Instructions for Completing This RFP Are in Brackets s1

REQUEST FOR PROPOSALS (RFP)

Minnesota Department of Transportation (MnDOT)

Northern Lights Express (NLX) Intercity Passenger Rail

For

Light Detection and Ranging (LIDAR) Flight / Mapping and Service Development Plan (SDP)

Note: This document is available in alternative formats for persons with disabilities by calling Melissa McGinnis, Contract Administrator at 651-366-4644 or for persons who are hearing or speech impaired by calling the Minnesota Relay Service at 1-800-627-3529.

A “Qualification Based Selection” method will be used to review proposals submitted in response to this RFP.

Responses to this RFP will be public information under the Minnesota Data Practices Act, Minnesota Statutes Chapter 13.

This RFP does not obligate MnDOT to award a Contract or complete the project and MnDOT reserves the right to cancel the solicitation if it is considered to be in its best interest.

Project Specific Information

Project Overview

MnDOT requests proposals for professional services from qualified Firms to perform LIDAR data collection, extraction and mapping for use in conducting preliminary engineering, design, construction plans and environmental documentation for improvements to the Burlington Northern Santa Fe (BNSF) railroad and to prepare a SDP that will identify project design, demonstrate feasibility and produce the overall scope and approvals as needed to operate Passenger Rail services from Minneapolis to Duluth MN.

Project Goal

It is the goal of this project to perform the following:

LIDAR: complete a survey and develop maps with sufficient detail and accuracy to perform engineering, design, construction plans and environmental delineation & mitigation of NLX corridor.

SDP: prepare a plan that encompasses the overall scope, project elements and direction for advancement of NLX. The completed SDP must meet the requirements of and be approved and accepted by the Federal Railroad Administration.

Project Background

MnDOT recognizes that intercity passenger rail service implementation is a multi-phase project and in December, 2007 issued a Comprehensive Feasibility Study and Business Plan, prepared by TEMS Inc. This study evaluated the proposed NLX corridor and demonstrating that the proposed corridor segment is technically feasible and economically viable in the long term.

On December 6, 2007 National Surface Transportation Policy and Revenue Study Commission issued it’s “Vision For The Future” U.S. Intercity Passenger Rail Network Through 2050 report. This document identified the NLX corridor as an “Immediate needs from 2007-2015”. (Map Page 33 text page 29-32.)

In 2008, the Legislature instructed MnDOT to prepare a Minnesota Comprehensive Statewide Freight and Passenger Rail Plan. This plan was completed in February of 2010 and is a feasibility study to determine if selected freight railroad corridors throughout the State could support rail service in a cost-effective manner. This study identified the NLX Corridor as a PHASE I Corridor.

On February 19, 2008, the FRA issued a Notice of Funding Availability (NOFA) for the Capital Assistance to States – Intercity passenger Rail Service Program in the Federal Register. In response, the MnDOT submitted an application for the planning and production of environmental documentation to satisfy NEPA planning requirements. The Federal Rail Authority (FRA) staff reviewed MnDOT’s application for eligibility and ranking with the criteria outlined in the NOFA and two subsequently issued clarifications. Based upon this evaluation, the FRA selected the State of Wisconsin for an award of $1,100,000 for this Project.

In July of 2009 the Alliance authorized a contract with SRF Consulting, Inc. to complete environmental review and documentation of the proposed service. In order to start the National Environmental Policy Act (NEPA) environmental review process, the Grantee, MnDOT, requested funds of $1.1 million under the FRA’s State Capital Grants funding program. MnDOT, the grantee, proposes to use $2.2 million to prepare an environmental analysis and environmental document to secure NEPA clearance for the proposed high speed, intercity passenger rail service on the Minneapolis-Duluth corridor. The environmental review addressed proposed rail infrastructure improvements to support high-speed rail service up to 110 mph, for a distance of approximately 155 miles.

It is anticipated that an Environmental Assessment/Finding of No Significant Impact (FONSI) will be issued fall winter of 2011. Preparation of the environmental clearance documentation was undertaken by MnDOT with the FRA acting as lead Federal agency and providing oversight, direction and product review.

The current schedule for the development of passenger rail in the NLX corridor is:

1. Complete LIDAR and SDP July 1, 2012

2. Issue RFP for Preliminary Engineering January 2012

3. Select Preliminary Engineering Consultant March 2012

4. Begin work April 2012

5. Preliminary Engineering Complete July 2013

6. Begin Final Design November 2013

7. Final Design Complete October 2014

8. Construction Winter 2014 through late fall 2016

9. Opening of service November 2016

Pending receipt of federal and state funding, passenger rail could be operative in this corridor by late 2016.

The schedule for the work included in this RFP is as follows.

1. Proposals due October 6, 2011

2. Select Consultant October 13, 2011

3. Begin work October 24, 2011

4. LIDAR flight Complete November 2011

5. Complete LIDAR and SDP December 31,2012

Northern Lights Express (NLX) Description

The Minneapolis – Duluth/Superior Passenger Rail Alliance (Alliance) and MnDOT are interested in establishing high-speed intercity rail service between Minneapolis and Duluth/Superior, on a predominantly single track, existing rail line owned and operated by BNSF Railroad. The current Minneapolis-Duluth/Superior corridor, spanning approximately 155 miles, is used exclusively for freight purposes and the proposed intercity passenger rail service does not fall currently within an area designated as a Federal high-speed rail corridor. Intercity rail service previously existed between Minneapolis and Duluth/Superior on this rail line, but was terminated in 1985.

The NLX is a 155-mile transportation corridor that follows Trunk Highway 65, Trunk Highway 23 in Minnesota and State Highway 35 in Wisconsin the primary direct link between Minneapolis and Duluth via Coon Rapids, Cambridge, and Hinckley, Minnesota, and Superior, Wisconsin. The NLX Corridor also includes parts of the Burlington Northern/Santa Fe Railroad (BNSF) Wayzata, Staples, Hinckley and Lakes Subdivisions. The corridor termini are downtown Minneapolis and downtown Duluth.

MnDOT is working to develop a passenger rail system to serve the state. To this end, MnDOT completed the “Minnesota Comprehensive Statewide Freight and Passenger Rail Plan” in February 2010. That plan indicates a set of corridors which should be Phase One projects. The NLX is one of those Phase One Corridors. The Minneapolis-Duluth/Superior Passenger Rail Alliance, along with MnDOT, is working to develop this corridor. The proposed system will operate on the existing BNSF right of way partly on the current mainline and partially on a new dedicated track. The project includes six stations, layover facilities in Duluth and Minneapolis and may include a maintenance facility. It is anticipated that the service will include sixteen trains per day. It will connect to the Northstar Commuter Rail Service in Coon Rapids and Minneapolis and to the Hiawatha LRT Corridor in downtown Minneapolis.

Statement of Work and Deliverables

A. Introduction

Current Environmental Study and Associated Engineering “Study”.

Northern Lights Express, Intercity Passenger Rail Service (NLX) is in process of conducting Study to secure clearance for project advancement in accordance with National Environmental Policy Act, Minnesota Environmental Policy Act, Wisconsin Environmental Policy Act, Federal Railroad Administration (FRA), Minnesota Department of Transportation (Mn/DOT), Wisconsin Department of Transportation (WisDOT) with support from BNSF Railroad.

Study is being conducted by way of agreement between lead agencies FRA and Mn/DOT and subsequent agreement with WisDOT to perform a study known as the “Minneapolis-Duluth/Superior Passenger Rail Service, Environmental Review and Documentation and Associated Preliminary Engineering” dated April 7, 2009. The Study is scheduled to be complete December 31, 2011.

2010 Federal Transportation Planning, Research & Development Grant Administered by Federal Rail Administration for LIDAR and SDP

LIDAR and SDP are being funded in part by Federal and State of MN grants and appropriations. Work related to these grants will provide mapping/survey work essential to project engineering and further identify specific design, demonstrate feasibility and produce the overall scope and approach for the proposed service.

B. Statement of Work

1. LIDAR Data Collection, Extraction & Mapping

This portion of the work entails the completion of a LIDAR.

Task 1.1 Project Management

A project manager will provide coordination with MnDOT, agencies, railroads and others to ensure timely development in keeping with project schedules and budgets. Manager will provide quality assurances, coordinate project activities, conduct meetings, prepare reports, prepare invoicing, sub consultant management and oversight, and all else as necessary to complete work on schedule and within budget.

Task 1.2 Site Access & Ground Controls

Where sufficient ground control cannot be established on public road rights of way and public lands, physical access to private and public lands will be required to establish benchmarks, aerial survey control points and land surveys. Establishing permission to access lands and placement of survey controls is the responsibility of the contractor.

Task 1.3 LIDAR Data Collection

As referenced in Introduction, The MnDOT Surveying and Mapping Manual Dated June 20, 2007 and USGS Draft Guidelines will be used as the basis for conducting LIDAR data collection except as modified herein. Data collection swath will cover a minimum three hundred (300) foot wide swath lying one hundred fifty (150) feet either side of railroad centerline further described below. Where the Rail road Right of Way is wider than 150 feet the survey will extend out not less than 100 feet from the outer most track centerline on either side of the right of way. This is especially critical in areas such as the Northtown Yard in Fridley.

The primary flight path will be along the track centerline at an altitude which yields a nominal LIDAR and photo coverage width of 300 ft (on flat terrain) and a LIDAR between 50 and 100 points per square meter over the mainline tracks. These parameters are required to obtain sufficient data for accurate planimetric mapping of railroad track and signal features and obtain coverage of the entire right of way and adjacent land features.

There exist approximately 190 crossings along corridor with approximately 60 of those crossing defined as “hump” crossings. Data will be collected at all crossings a minimum of 600 feet either side of railroad centerline and a minimum of 800 feet either side of railroad centerline at “hump” crossings.

Secondary flight paths will be along each crossing roadway for a distance of 600 ft (1200 ft total) on normal crossings and 800 feet (1600 Feet total) on hump crossings as measured from the roadway and rail crossing at an altitude which yields a nominal LIDAR and photo coverage width of 300 ft (on flat terrain) and a LIDAR density not less than 100 points per square meter over the roadway. These parameters are required to obtain sufficient data for accurate planimetric mapping of railroad track and roadway features and to obtain coverage of the entire roadway right of way and adjacent land features to support the design of improved crossing geometry or grade separation. Where new grade separations, if any, are planned, the distance will be increased to 1200 ft (2400 ft total) from the crossing point.

The total mapping system accuracy will be at least 8 cm horizontal (95% confidence interval) and 5 cm vertical (95% confidence interval). Relative system accuracy will be at least 5 cm horizontal and vertical (95% confidence interval).

Route description is as follows. Mile Post (MP) distances are estimated.

MP 0-02 to 0+00

Cedar Lake Yard to Target Station

MP 0+00 to MP 0+02

Target Station to Minneapolis Jct

MP 0+ 02 to MP 0+07

Minneapolis Jct to Northtown Yard

MP 0+07 to MP 0+13

Northtown Yard to Coon Creek Jct

BNSF MP 21.1, begin Hinckley Sub.

MP 0+13 to MP 40+00

Coon Creek to Cambridge

MP 40+00 to MP 40+02

Cambridge siding/station

MP 40+02 to MP 76+00

Cambridge to Hinckley

MP 76+00 to MP 78+00

Hinckley siding/station

MP 78+00 to MP 86+00

Hinckley to Sandstone

MP 86+00 to MP 88+00

Sandstone siding

MP 88+00 to MP 100+40

Sandstone to Boylston

End Hinckley Sub, begin Lakes Sub

MP 100+40 to MP 100+43

Boylston to Saunders

MP 100+43 to MP 100+49

Superior Yard

Saunders to Grassy Point Bridge

MP 100+49 to MP 100+55

Grassy Point Bridge to Duluth Depot

Hinckley Loop

Hinckley Loop is at a conceptual level of design with centerline interpolated from aerial maps, ground features and on site targets. Proposed corridor will be located east of BNSF mainline and US Hwy 35 from a point 1.5 miles south of Hinckley and then rejoining mainline 3 miles north of Hinckley. LIDAR and photo coverage width will typically be 600 feet lying 300 feet either side of route centerline excepting additional widths at proposed station location and crossings of US Hwy 35.

The primary route and secondary route will each pass through a proposed rail station located at the intersection of State Hwy 48 and Pine County Hwy 15. Station LIDAR coverage width will be expanded to 1,200 feet lying 600 feet each side of route centerline from 2,400 feet south of too center of State Hwy 48.

Primary Route: From BNSF mainline easterly a distance of 3.5 miles to the intersection of State Hwy 48 and Pine County Hwy 15 thence northwesterly a distances of 3 miles joining BNSF mainline. This route anticipates a new bridge over US Hwy 35. LIDAR coverage width will be expanded to 1,200 feet lying 600 feet either side of route centerline and 1,200 feet each way from center of northbound and southbound lanes of US Hwy 35.

Secondary Route: From BNSF mainline southeasterly 1.5 miles intersecting existing St. Croix Valley Railroad thence southerly along Valley Railroad 1 mile passing under US Hwy 35 thence northeasterly 2.5 miles to the intersection of State Hwy 48 and Pine County Hwy 15 thence northwesterly a distance of 3 miles joining BNSF mainline.

Task 1.4: LIDAR Data Extraction. Processing and Formatting

One copy of fully licensed data extraction software, which provides facilities to extract planimetric features and create digital terrain models will be delivered to MnDOT. The software will include filtering routines to facilitate the construction of digital terrain models and identification of rails and track centerline. The software will employ a least squares regression algorithm to fit lines to the rail data. The mapping contractor will employ CAD software to fit curves to the extracted main track centerlines, designating common horizontal and vertical geometric parameters including: TS, SC, CS, PI, PVC, PVI.

Task 1.5: Terrestrial Contour Maps