Marsha Bracke, Facilitator and Public Involvement, Bracke and Associates, Inc. Support Personnel Stephanie Latimer, Bracke and Associates, Inc. MEETING SUMMARY The Steering Committee meet on Thursday, June 14, 2012 to accomplish the following meeting objectives:
Appendix A-103
1. 2. 3. 4. 5.
Understand the purpose and scope of the project Understand the freight system as it exists today Identify the desired future for the freight system and how to measure success Understand the rail freight and passenger rail system as it exists today Provide additional inputs into the content of a rail needs assessment
Attachments to this Summary include: A. B. C. D. E. The Agenda Flip Chart Transcript Gresham PowerPoint - Project Purpose, Scope and Discussion Questions Steering Committee Inputs June 14, 2012 - Additional Issues and Opportunities Draft Freight Vision and Goals
Objective 1: Understand the Purpose and Scope of Project The facilitator kicked off the meeting with introductions and a review of the Steering Committee roles and responsibilities, per the Charter the group generated at the March 1, 2012 meeting. Given questions posed at the end of the last meeting and an expression by some of feeling overwhelmed, Maureen Gresham, ITD provided another overview of the purpose and scope of this project (See Attachment C - Gresham PowerPoint). She discussed ITD's intent to finish the Freight Study by November in order to inform discussion with legislators - but reminded the group that the plan belongs to the stakeholders; if they need to continue on and to work on more iterations, she is receptive and willing. This first study she sees as just a first step in starting the process of planning for freight movement on a statewide basis in Idaho. Maureen closed her presentation with three questions around which she conducted a discussion with the group. The facilitator recorded questions and responses on flip chart notes, which are transcribed and included as Attachment B to this summary. The following provides the three questions and a summary of the group's response.
1.
What is the one thing you want to get out of this effort? The Steering Committee seeks to produce something that propels the state toward a better infrastructure, identifying a few specific things they can do to get there.
2.
How much time are you willing to give the effort outside of the Steering Committee meetings? Participants expressed a mixed reaction to this question, some indicating they would do what they need to represent their interests, others indicating a need to reach out to othersemphasizing the importance of the regional meetings, and others identifying the integration of the Freight Study Vision and Goals into their respective operations as a key implementation activity.
3.
What is your biggest concern about the scope of the project? The biggest concerns participants articulated about the scope of the project included: Data - the need for more data, having data that can talk together, data integrity, the methodology of collecting and reporting data, and finding a balance between spending all the
Appendix A-104
project time looking for data and knowing when some shape needs to be given to the state's Freight Study and Rail Plan Update with the data that is available. The differences between public and private operations - the influence of decisions respective to profitability, confidentiality of data and other related distinctions. Securing broad public input - specific questions were asked about securing County involvement and an appreciation for regional forums Maureen has already scheduled to secure that broader engagement.
Objective 2: Understand the freight system as it exists today A Draft Freight Study Overview and a Draft Freight System Issues and Opportunities Report was distributed to Steering Committee members in the week prior to the meeting, as was a copy of 50-slide PowerPoint presentation designed to distill that information (go to http://itd.idaho.gov/freight/freightstudy.html for copies of referenced materials). Steering Committee members were asked to review that material prior to the meeting. Kevin Jeffers, DEA Project Manager, provided a shorter PowerPoint presentation and overview of the two documents. The purpose of the discussion was to generate a shared understanding of the system as a whole as it is understood to date, and to respond to specific questions in order to help complete the two documents. Those questions and a summary of the ensuing discussion follow. The facilitator maintained a record of the responses to the question on flip charts, which have been transcribed and are included in Attachment B for further reference. 1. Given our data limitations, how could we supplement those limitations as we move forward? A number of specific suggestions for places to go for data were identified, although Kevin indicated that some of those have been requested already, to no avail. There was concern about the integrity of and the availability of data from private sources. The Department of Agriculture was identified as a key data source. Other suggestions included sitting down with the different providers of data and discussing it together to get a shared understanding of what it means, knowing that not all data is equal or crosswalks effectively. Some suggested some corrections to texisting data, and others asked at what point progress needed to occur regardless of the range of data available. Generating an effective methodology for collecting and using data across sectors and systems was discussed as a potential long-term goal. 2. Are there additional issues and opportunities (gaps) that havent been identified? What are they? The group ran out of time to discuss additional issues and opportunities collectively, but they did have available to them the Idaho Freight Summit Inputs, grouped by theme, January 20, 2012 (also provided at the March 1). They were asked to document on paper on an individual basis the issues and opportunities or gaps they could see that were not already documented in the Freight Summit paper or the Draft Freight Issues and Opportunities document. Those suggestions have been transcribed verbatim and are included as Attachment D for further consideration and use as appropriate. There was also an individual request to refer to "multi-modal" facilities rather than "inter-modal" facilities in the presentation, reports and meeting documentation. Objective 3: Identify the desired future for the freight system and how to measure success The facilitator reviewed with the group the freight system vision and goals as developed in response to input the Steering Committee provided at its March 1, 2012 meeting. The vision and goals are included as Attachment E. Maureen Gresham reported that she had been sharing this material as a draft with primarily public but some private stakeholders around the state, and that to date it has been well received, and specifically so the Vision.
Appendix A-105
Given that the consultant will be asked to develop scenarios for what the freight system will look like in the future, the Steering Committee was asked to provide some detail around each of the three goals so that the consultant would have a sense of what the Steering Committee thinks the environment would look like when these goals are realized. By way of reference material, the group had a copy of the Idaho Freight Summit Inputs, Grouped by Theme, January 20, 2012, in addition to the draft reports just discussed. Committee members were asked to consider and reflect on the inputs in those documents as they participated in the exercise. The Steering Committee did seek a better understanding of the scenarios and how their input will be used to inform them. They moved forward with the process still with questions about what the scenarios were intended to do and look like, and some with questions about what the final product will look like that they are working to build. The Steering Committee divided into three groups, with the facilitator working to ensure as much diversity within the three different groups as possible. Each group took one goal and set of characteristics that helped generate that goal, and responded to the following discussion questions: 1. What does the freight system physically look like having achieved this goal? 2. What specific action must be taken in order to get achieve it? The Project Management Team participants took the entire set of vision and goals, and studied and came back with suggestions respective to system-wide performance measures that might indicate progress toward achieving the goals. Summarily, participants returned with the following draft recommendations: Goal 1: Idaho's freight system features seamless, modal connectivity while maintaining safety and efficiency. This group envisioned the realization of this goal as: Increased weight limit on trucks (interstate, intrastate, north/south and long/short haul) North/South route through Idaho Rail transload facilities featuring double tracks and public/private partnerships Improvements to bridges and highways, including passing lanes Goal 2: Idahos freight system features effective partnerships to leverage resources and opportunities. This group envisioned the realization of this goal as: A non-profit broker available to manufacturers and producers to facilitate their transportation shipments, working with trucks, rail, planes, port, etc. (like UPS/FedEx for freight) - In this scenario, the manufacturer and the producer are the customer. They are not required to use the broker. - Sometimes the issue is "information," and a broker can help with that. Goal 3: Idaho strategically invests in its freight system infrastructure while maximizing existing capacity. This group envisioned this goal as series of steps, to include: Educate the public Identify freight projects and prioritize Educate the decision-makers (legislators) Find state and federal funding Consolidate, coordinate and achieve some consistency across highway districts Generate a defined program of projects and funding strategies
Appendix A-106
Respective to potential performance measures, the group came back with the following suggestions by Goal: Goal #1 Border crossing time Warehouse square footage Volume of freight in, out and thru (?) Jobs related to transportation Travel time/safety metrics Cost/ton/mile
Goal #2 Effective partnerships (is not a goal, is a strategy for accomplishing Goal #1) Goal #3 Strategic investments Miles of system Number of terminals Money spent Condition Ultimately, the group looking at performance measures proposed that the first goal was really an ultimate goal of the freight system, and the second "goals" could really be articulated as strategies to achieve the goal. Because of mixed feelings among the group as to whether goals 2 and 3 should be maintained as goals or strategies, Maureen Gresham took an action to work with the Project Management Team to generate a proposed solution. Participants provided feedback to the proposals, some challenging suggestions based on the barriers associated with achieving them, and some embracing concepts (such as the freight broker) as innovative and helpful ideas. The facilitator recorded feedback on flip charts, and those notes have been transcribed and are included in Attachment B- Flip Chart Notes. The suggestions made by the group by goal, and the feedback generated through the discussion, will be resource material to the consulting team as its develops system scenarios for Steering Committee review and consideration. Objective 4: Understand the rail freight and passenger rail system as it exists today A Draft Freight Rail Inventory and Passenger Rail System Profile and Analysis was distributed to Steering Committee members in the week prior to the meeting, as was a PowerPoint presentation designed to distill that information (go to http://itd.idaho.gov/freight/freightstudy.html for copies of referenced materials). Steering Committee members were asked to review that material prior to the meeting. Kevin Jeffers, DEA Project Manager, provided a shorter PowerPoint presentation and overview of the two documents during the meeting. The purpose of the discussion was to generate a shared understanding of the rail freight and passenger rail system as it exists today, and to identify additional information and data that the group considered important to completing the two documents. The facilitator posted the following two specific questions for which the project team sought answers: 1. What else do you need to see as part of a rail needs assessment? 2. What other data should we secure and where might we find it?
Appendix A-107
In response, participants suggested more detailed railroad accident fatality data, identification of used and unused rail sidings , and a discussion about rail upgrades and highway alignment. Ultimately, all participants in the group took an action to provide specific responses to these two questions to Maureen by June 28th 2910. Parking Lot During the course of the day the group submitted the following three items, which were addressed as indicated, to the Parking Lot. 1. Improvement to rail infrastructure. This item, and specific details yet to be provided, remains in the Parking Lot for future consideration as the Rail Plan is developed. 2. What is driving the plan? It was suggested that those who produce and need deliver the commodities are the real customer, and the freight system itself is a tool to make that happen. This item and more discussion around it as a premise for the plan remains in the Parking Lot for future consideration as the Freight Study and Rail Plan update is developed. Evaluation Steering Committee and Project Management Team members completed written evaluation forms, which were collected and transcribed by the facilitator and are available upon request. Summarily, participants still found themselves overwhelmed with the scope of the project, appreciated meeting process to keep the discussion on track, and made specific suggestions regarding effective communication. Action Items 1. Maureen will meet with the Project Manage Team to discuss goals and scenarios per the Steering Committee discussion. 2. All participants will provide comments to Maureen by June 28 in response to the questions regarding needs of the Rail system and analysis.
Appendix A-108
Steering Committee Meeting Thursday, June 14, 2012 10:30 a.m. 5:00 p.m.

The group will have a working lunch on site, hosted by the Idaho Transprotation Department
Objectives 1. 2. 3. 4. 5. 6. TIME
AGENDA
ITD Aeronautics Office 3483 Rickenbacker St. Boise, ID
Understand the purpose and scope of the project Understand the freight system as it exists today Identify the desired future for the freight system and how to measure success Describe what the environment might look like in that desired future Understand the freight and passenger rail system as it exists today Identify the desired future for the freight and passenger rail system and how to measure success TOPIC MEETING START AND PROCESS OVERVIEW INTRODUCTIONS Marsha Bracke, Bracke & Associates, Inc. Facilitator Recap since last meeting REFERENCE MATERIALS Agenda Contact Lists: Steering Committee and Project Team March 1 2012 Steering Committee Meeting Summary Final PIP Final Charter Discussion Questions What is the one thing you want to get out of this effort? How much time are you willing to give the effort outside of the Steering Committee meeting? What is your biggest concern about the scope of the process? Project Visual Freight System Overview Freight Mobility Issues and Opportunities Issues and Opportunities Discussion Questions Given our data limitations (reference slide 9), how could we supplement those limitations as we move forward? Are there additional issues and opportunities (gaps) that havent been identified? What are they? OBJ
10:30 a.m.
Understand the purpose and scope of the project

10:50 a.m.
Maureen Gresham, ITD Division of Transportation Performance Marsha Bracke, Bracke and Associates, Facilitator
20 minute discussion
Understand Today's Freight System

11:10 a.m.
Kevin Jeffers, David Evans and Associates, Inc., Project Manager: Idaho Freight Study and Rail Plan Update Presentation and Facilitated Discussion
12:30 p.m.
WORKING LUNCH (Materials Review) Provided by ITD
1:15 p.m.
Describe the desired future for Idaho's Freight System

Facilitated Discussion
Draft Freight Vision and Goals
Appendix A-109
2:45 p.m.
Understand Today's Rail Freight/Passenger System
BREAK
3:00 p.m.
Kevin Jeffers, David Evans and Associates, Inc., Project Manager: Idaho Freight Study and Rail Plan Update Presentation and Facilitated Discussion
Rail System Overview Passenger Rail System Profile and Analysis Rail Needs Assessment Discussion Questions What else do you need to see as part of a rail needs assessment? What other data should we secure and where might we find it?
3:45 p.m.
Describe the desired future for Idaho's Rail Freight/Passenger System

Facilitated Discussion Wrap Up and Next Steps Review and confirm meeting schedule and objectives ADJOURN
4:30 p.m. 5:00 p.m.
Proposed Meeting Schedule/Objectives: August 22, 2012 Overall Freight 1. Review Project Teams scenario testing results 2. Recommend preferred scenarios 3. Recommend policy-level initiatives and future management tools that may enhance freight mobility 4. Recommend short and long-term strategies 5. Test inputs via vision, goals, objectives Rail: Freight and Passenger 6. Review, discuss and recommend Proposed policy changes Proposed projects and screening criteria Project impact analysis 7. Test inputs via vision, goals, objectives September 25, 2012 Overall Freight 1. Review, discuss and provide input regarding: Freight policies, funding, resources and management tools Action plan and strategy recommendations Preliminary Draft Freight Study document Rail: Freight and Passenger 2. Review, discuss and provide input regarding: Institutional and policy changes Project prioritization and implementation schedule Review and confirm public comment process Preliminary Rail Freight and Passenger Rail document
Appendix A-110
ATTACHMENT B Flip Chart Transcripts June 14, 2012 FEEDBACK: WHERE TO GO FROM HERE? Italics indicate Maureen's response What is the one thing you want to get out of this effort? How can I help you? What program can accomplish? Better infrastructure to get products to market Practical, effective way to collect ideas and generate implementable plan Better understanding of freight Movement Intent- implementation 2-3 critical action items to facilitate freight movement Study with ITD top priorities Identify general or specific corridors (inform ITD corridor planning) How much time are you willing to give the effort outside of the Steering Committee Meeting? Not necessarily about time about integrating As much as I need to represent our interests Important project reaching out to others need to hear from them Regional meetings good opportunity Opportunity to be proactive What is your biggest concern about the scope of the process? To get meaningful useful product Data Talk about today/vet with this group/homework Methodology of collecting and reporting Dont know what it looks like when its close how to determine if its good or not Will talk today about your desired conditions Process: where now/going/how? Varied level of detail Getting there How address needs at County level? Regional Freight Forums Focus groups Summit need shared vision Feasibility and implementation on private facilities funding implications Your plan Private and public infrastructure affects data/confusion Issue of profitability This group can discuss/address Regardless, government has a great impact Right process, right group, first step Wont resolve everything right entities
Appendix A-111
FEEDBACK: ISSUES AND OPPORTUNITIES Given our data limitations (reference slide 9), how could we supplement those limitations as we move forward? Ask BNSF have 2011 data Sources related to potato availability American Trucking Association Compare re Idaho Kathy will ask WATCO provide short line data Review Class 3? Is it captured? Separate and understand what you have from various sources Sit down together to sift through/understand hand off Are we counting pass thru? POC info aggregated Department of Ag- Dairy and other before first UPRR 2011 available ask Air Carrier Airports should have good data by carrier There are the specific areas where data doesnt provide adequate information? Then where do we go? How much do we need to achieve on broader goals? Does the status of the data have to be an impediment? Trace back requirements on products will help with data issue of propriety Federal not as up to date as Idaho Is 2011 reflective? (depends on community) Should we consider a broader range of dates? Port data/including Washington ports/lower granite pool Data helps us answer specific questions Strategic needs for data to inform next iteration standard State Association Industry Product Be cognitive of connectivity among systems/states to inform decisions Exports Department of Ag data differs overview data consult Be careful about rail and truck data Couched to their agenda Look at how they go where they go Have to look outside the state How system works strategic decision Data will help inform MEASURING GOALS Goal #1 Increase weight limit on trucks interstate and intrastate, north/south, long haul/short haul Rail have transload facilities, double tracks, public/private partnership Bridge/highway improvements passing lanes Goal #2 Manufacturer and producer work with nonprofit entity to serve as broker get work done
Appendix A: Public Involvement Documentation April 10, 2013 Appendix A-112
Idaho freight brokerage-ship work with trucks, planes, port, etc (FedEx, UPS) Manufacturer and producer are customer Information
Goal #3 Education of public Identify freight projects, prioritize Education the decision makers (legislators) Finding the means for funding state/federal Consolidation, consistency, coordination of highway districts Defined program of projects and funding strategies FEEDBACK Good, important ideas but bigger piece at play, how to pull together in profit driving economy Plan help define landscape to take good ideas to inform policy that helps the public section Dont know that these descriptions functionally hit the road Optimistic, but how do I take all this and use it? Competing agendas Give an honest view of landscape so we all know how we fit in? Take these items and turn them into action/functionality policy Re brokerage/info system F-way can help consumers info system Dont see a role for government other than money and priority decisions; no enforcement/safety maybe we dont want that See benefit of clearinghouse dont reinvent where use cooperative structure Maintain the competitive/independent nature ITD finance/kick off cooperative Bring volume and logistics together If increase rail infrastructure, impacts safety at rail crossings Consider cost of life factor on rail crossings Impressed by cooperation, i.e.: increase weight limits Not necessarily agree that #2 and #3 are not measurable they are strategies, not goals. What do you think? Goal 3 Action #1: Educating the public lots of money New/consistent truck weights and impacts on bridge/highways working together to accomplish Feds effect truck weights Get obstacles out of the way (like lesser government) Clear obstacles through this process Important goal collaboration/partnership private/state partnerships understand needs and deliver Education - understand current system, implications, cost Cooperation of entities good for Idaho and potential legislation go together Education take advantage of every opportunity Long run better for everyone Intrigued with freight cooperate (an option, a tool) Exercise illuminates challenges for committee many ideas/complex issue Long iterative process
Appendix A-113
Keep at it Idaho not taking advantage with geographic location great location Need to connect infrastructure (cost) with economic development (value) necessary Need for existing companies and potential new ones where we are and where we are going How do we finalize goals want it to be orderly need to define better Encourage different stakeholders to look at larger picture from high level Healthy Idaho will benefit all (UT, OR, WA, US) Any thing you do that makes things work better is good Youve done a great job of identifying issues and questions to address Inbound emphasis facilitate inbound cooperative? Economy of scale
RAIL NEEDS DISCUSSION QUESTIONS More detailed RR accident fatality data Rail sidings currently unused? Industrial uses? Spurs into industrial properties RR upgrades and highway alignment/risk of derailment ACTION ITEMS 1. Maureen Meet with PMT, goals/scenarios with SC 2. RRs provide specific responses to RR questions 3. Provide comments to Maureen by June 28th PARKING LOT 4. Improvement to rail infrastructure 5. What is driving? Commodities
Appendix A-114
6/21/2012
Freight Study and Rail Plan Overview

IDAHO SENATE TRANSPORTATION COMMITTEE MARCH 15, 2012
What is the Rail Plan?

Systems level analysis of infrastructure Action plan with specific projects, responsible
parties, cost estimates

Complies with Idaho State Code and the Passenger
Rail Investment and Improvement Act of 2008 (PRIIA)
What is the Freight Study?

High level analysis of freight m movement in, out
Connection Between Two Efforts

Strategic Plan
Improve Mobility
and throughout Idaho Identification of key trends, barriers, implications Framework for future investments

Freight Study
Vision, Performance Measures, Preferred Scenario Policies, Coordination Mechanisms, Programs
System Plans Policy, programs, policy
Freight Related System/Infrastructure Plans

Rail Plan Update Airport Systems Plan Port of Lewiston Strategic Plan Highway Corridor Plans
Improve Safety
Increase Economic Opportunity
Freight Steering Committee June 14, 2012 Page 13
6/21/2012
Where do we go from here?

What is the one thing you want to get out of this
effort?
How much time are you willing to give the effort
outside of the Steering Committee meeting?

What is your biggest concern about the scope of the
process?
Freight Steering Committee June 14, 2012 Page 14
ATTACHMENT D Steering Committee Inputs June 14, 2012 - Additional Issues and Opportunities Deeper look at rail infrastructure needs/conditions More emphasis on the meta-analysis; the gentlemen from UDOT talked about this How we interact with surrounding states and the nation (big picture) Everyone is always quick to say that inter-modal is the answer to everything. I know that a study has been done that has said that the Treasure Valley was the best location for something like this. However, we need to find out if any rail provider is even interested in doing this first Inter-modal programs have been successful, but the risk associated with starting them is huge and Im sure rail will not do anything without firm commitments from the industry. The majority of the conversation today focused on data. A brainstorming discussion on specific opportunities for each mode of transportation may help to prioritize issues/opportunities Given what the USDOT gentlemen said makes me more concerned of the November 2012 deadline. Need to have the consultant work closely with organizations to gather [?] policies. Seems like a daunting task. Maybe initial system should be prioritized with data at the forefront. I would like to know more about the regulatory systems for the Highway networks not managed by ITD. All the Highway Districts? How create? What is takes to change them and their jurisdiction? Add a short summary of intermodal commerce authorities in Idaho Rail logistics recognizing how freight movies unit trains, etc. What are the best opportunities that Idaho has to plug into the western U.S. transit system and how do we make that happen? Address pass through traffic of freight differently/separately from freight that Os or Ds in Idaho Address/clarify that Federal weight limits apply only on the Interstate Discuss/explain National Truck Network in Idaho and how it affects/relates to freight in Idaho Discuss/explain Idahos permitting process for freight in Idaho (Highway) We need a process by which ITDs program development can reflect freight interests/needs in the identification and prioritization of projects Identify Idahos 129k Pilot network (a map and description).
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ATTACHMENT E Draft Freight System Vision and Goals, June 14, 2012 Freight System Vision and Goals Goals are intended to be broad, the objectives will be specific and measurable. Characteristics provided in italics are intended to help describe the inputs and features provided by stakeholders to date that inform the development of this goal statement.
Freight powers Idahos Economy Goal 1: Idahos freight system features seamless, modal connectivity while maintaining safety and efficiency. Flexible Continuity Multi-Modal Accessibility Safety Efficiency Technology
Goal 2: Idahos freight system features effective partnerships to leverage resources and opportunities. Collaboration Information Platform for communication Partnerships Cross-modal collaboration Private/public Regulation
Goal 3: Idaho strategically invests in its freight system infrastructure while maximizing existing capacity. Funding Maximizes existing resources Research and data Accountability Measurements Prioritization Sustainability
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September 19, 2012

Steering Committee Meeting
PARTICIPANTS Steering Committee Members John Anderson, T-O Engineers Erika Bowen, ITD Highway Planning and Program Management John Brown, WATCO David Doeringsfeld, Lewiston Port Authority Kathy Fowers, Idaho Trucking Association Sandy Lindstrom, representing Dan Harbeke, Union Pacific Railroad Winston Inouye, Idaho Policy Advisors/Mini-Cassia Commerce Authority Joe Leckie, Idaho Public Utilities Commission Rick Naerebout, representing Bob Naerebout, Idaho Dairymens Association Dave Player, representing Jerry Whitehead, Western Trailers Colleen Weatherford, BNSF Railroad Ex Officio Randy Rogers, US Maritime Administration Project Management Team Charles Gillin, Idaho Transportation Department Laura Johnson, Idaho State Department of Agriculture Melissa Kaplan, Idaho Transportation Department Division of Aeronautics Robert Linkart, Idaho Transportation Department Reggie Phipps, Idaho Transportation Department Lori Porecca, Federal Highways Administration Randy Shroll, Department of Commerce Ted Vanegas, Idaho Transportation Department Division of Transportation Performance John Watts, Veritas/WATCO Project Team Maureen Gresham, Program Manager, Idaho Transportation Department Erika Witzke, Cambridge Systematics Marsha Bracke, Facilitator and Public Involvement, Bracke and Associates, Inc. MEETING SUMMARY The Steering Committee meet on Wednesday, September 19, 2012 to accomplish the following meeting objectives:
1. 2.
Identify preferred scenario concepts Provide input to the Rail Needs Assessment
Attachments to this Summary include:
Page A-119
A. B. C. D.
The Agenda Flip Chart Transcript Witzke PowerPoint - Freight Study Preferred Scenario Process and Results Witzke PowerPoint - Rail Needs Assessment
Process Needs Maureen Gresham kicked off the meeting by reviewing the purpose of this process - to answer the questions of 1) where are we? 2) where do we want to go (vision)? and 3) how do we get there? She pointed out that it will take multiple parties together to achieve the vision. This work lays the framework for recommendations, which she will, and expects others will, take back to their boards and staffs to provide input on, act on, and help the entire state move forward. Maureen reported that she has been sharing the group's proposed Vision and Goals widely, and that it is well received and no changes proposed. Objective 1: Identify Preferred Scenario Concepts Ericka Witzke, Cambridge Systematics, made a presentation describing how the two proposed scenarios were derived based on a list of performance measures and activities collected and proposed through the stakeholder outreach process. Discussion related to that presentation was maintained on flip charts by the facilitator and is included as Attachment B to this meeting summary. The PowerPoint presentation is attached and included as Attachment C. The presentation solicited dicsusion around a number of specific questions, including: Are there other measures we should look at? Performance measures were identified as a point of concern by some, with suggestions about how to identify the most meaningful performance measures. Specifically individuals suggested: o Look at volume and cost of freight, rather than value o Indicate how transportation affects cost, looking at demand and efficiency o Consider how to measure secondary impacts and more than one measure o Identify what can be reasonably tracked over time o Confirm whether risk is a factor o Consider the economic benefit o Factor in opportunity cost o Reconsider the Port Freight measurements-recognizing that perhaps offload/backload number per hour would be more appropriate and meaningful o Measure the "right" and a limited number of things, to include the right service, time, condition and price all specific to Idaho Maureen invited recommendations for additional and specific performance measures from the group, noting that the group will approve the final performance measures at the next meeting. Is there another role that you see you have related to performance measures? Rick Naerebout reported the Department of Agriculture would have aggregated statewide information for dairy data and measurements. There were no other responses to this question.
Ericka reviewed the list of projects - or levers - used in the different scenarios, and the process of applying measures to scenarios based on the levers selected. Reiterating that the proposed concepts were illustrative, the group participated in its own process of identifying which levers to include in preferred scenarios.
Appendix A: Public Involvement Documentation April 10, 2013 Page A-120
With the list of levers generated through the Freight Study outreach process in hand, the Steering Committee divided into three diverse groups; a fourth was comprised of Project Management Team members participating in the meeting. John Brown and John Watts were not present at the time this process started, and provided their own contribution to the final outcome when group reports were collected. Groups were instructed to: 1. Pick the top 5 levers that comprise their collective preferred scenario and describe each to ensure a shared understanding of the meaning and intent, and 2. Identify if any of the other levers included in the material should not be included in the proposed scenarios Work groups completed this task and reported back to the large group, with the following results drawn respective to the project levers by number and by the number of times they were identified:
Table 1: Scenario Development Results
YES
Steering Committee Groups John Brown / John Watts Project Management Team
NO
Steering Committee Groups
Notes
10, 10 11 12, 12, 12 7 3, 3 8 4 2 14 17 18
11 7 8 5 14
10 11 7
One team looking for more detail a round 12 One team combined all of concept a rea 3 into one number 7
4 5
4 5
Too industry specific; leave on yes list Too industry specific; leave on yes list
Generall y prefer less government, but seek levers specifi c to: Local Hi ghwa y Distri cts (one enti ty per county?) Dry Port Legislation Freight Steering Commi ttee) 6 6 Too industry specific; leave on yes list 16 Ma rket dri ven, off lis t 19 Al ready covered, off lis t 20 Al ready covered, off lis t All levers that did not make this list or are not identified on the NO list, will remain on the preferred scenario proposal.
Based on this exercise, the Project Team will come back to the next meeting with specific recommendations, identify potential costs as low, medium, and high (as possible), and use that to confirm priorities and assignments in the resulting product. Items 16, 19 and 20 will not appear in the next product. Objective 2: Provide Input to the Rail Needs Assessment Ericka presented an overview about the Rail Needs Assessment. Discussion related to that presentation was maintained on flip charts by the facilitator and is included as Attachment B to the meeting summary. The PowerPoint presentation is attached and included as Attachment D. The presentation solicited dicsusion around a number of specific questions, including: Does this reflect your understanding of the rail system? The group discussed maps, noting the following concerns: o The extent to which the short rail lines are presented (or not)
Page A-121
o References to compliance instead of capacity or physical restrictions o Discomfort with the 07 maps and what that communicates Suggestions included: o Generate maps showing all active and all inactive lines, ownership, and the potential correlation with origination/termination traffic by volume o Discuss capacity in terms of restrictions rather than compliance o Consider appropriate message respective to the 07 maps if they are going to be used
What additional rail system needs have we not identified? Maureen pointed out the requirement to identify funded, committed projects lists over 1-5 years and more general needs and expectations out 6-20 years, and the challenge of doing that for planning purposes while maintaining the privacy needs of the rail lines. The Minnesota Rail Plan was identified as an example of where that specificity was provided, with the note that Minnesota has a robust passenger rail system influencing that communication. The group discussed the need for rail information to show prospective businesses where access exists; conversely, they discussed the opportunity to show rail where commerce has a need, and the rail lines can respond accordingly. Representatives from Individual rail lines said they would send Maureen what they could, and the facilitator pointed out the question has been asked and the promise made several times before; the information needed is still not available. Ultimately, the Steering Committee asked Maureen to put her request in writing and each railroad will respond accordingly. One individual pointed out that with the rail lines showing in the 07 map such additional capacity, that it is realistic that there may not be a long list of projects or investments planned in the short term. Maureen also distributed a draft copy of the Rail Plan Update Outline, which proved to be miscopied and not all pages available. She will send the outline to the group electronically for their review and comment. Action Items 1. Cambridge Systematics will provide a definition to the term 'value' if it is going to be used in the Freight Study 2. The Project Team will develop and present recommendation for performance measures and the preferred scenario concepts at the next meeting for Steering Committee review and decision-making 3. All Steering Committee members with comments about the map and rail data are invited to review Tech Memo 10 as soon as possible and send those comments to Maureen 4. The Project Team will produce a map showing all active and inactive lines 5. Maureen will send a specific written request of informational needs to the railroads, who will respond accordingly in a timely fashion 6. Maureen will send out an electron copy of the Rail Plan Update outline 7. All will review the Rail Plan Update outline and provide comments to Maureen The next meeting, originally scheduled for October 9, will be rescheduled for later in the month to foster a greater amount of participation by Steering committee members (who had a number of conflicts with the October 9 date). A doodle calendar will be issued to identify and confirm the best meeting date. The Steering Committee participated in a meeting evaluation process, the results of which are listed verbatim in the Attachment B, Flip Chart Transcript, page 4.
Page A-122
ATTACHMENT A: AGENDA IDAHO FREIGHT STUDY AND RAIL PLAN UPDATE STEERING COMMITTEE MEETING September 19, 2012
Page A-123
Steering Committee Meeting Wednesday, Septembe r 19, 2012 10:30 a.m. 5:00 p.m.

The group will have a working lunch on site, hosted by the Idaho Transportation Department
ITD Aeronautics Office 3483 Rickenbacker St. Boise, ID
Objectives
AGENDA
Overall Freight 1. Identify preferred scenario concepts Rail: Freight and Passenger 1. Provide input to Rail Needs Assessment 2. Review and discuss Rail Focus Group results TIME TOPIC Welcome and Introductions Marsha Bracke, Bracke and Associates, Inc. Facilitator Process Needs Maureen Gresham, ITD Freight Study Presentation: Preferred Scenario Process and Results Erika Witzke, Cambridge Systematics WORKING LUNCH Identify Preferred Scenario Concepts Facilitated Process BREAK Rail Plan Update Presentation: Rail Needs Assessment Erika Witzke, Cambridge Systematics Facilitated Discussion 1. Does this reflect your understanding of the rail system? 2. What additional rail system needs have we not identified? Presentation: Inputs Maureen Gresham, ITD Facilitated Discussion 1. Does this outline appear to fulfill your need for the Rail Plan? 2. What changes would you propose? REFERENCE MATERIALS
10:30 a.m.
Agenda Power Point Presentation: Preferred Scenario Process and Results Draft Freight Performance Measures August 27, 2012 About Scenarios Document Scenario Placemats Scenario Project Summary & Selection Worksheet
10:45 a.m.
12:15 p.m. 12:45 p.m. 2:45 p.m.
3:00 p.m.
Power Point Presentation: Rail Needs Assessment
3:45 p.m.
Rail Focus Group Flip Chart Transcripts Draft Outline of Rail Plan Update
Page A-124
4:30 p.m. 5:00 p.m.
ADJOURN
Wrap up and Next Steps Action Items Meeting Evaluation
Proposed Meeting Schedule/Objectives: October 9, 2012 Overall Freight 1. Review, discuss and provide input regarding: Freight policies, funding, resources and management tools Action plan and strategy recommendations Comment on study recommendations Rail: Freight and Passenger 2. Review, discuss and provide input regarding: Rail Vision and Goals Recommend criteria for evaluating rail projects Process for completing Rail Plan Update
Page A-125
ATTACHMENT B Flip Chart Transcripts September 19, 2012 PRINCPLES OF MEETING CONDUCT Participate Listen... Be open to new ideas Be solutions oriented One person speaks at a time Respect one another Phones/e-mail - off FREIGHT DISCUSSION NOTES Balance freight through, generated in Idaho, coming into Idaho Comments on performance measurements Definition of current/future year value Look at volume and cost of freight (value changes) These look like outputs How is the transportation adding value/affecting cost? These are indicators of how industry is responding Need to look at demand/efficiency How do you measure secondary impact (yogurt plant)? Gross Regional Product/Employment - can't look at just one thing Next meeting - recommend final performance measures What are we reasonably going to be able to track over time? Should risk be a factor? Have to consider in context of other factors/economic benefit REDIFIT - not just agriculture State highway network and local road network - truck weight issues Scenario overview - just discuss purpose Question 1: Burden of regulatory system - cost/efficiency? Safety? Down/Wait times, etc. - index to inform the regulatory environment Port Freight System - none/2 in 20 years? Why just this one? Bigger one - personal/employee safety Port - offload/backload # per hour Rail Safety - FRA rating for rail crossings/number of trains Measure right: service, time, condition, price - measures those 4 things - focus on that and drill down for Idaho Opportunity cost - adding things that don't exist Opportunity cost - I95 for full trucks Compare to "Connect Oregon" - getting infrastructure funding Abandonment - what about airlines and roads? For rail - what is the underlying reason. Might not be a good measure - market driven Question 2: State Department of Agriculture aggregates Dairy data
Page A-126
SCENARIO PROCESS 1. Pick top 5 levers and 18-21 (and not on table): On flip charts write a definition of what this means/entails 2. In time available: review remaining levers, indicate yes/no/add, identify 1 lever, if any, that should not be included GROUP REPORTS #3 - self explanatory #7 - ongoing program; legislature funding needed; drives #6 and #5 #10 - self explanatory #11 - self explanatory #12 - connect north and south Idaho #16 - should not be included (this is our protest vote) #2 - designate freight corridors and freight design standards (map to define corridors;, working with industries to identify, standards re passing lanes, rest areas, rail crossings) #8 - Increase Section 130 (increases safety and minimizes risk at grade crossings) #3 - Harmonize TS &W regulations (legislative action, coordination with other states) #14 - coordinate with economic development organizations (big value/low cost, statewide committee for communications, aligns with #15 and #2 $17 - ITS and Technology (integrating technology, decrease regulatory costs, create data) #12 - improve US95 north/south straighten/widen - improve flow of freight, enhance use of Port, accelerate exports/imports, grow access to rail, BNSF north vs. South #7 - The coordination of the #3 concept area" makes sense, as we believe all sources of funding for infrastructure improvement can be utilized #4 - Improve connections with grant elevators and other ag connections to rail and road by c/b evaluations #10 - build partnerships with agriculture and manufacturing industries to identify strategic investments in freight corridors
PM TEAM Access (rail, water, air, rail heads/highways, intermodal) - #4, 5, 11 Partnerships (Ag, Manufacturing, industry, EOOs) - #10 Funding (federal, state, private, CDBG, RCBG,. Redifit) - #7 JOHN B 1 (already doing), 5, 6,7, 8, 11 Tie to goals Lower cost of freight Law foundation - maximize ability to deliver overall overarching plan to achieve goals DISCUSSION #6 allows all to work together - collect and disperse Maybe started funding root of problem - with 7 can make 6/15 happen Projects vs. funding vs. political will Need to define return on investment
Page A-127
RESULTS
YES SC Teams
2 3, 3 4
John
PM Team
4 5 7 10 11
NO SC Teams
4 5 6
Notes
7 8 10, 10 11 12, 12, 12 14 17 18
5 6 7 8 11
Too industry specific; leave on yes list Too industry specific; leave on yes list Too industry specific; leave on yes list One team combined all of concept area 3 into one number 7
One team looking for more detail around 12 16 Market driven, off list Generally prefer less government, but seek levers specific to: Local Highway Districts (one entity per county?) Dry Port Legislation Freight Steering Committee) 19 20 Already covered, off list Already covered, off list
All levers stay on the list with the exception of 16, 19 and 20, and anything associated with 18 that is not specifically included. 7, 10, 11 and 12 all made the list three times, 3, 4, 5, and 8 made the list twice each. SCENARIOS NEXT STEPS Will come back with specific recommendations (potential costs/low, medium high) and confirm priorities, assignments for Action Plan RAIL DISCUSSION Indicate short lines on rail materials for accurate depiction of how it works Map - reality in Idaho, official per STB One map - all active, all inactive Second map - with ownership Appendices See and check Tech Memo 10 regarding maps - send comments to Maureen Consider how this correlates with origination/termination traffic (volumes) Concern about reference to double-stacks - misnomer - what about high/wides/etc., other restrictions, tunnels, etc. "286 and above" "All are 286" Uncomfortable with '07 maps - if used, lots of bullet points to indicate caveats - our whole rail line is red All kinds of projects planned Indicate anticipated investment - broad Idaho's plan to show need to support rail line improvements List of improvement needs/broad sense of planned improvements Need to know who's coming so we can determine where/how much investment - have capacity now
Page A-128
Requirement 1-5 year, 6-20 year Minnesota volume comparison Funded, committed project lists Needs in time frames Passenger influence Something that tells us needs and how to address Maureen - ask each entity with a specific written request of what we need - railroads respond
ACTION ITEMS 1. Define "value" 2. Develop/present recommendations at next meeting 3. See and check Tech Memo 10 - send comments to Maureen 4. Produce a map showing all active/inactive lines - Maureen 5. Maureen send a specific written request of informational needs to railroads 6. Railroads respond to Maureen's request 7. Maureen send rail Update outline 8. All - review Rail Plan outline and provide comments to Maureen PARKING LOT Nothing submitted to Parking Lot EVALUATION
Productive meeting - Erika's definitions helped. Process progressing, understanding Appreciate that we come together with dedicated time and focus Informative - people/entities in room Tangibly looking at levers - big step Perspective and various ideas from different interests - better perspective/issues Think I made progress but don't know what Like length - tough to get job done Starting to come together, handouts useful Like breakouts - forces us all to participate - railroad and trucking together Great lunch God to see progress since last time here Looking forward to seeing to fruition Discussion - greater understanding of more perspectives Interaction with group - learn Hear various inputs State can only be better from this
Long meeting So many documents, products out - summary Milestones - handling of documents - file sharing to go pick up Names on both sides of table tents Don't know where I'm at and don't know what I did until next meeting Struggling to figure out what rail has to do with ITD ITD's role Who is target audience of final report? Documents/data revisions - what happened with that? Is what we're doing more staff than Steering Committee driven Still don't know what final product will look like Refer back to goals more often - understand design interface between fright study and rail plan Presentation on rail -w hat is and isn't required by feds/adds value Levers - don't want to leave other specifics out "access" etc.
Page A-129
ATTACHMENT C: PREFERRED SCENARIO PROCESS AND RESULTS POWERPOINT PRESENTATION September 19, 2012
9/27/2012
Presentation Overview
2
Freight Performance Measures Scenario Development Scenario Screening Discussion
PREFERRED SCENARIO PROCESS & RESULTS

Idaho Statewide Freight Study
Connecting the Dots

3 4
Freight System Vision and Goals

Preferred Scenario
Develop Scenarios Freight Performance Measures
Use Performance Measures to Screen Scenario Concepts
Freight powers Idahos Economy 1. Idaho's freight system features seamless, modal connectivity while maintaining safety and efficiency 2. Idahos freight system features effective partnerships to leverage resources and opportunities 3. Idaho strategically invests in its freight system infrastructure while maximizing existing capacity.
Transportation System Dashboard

Performance Measures
6
Freight Performance Measures
Source: http://itd.idaho.gov/dashboard/
9/27/2012
Why Use Performance Measures?

7 8

Types

Link actions to goals/objectives e.g. overall ITD and Freight Study Manage performance/target setting improve the management and delivery of programs, projects, and services Resource allocation/prioritize projects invest where greatest need/benefits Communicate results highlight the value of public investments in transportation; concrete way for stakeholders to see ITDs commitment to improving the system and build support for investments Strengthen accountability promote accountability for use of taxpayer resources
Freight Demand Freight Safety Freight Efficiency Freight System Condition Other (not reviewed)
Environment Economic Impacts System Investment


Evaluation
9 10
Existing Freight Performance Measures

Currently tracked by ITD
Performance Measure Type Freight System Demand Mode Performance Measure
N/A Highway Highway Number of commercial vehicle Injury crashes in Idaho Number of commercial vehicle fatal crashes in Idaho Commercial Average Vehicle Miles Traveled (CAVMT) in millions Number of commercial vehicle fatalities per 100 million CAVMT Number of commercial vehicle injuries per 100 million CAVMT N/A Highway Highway Percent of pavement in good or fair condition Percent of bridges in good condition ITD Dashboard ITD Dashboard ITD Office of Highway Safety ITD Office of Highway Safety ITD Office of Highway Safety ITD Office of Highway Safety ITD Office of Highway Safety
Existing Freight Performance Measures
Source
Currently tracked by ITD Not currently tracked, but data required is available
Additional Performance Measures Near Term
Additional Performance Measures Future

Not currently tracked Key data elements need to be developed Need to evaluate benefits vs. costs of data collection
Freight System Safety
Highway Highway Highway
Freight System Efficiency Freight System Condition
Freight Demand
Linking Performance Measures to Goals
11 Related ITD Goal Mode Performance Measure Current Year Value/Tonnage of Freight Moved by Mode by Direction Future Year Value/Tonnage of Freight Moved by Mode by Direction Current Year Value/Tonnage of Key Commodities Moved Output/Gross Regional Product by Freight-Dependent Industry Sectors Employment by FreightDependent Industry Sectors Productivity by FreightDependent Industry Sectors Status (existing, data available, data not available) Data available Data Source FAF3, STB Waybill, FAA, IDA, USACE, Port of Lewiston FAF3 FAF3, STB Waybill, FAA, IDA, USACE, Port of Lewiston BEA, US Census Bureau

Tech Memo 7
ISFS Goal 1 Idahos freight system features seamless, modal connectivity while maintaining safety and efficiency ISFS Goal 2 Idahos freight system features effective partnerships to leverage resources and opportunities LRTP Goal - ITD supports the states economic vitality by enabling efficient movement of people and goods
All
Data available
Table 5 Summary of Freight System Performance Measures Other areas covered:

Safety Efficiency Condition

All
All
Data available
All
Data available
Multimodal
All
Data available
BLS, LEHD
All
Data available
BLS
LEGEND
Existing Measure
Near Term Measure
Future Measure
9/27/2012
Questions / Comments
1. Are there other measures we should look at? 2. Is there another role that you see you have related to performance measures?
Scenario Concepts
Objective of Scenarios
15
Freight System Needs

Conceptual Example, Only
Understand how different investments may relate to the performance of the freight system
Cost to Preserve
Cost to Expand
Question Preserve or Expand

Focus on Preservation
Funding Available
9/27/2012
Support Freight?
20
How were Scenarios Determined?

Freight Summit Stakeholder Interviews Regional Briefings Steering Committee Homework Assignment

Freight Needs
Unique Aspects of Study Goals Identifying Projects, Programs, & Concepts to Goals
What we heard
21 22
Future Scenarios
Choosing a new future for the Idaho Freight System
Scenario A Status Quo

Baseline no build future scenario Reflects business as usual investments in existing system
Scenario B Agriculture and Rural System Needs

Focus on needs of agricultural industry Investments trend more toward rural areas
Scenario C Technology/Advanced Manufacturing and Urban System Needs

Focus on needs of the emerging technology/advanced manufacturing industries Investments trend more toward urban areas
Refining Scenarios
Link Scenarios to unique aspects of each goal
Goal
Goal 1 - Idaho's freight system features seamless, modal connectivity while maintaining safety and efficiency
Refining Scenarios
Goal
Unique Aspects of Goal
Scenario A Scenario B Scenario C

Multimodal connectivity Reduce crashes Maintain and improve safety Efficient freight system Unencumbered freight movement Multimodal and intermodal facilities (e.g. Dry Port Facility)
Goal 2 - Idahos freight system features effective partnerships to leverage resources and opportunities
Goal 3 - Idaho strategically invests in its freight system infrastructure while maximizing existing capacity
9/27/2012
Refining Scenarios
Goal
Refining Scenarios
Goal


Engaged / active public Use of non-DOT funding sources (e.g. private sector, or new fees) Infrastructure investments that target sectors of the economy, private partnerships Legislative support for investing in Idahos transportation system
Engaged / active public Use of non-DOT funding sources (e.g. private sector, or new fees) Infrastructure investments that target sectors of the economy, private partnerships Legislative support for investing in Idahos transportation system Investment in maintaining existing system Investment in new infrastructure Cost effective investments Investments that leverage existing resources
Refining Scenarios
Goal
Refining Scenarios
Goal


X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X


Refining Scenarios
30
Refining Scenarios
Decide how unique attributes will be reflected in Scenarios (1)

Goal

Included in each Future Scenario:

1. 2. 3. 4. 5. 6.
Regulatory changes Intermodal or transload facility New funding Use of financing techniques Strategic investments Economic development coordination
9/27/2012
Refining Scenarios
Decide how unique attributes will be reflected in Scenarios (2)
31 32
Refining Scenarios
Identify projects that represent unique attributes of Scenarios (1)
Concept Areas Project/ Lever 1. Increase the mobility of 1 Implement "truck-friendly" design standards in urban areas, intra-city routes and corridors commercial vehicles on the road through an increased freight focus 2 Implement freight design standards and freightfor planning, design, and corridor designations on Interstates and inter-city regulation (Goal 1) highways
3 Harmonize TS&W regulations with those of
Concepts implied in All Scenarios:

Alternative fuels Intelligent Transportation Solutions (ITS)

no no Yes
no
Yes
no
Concepts we heard, but excluded from All Scenarios:

Needs and access evaluations Governance structure Enforcement Hazardous materials transport
2. Build intermodal facilities and connections (Goal 1)
neighboring states; supporting policies to reduce border crossing times

4 Improve connections with grain elevators and other
no
Yes
no
agricultural connections to existing rail and road infrastructure

5 Build one or more transload (bulk) or intermodal
no
Yes
no
(container) facility, possibly located within the port or other area

6 Create a "logistics park" or other co-located
no
Yes
no
industrial / multi-modal transportation hub through partnership with industry
no
no
Yes
Refining Scenarios
33 34
Refining Scenarios
Concept Areas Project/ Lever 5. Strategic investments 11 Increase rail capacity in key areas, particularly (Goal 3) short lines
12 Provide an improved north-south truck corridor
Concept Areas 3. Expand sources for infrastructure funding (Goals 2 and 3)
Project/ Lever 7 Secure grant funds to continue building/upgrading port, rail, or intermodal infrastructure

no Yes no

no Yes no
8 Increase level of Section 130 rail funds to improve
through upgrading US 95
no Yes Yes
13 Invest in highway and intermodal connectors for
highway-railroad grade crossings
no
Yes
Yes
9 Increase REDIFiT funds for development and
urban areas
no Yes no
no
no
Yes
expansion of agriculture-related rail and intermodal infrastructure 4. Utilize innovative financing techniques (Goal 2)
10 Partner with agriculture and/or manufacturing
industry to identify and invest in critical corridors and markets
no
Yes
Yes
6. Align transportation policy and projects with economic development goals (Goal 2)
14 Coordinate with economic development
organizations to align transportation projects with projected or targeted growth and demand
15 Work progressively with industry to strategically
no
Yes
Yes
locate private facilities according to need with current or future road and rail infrastructure
no
no
Yes
Questions / Comments
1. Do you have any questions about the scenarios and how they were determined?
Scenario Screening Results
9/27/2012
Connecting the Dots

37 38
Scenarios Help Inform the Future

Investment decisions may impact the system positively or negatively
Preferred Scenario
Use Performance Measures to Screen Scenario Concepts
Current Conditions
Alternative Future A Impacts Baseline Scenario Impacts Alternative Future B
Develop Scenarios Freight Performance Measures
Today
Future

Select Measures
39 40
Apply Measures to Scenarios

Qualitative Application
Demand
Efficiency
Freight tonnage
Grain Elevators On Site Rail Access
Safety
Commercial Average Vehicle Miles Traveled Highway - Rail At Grade Incidents/Fatalities
System Condition
Percent of Pavement (or other infrastructure) in Good or Fair Condition
Other
Freight Transportation Project Expenditures
Scenario A - Business As Usual

Apply Measures to Future Scenarios
41 42
Scenario B - Ag/Rural
9/27/2012
Scenario C High-Tech, Manuf/Urban

43 44
Scenario Comparison
Preferred Scenario Discussion
PREFERRED SCENARIO PROCESS & RESULTS

Idaho Statewide Freight Study
ATTACHMENT D: RAIL NEEDS ASSESSMENT POWERPOINT PRESENTATION September 19, 2012
9/27/2012
Presentation Overview
2
Impacts on Rail System Use Freight Rail System Passenger Rail System Discussion
RAIL NEEDS ASSESSMENT

Impacts on Rail System Use

3 4
Population
Idaho more than doubled in size between 1970 and 2010
State growing at
faster rate than National average
2,500,000
Economy, Trade and Economic Development Environment / Energy Use Land Use / Community Impacts Safety and Security
2,000,000
Consumption is linked
to demand on the freight system
1,500,000
1,000,000
Pace of growth puts

pressure on all of Idahos infrastructure: water systems, schools, healthcare facilities, AND TRANSPORTATION
500,000
1970 1980 1990 2000 2010 2020 2030
Idaho Population, 1970-2030
Source: U.S. Census Bureau and Moodys Analytics Economy.com (forecast)
Gross Domestic Product

Idahos rail system helps to support the states $60 billion economy
5 6
Idahos Industry Mix
Defining economic characteristic - relative size of natural resources & energy sector (includes agriculture, mining, and utilities)
Ag and mining rely
By 2011, Idahos
GDP completely recovered from the recession growth will rely on efficient goods movement
2.00 1.90 1.80 1.70 1.60 1.50 1.40 1.30 1.20 1.10 1.00 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
Idaho United States
Continued economic
on rail more than most sectors to transport high volume/high weight products
Idahos freightintensive industries comprised 42% of states economy (2011), far higher than their 35% for the U.S.
Keep costs down,
20% 18% 16% 14% 12% 10% 8% 6% 4% 2% 0%
Idaho U.S.
customers supplied, and maintain competitiveness within the U.S. and world markets
Idaho and U.S. GDP Growth Index, 1997-2011
Structure of Idaho Economy Compared to U.S., 2011
9/27/2012
Environment and Energy

7 8
Freight Environmental Footprint
Rail offers opportunity to improve air quality, reduce GHG emissions, and reduce energy consumption
In 2010, railroads
moved a ton of freight with an average of 484 miles per gallon of fuel consumed.
U.S. accounts for

only 5% of the world population, but accounts for 21% of global CO2 emissions
U.S. transportation
sector accounts for 33% of global transportation CO2 emissions
U.S. Greenhouse Gas Emissions by Transportation Mode, 2006
Railroad fuel
efficiency has increased 106 percent since 1980.
Source: AAR
Green House Gas Emissions from U.S. Freight Sources
Source: U.S. EPA (2008). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 to 2006, pages 3-9, 3-30, 3-31.
Source: U.S. EPA (2008). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 to 2006. MMT CO2e = million metric tons carbon dioxide equivalent
Land Use and Community

9 10
Blending Freight Activity with NonFreight Land Use

Townhomes Backing to Commercial Facility with Significant Truck Movements NO!
New Subdivision
Freight is a driver of land use Be proactive - think about:

demand and impact on multimodal transportation network, land use conflicts, noise and light pollution, perceived safety and congestion impacts, and/or other deterrents from overall community quality of life
Dont forget about Support Facilities and Design Standards
New Housing Adjacent to Active Rail Facilities NO! Facility design standards that minimize noise and light pollution Yes!
Source: Photos courtesy of Atlanta Regional Commission, FHWA
Safety and Security

11
1,292 public railroad crossings in Idaho ~25% have advanced warning devices (319) FY12 rail safety*
needs program
Freight Rail System
~2.1M ~2.6M
Source: Idaho Public Utilities Commission * COMPASS FY2012-16 Regional TIP - www.compassidaho.org/documents/prodserv/trans/DRAFTFY2012TIPrpt.pdf
Public At-Grade Railroad Crossings
9/27/2012
System Today
13 14
System Today
Volumes
1,627 rail miles UPRR - ~880 miles of track, trackage rights for 89% of ID system BNSF - ~120 miles of track, trackage rights ~440 miles
Class I rail lines most heavily used Most short lines see less than a few daily trains
Idaho Rail Network Ownership

Source: ITD, FRA, Oak Ridge Natl Lab., Railroads Source: ITD, FRA, Oak Ridge Natl Lab., Railroads
Average Trains per Day
System Today
Double-Stacking
15 16
System Today
Weight Restrictions
Double-stacking = ability to stack intermodal containers Majority of Class I rail lines Montana Rail Link
Class I rail system 286 lb, with many lines 315 lb compliant ~76% of system 286 lb, or higher ~14% of system <268lb
Double-Stack Intermodal Capability by Line

Source: ITD, FRA, Oak Ridge Natl Lab., Railroads
Source: ITD, AAR, FRA, ORNL., American Short Line and Regional Railroad Association, Railroads
Known Weight Restrictions
Freight Rail System Operations

Volume to Capacity Analysis
17 18
U.S. Freight Rail Network - Today

2005 Train Volumes Compared to 2005 Train Capacity
Many factors affect rail productivity

Number
of tracks sidings Types of trains operated Length of trains Train frequency Signal system And others
Presence of
Source: National Rail Freight Infrastructure Capacity and Investment Study, 2007, Cambridge Systematics for AAR
Source: National Rail Freight Infrastructure Capacity and Investment Study, 2007, Cambridge Systematics for AAR
9/27/2012
U.S. Freight Rail Network - Future

2035 Train Volumes Compared to 2035 Train Capacity*
19 20
Changes Since 2007 AAR Report

Reasonableness of Forecasts and Results

Recession lowered overall freight industry forecasts Commodity mix is changing Technology and productivity improvements Introduction of passenger rail
Freight railroads have business incentives to invest in addressing the issues and constraints identified
Source: National Rail Freight Infrastructure Capacity and Investment Study, 2007, Cambridge Systematics for AAR * Without improvements
Passenger Service
Amtrak
22
Passenger Rail System
Current: Empire Builder Chicago to Seattle/Portland Sandpoint, Idaho station stop (see map) Chicago to Seattle via Denver and Salt Lake
Past: Pioneer Service -
Restoration of the Pioneer

would enhance Amtraks route network and produce public benefits, but would require significant expenditures for initial capital costs and ongoing operating costs not covered by fare box revenues
Source: Amtrak Route Atlas, July 2012.
1. 2.
Does this reflect your understanding of the rail system? What additional rail system needs have we not identified?
RAIL NEEDS ASSESSMENT

October 25, 2012
IdahoFreightStudyandRailPlanUpdate
SteeringCommitteeMeeting PARTICIPANTS SteeringCommitteeMembers ErikaBowen,ITD,PlanningandProgramManagement ColleenWeatherford,BNSF DebSmith,ClearwaterEconomicDevelopment KathyFowers,IdahoTruckingAssociation RobEaton,Amtrak DanHarbeke,UnionPacificRailroad RickNaerebout,IdahoDairymensAssociation JohnBrown,WATCO DavidPlayer,forJerryWhitehead(IdahoTransportationBoard) JohnWatts,WATCO
ExOfficio RandyRogers,USMaritimeAdministration ProjectManagementTeam DavidColadner,ITDTransportationSystemManagement RobertLinkart,IdahoTransportationDepartment GlennMiles,KootenaiMetropolitanPlanningOrganization TedVanegas,ITDTransportationPerformance ReggiePhipps,ITDDivisionofMotorVehicles
ProjectTeam MaureenGresham,ProgramManager,IdahoTransportationDepartment ErikaWitzke,CambridgeSystematics MEETINGSUMMARY TheSteeringCommitteemetonThursday,October25,2012toaccomplishthefollowingmeetingobjectives:

Rail:FreightandPassenger 1. GeneratedraftRailVisionandGoals 2. ConfirmdevelopmentofRailPlanUpdatenextsteps OverallFreight 1. Confirm/documentlevelofagreementaroundperformancemeasuresandpreferredscenario 2. Generatedraftactionplan
AttachmentstothisSummaryinclude:
Page A-144
A. TheAgenda B. WitzkePowerPointFreightPerformanceMeasuresRecommendations C. WitzkePowerPointFreightRecommendations MeetingOverviewandStatusUpdate MaureenGreshamkickedoffthemeetingbyrecappingtheactionitemsfromtheSeptember19thmeeting andprovidingupdates,asrequested.Aspartofthis,shepresentedanoverviewoftheworkconductedon thefreightstudyandrailplan,todate,andthevariouspointsinthestudytheSteeringCommitteewas askedtoreviewmaterialsandprovidefeedback.Allofthesematerialshavebeenpostedintheproject dropbox,thisincludesalltechmemosnotethatthedocumentsaretheoriginaldraftsandthatcomments receivedonthesememoswillbeincludedinthefinalreport. TheFreightStudyrecommendationsdevelopedduringthismeetingwillbepresentedtotheITDBoardin November.TheRailPlanwillcontinueuntilApril2013.Additionalpublicinvolvementwillneedtooccurfor theRailPlanandtheSteeringCommitteewillbeaskedduringthemeetingforinputonthevariousmethods toengagethepublic.Additionally,overthecourseofthenextfewmonthstheprojectteamwilldetermine howbesttoincorporatefreightrailcommentsontheRailNeedsAssessmenttechmemo. TheSteeringCommitteebrieflydiscussedthedatarequiredtofinalizetheFreightStudyinamannerthatall SteeringCommitteemembersaresatisfied. Objective1:GeneratedraftRailVisionandGoals MaureenGreshamprovidedthegroupwiththeFreightSystemVisionandGoalsandaskedforfeedback fromthecommitteehowshouldthesebeadjustedtoreflecttherailsystem,andhowshouldpassenger railbeincorporated.TheflipcharttranscriptisprovidedonPage4. Objective2:ConfirmdevelopmentofRailPlanUpdatenextsteps MaureenGreshamprovidedthegroupwithanoutlineoftheIdahoStatewideRailPlanreportandaskedfor commentsfromthegroup.Asnoted,theRailPlanwillcontinuethroughApril2013. TedVanegasoutlinedinitialthoughtsonhowtoengagepublicstakeholdersonthepassengercomponents oftheRailPlan,andaskedforfeedbackfromtheSteeringCommittee.Thegroupalsotalkedaboutfreight railperspectivesondifferenttypesofpassengerserviceonfreightrail(intercityvs.commuterrail).They alsospokeoftheneedtorevisitpassengerservicenow,asairservicecontinuestobecutfromBoise.The flipcharttranscriptstartsonPage4. Objective3:Confirm/documentlevelofagreementaroundperformancemeasuresandpreferredscenario ErikaWitzkeprovidedanoverviewoftherecommendedperformancemeasuresthatwillmoveforwardinto developmentandeventualimplementation.Aspartofthisadiscussionsurroundedthemeasuresofsuccess determinedforthestudyhowwillweknowweareachievingtheVisionandGoalsofthestudy?Thegroup revisedthesetostate: Idahogoodstransportedeffectively Freighttransportationcostsarecompetitive Freightrelatedcrashesdecline
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Thegroupalsodiscussedtherecommendedperformancemeasuresandsuggestedafewedits.Theflipchart transcriptstartsonPage4. Objective4:Generatedraftactionplan ErikaWitzkeprovidedarecapofthescenarioplanningpresentedattheSept.19thmeetinganddescribed howthebreakoutactivityofthatmeetingledtotherecommendationsandthesuggestedactionspresented atthismeeting. Asagroupeachofthe7recommendationsandactionswerediscussedandadjustedbasedoncommittee feedback.TheflipcharttranscriptisprovidedonPage6. ActionItems 1. TechMemospostedindropboxwillberenamedtoreflectthattheseareoriginaldocumentsanddonot includecommentsreceivedtodatefromtheSteeringCommittee. 2. UPprovidedinformationrequestedinApril13themail.IfthismeetsITDrequirements,Maureenwill forwardtoWatcosotheycanprovideinformationtothestudyinasimilarmanner. 3. QuerytheSteeringCommitteeonoutreachmechanismsforRailPlanpublicoutreach. 4. AmtrakwillprovidetheSteeringCommitteewithdemographicdataofAmtrakusers. ThisisthelastscheduledmeetingoftheSteeringCommitteepriortothecompletionoftheFreightStudy. MaureenwillworkwiththegroupoverthenexttwoweekstofinalizeinputpriortopresentationtotheITD BoardonNov.14th.Maureenasked,andtheparticipantsarewilling,tocontinuemeetingtodiscussfreight issuesinthestateaspartofanongoingfreightcommittee.
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FlipChartNotes
Rail Vision and Goals
Visionmorespecifictorail Linktoindustryandjobgrowth Systemcapacity Maximizetraffic Multimodalopportunities Movementofgoodsandpeople Safetyfreight,pedestrians,trespassers Crashes Atgradecrossings Passengershaveeconomicimpactsonthestate Systempreservationandcondition Landuse Sustainability Reuse,railtrails Forecastingunderstandingsystemusetodayandinthefuture Accesstorail Raillineavailability Transporttime,delays Frequencyofservice Considersuccessmeasuresrewordingascomparedtonationalstats ThreegoalthemesOK,measuresofsuccesstoosimple Overallsafety Beinclusive,freightandpeople Efficient,Timesaving Mobility Incrementalapproach
Passenger Rail Outreach

Lookoutsideofstate Colorado,Utahcoalition LookatcommunitiesthattouchPioneerRoute Pioneermayneedtobestudied Arethereotherstateroutes Needtodefineroutetypes Airlinesaremovingout Requestdemographicdata Needsversusdesires
Performance Measure Recommendations

CommentsonMeasuresofSuccess Firstcutcomments Goodsincreases o Replaceincreaseswithfacilitated o Howdoyouconsiderwhethertherearenogoodstotransport
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o Economyfactors Costsdecline o Toogeneral,toosingularlyfocused o Changedeclinetocompetitive o Statementsshouldbemorepositive o Needmorespecificsasanextstep Finalcutcomments Increaseschange Provideeffective Improvesgoods Freighttransportationcostsarecompetitive(towhat?) o Addvalue Environmental(underefficiency) CommentsonPerformanceMeasures Demand o Concernovereffectofeconomylookatagriculture,fairlyinelastic o Terminologymaybeconfusingtogeneralpublic/electedofficials o Needbaselinedata o Needtounderstandvolumesofdata o Lookatpotentialgrowth o Changedirectiontooriginanddestination o Dontcounttwice o Calculateintrastate o HPMSsampledatavolumesonroadways o Totalfreighttonnage(orunits)comparedtofuelconsumptionand/orenvironmental impacts Safety o Lookatincidencesforraillookatpercentagesoftotalincidents o WhatalldoesFRAoffer? o Leadingindicatorsshowbigpicture o Havetomeasurebacktoaconstant Efficiency o Changetransportationsystemtofreightsystem o Bymodeandhasaccess o Volumeoncorridor o Takespeedout(therearepolicycontrols)lookatitfromamodalperspectiveand commoditytypicaltimes o Lookataveragetraveltimeforsegments o Passengermeasures o %highwaysthataccommodateLCVs(longercombinationvehicles) o Traveltimereliability o FHWAtruckroutes o Takeintoaccountconstruction,maindetours Condition o raillinenotjustshortline o Bridgemightbespeedissue o %ofhighwaysnotallweather(onfreightnetwork),springbreakup o Weightrestrictionsneedtobeclarifiedaffectsallcorridors o 4focusonlocation,relatedtoindustry o Verticalandwidthclearanceonnetwork
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Recommendations
RevisionsnotedbySteeringCommitteehighlightedinredandstrikethroughtext.
Proj # Recommendation / Action Steps Recommendation 1: Create an Institutional Framework for Communication, Collaboration & Partnership (Goal 2) 1. Formalize a Freight Committee as a standing advisory committee to guide decisions regarding freight investments. 2. Formalize a partnership between (include the Idaho Departments of Agriculture, Commerce, Labor, and Transportation) to enhance the movement of freight. Role / Responsibility Priority Considerations
18
MAP-21 suggestion How to coordinate with Trucking Council? Include private sector, industry, building/materials MOU/MOA? Inter-Agency (govt) Need to develop substance, forum authority, purpose Need to provide technical expertise to Freight Committee
10, 18
18 18
3. 4.
Encourage Regional Forums as an on-going platform to communicate regional needs, issues, and opportunities. Encourage Statewide Freight Forums every 5 years as an on-going platform to communicate needs, issues, and opportunities.
Need to expand participation
14 14 14 10, 14 2, 14
Recommendation 2: Align Transportation Policy and Projects with Economic Development Goals Strategies (Goal 2) 1. Participate in the Economic Development District annual planning process (SEDDs). 2. Collaborate with local Chambers of Commerce. 3. Collaborate with local economic development entities. 4. Contribute to a database of public and private stakeholders to gather and distribute information. 5. Identify and disseminateEducate on land use policies that support freight system investment. 6. Collaborate with cities/counties on freight strategies Recommendation 3: Invest in a Freight Corridor Network and Strategically Invest in New/Expanded Multi-Modal Facilities and Connections (Goal 1, 3)
Current statewide initiative to develop a statewide Strategic Economic Development Plan Could include Chambers of Commerce
3 1 Note: EDD and Local EDOs have city/county reps on their boards Recommendations 3 & 4 have been combined to focus on infrastructure
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Proj #
Recommendation / Action Steps 1. Identify priority freight highway corridors for improvements in a data driven manner.
Role / Responsibility
Priority 4
Considerations Link to National Freight Network designation (2013) Traffic volumes, permits, and user surveys Expand corridor concept to include consideration of potential freight route via N-S rail line, to include needed inter- and/or multi-modal facilities. Consider cost/benefit of market driven freight investments along corridor to potentially include modal shift analysis. Methodology and findings of the pilot study could frame the approach for identifying improvements for other freight corridors and strategic multi-modal corridor investments in subsequent strategic Freight Plan. Identify other strategic freight corridors. Identify 5 year Action Plan. Leverage additional federal investments (MAP-21). Include performance measures.
12
2. Conduct N-S pilot corridor study using the US-95 general alignment to establish process to identify modal connections, benefit/cost methodology, and data needs.
3. Develop a Freight Plan, utilizing methodology and findings of pilot N-S Freight Corridor Study and the priority freight network. 4. Prioritize public project funding to strategic investments identified in planning process (i.e. freight study, rail plan, Freight Advisory Committee review, pilot study, comp plan). 5. Create and implement process to continually identify needs/opportunities for strategic freight corridors and investments in each region. 6. Implement freight-friendly local, state, and federal design and maintenance standards and tie to freight specific network. (move to recommendation #5, combine with Action 1)
5 3 2 How can the local highway districts be engaged in this effort? Evaluate benefit/cost/impacts of design standards for local and regional freight corridors that are truck-friendly Develop best practices library for freight friendly design standards Implement consistent design standards for designated freight corridors
8, 11 4, 5
Recommendation 4: Strategically Invest in New/Expanded Intermodal Facilities and Connections (Goal 1, 3) 1. Use Rail Plan to prioritize rail capacity improvements to receive federal funding. 2. Create and implement process to continually identify needs/opportunities for strategic multi-intermodal investments in each region. 3. Create and implement process to identify potential locations for transload/ multi-modal facilities.
2 Regional freight forums?
4, 5
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Proj # 4, 5 11
Recommendation / Action Steps 4. Analyze applicability, opportunity and potential feasibility for consolidating transportation facilities and infrastructure to meet regional demand (e.g. intermodal, transloadmulti-modal facilities, etc). 5. Identify needs and prioritize strategic investments.
Role / Responsibility 9
Priority
Considerations
2 Recommendation 5: Facilitate the Efficient Movement of Freight (Goal 1, 3) 1. Implement freight-friendly best practices at the local, state, and federal level including design and maintenance standards and tie to freight specific network Implement best practices for design and maintenance of public highways. 2. Collaborate with other northwestern states and FHWA to identify and implement consistent weightuniformity in weight allowances restrictions, at least in the Pacific Northwest region. 3. Revise Promote consistent weight restrictions allowances for state highwayson public highways for consistency with surrounding states and along corridors where the rail does not provide service. 6
Identify priority freight corridors Location-specific economic development needs as identified through Regional Forums and/or Idaho Freight Partnership Validate & prioritize need through modal shift analysis
3 3
This will take federal action. Not focused on least common denominator, either 6 Consider weight per axle versus overall weight restrictions. Should be consistent with surrounding states. Will require coordination with local highway districts. Consider benefit/cost where implementing (safer, more efficient, damage/system condition) Analysis triggered by industry Axle and overall restriction/consistency Will require coordination with local highway districts. State and national Weigh-in-motion technologies Automated plate recognition Transponders GPS Smart phone applications Web-based applications Others, as identified For state highway, coordinate with Bob K.
17
4. Revise weight restrictions and design standards for local public roads. 5.4. Implement best practices to reduce border crossing delays through user surveys and research 6.5. Evaluate cost/benefit of ITS technologies and applications and prioritize their implementation.
17 7, 10
7.6. Implement ITS and relevant technologies on priority freight corridors. Recommendation 6: Expand Sources for Freight Infrastructure Funding (Goal 3) 1. Support an online funding clearinghouse with funding sources and technical support to improve access to public and private resources.
Federal, state, local and non-traditional (same comment for next 3 action steps)
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Proj # 7, 10
Recommendation / Action Steps 2. Evaluate other potential funding sources for strategic freight system improvements.
Role / Responsibility
Priority
Considerations Economic Development Grants Dry Port Districts Tax Increment Financing Revenue Bonds Community Improvement Districts Transportation Improvement Districts Others, as identified Research benefit/cost/impact of freight vs. other transportation system investments. TIFIA Dry Port Districts Tax Increment Financing Revenue Bonds Community Improvement Districts Others, as identified REDIFiT or other transportation, economic development, or commerce department grant, or funding through private industry councils and/or freight associations) Identify data gaps/needs
7, 10 7, 10
3. Evaluate creating a dedicated Idaho funding source for strategic freight system investments. 4. Identify benefits/costs/impacts for creating existing and new mechanism(s) for public-private financing partnerships.
9
3
7, 10
5. Secure funding for outcome-based needs assessment/feasibility analyses to include modal shift analysis. Recommendation 7: Develop Data and Supporting Tools (all goals)Collect and Analyze Data 1. Prepare data collection plan 2. Collect/purchase data
Identify data collection tools/methodologies Assess: RIO Benefit/cost of what to obtain/how usability
3. Align data with recommended performance measures 4. Monitor/track performance measures, regularly update as new data are available 5. Develop glossary of terms/definitions 6. Develop supporting tools
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Idaho Freight Study and Rail Plan Update Steering Committee Meeting, February 27, 2013
PARTICIPANTS Steering Committee Colleen Weatherford, BNSF Dan Harbeke, Union Pacific Railroad David Player, for Jerry Whitehead (Idaho Transportation Board) Joe Leckie, Idaho Public Utilities John Brown, WATCO Lori Porreca, Federal Highway Administration (ex-officio) Rick Naerebout, Idaho Dairymens Association Sonna Lynn Fernandez, ITD Planning and Project Management Wyatt Prescott, Idaho Cattle Association Winston Inouye, Mini-Cassia Commerce Authority
Project Management Team Doug Ware, Idaho Transportation Department (railroad crossing program) Glenn Miles, Kootenai Metropolitan Planning Organization Laura Johnson, Department of Agriculture Maureen Gresham, Freight Coordinator, Idaho Transportation Department Melissa Kaplan, ITD Division of Aeronautics (aeronautics) Randy Shroll, Department of Commerce Ted Vanegas, ITD Transportation Performance (passenger rail)
Guests Sajonara Tipuric, Idaho Transportation Department SUMMARY The Steering Committee met Wednesday, February 27, 2013 to accomplish the following meeting objectives: 1. 2. 3. 4. 5.
Review and understand status of Freight Study and Rail Plan effort Understand overall vision, needs and opportunities of the rail network Identify and prioritize projects, programs, and policies Review and finalize a draft Freight Advisory Committee charter and identify potential nominations Understand implementation process
Attachments to this Summary include: A. The Agenda B. PowerPoint Needs and Opportunities C. PowerPoint Programs, Policies, and Projects Overview Meeting Overview and Status Update
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Maureen Gresham kicked off the meeting by providing an overview of the work conducted on the freight study and rail plan, to date, noting that the Freight Study recommendations were endorsed by the ITD Board at their December meeting. Maureen further noted that the Rail Plan will continue until April 2013. Needs and Opportunities Maureen Gresham provided an overview rail system needs and opportunities, noting that both the trends and forecasted use of the rail system are based on very high level projections and are only being used to help guide the identification of possible opportunities and in no way should be construed as what conditions will absolutely be in the future. Programs, Programs and Policies Maureen presented a list of projects noting that the list included all projects identified through the course of the freight study/rail plan update. The group discussed the applicability, relevance and description of the projects and provided the following comments: General comments Differentiate between freight and non-freight when using the term multi-modal Stay away from generalizations Stay away from mode specific language Document mode competitiveness and benefits What about east/west commodity flows; project work with other states on flow. Market for potatoes is east (NY)
Project Specific Comments 1. 2. 3. 4. 5. 6. Regarding rail car needs, look at what is needed in Idaho, compared to what is needed outside of Idaho Change the references to Hiawatha to Empire Need a better definition of hazardous Take advantage of Pacific Hub definitions of freight multi-modal definitions Tie Rail Plan goals/outcomes to freight multi-modal assessment thresholds Change the Bridge the Valley project descriptions from grade crossing to grade improvement and note that the Inland Pacific Hub project included 60% design of those crossings. 7. Note that the trespassing issues relate more to rail yards rather than rail lines and that there needs to be a better understanding, by all parties, of current law. Other considerations include legislation with stiffer penalties and/or CCTV at high potential locations.
Group Exercise Meeting participants broke out into 3 groups, one group per Rail Plan goal and asked select/identify projects that were relevant to their assigned goal, identify challenges associated with each project, and identify responsible parties. Groups were asked to include at least one passenger rail project their selection. The table on the following page identifies which projects were selected for each goal as well as the challenges and responsible parties. The full list of projects considered by meeting participants is included in the PowerPoint presentation.
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Projects Selected for Relevancy to Rail Plan Goals ID Name Location Description Relevant Goal 1 2 3 To identify further funding opportunities, communicate / collaborate with local, state, federal, and private interests Funding, political will 1) Obtain research funds to define multi-modal facility types, thresholds and potential site locations in Idaho and the region. 2) Consider double-tracked transload facilities, dry ports, rail spurs, transload facilities, intermodal facilities, etc.). Few obstacles; identifies optimum sites for F14 Combine with F2 Challenges Responsible Party Additional Comments
F2
Advance the Treasure Valley Freight Multi-Modal Transload Center
City of Boise
1) Work with key stakeholders to identify local, state, Federal and private funding opportunities. 2) Build the center.
P3
Combine with F3
F3
Analyze multi-modal facility types and thresholds Bridging The Valley: Grade Crossing Improvement (BNSF route) and Realignment of UP mainline between Spokane and Athol Bridging The Valley: Grade Crossing Improvement only (BNSF route)
Statewide
P3
F4
Spokane Valley/ Rathdrum Prairie (Kootenai County) Spokane Valley/ Rathdrum Prairie (Kootenai County)
1) Identify funding for benefit cost analysis, engineering and construction.
Resources, funding
Public
Combine with 5
F5
1) Identify funding for benefit cost analysis, engineering and construction.
Combine with 4
F6
Continue Railroad Crossing Safety Program Continue to support Operation Lifesaver
Statewide
F7
1) Work with rail line owners and local jurisdictions to identify high risk grade crossings that meet the Railroad Crossing Safety Program requirements. 2) Increase awareness of program. 1) Provide staff resources/support to Operation Lifesaver. 2) Research funding sources for marketing/educational campaigns.
Resources, funding
Public
Ongoing, established
P3
Ongoing, established
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ID
Name
Location
Description
Relevant Goal 1 2 3
Challenges
Responsible Party
Additional Comments
F8
Create an Idaho Rail Preservation Program
Statewide
F9
Decrease incidents of trespassing Educate public on importance of moving freight and benefits of moving via rail Establish and/or improve multi-modal rail yards throughout Idaho
Statewide (Unprotected railroad rightof-way)
1) Annually assess rail volume reports (from IPUC) for trends. 2) Conduct benefit/cost analysis on individual lines showing decreasing volumes over time, including potential for new industries. 3) Identify economic development partnerships/investments. 4) Develop partnerships between state/local jurisdictions and rail line owners/operators to apply for REDIFiT funding for rail line preservation and/or to apply for other funding for corridor preservation (including using the corridor for alternate means). 1) Identify key railroad yards, interchange points, and major structures that may need to be secured from open public access. 2) Partner with local jurisdictions to identify security strategies including education, enforcement, and awareness. 1) Establish on-going public education program to promote Idaho's objectives relative to freight rail. 1) Identify facility thresholds and potential site locations using results from multi-modal facility analysis. 2) Assess viability of existing yards. 3)Use regional forums to identify public/private partnership opportunities to build facilities.
Political will, needs a champion
Public
Combine with P3
F13
Statewide
Resources, funding, definition
P3
Combine with F14
Combine with F3 X X X Funding, project identification Private, possibly P3 Combine with F13 Combine with F16
F14
Statewide
F16
Establish competitive high cube doublestack multi-modal service in Idaho
Freight corridors paralleling I90, I-84 and I-86 east/west, and I-15 north/south.
1) Work with rail line owners and neighboring states to prioritize corridors based on costbenefit.2) Identify funding needs for installation of high-cubed double stack intermodal service.
Funding, project identification
Private, possibly P3
Combine with 14
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ID
Name
Location
Description
Relevant Goal 1 2 3
Challenges
Responsible Party
Additional Comments
F17
Establish ongoing partnerships with adjacent states
Airway Heights (Spokane County)
F19
Evaluate trucking issues that affect rail shipping
Statewide
1) Expand existing partnerships with adjacent states and private railroads. 2) Monitor rail network improvements for impact on Idaho's economic competitiveness. 3) Use the FAC and existing partnerships to increase awareness of enhancements. 1) Identify and prioritize rail improvements that provide the best opportunity to provide economic development and enhance revenue opportunities through the state by moving freight via rail in lieu of motor carriers. 2) Monitor and enact legislation that ensures motor carrier standards are uniform and do not give competitive advantage over rail. 1) Upgrade the P&L branch bridges to the level required by the Federal Rail Administration (FRA) in order to accommodate 286,000 lb. (286K) rail cars and 2) provide reliable rail access to a new private sector $17 million commercial grain storage and loading facility at McCoy.
Controversy; pros and cons
F25
P&L Shortline Railroad Bridge Replacement and Shuttle Train Loader Facility Project Preserve rail corridors between Kamiah, Grangeville, and the Port of Lewiston for future rail use. Develop inland dry port (Pocatello) Disseminate technical resources/tools for local communities on land use policies that support rail system investment
Port of Whitman County
Funding
Private, possibly P3
Combine w/28
F26
East of Port of Lewiston
Identify potential funding sources. Consider railbanking.
Funding, ownership
Pubic
F29
Pocatello possibly at the airport
1) Enact legislation to enable a port authority. 2) Design and construct facility.
Political will
P3
F30
Statewide
1) Identify available land use planning resources. 2) Work with rail owners/operators to disseminate policies regarding land use/transportation policies along rail right-ofway
Collaboration with a wide range of groups Funding, resources P3
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ID
Name
Location
Description
Relevant Goal 1 2 3
Challenges
Responsible Party
Additional Comments
P2
Feasibility study to measure support/ demand for commuter rail services along high commuter corridors Preserve future rail corridors to serve high capacity commuter routes
Statewide
Evaluate potential support/demand and potential locations for commuter rail service
Moving beyond study is difficult
Public
Low cost
P3
Ada and Canyon Counties, remaining portions of Boise cut-off Camas Prairies RailNet's line to Grangeville
Identify funding to acquire rail corridor right-ofway for commuter rail operation.
Political will, needs a champion
Public
P5
Reuse freight rail lines for heritage tourism
Evaluate abandoned rail lines for potential heritage tourism (partner with State Historic Preservation Office).
P6
Support a new feasibility study of the Pioneer Route, in partnership with adjoining states
Portland, OR to Boise, ID
Coordinate/communicate with adjoining states on future studies to evaluate the restoration or replacement of the line that Amtrak terminated in 1997 along UP line.
Funding, political will
P3
P11
Treasure Valley High Capacity Transit Study
I-84, Chinden Boulevard (N) to Victory Road (s)
Conduct a study to evaluate proposed alignments along I-84.
Public
Low cost
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Individual Exercise Meeting participants were asked to select six projects, one of which had to be a passenger rail project, they felt should be prioritized above the other projects. The following lists those projects organized by the number of times it was selected.
Project Number F2 Name Advance the Treasure Valley Freight MultiModal Transload Center Establish and/or improve multi-modal rail yards throughout Idaho Location Description 1) Work with key stakeholders to identify local, state, Federal and private funding opportunities. 2) Build the center. Votes 19 (7 votes shared with F3) 18 (6 votes shared with F16) (7 votes shared with F13) 7 (votes shared with F2) 7 (4 votes shared with F7) 7 (votes shared with F14) 7
City of Boise
F14
Statewide
1) Identify facility thresholds and potential site locations using results from multi-modal facility analysis. 2) Assess viability of existing yards. 3)Use regional forums to identify public/private partnership opportunities to build facilities. 1) Obtain research funds to define multi-modal facility types, thresholds and potential site locations in Idaho and the region. 2) Consider double-tracked transload facilities, dry ports, rail spurs, transload facilities, intermodal facilities, etc.). 1) Work with rail line owners and local jurisdictions to identify high risk grade crossings that meet the Railroad Crossing Safety Program requirements. 2) Increase awareness of program. 1) Establish on-going public education program to promote Idaho's objectives relative to freight rail. 1) Enact legislation to enable a port authority. 2) Design and construct facility. Identify funding to acquire rail corridor right-of-way for commuter rail operation.
F3
Analyze multi-modal facility types and thresholds Continue Railroad Crossing Safety Program Educate public on importance of moving freight and benefits of moving via rail Develop inland dry port (Pocatello) Preserve future rail corridors to serve high capacity commuter routes Support a new feasibility study of the Pioneer Route, in partnership with adjoining states Continue to support Operation Lifesaver Establish competitive high cube doublestack multi-modal service in Idaho
Statewide
F6
Statewide
F13
Statewide
F29
Pocatello - possibly at the airport Ada and Canyon Counties, remaining portions of Boise cut-off Portland, OR to Boise, ID
P3
P6
Coordinate/communicate with adjoining states on future studies to evaluate the restoration or replacement of the line that Amtrak terminated in 1997 along UP line. 1) Provide staff resources/support to Operation Lifesaver. 2) Research funding sources for marketing/educational campaigns.
F7
6 (4 votes shared with F6) 6 (votes shared with F14)
F16
Freight corridors paralleling I-90, I-84 and I-86 east/west, and I-15 north/south.
1) Work with rail line owners and neighboring states to prioritize corridors based on cost-benefit.2) Identify funding needs for installation of high-cubed double stack intermodal service.
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Project Number
Name
Location
Description 1) Identify and prioritize rail improvements that provide the best opportunity to provide economic development and enhance revenue opportunities through the state by moving freight via rail in lieu of motor carriers. 2) Monitor and enact legislation that ensures motor carrier standards are uniform and do not give competitive advantage over rail.
Votes
F19
Evaluate trucking issues that affect rail shipping
Statewide
F30
Disseminate technical resources/tools for local communities on land use policies that support rail system investment Treasure Valley High Capacity Transit Study Feasibility study to measure support/demand for commuter rail services along high commuter corridors
Statewide
1) Identify available land use planning resources. 2) Work with rail owners/operators to disseminate policies regarding land use/transportation policies along rail rightof-way
P11
I-84, Chinden Boulevard (N) to Victory Road (s)
Conduct a study to evaluate proposed alignments along I84.
P2
Statewide
Evaluate potential support/demand and potential locations for commuter rail service
F8
Create an Idaho Rail Preservation Program
Statewide
1) Annually assess rail volume reports (from IPUC) for trends. 2) Conduct benefit/cost analysis on individual lines showing decreasing volumes over time, including potential for new industries. 3) Identify economic development partnerships/investments. 4) Develop partnerships between state/local jurisdictions and rail line owners/operators to apply for REDIFiT funding for rail line preservation and/or to apply for other funding for corridor preservation (including using the corridor for alternate means). 1) Identify key railroad yards, interchange points, and major structures that may need to be secured from open public access. 2) Partner with local jurisdictions to identify security strategies including education, enforcement, and awareness. 1) Expand existing partnerships with adjacent states and private railroads. 2) Monitor rail network improvements for impact on Idaho's economic competitiveness. 3) Use the FAC and existing partnerships to increase awareness of enhancements.
F9
Decrease incidents of trespassing
Statewide (Unprotected railroad right-of-way)
F17
Establish ongoing partnerships with adjacent states
Airway Heights (Spokane County)
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4/8/2013
Agenda and Project Status

Review Agenda Discuss Project Status
IDAHO STATEWIDE RAIL PLAN

February 27, 2013
Factors Influencing Needs/Opportunities

4
Needs and Opportunities

Review rail needs presented at October meeting Discuss results
Trends and Forecasts

Population/Employment Idaho Industry Mix Freight Rail System Passenger Rail System
Condition of System

Vision and Goals
Population
Idaho more than doubled in size between 1970 and 2010
5
2,500,000
Gross Domestic Product

Idahos rail system helps to support the states $60 billion economy
6 Idaho Population, 1970-2030
2,000,000
State growing at faster rate

than National average
By 2011, Idahos
GDP recovered from the recession
2.00 1.90 1.80
Total employment increased

by 71% between 1990 and 2007
1,500,000
1,000,000
Continued economic
1970 1980 1990 2000 2010 2020 2030
1.70 1.60 1.50 1.40 1.30 1.20
500,000
Pace of growth puts pressure

on all of Idahos infrastructure: water systems, schools, healthcare facilities, AND TRANSPORTATION
growth relies on efficient goods movement
800,000 700,000 600,000 500,000 400,000 300,000 200,000 100,000 1970
Idaho Employment, 1970-2030
Keep costs down,

customers supplied, and maintain competitiveness within the U.S. and world markets
1.10 1.00 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Idaho United States
Idaho and U.S. GDP Growth Index, 1997-2011
1980
1990
2000
2010
2020
2030
4/8/2013
Idahos Industry Mix

7 8
Idahos Industry Mix Future Potential
Ag and mining rely
Intra rail traffic

on rail more than most sectors to transport high volume/high weight products intensive industries comprised 42% of states economy (2011), far higher than their 35% for the U.S. averages in manufacturing and agricultural
TotalOutput:$53,882M
Wholesale trade 6%
Milled grain (9.0%) Chemical product (9.1%) Alcoholic beverages (8.3%) Chemical products (5.3%) Mixed freight (5.9%) Motorized vehicles (7.1%) Base metal (7.8%) Agricultural products (5.4%) Milled grain (5.6%)
Manufacturing 11% ServiceProviding 58% FreightDependent 42% Utilities 2% Transportation and warehousing 3%
Outbound

Idahos freight-
Construction 5%
Retail trade 8%
Mining 2%
Higher than national
Agriculture, forestry, fishing, and hunting 5%
Inbound

Idaho GDP Distribution of Freight Dependent Sectors, 2010
System Today
Ownership
9 10
System Today
Volumes (2012)
1,627 rail miles
Class 1
UPRR

880 track miles 89% of trackage rights miles 120 track miles 440 trackage rights miles
BNSF

Class I rail lines most heavily used Most short lines see less than a few daily trains
Class 2

Montana RailLink WATCO

Idaho Rail Network Ownership
Class 3
Average Trains per Day
System Today
Weight and Clearance Restrictions
11 12
System Today
Railroad Crossings
Limited weight restrictions More horizontal clearance issues than vertical
1,292 public railroad crossings in Idaho ~25% have advanced warning devices (319) FY12 rail safety*

needs ~2.1M program ~2.6M
Source: ITD, FRA, Oak Ridge Natl Lab., NBI, Railroads
Source: Idaho Public Utilities Commission * COMPASS FY2012-16 Regional TIP - www.compassidaho.org/documents/prodserv/trans/DRAFTFY2012TIPrpt.pdf
Public At-Grade Railroad Crossings
4/8/2013
System Today
Level of Service
13 14
U.S. Freight Rail Network - Future

2035 Train Volumes Compared to 2035 Train Capacity*
Most of Idahos lines are operating at less than 70% of total capacity Potential constraints along BNSF line already being addressed
Source: XX
2040 Volumes
Source: National Rail Freight Infrastructure Capacity and Investment Study, 2007, Cambridge Systematics for AAR * Without improvements
System Tomorrow
Potential Areas of Concern
15 16
Passenger Service
Amtrak
Current: Empire Builder Chicago to Seattle/Portland Sandpoint, Idaho station stop (see map) Chicago to Seattle via Denver and Salt Lake
Only includes projects currently underway or occurring in the near future Capacity is mostly constricted along Class 1 lines
Past: Pioneer Service -
Restoration of the Pioneer
would enhance Amtraks route network and produce public benefits, but would require significant expenditures for initial capital costs and ongoing operating costs not covered by fare box revenues
Source: XX
2040 Volumes
Source: Amtrak Route Atlas, July 2012.
Freight and Passenger Rail Vision

17
Rail powers Idahos Economy
Goals

18
Projects, Programs, Policies

Review/discuss full range of suggestions Identify potential projects and selection criteria
Idahos rail system features seamless, modal connectivity while maintaining safety and efficiency in moving goods and people. Idahos rail system features effective partnerships that leverage resources and opportunities. Idaho strategically invests in its rail system infrastructure while maximizing existing capacity and preserving the system. Idaho goods and people transported efficiently Transportation costs are competitive Rail-related safety improves
Desired Outcomes

4/8/2013
Freight Rail Network Opportunities

19 20
Projects - Studies

Studies Programs Partnerships Capital Investment

Private industry Public/Private Investments
Address rail car needs, including specialty cars Analyze multi-modal facility types and thresholds Evaluate carload capacity needs along the Mexico to Idaho Supply chain Expand and improve access to NorthSouth Rail Link to Canada Evaluate trucking issues that affect rail shipping
Projects - Studies
21 22
Projects - Programmatic

Implement Quiet Zones Rathdrum Multimodal Station Feasibility Study Feasibility study to measure support/demand for commuter rail services along high commuter corridors Support the expansion of the Hiawatha route (adding a second stop), in partnership with adjoining states Treasure Valley High Capacity Transit Study
Create an Idaho Rail Preservation Program Reuse freight rail lines for heritage tourism Continue to support Operation Lifesaver Educate public on importance of moving freight and benefits of moving via rail Establish ongoing partnerships with adjacent states Improve transport of hazardous materials, including spent nuclear fuel and low grade radioactive materials
Projects - Programmatic
23 24
Projects - Partnerships
Develop tool to assess freight multi-modal supply chains along freight corridors Disseminate technical resources/tools for local communities on land use policies that support rail system investment Preserve rail corridor between Kamiah, Grangeville, and the Port of Lewiston for future rail use. Develop intercity bus routes to establish ridership for future passenger rail Preserve future rail corridors to serve high capacity commuter routes
Support the expansion of the Hiawatha route (adding a second stop) Support multi-state planning efforts Support a new feasibility study of the Pioneer Route, in partnership with adjoining states Support Nevada's efforts to study the feasibility of intercity rail between Boise and Las Vegas Support Montana's efforts to study the feasibility of passenger rail service connecting Sandpoint, ID to the east.
4/8/2013
Projects Capital Investments

25 26
Projects Capital Investments
AdvancetheTreasureValleyFreightMultiModalTransloadCenter BridgingTheValley:GradeCrossingImprovement(BNSFroute)and RealignmentofUPmainlinebetweenSpokaneandAthol BridgingTheValley:GradeCrossingImprovementonly(BNSFroute) ContinueRailroadCrossingSafetyProgram Decreaseincidentsoftrespassing Doubletrack

Establishand/orimprovefreightmultimodalrailyardsthroughout Idaho Establishand/orimproverailclassificationyardsthroughoutIdaho Establishcompetitivehighcubedoublestackfreightmultimodal serviceinIdaho InstallPositiveTrainControlonClass1carriersystems,asrequired byUSDOT. NorthwestCorridor,UpgradePocatelloSubdivision P&LShortlineRailroadBridgeReplacementandShuttleTrain LoaderFacilityProject Upgradeinfrastructuretoaccommodatehighercapacityrailcars Developinlanddryport(Pocatello)
UPRRHuntington Subdivision UPRRNampaSubdivision UPRRPocatelloSubdivision
Selection Criteria
28
27
Group Exercise
1. Review and select projects that are relevant to assigned goal 2. Modify and identify additional projects, if needed 3. For the projects you selected:
a) b) c) Identify challenges (i.e. lack of funding, lack of data, staff resources, political will, etc.) Identify potential costs and funding, if available Identify responsible parties/project owners
Will the project address a demonstrated demand and/or capacity need? Will the project improve efficiency of the network? Will the project address a system condition deficiency? Will the project improve safety? Is there an economic benefit?
4. Present and sell projects back to whole group
29
Project Prioritization
Select top 6 freight projects Only one dot per project Minimum, one dot for a passenger rail project
30
Freight Advisory Committee

Review, Discussion, Nominations
4/8/2013
Freight Advisory Committee Purpose and Expectations

31 32
Freight Advisory Committee Membership
Purpose
Forum for collaboration, partnership and communication Leverage federal funding
Owners/Operators
Air Highway/Trucking Ports Rail

Expectations
Identify freight priority corridors Monitor freight study implementation and performance measures Recommend project identification prioritization policies

Agriculture (3) Natural Resources (2) Manufacturing/Retail Carrier/Shipping Warehousing/Freight Logistics Public Agencies (Ex-Officio)
33
Freight Advisory Committee Charter Elements

Freight Advisory Committee

Nominations
34
2 year terms Chair/Vice Chair one year terms ITD Staffing Quarterly meetings Consensus building processes Travel expenses, funded through ITD
Provide name/contact information Identify relevancy to stakeholder interest Feel free to nominate yourself!
Nominations
35
Note that the Idaho Trucking Council and Idaho Aero Board have final say on trucking and air industry, respectively, recommendations Provide contact information, if you have it
1. 2.
Does this reflect your understanding of the rail system? What additional rail system needs have we not identified?
Suggestions for National Freight Advisory Committee?
Number
NewName Addressrailcarneeds,including specialtycars
Location
ProjectCategory Description 1)Inventoryexistingandassessfutureneedsforspecialtyrailcars.2) Identifyfundingneedsforspecialtyrailcarstoincludeananalysisof thefundsneededabovewhatisavailablethroughREDIFiT.
Primarysource StakeholderInput,RegionalFreight Forums(JulyAugust,2012)
SecondarySource
F1
Statewide
Study
F2
AdvancetheTreasureValley FreightMultiModalTransload Center
CityofBoise
Capital Improvement
1)Workwithkeystakeholderstoidentifylocal,state,Federaland privatefundingopportunities.2)Buildthecenter.
REDIFiTAssessment,BoiseValley Railroad&CityofBoiseFinalReport,p. 35;2012
F3
Analyzemultimodalfacilitytypes Statewide andthresholds
Study
1)Obtainresearchfundstodefinemultimodalfacilitytypes, thresholdsandpotentialsitelocationsinIdahoandtheregion.2) Considerdoubletrackedtransloadfacilities,dryports,railspurs, transloadfacilities,intermodalfacilities,etc.).
StakeholderInput,RegionalFreight Forums(JulyAugust,2012)
IdahoFreightStudy,Recommendation 3,Action2.
F4
BridgingTheValley:GradeCrossing SpokaneValley/ Improvement(BNSFroute)and RathdrumPrairie RealignmentofUPmainline (KootenaiCounty) betweenSpokaneandAthol SpokaneValley/ BridgingTheValley:GradeCrossing RathdrumPrairie Improvementonly(BNSFroute) (KootenaiCounty)
Capital Improvement
1)Identifyfundingforbenefitcostanalysis,engineeringand construction.
InlandPacificHub:Transportation InvestmentandProjectPriority Blueprint,Phase2FinalReport,p.22; 51;2012 InlandPacificHub:Transportation InvestmentandProjectPriority Blueprint,Phase2FinalReport,p.22; 51
WashingtonState20102030Freight RailPlan,2009
F5
Capital Improvement
1)Identifyfundingforbenefitcostanalysis,engineeringand construction.
IdahoStateRailPlan,1996,p.51to5 3,DraftFreightMobilityIssuesand Opportunities.IdahoStateFreightPlan. Page53 IdahoStateRailPlan,1996,p.51to5 3,DraftFreightMobilityIssuesand Opportunities.IdahoStateFreight Study,page53
F6
ContinueRailroadCrossingSafety Statewide Program ContinuetosupportOperation Lifesaver
Capital Improvement Program
1)Workwithraillineownersandlocaljurisdictionstoidentifyhighrisk StakeholderInput,RegionalFreight gradecrossingsthatmeettheRailroadCrossingSafetyProgram Forums(JulyAugust,2012) requirements.2)Increaseawarenessofprogram. 1)Providestaffresources/supporttoOperationLifesaver.2)Research fundingsourcesformarketing/educationalcampaigns. 1)Annuallyassessrailvolumereports(fromIPUC)fortrends.2) Conductbenefit/costanalysisonindividuallinesshowingdecreasing volumesovertime,includingpotentialfornewindustries.3)Identify ReporttotheIdahoStateLegislature: economicdevelopmentpartnerships/investments.4)Develop RailroadFreightServiceinIdahoAn partnershipsbetweenstate/localjurisdictionsandrailline Assessment,2002 owners/operatorstoapplyforREDIFiTfundingforraillinepreservation and/ortoapplyforotherfundingforcorridorpreservation(including usingthecorridorforalternatemeans). 1)Identifykeyrailroadyards,interchangepoints,andmajorstructures TerrorismRiskAnalysisandSecurity thatmayneedtobesecuredfromopenpublicaccess.2)Partnerwith ManagementPlanRailroads,AAR localjurisdictionstoidentifysecuritystrategiesincludingeducation, RailroadSecurityTaskForce enforcement,andawareness.
F7
F8
CreateanIdahoRailPreservation Program
Statewide
Program
F9
Decreaseincidentsoftrespassing
Statewide (Unprotected railroadrightof way)
Capital Improvement
DRAFTRailNeedsAssessment,Idaho StateRailPlanDEA,2012Page18
Appendix A-167
Number
NewName DoubletrackUPRRHuntington Subdivision
Location WestofNampato Oregon
ProjectCategory Description Capital Improvement 1)Establishongoingpartnershipswithadjacentstatesandprivate railroads.Additionalcapacityforfutureneedswouldimprove operationsoftheUPRRandcouldimproveeconomiccompetitiveness Idaho. 1)Establishongoingpartnershipswithadjacentstatesandprivate railroads.Additionalcapacityforfutureneedswouldimprove operationsoftheUPRRandcouldimproveeconomiccompetitiveness Idaho.
Primarysource
SecondarySource
F10
PreliminaryDraftRailNeeds Assessment,IdahoStateRailPlan,DEA, RegionalFreightForumStakeholders June2012,page25 PreliminaryDraftRailNeeds Assessment,IdahoStateRailPlan,DEA, June2012,page25
F11
DoubletrackUPRRNampa Subdivision
Capital PocatellotoNampa Improvement
F12
DoubletrackUPRRPocatello Subdivision
LavaHotSprings, easttoWyoming
Capital Improvement
1)Establishongoingpartnershipswithadjacentstatesandprivate PreliminaryDraftRailNeeds railroads.Additionalcapacityforfutureneedswouldimprove Assessment,IdahoStateRailPlan,DEA, operationsoftheUPRRandcouldimproveeconomiccompetitiveness June2012,page25 Idaho.
F13
Educatepubliconimportanceof movingfreightandbenefitsof movingviarail
Statewide
Program
1)EstablishongoingpubliceducationprogramtopromoteIdaho's objectivesrelativetofreightrail. 1)Identifyfacilitythresholdsandpotentialsitelocationsusingresults frommultimodalfacilityanalysis.2)Assessviabilityofexistingyards. 3)Useregionalforumstoidentifypublic/privatepartnership opportunitiestobuildfacilities. 1)Identifyfacilitythresholdsandpotentialsitelocationsusingresults frommultimodalfacilityanalysis.2)Assessviabilityofexistingyards. 3)Useregionalforumstoidentifypublic/privatepartnership opportunitiestobuildfacilities. 1)Workwithraillineownersandneighboringstatestoprioritize corridorsbasedoncostbenefit.2)Identifyfundingneedsfor installationofhighcubeddoublestackintermodalservice.
F14
Establishand/orimprovemulti Statewide modalrailyardsthroughoutIdaho
Capital Improvement
FreightMobilityIssuesand Opportunities,IdahoStatewideFreight Study,page33
F15
Establishand/orimproverail classificationyardsthroughout Idaho
Statewide
Capital Improvement
FreightMobilityIssuesand Opportunities,IdahoStatewideFreight Study,page33 IdahoStateRailPlanStakeholder Committee DRAFTRailNeedsAssessment,Idaho StateRailPlanDEA,2012Page18
F16
Freightcorridors Establishcompetitivehighcube parallelingI90,I84 Capital doublestackmultimodalservicein andI86east/west, Improvement Idaho andI15 Establishongoingpartnershipswith AirwayHeights adjacentstates (SpokaneCounty) Evaluatecarloadcapacityneeds alongtheMexicotoIdahoSupply chain Program
F17
1)Expandexistingpartnershipswithadjacentstatesandprivate railroads.2)MonitorrailnetworkimprovementsforimpactonIdaho's WashingtonState20102030Freight economiccompetitiveness.3)UsetheFACandexistingpartnershipsto RailPlan,2009 increaseawarenessofenhancements. 1)Conductstudytodefineprojectandadvancegoals. 1)Identifyandprioritizerailimprovementsthatprovidethebest opportunitytoprovideeconomicdevelopmentandenhancerevenue opportunitiesthroughthestatebymovingfreightviarailinlieuof motorcarriers.2)Monitorandenactlegislationthatensuresmotor carrierstandardsareuniformanddonotgivecompetitiveadvantage overrail. FreightMobilityIssuesand Opportunities,IdahoStatewideFreight Study,page34
F18
Statewide
Study
F19
Evaluatetruckingissuesthataffect Statewide railshipping
Study/Program
Appendix A-168
Number
NewName
Location
ProjectCategory Description
Primarysource
SecondarySource
F20
Expand&improveaccessto NorthSouthRailLinktoCanada
Statewide
Study
1)Conductstudytodeterminemostcosteffectivenorthsouthroute forfreightrailaccesstoCanadathatincluderecommendationsfor fundingmechanisms.
InlandPacificHub:Transportation InvestmentandProjectPriority Blueprint,Phase2FinalReport,p.22; 51;2012
F21
ImplementQuietZones
Residential Communities Statewide
Study
F22
Improvetransportofhazardous materials,includingspentnuclear Statewide fuel and low grade radioactive
Program
FinalRuleonUseofLocomotiveHorns 1)Conductstudytodeterminemosteffectivelocationsandfundingfor atHighwayRailGradeCrossings (Final DRAFTRailNeedsAssessment,Idaho Rule ),whichwasmadeeffectiveon implementationofsafetymeasuresfortheestablishmentofFRA StateRailPlanDEA,2012Page18 June24,2005,bytheFRAandamended approvedQuietZones". onAugust17,2006(13). 1)Identifyhazardousmaterialroutes/corridors.2)Monitor IdahoStateRailPlan,1996,p.51to53 infrastructurecondition.3)Prioritizeexistingfundingforsafety improvements along hazardous material routes 1)Identifymainlines(carries5millionormoregrosstonsoffreight annually)overwhichhazardousmaterialsthatarepoisonousortoxicby TheRailSafetyImprovementActof inhalation(PIH/TIHmaterials)aretransportedonothertracksas designatedbyregulationororderfromtheSecretaryofTransportation. 2008 2)InstallPositiveTrainControlincompliancewiththeRailSafety ImprovementAct. 1)PreparecostestimatesandscheduleforasecondmainlineatTopaz RailSystemInventoryforIdahoState andtolengthenexistingsidings.2)Constructsecondlineandextend RailPlan,May2012 sidings. 1)UpgradetheP&LbranchbridgestothelevelrequiredbytheFederal PreliminaryDraftRailNeeds RailAdministration(FRA)inordertoaccommodate286,000lb.(286K) Assessment,IdahoStateRailPlan,DEA, railcarsand2)providereliablerailaccesstoanewprivatesector$17 June2012,page25 millioncommercialgrainstorageandloadingfacilityatMcCoy. FreightMobilityIssuesand Opportunities,IdahoStatewideFreight Study,page34 WashingtonState20102030Freight RailPlan,2009
F23
InstallPositiveTrainControlon Class1carriersystems,asrequired Statewide byUSDOT.
Capital Improvement
DRAFTRailNeedsAssessment,Idaho StateRailPlanDEA,2012Page18
F24
NorthwestCorridor,Upgrade PocatelloSubdivision
PortneufRiver Valley
Capital Improvement
F25
P&LShortlineRailroadBridge ReplacementandShuttleTrain LoaderFacilityProject
PortofWhitman County
Capital Improvement
F26
Preserverailcorridorbetween EastofPortof Kamiah,Grangeville,andthePort Lewiston ofLewistonforfuturerailuse. Supportmultistateplanning efforts Chicago,ILto Vancouver,BC
Program
Identifypotentialfundingsources.Considerrailbanking.
PortofLewiston,FiveYearStrategic Plan
F27
Partnership
1)PartnerwithadjoiningstatesandBNSFontheGreatNorthern CorridorStudy.2)Coordinatewithadjoiningstatesonrailplans.
GreatNorthernCorridor,BNSF,2012
Appendix A-169
Number
NewName
Location
Primarysource
SecondarySource
F28
Upgradeinfrastructureto accommodatehighercapacityrail Statewide cars.
Capital Improvement
1)UsetheFACtoidentifycorridorswithfuturecapacityneedsthatcan beresolvedthroughhighercapacityrailcars.2)Conductabenefit/cost ReporttotheIdahoStateLegislature: analysisonidentifiedcorridors.3)Identifypublicprivatepartnerships RailroadFreightServiceinIdahoAn andpotentialfundingsourcestoupgradebridges,roadbeds,andrails Assessment,2002 identifiedasneedingupgrades. 1)Enactlegislationtoenableaportauthority.2)Designandconstruct StakeholderInput,RegionalFreight facility. Forums(JulyAugust,2012) 1)Identifyavailablelanduseplanningresources.2)Workwithrail owners/operatorstodisseminatepoliciesregardingland use/transportationpoliciesalongrailrightofway 1)Identifypriorityfreightcorridors(FreightAdvisoryCommittee).2) UseAgricultureandCommerceprojectionstoassessfuturecapacity needsalongpriorityfreightcorridors. Continuewithintercitybusprogram. IdahoFreightStudy,Recommendation 3,Action2.
F29
Developinlanddryport(Pocatello)
Pocatellopossibly Capital attheairport Improvement
F30
Disseminatetechnical resources/toolsforlocal Statewide communitiesonlandusepolicies thatsupportrailsysteminvestment Developtooltoassessmultimodal supplychainsalongfreight Statewide corridors Developintercitybusroutesto establishridershipforfuture Statewide passengerrail Feasibilitystudytomeasure support/demandforcommuterrail Statewide servicesalonghighcommuter corridors Preservefuturerailcorridorsto servehighcapacitycommuter routes
Program
IdahoFreightStudy,Recommendation 2,Action6.
F31
Program
IdahoFreightStudy,Recommendation 3,Action1and2
P1
Program
P2
Study
Evaluatepotentialsupport/demandandpotentiallocationsfor commuterrailservice
P3
AdaandCanyon Counties,remaining Program portionsofBoise cutoff
DraftPassengerRailSystemProfileand Identifyfundingtoacquirerailcorridorrightofwayforcommuterrail AnalysisIdahoStateRailPlan,DEA, operation. May2012,page9
P4
RathdrumMultimodalStation FeasibilityStudy
Rathdrum
Study
AssessfeasibilityofanintermodalbusstationatRathdrum,whichcould connectCoeurd'AleneandPostFallswithSandpointandSpokane
P5
CamasPrairies Reusefreightraillinesforheritage RailNet'slineto tourism Grangeville
Program
Evaluateabandonedraillinesforpotentialheritagetourism(partner withStateHistoricPreservationOffice).
ReporttotheIdahoStateLegislature: RailroadFreightServiceinIdahoAn Assessment,2002
Appendix A-170
Number
NewName
Location
Primarysource
SecondarySource
P6
Supportanewfeasibilitystudyof thePioneerRoute,inpartnership withadjoiningstates
Portland,ORto Boise,ID
Partnership
Coordinate/communicatewithadjoiningstatesonfuturestudiesto evaluatetherestorationorreplacementofthelinethatAmtrak terminatedin1997alongUPline.
P7
SupportMontana'seffortstostudy thefeasibilityofpassengerrail Williston,NDto serviceconnectingSandpoint,IDto Sandpoint,ID theeast.
Partnership
Coordinate/communicatewithMontanaonstudytoevaluatefeasibility AmtrakTier2Analysis andpotentialalignmentofpassengerrailline.
P8
SupportNevada'seffortstostudy Boise,ID;Elkoand Partnership thefeasibilityofintercityrail LasVegas,NV betweenBoiseandLasVegas Supporttheexpansionofthe Hiawatharoute(addingasecond stop)
Coordinate/communicatewithNevadaonstudytodeterminethe demandforserviceandpotentialalignmentforahighspeedrailline. Coordinate/communicatewithadjoiningstatesandAmtrakonshifting scheduletostopinSandpointindaylighthoursandconnecttothe intercitybusservicethatwouldlinkCoeurd'AleneandBoiseto nationwiderailservice.AddservicetoSandpoint,suchastheHiawatha Route. ParticipateinastudytoevaluatereinstatementofthelinethatAmtrak AmtrakstudyforMT,2010 terminatedinthe1970s.
P9
Sandpoint
Partnership
P10
Supporttheexpansionofthe Glenfew,ILto Hiawatharoute(addingasecond Auburn,WA,stopin Study stop),inpartnershipwithadjoining Sandpoint,ID states I84,Chinden Boulevard(N)to VictoryRoad(s)
P11
TreasureValleyHighCapacity TransitStudy
Study
ConductastudytoevaluateproposedalignmentsalongI84.
DraftPassengerRailSystemProfileand AnalysisIdahoStateRailPlan,DEA, May2012,page25
Appendix A-171
IdahoFreightStudyandRailPlanUpdate
Interview Series 1 Six Interviews To Date February 23, 2012 DRAFT Interview Summary Vision Statement Proposed via Summit Inputs: Intermodalconnectivityandcollaboration Appropriatesystemcapacity IncreasesIdahoscompetitiveedge Consistentandaccessible Funded,affordable,efficient Technology Safe Data/sciencedriven Comments: All reinforced in some way through interview discussion. Nothing identified as missing Distinctions made one some points: 1. Intermodal concern that it may not be as viable as many hope that it is; need to study to ensure it can be supported. Others vigorously support the idea 2. Concern that the features dont emphasize the important role of trucking. 3. May be more practical to look at a regional network, rather than the state, with the loop through southern Idaho, north to Spokane, and back down through Ontario, with the inner part of that circle needing the remote access and Boise providing an intermodal hub. 4. Need to ensure sufficient short line capacity 5. Leverage technology to maximize the system Proposed Vision Statements: Most said existing bullets worked with their individual caveats Three near statements proposed include: 1. We have to lure more business and manufacturing to southern Idaho and get products in and out of the state as efficiently and effectively as possible.
Appendix A-172
2. Need to have something that is efficient, properly funded, keep up with the times, flexible to support inbound and outbound, including a northsouth corridor. 3. Consistent and accessible, intermodal connectivity and collaboration, Regional View. Distinction for Vision re Freight, Rail, Passenger: Generally all felt that one vision statement should apply equally across the freight system and be the target for all modes. Interviewees questioned whether that would be appropriate regarding passenger rail, thinking that that system has different facilities, demands, requirements and purposes than the freight system. One said if the same facilities are used, the vision should be the same, but most thought it required some separate thinking. Opportunities/Goals Proposed Opportunities/Goals Via Summit Inputs
Inter/multimodal LeveragePortofLewiston Researchanddata Cooperation,CollaborationandPartnerships RegulatoryChange IncreaseCapacity Funding Three prominent opportunities to pursue: 1. Transportation hub in Boise with regionally focused system/need technology to do so 2. Intermodal facility in magic or treasure valley area 3. Leveraging the use of technology to be widely connected in the region (Boise has a lot of resources Micron/HP understand most advanced levels of communication good partnership opportunities) Boise on that intermountain loop could take on some of the stuff coming out of salt lake well connected with salt lake and serve intermountain area more efficiently. 4. Improve the permitting process. ITD sometimes doesnt understand us or we get confused in understanding what we need to permit a load to get somewhere a lot of times we get one and pay for it and after we send it in they say it is the wrong one. Don t know if its them or us but our guys feel like its overregulated. Especially since we have to haul equipment around.
5. Communication between rail and truck/coordination and cooperation 6. Reduce regulations for truckers on the road what else are they going to do? Not productive on down time. National issue but is a concern. 7. Regulatory change make sure weve got the right policies and procedures in place for a safe and efficient system. Inconsistent weight limits hinder us we need to level the playing field in order to stimulate the free flow of goods.
8. Regulatory changes (ID 105 GVW vs. surrounding states at 129 GVW huge detriment to effective freight system)
9. Go up to 129K where it is safe and ITD determines roads can handle it 10. Research Coordinate between highway districts (not necessarily elimination but guidelines) have been times where weve been stopped by highway districts dont go over their statutory limits but statutory limits should be changed There was recognition among one interviewee that OR, WA and CA have lower limits (like Idaho) and other surrounding states are higher. The degree to which the weights were an issue were partially contingent on where folks were sending their trucks. 11. Look at a northsouth route and figure out how to move efficiently from the inner areas of the state out (mines, for example, dont know if there is the right infrastructure for that). Make sure the industries we have in the state have the right transportation resources they need 12. Funding 13. Funding is critical in our state. With fuel tax and registration being main source of income for highways inflation has hit but tax and registration (especially cars) has not increased. Cost of maintaining and building roads has gone up but rate per gallon of tax on fuel hasnt gone up at all. Need to look at this and other ideas to maintain and expand. 14. Spend money on our roads make sure they are as safe as anyone elses weve used up more than weve put in. 15. Make sure rail capacity doesnt get exceeded, again. Dont know how we do that, but the market need is there the money will come (from the railways not the state) Whats missing? Only one set of responses: Better roads Better railways Better access without artificial regulations
Appendix A-174
Make sure we do so safely both for citizens and roads dont want to destroy our infrastructure as that is false economics if we raise weight limits and destroy roads it wont help If we raise limits and axles on trucks it saves roads (science says) seek a general agreement that is the science and it is true (or the contrary) respond to that
Addressing Barriers Activities for coordination proposed in Freight Summit inputs: Information and data Leadership Regulatory framework and policy Funding structure Collaboration System Issues Interviews primary barriers and how to address them: 1. People may be willing to collaborate and knock down barriers, but committing to a change or a compromise is very difficult. 2. Start by getting local entities on same page for trucking regulations 3. Trucking/Rail competition and trust and ability to coordinate 4. This kind of study and the kind of meeting that we had like the Summit to help bring all the interested parties back together to help us better understand one another. 5. Shrinking driver availability 6. Overcome weight issues to support the volume; get ITD and highway districts to break down barriers and address funding/weight issue 7. Intermodal would be interesting because it would take some freight off the highways and put on rail. Not at capacity now as business is down, but probably were about five years ago. Double or triple track their railway. State of Idaho probably doesnt have enough money to get UPRR to invest unless they see a return on investment for them. 8. People working together you have to work together and put biases aside 9. Whose responsibility is it? For example, the intermodal transit center whose responsibility is it to get that infrastructure in place? 10. Competing interest between rail and truck. Dont know how to fix, but need to start a dialogue. I firmly believe it would not adversely affect either one and with an intermodal environment, would probably help both. If on train car I cant haul it and reduces my rate. There are too many factions so dont know how to go about putting a coalition together to address this. Bigger trucking corporations
might be able to work that, but smaller ones will feel like its stealing from them. Put together a group right way to talk it through and see how to address their mutual interests. Right people sit down but dont know who they would be. 11. Regulations on carriers, drivers, railroad. Too much regulation is hurting us all economically. It increases costs for all of us. Within the state, I dont think that things are that out of whack other than lack of intermodal station. Can get an overweight permit, thats available. Idahos been good with that. (historically anyway). But when you cross state lines and rules change you have an issue. There might be an opportunity to look at interstate coordination come back through a national effort. 12. Maybe there is a way to focus on the collective and individual in a way that is leverages everyones economic interest so that they might be motivated to work together to that end. But all of us need to start thinking a little bit differently about how we start protecting our own mode and rather about how to be most efficient and better. Additional Data Sources 1. Idaho Wheat has a good study on wheat transport, which provides some data, and an explanation of how wheat moves that might be of interest. 2. Idaho Potato Commission report at least monthly and maybe monthly Market News on volume going in and out of the state shows trucks and weight provide history and perspective of our industry 3. USDA, ERS census surveys, etc., we take a look at markets, flow of goods, etc. where we get a lot of our data. 4. Need to understand our access to where freight is generated and where it is going to; what the balances are in terms of what is coming in on one mode into the state vs. going out on that mode; identify what is to be gained per our understanding of what is coming/going empty. We need to understand what types of product tend to go on each mode to see if there is extra capacity that can be used, or whether the nature of the product going out vs. that coming in does not lend itself to modes with the capacity to support it. Heard at Summit that rail comes in with more freight than it takes out ships coal in but what were shipping out doesnt necessarily fit that mode but theyre more time sensitivesmaller shipments going to more remote locations. 5. I think that the Rail Plan is just a summary of rail capabilities, volume, facilities, etc., not necessarily recommendations. Information like that can be used for folks on ReDiFit to inform decisionmaking there. Make it a useful plan.

Appendix A-176
Regional Freight Forums Executive Summary

ITDconducted6regionalforumsto a) provideinterestedindividualsupdatedinformationontheIdahoFreightStudy, b) gatherinputongoals,commodities,performancemeasuresandpotentialsstrategies,and c) provideaforumforregionalfreightpartnerstoshareideas,issuesandopportunities. Eachforumwascohostedwiththelocaleconomicdevelopmentdistrict. Averageattendancewas19withatotalnumberof119attendees. Attendeesincludedprivateindustry,localcity,countyandhighwaydistrictrepresentation,statepartner agenciesincludingDepartmentofAgricultureandDepartmentofLabor,economic development/chamberrepresentatives,stateandcongressionaldelegatesand/orrepresentatives. Thegeneralconsensusfrommeetingparticipantswasthatthemeetingwasworththeirtime.Meeting participantsalsoindicatedtheywouldliketoseeannualforum,eitherregionallyand/orstatewideand wouldliketousemoreofthetimeperiodtodiscusslocalissues. Meetingparticipantsidentifiedgoodsandcommoditiesimportanttotheirregion.Keyitemsnot includedonthelistprovidedtothemforbrainstormingincludeddairy,manufacturedgoods,oversized loads,andenergyrelatedproducts(nuclear,windmills,etc.). Mostattendeesagreedwiththegoalsbutwantedtoseemorespecificityandtoaddresssafetymore directly. Recommendedperformancemeasuresincludedjobsretained/introduced,reductionindeadhead loads,crashratesrelatedtotonnageandtrips,numberofbottlenecksreduced,exportnumbers, consistencyinpolicies,transittimes,andshippingbenefit/costs. Thenumberonestrategyidentifiedstatewideisincreasedwrightlimitrestrictions. ThestrategymostoftenidentifiedinnorthIdahoisimprovednorth/southconnectivitywithtruck weightlimitrestrictionsaclosesecondanddryportlegislationaclosethird. ThestrategymostoftenidentifiedineasternIdahoistruckweightlimitrestrictionsconsistentwith surroundingstateswithdevelopmentofanoversizedloadcorridorpolicy.
Appendix A-177
Idaho Rail Plan Update Focus Group Meeting Tuesday, August 14, 2012 Boise, ID PARTICIPANTS John Watts, WATCO Colleen Weatherford, BNSF Maureen Gresham, ITD Phone: o Paul McDonald, UPRR o Don Harbeke, UPRR o Joe Arbona, UPRR o Sandy Lindstrom, UPRR o Tim Grant, UPRR o Lisa Key, DEA o Erika Witzke, Cambridge Systematics FACILITATOR Marsha Bracke MEETING EXPECTATIONS Talk through issues Understand and support plan Have a document that will help guide us over the next decade development, reality, business Listen Document informative directional, guidance all wholly support Competitive balance PRINCIPLES OF MEETING CONDUCT o Participate o Listen o Be solutions oriented o Focus on topic at hand o Each entity has one/equal voice o Start and stop on time o Cell phones off NEEDS ASSESSMENT FEEDBACK Trains per day current and future BNSF Levels of service Capacity Old data State does not take into account investments that will occur Clarify: intermodal, multimodal, transload, industrial park
Appendix A-178
Whenever possible use real Idaho data and not extrapolate national Question relevance of projecting to 2040 Some issues, like emissions, may not be as important in Idaho can have unintended consequences PUC discussion (?) P 17 Federal funding no discussion about Idaho P 26 Level of specificity and accuracy P 30, 40, 41 Point of section is good needs context more complete discussion
SOLUTIONS Provide relevant, accurate response add/supplement; provide offline o Not necessary just put material in context Education and Information o How rail network works o Pros and cons of use o Partners o Intermodal facility criteria with information germane to Idaho (also include in Rail Plan) o Abandonment process and criteria SUGGESTIONS FOR PLAN TO ADDRESS/INCLUDE Needs to discuss why X facility is needed in a given location o Must be listed to get federal money o Is this overreaching? o Suggest if x then maybe x o FRA must list projects o Process for new business/infrastructure Includes rail that exists o What/whos on it o Volume to determine viability/develop future. o Articulate strategies if abandonedwhat can happen rails/trails, solicit new business, etc.) o Plan recommends strategies Paint a picture of what the network looks like o Field to Factory (what it takes for shipper to get it there and make money) o What do shippers need for rationale, sequential connectivity? o Where are the shippers? o What are they shipping? o How? Address efficiency o Map o AAR Waybill Data o Take freight study and use it to inform rail plan o Take to Steering Committee
Appendix A-179
ACTION ITEMS 1. Entities provide list of investments over last 5 years by type if possible 2. UPRR provide safety/crossing data to Maureen 3. Maureen provide context to issues sheet 4. Maureen talk to Joe Leckie about abandonment processes 5. Erika look at AAR Waybill data to see how specific it gets 6. Maureen send FRA regulations to participants OTHER UPRR opposed to providing information about where customers are located

Appendix A-180
Passenger Rail Interview Summary
Prepared for the
For

Project No. A013(337) Key No. 13337
January 22, 2013
Prepared By: Bracke and Associates, Inc. For:
Appendix A-181
Table of Contents
Table of Contents ..................................................................................................................... ii Background ...............................................................................................................................3 Passenger Rail Outreach - Process Summary ..................................................................... 3 Steering Committee Input and Guidance .............................................................................. 4 Vision and Goals ................................................................................................................... 4 Passenger Rail Outreach Process ........................................................................................ 4 Outreach.....................................................................................................................................5 Interviews...............................................................................................................................5 Input.......................................................................................................................................5 Attachment A: Steering Committee Guidance on Passenger Rail Outreach .................................... 12 Attachment B: Interview Questions ............................................................................................ 14
Appendix A-182
Background
The Idaho State Rail Plan addresses, in addition to the movement of rail freight in, out and through Idaho, the vision and detail for Idaho's passenger rail system. The state of passenger rail in Idaho is described in detail in the May 21, 2012 project document titled Draft Passenger Rail System Profile and Analysis. That detail will not be duplicated in this outreach process summary. Passenger rail is not a predominant service in Idaho. In order to meaningfully identify, discuss, and create a vision for passenger rail that was complementary to the freight vision and appropriately represent the state's interest in passenger rail, the project team conducted an intentional outreach effort with key stakeholders to secure focused input.
Passenger Rail Outreach - Process Summary

With the production of the Idaho Freight Study and Rail Plan Update draft Vision and Goals, the project team conducted the following series of activities to secure stakeholder input on the passenger rail component of the project: Discussed and refined the Vision, Goals and Outcomes with the Idaho Freight Study Rail Plan Update Steering Committee (Steering Committee) specifically from the passenger rail perspective Surveyed the Steering Committee to identify how best to secure passenger rail input on the project Reviewed existing plans, documentation and public input on Idaho passenger rail projects to glean stakeholder perspectives, interests, and collective list of potential projects Generated a questionnaire to use to collect specific information to inform the development of the passenger rail component of the Idaho State Rail Plan Identified and interviewed key stakeholders associated with previous planning and outreach efforts associated with passenger rail Conducted an electronic interview of key stakeholders Generated this summary report of information gleaned from the process Presented the summary report to the Steering Committee for review and guidance.
The project team will also seek broad stakeholder review and input during the public comment phase of the Idaho Rail Plan Update.
Appendix A-183
Steering Committee Input and Guidance

Vision and Goals
In consideration of a passenger rail perspective within the context of the draft Vision, Goals, and Outcomes, the Steering Committee produced the following refined Vision, Goals and Outcomes in a manner that intentionally integrates the passenger rail component: Vision: Rail powers Idaho's economy Goals: Outcomes Idaho goods and people transported efficiently Transportation costs are competitive Rail-related safety improves Idaho's rail system features seamless, modal connectivity while maintaining safety and efficiency in moving goods and people Idaho's rail system features effective partnerships that leverage resources and opportunities Idaho strategically invests in its rail system infrastructure while maximizing existing capacity and preserving the system
Passenger Rail Outreach Process

The Steering Committee provided the project team with guidance respective to reaching out to stakeholders to secure meaningful input regarding passenger rail. The specifics of that guidance is included as Attachment A. Summarily, the Steering Committee recommended Electronic public comment Reaching out to a variety of perspectives, including the transportation/rail industry, elected officials, and local transportation board and committee members Not establishing another steering committee for passenger rail, but including that representation within the existing group Establishing e-mail communication
The Steering Committee anticipated that the top issues would be, in priority order Funding for passenger rail (4 Lack of infrastructure for passenger rail (2) Passenger and freight rail partnerships, or lack thereof (2) Lack of need for passenger rail in Idaho (1)
Appendix A-184
The Steering Committee expressed mixed feelings about the need to reach out of state or on a national level for input beyond that of Federal Railroad Administration, Federal Transit Administration and Amtrak.
Outreach
Interviews
The project team generated a questionnaire intended to specifically inform the key and required elements of the passenger rail component of the plan, specifically including the vision and goals, performance measures, and potential projects. The questionnaire referenced the study's definition of passenger rails as ...any type of passenger service along rail lines, including regional services (inter-city, low frequency, multiple stops) and commuter rail service (city to suburb or city, more frequent service during commute times, and limited stops). A handful of personal interviews were conducted, and electronic interviews were distributed to Idaho's Metropolitan Planning Organizations and fixed route transit services to respond to the questions. Of the potential 20 interviews sought, a total X interviews were collected.
Input
The following presents the responses to each interview question. 1. As you consider the planning work your organization has been involved in to date, what do you think about the relevance of passenger rail respective to your area's desired future conditions? Passenger rail is a significant transportation tool - ridership in North Idaho increased by 9K this year, influenced in part by families now moving to/working in North Dakota Passenger rail has historic value - the depot in Sandpoint is the last remaining building of the original town, and is currently undergoing a renovation process Passenger rail is an economic tool - it is part of the existing tourism infrastructure and face and can, and will, enhance visits to Sandpoint and Schweitzer Passenger rail projects are identified in some of the Local Mobility Management Network Plans Passenger rail may not be intentionally looked at across the board in all Local Mobility Management Network planning processes Other countries are investing heavily in high speed passenger rail services. If Idaho wants to remain competitive into the next century, then the discussion about public transportation needs to start now. The state could benefit greatly by promoting passenger rail both as a tourist attraction, and as a viable way to get people to work in Spokane or Boise. The motor
Appendix A-185
car will not simply disappear overnight. However many people are looking for a reliable, cost effective way to get from the Idaho panhandle to Spokane and back. I believe that a commuter rail link would be well received here in Kootenai County. Kootenai County is served by AMTRAK Empire Builder, which makes stops in Sandpoint, ID and Spokane, WA. Given the short distance to Spokane relative to passenger rail service, it is unlikely an additional stop can be justified in Kootenai County. This is especially true since AMTRAK uses the BNSF corridor, which is several miles north of Kootenai County's population center. As a result, the utilization or increased utilization of AMTRAK will most likely be tied to improved schedules for arriving and departing in Sandpoint or Spokane and/or increased frequency that would allow passengers to arrive and depart during daylight hours, rather than the current 11:00 pm to 2:00 am In a financially constrained vision this mode has no importance in our studies or plans. In an overall context, passenger rail is seen as an opportunity to replace commercial air if it dies. The hub and spoke system of air could be helped with rail acting as the spokes for regional air service. Interest has been expressed by patrons and legislators, but a recent study concluded that the level of demand vis-a-vis resources would not support passenger rail.
2. Based on your experience, and looking at Idaho as a whole, what do you see as the potential for passenger real to look like in Idaho 20 years in the future. We are being presumptive about passenger rail in southern Idaho until another, and precisely accurate, analysis of Pioneer is completed There is potential, especially for commuter rail between Canyon County and Boise. With existing infrastructure and the depot, there may also be great opportunity. Don't know about other areas, but I don't see Twin Falls/Hailey as having potential, in that the area already has a well used bike path along the previous rail line and I don't see building new. North Idaho has great potential, including better utilization of its infrastructure and resources as well as coordination and collaboration among its stakeholders. May be some potential along highway 55 We would need more routes to serve Idaho Continue to grow with viable depots People get message about convenience and affordability Concern: there is a local movement to get BNSF to stop transporting coal from the Dakotas. In Sandpoint we are worried about potential effects of that, as we don't want it to jeopardize our depot project. Over the long term, however, BNSF is planning to put in a double set of tracks in Sandpoint, primarily to serve commercial interests, but it may
Appendix A-186
facilitate better and more stops and times (currently 11:30 p.m. outbound and 2:30 a.m. inbound stops) in Sandpoint. Idaho's population is only going to increase. It makes sense to plan for effective transportation networks now, while the land is still available at a reasonable price. I see the potential for re-introducing rail passenger service from Salt Lake City to Portland and Seattle, which would likely benefit passengers along the UP corridor in southern Idaho. I do not see rail passenger service serving central Idaho or any north-south rail passenger service. A connection point between the Pioneer line and the Empire Builder in the TriCities/Hermiston area could create an opportunity for passengers to interconnect to reach north Idaho. The potential also exists to improve inter-line connections between state subsidized inter-city bus and rail passenger service along either a northern or southern east/west corridor. I think the potential for passenger rail in the next 20 years is bleak. There are some corridors where rail service could be stained [sic] but for the most part I see these a tourist/recreational routes not for transportation. Given the rate of population growth, the potential for sustainable passenger rail in 20 years is low.
3. Regarding the Vision and Goals developed by stakeholders involved in the rail planning process to date, from the passenger rail perspective, what would have to occur to make this vision a reality? Obstacles: Funding, Culture (mind set) Population density (has to drive - economics) Utah rail - good example, adding trolley Buy in from communities in those areas selected that rail is an important part of the transportation and will help development - communities believe in it . Needs to connect to be utilized - ability of all stakeholders to make coordination happen Funding by the state - cities are not going to be enough or effective existing corridors and opportunities available Increase stops - need more stops in Sandpoint More routes and more depots Need to do Pioneer Requires a good working relationship between Amtrak and municipalities - Amtrak doesn't want to run stations and municipalities don't have resources. Requires cooperation and state funding. Idaho has varied topography. This often makes communication between the northern and southern parts of the state difficult. A passenger rail connection between Boise and
Appendix A-187
the Canadian border would do much to unify the state business interests, to the benefit of all its citizens. Money The ownership and control of the system would need to change. Rail is and will be focused on freight. Passenger rail affect the schedule and time to deliver trains. For this vision a separate rail line dedicated to passenger rail would need to be implemented. Existing rail systems do not provide the comfort of ride or speed which would be needed to make the system attractive. Increased demand, including the will to park private automobiles in favor of riding the train. Historically, persons who used the Pioneer line in eastern Idaho reported an enjoyable experience on the train, despite a 2:00 AM pickup time. Unfortunately, the numbers of passengers never achieved a level that would justify or sustain the service. If the funding (operating subsidy) could be secured and service times were reasonable, ridership may well increase.
4. What specific changes would you have to see in order to demonstrate we are making progress toward achieving these goals specific to passenger rail. Can't define metrics for what you can't do. I would ask, are we lining ourselves up to take the steps? Is it cost effective? Does it apply to tourism and will increase funding? Compare the cost per trip vs. other modes Some funding is available/dedicated or locals have authority to get funding to support it Something in community that identifies rail as high priority - comprehensive or longterm plan Business community endorsement ; it is a priority for economic development . Prospects will go further if business supports it ITD's Plan states that these things are a priority- that Idaho WANTS to get a southern route going. ITD needs to make funding available; enhancement funds no longer exist. Make those available again to encourage municipalities to invest. Start a state wide discussion to measure the support for commuter line rail. Initially make the projects modest in scope. A State of Idaho financial interest in public transportation (bus or rail) that can provide a sustainable funding base from which to establish a program Address the question of ownership and control of rail lines. Coordination with freight trains directed to favorable passenger schedules, especially regarding direct service and limited stops/stopovers.
5. Having reviewed a list of potential passenger rail projects identified for Idaho, are there other key passenger rail projects that should be considered?
Appendix A-188
Eastern Idaho, LINX, was trying to pull together a mobility system in a seamless manner. There are good concepts to learn from. Regarding working with BNSF and Amtrak, two years ago they were not interested in restoring the depot; we made our case and they agreed to keep it in place. We are working now on an arrangement to give Amtrak access to approaches, building and platform in Sandpoint. Then, Amtrak will have access to the BNSF escrow account (in which ITD funding is being held) to finish the restoration. Find Amtrak easy to work with Coeur d'Alene to Spokane Valley The Sandpoint to Spokane service is already provided via the Empire Builder, unless the thought is to create a new service on a former corridor. Since the Empire Builder utilizes the very busy BNSF corridor that is highly unlikely and formidably expensive given the low population density and BNSF's trackage right costs. If you are suggesting utilizing the existing UP line from Sandpoint to Spokane, the probability is higher but so is the cost, as it would require capitalization of assets and a significant operating subsidy, again because of the low population density. It may also dilute the financial feasibility of the AMTRAK Empire Builder that provides transcontinental service. The actual Hiawatha route was actually south of Coeur d'Alene and serviced through Plummer, Kellogg and into Montana. Regional service from Rexburg to Salt Lake City. Not to my knowledge. Tremendous feat to establish those listed/contemplated.
6. Obviously, all projects are important to those they serve. Name 3-5 criteria that would be important to justify selecting one project. Economic benefit/cost Ability to expand business and trade Support ITD Goals of safety, mobility and economic opportunity - they more they reach the higher priority they get How it corresponds with local priorities, support and funding The extent to which it increases business or economic opportunity Cost / interpreted in terms of potential persons served Ridership Purpose of ridership Access to new lines Linkage to other modes Potential Ridership Cost per trip Potential population growth of the area
Appendix A-189
Environmental Impact Potential for tourism Sufficient ridership demand to provide at least 75% of the capital and operating costs (aka it's still subsidized) Sufficient capacity on the rail line being considered for introducing rail passenger service Sufficient funding available to provide startup funding and sustainable operating subsidies at the 25% level A Class 1 railroad that is willing to provide guaranteed travel time performance between destinations (rather than side line passenger service for Z trains or other consists they feel are more important than passenger service.) Accessibility of rail lines sustainability (break even or make money on the operation side not including infrastructure) Ability to link to other existing or planning route Demonstrated demand, including a willingness to pay the local share Frequency of service Destination locations and connectivity to other modes/services Political will to devote transportation resources to rail rather than other modes, infrastructure, and other projects
7. What other facilities or transit services are needed to connect to passenger rail service (i.e. local transit service, intercity bus, park and ride lot, intermodal stations, walking/biking facilities, etc.) Park and Ride lot - no way to get from rail to home Potential advantages of 'green' transportation in messaging Park and Ride lot; shelter; kiosk with real time information, more than a shelter vending (coffee shop/news) Make it more like our cars (comfortable, accessible, timely, convenient) Linkages are important What are other forms of ridership that will support transportation? Intermodal hub - in Sandpoint we are hoping to connect SPOT bus, Northwest Trailways, coordinate/centralize services to support each other convenient, sexy, safe, efficient - gets you out of your car An intermodal bus station at Rathdrum could connect Coeur d'Alene and Post Falls with Sandpoint and Spokane. Where connections are in major communities with public transportation (inter-city and local), service that reaches the train station when the train arrives and departs. Capacity to walk to destinations such as restaurants or points of interest would also be helpful.. Since most rail passenger riders are on longer length (time) trips, their luggage will typically preclude walking to a hotel, and I have never seen a bicyclist ride their bike
Appendix A-190
to meet AMTRAK in Spokane in nearly 20 years (hard to carry an extended trip suitcase on a bike), so biking facilities are probably not on the top 10 list. I only know eastern Idaho state and hear a great deal of improvements would need to be made. There is interconnection with intercity bus but that is moving to the edge of the community to be next to the interstate. The rail facilities were build in the 1920's and their facilities reflect that; no bicycle route, limited pedestrian facilities, and limited parking.
8. Other Comments Passenger rail makes us big - potential to lose our community identity (don't want to be Denver); like idea and convenience but don't want to be that big I always wonder what level of state participation there is going to be. Don't dump financial responsibility on municipalities. Need some commitment by ITD as a multi-modal transportation provider (not just roads). They are making progress. Will take their comment to utilize resources to support more than roads. Need to access/leverage federal funds as possible. America was built on rails. Efficient passenger rail service will help our economy to grow, and make Idaho more attractive to out-of-state business. I think rail is very important and underutilized in our region and the state. The intermodal hub and loading facilities need to be improved to allow more shipment from and to Idaho instead of through. I do not think passenger rail is a critical or needed component. Funding is paramount. Idaho has no originating funding now for public transportation, and to fund passenger rail services ahead of bus service (for example) to serve local daily needs could be a hard sale.
Appendix A-191
Attachment A: Steering Committee Guidance on Passenger Rail Outreach

VISION: Rail powers Idahos Economy Goals Idahos rail system features seamless, modal connectivity while maintaining safety and efficiency in moving goods and people. Idahos rail system features effective partnerships that leverage resources and opportunities. Idaho strategically invests in its rail system infrastructure while maximizing existing capacity and preserving the system. Outcomes Idaho goods and people transported efficiently Transportation costs are competitive Rail-related safety improves Homework Assignment #2 Please respond back to me with your answers to the following questions regarding proposed outreach for the remainder of the Rail Plan Update. Keep in mind we have already conducted interviews, regional meetings and will have a public comment period once the draft plan is developed. 1) What should be the primary format of the public outreach? a) In-person public meetings/workshops b) Webinars/conference calls c) Electronic public comment (4) d) Other (please explain): e) All of the above (1) 2) Who are the critical stakeholders that the outreach should target? a) Locally elected officials (city, county) (1) b) State/nationally elected officials (2) c) Local transportation board and committee members (2) d) Transportation/rail industry (4) e) Other (please explain): users/providers f) All of the above
Appendix A-192
3) Should the outreach team contact and include stakeholders from adjacent states (yes/no)? a) Yes (2) b) No (2) c) If yes, then who might these stakeholders be?: transportation/rail industry 4) Should the outreach team contact and include stakeholders on the national level (yes/no)? a) Yes (3) b) No (2) c) If yes, then might these stakeholders be?: FRA, Amtrak, FTA 5) Should a passenger rail advisory or technical committee be established to guide with technical and other issues (yes/no)? a) Yes (1) b) No (4), but have a representative 6) What do you think will be the top issues that come out of the public outreach process? e) Other (please explain): 7) What kind of on-going communication should be established for stakeholders and the public? a) Email/e-blast (4) b) Webinars/conference call c) Web page d) Follow-up meetings in person e) Other (please explain): f) All of the above (1)
Appendix A-193
Attachment B: Interview Questions

Interview E-mail
1. I know you've been involved in X in Idaho...tell me what you think about those recommendations now and what you think about the project's relevance in the future 2. Based on that experience, and looking at Idaho as a whole, what do you see as the potential for passenger rail to look like in Idaho 20 years in the future? 3. Stakeholders involved in the rail planning process to date which addresses both freight and passenger rail have developed the following vision, goals for Idahos rail. From the passenger rail perspective, what would have to occur to make this vision a reality?
4. What specific changes would you have to see that demonstrate we are making progress toward achieving these goals specific to passenger rail?
1. As you consider the planning work your organization has been involved in to date, what do you think about the relevance of passenger rail respective to your areas' desired future conditions 2. Based on that experience, and looking at Idaho as a whole, what do you see as the potential for passenger rail to look like in Idaho 20 years in the future? 3. Stakeholders involved in the rail planning process to date which addresses both freight and passenger rail have developed the following vision, goals for Idahos rail. W From the passenger rail perspective, what would have to occur to make this vision a reality?
4. What specific changes would you have to see would demonstrate we are making progress toward achieving these goals specific to passenger rail?
Appendix A-194
5. Some potential passenger rail projects identified for Idaho include: Reestablishing the Pioneer line across southern Idaho, connecting Idaho to Oregon, Utah, and potentially Denver Adding a route from Sandpoint to Spokane called the Hiawatha in north Idaho Potential light rail services through regional areas (southeastern Idaho/southwestern Idaho/between Twin Falls and Blaine County) Are there any other key passenger rail project that should be considered?
5. Some potential passenger rail projects identified for Idaho include: Reestablishing the Pioneer line across southern Idaho, connecting Idaho to Oregon, Utah, and potentially Denver Adding a route from Sandpoint to Spokane called the Hiawatha in north Idaho Potential light rail services through regional areas (southeastern Idaho/southwestern Idaho/between Twin Falls and Blaine County) Is there any other key passenger rail project that should be considered?
Obviously all projects are important to those they serve. Name 3-5 criteria that would be important to justify selecting one project over another?
Obviously all projects are important to those they serve. Name 3-5 criteria that would be important to justify selecting one project over another?
What other facilities or transit services are needed to connect to passenger rail service If prompting is needed, suggest the following examples: local transit service, intercity bus, park and ride lot, intermodal stations, walking/biking facilities, etc. Comment: 6. Who else do you think should be engaged in this process? Please provide contact information if available.
6. What other facilities or transit services are needed to connect to passenger rail service (i.e. local transit service, intercity bus, park and ride lot, intermodal stations, walking/biking facilities, etc. Comment:
7. Who else do you think should be engaged in this process? Please provide contact information if available.
Appendix A-195
Attachment C: List of Interviews

Mori Byington, Bannock Transportation Planning Organization Bob Ford, Senator Crapo's Office Dave Hunt, Pocatello Regional Transit Carrie Logan, Sandpoint City Council Glenn Miles, Kootenai Metropolitan Planning Organization Andrew Murphy, Citylink Transit Melinda Smyser, Representative Rusche's Office Heather Wheeler, Community Transportation Association of Idaho
Appendix A-196
This appendix will be populated following the formal Public Comment period.

Appendix B: Comment Response Document
Prepared for the
Project No. A013 33!" #e$ No. 1333!
April 10, 01!
Prepared B":
This appendix will be populated following the formal Public Comment period. Commenter Date Comment Response
Appendix B: Comment-Response Document April !" #! $
Page B-
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Appendix B: Comment-Response Document April !" #! $
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