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A reasonable threshold for determining t_he cost effectiveness of a proposed station is a <br />minimum °f 100 riders servI~(~'~ <br />Railroad Neqotiations ',,,,. <br /> <br />The provision of commuter rail service within multiple corridors owned and operated by <br />multiple freight carriers virtually demands that the authority to negotiate terms and <br />conditions with the respective railroads be vested in a single, multi-jurisdictional public <br />entity. The most logical choice at the present time is Mn/DOT. <br /> <br />Eight general guidelines are provided for negotiations between the project sponsor and <br />the affected railroads: <br /> <br />2. <br />3. <br />4. <br />5. <br />6. <br />7. <br /> <br />o <br /> <br />Centralize negotiations; <br />Select and empower a multi-disciplinary negotiating team; <br />Define the nature of the service to be provided; <br />Determine procurement strategy; <br />Determine the railroad's risk, liability and insurance requirements; <br />Utilize capacity modeling to verify capital program requirements; <br />Determine public and private benefits and costs; and <br />Negotiate a reasonable cost-sharing formula. <br /> <br />4.2 Design and Procurement Guidelines <br /> <br />R qht-of-Way. <br /> <br />Recommendations related to public and private right-of-way and land ownership issues <br />as they pertain primarily to joint commuter and freight railroad operation are: <br /> <br />It is desirable for the affected municipalities (as opposed to the commuter rail <br />sponsor) to acquire the land or property on which stations and parking lots are <br />constructed, <br /> <br />Commuter Rail System Plan 4- <br /> <br /> <br />