Commuter Rail Technical Feasibility Study December 2001Summary Report 23cc2374.0 ENGINEERING AND CAPITAL COSTSFollowing the completion of the capacity analysis, the results were reviewed and carried forward tothe conceptual engineering and capital cost estimation task. The purpose of this task was toinvestigate the feasibility of implementing the capacity improvements, and to develop capital costestimates for those capacity improvements and other necessary commuter rail system elements,including utilities, stations, maintenance facilities, and right-of-way.Table 1 provides a summary comparison of three Central Corridor commuter rail estimates. Thethree estimates include the 1998 Mn/DOT Phase II Study, the 2001 BNSF Midway route and the2001 CP Merriam Park route. The data shown in the comparison consists of the subtotal forconstruction, indirect costs, contingencies, and total project cost (excluding vehicles). The table alsoincludes the category “Railroad Required Improvements” for the 1998 Mn/DOT estimate. For thecomparison purposes, the three estimates in Table 1 have been escalated to Year 2006, whichcorresponds to the initial operations scenario in the capacity modeling. The escalations represent anannual growth rate of 2.7%, which is consistent with recent estimates for the Northstar Corridor.The data shown in Table 1 suggest that the most significant difference from the 1998 Mn/DOTestimate is not in construction costs, but in the addition of indirect and contingency costs.Table 2 contains a summary of the 1998 Mn/DOT Phase II Study capital cost estimate for thesegment between downtown Minneapolis and downtown St. Paul, identified as Route T in the priorstudy. Route T followed the same alignment as the current BNSF Midway route, but had anadditional station at TH 280 and did not include a station at Northeast Minneapolis.Table 3 contains a summary of the preliminary capital cost estimate for the current BNSF Midwayroute between downtown Minneapolis and downtown St. Paul. Track and signal costs representessential corridor improvements defined during capacity modeling of the route. Figures shown forpassenger stations, maintenance facilities, and right-of-way are order-of-magnitude estimates derivedfrom potentially similar applications in the Northstar Corridor preliminary engineering cost estimate.Table 4 contains a summary of the preliminary capital cost estimate for the current CP Merriam Parkroute between downtown Minneapolis and downtown St. Paul. Track and signal costs representessential corridor improvements defined during capacity modeling of the route. In addition, the trackimprovement estimate shown includes $16.3 million ($24.5 million with indirect costs andcontingencies) for relocation of a buried high-pressure steam line along a portion of the CP MerriamPark route. Relocation of the steam line presumably would be required anywhere a double trackconfiguration is proposed between the St. Paul High Bridge Power Plant and Merriam Park. Figuresshown for passenger stations, maintenance facilities, and right-of-way are order-of-magnitudeestimates, derived from potentially similar applications in the Northstar Corridor preliminaryengineering cost estimate.None of the preliminary capital cost estimates provided herein include the cost of a commuter railvehicle fleet to service the Central Corridor. An order-of-magnitude estimate for the vehicle fleet hasbeen developed based on unit costs prepared for the Northstar Corridor project in June 2001.Commuter Rail Technical Feasibility Study December 2001Summary Report 24cc237Table 1: Cost Estimate SummaryCENTRAL CORRIDOR COMMUTER RAIL TECHNICAL FEASIBILITY STUDYPRELIMINARY CAPITAL COST ESTIMATE -- YEAR 2006 COMPARISON*DOWNTOWN MINNEAPOLIS TO DOWNTOWN ST. PAULDESCRIPTION 1998 DOLLARS 2001 DOLLARS 2006 DOLLARS1998 MN/DOT PHASE II STUDY ROUTE TConstruction Subtotal 84,970,000 92,040,000 105,155,000Indirect Costs 7,532,400 8,159,000 9,322,000Contingency 19,658,000 21,294,000 24,328,000Railroad Required Improvements 3,050,000 3,304,000 3,775,000Project Total** 115,210,400 124,797,000 142,579,0002001 BNSF MIDWAY ROUTEConstruction Subtotal 89,988,000 102,810,000Indirect Costs 17,998,000 20,563,000Contingency 27,896,000 31,871,000Project Total** 135,882,000 155,244,0002001 CP MERRIAM PARK ROUTEConstruction Subtotal 100,290,000 114,580,000Indirect Costs 20,058,000 22,916,000Contingency 30,987,000 35,402,000Project Total** 151,335,000 172,899,000* Estimated assuming 2.7% annual increase.** Excludes vehicle fleet costs.Commuter Rail Technical Feasibility Study December 2001Summary Report 25cc237Table 2: Route T Capital Cost EstimateCENTRAL CORRIDOR COMMUTER RAIL TECHNICAL FEASIBILITY STUDYMn/DOT PHASE II STUDY CAPITAL COST ESTIMATE DATAROUTE T – DOWNTOWN MINNEAPOLIS TO DOWNTOWN ST. PAULDESCRIPTION UNITS UNIT COST QUANTITY TOTALTRACK IMPROVEMENTSLINK 54: Minneapolis Jct. - Lyndale Jct. LS 4,996,000 1 4,996,000LINK 72: Westminster - Minneapolis Jct. LS 11,179,000 1 11,179,000LINK 71: St. Paul UD Jct. - Westminster LS 786,000 1 786,000LINK 70: St. Paul Depot - St. Paul UD Jct. LS 362,000 1 362,000Construction Subtotal 17,323,000Indirect Costs 12% 2,078,760Contingency 20% 3,464,600Project Total 22,866,360SIGNAL IMPROVEMENTSLINK 54: Minneapolis Jct. - Lyndale Jct LS 4,404,000 1 4,404,000LINK 72: Westminster - Minneapolis Jct. LS 8,803,000 1 8,803,000LINK 71: St. Paul UD Jct. - Westminster LS - - -LINK 70: St. Paul Depot - St. Paul UD Jct. LS - - -Construction Subtotal 13,207,000Indirect Costs 12% 1,584,840Contingency 20% 2,641,400Project Total 17,433,240COMMUTER RAIL STATIONSDowntown Minneapolis LS 12,700,000 1 12,700,000U of M LS 660,000 1 660,000TH 280 LS 2,310,000 1 2,310,000Snelling Ave LS 2,310,000 1 2,310,000Rice Street LS 660,000 1 660,000St. Paul Union Depot LS 12,700,000 1 12,700,000Construction Subtotal 31,340,000Indirect Costs 12% 3,760,800Contingency 20%
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