Des Moines Rail Station Feasibility Study

7/28/2019 Des Moines Rail Station Feasibility Study

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Des Moines Area

Passenger RailStation FeasibilityStudy

Sponsored by

Altoona

Ankeny

Bondurant

CarlisleClive

Dallas County

Des Moines

Grimes

ohnston

Mitchellville

Norwalk

Pleasant Hill

Polk City

Polk County

UrbandaleWarren County

Waukee

West Des Moines

Windsor Heights

owa Department of Transportation

Federal Highway Administration

Federal Transit Administration

J uly 20101


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TheDesMoinesAreaMetropolitanPlanningOrganization (MPO)hasprepared this reportwith partial funding from the United States Department of Transportations FederalHighway Administration and Federal Transit Administration, and in part through localmatchingfundsprovidedbytheDesMoinesAreaMPOmembergovernments.These contents are the responsibility of the DesMoines Area MPO. TheUnited StatesGovernmentand itsagenciesassumeno liability for thecontentsofthisreportor fortheuse of its contents. TheDesMoinesAreaMPO approved this reporton September 16,2010.

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1.1 INTRODUCTION

The Iowa Department of Transportation (DOT) is leading efforts to extend

passenger rail service through the state. One route under review is from Chicago,

Illinois, to Omaha, Nebraska, via Des Moines. While the Iowa DOT is taking the lead toplan service through the state, it is up to the local metropolitan areas along the route to

identify the location of the passenger rail station within their respective communities.

The Iowa DOT has asked that the Des Moines Area Metropolitan Planning Organization

(MPO) take the lead in identifying a preferred station location for passenger rail service

to and through the Des Moines metropolitan area.

This document serves as a feasibility study to identify the most suitable location

for a passenger rail station in the Des Moines metropolitan area. The study outlines the

various guidelines and recommendations offered by the Federal Railroad Administration

(FRA) and the National Railroad Passenger Corporation (doing business as Amtrak),identifies the opportunities and challenges of several candidate sites, and recommends a

preferred station site.

This feasibility study is intended to identify the potential site of the facility in

order to allow a yet-to-be-determined agency take steps to acquire the land/building.

This study is not intended to indicate the design of the facility or to identify all of the

various amenities required within the facility. Once a site has been identified and service

to the area has been confirmed, architectural services would be required for facility

construction and/or remodeling, as appropriate.

1.2 GUIDELINES, STANDARDS, AND ASSUMPTIONS

Station Location Guidelines

The FRA and Amtrak have provided passenger rail station siting guidelines

through reports, phone conversations, and emails. These guidelines consist of four main

categories: location within the community; parking; platform length; and, station size.

Location within the Community

The location of a passenger rail station within the community plays an important

role in determining the success of the service. The following guidelines pertain to the

stations location within the community:

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The station should be located in or near the Central Business

District (CBD) in Metropolitan Statistical Areas of 150,000 or

more, with direct access to local transit systems (bus, rail, taxi,

etc.) as well as parking. U.S. Department of Transportation,

Federal Railroad Administration, Railroad Corridor

Transportation Plans A Guidance Manual, July 2005;

Every effort should be made to have the station serve as a regionalintermodal passenger terminal for all forms of regional and local

transportation systems. U.S. Department of Transportation,

Federal Railroad Administration, Railroad Corridor

Transportation Plans A Guidance Manual, July 2005;

Correspondence from Amtrak staff, included in the Quad Cities

Rail Study, 2008;

The station should be located in a vibrant downtown CBD thatincludes restaurants, shops, nightlife, and entertainment within

walking distance of the station. The proximity of residentialdevelopments, such as condos or college campuses, should also be

considered. Correspondence from Amtrak staff, included in theQuad Cities Rail Study, 2008;

The location needs to be easily accessible by the InterstateHighway System or National Highway System. Phone

conversation with Federal Railroad Administration staff, April

2010;

Areas where a stopped train will block arterial streets should beavoided. Phone conversation with Amtrak staff, November 2009;

and,

The location should be located within 0.5 miles of a layoverfacility for overnight storage, maintenance, and cleaning.

Correspondence from Amtrak staff, included in the Quad Cities

Rail Study, 2008.

In summary, a passenger rail station should be located in or near a CBD, and

serve as an intermodal passenger facility or have direct access to other forms of

transportation. For the Des Moines metropolitan areas station, a site should be

somewhere in or near the Des Moines CBD, and be located in close proximity to the Des

Moines Area Regional Transit Authoritys (DART) proposed Multimodal Transit Facility

(to be located on Cherry Street, between 6th and 7th Streets).

Parking

Another factor that will determine how accessible a passenger rail station is for

riders is availability of parking for private automobiles. While the previous section

(Location within the Community) discussed the need to have direct access to other forms

of transportation, such as local public transit and taxicabs, many riders will use private

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automobiles to make trips to and from the passenger rail station. The following

guidelines pertain to a passenger rail stations parking needs:

Parking needs projected for at least a 15 year timeline need to be

accommodated. Amtrak, Amtrak Station Program and

Planning Standards and Guidelines, March 2008;

Due to the likelihood of passengers carrying baggage, parkingspaces should be located as close as possible to the station.

Amtrak, Amtrak Station Program and Planning Standards and

Guidelines, March 2008; and,

Assuming the need for 1 parking space for every 1.2 riders, ametropolitan area such as Des Moines should target 300 parking

spaces. Phone conversation with Federal Railroad

Administration staff.

In summary, a suitable site for a passenger rail station in Des Moines should haveapproximately 300 parking spaces immediately adjacent to the site, or space available

adjacent to the site for the development of parking.

Platform Length

The site for a passenger rail station must accommodate enough space for

passengers to access the train conveniently and efficiently. The guidelines listed below

pertain to a passenger rail stations platform length.

The length of the platform should be as long as the longestanticipated passenger train in order to avoid a time-consumingdouble stop at the station, and to allow maximum flexibility in

train makeup. U.S. Department of Transportation, Federal

Railroad Administration, Railroad Corridor Transportation

Plans A Guidance Manual, July 2005;Amtrak, Amtrak Station

Program and Planning Standards and Guidelines, March 2008;

The decision about platform length is complex and must beevaluated considering issues such as ridership and activity level,freight clearances, and the type of service offered. Amtrak,

Amtrak Station Program and Planning Standards and

Guidelines, March 2008;

The preferred platform length is 700 feet; the minimum length is300 feet. Amtrak, Amtrak Station Program and Planning Standards and Guidelines, March 2008;

The 300 foot minimum platform length included in the AmtrakStation Program and Planning Standards and Guidelinesdocument is only a guideline. The platform length can varydepending on the unique circumstances of the site. The site should

be able to accommodate passenger boarding within the space of a

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few rail cars. Phone conversation with Amtrak staff, November

2009; and,

The platform should be continuous, i.e., not separated by a street.Phone conversation with Amtrak staff, November 2009.

In summary, the site chosen for a passenger rail station should be long enough toaccommodate the necessary platform length. This length may vary depending on the

specific characteristics of the service, but, in general, should be long enough to

accommodate at least a few of the passenger cars.

Station Size

The site for a passenger rail station must be large enough to accommodate the

physical station structure on the site. The station provides room for passenger waiting,

ticketing, restrooms, and vending, depending on ridership levels and the type of service

offered. The guidelines listed below pertain to the stations size.

The square footage required depends on the stations amenities,ridership levels, and train schedule. Phone conversation with

Amtrak staff, November 2009; and,

Between 20-30 square feet per passenger is required for waitingarea capacity. Where necessary, additional square footage is

needed for restrooms, ticket counters, and other station facilities.

Amtrak, Amtrak Station Program and Planning Standards and

Guidelines, March 2008.

Whereas Amtrak has conducted studies estimating ridership for service between

Chicago, the Quad Cities (Davenport and Bettendorf, Iowa; Rock Island and Moline,

Illinois), and Iowa City, service to Des Moines has yet to be studied. Therefore, it is

difficult to estimate the size requirement for the station structure. The Iowa DOT

currently is working on a more detailed feasibility study for the entire Chicago-Omaha

corridor, which would include ridership estimates for the proposed stops along the

corridor. Once the Iowa DOT completes this study, a more accurate idea of the station

size requirement would be available.

Rail Standards

An understanding of certain railroad standards may help clarify some of the

guidelines summarized previously, particularly those relating to platform length. For

example, in order to ensure the platform is long enough to accommodate a train, one must

know the length of a train. In addition, one must understand a passenger trains

operations when considering impacts to the local street network.

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This study will use the following standards, provided by Amtrak staff, when

evaluating potential station sites:

Passenger/coach cars are 85 feet long;

Food service cars are 85 feet long;

Locomotives are 65 feet long; and,

The average train stop is 2.5 minutes.

Assumptions

As previously noted in the summary of guidelines related to station size, no

studies currently are available that estimate passenger rail ridership for service to Des

Moines. Absent these figures, this study uses the assumptions listed below to estimate

the station size and platform length.

Ridership will be on the low end of Amtraks medium facility

range (100,000-400,000 annual riders),1

and is estimated to be

around 360 riders daily;2

Two round trips would be made daily. Assuming daily ridership

would be split evenly between the two trips, the station should

accommodate approximately 180 passengers. Using Amtraks

guideline of 30 square feet per passenger, the facility must be at

least 5,400 square feet in size;

The entire train set would likely be similar to the train set proposed

for service from Chicago to Iowa City, consisting of at least three

coach cars, a food service car, one locomotive, and either a second

locomotive or a non-powered-control-unit.3

Combined, the trains

length would be at least approximately 470 feet; and,

The platform length must be long enough to accommodate at least

three coach cars, or approximately 255 feet.

1 Phone conversation with Amtrak staff, November 2009.2 A figure of 360 daily riders (131,400 annually) was estimated by Federal Railroad Administration staff in

a phone conversation in April, 2010.3Executive Summary Feasibility Study on Proposed Amtrak Service from Chicago, to Iowa City, Iowa via

Quad Cities; Amtrak, April 18, 2008.

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1.3 STATION SITE IDENTIFICATION

Methodology

The existing Iowa Interstate Railroad corridor through the Des Moines

metropolitan area was evaluated for adjacent sites that potentially would meet the

guidelines outlined in Section 1.2. This feasibility study considers sites and facilities

used historically as passenger rail stations, sites identified in community plans, and

underdeveloped/undeveloped sites identified through aerial photography and county

assessment records.

Potential Station Sites

The following six sites, shown in Figure 1, were identified as potential locations

for a future passenger rail station. Moving from east to west through the Des Moinesmetropolitan area, the potential station sites include the following:

A. Former East Side Union Rail Depot 120 East 5th Street, DesMoines;

B. Lower East Village between East 1st Street and East 3rd Street,Des Moines;

C. Former Chicago, Rock Island, and Pacific Railroad Depot 1004th Street, Des Moines;

D. Future DART Multimodal Transit Facility Cherry Street between6th Avenue and 7th Street, Des Moines;

E. Underdeveloped Site 10th Street and Cherry Street, Des Moines;and,

F. Valley Junction Southwest intersection of Railroad Avenue and1st Street, West Des Moines.

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1.4 SITE EVALUATION SUMMARY

This section evaluates the advantages and the disadvantages of the six potential

station sites against the guidelines summarized previously in Section 1.2. In particular,

this evaluation considers the following criteria:

Location the ideal site would be located within the Des MoinesCBD near restaurants, businesses, residences, shops, and

entertainment;

Access to public transportation the ideal site would have directaccess to public transportation, particularly the future DARTMultimodal Transit Facility;

Parking the ideal site would have approximately 300 parkingspaces available;

Roadway access the ideal site would have easy access to/from

the primary road system; Site acquisition the ideal site would be easy to assemble/acquire;

Facility size and platform length the ideal site mustaccommodate a minimum 5,400 square foot facility and aminimum 255 feet long platform; and,

Impact to street system the ideal site would not cause stoppedtrains to block arterial streets.

Site A Former East Side Union Rail Depot

Evaluation

Location

This historical passenger rail facility is located at 120 East 5th

Street, in Des Moines Lower East Village area. The building is in the

Des Moines CBD, and the historical structure is attached to a larger

warehouse. The property is located along a spur track just north of the

Iowa Interstate Railroads mainline track. This location would require a

train to travel east to reconnect with the Iowa Interstate Railroads

mainline before it could travel west, or a short connection to the west. Awesterly connection may be unfeasible due to the sites proximity to the

Des Moines River. The Lower East Village area is planned for

redevelopment, as outlined in the City of Des Moiness Lower East

Village Urban Design Study, which would provide additional commercial,

residential, and entertainment uses to the area.

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Access to Public Transportation

The East Side Union Rail depot is approximately three quarters of

a mile east of the proposed DART Multimodal Transit Facility, and

currently does not have a direct pedestrian connection or a local transit

service connection between the site and the facility. However, bus routes

and a proposed downtown tram line are planned within a few blocks of the

site in theLower East Village Urban Design Study.

FIGURE 3 View of Site A from East 5th StreetSource: Polk County Assessor Website,

www.assess.co.pol.ia.us.

Parking

Adequate parking currently is not available near this site. While

the Lower East Village Urban Design Study proposes some new parking

in the area, the new parking would not accommodate the needs of a

passenger rail station.

Roadway Access

The site is less than one mile south of Interstate 235. In addition,

the site is approximately five blocks north of the Southeast Connector.

Site Acquisition

According to Polk County Assessor records, the existing structure is

owned by Two Brothers Holdings LLC. The property immediately to the

west is vacant and is owned by Polk County.

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Facility and Platform Size

According to Polk County Assessor records, the historical structure

is approximately 1,700 square feet and the adjoining warehouse is 3,960

square feet. Given the dimension of the site and the neighboring vacant

property, the maximum platform length is 350 feet.

FIGURE 4 Aerial View Looking North at Site ASource: Pictometry International Corporation, 2009.

Impact to the Street System

A stopped train would likely block either East 4th Street or East

5th Street, neither of which is on the arterial street network. Intelligent

Transportation Systems (ITS) technologies, such as dynamic message

signs, could advise motorists to take alternate routes when a train is

stopped at this location.

Conclusions

While Site A is a historical passenger rail facility, this site is not practical for

several reasons. These reasons include the facilitys location along a dead-end spur track,

the historical facilitys small size and adjoining warehouse, and the facilitys distance

from the future DART Multimodal Transit Facility.

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Site B Lower East Village

Evaluation

Location

The City of Des MoinesLower East Village Urban Design Study

proposes this site for a passenger rail station. The site is in the Des

Moines CBD and is along the Iowa Interstate Railroads mainline track.

While the location currently is surrounded by City of Des Moines offices,

the Lower East Village Urban Design Study proposes several new

commercial, residential, and entertainment uses in the area.


The site is approximately one-half mile east of the proposed DART

Multimodal Transit Facility. Currently, this site does not have a direct

pedestrian connection or a local transit service connection between the site

and the facility. However, bus routes, a proposed downtown tram line,

and an urban bicycle route are planned within a few blocks of the site in

theLower East Village Urban Design Study.

Parking

Adequate parking currently is not available; however, the Lower

East Village Urban Design Study proposes a 600 space parking facility

adjacent to the site.

Roadway Access

The site is less than one mile south of Interstate 235 and is

approximately four blocks north of the Southeast Connector.

Site Acquisition

According to Polk County Assessor records and the City of Des

MoinesLower East Village Urban Design Study, the City of Des Moines

owns, or leases, much of the property and the buildings in the area.

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Due to the proposed redevelopment in the area, the site is

anticipated to be large enough to meet the minimum requirements. The

Lower East Village Urban Deign Study notes space for a 700 foot

uninterrupted platform.

FIGURE 6 Lower East Village Urban Design Study MapSource: Lower East Village Urban Design Study, City of Des Moines, 2009.


A stopped train is not anticipated to block traffic at this location.

Conclusions

Site B is a suitable option for a passenger rail station, should redevelopment in the

area occur as proposed in theLower East Village Study. The site would have appropriate

parking accommodation, would be proximate to desirable land uses, could accommodate

an adequately-sized facility, and would not block traffic. However, the site is not

adjacent to the future DART Multimodal Transit Facility site, and the timetable for

redevelopment in the area is unknown.

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Site C Former Chicago, Rock Island, and Pacific Railroad Depot

Evaluation

Location

The former Chicago, Rock Island, and Pacific Railroad Depot is an

existing historical structure located in the Des Moines CBD at 100 4th

Street. The facility was Des Moines primary passenger rail station from

the time it opened in 1901 until passenger rail service ceased in 1970. The

location is adjacent to the Court Avenue district and is near the heart of the

CBD and skywalk system. The site under consideration is the portion of

the former depot located on the west side of 4th Street, and does not

include the former baggage facility located on the east side of 4th Street

(currently occupied by the Hessen Haus and 101 Lounge).

FIGURE 7 Aerial View Looking West at Site CSource: Pictometry International Corporation, 2009.

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The site is one block east of the future DART Multimodal Transit

Facility site and one block south of the proposed downtown tram line.

Parking

Approximately 300 surface parking spaces are available on

adjacent properties owned by Polk County and by the City of Des Moines.

Additional parking would be available should a parking structure be

erected on one of the sites. Existing public parking structures also are

located a short distance away from the site.

Roadway Access


the site is two blocks north of Martin Luther King, Jr., Parkway.

FIGURE 9 View of Site C from 4th StreetSource: Polk County Assessor Website, www.assess.co.pol.ia.us

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Site Acquisition

Business Publications currently owns and occupies Site C. The

facility currently is for sale. Business Publications Chair has indicated

interest in the facility being used as a passenger rail station.


Polk County Assessor records indicate the existing structure is

9,825 square feet on the main floor. The maximum platform length is

estimated at approximately 285 feet.


A stopped train would block 4th Street and 5th Street. Neither ofthese streets is an arterial roadway and, as mentioned with Site A, the use

of ITS technology could advise motorists to take alternate routes when a

train is stopped.

Conclusions

Site C is an appropriate location for a passenger rail station. The site is adjacent

to the future DART Multimodal Transit Facility and to the heart of the Des Moines CBD.

The location of the passenger rail station and DARTs facility in such close proximity to

each other could promote the development of a public transportation campus,

combining passenger rail, local transit service, bicycle and pedestrian facilities, and

connections to the Des Moines International Airport and intercity bus services. The site

also would make use of an existing facility. The historical structure still is in use, is in

good condition, and modifications made to the original facility, such as a second floor of

offices that was constructed over the previously high-vaulted main room, could be

reversed easily.4

At its May 2010 meeting, the MPOs Public Transportation Roundtable

informally agreed that Site C should be used for future passenger rail service through the

Des Moines metropolitan area.

4 Zeller, John. Chicago, Rock Island, and Pacific Railroad 1901 Passenger Depot, 1985.

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Site D Future DART Multimodal Transit Facility Site

Evaluation

Location

Site D is the location of the future DART Multimodal Transit

Facility. This site is located on Cherry Street, between 6th Street and 7th

Street, in the Des Moines CBD. The Iowa Interstate Railroad is at the

southern edge of the property.


As the site is home to the future DART Multimodal Transit

Facility, this location would serve as a station for both local DARTservices and passenger rail service.

Parking

The site is located between two surface parking lots. The lot to the

east is owned by Polk County and has capacity for approximately 90

parking spaces. The site to the west is owned by Employers Mutual

Casualty Company and has space for approximately 280 spaces. The 7th

Street and Mulberry Street Parking Ramp is located across the street from

the site.

Roadway Access


the site is one block north of Martin Luther King, Jr., Parkway.

Site Acquisition

The majority of the site is owned by DART following landdonation by Polk County. DART is seeking acquisition of the remaining

land from private owners.

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The preliminary design for the DART Multimodal Transit Facility

includes waiting space for approximately 300 transit riders.5

This figure

does not include the estimated 360 daily passenger rail passengers.

Using aerial photography, the maximum platform length at this site

would be approximately 150 feet.

FIGURE 11 Computer Rendering Looking Northeast at Site DSource: Des Moines Area Regional Transit Authority, 2010


A stopped train at this location would temporarily block 6th

Avenue and 7th Street, which are both arterial roadways.

Conclusions

Site D would allow passenger rail services and local transit services to operate out

of the same location. However, this site likely is unfeasible due to the sites relatively

small size. The site cannot accommodate the necessary platform length required, and a

stopped train would block two arterial roadways leading to and from the Des Moines

CBD. Because of these reasons, Site D should not be considered for a passenger rail

station.

5 Des Moines Area Regional Transit Authority Sustainable Multimodal Transit Facility Categorical

Exclusion documentation, July 2009.

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Site E Underdeveloped Site at 10th Street and Cherry Street

Evaluation

Location

Site E is a largely underdeveloped site at the southwest corner of

the intersection of 10th Street and Cherry Street, along the Iowa Interstate

Railroads mainline track. One structure currently exists on the north

portion of the site, which could remain, while the remainder of the site is

surface parking.


The site is three blocks west of the future DART MultimodalTransit Facility site, and two blocks south of the proposed downtown tram

line.

Parking

Approximately 300 surface parking spaces are available on

adjacent properties owned by Employers Mutual Casualty Company.

Existing public parking structures also are located a short distance away

from the site.

Roadway Access


the site is one block north of Martin Luther King, Jr., Parkway.

Site Acquisition

The site currently is owned by three entities: the City of Des

Moines; 10th Street Parking LLC; and, the E.L.M. Trust.


Aerial photography indicates that the site is large enough to

accommodate an adequately-sized facility, as well as a 300 foot platform.

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Due to the 9th Street viaduct, a stopped train would block only

12th Street, which is not an arterial roadway. ITS technology could advise

motorists to take an alternate route when the train is stopped.

FIGURE 13 Aerial View Looking North at Site DSource: Pictometry International Corporation, 2009.

Conclusions

Site E has the space available to accommodate a passenger rail station. Parking

could be an issue at this location if adjacent surface parking lots could not be used. The

site is three blocks from the future DART Multimodal Transit Facility site, although theunderdeveloped surface parking lots and two viaducts between the two sites may hinder

pedestrian activity between the two sites. While the site is in the Des Moines CBD and is

in close proximity to offices, there are few amenities, such as restaurants, in the

immediate area. Due to these reasons, Site E should not be considered for a passenger

rail station.

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Site F Valley Junction

Evaluation

Location

Site F is a vacant lot located on the southern edge of Valley

Junction in West Des Moines along the Union Pacific Railroads mainline.

This site is not in the Des Moines CBD, although it is adjacent to Valley

Junction, an area with many shops, restaurants, businesses, and residences.

Valley Junction was formerly the site of a historical passenger rail depot.

The railroad line and Railroad Avenue separate the site from the Valley

Junction commercial area.


The site is several miles west of the future DART Multimodal

Transit Facility site and three blocks south of a DART transit route.

FIGURE 14 Aerial View Looking South at Site FSource: Pictometry International Corporation, 2009.

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Parking

Parking currently is not available on the site. However, space may

be available for the construction of surface parking or a parking structure.

Roadway Access

The site is less than one mile south of Interstate 235 and is adjacent

to Iowa Highway 28.

Site Acquisition

Polk County Assessor records indicate the site is owned by JTD

Partnership, and is contracted by Lakeside Park Plaza, L.C.


Aerial photography indicates that the site is large enough to

accommodate an adequately-sized facility, and a maximum 800 foot

platform.


A stopped train would not block any traffic at this location.

However, additional pedestrian accommodations may be necessary to

allow passengers to walk safely across Railroad Avenue between the

Valley Junction area and the station.

Conclusions

Site F has the space available to accommodate a passenger rail station and related

parking. Although the site is located adjacent to Valley Junction, it is not in the Des

Moines CBD and, therefore, is several miles from the future DART Multimodal Transit

Facility site. Because of this location outside of the Des Moines CBD, this site is notrecommended.

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1.5 RECOMMENDATION AND NEXT STEPS

Recommendation

This study recommends Site C former Chicago, Rock Island, and Pacific

Railroad Depot as the proposed passenger rail station location. As previously

mentioned, this site includes an existing structure that, historically, was the primary

passenger rail depot for the Des Moines metropolitan area. The facility is for sale, is in

close proximity to the future DART Multimodal Transit Facility, has adjacent parking

available, and is located in the Des Moines CBD.

If Site C should become unavailable, Site B Lower East Village Study Site is

the next most suitable location for a passenger rail station. As previously mentioned, the

City of Des Moines Lower East Village Urban Design Study proposes a new passenger

rail station, associated parking, and compatible land uses at this site. Drawbacks to thesite is its distance from the Des Moines CBDs core and from the future DART

Multimodal Transit Facility site, as well as the potentially lengthy timeline to redevelop

the area and to construct the station.

Next Steps

Prior to acquiring the recommended passenger rail facility site, it is recommended

that Amtrak staff review the site to ensure its compatibility and to identify any

recommended remodeling needs. In addition, it is recommended that the facility be

acquired only after the Iowa DOT finalizes the required environmental analysis to

determine the preferred corridor for rail service between Chicago and Omaha, to ensure a

route through Des Moines is selected and that a route through Des Moines uses the rail

line through the Des Moines CBD.

Once Amtrak staff assures the facility is suitable for passenger rail service and the

Iowa DOT concludes that passenger rail service will travel through the Des Moines CBD,

an organization must acquire the recommended property. The acquiring organization

could include a local government, such as the City of Des Moines or Polk County, an

intergovernmental agency, such as DART or a to-be-created created port authority, or aprivate or a non-profit entity. Further discussion would be required among the Des

Moines Area MPO and these prospective organizations to determine the most appropriate

alternative. Appendix A summarizes ownership information for Amtrak stations located

in Iowa, in the Midwest, and in other metropolitan areas of similar size to the Des Moines

metropolitan area.

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Appendix AAmtrak Station Ownership Examples

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THIS PAGE LEFT BLANK INTENTIONALLY

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StationSite

Facility

Pa

rking

Platform

Tracks

Burlington,IA

CityofBurlington

CityofBurlington

BNSFRailroad

BNSFR

ailroad

Creston,IA

BNSFRailroad

BN

SFRailroad

BNSFRailroad

BNSFR

ailroad

FortMadison,IA

BNSFRailroad

BN

SFRailroad

BNSFRailroad

BNSFR

ailroad

Mt.Pleasant,IA

BNSFRailroad

BN

SFRailroad

BNSFRailroad

BNSFR

ailroad

Osceola,IA

CityofOsceola

CityofOsceola

BNSFRailroad

BNSFR

ailroad

Ottumwa,IA

WapelloCountyHistoricalSociety

CityofOttumwa

BNSFRailroad

BNSFR

ailroad

StationSite

Facility

Pa

rking

Platform

Tracks

Champaign-Urbana,IL

Cha

mpaign-UrbanaMassTransit

District

Ch

ampaign-UrbanaMassTransit

Di

strict

CanadianNationalRailroad

Canadia

nNationalRailroad

Cincinnati,OH

CityofCincinnati

CityofCincinnati

CSX

Railroad

CSXRa

ilroad

Denver,CO

Reg

ionalTransportationDistrict

Re

gionalTransitDistrict

RegionalTransitDistrict

Regiona

lTransitDistrict

GrandRapids,MI

CSXRailroad

CS

XRailroad

CSX

Railroad

CSXRa

ilroad

Indianapolis,IN

CityofIndianapolis

N/

CityofIndianapolis

CityofIndianapolis

KansasCity,MO

UnionStationKansasCity,Inc.

Un

ionStationKansasCity,Inc.

KansasCityTerminalRailway

Company

KansasCityTerminalRailway

Compan

y

LaCrosse,WI

LaCrosseDepot,LLC

La

CrosseDepot,LLC

CanadianPacificRailroad

Canadia

nPacificRailroad

Lincoln,NE

LincolnDepotLimitedPartnership

LincolnDepotLimited

Pa

rtnership

BNSFRailroad

BNSFR

ailroad

Milwaukee,WI

WisconsinDepartmentof

Transportation

WisconsinDepartmentof

Transportation

CanadianPacificRailroad

Canadia

nPacificRailroad

Minneapolis,MN

Am

trak

Am

trak

Amtr

ak

Amtrak/MNCommercialRailwa

Naperville,IL

CityofNaperville

CityofNaperville

BNSFRailroad

BNSFR

ailroad

Omaha,NE

Am

trak

Am

trak

BNSFRailroad

BNSFR

ailroad

Quincy,IL

CityofQuincy

CityofQuinc

BNSFRailroad

BNSFR

ailroad

Springfield,IL

SPC

LCorporation(UnionPacific)

SP

CLCorporation(UnionPacific)UnionPacificRailroad

UnionP

acificRailroad

St.Louis,MO

CityofSt.Louis

Am

trak/CityofSt.Loui

CityofSt.Louis

Amtrak

Topeka,KS

BNSF

BN

SFRailroad

BNSFRailroad

BNSFR

ailroad

IowaStations

MidwestStations

AmtrakS

tationOwnershipExamp

les

Source:Amtrak'sGreatAmericanS

tation'swebsite,

http://www.greatamericanstations.com/station-resources/stateswith

stations

33


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StationSite

Facility

Pa

rking

Platform

Tracks

Charleston,SC

CSXRailroad

CS

XRailroad

CSX

Railroad

CSXRa

ilroad

Columbia,SC

CityofColumbia

CityofColumbia

CSX

Railroad

CSXRa

ilroad

Durham,NC

CityofDurham

No

rthCarolinaRailroadCompanyNorth

CarolinaRailroadCompanyNorthCarolinaRailroadCompany

ElPaso,TX

CityofElPaso

CityofElPaso

CityofElPaso/UnionPacific

Railroad

CityofElPaso/UnionPacific

Railroad

Greensboro,NC

CityofGreensboro

CityofGreensboro

North

CarolinaRailroadCompanyNorthCarolinaRailroadCompany

Greenville,SC

NorfolkSouthernRailway

No

rfolkSouthernRailway

NorfolkSouthernRailwa

Norfolk

SouthernRailwa

Harrisburg,PA

Am

trak

Am

trak

Amtr

ak

Amtrak

Jackson,MS

CityofJackson

N/

CanadianNationalRailroad

Canadia

nNationalRailroad

Lakeland-WinterHaven,FL

CSXRailroad

CS

XRailroad

CSX

Railroad

CSXRa

ilroad

LittleRock,AR

BaileyProperties,LLC

Ba

ileyProperties,LLC

UnionPacificRailroad

UnionP

acificRailroad

Provo,UT


CityofProvo


UnionP

acificRailroad

Spokane,WA

CityofSpokane

CityofSpokane

BNSFRailroad

BNSFR

ailroad

StationsinMetropolitanArea

sofSimilarSizetotheDesMoin

esMetropolitanArea

AmtrakStation

OwnershipExamples(continued)

Source:Amtrak'sGreatAmericanS

tation'swebsite,

http://www.greatamericanstations.com/station-resources/stateswith

stations

34


35/36

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35


36/36

Des Moines Area Metropolitan Planning Organization

Merle Hay Centre

6200 Aurora Avenue, Suite 300W

Urbandale, Iowa 50322-2866

T: (515) 334-0075

F: (515) 334-0098

Documents

Des Moines Rail Station Feasibility Study