DOCSLIB.ORG

Analysis of High-Speed Rail Operations Using Vissim Simulation to Determine Access Charges and the Impact of Incidents on a Shared Network

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Analysis of High-Speed Rail Operations Using Vissim Simulation to Determine Access Charges and the Impact of Incidents on a Shared Network UNLV Theses, Dissertations, Professional Papers, and Capstones 12-1-2020 Analysis of High-Speed Rail Operations Using Vissim Simulation to Determine Access Charges and the Impact of Incidents on a Shared Network Komal Sree Teja Boyapati Follow this and additional works at: https://digitalscholarship.unlv.edu/thesesdissertations Part of the Transportation Commons Repository Citation Boyapati, Komal Sree Teja, "Analysis of High-Speed Rail Operations Using Vissim Simulation to Determine Access Charges and the Impact of Incidents on a Shared Network" (2020). UNLV Theses, Dissertations, Professional Papers, and Capstones. 4042. https://digitalscholarship.unlv.edu/thesesdissertations/4042 This Thesis is protected by copyright and/or related rights. It has been brought to you by Digital Scholarship@UNLV with permission from the rights-holder(s). You are free to use this Thesis in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This Thesis has been accepted for inclusion in UNLV Theses, Dissertations, Professional Papers, and Capstones by an authorized administrator of Digital Scholarship@UNLV. For more information, please contact [email protected]. ANALYSIS OF HIGH-SPEED RAIL OPERATIONS USING VISSIM SIMULATION TO DETERMINE ACCESS CHARGES AND THE IMPACT OF INCIDENTS ON A SHARED NETWORK By Komal Sree Teja Boyapati Bachelor of Engineering - Civil Engineering Birla Institute of Technology & Science Pilani, India 2017 A thesis submitted in partial fulfillment of the requirements for the Master of Science in Engineering – Civil & Environmental Engineering Department of Civil and Environmental Engineering and Construction Howard R. Hughes College of Engineering The Graduate College University of Nevada, Las Vegas December 2020 Copyright 2021 Komal Sree Teja Boyapati All Rights Reserved Thesis Approval The Graduate College The University of Nevada, Las Vegas December 21, 2020 This thesis prepared by Komal Sree Teja Boyapati entitled Analysis of High-Speed Rail Operations Using Vissim Simulation to Determine Access Charges and the Impact of Incidents on a Shared Network is approved in partial fulfillment of the requirements for the degree of Master of Science in Engineering – Civil & Environmental Engineering Department of Civil and Environmental Engineering and Construction Mohamed Kaseko, Ph.D. Kathryn Hausbeck Korgan, Ph.D. Examination Committee Chair Graduate College Dean Hualiang Teng, Ph.D. Examination Committee Member Jin Ouk Choi, Ph.D. Examination Committee Member Hokwon Cho, Ph.D. Graduate College Faculty Representative ii ABSTRACT Shared High-Speed Rail (HSR) networks are networks where two or more railway operators use the same railway network infrastructure for train operations. The train operations in the shared HSR network can be composed of different types of trains operating at different speeds with varying stops at stations in a network. The interactions between different types of trains in the shared HSR network depends on the characteristics of the network’s infrastructure and train operations, and affect the capacity of the network. When a rail operator who owns the infrastructure allows other operators to access its infrastructure, the additional traffic will lead to an increase in the cost of operations and maintenance of the infrastructure. In such cases, it is common for the other operators to be required to pay a fee, generally referred to as “access charge”. An access charge is a fee paid by a train operator to the owner of the infrastructure to compensate for the increased expenditure and other impacts of additional traffic such as additional delays due to congestion and incidents. The objective of this study is to develop a framework for the analysis of train operations including the impact of incidents on the operations and determining access charges for a shared HSR system using VISSIM traffic simulation software. As a case study, the study uses California High-Speed Rail (CHSR) which is an HSR project under construction in California. Phase 1 of the project will run from San Francisco to Los Angeles. XpressWest is an HSR system that plans to connect Las Vegas with Los Angeles through Palmdale by utilizing the railway network of CHSR. This study analyses the train operations and impact of incidents of the Palmdale - Los Angeles shared HSR corridor by developing a VISSIM simulation model of the shared corridor. A framework to calculate access charges for the shared CHSR corridor was developed in the study. The analysis of train operations showed that the XpressWest can operate together with the planned operations of the CHSR on the shared corridor without causing any significant additional congestion. Access charge pricing for the operation and maintenance of the Palmdale - Burbank corridor was calculated to be $14.61 per train-mile. The total access charge cost for XpressWest to access the Palmdale - Los Angeles corridor was determined as $23,468,083 per year. iii ACKNOWLEDGEMENT First and foremost, I would like to thank and express my deepest appreciation to my advisor Dr. Mohamed Kaseko. His constant support, guidance, and kindness have been the pillar of my graduate school education. His knowledge and tips on approaching a research problem have played an invaluable role in developing this thesis. The constructive criticism he provided urged me to be a better student, researcher, and better person. I’d also like to extend my deep gratitude to Dr. Hualiang (Harry) Teng. He provided me with the motivation, crucial comments, recommendations, and information that made the completion of this thesis possible. He also provided me with financial support during the summer of 2020. I would like to thank Dr. Jin Ouk Choi for being a part of my thesis committee and providing helpful comments. I’m grateful to Dr. Hokwon Cho whose classes have been exciting to attend, for being the Graduate College representative in my thesis committee and providing helpful remarks. I wish to thank and express my immense love for my parents, Madhusudhan Rao Boyapati and Sreedevi Velavolu, and family members, Dhanalaxmi Boyapati, Ramadevi Paidi, Madhulatha Bobba, Kishore Bobba, Srikar Bobba, and others whose love and support drive me through my life. Special thanks to my roommates during my graduate college Avinash Yaganapu, Sai Chandra Kosaraju, Chandrasekhar Kamineni, and Kavya Tatikonda for their companionship, help, and support. Finally, I am very thankful to the University of Nevada, Las Vegas. iv TABLE OF CONTENTS ABSTRACT . iii ACKNOWLEDGEMENT . iv LIST OF TABLES . viii LIST OF FIGURES . xi CHAPTER 1: INTRODUCTION . 1 1.1 Background . 1 1.1.1 High-Speed Rail and its Brief History . 1 1.1.2 Shared HSR Systems . 3 1.1.3 Access Charges . 4 1.1.4 Incidents . 4 1.1.5 California High-Speed Rail and XpressWest . 4 1.2 Research Objective . 8 1.3 Research Scope and Limitations . 8 CHAPTER 2: LITERATURE REVIEW . 10 2.1 Shared/Blended High-Speed Rail Networks . 10 2.2 Access Charges . 14 2.3 California High-Speed Rail Blended System . 26 2.5 Simulation Software for HSR Operations . 28 CHAPTER 3: RESEARCH METHODOLOGY . 29 3.1 Overview of Research Methodology . 29 3.2 Methodology . 29 3.2.1 Data Collection . 29 3.2.2 Development and Calibration of VISSIM Simulation Model . 32 3.2.3 Processing the Simulation Data . 33 3.2.4 Development of Network Timetable and Framework for Simulation Scenarios . 34 v 3.2.5 Analysis of Train Operations and Impact of Incidents on the Network Model . 35 3.2.6 Development of Access Charge Framework and Incident Cost . 36 CHAPTER 4: IMPLEMENTATION . 41 4.1 Development of VISSIM Network Model . 41 4.1.1 Network Operation Parameters . 41 4.2 Network Development and Calibration . 48 4.3 Processing the Simulation Data . 49 4.4 Development of Network Timetable and Framework for Simulation Scenarios . 50 4.4.1 Development of Network Timetable . 50 4.4.2 Development of Framework for Simulation Scenarios . 52 4.5 Analysis of Simulation Data for Incident Simulations . 57 4.5.1 Off-Peak Hour Incident Simulations . 58 4.5.2 Peak Hour Incident Simulations . 63 4.5.3 Analysis of Impact of Incidents on the Network Model . 71 CHAPTER 5: ANALYSIS OF RESULTS . 73 5.1 Determination of Shortest Allowable Headway Between Two Successive Trains . 73 5.2 Analysis of Impact of Incidents on the Network Model . 75 5.2.1 Impact of Incidents on Off-Peak Hour Service . 75 5.2.2 Impact of Incidents on Peak Hour Service . 80 5.2.3 Impact of incidents caused by XpressWest on CHSR trains per Year . 85 5.3 Calculation of Access Charge . 86 5.3.1 Cost Estimation for Track and Systems Services . 86 5.3.2 Cost Estimation for Station Services . 90 5.3.3 Maintenance of Infrastructure Costs . 94 5.3.4 Operations and Maintenance Access Charge Cost for XpressWest . 98 5.4 Comparison of Access Charge Prices . 100 5.5 Development of Incident Cost . 102 5.4.1 Cost of Train Operations . 102 5.4.2 Cost of Train Depreciation . 104 vi 5.4.3 Calculation of Incident Cost for XpressWest . 105 CHAPTER 6: CONCLUSION AND RECOMMENDATIONS . 107 6.1 Summary and Conclusions . 107 6.2 Contributions . 108 6.3 Recommendation for Future Research . 110 REFERENCES . 113 CURRICULUM VITAE . 121 vii LIST OF TABLES Table 1 braking Distance Calculation for CHSR (a) and XpressWest (b) trains for Palmdale - Burbank Section Model . 45 Table 2 braking Distance Calculation for CHSR and XpressWest trains for Palmdale - Burbank Section Model . 45 Table 3 Summary Statistics for CHSR train Arrival Headways of 2016 CHSR Draft Timetable and Simulation Model Timetable . 50 Table 4 Peak Hour Timetable for the Simulation Model . 52 Table 5 Off-Peak Hour Timetable for the Simulation Model .
Load more

Recommended publications
  • DXE January 2021 Report
    DocuSign Envelope ID: 87BF4C90-CECE-4681-A085-16D6D5B533F8 January 4, 2021 Chairman Smith and Members of the Board Nevada High-Speed Rail Authority c/o Southern Nevada Regional Transportation Commission 600 S. Grand Central Parkway, Suite 350 Las Vegas, NV 89106 Re: January 2021 Brightline West Report Dear Chairman Smith and Members of the Board: DesertXpress Enterprises, LLC (DXE) continues to make significant progress in the development of the Brightline West (formerly XpressWest) high-speed passenger rail project between Southern California and Las Vegas. The purpose of this letter is to provide a status update on the project, which is on target to commence construction in early Q2 2021. As reflected above, we have updated our branding to Brightline West. This change compliments our sister company Brightline Florida’s branding and helps communicate our shared purpose of providing safe and efficient privately operated passenger rail services in high-demand corridors. On August 24, 2020, DXE and Caltrans executed a Design and Construction Agreement in preparation for breaking ground for construction of the project within the Interstate 15 (I-15) corridor between Apple Valley, California and the Nevada/California border. On September 9, 2020, DXE and the Nevada Department of Transportation (NDOT) likewise executed a Design and Construction Agreement related to construction in the I-15 corridor between Las Vegas and the Nevada/California border. DXE is also working with both NDOT and Caltrans to prepare operating and maintenance agreements for the respective segments of the project to be located in each state. In September 2020, DXE contracted with Siemens Mobility to supply Velaro trainsets for the Brightline West project.
    [Show full text]
  • Q1-2 2021 Newsletter
    Northwest Rail News 1st & 2nd Quarter 2021 statewide ‘High Speed Ground Transportation’ Reviving a Rail (HSGT) system. The next year, the Federal Railroad Administration (FRA) designated the Pacific Revolution: How Northwest Rail Corridor, which runs through the HSR in Washington heart of Seattle, as a high-speed rail (HSR) corridor. With the results of the earlier HSGT study in, the Can Get Back On 1993 Washington State Legislature passed RCW Chapter 47.79 and created something revolutionary: Track By Patrick Carnahan — Seattle, WA a goal to build a regional HSR network connecting Seattle with Portland, Spokane, and Vancouver, Amidst the fallout of the coronavirus pandemic, British Columbia by 2030. As recommended by the interest in passenger rail has increased markedly study, Washington and Oregon began implementing across the United States. With an enthusiastically modern intercity passenger rail service on existing pro-rail federal administration now in power, talk of tracks between Vancouver, BC and Eugene, OR, with our nation’s “second great railroading revolution” the goal of increasing this service’s top speed to 110 has begun among advocates and transit blogs from mph. From this came Amtrak Cascades, one of the coast to coast. But is this only our second, or even nation’s most successful intercity passenger rail third, attempt at such a revolution? What about the services. Following the study’s vision, the one that started in the Pacific Northwest around 30 Washington State and Oregon Departments of years ago, the one that aimed to create the most Transportation (WSDOT and ODOT) both created advanced rail system in North America? bold long-range plans for Cascades that would dramatically increase the line’s frequency and Where It Started usefulness.
    [Show full text]
  • Power Bulletin Vol
    SOUTHERN CALIFORNIA EDISON POWER BULLETIN VOL. 20 Issue 5 Momentum for High-Speed Electric Rail System From Southern California to Las Vegas Gains Speed SCE’s power system expertise will support operation of this zero-emission transportation technology to help reduce carbon emissions. Southern Californians who want to get away to Las Vegas often dread the idea of making the drive – spending several hours in the car on a highly traveled and congested route, in the process burning a significant amount of gasoline that produces greenhouse gas and smog-forming emissions. But a project in the development stages is promising a winning strategy before future visitors even see the lights of Las Vegas: mod- ern, electric-powered, zero-emission trains that will make the 170-mile trip from California’s Victor Valley region in just 85 min- utes – twice as fast as driving. The trains will reach top speeds of 200 mph as they travel within the median of Interstate 15 (I-15). Approximately 135 miles of the 170-mile system route will be located in California. Brightline West, the first privately funded passenger rail system in the United States in nearly a century, will provide and operate the trains. The project (Brightline’s first outside of Florida) is estimated to start construction by the end of this year and begin oper- ation in early 2024. In addition, the company said it is planning to extend the rail system through projects to connect and build new stations at Rancho Cucamonga, Palmdale, and the existing Los Angeles Union Station. Brightline West’s planned intercity additions would increase the system’s length to 260 miles, furthering car-free mobility options from Southern California to Las Vegas.
    [Show full text]
  • High Speed Rail Peer Review Group
    California High-Speed Rail Peer Review Group Kome Fredrick Stacey Btan Beve.ly Lou thompson Martin Ajise Jordan I\4onensen Sartipl Scoit Cheirman Wachs March12,202l The Honorable Toni G. Atkins Senate President Pro Tem State Capirol Building Room 205 Sacramento, CA 95814 The Honorable Anthony Rendon Speaker of the Assembly State Capitol Building Room 219 Sacramento, CA 95814 The Honorable Scott Wilk Senate Republican Leader State Capirol Building Room 305 Sacramento, CA 95814 The Honorable Marie Waldron Assembly Republican Leader State Capitol Building Room 3104 Sacramento, CA 95814 Dear Honorable Members: The High-Speed Rail Authority's "Revised Draft 2020 Business Plan," issued February 12, 2021, is a good sunmary ofthe status of the project. After a troubled beginning, the Authority is progressing in getting the construction work under control. The Authority can reasonably expect to complete the 119-mile Madera to Poplar Avenue segment with existhg funding. Adding segments from Merced to Madera and from Poplar Avenue into Bakersfield (extending to 177 miles in total) within existing fiurding, as the Authority is considering, will be a challenge both because of the need to finalize complex operating agreements and because designs for the segments are still at an early stage. The Authority will not be able to extend construction beyond the 177-mile section without funding sources beyond Proposition 1A, ARRA and Cap-and-Trade. The Peer Review Group (PRG) urges the Legislature to consider the following challenges and opportunities raised
    [Show full text]
  • Improving Intercity Passenger Rail Service in the United States
    Improving Intercity Passenger Rail Service in the United States Updated February 8, 2021 Congressional Research Service https://crsreports.congress.gov R45783 SUMMARY R45783 Improving Intercity Passenger Rail Service February 8, 2021 in the United States Ben Goldman The federal government has been involved in preserving and improving passenger rail service Analyst in Transportation since 1970, when the bankruptcies of several major railroads threatened the continuance of Policy passenger trains. Congress responded by creating Amtrak—officially, the National Railroad Passenger Corporation—to preserve a basic level of intercity passenger rail service, while relieving private railroad companies of the obligation to maintain a business that had lost money for decades. In the years since, the federal government has funded Amtrak and, in recent years, has funded passenger-rail efforts of varying size and complexity through grants, loans, and tax subsidies. Most recently, Congress has attempted to manage the effects on passenger rail brought about by the sudden drop in travel demand due to the Coronavirus Disease 2019 (COVID-19) pandemic. Amtrak’s ridership and revenue growth trends were suddenly upended, and passenger rail service in many markets was either reduced or suspended. Efforts to improve intercity passenger rail can be broadly grouped into two categories: incremental improvement of existing services operated by Amtrak and implementation of new rail service where none currently exists. Efforts have been focused on identifying corridors where passenger rail travel times would be competitive with driving or flying (generally less than 500 miles long) and where population density and intercity travel demand create favorable conditions for rail service.
    [Show full text]
  • Merry Christmas from the Lancaster Chapter, Inc., N.R.H.S
    Volume 51 Number 12 District 2 - Chapter Website: www.nrhs1.org December 2020 MERRY CHRISTMAS FROM THE LANCASTER CHAPTER, INC., N.R.H.S. Lancaster Dispatcher Page 2 December 2020 THE POWER DIRECTOR “NEWS FROM THE RAILROAD WIRES” AMTRAK CEO TELLS HEARING COMPANY moving forward with these long-needed projects absent a level of funding PROJECTS 72% DECLINE IN RIDERSHIP to support those capital investments,” he said. WASHINGTON, Oct. 21, 2020. By Dan Zukowski Lack of funding for capital projects could cause a further 700 layoffs, with Trains News Wire — Amtrak is projecting fiscal 1,600 more due to lose their jobs without additional funding to maintain 2021 ridership of just 9 million, a 72% decline state services. Amtrak is currently furloughing 2,000 union workers and 100 from 2019’s record 32.5 million passengers, CEO managers, bringing the potential total to 4,400. William Flynn told members of the Senate Commerce Committee, who Dennis Pierce, testifying for the Teamsters Rail Conference, said that expressed skepticism and concern over the move to three-day-a-week Amtrak expects to furlough nearly a quarter of its passenger engineers, service for most long-distance trains. including all student engineers. In testimony submitted Wednesday morning, Flynn qualifies his estimate by saying that “these assumptions rely on an effective and AMTRAK INTRODUCES ‘NEXT DAY TRAVEL’ BOOKING FEATURE widely-distributed vaccine becoming available by the middle of next Updated downloadable schedules for long-distance trains also part of calendar year — which we know is not a guaranteed outcome.” changes to reflect triweekly service At that low passenger level, revenues would come in at just $598 million, WASHINGTON, Oct.
    [Show full text]
  • Nevada Passenger Rail Strategic Plan
    Nevada Passenger Rail Strategic Plan February 16, 2021 Introduction to SRF For Sustainable Industrial Development Michael Sussman, Established in 1995 in Philadelphia to advise short line Chairman/CEO railroads and companies in the North American rail industry. [email protected] SRF has completed projects in 46 US states and Canadian provinces and offers diverse services to the industry: • Railroad business valuations, sales, and acquisitions John Elliott, • Railroad operational analysis President/CFO [email protected] • Public and private finance • Capital project planning • Transportation planning and policy Strategic Rail Finance • Rail business development and site selection 1700 Sansom Street, Suite 500 Philadelphia, PA 19103 Presently advising on approximately $1.7B in rail-related (215) 564-3122 projects across North America. www.strategicrail.com Nevada Rail Passenger Issues and Objectives ISSUES: • Limited Rail Passenger Service and Frequency • Limited Stations and Routes • Limited Funding Sources OBJECTIVES • Encourage Private Sector Rail Passenger Initiatives: Las Vegas – Southern California • Focus on Use of Existing Railroad Infrastructure as a Base for New Passenger Transit Development: Intercity, Excursion, Amtrak’s Westbound California Zephyr at Reno Commuter INTERCITY: Proposed Amtrak Station Stops Proposed Amtrak California Zephyr Station Stops: • Sparks • Fernley • Lovelock • West Wendover INTERCITY: Amtrak California Zephyr OTHER PROPOSED IMPROVEMENTS: • Resume Daily Service • Add Second Daily Train on the route • Improve Elko Station Facilities • Add Sleeping Cars to the California Zephyr • Replace 40+ year-old Superliner Cars Lounge Car on Amtrak’s California Zephyr Crossing Nevada East of Reno INTERCITY: Extend Amtrak Capitol Corridor • Extend Service to Reno/Sparks • Alternative to I-80 congestion and weather issues • Improves Connections between Northern California cities and Reno Metro area INTERCITY: Brightline West High Speed Rail • Las Vegas to S.
    [Show full text]
  • SPEEDLINES, High-Speed Intercity Passenger Rail Committee, Issue
    High-Speed Intercity Passenger Rail SPEEDLINES May 2021 ISSUE #31 WASHINGTON WIRE: Legislative Update » p. 7 AMTRAK’S VISION TO GROW » p. 10 HIGH-SPEED AND INTERCITY PASSENGER RAIL PROGRESS » p. 21 CONTENTS 2 SPEEDLINES MAGAZINE On the front cover: OVER THE NEXT 15 YEARS, AMTRAK’S VISION FOR 3 CHAIRMAN’S LETTER EXPANSION IS TO CONNECT UP TO 160 COMMUNI- Greetings from our Chair, Joe Giulietti TIES THROUGHOUT THE UNITED STATES BY BUILD- ING NEW OR IMPROVED RAIL CORRIDORS IN MORE THAN 25 STATES. AS PART OF THIS PLAN, AMTRAK WILL INTRODUCE NEW STATIONS IN OVER HALF THE 4 APTA’S EVENT CALENDAR U.S. STATES, INCREASE RAIL SERVICE TO 47 OF THE TOP FEATURE ARTICLE: 50 METROPOLITAN AREAS AND CREATE OVER HALF A MILLION NEW, WELL-PAYING JOBS. 5 CAHSR RECOVERY & TRANSFORMATION 7 WASHINGTON WIRE 9 STB NOMINATION NEWS 10 AMTRAK’S VISION TO GROW 12 SPOTLIGHT ABOVE: Biden joined Amtrak executives for a 13 REGULATORY REFORM ceremony in Philadelphia, PA USA to pay homage to the past and share Amtrak’s vision for the future. 16 REVISED PLAN: APPLE VALLEY PROJECT CHAIR: JOE GIULIETTI VICE CHAIR: CHRIS BRADY 18 REVIVING A RAIL RESOLUTION SECRETARY: MELANIE K. JOHNSON OFFICER AT LARGE: MICHAEL MCLAUGHLIN IMMEDIATE PAST CHAIR: AL ENGEL 21 STATE ROUNDUP - 2021 PROGRESS EDITOR: WENDY WENNER PUBLISHER: ERIC PETERSON ASSOCIATE PUBLISHER: DAVID WILCOCK IMMEDIATE PAST PUBLISHER: KENNETH SISLAK PUBLISHER EMERITUS: AL ENGEL © 2011-2021 APTA - ALL RIGHTS RESERVED SPEEDLINES is published in cooperation with: AMERICAN PUBLIC TRANSPORTATION ASSOCIATION 1300 I Street NW, Suite 1200 East Washington, DC 20005 3 A letter from our Chair: Joseph Giulietti This is an exciting time to be involved in public transportation and especially the high-speed and intercity passenger rail business.
    [Show full text]
  • Nevada Passenger Rail Strategic Plan
    CHAPTER 3 Nevada Passenger Rail Strategic Plan 3-1 Chapter 3 Table of Contents Chapter 3 Proposed Passenger Rail Improvements and Investments .................................................... 3-4 A. Introduction ................................................................................................................................. 3-4 B. Passenger Rail Improvement Opportunities .................................................................................. 3-4 B-1. Intercity Rail Improvements ................................................................................................... 3-5 Amtrak California Zephyr .......................................................................................................... 3-5 Extension of Amtrak’s Capital Corridor to Reno/Sparks ........................................................... 3-10 Multistate Intercity Equipment Pool........................................................................................ 3-12 Brightline West – Rancho Cucamonga, CA to Las Vegas, NV .................................................... 3-12 Southwest Multi- State Rail Planning Study ............................................................................. 3-14 Thruway expansion & “C-Route”: Reno to Las Vegas by way of Central California ................... 3-16 Amtrak Salt Lake City-to-Las Vegas and Los Angeles Service .................................................... 3-20 B-2. Excursion Rail Improvements ..............................................................................................
    [Show full text]
  • California High-Speed Rail Northern California Region
    CALIFORNIA HIGH-SPEED RAIL NORTHERN CALIFORNIA REGION Transbay Joint Powers Authority Citizens Advisory Committee May 11, 2021 BUSINESS PLAN & THE PUBLIC REVIEW PROCESS • What is the Business Plan? »Required by PUC Section 185033 »Represents current program status »Summarizes implementation approach • Status » Draft released in February » Submitted to Legislature in April 2020 BUSINESS PLAN 2 CONSTRUCTION PROGRESS Today: » 199 miles environmentally cleared » 119 miles under construction » Caltrain electrification construction underway » Funding committed for LAUS improvements » MOU with Brightline West » Environmentally clearing full 500 miles between LA- SF » Station planning CALIFORNIA HIGH-SPEED RAIL 3 PROJECT PROGRESS 2018 to 2020 Category 2018 2020 Construction 2,573 5,216 Jobs Created Structures Completed or in 19 56 Construction Environmental Drafts Released 5 12 and ROD's Certified Right-of-Way Parcels 1,423 1,771 Acquired Miles of 47 79 Guideways Monthly Average Expenditures on $30.47M $68.13M Design-Build Contracts 2020 BUSINESS PLAN 4 SAN JOAQUIN RIVER VIADUCT • 4,700-foot structure that spans the San Joaquin River in north Fresno and the Union Pacific tracks parallel to State Route 99 • Features arches representing the northern gateway into Fresno, and a pergola structure to allow high-speed trains to cross over the top of the Union Pacific tracks. CALIFORNIA HIGH-SPEED RAIL 5 MERCED TO BAKERSFIELD 171-MILE INITIAL SERVICE • Reaffirms initial operating segment • Environmentally cleared with highest ridership potential • MOU
    [Show full text]
  • March 10, 2021 Brian Kelly, CEO California High-Speed Rail
    March 10, 2021 Brian Kelly, CEO California High-Speed Rail Authority 770 L Street, Suite 620 MS-1 Sacramento, CA 95814 Re: 2020 Revised Draft Business Plan Dear Mr. Kelly: The Train Riders Association of California ("TRAC") is a statewide rail advocacy organization that has worked since 1984 to improve passenger rail service in California. We are long-time supporters of high-speed rail and are confident HSR would be a very successful business if implemented by competent business people. However, we find CHSRA's project to be so flawed that we cannot support it. All page number citations are to the 2020 Revised Draft Business Plan ("the Plan"). Perhaps the most cogent comment in the Plan is this advice from the Peer Review Group: "The Legislature should consider whether completion of the Merced to Bakersfield system would increase the probability of eventually completing the links to San Francisco and Los Angeles/Anaheim, given that added sources of financing will clearly be required if the system is to be extended beyond the Central valley. If there is a low likelihood that the full system will be completed eventually, the case for the Authority’s plan would be weaker and the argument for considering other options would be strengthened." (p. 155.) At this time, there is no new funding available to build a full system. We believe the question the Legislature should be considering is what level of funding can realistically be expected from the federal government. Without $18 billion, this project can't connect to the Bay Area. We can't imagine California being given funds on that scale.
    [Show full text]
  • Transformative-Rail-Vision.Pdf
    Dollars in Billions High-Speed Rail $512.70 Electrifica3on & Downtown Megaprojects $120.48 Conven3onal Routes $69.67 Long-Distance Segments $4.47 $0 $150 $300 $450 $600 • The collective costs of this vision may appear staggering. However, these funding levels are pay-back for more than a half-century of disinvestment in the nation’s passenger rail network, and would be still off-pace of leading Asian & European nations. • At the same time, this is not an all-out crayon exercise. There’s dozens of high-speed and a hundred or so other conventional routes that would fully-realize a world-class network. Therefore, there’s a bit of practicality in this vision, but we won’t argue it is realistic or likely. • The first version of this vision does not include ridership estimates or economic benefit multipliers. Our goal is to include this in the next iteration of this document. Because, too often we focus on fully-allocated costs of mobility investments but not the fully-allocated benefits. The trouble is those numbers are more abstract and difficult to calculate in advance. • Our vision generally does not include new local rail transit projects, such as heavy rail/metro, light-rail, streetcars and peak travel-focused commuter rail, and assumes the current federal New Starts funding program (and other programs included as part of Capital Investment Grants) continue and increase in investment levels to augment and leverage the high-speed, intercity and regional routes prioritized here. • Cost per mile rates were determined using published costs of recent service expansion and improvement projects, both in North America and global examples.
    [Show full text]