What is the purpose of the Poplar Southern / Corridor study?
- The overall purpose of the Poplar Southern / Corridor Study is to enhance mobility and address safety concerns along the Norfolk-Southern Railroad by identifying and analyzing the major north/south roads within the study limits and then determining the best locations for potential improvements. The study will also analyze the possible impact improvements may have on the surrounding communities. The purpose of this study is not to modify the train schedules, determine quiet zones, discuss private crossing closures, identify the day-to-day maintenance of railroad property, or address the location of a new intermodal facility.
Are there any aspects of the railroad that the study is not focusing on?
- The purpose of this study is not to modify the train schedules, determine quiet zones, discuss private crossing closures, identify the day-to-day maintenance of railroad property, or address the location of a new intermodal facility.
How many intersections are being studied for potential grade-separation?
- The study is looking at sixteen (16) arterial roads that cross the railroad at-grade along the study corridor. Based on the data collected six (6) crossings will be selected to be studied in more detail. From these six (6) crossings, two (2) crossings will be selected as representative crossings to be given a more in-depth analysis.
Do you have any initial ideas where grade-separated crossings should be located?
- Many factors go into the decision of which crossings would be appropriate as grade-separated including the existing grades and utilities, funding, land uses and impacts to adjacent properties. At this early stage of the study, we are gathering information to help us to determine two (2) representative crossings for a more in-depth analysis.
How will government officials use this study?
- Government officials will be able to use the Final Report document as a resource for insight into varied transportation and land use problems associated with railroad crossings and the possible solutions to those problems. Furthermore, a government official will be able to consider the extent to which a grade separated solution impacts his/her community both in terms of physical impacts to affected properties and in economics impacts to businesses.
How many grade-separated crossings are within the study corridor?
- There are eight (8) existing grade-separated crossings within the study corridor: East Parkway, Boston Street, Josephine Street, I-240, Ridgeway Road, US-72, SR-385, and SR-57.
How many trains travel along the track per day (24-hour period)?
- The number of trains that travel along the corridor does vary from day to day, but on average there are 35-45 trains per day.
What is the estimated cost for a new grade-separated crossing?
- Each crossing has its own unique set of circumstances that will impact the final cost of a grade-separated crossing. The purpose of this study is to ultimately estimate the costs of two (2) representative crossings. These costs can then be applied on a case-to-case basis to other railroad crossings.
Will the study also include improvements other than grade separation?
- Yes, the study will also consider the impacts of making additional safety improvements at the two (2) representative crossings.
How is Norfolk Southern Railroad involved with the study?
- The Norfolk-Southern Railroad is not directly involved in this study. They are, however, a stakeholder and have offered to provide railroad data, such as design criteria and current and future plans, for the Study.
Will this study (and its potential recommendations) serve to further legitimatize having railroads cut through the city? What about the option for a rail by-pass?
- This Study’s scope is limited to railroad crossings and the impact the crossings currently have on commuters in the Memphis/Metropolitan area. The Study will also look at the physical and socio-economic impacts that potential modifications to crossings may have. The Study will not make recommendations concerning the location of the railroad or a bypass.
Would spending money on grade separations undercut efforts to create a rail by-pass?
- Since the Scope of this Study does not include consideration of a rail-bypass (or its cost) it will be undetermined if money spent on grade separations would undercut efforts to create a rail by-pass.
Have there been any studies done that determine which is more safe, grade-separated crossing vs. at-grade crossing? The underpasses/overpasses do not seem to be safe.
- Many overpasses do feel unsafe due to lack of lighting, confined area with poor visibility, and inadequate pedestrian accessibility. Improving safety is one of the main objectives of the study; the grade-separated crossings that would be considered would be similar to Ridgeway Road and would include sidewalks and wide openings allowing for natural light.
If an intersection was selected to be improved, how long would it take to build a grade-separated crossing?
- It is a very long process and the timing will vary per project, the first step would be a feasibility study and then MPO would have to find the funds to make the improvements. After funding there would be an intensive environmental impact study prior to design and construction of the new crossing.
Do you know what hazardous materials trains are carrying through the city?
- The railroad will not disclose this information to the public or to the study. Movement of materials by train travel is much safer than other modes of transportation.
Will you be addressing sidewalks and handicapped accessible crossings?
- Yes, this will be a part of the study and there are many existing crossings without sidewalks along the corridor that we will be looking at as well.
Is it less expensive to go over or under the railroad?
- There is not a simple answer to this question. This is something that has to be looked at on a case-to-case basis. The existing topography and impacts to adjacent properties are both factors that go into which would type of construction would be more economical. For example, it is less expensive to build a bridge for cars than trains because of the weight of the trains, but if the topography lends itself for vehicular traffic to go under the railroad this would make it more economical.
With any new construction, would you have to look at temporarily moving the track to allow for the railroad to still be operable?
- Yes, the track would have to be temporarily relocated until the improvements were made. We are looking at the cost associated with all improvements including the relocation of rail as typical standards for the cost analysis.
Is there a policy for how the railroad conductor blows the horn when crossing through an intersection?
- Yes, there is a marker on the tracks that says when the engineer must begin blowing before entering into an intersection.
How will the study fit into MPO’s Long-Range Transportation Plan (LRTP)?
- The findings of this study will be incorporated into the LRTP the next time MPO revisits the plan.
Why has train traffic increased over time?
- Much of train travel is directly related to fuel costs. When gas prices increase it is more costly to ship goods by truck and less costly by train. Therefore, in the recent years as we have seen fuel costs rise so has the shipping of freight by train.
Is there a limit to the number of cars allowed on a specific train?
- This is an economic decision made by the railroad and is also limited by how much the locomotive can pull. 130 cars on a train is very common to see, which takes 4-5 minutes to clear an intersection. We cannot put restrictions on the railroad as to how many cars are allowed.
Do you know the final date for the study?
- The study is set to be completed in April 2010. Please continue to check back online to follow the progress of the study.
According to the Crash Data Maps, Kirby Parkway has the highest number of crashes, 12 total, does this number take into account the improvements made to the crossing at Kirby Parkway?
- No, the crash count is based on information obtained from the FRA, Federal Railroad Administration, Accident Report Database and represents the total number of motor vehicle/rail vehicle incidents over a ten-year period. The number of crashes at Kirby does not reflect the geometric and traffic signal improvements made in 2007. The number of crashes at Kirby Parkway will most likely decrease with the new FRA numbers.
Will the 2 representative crossings selected include grade-separated alternatives?
- Yes, up to 4 alternative solutions for each of the 2 representative crossings will be evaluated including the do-nothing approach, safety improvements including signalization and signage, grade-separation, and an alternative based on input from the client, public, and stakeholders.
What would you consider appropriate land uses to be adjacent to a railroad crossing?
- Mixed-Use with a residential and retail component.
I was unable to attend the Neighborhood Meetings; how can I provide input to the study?
- You can address any comments or questions you have to:
Memphis MPO
Mr. Paul Morris
1075 Mullins Station Road
Memphis, TN 38134
1-901-379-7840 / comments@poplarsoutherncorridorstudy.com
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