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weekday night. That trainset is one which originates at Elk River that morning, makes a couple
<br /> of commute trips, and then one and one-half St. Cloud round trips. That trainset is thus
<br /> accumulating mileage during the day so that it will require cleaning and servicing at night in St.
<br /> Cloud. In addition, on weekends, one trainset performs all of the Northstar Corridor work, so
<br /> that having left Elk River on a Friday morning, it sees productive service fairly continuously until
<br /> Monday evening. When there are three-day weekends, this train will be out for yet another day's
<br /> service. Consequently, it is probable that fueling capability will be required in St. Cloud. As has
<br /> been noted in the "Preliminary Plan," with a Downtown St. Cloud station, it is assumed that
<br />-, trains could continue a short distance to the west (less than one mile) to the BNSF's former Great
<br /> Northern Railway yard, where it appears that there would be ample space to store, clean, service
<br /> and fuel one trainset.
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<br /> As Elk River, pending more accurate running time simulations, is the center of the system from
<br /> the point of view of originating and terminating trains, it is recommended that a Central Shop be
<br /> located there. The actual requirements for site and shop size will depend on further analysis, as
<br /> the actual size of the fleet is still not known, and since preventive maintenance requirements vary
<br /> depending upon the choice of rolling stock. Push-pull trailer coaches will require little work
<br /> other than periodic inspection and replacement of worn materials relating to trucks, brakes and
<br />· ancillary car systems (batteries, HVAC, lights, etc.) All control units - locomotives, cab control
<br /> coaches, and self-propelled cars~ if any - are subject to federal rules requiring periodic (30-day)
<br /> inspections of devices related to safe operation. Refueling, cleaning, washing, watering cars, and
<br /> so forth, would also be routine activities. Realistically, repair functions would also have to be
<br /> planned for.
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<br />The example timetables prepared are also only those which might reflect service at startup,
<br />tentatively in 2003. As the Northstar Corridor is growing rapidly, and may be expected to
<br />continue to grow, it is a reasonable assumption that the passenger rail fleet will grow also, and
<br />that the maintenance needs of this eventually larger fleet will have to be accommodated at the
<br />Central Shop. Given that there are still many unknowns, a preliminary concept of maintenance
<br />site requirements in this area would be for a site of about 20 acres, immediately adjacent to the
<br />BNSF mainline, and as close as possible to the Elk River station. Preferably, this site would be to
<br />the west (north) of Elk River. In this way, trains originating at Elk River can pull out of the
<br />Central Shop yard and directly onto the mainline, operate to the Elk River Station, then simply
<br />continue on their way to Minneapolis; trains will not have to change direction and occupy the
<br />BNSF mainline for any longer than is absolutely necessary - thus minimizing the impact on
<br />railroad freight operations. Similarly, when going out of service at Elk River, trains would make
<br />their last passenger stop, then simply continue onward in the same direction, and leave the
<br />mainline at the turnout leading to the Central Shop - thus quickly getting out of the way of
<br />following traffic. The Central Shop site should also, if possible, be organized to permit, at least
<br />in the long run, direct access to the west, so that trains may be sent directly to or from the St.
<br />Cloud end of the line. This may become more important as the corridor grows, and more service
<br />is developed farther out on the corridor. Highway access for cars and trucks associated with this
<br />facility must also be provided, and shoulcl be considered when making a decision on site location.
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