Emissions Analysis of Southern California Metrolink Commuter Rail

Total Page:16

File Type:pdf, Size:1020Kb

Emissions Analysis of Southern California Metrolink Commuter Rail TRANSPORTATION RESEARCH RECORD 1520 53 Emissions Analysis of Southern California Metrolink Commuter Rail MATTHEW J. BARTH, THEODORE YOUNGLOVE, AND RAMAKRISHNA R. TADI The Southern California Regional Rail Authority began constructing a The purpose of this research project is to estimate total pollutant new commuter rail system called Metrolink in October 1992. When emissions associated with a single Metrolink line, specifically the complete, the Metrolink system will form the nation’s sixth largest Riverside line. The Riverside line, which began operation in 1993, commuter rail system and is expected to alleviate congestion and help runs from downtown Riverside and continues to downtown Los obtain better air quality. To estimate the air quality impact, emissions Angeles Union Station (LAUS) with stops in Pedley, East Ontario, of CO, HC, NOx, and PM associated with an automobile-only–based commute and a Metrolink-based commute from Riverside to Los and the city of Industry. In this study, emissions associated with Angeles are compared. Analysis of the Metrolink-based commuting two commuting scenarios are compared. An emissions estimation scenario includes the emissions from the home-to-station automobile is first made for commutes from Riverside to downtown Los Ange- trip and the Metrolink diesel locomotive emissions. Essential data for les using the Metrolink system. This is then compared with the the automobile emissions modeling process were obtained through a emissions associated with the same set of commutes made by auto- survey of Metrolink passengers and through remote emissions sensing of Metrolink passenger vehicles. Train emissions were estimated using mobile. On the basis of trip conditions recorded in November 1994, emission rate data provided by recent diesel locomotive studies. this study attempts to predict the minimum amount of Metrolink Results indicated that at current ridership levels there is a reduction in ridership required to get a net emissions reduction from the system. total amount of all four pollutants combined through Metrolink com- Several key emission sources were identified and incorporated muting. On a pollutant-by-pollutant basis, it was estimated that the into this analysis. Two components were estimated for the Metrolink Metrolink commuting scenario reduces the emissions of CO and Riverside to LAUS commute: cold start and running emissions of HC relative to the automobile-only commuting scenario; however, it automobiles during the home to Riverside Metrolink station trip and increases the emissions of NOx and PM. The minimum amount of Metrolink ridership required to get a net emissions reduction from the running emissions of the diesel locomotive traveling from Riverside system is predicted. to LAUS. For the non-Metrolink-based trip scenario, cold start and running emissions of automobiles were estimated for the Riverside to downtown Los Angeles commute. The South Coast Air Basin, which makes up major portions of Los Ridership and vehicle data were collected through a survey that Angeles, Orange, Riverside, and San Bernardino counties, is a was conducted simultaneously with a remote sensing emissions major air pollution nonattainment region and is projected to be for experiment at the Riverside Metrolink station. This data collection the foreseeable future. Strict regulations on emissions have been process is described in more detail in a later section. Emission data imposed on everything from lawn mowers to major factories. for the Metrolink diesel locomotives were obtained from recent Numerous emission-cutting programs have been initiated to technical reports produced for the SCRRA (2) and the Southwest improve the air quality (e.g., telecommuting and ride-sharing). As Research Institute (SwRI) (3). Cold start emissions and running another major program to alleviate traffic congestion and obtain emissions for automobiles were based on the EMFAC7F emissions better air quality, the Southern California Regional Rail Authority model developed at the California Air Resources Board (4). For this (SCRRA) began constructing a new commuter train system called study, four emission species are considered: carbon monoxide Metrolink in October 1992. There are currently five lines in opera- (CO), hydrocarbons (HC), oxides of nitrogen (NOx), and particulate tion: the Riverside Line, San Bernardino Line, Santa Clarita Line, matter (PM). Ventura County Line, and the Fullerton Line, as shown in Figure 1. It is important to point out that this study is done purely from an The system is still expanding and when complete Metrolink will air quality standpoint and does not deal with operating cost and rev- form the nation’s sixth largest commuter rail system, with con- enue aspects of Metrolink or traffic congestion and stress aspects of struction costs more than $500 million (1). Metrolink commuter the automobile commuters. Further, the comparisons are made only trains connect suburban communities with centers of business, such for the single Riverside Metrolink line for commuters traveling from as Burbank, Glendale, Industry, and downtown Los Angeles. The the Riverside area to LAUS, and the conclusions may not necessar- SCRRA monitors the passenger ridership counts of each line ily be applied to the entire Metrolink system. Vehicle age and loco- closely, from which the amount of congestion mitigation can motive power settings and travel times are critical in assessing the be determined (2). However, there have been no detailed studies on automobile and rail emissions and may vary significantly for other the direct air quality impact of Metrolink since its inception. lines. Background information on Metrolink’s Riverside line is first provided with a description of the data collection process performed College of Engineering, Center for Environmental Research and Technol- for this study. This is followed by a summary of various trip statis- ogy, University of California, Riverside, Calif. 92521. tics derived from the data collection phase. The methodology is then 54 TRANSPORTATION RESEARCH RECORD 1520 FIGURE 1 Southern California’s Metrolink commuter rail system (source: SCRRA). given with the results of the emissions analysis. Finally, the last Passenger Survey Data section presents various conclusions from the study. Ridership travel characteristics along the Metrolink’s Riverside line were obtained through a passenger survey conducted during a typ- ical weekday (Wednesday, November 16, 1994). The data collected METROLINK: RIVERSIDE LINE during the survey included The downtown Riverside Metrolink Station is located on approxi- • Trip origin/destination/purpose information; mately 11 acres in the Marketplace redevelopment area in River- • Length, time, and mode of home-to-Riverside Metrolink side, California. The Riverside County Transportation Commission station trip; (RCTC) maintains and operates the station. The station consists of • Model year and make of vehicle used to travel to Riverside a dual-sided platform and parking for 390 automobiles. At the time Metrolink station; of the data collection for the study, six commuter trains between • Trip length, time, and mode of drop-off station to final destina- Riverside and Los Angeles served the station, along with Amtrak tion; and connecting buses, and Riverside Transit Agency feeder bus service. • Miscellaneous information such as reason for choosing rail, For this study, only a.m. peak period commuting trips have been prior travel mode, and so forth. considered. These trains leave at 5:00 a.m., 6:10 a.m., 6:43 a.m., and 7:35 a.m., from the Riverside station. The average duration of these A total of eight people (four staff and four students) conducted the morning trips between Riverside station and LAUS is approxi- passenger survey in cooperation with SCRRA and RCTC. Blank mately 1 hr and 8 min, with the trains operating at speeds ranging survey forms were distributed by two students to all passengers from 25 to 60 mph (40 to 96 kmh) [maximum speed is 75 mph boarding the Metrolink at the Riverside Station for departures at (120 kmh)]. 5:00, 6:10, 6:43, and 7:35 a.m. These same students also boarded the train and traveled to the East Ontario station to answer any ques- tions the passengers may have had about the survey questionnaire. The completed survey forms were collected before disembarking in METHODOLOGY: DATA COLLECTION Ontario. Those passengers who could not or did not want to com- plete the forms on board the train and wished to complete the forms To evaluate and compare total pollutant emissions, two different at a later time were given self-addressed stamped envelopes. commuting trip scenarios have been considered: (a) Metrolink- Out of a total of 362 survey forms that were distributed to adult based commute trips and (b) automobile-only commute trips. To passengers who boarded the four morning trains (outbound to Los perform this analysis, various data were collected. Angeles) at the Riverside Metrolink Station, 297 (82 percent) pas- Barth et al. 55 sengers completed the survey. This includes 9 of the 15 distributed mailback survey forms. The information gathered in the surveys not only provided origin and destination information needed by the emission models, but also helped to establish vehicle mix profiles and a probability density of cold start emissions modes. A more detailed analysis of the data and the emission results are presented in subsequent sections. Remotely Sensed Emissions Data Remote sensing emissions instrumentation was set up on
Recommended publications
  • Carolina Cradle: Settlement of the Northwest Carolina Frontier, 1747
    CAROLINA CRADLE Settlement of the Northwest Carolina Frontier, /;'47-1762 On the eve of All-Souls' Day I heard the dead men say Who lie by the tottering tower, To the dark and doubling wind At the midnight's turning hour, When other speech had thinned: "What of the world now?" The wind whiffed back: "Men still Who are born, do good, do ill Here, fust as in your time: Till their years the locust hath eaten, Leaving them bare, downbeaten; Somewhiles in Springtide rime, Somewhiles in summer glow, Somewhiles in winter snow:— No more I know." —Thomas Hardy CAROLINA CRADLE Settlement of the Northwest Carolina Frontier, 1747-1762 ROBERT W. RAMSEY The University of North Carolina Press Chapel Hill © 1964 by the University of North Carolina Press All rights reserved Manufactured in the United States of America ISBN 978-0-8078-0934-1 ISBN 978-0-8078-4189-1 (pbk.) Library of Congress Catalog Card Number 64-22530 12 II 10 09 08 IJ 14 73 12 II To my father, whose profound understanding of the history and people of piedmont Carolina helped make this work possible This page intentionally left blank INTRODUCTION The records of Rowan County, North Carolina, date as far back as 1752. These ancient land grants, deeds, wills, mar- riages, and church and cemetery records contain the history of the northwest Carolina frontier, the doorway to the South and West. Rowan County originally included practically all of central and northwestern North Carolina and extended westward to the Mississippi River, having no western boundary line. While the vast amount of public and other records are in existence in this region, there is no information here to indicate whence these settlers came and why they came.
    [Show full text]
  • 1981 Caltrans Inventory of Pacific Electric Routes
    1981 Inventory of PACIFIC ELECTRIC ROUTES I J..,. I ~ " HE 5428 . red by I58 ANGELES - DISTRICT 7 - PUBLIC TRANSPORTATION BRANCH rI P37 c.2 " ' archive 1981 INVENTORY OF PACIFIC ELECTRIC ROUTES • PREPARED BY CALIFORNIA DEPARTMENT OF TRANSPORTATION (CALTRANS) DISTRICT 07 PUBLIC TRANSPORTATION BRANCH FEBRUARY 1982 • TABLE OF CONTENTS PAGE I. EXECUTIVE SUMMARY 1 Pacific Electric Railway Company Map 3a Inventory Map 3b II. NQR'I'HIRN AND EASTERN DISTRICTS 4 A. San Bernardino Line 6 B. Monrovia-Glendora Line 14 C. Alhambra-San Gabriel Line 19 D. Pasadena Short Line 21 E. Pasadena Oak Knoll Line 23 F. Sierra Madre Line 25 G. South Pasadena Line 27 H. North Lake Avenue Line 30 10 North Fair Oaks Avenue Line 31 J. East Colorado Street Line 32 K. Pomona-Upland Line 34 L. San Bernardino-Riverside Line 36 M. Riverside-Corona Line 41 III. WESTERN DISTRICT 45 A. Glendale-Burbank Line 47 B. Hollywood Line Segment via Hill Street 52 C. South Hollywood-Sherman Line 55 D. Subway Hollywood Line 58 i TABLE OF CONTENTS (Contd. ) -PAGE III. WESTERN DISTRICT (Conta. ) E. San Fernando valley Line 61 F. Hollywood-Venice Line 68 o. Venice Short Line 71 H. Santa Monica via Sawtelle Line 76 I. westgate Line 80 J. Santa Monica Air Line 84 K. Soldier's Home Branch Line 93 L. Redondo Beach-Del Rey Line 96 M. Inglewood Line 102 IV. SOUTHIRN DISTRICT 106 A. Long Beach Line 108 B. American Avenue-North Long Beach Line 116 c. Newport-Balboa Line 118 D. E1 Segundo Line 123 E. San Pedro via Dominguez Line 129 F.
    [Show full text]
  • Regional Rail Simulation Findings Technical Appendix November 2011
    Comprehensive Regional Goods Movement Plan and Implementation Strategy Regional Rail Simulation Findings Technical Appendix November 2011 1 This report was authored by Dr. Robert C. Leachman, who is solely responsible for the accuracy and completeness of the contents. Dr. Maged M. Dessouky of Leachman and Associates LLC was a key technical contributor to the simulation modeling and analysis reported in sections 6 and 7. This study benefited from data, comments and suggestions supplied by Burlington Northern Santa Fe and Metrolink. However, the conclusions and evaluations expressed herein are those of the author, and do not necessarily represent the views of the railroads or of any governmental agency. Funding: The preparation of this report was funded in part by grants from the United States Department of Transportation (DOT). Note: The contents of this report reflect the views of the author, who is responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of SCAG, DOT or any organization contributing data in support of the study. This report does not constitute a standard, specification or regulation. 2 Table of Contents 1. The Main Line Rail Network .................................................................................................6 BNSF Overview .........................................................................................................................7 Track Configuration .................................................................................................................12
    [Show full text]
  • Redevelopment Agency Review S Mu S Eu M Plan For
    Issue V, Number 1 Summer 2007 REDEVELOPMENT AGENCY million. These remarks brought about spirited comments from the audience. Among those speaking in support of a REVIEW S MU S EU M PLAN FOR railroad experience were Dr. Richard Hopping, Robert TRANS PORTATION CENTER – Root, Fred Canfield, Mark Carnighan, Harold Benash, Lee Culp, Bill Lewis, Rick Bremer and George Barlow from FR- S EEK S DIRECTION PA, plus several citizens outside the RR circle of influence. Seeing such disparity, and buoyed by fact from BHA and By Dennis White the strategic planning committee, Council voted for a con- tinuance until Agency members have time to read the A special meeting of the City Council/Redevelopment SCRX Schematic Design brochure and get some sort of con- Agency on June 25 held in Council chambers addressed, sensus of opinion between Barry Howard and the recre- among other things, policy direction from the Agency ational economist. Board, and whether staff and the JMI/Morgan Group should continue to include the Southern California Railway SCRX Schematic Design Available Experience (SCRX) as an element of a Specific Plan for the Fullerton Transportation Center (FTC) Planning Area. The The SCRX Schematic Design, an 11”x17” color presenta- question of continuing SCRX within the Specific Plan was tion book created by Barry Howard Associates, with assis- the third key agenda item as far as the meeting affected ef- tance and support of the SCRX Strategic Planning Commit- forts toward the railroad experience. tee, H&MC’s Museum Development team and the entire FRPA presented a statement of fact followed by a nifty FRPA membership, is available to all FRPA members in pdf “fly-through” animated video highlighting the interactive format on CD.
    [Show full text]
  • The Southern Railway's Response to Bus Competition, 1923-39
    CORE Metadata, citation and similar papers at core.ac.uk Provided by White Rose E-theses Online Public passenger transport in inter-war Britain: the Southern Railway’s response to bus competition, 1923-39 REGINALD ARTHUR MURRAY DAVIES Doctor of Philosophy University of York Railway Studies SEPTEMBER 2014 Abstract Abstract Scholarly criticisms of the quality of British railway management between the world wars have focused partly on the allegedly inept reaction to the threat of bus competition. By contrast this thesis shows that the Southern Railway (SR) developed policies and practices with regard to the bus industry that were rational and broadly successful given the legal, political and economic circumstances. The SR was probably atypical of the four major inter-war railways. Because of the social and economic geography of the areas it served, it suffered less from bus competition and a smaller decline in receipts from passenger trains. Nevertheless in common with the rest of the industry, management action was greatly hampered in the 1920s by political opposition to direct bus operation. A key finding is that legislation in 1928 had the unintended effect of determining that the railways instead entered into partnerships with bus companies. In the SR’s case this policy produced considerably greater returns on capital than historians have hitherto thought. The SR influenced rather than controlled its associated bus companies, allowing them considerable commercial freedom. Even so the SR was largely able to shape network development to its advantage and to introduce measures, such as through ticketing, that were seen by contemporaries as key elements in reducing public-transport competition and thus enhancing consumer benefits.
    [Show full text]
  • Testimony of LA Christman on Contentions V-3A & V-3B Re ARCO
    . ._ .. .. UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION Before the Atomic Safety and Licensing Board In the Matter of ) ) Philadelphia Electric Company ) Docket Nos. 50-352 ) 50-353 (Limerick Generating Station, ) Units 1 and 2) ) TESTIMONY OF LeROY A. CHRISTMAN, MONTELLO DISTRICT MANAGER, ARCO PIPE LINE COMPANY, RELATED TO CONTENTION V-3b ( Ql. State your name, title, employer and business. A1. I am LeRoy A. Christman, Montello District Manag- er, ARCO Pipe Line Company, Fritztown Road, P.O. Box 2086, Sinking Spring, Pennsylvania 19608. ' 02. Describe your responsibilities in this position. A2. I have been the Acting District Manager or Dis- trict Manager since July 1982. As such, I am responsible for the management and direction of all construction, maintenance, operations and related activities of the Montello District Products Pips line System and the Ft. Mifflin Water Terminal facilities in Philadelphia. This involves planning and coordinating these activities for approximately 1,000 miles of pipe line in the States of Pennsylvania and New York. Q3. Please describe previous work experience and , responsibilities related to your present position. , 8311170382 831115 PDRADOCK05000g . , .- . _ _ - - . -. - - - . - . - . -. ,, - _.- . - -2 . A3. I ccamenced my employment with the predecessor to ARCO Pipe Line in 1946, at which time I was involved with operational activities at a pumping station and terminal facility. In 1947, I worked as a pipe line dispatcher. In 1950, I worked in Product Quality Control as a Delivery Supervisor. From 1960 through 1970, I worked in the Land and Right-of-Way office, which is responsible for acquiring land for pipelines, protecting easements from encroachment and development, working with developers and acting as a liaison with property owners.
    [Show full text]
  • Texas State Publications Annual Index, 2003 : Agencies
    Agency List Texas State Publications Annual Index 2003 ACCOUNTANCY, BOARD OF PUBLIC. 333 Guadalupe, Tower III, Suite 900, Austin, TX, 78701-3900. 512/305-7800 A300.3 Annual financial report. [1990- ]. 42 p. Annual. (1MF). F49 OCLC 26678567 (N) 2003-0001 2001/2 ADJUTANT GENERAL'S DEPARTMENT. P.O. Box 5218, Camp Mabry, Austin, TX, 78763-5218. 512/465-5582 A600.3 Annual financial report for the year ended ... / Adjutant General's Department. 28 leaves. Annual. (1MF). F49 OCLC 29689180 (N) 2003-0601 2001/2 ADMINISTRATIVE HEARINGS, OFFICE OF. P.O. Box 13025, Austin, TX, 78701-1649. 512/475-4993 A696.3 Annual financial report for the year ended ... / State Office of Administrative Hearings. 16 leaves. Annual. F49 (1MF). 2002/3 OCLC 30089180 (N) 2003-2201 AEROSPACE COMMISSION. P.O. Box 58574, Houston, TX, 77258. 713/486-9250 S1092.3 Annual financial report for the year ended ... / Texas Aerospace Commission. 11 p. Annual. F49 Description based on: Aug. 31, 1996: title from cover. (1MF). 2001/2 OCLC 36771358 (N) 2003-0602 AFFORDABLE HOUSING CORPORATION. P.O. Box 50264, Austin, TX, 78763-0264. 512/377-3555 A750.3 Texas State Affordable Housing Corporation annual financial and compliance report / Martinez, Garcia & F49AU Company. 1 v. (various pagings). Annual. Description based on: Aug. 31, 2000; title from cover. (1MF). 1999/2000 OCLC 46543331 (N) 2003-1601 AGING, DEPARTMENT ON. P. O. Box 12786, Austin, TX, 78711. 512/424-6840 A800.8 Introducing Texercise : a great new intergenerational health and fitness program / created and promoted by IN8TE Texas Department on Aging. [200?]. 7 p.
    [Show full text]
  • Provided by the Fullerton Model Railroad Historical
    Provided by the Fullerton Model Railroad Historical Society www.trainweb.com/frpa/fmrhs or contact Rick Bremer 714-990-1394 (A Committee of the Fullerton Railway Plaza Association) Preliminary Time Line Regarding Railroads of And Relating to Fullerton, California Compiled by Dave Norris 1868 February 18, 1868 – Los Angeles & San Pedro (first in So. Cal.) incorporated. October 26, 1868 – LA & SP opened – consolidated into SP December 18, 1874 1873 Late June, 1873 – SP Anaheim branch – construction 1874 December 31, 1874 – SP line completed to Anaheim – first train arrives January 14, 1875. 1876 September 1876 – SP main line from north completed into Los Angeles providing first rail connection to rest of U.S. October 10, 1876 – SP/Huntington interest incorporate Los Angeles & San Diego to construct line to San Diego. SP Anaheim branch conveyed to LA&SD. 1877 December 17, 1877 – SP extension from Anaheim to Santa Ana opened. 1878 SP attempts to gain right of way for line to San Diego from James Irvine. Irvine and Huntington had a great mutual dislike for each other since meeting on boat to California approximately 25 years before. SP attempts to force issue by bringing suit in Federal Court to invalidate Irvine title to 30,000 acres citing supposed error by Land Grant Court. Irvine wins case and refuses SP a right of way at any cost. A second SP attempt to secure a right of way several years later also fails. 1880 October 1880 – California Southern Ry. Incorporated by Frank A. Kimball, representing a number of prominent San Diego citizens backed by Boston financial interests, to build a rail line from San Diego to a connection with the Atlantic & Pacific.
    [Show full text]
  • 2018/2019 Business Report
    BUSINESS REPORT 2018/2019 Business Overview ) Cornhusker Public Power District Cornhusker Public Power District cornhusker-power.com 23169 235th Avenue 402 564-2821 PO Box 9 Columbus, NE 68602-0009 CORNHUSKER ( 1 www.cornhusker-power.com CELEBRATING 75 YEARS OF HISTORY IN 2018 ornhusker Public Power District was assets over the first six years. Cformed January 1, 1943. With continued growth, more office Property of the former Boone-Nance space was needed. In 1952, staff moved District and the rural from their joint office space division of Loup Power shared with Loup Power District was District to a new building consolidated to create on 22nd Avenue. the new rural district. The combined systems In 1972, headquarters under Cornhusker Public northeast of Columbus was Power District, governed built. by their own board of directors, served 987 In 2018, the Columbus customers. When the office was remodeled. In Loup Board of Directors 2019, a warehouse/pole authorized the formation yard expansion project of Cornhusker Public began, and a new security Power District, their directive was to fence was installed all to accommodate organize a new power district to better the larger size of trucks and add securi- represent the rural people. Cornhusker ty to the premises. Power was the first public power district in the state to be formed from the “A lot of things have changed over the merger of two systems. past 75 years; however, our commit- Top: Warehouse, 1958 ment to provide low-cost, safe and Middle: Construction crew, 1940s By 1945, Cornhusker Public Power reliable energy to our 10,045 customers Bottom: Columbus headquarters, 1970s District was serving electricity to 1,350 is the same.
    [Show full text]
  • Prn 199203.Pdf
    2nd Generation Cowls. • • ATCHISON, TOPEKA & SANTA FE "FP45" Numbers 100-108- Original version, OMI #5991 MILWAUKEE ROAD "FP45" Number 1-5- Passenger service units, circa 1969 without dynamic brakes, OMI #5993 BURLINGTON NORTHERN "F45" Numbers 6614-6625 - (ex-Great Northern numbers 441-452) Circa 1980, OMI #5998 BURLINGTON NORTHERN "F45" Numbers 6626-6645 - Circa 1974, OMI #S999 Each of these fine models is beauti­ fully handcrafted in brass by Ajin Precision of Korea in HO scale. PACIFIC RAIL NEWS 0 500 River Line 2 Along the scenic Mississippi from St. Paul to Muscatine Steve Glischinski 3 2 � �J:v�n��!I������4 dellgh� �eam fans In California Elrond G. Lawrence 34 Focus California: 5P's Oakdale Local Branchline action in the Central Va lley Ken Rattenne 40 Focus Missouri: UP in Poplar Bluff A junction of three busy mains in the state's southeast corner Randy Woods M.D. Images: In the City The California Limited, led by AT&SF 3751, enters 48 Tunnel Two on Dec. 29, 1991. Elrond G. Lawrence The cities of the West offer a pleasing backdrop for railroading PACIFIC RAILNEWS and PACIFIC NEWS are registered trademarks of Interurban Press, a California Corporation. I DEPARTMENTS I PUBLISHER: Mac Sebree EXPEDITER FOCUS MISSOURI EDITOR: Don Gulbrandsen 4 40 AMTRAK/PASSENGER UNION PACIFIC NEWS EDITOR: Carl Swanson 6 42 ASSOCIATE EDITOR: Michael Falk SOUTHERN PACIFIC LINES 43 COMMUTER CONTRIBUTING EDITOR: Elrond G. Lawrence 9 SANTA FE SOO LINE EDITORIAL CONSULTANT: Dick Stephenson 10 45 12 REGIONALS BURLINGTON NORTHERN ART DIRECTOR: Katie Kern 46
    [Show full text]
  • Helms Football Annual 1938
    4J.T. SOUTWrcRN CALIFORNIA BOARD Qg FOOTBALL For 1958 OFFICIAL Release (Deo. 20, 1958) From: Helms Athletic Foundation, 401 to. Jsi- Garland Building ALL SOUTHERN CALIFORNIA BOARD OF FOOTBALL - 1936 OTTO N. QUIRING. • . Los Angeles Daily News JOHN BEEKMAN........... Los Angeles Evening News MAURY POWELL........... Los Angeles Examiner GEORG-E MAIN. ......... Los Angeles Herald-Express CARL BLUME............... Los Angeles Times STANLEY SPEER......... Hollywood Citizen-News HELMS ATHIETIC FOUNDATION - Cooperative Organization ALL SOUTHERN CALIFORNIA BOARD OF FOOTBALL SELECTIONS FOR 1938 * * * * On Wednesday afternoon, DecemBer 7th, memBers of ALL SOUTHERN CALIFORNIA BOARD OF FOOTBALL met at the offices of Helms Athletic Foundation for the purpose of selecting All-Southern California Junior College and All-Southern California High School football teams for the 1938 season. ( This is the second year that ALL SOUTHERN CALIFORNIA BOARD OF FOOTBALL has Been in operation, the Board having Been formed By Helms Athletic Foundation in 1937.) At the meeting of DecemBer 7th, the performances of more than 500 outstanding Southern California junior college and high school foot­ Ball players were carefully checked and considered. ( Infoimation concerning players had Been previously gathered By Helms Athletic Foundation, for presentation to mem­ bers of the Board. ) Twenty-four junior college players, and fifty-seven high school players were finally chosen as those who had Been the most outstanding throughout the season of 1938, { Selections Being Based
    [Show full text]
  • CSUF Ranks Top 10 in the West US News and World Masterʼs Degrees
    Entertainment Sports CSUF Theatre and Dance Former Titan plays for gold Department takes center medal winning Dream Team stage this fall See insert at summer Olympics 13 California State University, Fullerto n Daily Titan Week of Aug. 30-Sept. 6, 2004 www.dailytitan.com Volume 79, Issue 2 Pluses, CSUF ranks top 10 in the west US News and World masterʼs degrees. “I feel very good about our rank- ing, she does not feel that the report Despite its good marks in cer- minuses The annual report came out Aug. ings,” he said. “It means our peers is a true indicator of college-value tain categories, CSUF and all other Report name campus 10 and ranks CSUF ninth among are thinking very highly of us.” because it does not rely on stu- state colleges get marked down for public colleges and 41 overall in According to U.S. News and dent experiences like club activity, student selectivity. CSUF is obli- No. 9 overall the West. World Reportʼs Web site, peer fulfilling educational experiences, gated to take anyone as long as they making By ALI DORRI Peer assessment, student reten- assessment is the heaviest variable, athletic support or athletic partici- meet academic requirements and Daily Titan Staff tion, faculty resources, student responsible for up to 25 percent of pation. apply on time. Trinity University in selectivity, financial resource and the score. Highly ranked adminis- “It relies on quantifiable vari- Texas, which was ranked number For the fourth straight year, U.S. alumni giving-rate are what deter- trators from different universities ables,” she said.
    [Show full text]