• With substantial upgrading of the track and signa l system , the rail line connecting the eight Rogue Valley com munities is well suited to serve as the backbone of an effective com muter transportation sy stem for the region. • With top speeds of up to 60 m iles per hour, com muter trains can travel the 45-m ile corridor from Ashland to Grants Pass in about 80 m inutes, m aking several interm ediate stops. • The estim ated costs for upgrading the rail infrast ructure (including track, ties, switches, a new 1.5-m ile track through Medford Yard, new sidings, and a m odern train m ovem ent signaling system ), making at-grade crossing safety improvem ents, acquiring passenger equipm ent, and operating the sy stem at three potential levels of service are sum marized in the table below. Table 11-1 Southern Oregon Commuter Rail Service Estimated System Capital Expenditures and Operating Costs Level of Serv ice* Capital Expenditures Annual Operating Costs Level 1 $42,737,000 $3,977,000 Level 2 $70,410,000 $4,552,000 Level 3 $96,671,000 $8,077,000 Source: Southern Oregon Rail Study , ODOT , 2001 * Levels of Service Explained: Level 1: Full servi ce (6 round t rips in the morning and 6 i n the eveni ng) bet ween Ashl and and C entral Point Level 2: Level 1, pl us limited servi ce (2 round t rips in the morning and 2 in the eveni ng) between Central Point and Gran ts Pass Level 3: Full servi ce (6 round t rips in the morning and 6 i n the eveni ng) bet ween Ashl and and Grant s Pass Ridership estim ates range from a low of 475 passenger per day (based on daily ) to a high of 850 per day (when the service is extended to Grants Pass). Da ily ridership estim ates are for new riders only as transfer of existing riders from public transit is not included in the total. The study also briefly explored the possibility of seasonal excursion service over th e line during tim es when com muter trains are not operating. In summary, the study found no fatal flows to prevent operating a com muter service over the existing railroad line between Ashland and Grants Pass. While only a field environm ental review has been made to date, it is very unlikely that a full EIS would alter this conclusion. If the study moves bey ond the prelim inary investigation stage, the m ain issues to be addressed will likely involve financing, capital costs, and operating subsidies. Railroad Crossings Table 3-18 presents a sum mary of existing railroad cr ossings in the Medford UGB including ty pe of rail line (m ain or spur), ty pe of crossing (at-grade or grade-separated), ty pe of traffic control, and a visual assessm ent of the condition of pavem ent at the crossing. According to this table, there are two grade- separated railroad crossings in the UGB (on McA ndrews Road and on the new Highway 238 alignm ent), and 17 at-grade crossings of the Central Oregon and P acific Railroad’s (CORP) m ainline. All but two of these crossings are fully controlled with gates, warni ng signs, lights and bells. One crossing, at the new Garfield Avenue crossing just west of Highway 99, has active warning signs that alert m otorists to the presence of the train. Medford Transportatio n System Plan 11-3 Rail Plan

Transportation System Plan 2018-2038