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Commentary, Electrification, High Speed Rail, San Joaquin

RailPAC submits letter to California State Senate Committee on Transportation on Appropriation of Proposition 1A Funds to the CHSRA

California State Senate Committee on Transportation
State Capitol, Room 2209
Sacramento, CA 95814

March 30, 2021

RE: Appropriation of Proposition 1A Funds to the CHSRA

Good Day. My name is Steve Roberts and I am President of the Rail Passenger Association of California and Nevada (RailPAC). I want to thank you for the opportunity to view and comment on the Senate Transportation Committee’s oversight hearing on March 16, 2021 on California High-Speed Rail Authority’s Revised Draft 2020 Business Plan.

While the hearing provided a valuable update on the high-speed rail project, its challenges/risks and options for moving forward and I understand hearing comments are closed, members of RailPAC feel that there was a major omission that we want to bring to your attention. While the risks for CHSRA’s proposed path forward were presented to legislators, the risks associated with the alternatives outlined were not presented. In some cases these risks are substantial and exceed the risks for the plan outlined in the Authority’s 2020 Business Plan. As a result, Senators only have a full understanding of the benefits and risks of the proposed 2020 Business Plan, but do not have the same level of information on risks for the alternative options.

For example, Lou Thompson of the High-Speed Rail Peer Review Group suggested postponing the Proposition 1A appropriation decision by six-months. But that would put the decision out of the 21/22 State Fiscal Year budget cycle. The result would be, not a six-month delay, but a year’s delay,until the State Fiscal Year 22/23 cycle. As the Authority has noted,the cost of Covid-19 delays in 2020 has driven cost increases which combined with the Cap & Trade short-fall,sets up a cash flow crisis of unknown magnitude. Helen Kerstein, Principle Fiscal and Policy Analyst in the Legislative Analyst’s Office (LAO),felt that the Authority could manage any cash crisis associated with a delay in bond funding;but as we have seen this year, there is no certainty of that. Why take the risk and set-up such a scenario where perhaps work is slowed, bad relations are created with contractors and sub-contractors as a result of slow payments,and pre-construction work on other environmentally cleared segments is delayed? Shouldn’t the Authority’s management be totally focused on the 119-mile project completion instead of on managing a cash crisis that could have been avoided? These risks should have been highlighted to the Senators during the hearing.

A conundrum was also introduced when Mr. Thompson also suggested pausing until the Memorandum of Understanding between the Authority, the San Joaquin JPA and CalSTA could be finalized, so that with specific cost details could be provided. As a result of that pause, the Track & Signal Systems as well as equipment RFP would be deferred. Yet the track and equipment maintenance and lease costs represent the two biggest cost items in the MOU, which cannot be defined untilcontracts are undertaken. If Mr. Thompson’s recommendations are followed, the MOU would not be finalized, thus resulting in planning gridlock.

A risk factor not discussed in the recommended postponement of the Track & Signals Systems contract is the marketplace challenge presented by the fact that many of the track and signal components are long-lead time items, some specially built, in a market with a shrunken domestic supply chain.

In discussing the risk that there may be a shortfall in funds to complete the proposed Merced – Bakersfield Interim Operating Segment, the proposed option, delaying the project, in fact increases the risk, by adding costs due to construction cost inflation. This increased risk was not noted in the hearing.

Also noted,a risk for the Authority’s plan is the uncertainty over whether there would be sufficient revenues to pay maintenance and operating costs for use of the Merced – Bakersfield line. Yet,when the option of operating the existing seven round-trip San Joaquins over the HSR line was discussed, the risk of whether fewer and slower trains with no ACE connection could generate sufficient revenue to pay the Authority’s costs was not highlighted.

Regarding the diesel operation of seven daily round-trips,how does that fit with the environmental studies, all of which estimated large green-house gas (GHG) reductions as a result of very frequent electrified rail service with substantial trip time savings? Doesn’t this suggested diesel option undermine the whole environmental study process? The reversal of environmental commitments in a region where the American Lung Association’s 2016 State of the Air Report found that the San Joaquin Valley has the highest childhood asthma rates in the nation,would seem especially disingenuous. The electrification of the high-speed rail is designed to be a contributing mitigation effort for reaching GHG reduction commitments.

There was also discussion of the total cost of the remaining bonds (principle and interest). What was not noted is that,given current low interest rates, there is an opportunity to reap a substantial interest cost saving by selling the remaining Proposition 1A bonds this year rather than waiting several years.

Additionally, it was suggested that additional right-of-way planning and advanced project design (beyond the Authority’s current plan) be undertaken on the environmentally approved new segments of Phase I. While a very productive effort,this forward leaning initiative would be the first to be eliminated in SFY 21/22 if steady funding through the appropriation of Proposition 1A funds is not achieved and there is cash flow shortfall.

RailPAC feels that,when the risks of the alternative options to the Authority’s Revised 2020 Business Plan are considered, the appropriation of Proposition 1A funds to the Authority is the only proper course. RailPAC is a bi-state organization with membership throughout California and Nevada. RailPAC is a strong advocate for an expanded comprehensive public transportation network serving the entire state. RailPAC is an all-volunteer non-profit passenger rail advocacy group, founded in 1978.

Thank You for your consideration of the points that we raised in this letter.

Yours truly,
Steve Roberts
President Rail Passenger Association of California and Nevada

Commentary, Electrification, High Speed Rail, San Joaquin

RailPAC submits comment to California Senate Transportation Committee & Senate Budget Sub-Committee #5, Joint Informational Hearing on High Speed Rail

March 15, 2021

California State Senate Sub-Committee #5 -Transportation
State Capitol, Room 5019
Sacramento, CA 95814


Chairs Gonzalez, Durazo and Sub-Committee Members:

After review of the California High Speed Rail Authority Revised Draft 2020 California Business Plan,the Rail Passenger Association of California and Nevada (RailPAC) recommends that the Revised 2020 Business Plan be adopted. RailPAC also supports the appropriation of the remaining Proposition1A funds to complete the core 119-mile Central Valley segment. RailPAC feels it is critical to continue to focus on completing the rail line from Merced to Bakersfield and initiating the Interim Central Valley Operating Plan as the best strategy forward.

In order sustain and accelerate project momentum and avoid cash flow issues, it is critical that the remaining Proposition 1A funds be appropriated to finish the core 119-mile segment between Madera and Poplar Ave. This would eliminate a major current risk (COVID driven short-fall in Cap and Trade funds) while positioning California’s high speed rail project as the strongest candidate for additional Federal funds.

Ironically some of the project options proposed by others substantially increases project risk resulting in a high probability of an increase in costs due to delays. Suggestions that the Proposition 1A appropriation be postponed rests on the assumption that the cash flow shortfall can be mitigated. This is speculative and the recommendation increases risk. In addition, not providing a steady funding source prevents the agency from taking advantage of any opportunities to accelerate construction. This suggestion also assumes that the Biden Administration will favorably view projects that are not taking actions to best position themselves to leverage Federal investment.

Among the other postponements suggested,none creates a greater risk than the delay of the Track and Systems contract. First, the core 119-mile segment requires a track to meet ARRA requirements, second all of the core 119-mile designs for civil works will be completed by the time the Track and Systems contract is finalized, third the Track and Systems project will require many months of design and pre-construction activities all of which occur off-site without impacting civil construction. The fourth issue is extremely critical and the activity most impacted by any delay. Much of the Track and Systems components (such as rail, ties, signal components, etc.) are long-lead time items in an environment of a major federal infrastructure initiative where the capacity of the railroad supply industry is geared to lower, normal levels of railroad investment. Delay risks putting California’s HSR project behind the Northeast Corridor, Brightline, Texas Central and Chicago Hub passenger rail capacity projectsin acquiring track and signal components.

One of the key initiatives of the CHSRA Revised Draft 2020 Business Plan is to initially construct the Merced to Bakersfield operating segment as a single track line (with passing sidings). This is an example of focusing in on what is critical to start-up. A single-track rail line is adequate for systems and rail equipment testing. Given the Interim Operating Plan’s proposed service level (hourly service from Bakersfield and Merced 18 hours per day); a single track with passing sidings is sufficient. It is not until hourly service is added between Bakersfield and the Bay Area that a double-track railway will be required. During testing and subsequent interim operations additional segments of double track can be safely constructed. Amtrak totally reconstructs its Northeast Corridor tracks even as operations safely continue on adjacent tracks.

The CHSRA Revised Draft 2020 Business Plan presents a viable plan that substantially improves the California passenger rail network. The Interim Operating Plan brings true high-speed rail service to California sooner than any alternative option. It demonstrates the potential of high-speed rail while facilitating an improved and expanded ACE/San Joaquin/HSR network reaching all of California and delivering a broad integrated California transportation network with the high-speed rail service as its core link. This network also creates the most financially viable option for increasing service and reducing the required operating subsidy compared to the current standalone ACE and San Joaquin services.

The Rail Passenger Association of California and Nevada is a bi-state organization with membership throughout California and Nevada. RailPAC is a strong advocate for an expanded comprehensive public transportation network serving the entire state. RailPAC is an all-volunteer non-profit passenger rail advocacy group, founded in 1978. Thank you for this opportunity to provide input on this vital issue.

Yours truly,

Steve Roberts
President Rail Passenger Association of California and Nevada

Amtrak Long Distance, Arizona, Central Coast, Coachella/Imperial Valleys, Commentary, Editorials, Electrification, High Speed Rail, LOSSAN, Metrolink/SCCRA, Rail Technology, San Diego County, San Joaquin, Technical and Rolling Stock

Steel Wheels, 1st Quarter 2021 issue available online

Download the pdf of Steel Wheels, 1st Quarter 2021 by clicking here.

In this issue:

  • San Diego County rail improvements
  • Public transportation in a post-pandemic world
  • Prospects for future LA-Phoenix passenger rail
  • Letter to California High Speed Rail Authority
  • Arizona rail news
  • Russ Jackson commentary on state of U.S. passenger rail in 2021
  • Andrew Seldon commentary on future of Amtrak
  • Battery vs. hydrogen trains
  • European night trains- lessons for USA?
  • and more!
Amtrak Long Distance, Bay Area, CalSTA TIRCP, Caltrain, Central Coast, Coachella/Imperial Valleys, Commentary, Editorials, Electrification, High Speed Rail, LOSSAN, Metrolink/SCCRA, Rail Technology, San Diego County, San Francisco, San Joaquin

RailPAC submits public comment letter on California Transportation Plan 2050

The California Transportation Plan (CTP) 2050 is the “state’s long-range transportation plan that establishes an aspirational vision that articulates strategic goals, policies, and recommendations to improve multimodal mobility and accessibility while reducing greenhouse gas emissions”: https://ctp2050.com/

Read RailPAC’s letter of public comment on the CTP 2050 public review draft by clicking here.

Amtrak Long Distance, Arizona, Caltrain, Commentary, Editorials, High Speed Rail, Metrolink/SCCRA, Orange County, San Diego County, Steel Wheels Conference, The Steel Wheels Column

Steel Wheels, 3rd quarter 2020 available online

Download the pdf of Steel Wheels magazine, 3rd quarter 2020 by clicking here.

In this issue:

  • RailPAC and Steel Wheels Coalition to Amtrak: “Daily is Minimum Acceptable Standard for Long Distance Trains”, and Amtrak’s reply, with Russ Jackson’s reply to Amtrak, Paul Dyson response.
  • High Speed Rail update
  • Tri Weekly and the Heartland Flyer
  • Orange County developments
  • Arizona news
  • and more!
Amtrak Long Distance, Antelope Valley Line, Arizona, CA Rail Statistics, Caltrain, Commentary, Editorials, Electrification, eNewsletter, High Speed Rail, LA Metro, LOSSAN, Metrolink/SCCRA, Metrolink/SCRRA, Nevada, Rail Technology, San Joaquin, SMART, Technical and Rolling Stock

Steel Wheels magazine, 2nd quarter 2020 available online

Download the pdf version of Steel Wheels, 2nd Quarter 2020 by clicking here.

In this issue:

  • RailPAC President’s Commentary on COVID-19 and passenger rail
  • California High Speed Rail Update
  • Amtrak pandemic “Lessons Learned” commentary
  • RailPAC recommendations for Nevada State Rail Plan
  • RailPAC’s recommended priority rail investments for California
  • California company makes progress with zero-emissions locomotives
  • Dick Spotswood commentary on SMART
  • Arizona News
  • “From the Real Platform” – Editor’s Column
  • LA Union Station – looking for a lower cost solution

Commentary, High Speed Rail, San Joaquin

RailPAC submits comment letter on California High Speed Rail Authority’s Draft 2020 Business Plan

California High Speed Rail Authority’s Draft 2020 Business Plan was issued February 12, 2020.

The public comment period is open until June 1, 2020

RailPAC’s submitted public comment letter is below:

California High-Speed Rail Authority 
770 L Street, Suite 620
Sacramento, CA 95814

May 21, 2020

Dear CHSRA Board Members:

After review of the 2020 California High Speed Rail Business Plan and the proposed Interim Operating Plan, the Rail Passenger Association of California (RailPAC) recommends the Board adopt both the 2020 Business Plan and proposed Interim Operating Plan at its June Board Meeting.  RailPAC compliments CHSRA on their continued focus on delivering a broad integrated California transportation network with high-speed rail service as its core link.  

RailPAC applauds the statewide reach of the proposed network and the increase in frequencies that will make the rail mode more competitive with the automobile.  The improved and expanded ACE/San Joaquin/HSR network will reach all of California and leverage substantial synergies beyond the current individual systems.  This network also creates the most financially viable option for increased service reducing the required operating subsidy compared to the current standalone ACE and San Joaquin services. 

In addition, the Interim Operating Plan brings true high-speed service to California sooner than any alternative option.  It also demonstrates the potential of high-speed rail while facilitating early testing of equipment and operating systems speeding future expansion of service as future segments are constructed.  Finally, the construction and operation of high-speed rail Merced to Bakersfield will greatly benefit communities and cities in the San Joaquin Valley and allow them to move forward on re-visioning themselves as city center focused transit oriented cityscapes.

Outlined below are a few comments on plan details:

•             Page 64, third bullet, as part of system connectivity at Merced and Bakersfield also note connectivity at the Kings-Tulare HSR station to the Central Coast and eastern San Joaquin cities such as Visalia via the future Cross Valley Corridor plan;

•             Page 72, top column title, should be Memoranda not Memorandums;

•             Page 84, Faster Bay Area Initiative, given the recent pull-back this should be deleted or rewritten into a more generic “Future Funding via Local Initiatives” discussion.

The Rail Passenger Association of California and Nevada is a two-state organization with membership throughout California and Nevada. RailPAC is a strong advocate for an expanded comprehensive public transportation network serving the entire state of California as well as Nevada.. RailPAC is an all-volunteer non-profit passenger rail advocacy group, founded in 1978.

Thank you.

Yours truly,

Steve Roberts

President Rail Passenger Association of California and Nevada

cc: Brian Kelly, CEO California High-Speed Rail Authority
Stacey Mortensen, Executive Director San Joaquin Regional Rail Authority
Dan Levitt, Manager of Regional Initiatives San Joaquin Regional Rail Authority

CA Rail Statistics, Commentary, Editorials, High Speed Rail, Issues, Rail Technology, Technical and Rolling Stock, Tracking Rail News

President’s Commentary – Key RailPAC priorities for 2020

By Steve Roberts – RailPAC President

[Originally published in Steel Wheels, 1st Quarter 2020]

Greetings!

In early January, members of the RailPAC Board developed options and came to a consensus on RailPAC’s policy priorities for 2020.  The two major ground rules were that the priorities had to be focused and actionable in 2020.  A list of about a dozen initiatives was consolidated and prioritized into four key priorities with two additional initiatives RailPAC will be following, but don’t appear to require RailPAC to take the lead.  RailPAC can offer support if the opportunity arises.

The four key 2020 RailPAC priorities are:

Surfliner Service Crisis and Vision – The recent collapse of the cliff at Del Mar clearly shows the threat of rising sea levels and more intense storms to Surfliner/Coaster service.  There is no future for the Surfliner/Coaster route at its current location.  Given the magnitude of relocation project, it needs to start now.  And the collapse of the cliff at Del Mar is not the only threat. The route is also threatened by the same forces at San Clemente.  In addition, the Surfliner route has not developed an expansive vision that would deal with both the climate change issue along with dramatically re-imaging the rail line as an faster, electrified, high-frequency, high capacity service that would incent transit oriented development, generate maximum ridership and contribute to enhancing travel capacity within the Southern California megaregion. Southern California RailPAC’s members are focused on calling attention to the immediate threat to the route as well as championing the development of a robust long-term vision of an interconnected high-performance auto competitive passenger rail system. 

California High Speed Rail Funding Strategy – Even though this initiative is one to watch rather than take the lead, Board members clearly felt it had high importance because of the magnitude of the HSR program. This initiative is both complex and challenging.  It is challenging because, unlike most discussions which often take place at the staff level (which RailPAC can influence with information), the high-speed rail funding discussion is taking place at the highest levels of the Newsom administration and legislature.  Add in the attempted “claw back” of funds from the administration in Washington and as they say “this is way above my pay grade”.  It is complex because all of the discussions and the power plays are happening legislator to legislator with only flashes of light as legislators on both sides make their cases or work behind the scenes for a compromise.  RailPAC will keep members updated and stand ready to weigh in on this issue at the appropriate time.

Daily Sunset Campaign – One thing I think all RailPAC members can agree on is tri-weekly service for a long-distance train route generates sub-par ridership and ticket revenue results.  So not surprisingly, this initiative was identified as a key priority for RailPAC in 2020.  Building on the grassroots outreach over the past few years by advocates along the I-10 corridor, 2020 will see a new phase of the daily Sunset Limited campaign.  Details are outlined in an article on page XX of this issue of Steel Wheels.                

SCORE/Metrolink Vision – SCORE, Southern California Optimized Rail Expansion program, is a $10 billion capital program that will upgrade the Metrolink system, adding additional tracks, grade separations, signal work and investments to facilitate zero-emissions operations.  Currently Metrolink is working on rail operations modeling; development of design alternatives, identifying and prioritizing proposed capacity improvements, undertaking preliminary engineering and the environmental assessment for the proposed projects.  SCORE service goals would deliver faster, more reliable service with greater frequencies system wide and high frequencies within the core network.  This initiative will be being championed by RailPAC’s Southern California members who are especially focused on developing a robust long-term vision of an interconnected high-performance auto competitive transit system.  Near-term goals for these members is advocating for the timely completion of the third main track Hobart to Fullerton including the Fullerton interlocking project, double tracking of the Antelope Valley and Ventura lines and a new station at Pacoima.

Initiatives being monitored:

Several initiatives proposed as 2020 priorities were not rated as highly as the others listed above but they still are important.  These are:

Dumbarton Transportation Corridor (Dumbarton Bridge) – The Dumbarton Transportation Corridor is a critical connection linking San Joaquin Valley and East Bay housing to job centers in southern San Mateo County and northern Santa Clara County.  The current highway bridge is at or near capacity with job growth continuing.  Building a replacement rail line and bridge utilizing the current rail right-of-way would add substantial cross bay capacity to this corridor while facilitating connections and/or direct service from several existing high-capacity transit operators – Bay Rapid Transit District (BART), Caltrain, Capitol Corridor and Altamont Commuter Rail (ACE).  From the transit perspective the lack of service on this corridor represents a critical gap in network connectivity.  Because of these connectivity benefits, RailPAC considers this an important priority.  Currently the project is undergoing the Environmental Review Process so advocacy opportunities are limited until the report draft is completed.  RailPAC’s Northern California members will be monitoring this project.

Mental Health/Homelessness/Security – For riders on intercity and commuter rail their “final mile” is most likely on transit and/or walking.  In addition to being concerned about this as a social justice issue, RailPAC members are also concerned about how mental health and homelessness impacts the perception of security both on-board and around transit stations.  This perception results in lower ridership and thus reduces the community benefits from the large investments in transit systems.  There appear to be several initiatives underway in Sacramento in an attempt to address these issues.  While RailPAC has no expertise to offer solutions to mental health and homelessness, RailPAC can comment on the impacts of failing to address these issues.  RailPAC will stand ready to support any legislative action around these issues.

Freight Rail Carrier Cost Shifting – This priority focuses on actual and proposed changes in rail freight operations, long-mega trains and single person operator freight trains that potentially have significant negative public impacts.  The issue is not so much the changes to operations, but the implementation of these changes without the investments by the freight railroads to mitigate the potential public impacts of these changes; i.e. blocked crossings and delays to passenger trains.  In effect the freight railroads are shifting the costs of these operational changes, which should be internal and borne by the carriers, to the general public.  While RailPAC has no expertise in the specifics of rail freight operations and investments to mitigate the negative impact of these operational changes, RailPAC can attest to the public costs of these changes.  RailPAC will stand ready to support any legislative action around these issues.

 

CA Rail Statistics, Commentary, High Speed Rail, Issues, Rail Technology, Reports

RailPAC submits comment letter on Connect SoCal – The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy

The Southern California Association of Governments (SCAG) regional transportation plan is nearing completion. As described by SCAG’s Connect SoCal website:

“Connect SoCal – The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy is a long-range visioning plan that balances future mobility and housing needs with economic, environmental and public health goals. Connect SoCal embodies a collective vision for the region’s future and is developed with input from local governments, county transportation commissions (CTCs), tribal governments, non-profit organizations, businesses and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura.

What is at the heart of Connect SoCal are over 4,000 transportation projects—ranging from highway improvements, railroad grade separations, bicycle lanes, new transit hubs and replacement bridges. These future investments were included in county plans developed by the six CTCs and seek to reduce traffic bottlenecks, improve the efficiency of the region’s network and expand mobility choices for everyone.

Connect SoCal is an important planning document for the region, allowing project sponsors to qualify for federal funding. The plan takes into account operations and maintenance costs, to ensure reliability, longevity and cost effectiveness.”

As part of SCAG’s public comment process on the Draft Connect SoCal plan in January, RailPAC submitted the following letter (click here for pdf version) in response to the draft version of the plan’s Passenger Rail report.

January 18, 2020

Draft Connect SoCal Plan Comments
Attn: Connect SoCal Team
Southern California Association of Governments
900 Wilshire Blvd., Ste. 1700
Los Angeles, CA 90017
Re: Connect SoCal 2020 RTP/SCS, Passenger Rail Technical Report

Dear Connect SoCal Team:

The Rail Passengers Association of California & Nevada (RailPAC) welcomes the opportunity to provide input to the Connect SoCal 2020 Regional Transportation Plan/Sustainable Communities Strategy. The Southern California Association of Governments (SCAG) is in a unique position to encourage the state, county and local governments to work together to improve passenger rail service in Southern California.

RailPAC offers the below comments on the Connect SoCal Passenger Rail report.

The Passenger Rail report’s Vision and Purpose (p. 2) sets a very positive tone for passenger rail in the SCAG region over the next few decades, with goals to grow ridership and provide more frequent, and new, rail services.

RailPAC has always focused on intercity passenger service and regional rail. While it is important to move large numbers of people short distances by transit, it is equally beneficial to the community to move smaller numbers of passengers over relatively longer distances. An intercity train journey of 70 miles or more is the equivalent to 13 transit journeys in terms of vehicle miles avoided. Investment in Intercity and Regional Rail in the SCAG region has been totally inadequate for the past three decades. We still are trying to operate a modern service with many miles of single-track railroad. The approach to Los Angeles Union Station, the hub of the network, is circuitous and serpentine, unnecessarily adding 5 to 10 minutes to every journey. A bypass track is needed to avoid the near sea level alignment through San Clemente, a serious capacity constraint on the key route between California’s two largest cities.

Detailed comments:

Metrolink SCORE (pgs. 34-41)-

The Metrolink SCORE program is a welcome and long overdue step forward. It can transform Metrolink from a commuter-oriented system (focused on rush hour service to Downtown LA and Irvine) to a truly regional rail system with frequent service in all directions, 7 days a week, from early in the morning to late at night.

These SCORE projects need to expedited, and funding needs to be clearly identified:
• Laguna Niguel/Mission Viejo Siding (OCTA)
• Raymer to Bernson Double Track (LA Metro)
• Brighton to Roxford Double Track (LA Metro)
• Doran Street Grade Separation (LA Metro)
• Lone Hill to White Double Track (LA Metro)
• Placentia Metrolink Station (OCTA)

LOSSAN Corridor Rail Service (pg. 28), San Diego to Orange County market:

SCORE needs to be integrated with LOSSAN and Surfliner. Due to the huge amount of traffic exchanged between SCAG and SANDAG every day, there should be a pooled Coaster/Metrolink additional service San Diego to Fullerton (stopping at Fullerton avoids the frequency conflict on the BNSF with the 91 line slots). The pool trains would connect to the Metrolink 91 and Orange County line trains at Fullerton, on continue to LA Union Station. SCAG and the LOSSAN agency should actively encourage this pooling of Metrolink and Coaster rolling stock and services, and start a working group on it with NCTD or SANDAG. Such a working group would figure out technical issues such as equipment compatibility between Coaster and Metrolink, voltage of hotel power, position of wheelchair ramps, position of locomotive on the train, etc.

New passenger rail services (pgs. 27-28)-

• Los Angeles to Coachella Valley-
This service is long overdue. There is an urgent need to start discussions with UP on the infrastructure upgrades needed. For the distance involved and the kind of traffic an intercity service similar to Surfliner is appropriate, rather than Metrolink regional rail.

• Victorville to Las Vegas/High Desert Corridor-
SCAG should work with Los Angeles County, San Bernardino County, and Virgin Trains USA to connect the Victorville-Las Vegas train to the Palmdale station via the proposed High Desert Corridor.

• Coast Daylight/ Coast Rail Coordinating Council (CRCC)
RailPAC supports restoration of the Coast Daylight if a competitive transit time can be
achieved.

• Southwest High-Speed Rail Network (pgs. 28-30)
The 2014 study recommended a CA-AZ-NV volunteer passenger rail policy and planning group, and a ‘blue ribbon commission’ to study a Phoenix-Southern California Corridor. RailPAC would like to participate in this, if such a commission is created to start implementing an LA-Phoenix service (and not just another study).

Amtrak-

Pg. 8-
Exhibit 1 Amtrak services – Why not show Amtrak stations on the map?

Pg. 9-
Needs updating after passage of SB742 re Thruway buses.
The report does not explain the extensive State role in LOSSAN and refers to the service as “Amtrak’s Pacific Surfliner”.

Pg. 22-

Pacific Surfliner On-Time-Performance (OTP):

The Surfliner OTP statistics need tighter metrics than 10 minutes or 15 minutes off of schedule.

The Metrolink OTP standard (pgs. 22-23) is 6 minutes off schedule.

Not surprisingly, the report makes no mention of the pitifully small market share of both intercity or commuter rail, nor does it mention the lack of connectivity between Metrolink routes at LA Union Station. 3 million a year is about 4100 round trips a day, 8200 single rides, in a population catchment of at least 16 million. That’s not even a rounding error 0.06%). 46 mph and 69% OTP factor in.

Metrolink’s story on pgs. 22 and 23 is similar, a tiny percentage of journeys in the region. Also, the definition of commuter rail (pg. 11) is completely out of date with modern travel patterns and needs to be updated to a definition of “regional rail”.
Hollywood Burbank North Station (pg.24) – the airport no longer provides a shuttle to meet every train, on demand only. The station will not be used by HSR and will most likely be demolished hen the second track is added.

California High Speed Rail (pgs. 12-15)-

SCAG should press for completion of the Southern California tunnels as soon as possible. First priority is Antelope Valley to San Fernando Valley which will initiate high speed regional service.

Los Angeles to San Diego – this Phase Two section needs to be accelerated, especially in light of the ongoing erosion of the Del Mar bluffs. In addition, the existing LOSSAN route needs a bypass track to take the line away from the near sea level section at San Clemente. This single track is both vulnerable to sea level rise and is a serious capacity bottle neck.

Locomotives-

The paragraph ‘Tier 4 Locomotives and Electrification’ (pg. 12) implies that the 40 diesel F125 locomotives purchased recently will be the only locomotives that Metrolink will operate for the next 30 years. However the quantity of 40 locomotives is not nearly enough for the level of service increases that Metrolink is proposing over the next 10 years. Metrolink is expecting rapid growth in its train frequency, under its SCORE funding plan the Orange county line currently at less than 1 train per hour (13 trains per day), will have minimum frequencies of 2 trains per hour in 2025 and 4 trains per hour by the 2028 Olympics, for example. The existing fleet of several dozen diesel locomotives is not enough to support this growth. Even if Metrolink had the amount of diesel locomotives needed, it still doesn’t justify delaying electrification. Continuing to run a 100% diesel fleet for the next two decades will not be environmentally or socially acceptable. At the very least a hybrid solution of a battery locomotive supplementing a diesel will help meet air quality and carbon goals.

There need to be more federal, state and locally-funded programs that could support zero-emission locomotive research and development (R&D) projects and technology demonstration projects. There are plenty of incentives and R&D programs, at both the state and federal levels, supporting electric cars and trucks. By contrast, public R&D funding opportunities for electric rail technologies are few and far between. Southern California should be a leader in zero-emissions, electric rail technology, and SCAG could be a major advocate for this technology.

Freight Rail Operations (pgs. 16-17)-

It is commendable that SCAG recognizes that freight rail infrastructure investments have great public benefit. RailPAC fully supports expansion of freight rail capacity and new grade separations on shared corridors, as this will reduce potential for congestion conflicts and delays to passenger trains. More capacity also allows more passenger trains to run.

One issue that needs attention is the safety and reliability impacts of Precision Scheduled Railroading (PSR) practices of several of the Class I railroads, notably Union Pacific (UP) in Southern California. UP in particular is adopting so-called PSR to cut costs, running longer and heavier trains, two miles or more in length, which are slower to accelerate. There are several reasons that the longer trains are not in the public interest. First of all, the waiting times for vehicles and pedestrians at the various UP railroad crossings on roads and streets in the SCAG region are getting longer. This inconveniences the public (hundreds of people at a time), creates more pollution from idling vehicles, and harms the flow of local commerce. It also makes it more difficult to share the tracks with passenger trains, which end up running late because of long slow trains taking up so much space on the rails. PSR’s focus on short term profit is a danger to the future of rail transportation, and is leading to corners being cut on safety. Over 100 long freight trains pass through the SCAG region each day.
The use of the term “freight railroads” is inappropriate and misleading. “Common Carrier Class I Railroads” should be used.

Thank you for your consideration.
Sincerely,

Paul Dyson
Vice President, Southern California
Rail Passengers Association of California & Nevada (RailPAC)

Commentary, High Speed Rail

High Speed Rail Board Comes to Burbank

CHSRA Board Meeting November 15, 2018 Burbank

While I was not able attend the recent Board meeting of the California High-Speed Rail Authority (CHSRA) I did view the video and as President of the Rail Passenger Association of California (RailPAC) I wanted to provide my impressions of the meeting and public comments.  The overall emotion projected by the public was one of being overwhelmed, stressed and thrust into a universe they did not chose.  However, the reality we face, traffic and gridlock, is the result of decades of independent decisions from the first subdivision in the San Fernando Valley, the arrival of Mulholland’s water, growth of the movie industry, the aerospace industry, the impact of freeways in generating suburban sprawl, etc.  California is the 5th largest economy in the world and much as we might want we can’t roll back the clock or freeze it in place.  I think a comment made by a landowner at Northern California CHSRA Board sums up the situation pretty well.  That landowner, who is losing part of his property to high-speed rail, said “there is no good route; there is only the least worst route.”  That phase applies not only to the route segments in Southern California but to the choice of high-speed rail made in 2005.  Other mode improvements, more highways, more airport runways, maglev and the no project alternative, all were found wanting.  High-capacity, high-speed rail was found to be the option with the greatest benefits with the least impact on the environment.

So in dealing with the statewide issue of infrastructure investment, the task falls to the public along the Southern California high-speed rail route segments working in collaboration with Authority staff to address key lineside issues.  Making the current situation worse is that while the high-level regional trade-offs have decided that the Refined SR-14 and existing rail corridors is the” least worse route”, the local neighborhood impacts, the ones that really impact people’s lives (noise, concerns regarding vibration, Valley Fever, dust, wildlife impacts, etc.), are now front and center.

Resolving these issues with design strategies and mitigation is the key task in the next phase of the environmental study.  The public provided excellent input on the issues and they are to be congratulated.  RailPAC encourages members of the public to remain involved because the result will be a better less impactful railroad.  As Chair Dan Richard and Board Member Tom Richards outlined at the end of meeting, this type of collaboration has taken place in the San Joaquin Valley with projects to improve wetlands, easements to protect farmland from development, replace old polluting diesel water pumps, tractor and bus engines with new cleaner engines, initiatives to protect wildlife, etc.  This effort is collaborative requiring creativity and compromise.  So using the San Joaquin example, the focus now should be on how to develop designs and mitigations that offset the rail line’s local impact.  For example, is there critical wildlife habitat now in private hands that could be protected?  What is the best location for the Santa Clara River bridge supports, how can dust be minimized, how can homeowners achieve confidence in the risk of tunneling under their homes, etc.
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Ironically, the greatest threat to wild areas and equestrian neighborhoods is auto driven suburban sprawl with its huge demands for space.  The pressure for more land is tremendous and history clearly shows that what might be safe now may in fact not be.  High-speed rail and improved commuter rail with its focus on urban core development may, in fact, be the best ally to rural landowners and those who want to protect wildlife.

Finally, I was disappointed by the statements provided by national, state and local public officials.  In my opinion they did not show the leadership and creativity that the issue requires.  All claim to support efforts to improve transportation and fight carbon emissions, yet when a transformative project is presented to deal with these issues, they uniformly supported the politically safe option, an extremely expensive tunnel from Sunland to LA.  These legislators are creating false hope for their constituents.  A full-length tunnel will not generate the benefit that justifies the cost and potentially leaves in place the current rail line with surface crossings, blaring warning horns and diesel exhaust.  The current CHSRA proposal is the “least worse” option.  It focuses at improving the corridor as a whole eliminating dangerous grade crossings and warning horns, with targeted mitigation of noise issues.  RailPAC also feels the project lays the foundation for converting Metrolink and Amtrak trains to clean electric traction.  By integrating high-speed rail tracks and current rail tracks into one unified high-capacity 4-track rail line, additional Metrolink and Amtrak service can be operated.  RailPAC recommends stakeholders between Burbank and Anaheim also should work with Authority staff and begin focusing on targeted on affordable mitigation and tradeoffs.

The Rail Passenger Association of California concurs with the Board’s vote on Thursday November 15th and supports the forward movement on high-speed rail in California.

Paul Dyson, 11/19/18