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.
Access to Public Transportation
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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Facility and Platform Size
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.
Impact to the Street System
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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Access to Public Transportation
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 less than one mile south of Interstate 235. In addition,
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.
Facility and Platform Size
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.
Impact to the Street System
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.
Access to Public Transportation
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 less than one mile south of Interstate 235. In addition,
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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Facility and Platform Size
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
Impact to the Street System
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.
Access to Public Transportation
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 less than one mile south of Interstate 235. In addition,
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.
Facility and Platform Size
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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Impact to the Street System
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.
Access to Public Transportation
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.
Facility and Platform Size
Aerial photography indicates that the site is large enough to
accommodate an adequately-sized facility, and a maximum 800 foot
platform.
Impact to the Street System
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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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
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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
UnionPacificRailroad
CityofProvo
UnionPacificRailroad
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
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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