High-Speed Intercity Passenger Rail

HIGH-SPEED INTERCITY PASSENGER RAIL

Los AngelesSPEEDLINES County Metro Rail, a heavy rail rapid transit line in Los Angeles, includes the Red and Purple subway lines, as well as the Gold, Blue, Orange, March 2016 Silver and Green light rail lines. This is a look at the Red Line Vermont/Sunset Station which stops from San Fernando Valley, through Hollywood, to ISSUE #17 the historic Union Station Downtown LA.

CALIFORNIA

CHSRA’s 2016 Business Plan describing »» p. 7 the latest project goals, financing, and development plans.

HSR POLICY FORUM »» p. 9

2 CONTENTS SPEEDLINES MAGAZINE 3 CHAIRMAN’S MESSAGE

4 TRANSIT IN SOUTHERN ONTARIO

7 CALIFORNIA

9 HSR POLICY FORUM

The U.S. transportation system as such is in most other countries consists, actually, of networks of varied systems. 17 LEGISLATIVE UPDATE In America, the backbone is composed of an agglomeration of roadways. Subsidiary to this, of course, is the collection of various “ways” or rights-of-way on which trains, planes and watercraft travel. Within this broad, mobile band, 19 TRANSFORMATIVE HSR working high-speed rail – passenger and freight – is decidedly missing. That said, the pendulum, at long last, is moving in the direction of high-speed rail inclusion, even if slowly and that – good, bad or indifferent depending 21 SPOTLIGHT upon one’s point of view – has upset the status quo. 22 THE CHUNNEL

CHAIR: PETER GERTLER VICE CHAIR: AL ENGEL 26 2016 STATES ROUNDUP SECRETARY: ANNA BARRY OFFICER AT LARGE: DAVID CAMERON IMMEDIATE PAST-CHAIR: DAVID KUTROSKY 36 HSR ROI STUDY EDITOR: WENDY WENNER PUBLISHER: AL ENGEL ASSOCIATE PUBLISHER: KENNETH SISLAK ASSOCIATE PUBLISHER: ERIC PETERSON 37 APTA RAIL CONFERENCE IN JUNE u PASSENGER RAIL SESSIONS LAYOUT DESIGNER: WENDY WENNER 38 HSR TRAINING

SPEEDLINES is published in cooperation withthe: High-Speed Intercity Passenger Rail Committee and the 39 STB GUIDANCE American Public Transportation Association 1300 I Street NW, Suite 1200 East Washington, DC 20005

Our economy faces many challenges. Among them is the need to create more jobs, increase our energy independence and become a more sustainable nation. Man cannot live by tread alone. High-speed rail is the missing ingredient in America’s recipe for a national transportation network. Without it, the whole system is less effective.

Dear HSIPR Committee Members & Friends:

If it’s March, it must be the Legislative Conference. I hope to see you in Washington, DC and on Sunday, March 13, at our Committee Meeting. Even though we are in the silly season of the Presidential campaign, there has been serious business happening on the HS&IPR front. Most importantly, the Fixing America’s Surface Transportation Act of 2015 (FAST Act) was passed by Congress and signed by the President moving our country closer to a balanced approach for planning and funding our nations critical transportation infrastructure. This is the first time ever that the surface transportation act includes a Passenger Rail Title setting the foundation for a long-term and sustainable source of funding for HS&IPR. Many of our committee members along with APTA staff and other interested parties worked hard with Congressional and Administration staff to provide subject matter expertise in the development of the FAST Act.

The FAST Act however, would not have progressed without the bi-partisan effort and leadership of U.S. Senators John Thune, Chair, and Bill Nelson, Ranking Minority Member, of the Senate Commerce, Science and Transportation Committee. Please join us on Sunday at our HS&IPR Committee meeting where we will be recognizing Senators Thune and Nelson for their contribution to HS&IPR and the passage of the FAST Act with the presentation of a com- mendation resolution.

In other news, there is much to report on the progress of HS&IPR as evident in the articles in this edition of SPEEDLINES of activities around the world. In addition, at our Committee meeting we will get an update on the Return of Investment (ROI) Study underway, the Regional Corridors Subcommittee; Project Updates from California; the NEC; and the FRA. We will also hear about the 2016 / 2017 Work Program for the Committee and planned activities and sessions at the Rail Conference in June in Phoenix and the Annual Conference in September in Los Angeles, California. It’s also officer nomination season, and we have formed a Nominating Committee that will be presenting the nomination process and schedule needed to conduct an election at our June meeting in Phoenix.

As always, there is a lot to do, and I am grateful for the resources and commitment of APTA staff and our committee members for the getting all the hard work done. Looking forward to seeing everyone in Washington, DC in March!

Chairman APTA High-Speed Intercity Passenger Rail Committee

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TRANSITIN SOUTHERN

ONTARIO SET TO Angela Iannuzziello, P.Eng., is AECOM’s Transit Market Sector Lead for major transit rail projects in Canada. She has more than 30 years of extensive and diverse experience as an engineer specializing in transportation, transit planning, and operations. In 2015, Angela was awarded the Outstanding Transportation Business Member Award by the American Public Transportation Association and In 2014, Angela was awarded Transportation of the Year Award by the Transportation Association of Canada. AECOM is one of, if not the largest, suppliers of design services to Metrolinx. Contributed by Angela Iannuzziello, AECOM

High-speed rail (HSR) has not of substantial economic development The need for a cost-effective public been incorporated into any of that will transform it into a hub of com- transportation network has grown Canada’s transit systems – at least mercial activity and a network base for simultaneously. not yet – but Canada is ready. One many centers of excellence. area of focus right now is the corri- While there is a real need for the dor running between Toronto and The Toronto-Windsor corridor travel efficiency that HSR would intro- Windsor in southern Ontario, a 362 traverses a large swath of an area of duce into the Toronto-Windsor corridor, kilometer-hike (225 miles) one way Ontario known as the Greater Golden it is prudent to consider that HSR repre- through the economic heart of Horseshoe (GGH) with Toronto at sents one component of an overall transit Canada. (The Province of Alberta its center. This area has been identi- revolution in the Greater Toronto and is simultaneously investigating the fied as one of North America’s fastest Hamilton Area (GTHA). And, within the potential for running HSR between growing regions with the population GTHA, Metrolinx is becoming a regional Calgary and Edmonton.) forecasted to grow to 11.5 million, express rail (RER) system with electrifica- including job growth of 5.5 million by tion of some of the network; is building And it may not be just to 2031. In its Growth Plan for the Greater light rail Transit lines (LRT) and bus rapid connect outlying areas to Toronto, Golden Horseshoe, 2006, Ontario iden- transit lines (BRT) in the region. Within Canada’s largest economic center. tified planned targets to be achieved the City of Toronto further extensions to The benefits go both ways. Within by 2031, including 400 combined resi- subways, LRTs and BRTs are underway. the Toronto-Windsor corridor lies dents and jobs per hectare in the City Canada’s Technology Triangle, which of Toronto urban growth centers alone, Metrolinx, which operates GO com- includes the cities of Kitchener, and another 200 combined residents muter rail services, is already engaged Waterloo and Cambridge. This area and jobs per hectare for 14 identi- in the 10-year RER program to provide is becoming a destination in and fied urban growth centers with in the two-way, all day service along all seven of itself as it emerges to become Greater Toronto-Hamilton Area (GTHA). of the commuter rail lines. All seven what many call the Silicon Valley of GO’s rail lines’ peak period service of the north. (It’s most notable resi- Urban sprawl and housing prices have been improved. Five out of seven dent is BlackBerry Limited. However have driven people away from city of its lines have introduced all-day a number of premier educational, centers for decades, but this trend has service with 15-minute trip intervals financial and medical science reversed itself over the last decade. along some segments. The majority of centers are also based there.) All this two-way travel has led to an its rail network will become electrified Kitchener-Waterloo is on the brink increase in commuter traffic both ways. and new electric locomotives or electric multiple-units, aka EMUs, are in SPEEDLINES | MARCH 2016 SOUTHERN ONTARIO 5

Contributed by Angela Iannuzziello, AECOM

plan. Rail infrastructure improvements conversation in addition to Metrolinx already underway. In addition, the include 342 kilometers (213 miles) of and the general public. The existing federal government has promised to existing regional rail network track transit systems come under the juris- invest CAD$6-billion in Canadian transit upgrades, new or expanded stations diction of multiple levels of government over the next four years. and an expanded fleet. RER electrifica- – federal, provincial and local munici- tion would cover 262 kilometers (163 palities – as well as numerous transit The benefits of introducing a fully miles) of rail. Completion is expected in agencies – Metrolinx, with its GO Train integrated transit system, inclusive of 2024. In addition, a regional fare integra- and GO Bus network providing inter- HSR, includes a reduction in traffic con- tion strategy and fare structure is under city transportation, the Toronto Transit gestion in and out of Toronto, which, development to facilitate connectivity Commission (TTC) providing intra-city in turn leads to freer movement for between RER and other transit services. transit and numerous regional transit commercial transportation. Commute The province of Ontario committed $32 agencies – and what happens and times will be tremendously reduced billion of funding towards this program when, often boils down to who is going and service frequency can be increased in the last five years. to pay for it. with headways of as little as 15 minute. Fewer vehicles on the roadways mean Given all the current activity being In light of the investments made, a reduced environmental footprint as undertaken under the RER system, HSR the region is well-positioned to incor- fewer idling engines translate to less may look decidedly different in Canada porate HSR into its transit plans. There air pollution. Substantial economic than how it does elsewhere in the world. are a number of unfunded projects possibilities in areas surrounding Careful planning will be necessary to suc- vying for budget allocations and the Toronto can also be realized. The City cessfully integrate HSR into the existing province recognized the HRS poten- of London, for example, may be in a multi- and intermodal network. tial in February of this year, when it position to benefit the most from HSR. announced plans to introduce HSR into More than ever, the time is ripe the Toronto-Windsor corridor with the While areas like Kitchener-Waterloo to engage in the HSR conversation, goal of connecting various communi- are still considered commutable loca- but there are a number of stakehold- ties with Toronto. Preliminary activity tions to and from Toronto, London is ers that need to be brought into that includes an environmental assessment SPEEDLINES | MARCH 2016 CANADA 6

plans and demonstrate how impacts to the ridership and surrounding communities will be minimized – perhaps through incorporating a dual diesel/ electric engine approach until such time as all 262 kilometers (163 miles) of identified rail has been electrified. All the while, these sessions will rein- force the ultimate value that the traveling public will realize as well as the economic activity that will be generated in Toronto’s satellite communities.

Other challenges include rail sharing between commuter and freight trains. Today, freight trains are heavier and longer and have become slower, periodically creating bottlenecks that at times affect portions of rail shared with commuter transit. Other ancillary infrastructure challenges include adequate parking. Once the rail systems have proven to be cost-effective and speed- ier alternatives to driving, the increase in ridership will lead to greater demand for transit station parking. Existing that much further out making a daily be able to attract more top talent and parking facilities may need to be over- commute impractical. According to skilled workers. hauled to provide extra spaces, while an article published by The London some demand management measures Free Press, London’s Chamber of The prospect of HSR is not without may be needed to incite more users to Commerce CEO, Gerry Macartney its challenges. It’s not like you can throw access stations using local public transit said there were already thousands a switch and voilà, HSR is born. One of services. New stations will need to be of London travelers to and from the political challenges for this part of built and existing stations modified. The Toronto each week that would stand the country is harmonizing and gaining same will apply to maintenance facil- to benefit from the introduction of an consensus from the multiple govern- ities while existing track and signals HSR system. As little as five years ago, ments and the various public transit will also need to be modified. And of travel by car between these two cities agencies that are involved. Interestingly, course, any needed grade separations was approximately two hours; today, at the writing of this article, a popular must be addressed and funding worked with the influx of commuters, travel Toronto morning TV news show was out with individual road owners – typi- time is closer to three hours. Add to running a poll asking its audience if they cally municipalities. this the notorious stretch of highway would like to see one transit author- just east of London that is infamous ity for the entire GTA. Four hours into In summary, there is still a distance for being the site of many horrific and the poll, the results were already over- to be travelled from where we are today deadly car crashes involving multi- whelming with 81.91% for vs. 18.09% to where we want to end up when it ple car pileups. The topography of against. In the meantime, there are mul- comes to HSR. But the timing is good. the area with its close proximity to tiple stakeholders and numerous transit Funding is available. Governments are Lake Ontario renders it hazardous to routes that will be affected by HSR. With supportive and the need is strong and drivers during bouts of often sudden an already heavily used transit network, continues to grow stronger every day. inclement weather. HSR will open up the perception of rider impacts will Southern Ontario is better poised to myriad possibilities for London com- need to be managed. Public consulta- realize greater connectivity than ever muters and commerce. The increased tions are commonly used to educate before. The possibilities appear limitless. easy access and safer commute will the general public about proposed mean that London employers will SPEEDLINES | MARCH 2016 7

By David Cameron Officer At-Large, APTA HSIPR Committee

The California High-speed Rail Authority released its 2016 Draft Business Plan (http://www.hsr.ca.gov/docs/about/busi- ness_plans/DRAFT_2016_Business_Plan_0201816.pdf) chart- ing its course for the coming years. The Plan describes the Authority’s intention to deliver high-speed rail service connecting the Silicon Valley to the Central Valley, offering high- speed rail passenger service between these two important economic regions by 2025, nine years from now.

There are now more than 100 miles of construction underway in the Central Valley. The Legislature and the Governor reaffirmed their commitment to the program by providing an ongoing revenue stream through the state’s Cap and Trade CALIFORNIA HIGH-SPEED proceeds, which will provide a minimum of $500 million a year.

RAIL PROJECT UPDATE There are two significant changes from the 2014 Business Plan:

1.) Phase 1 cost estimate has been significantly reduced. For the same scope of work, these updated estimates reflect an 8% By 2029, the system will run from San reduction in costs, down to $62.1 billion when compared to the $67.6 billion estimate presented in the 2014 Business Plan. Francisco to the Los Angeles basin in 2.) The initial operating segment (IOS) will begin in the north under three hours at speeds capable Bay Area rather than the south Burbank/Los Angeles Basin, and run from San Jose/Silicon Valley to Bakersfield, commencing of over 200 miles per hour. The system service in nine years. will eventually extend to Sacramento The northern terminus was selected over the southern because it can be built with available funding from Proposition and San Diego, totaling 800 miles 1A bonds ($9 bil), federal funds ($3.4 bil) and the continued anticipated Cap and Trade proceeds ($500 mil/yr). This is crit- with up to 24 stations. In addition, ical because under the U.S. Congress as it is currently consti- tuted, no additional Federal funds are anticipated. the Authority is working with regional The Authority released a Request for Qualifications (RFQ) for partners to implement a state-wide Environmental and Engineering Services for the San Francisco to San Jose Project Section and the San Jose to Merced Project rail modernization plan that will Section of the high-speed rail program. The San Francisco to San Jose Project Section is approximately 51 miles. The San invest billions of dollars in local and Jose to Merced Project Section is approximately 84 miles. The contract is estimated at $36 million for a three-year term. regional rail lines to meet the state’s Planning and construction of the Bakersfield to Burbank 21st century transportation needs. segment will continue at its existing pace:

Station planning: the City of Burbank will receive $800,000 in funding for high-speed rail station-area design and development. The City of Bakersfield will receive $750,000 for the

SPEEDLINES | MARCH 2016 CALIFORNIA 8

downtown Fresno’s city core.

99 Realignment - In partnership with the Caltrans, work has begun to realign portions of State Route 99 North of Fresno to accommodate high-speed rail at the same time improving traffic would redirect the remaining billions operations, reducing congestion and design and development of a high- of high-speed rail bond funds to water improving safety in this busy corridor. speed rail station. The City of Palmdale projects. The group behind the initia- The Authority continues to work will receive $600,000 in grants for the tive, California Water Alliance, said it closely with all homeowners, prop- design and development of the high- has commitments to meet a $2-million erty owners, and businesses that speed rail station. budget for the signature campaign need to be relocated as part of the and has hired one of the nation’s best- development of the high-speed rail Environmental work: The Authority is known petitioning companies to gather system. This process can be a chal- taking boring samples in the Angeles the 585,000 valid voter signatures lenge. However some property owners National Forest where it proposes to needed. The Secretary of State’s cam- have chosen to use the relocation as put tunnels for its rail project between paign fundraising website shows much an opportunity to expand and grow Palmdale and Burbank. The author- less, about $250,000 in receipts since their business or move to a better loca- ity has six routes under consideration Jan. 1. If the measure does qualify, tion. As of January 15, the Authority that would require tunneling beneath California’s $53-billion-a-year agricul- has acquired 627 parcels of the 1492 the national forest and San Gabriel ture industry will probably haul out needed to advance construction in Mountains National Monument. checkbooks to support it. A January the Central Valley, and has been able 2016 poll by the Stanford University- to advanced property acquisition and On January 5, 2016, the CHSR Authority based Hoover Institution finds 53 delivered right-of-way through better Approved California Rail Builders for percent of Californians would vote for understanding of individual property the Design-Build Services Contract a ballot measure ending high-speed rail owner concerns, improved communi- for Construction Package 4 which will and using the unspent money on water- cations and processes and increased extend approximately 22-miles through storage projects. If this initiative quali- staff and resources. the Central Valley stretching from one fies for the ballot, it spells another big mile north of the Tulare/Kern County line challenge for California’s high-speed In December 2014, the Authority to north of Bakersfield. rail system, the single largest civil works chose Dragados/Flatiron/Shimmick project in the history of the nation. for the design-build contract for California Rail Builders is an entity includ- Construction Package 2-3 (CP 2-3), the ing Ferrovial Agroman: one of the largest Other Construction Updates next 65 mile segment from Fresno to contractors worldwide and with signif- North of Bakersfield. The Authority icant experience in constructing high- Fresno River Viaduct – Construction had estimated the cost of CP 2-3 to speed rail infrastructure, Euroestudios: is currently underway on a 1,600-foot be between $1.5 billion to $2 billion. one of Spain’s leading engineering firms section of the Fresno River Viaduct in Dragados/Flatiron/Shimmick bid $1.2 with experience designing HSR projects Madera, the first aerial structure part billion. around the world, and Othon: a disad- of the high-speed rail program. Seven vantaged business enterprise firm. small businesses and over 100 workers In April 2013, the Authority chose Tutor have been involved in the construction Perini/Zachry/Parsons for the design- California Rail Builders bid $347,557 of that project. build contract to begin construction of million. The Authority estimate for CP the 29 mile Madera to Fresno segment, 4 was $400 to $500 million. This is the Tuolumne Street Bridge Demolition - the first section of the high-speed rail 3rd bid that has come in under Authority the Authority started demolition of the system. The Authority had estimated estimates. Tuolumne Street Bridge in Downtown the cost for the design-build contract Fresno. This will make way for con- to be between $1.2 billion and $1.8 Threats to the HSR project struction of a new, higher bridge that billion. Tutor Perini/Zachry/Parsons, a will accommodate the high-speed rail California-based bid $985 million. In November 2015, a ballot initiative line and allow for two-way traffic and was submitted for circulation which contributing to the revitalization of SPEEDLINES | MARCH 2016 HSR POLICY FORUM - GETTING TO THE TIPPING POINT 9

Business Magazine | April 2011 10 HSR POLICY FORUM GETTING TO THE TIPPING POINT - WASHINGTON, DC

By Eric Peterson Associate Publisher, APTA HSIPR Committee

Transformative, incremental, regulatory reform, Intercity Passenger Rail Committee, and Al Engel, proportional regulation, champions, defenders, Vice Chair of the committee set the stage for the grass roots, grass tops, up to 125 mph, 220 mph and day-long forum, noting the recent history of efforts faster, these were just a few of the contrasting terms to advance intercity and high-speed passenger rail heard during the day long policy forum, “Getting to service in the U.S., and giving the charge for the forum the Tipping Point for High-Speed Rail in the U.S.,” to set the pace and direction for future passenger rail sponsored by the American Public Transportation development. Association (APTA) and its Intercity and High-Speed Passenger Rail Committee on December 2nd, at Observing that APTA’s Board of Directors adopted a APTA’s new Washington headquarters. 22-point legislative proposal for a federal high-speed and intercity passenger rail program two years ago, The Forum featured four sessions with issues Peter Gertler suggested that one of the anticipated including: planning and environmental clearance, outcomes of this forum was to identify which of those funding and finance of intercity and high-speed rail 22 points had been achieved, which still needed to systems, leadership and governance, and identify- be addressed, and what new principles needed to ing the top priorities and the next steps to advanc- be put forward in order to achieve the tipping point. ing intercity and high-speed passenger rail service in the U.S. Al Engel observed that this forum is a follow on to the First SPEEDLINES Editorial Board Roundtable held Noting that the Congress was about to pass the September 2014 where we asked the question, “What first five-year surface transportation reauthoriza- will be the tipping point for the U.S. to commit to tion that included a rail title, APTA’s Chair, Valarie a high performance intercity passenger rail policy McCall, welcomed the nearly 100 passenger rail and program?” There were 6 notable thought leaders engineering, policy and economics experts who who offered their ideas on when we would reach a gathered for the forum. tipping point. Among the observations: “When it is recognized by our leaders that high-speed rail is Michael Melaniphy, APTA’s President and CEO wel- a proper public investment that cannot be funded comed the rail advocates to the new APTA head- solely from the fares paid by riders just as is the case quarters with a note of optimism, suggesting that for highways, airports and transit systems; When we a major milestone in the history of American pas- have a successful demonstration project in the U.S. ; senger rail was occurring with the passage of the When a clear consensus on benefits is reached; One “Fixing America’s Surface Transportation (FAST) Act. good project needs to be built to convince a skep- tical public. The U.S. will adopt HSR when all other Peter Gertler, Chair of APTA’s High-Speed and HSR POLICY FORUM 11

competing alternatives have been thoroughly studied Peyser stated that the relationship between the and set aside.” California project and the many state and federal agencies involved in providing environmental Engel went on to observe that this meeting occurs reviews and clearances is very complex because of 51 years after the introduction of the high-speed rail the geography involved. “The project is on the ‘presi- mode when commercial operation of the Japanese dential dashboard’ because of the number of federal Shinkansen began in October 1964. He noted that agencies engaged,” Peyser said. today 15 countries are operating more than 20,000 route miles of high-speed rail services. Sixteen (16) McCabe profiled the Texas Central project as a pri- countries have lines under construction and 29 coun- vately led initiative that will provide over $36 billion tries are planning HSR services. in cumulative benefits to the corridor between Dallas and Houston over the next 25 years. To date, McCabe The first session – Planning and Environmental noted, only $75 million in private sector funding has Clearance – was moderated by Dominic Spaethling, been committed with an additional $100 million chair of APTA’s high-speed and intercity passen- expected to be announced soon. “But,” McCabe ger rail programs subcommittee, and included observed, “as important as the funding is, the most David Valenstein, chief of the Federal Railroad important resource this project has is the support of Administration’s (FRA) Environmental and Corridor stakeholders throughout the corridor.” Planning Division; Shaun McCabe of the Texas Central Partners; David Carol from WSP/Parsons Brinckerhoff; McCabe questioned the need for such a rigorous and Peter Peyser on behalf of the California High- NEPA review of the project, particularly given that Speed Rail Authority. the Texas Central project is a private, not a public sector initiative. Speaking to the issue of planning, FRA’s Valenstein noted that from the federal perspective today plan- The panel members were unanimous in their view ning is not about putting lines on a map: it’s about that planning is not the hard part of these projects. developing the tools that enable states and regions Communication to the public and to policymakers is to develop and execute their own passenger rail the hardest and most demanding aspect. Translating programs. the technology of modern-day passenger rail development into understandable messages is critical “Since 2009, Valenstein said, “FRA has transformed to the success of these and virtually every corridor itself from primarily a safety regulatory agency to a project throughout the United States. grant-making, facilitating organization. “For FRA,” Valenstein noted, “the question today is how can we Reflecting on former House Speaker Tip O’Neil’s expedite the planning and investment process in the admonition, “All politics is local,” McCabe observed various corridors that are executing, about to execute, that stakeholder support is critical, and all stakehold- or are planning passenger rail improvement projects.” ers are equally important, no matter whether they are directly or indirectly affected by a rail project. Carol said that the role of the federal government in Even those who will never ride the high-speed train the Northeast Corridor (NEC) has evolved over the are vital, because they can be the ones who can past 45 years from having complete control over every prolong the review process and perhaps ultimately aspect of its operation to being part of a coalition of make it impossible to build. The conversation cannot champions bringing various resources and expertise be about winners and losers. It needs to be about to prepare the corridor to be one, if not the first to be a recruiting advocates who in turn support champions. true high-speed corridor. Carol noted that the FRA can shape the vision of the future, but states and regional People will support true high-speed rail once they’ve organizations, with or without Amtrak, are implement- had an opportunity to see it, touch it and experience ing and assuming responsibility for corridor-wide it. Indeed, recent polls suggest that 70 percent of planning and operation. “To succeed, however,” Carol Americans say that in theory they support the United said, “we need congressional champions.” States having high-speed passenger rail, and with

SPEEDLINES | MARCH 2016 WASHINGTON, DC 12 the demographic changes coming to the United States, sponsorships and naming rights. A useful mecha- it will only be a matter of time before it arrives. It will nism employed by the Japanese Railway Companies relieve current and future growing pains, reduce airport is land value uplift capture. This is a strategy that will and highway congestion, create jobs and promote eco- be used as part of the redevelopment of Union Station nomic development, and prove to be the best thing that in Washington, D.C. Roy also noted Virginia’s Intercity ever happened to public transportation in the U.S. Passenger Rail Operating and Capital (IPROC) Fund that is supported by a .1 percent sales tax, and is spe- The second session – Funding and Finance of Intercity cifically dedicated to addressing the Commonwealth’s and High-Speed Rail – was moderated by Sharon growing intercity passenger rail network. Greene, co-chair of APTA’s high-speed rail and intercity passenger rail finance subcommittee, and included Public/Private Partnerships (P3) are a viable financ- Melissa Porter, principal legal officer and advisor to the ing and project delivery tool Roy said. “But too often FRA Administrator; Mar-Andre Roy with CPCS; Jodie policy maker mistake P3s as a source of private sector Misiak representing the Build America Transportation funding,” he said. “They are not.” Investment Center (BATIC) at the U. S. Department of Transportation; and Laurene Mahon from the Canadian Roy did, however, observe that in Ontario, all infra- Imperial Bank of Commerce (CIBC). structure projects are run through a P3 screen to determine if they might be viable P3 projects. Roy Greene started the session by asking panel members observed that even if a project does not qualify as a how the distinction of type of service affects the source P3, the screening frequently identifies faults that may and type of federal funding a project can receive. No improve the financial performance or procurement one on this panel reacted to the question, but it was strategy for the project. “American infrastructure proj- later addressed by panel participants in the third session. ects could benefit from such a screening process,” Roy observed. Observing that passenger trains continue to attract more and more riders, and that within the next 30 years the Misiak introduced forum attendees to the U.S. American population will grow by approximately 70 Department of Transportation’s new Build America million, Porter opined that things were moving in the Transportation Investment Center (BATIC), noting that right direction of intercity passenger rail. The federal the center is focused on creating a more customer- government has invested more than $10 billion in pas- driven funding and financing tool. “Private invest- senger rail since 2010, especially in the NEC, that for the ment needs to be brought to the table,” Misiak said. first time ever, the surface transportation reauthoriza- “BATIC helps project sponsors make their projects tion, known as the FAST Act, contained a rail title that more attractive to private investment and improves contained a $2.5 billion authorization for rail improve- the environment to attract better investment strate- ments through three separate programs, and that even gies for improve project deliver.” Amtrak received a net benefit. But, she observed, all of these developments underscore the need for more Currently BATIC has approximately $7 billion in federal funding and financing for passenger rail, especially a credit assistance available and is managing a port- long-term, predictable funding mechanism. folio of $18 billion in infrastructure investments. It has produced a best practices guide and is offering Roy, who co-authored the first and onely Transportation technical assistance to help projects capture more Research Board (TRB) National Cooperative Rail Research private investment. Overall, Misiak said, BATIC wants Project titled, “Alternative Funding and Financing to promote expanded use of federal credit tools like Mechanisms for Rail Projects,” noted that virtually all pas- TIFIA and RRIF, innovate new approaches to project senger rail projects throughout the world require public delivery, and adapt approaches used in other trans- funding. The question is how does the gap between gov- portation modes including streamlined project review ernment funding availability and the cost of providing and accelerated project delivery. the passenger rail service get filled? Recent BATIC successes include the Pennsylvania A variety of funding sources, some frequently over Rapid Bridge Replacement P3, and the Port of Newark looked, are available said Roy. These include branding, Container Terminal, a TIFIA-based P3 that derives its

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funding from within the gates of the terminal. shortfalls. He admonished the current Administration for misrepresenting its passenger rail initiative, and CIBC’s Mahon observed that private investment infra- urged that passenger rail advocates focus on incre- structure already exists in the United States, jut not in mental improvements that deliver higher-speed, passenger rail. She attributed the lack of private invest- more reliable intercity passenger rail service. That’s ment in passenger rail to a misheld notion about gov- an objective within reach he said. ernment subsidy. “Government subsidy is actually ‘government equity,’ and it needs to be monetized. The Blumenauer called the inclusion of a rail title in the government should be selling its equity to the private FAST Act transformative. “It affords the opportunity to sector, and in so doing, the funding gap can be filled,” put all the pieces of a transportation system together. Mahon said. “Unfortunately,” she observed, “to do that It’s a recognition of where America as a society is in the United States would require new budget policy, headed,” Blumenauer said. and that is not likely to happen in today’s politically charged environment.” The Oregon congressman urged that future success is dependent on people like those gathered for the Mahon also observed that reducing a project’s cost is Forum to become advocates. “It’s essential, and the like finding new money. To make her point, she noted FAST Act should provide the energy and credibility to the massive overdesign of passenger rail equipment get the job done,” Blumenauer observed. to make it ‘‘crash-worthy.” No private investor is going to see a return on their investment in passenger rail “If you craft your advocacy properly, you can achieve rolling stock she said. effective reforms that are not threatening to the environmental and other potential passenger rail champi- Greene asked the panel for their views on the impact ons,” Blumenauer said. “Focus on building a coalition of uncertain public policy on the willingness of the of supporters in small communities, with developers, private sector to invest in public projects like intercity and with others who may not be considered tradi- passenger rail. Panel members were unanimous that tional intercity passenger advocates. Look to pursuing uncertainty discourages private investment. performance-based standards as opposed to overbur- dening regulations. Let’s continue the conversation.” Keynote Speaker - The Forum took a luncheon break and the featured guest speaker was U.S. Representative The third session – Leadership and Governance – Earl Blumenauer (OR-3), a true champion of intercity was moderated by Al Engel, vice chair of APTA’s High- passenger rail. Rep. Blumenauer noted that Congress Speed Rail and Intercity Passenger Rail Committee, and was attempting to accomplish a year’s worth of work included Stephen Gardner, Executive Vice President, in 10 days, but in passing the FAST Act, Congress was Northeast Corridor Business Development, Amtrak; setting the stage for a welcomed and long-sought Darrel Johnson, CEO, Orange County Transportation debate over infrastructure funding, especially funding Authority (OCTA); and, Emily Stock, Manager of Rail for passenger rail. Blumenauer called intercity passen- Planning, Virginia Department of Rail and Public ger rail a program that will not die no matter how hard Transportation (VDRPT). Congress tries to kill it. Gardner led the panel’s discussion by noting that With the upcoming elections, Blumenauer observed, federal leadership is absolutely essential for Amtrak there should be a better policy environment to address to build a network of targeted high-speed rail services. intercity passenger rail rationally. Also, he noted, there He noted that presently, federal and state leaders do are many good corridor projects underway across the not view high-speed rail as necessary, and that per- country that will improve connectivity and promote ception is affecting projects including California, Texas, economic development. This progress will help set Virginia, Florida, and the Midwest. Can any of these the stage for an even better passenger rail reauthori- projects get off the ground as high-speed rail initia- zation in five years. tives and change that perception?

Blumenauer urged Forum attendees to use the next five Fortunately, Gardner conveyed that the FAST Act years wisely, to develop strategies that address current will help change that perception because it reflects

SPEEDLINES | MARCH 2016 WASHINGTON, DC 14

VDRPT’s Stock said her agency is focused on the devel- general agreement in Congress that a national passen- opment of the Southeast High-Speed Rail Corridor, a ger rail network with targeted corridors for high-speed higher-speed shared use corridor connecting the NEC service has value. “The tension is in favor of preserving to points south through Virginia, the Carolinas and and improving the network,” Gardner said. Georgia.

Gardner noted that the integration of rail into the entire Virginia has been able to leverage a variety of federal, transportation system is very positive. The FAST Act is state and private sector resources to advance its transformational. The separation of the national network program. For example, Stock noted, the Commonwealth and NEC is very helpful. It will enable Amtrak to lever- matched American Recovery and Reinvestment Act age its assets to promote growth. (ARRA) grants with state funds and a high level of collaboration from host railroad CSX. NEC Future, the plan for the Northeast Corridor, is an important opportunity to engage stakeholders on the As a result, Stock said, the Tier 1 environmental impact question of the role of passenger rail in the regions trans- study (EIS) has been completed for the Washington to portation system. It promotes collaboration. It moves Richmond (DC2RVA) section of the Southeast Corridor, the Gateway project forward. It addresses service and a corridor that was originally defined in 1992. Plans resilience. It promotes collaboration among the various call for incremental improvements on shared tracks. stakeholders, and it recognizes the need for intercity pas- The Tier 2 EIS is about to be completed. The project senger rail in the corridor. brings together all affected parties to improve the corridor’s design, and to improve reliability, travel times OCTA’s Johnson said leadership from the state govern- and service frequency in the corridor. ment in California has been critical to the states 40 year- old intercity passenger rail service. Early on, Johnson Stock said the initiative has received criticism because said, the state government realized the potential of rail even though speeds in the corridor will be well below and decided to do for rail what it previously did for high- the defined speeds for true high-speed rail, the FRA ways. The California state government raised its own requires Virginia to use the term, “high-speed rail,” money, planned its own projects, and managed and because the ARRA program was labeled “high-speed operated its own system. rail. More flexibility in the nomenclature would lend improved credibility to the project, Stock said. Johnson relayed that OCTA has sought to transform existing state-sponsored intercity rail service to be Stock noted that VDRPT has been successful in using more responsive to local needs, issues and consumer Federal Highway Administration rail crossing and other demand by laying a foundation with study, creating enhancement funds because these projects help alle- new governing bodies, joint powers authorities with its viate highway congestion. own governing by-laws, establishing local governance for regional systems (LOSSAN Board, San Joaquin and VDRPT’s federal wish list includes more money, more Capitol Corridor), and leveraging resources and respon- flexibility to use federal money for a variety of needs, sibilities while minimizing financial risk. support for innovations in a shared-use-corridor, dual- powered locomotives, construction of convertible Governance relationships, Johnson said, are based on a height station platforms, change in the definition of performance matrix that drives flexibility and change. high-speed rail and other related terminology, and con- For example, each unit that is part of the LOSSAN Board tinued support and cooperation from FRA. has the ability to manage its own unit, but there is general agreement that if one unit adopts a strategy that proves The panel was asked, how does a legislative proposal successful, other units have the ability to both adopt and get “birthed?” Suppose the progress from ARRA con- partner in that strategy’s implementation. This approach tinued. What changes could be envisioned? has been particularly successful in the areas of branding and promotions. The strategy is to integrate all avail- Gardner said that the industry is much further along able resources. than it was in 2009. FRA has transformed itself with greater capacity. There was a mis-match between

SPEEDLINES | MARCH 2016 HSR POLICY FORUM 15

Session 4 – Top Priorities and Next Steps – Forum breakout discussions and reports – Eric Peterson summarized the prior sessions, noting that the first high-speed rail forum in 2014 followed the APTA Board of Directors adoption of a set of 22 legislative principles to advance the renaissance of intercity passenger rail service, and especially high-speed rail in the United States.

Peterson observed that there was general agreement that passage of the FAST Act with the inclusion of a rail title represents a transformative moment for American intercity passenger rail. Many, but not all of APTA’s legislative principles were embraced in the FAST Act, and that much work remains to be done.

The discussion and presentations in each of today’s forums suggest that conditions are not as gloomy as some might suspect, that there are alternatives available, that there is much opportunity for innovation, and there is need for policy reform, especially in the areas of regulation, project definition, and levels of effort. funding availability and project readiness. There is always going to be a tension between locally grown What is also clear is that with the passage of the FAST projects and federal expectations – there is much more Act, the industry has been given a window of opportu- work needed to develop performance-based measures. nity through which it can recruit its champions, orga- nize and execute its education initiatives, and develop Johnson suggested that people think about organiza- its strategies to align the appropriate levels of govern- tional theory and structure. In the beginning issues had ment engagement at the local, state and federal levels to be settled by the governor. Now there is an orga- with the aspiration of a well developed, multi-modal nization and delegations of authority that can handle transportation system that maximizes mobility options, virtually all issues related to OCTA and the California including intercity and high-speed passenger rail in cor- high-speed rail initiative. ridors where it is appropriate.

Stock noted that Virginia’s partnership with CSX has To set the course and sound the call to action, forum been critical, particularly in areas such as modeling attendees organized themselves into three break- standards, station design, and routes. out discussion groups – Planning and Environmental Clearance; Funding and Finance of Intercity and High- What about multi-year funding, the panel was asked. Speed Rail Systems; and, Leadership and Governance. Each state and corridor is different. Is there an advan- tage for Amtrak to receive multi-level/multi-year The following is a summary of the discussion and rec- funding to address its priorities? ommendations from each of the three breakout groups:

The panelists were unanimous that multi-year funding Planning and Environmental Clearance – Mike Davis, is critical. “We need champions to obtain and ensure ICF International – this breakout group expressed con- multi-year funding,” Gardner said. “The task for the next cerns about NEPA inflexibility. five years is for stakeholders to come together with plans and the champions to get the job done.” One participant said that the FAST bill shows a trend of Congressional rollback of NEPA regulations. Others “The potential investor is looking to invest in a national said they would like to see the lead agencies exhibit system as an asset. Investors are petrified by NEPA,” more flexibility and recognize the abilities of FTA/ Johnson observed. FRA/FHWA to use each other’s NEPA procedures and determinations.

SPEEDLINES | MARCH 2016 WASHINGTON, DC 16

Leadership and Governance – Dominic DiBrito, LTK The Tappan Zee Bridge project was referenced as a good Engineering Services – Don’t be partisan, but start example of NEPA streamlining with Washington, D.C. with the top leadership at the local, state and federal pushing for the consolidated permit reviews. The big issues levels. Have a strong political will – It worked for the are: (a) Getting better buy-in during the planning process; highway system. High-speed rail is advancing world- (b) Setting public expectations by better educating it about wide because of political will. Look to U.S. models of the purpose of NEPA; and, (c) Doing outreach and consen- integrated systems that might be adaptable as a gov- sus building on alternatives during planning and keeping ernance model for intercity and high-speed passenger NEPA focused on disclosure of impacts. rail. Success in this field will be dependent on the integration of governance that allows everyone to have a AMTRAK is focusing more on customers to help get atten- seat at the table. tion for funding from Congress. They understand that an activist customer base becomes an advocacy group for rail Limit the number of opportunities by which the reg- improvements. “Locals need to tell elected officials what ulatory review and permitting processes can be chal- needs to be done.” Public engagement is not an attempt lenged and delayed. Is the issue really meeting require- to buy-off of opposition. It is intended to build stake- ments of the NEPA review, or is it about the number of holder support even if in the end there is still some resid- opportunities for litigation? ual opposition. NEPA needs to be rethought. Design alternatives The group was unclear about how the FAST Act affects should be decided before the NEPA study process FRA’s ability to engage in consultation with other agen- begins. NEPA was not intended to be the place where cies to coordinate and streamline the review process while design alternatives are reviewed. addressing NEPA requirements and environmental NGO’s desires. Specifically, there were questions about how to Redefine the objective of “Buy America.” In current get communities so engaged that they will get Congress form Buy America limits innovation. Help Congress to support the high performance rail program. understand what the original intent of Buy America was. Participants noted that Hill staffers say Congress doesn’t hear from constituents about rail, and with so many members Whatever is done, recruiting Congressional champions of Congress opposed to the Administration’s high-speed is paramount. Congress can get behind proposals that rail program, the notion of a $50 billion program may be have a positive message. Give Congress that message! an over-reach. Conclusion – At the outset, this Forum was intended By contrast, the group noted how the Amtrak NEC to evaluate how many of the 22 principles outlined in Commission is getting locals involved and invested. As a APTA’s legislative proposal for a federal high-speed and result, there is a broad NEC voice from the states. intercity passenger rail program were achieved with the passage of the FAST Act, and what more needs Others encouraged setting timeline or moratoria restric- to be done to get the program to “the tipping point.” tions on the NEPA process, as well as getting the process more focused on impact analysis and not a beauty contest In general terms, much progress has been made over for alternatives and win/lose positioning. The Minneapolis the past five years, but much work remains. States, local I-35 Bridge replacement project is an example of how the communities, corridors, and Amtrak have attempted to environmental process should work. work around many of the current obstacles that impede the renaissance of intercity passenger rail and the intro- Funding and Finance of Intercity and High-Speed Rail duction of true high-speed passenger rail service in the Systems – Lindsay Collins, Chambers, Conlon & Hartwell, United States. There have been some successes, and LLC – Buy America and RRIF requirements need to be more many disappointments along the way. Policy forum flexible. There should be tiered requirements depending organizers are hopeful that this conversation and its on the level of federal investment. Projects should be more recommendations will set the stage, and give American business oriented … make the business case for intercity high-speed and intercity rail development the momen- and high-speed passenger rail. tum to reach the tipping point.

SPEEDLINES | MARCH 2016 17 LEGISLATIVE NEWS 2016 Contributed by Peter Peyser, President, Peyser Associates

Congress in December National Network. It does not operating grants to restore enacted a multi-year surface require that Northeast Corridor service on lines where Amtrak transportation reauthoriza- revenues stay on the corridor, service was terminated or tion bill that included a com- but it does set up a procedure enhance service on existing prehensive rail title. Through Amtrak must follow to make lines. a good part of 2015, most transfers away from the corridor • Intercity Rail Financing observers would have said we that is intended to ensure trans- – The bill makes a number of would not be able to write that parency and specific Amtrak improvements to the RRIF loan sentence in 2016. It is a tribute board approval of the transfers. program. Among the most to the hard work of rail advo- • Intercity Passenger Rail important are the establish- cates, including many readers Grants – The bill establishes ment of a process of issuing of this publication, that we can three new grant programs for Master Credit Agreements to indeed write that sentence intercity passenger rail: cover a program of projects and and then discuss how the leg- o Consolidated Rail the inclusion of Transit Oriented islation advances the cause of Infrastructure and Safety Development (TOD) projects as intercity passenger rail in the Improvements – Provides $1.103 eligible in the program. United States. billion over five years for a wide • Stakeholder Engagement First, let us review the key range of projects to plan, build in Rail Planning – The bill estab- rail provisions included in the and improve the infrastructure lishes two committees – one FAST Act: needed for safe and efficient for state supported routes and • Amtrak Funding ¬ The bill passenger rail service. one for Gulf Coast rail service – supplies $ 5.454 for the National o Federal-State designed to bring key players Network and $2.596 billion for Partnership for State of Good outside of Amtrak into the the Northeast Corridor over Repair – Provides $997 million process of planning for future five years. over five years for capital proj- intercity rail service. • Amtrak Accounting¬ The ects to repair existing rail assets. Taken together, these pro- bill requires Amtrak to set up o Restoration and visions indicate that Congress separate accounts for the Enhancement Grants – Provides gave considerable thought Northeast Corridor and the $100 million over five years for to taking steps that would set

SPEEDLINES | MARCH 2016 LEGISLATIVESECTION OUTLOOK NAME 18 the table for a more compre- Secretary Foxx appeared before hensive approach to develop- the subcommittee to defend it. ing intercity passenger rail in It appears unlikely any part of the United States. By making it will be included in the fiscal Amtrak more transparent, bring- 2017 appropriations bill. ing more players into the game, Passenger rail advocates establishing grant programs and surveying this landscape might improving financing opportuni- well ask “Did the FAST Act help ties, Congress created some of us in advancing our agenda?” the key conditions for growth The answer to that question is in the passenger rail network. certainly “yes.” However, the bill What they did NOT do, however, leaves much work to be done. is supply adequate funding to The venues to do that work help make that growth happen. have been expanded by the The funding for Amtrak and for creation of the new committees the grant programs established on rail service. The opportuni- under the bill is woefully inad- ties to push for more funding equate to advance significant are there because of the autho- new passenger rail service. It is rization of new grant programs. arguably not adequate to even Passenger rail advocates sustain the level of service we can begin the work by contact- now have. ing their Members of Congress The three new grant pro- and asking them to push for grams established in the bill took appropriations in fiscal 2017 a hit to their already low funding for the grant programs created America has levels when Congress failed to in FAST and to provide the fully always been a appropriate any funds for them authorized amount of funding in the fiscal 2016 appropria- for Amtrak. At the time this nation on the tions bill for transportation. This article is published, Congress move. But an means the first year of authori- will be in the heat of dealing aging and crumbling trans- zation for these grants is essen- with those appropriations bills. tially lost. So the time for action is NOW. portation system is not only The Obama Administration slowing Americans down, clearly recognized the gap between aspiration and funding it’s reducing productivity, when it released its fiscal 2017 undermining our ability to budget on February 9. As part of move products across the an initiative to boost clean trans- More details: portation, the Administration country and around the proposed spending $3.2 billion FAST ACT - TEXT H.R. 22 world, and increasing con- in fiscal 2016 alone for grants to improve the existing passen- click on text gestion and air pollution. ger rail network and build new It’s time to get America rail links. The entire transpor- USDOT’S SUMMARY OF moving again! tation budget proposal from THE FAST ACT the Administration was termed “obnoxious” by the Chair of FAST ACT ESTIMATED – U.S. Chamber of Commerce the House Appropriations PROGRAM TOTALS Committee’s Subcommittee on Transportation-HUD when

SPEEDLINES | MARCH 2016 19 TRANFORMATIVE HIGH-SPEED RAIL

Contributed by Mark Walbrun, PE | Mott MacDonald, Practice Leader, Rail & Transit East

Planners for transformative high- this actually refers to the problem potential travelers cannot factor it in. speed rail projects (projects that will in typical urban areas where train substantially change travel activities routes to reach central business dis- Developing a reliable system in a given corridor) know that five tricts must traverse tight curves, and a resilient system are also two major factors will determine the rid- grade crossings, or complex inter- different things. Reliability is based ership demand. For a truly world-class lockings. Speeds are therefore on optimizing regular operations. system, all five will be optimized. These limited, so minimizing these sec- Resilience is the ability to recover factors influence route alignment, tions is key. It takes 25 miles of when things don’t go as planned. The station locations, track speed, service upgraded track running at 150 frequency of main line cross-overs is planning, rolling stock attributes, and mph vs. 120 mph to make up for 5 one investment that impacts both. maintenance planning. miles (10 minutes) of running at 30 mph instead of 60 mph in an urban 2. Access Time 1. Travel Time area. Spending time on the urban The location of high-speed rail Two benchmarks are critical to alignment can therefore pay big stations is of paramount impor- the success of any rail service. The first dividends. tance in obtaining the best possible is the station-to-station travel time. “capture” area. Potential customers While top speed is a useful number The second key benchmark is factor in the access time and add for marketing the service, the overall reliability. Frequent travelers under- it to the overall travel time. Access station-to-station travel time is what stand that many circumstances can time includes both the time needed most riders will compare to auto and affect the punctuality of any trans- to get from your location to the air travel time. Ridership models have portation service. They factor that station and the processing time at shown that the potential user pool into their mode decision. Therefore, the station. Locations near business increases significantly when train travel average lateness is essentially added districts with access to high-quality time is noticeably less than auto travel to the overall travel time. transit are ideal. Stations designed time. As train travel time approaches so travelers can quickly move from air travel time, a substantial portion of Because transparency is lacking, local transportation to the boarding the travel market can be obtained. reliability is not a consistent or pre- platform will minimize access time. dictable influence on choice. Stories Stations not as well located need Optimizing the overall travel time about one very late train on social large parking structures near to the should be a key goal when designing media can overcome months of station, connected with enclosed a high-speed rail route. A commonly stellar performance. On the other pedestrian walkways heard aphorism is “to go fast, don’t hand, since punctuality is not often go slow.” While seemingly obvious, shown on booking sites, most Ways to minimize station processing time can include web-based

SPEEDLINES | MARCH 2016 TRANSFORMATIVE HSR 20 ticketing to avoid ticket lines, clear spectrum of issues. It includes things allow for true high-speed train oper- wayfinding, accurate train status like seat comfort, time to find open ation is a combination of intuition, boards, and fast vertical transporta- seats (if not reserved), availability of engineering, environmental aware- tion from the station to the correct food, restroom conditions, boarding ness, political savvy, and economic platform. Fast elevators and escala- ease, and climate control. Branding understanding. It is an art with a sig- tors are a common solution. holds sway here as well. Virgin Trains nificant dose of science, involving in the UK and Italo in Italy offer a multitudes of trade-offs. Essentially, potential travelers heavily advertised product that has look at overall train travel time, reli- a cachet that riders often mention The alignment team needs to find ability, and access time to compare when discussing their travel plans. If the best route that balances compet- kinematic options for a particular the service has high brand awareness, ing interests of cost, performance, travel time slot. It is then that the potential riders feel they don’t have to capacity, reliability, and resilience. next aspect comes into play. make excuses for their selection and This will require numerous iterations. are often drawn to the experience. Eventually the selected plan needs to 3. Frequency be checked against the original crite- Most successful high-speed rail Here is where the U.S. can lead ria to see if the new line will be truly systems across the world operate in high-speed rail development. transformative. at minimum one-hour headways Standing outside on open plat- for much of the day. Intercity trav- forms, being buffeted by freezing air This is possible for many cor- elers are tolerant of operations that or sweating in high temperatures and ridors, even in a highly developed don’t exceed two-hour headways, high humidity, is not something most nation with vocal constituencies. The but show a clear preference for one- air or auto passengers are subjected best plan may be developed with hour service. to. With the help of Positive Train overlaid commuter rail, regional rail, Control GPS locations and platform or coordinated bus service. It may Anything beyond two hours edge doors, now widely available in serve established markets or be posi- will significantly limit the potential Asia, we can keep our platforms com- tioned to advance new areas. It will be ridership. This limitation particu- fortable and secure while providing a transformative. larly affects return journeys, where large boarding “lounge” for riders to travelers are unsure about which wait where they want to — right next train they will be ready to take. to the tracks. Instinctively, travelers will add half of the headway to the overall travel 5. Price time. The impact of price on travel decisions is often reduced once the HSR will The span of service (early above factors are considered. Most serve to morning to late at night) can also successful high-speed rail systems impact travel decisions. Services offer a wide variety of fares calibrated make that don’t start early enough for to different market groups. These better the a mid-morning arrival, or stop include last-minute business travel- running too early to accommodate ers, choice riders for whom comfort existing transportation evening entertainment, will limit is key, mid-range travelers willing to ridership. Ridership studies have book in advance, economy-minded network by providing shown that lack of a “worst-case” travelers willing to accept off-peak one more viable option late departure can significantly departures for savings, etc. Tie-in pro- affect choice of mode. Of course, motions with entertainment venues and means of transport the need to invest in a longer span can bring in travelers who don’t want to more effectively and of service is balanced by the need to bother figuring all this out — they to maintain the infrastructure and want someone to do all the work and efficiently move people rolling stock, usually at night. give them a price and schedule. around the country. 4. Comfort Identifying Potential Corridors This heading covers a whole Developing rail corridors that SPEEDLINES | MARCH 2016 IN THESECTIONWHO SPOTLIGHT IS NAME WHO 2121 SPOTLIGHT YOU SHOULD GET TO KNOW US

MARK WALBRUN VICE PRESIDENT / Practice Leader MOTT “High-Speed Rail will provide the United MACDONALD States with travel options that will energize Rail and Transit East our economy, allow for productive collaboration among regional companies, and seemingly compress distances between key attractions in nearby cities.”

CHRISTINE SUCHY DIRECTOR “This is an exciting time for passenger rail. Demand is stronger than ever, new partnerships are being formed, big and bold projects AMTRAK such as the Gateway Program are taking Finance, shape, and Amtrak is procuring new high- Grants Administration speed trainsets that will define how people travel on the Northeast Corridor. Rail is part of the transportation solution, and Amtrak and our NEC partners are challenged to ensure that the NEC can meet the demand.”

ERIC PETERSON POLICY ADVISOR Infrastructure “I grew up in eastern Wyoming right next to funding and the Burlington Northern line which I took to finance, public college until service was ended in the late transportation, and 60s. Intercity passenger rail was and will intercity and high- again be an important part of the nation’s speed passenger multi-modal transportation system. I am rail issues committed to making that concept a reality.”

SPEEDLINES | MARCH 2016 22 THE CHUNNEL LESSONS LEARNED THROUGH THE DECADES

Eurostar is a high-speed train connecting Great Britain to Continental Europe. The Eurostar travels via the Channel Tunnel that runs 31 miles (50 km) along the English Channel. This unique train will take you from London to Paris in 2 hours and from London to Brussels in 2 hours and 15 minutes. The Eurostar also travels direct to Calais, Lille and Disneyland Paris (Marne-la-Vallée) and offers seasonal services to southern France in summer and the French Alps in winter.

Tunnel Group (TML) was the subject of this gov- The original idea for a tunnel to cross the English ernment oversight. Channel from England to France was advanced by French engineer Alert Mathieu in 1802. But it took TML was a bi-national entity comprised of two nearly two centuries before Mathieu’s channel cross- banks and five construction companies on the ing concept became a reality. Today, the EuroTunnel, British side and three banks and five construction the 31 mile underwater rail link between Conquelles, companies on the French side. An entity called the France and Folkestone, United Kingdom (U.K.), is Maître d’Oeuvre was employed as a supervisory part of a larger high-speed rail network that con- engineering body by TML to monitor the project nects London to Paris and Brussels, and someday and report back to the governments and the banks. soon will stretch even further into the U.K. and Europe. The treaty also required that all of the funding for the project come from the private sector, with not The Chunnel itself is a complex engineering, finan- even a loan guarantee from any governmental cial and operational feat, and a mundane utility that entity. The originally estimated cost of the project many today take for granted. Without it, however, was approximately $10 billion. By the time the much of the economic vitality of the U.K. and the project was completed the actual cost was nearly European Union (E.U.) would be lagging. double.

Since the signing of the Franco-British Treaty of With this governance and financial structure Canterbury by British Prime Minister Margaret setting the policy parameters of the project, TML Thatcher and French President François Mitterrand proposed to build the Chunnel by tunneling from on February 12, 1986, many scholars, industry both the British and the French sides, with tunnel experts and pundits have marveled at the success completion to be achieved somewhere near the and shortcomings of the project’s construction. middle of the English Channel, 150 feet under the Many too have opined on the lessons learned from seabed. the launch and completion of the Chunnel’s construction as well as its on-going operation. Challenges:

In addition to authorizing the construction of a In his memoir on his tenure as the chief executive of one-of-kind bi-national infrastructure project, the TML, Jack Lemley noted the challenges facing the treaty authorized the creation of a bilateral govern- project because of the linguistic and cultural dif- ment organization called the Intergovernmental ferences of the parties in this bi-national arrange- Commission (IGC) responsible for monitoring all ment. Lemley observed that the engineering, work matters associated with the construction and oper- plan, and communication strategies of the English ation of the Chunnel, together with a safety author- were very different from the French, and the chal- ity to advise the IGC. The private sector contract- lenge was to constantly meld the differences, keep ing organization that was selected to build and everyone focused on the same objective, and con- operate the Chunnel, France-Manche-Channel tinue to make progress.

SPEEDLINES | MARCH 2016 THE CHUNNEL 23

There are two railway tunnels, and a service tunnel. The work began on in 1986, and took four years to connect the two sides.

On December 15, 1987, boring of the Chunnel the project has been afflicted with delays, disputes began on the English side. The French began and financial crisis, but that following a financial reor- boring on February 28, 1988. Over the next six ganization through which the original investors lost all years more than 13,000 engineers, technicians of their investment, annual passenger ridership had and others labored underground using 11 massive grown to 325 million, and Groupe EUROTUNNEL paid boring machines to bore and finish three tunnels (a its first dividends to stockholders in 2009. north rail tunnel, a south rail tunnel and a service tunnel), and install all of the equipment and In its February 18, 2016 statement of annual results, systems required to make the Chunnel operational. the Groupe EUROTUNNEL announced that in 2015 its revenue increased by 5 % to €1.222 billion; that earn- Over the course of this six-year construction period ings before EBITDA increased to €542 million; that net there were many celebrations, the first occurring consolidated profit increased to €100 million; and, when the breakthrough of the service tunnel that there was a 22% increase in the dividend to 0.22€ occurred on December 1, 1990. Breakthroughs per share. on the north and south rail tunnels occurred on May 22, 1991 and June 28, 1991 respectively. On Groupe EUROTUNNEL went on to report several December 10, 1993 TML handed the Chunnel over improvements in its Shuttles transport services includ- to EuroTunnel, the private corporation created to ing that 2.6 million passenger vehicles, 1.5 million operate and maintain the Chunnel from that day trucks, and 10.3 million Eurostar passengers used the forward. And on May 6, 1994, Queen Elizabeth and EUROTUNNEL in 2015. French President Mitterrand officially opened the Chunnel for commercial operation. Looking ahead, Groupe EUROTUNNEL anticipates continued growth in its truck and car shuttle service, Since actual revenue service began on the Chunnel adding the capacity of three new truck shuttles, on June 1, 1994 nearly five times the U.K.’s popu- the launch of new high-speed rail service between lation has passed through the Chunnel, as well as London and Amsterdam, and continued growth in enough automobiles and trucks to stretch from the its freight rail service as well. earth to the moon. Lessons Learned: On the 20th anniversary of the opening of the Chunnel, the Financial Times’ Jane Wild noted that So given its rather turbulent, but – apparently – more

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SPEEDLINES | MARCH 2016 LESSONS LEARNED 25

successful recent experience and anticipated future Channel Tunnel. These issues included the project’s performance, what are the lessens to be learned bifurcated, bi-national management structure, the from the Chunnel that might be applicable to project’s incomplete planning, changes in the man- America’s future renaissance of intercity passenger agement structure during the construction of the rail and the future introduction of true high-speed project, the intervention of IGC, the challenges of passenger rail service? securing project financing, unexpected geological conditions, conflicting management priorities, the In their Harvard Business Review case study of the complexity and sensitivity of the boring machines, Euro Chunnel Project, Arnold, Baer, Boyle, et al the potential for flooding and tunnel collapse during (2015) examined the project’s procurement man- boring, the unexpected realization that the tunnel agement from its inception to its development and required air conditioning, and the complexity of the implementation and its closeout. They graded the government-required fire protection systems in the project poorly managed and executed. Chunnel and on the rolling stock.

The Harvard reviewers’ evaluation tied directly to Thomas G. Donlan, editorial writing in Barron’s the issues raised by Jack Lemley regarding the dif- (January 12, 1998) noted that, “the greatest divides to ferences in culture, language and custom, and the be spanned by the tunnel were the cultural channel desire to be deferential while at the same time main- between Britain and France, the economic chasm taining a focus on the larger picture. The result, from between the banks and contractors, and the regula- both Lemley and the Harvard reviewers’ perspec- tory gulf between government and private industry.” tives, was that planning time frames were too short, contributing to a scope of work that was not fully On this last point, Donlan wrote: defined or developed. Budget estimates and sched- ules were not accurate. Contractor choices were “The governments that took no financial responsi- poor, and overall management was chaotic with bility for the construction or operation of the tunnel lapses in vital communication, massive corrections demanded and received regulatory oversight of and unanticipated challenges resulting in huge cost every aspect of safety. They set up two interna- overruns. The Harvard reviewers concluded that tional regulatory bodies, both funded entirely at the more resources were spent assigning blame than expense of Eurotunnel. Neither had any responsibil- finding solutions. “But in the end the project was ity for the costs of their decrees. completed.” “The regulators, working at times with Eurotunnel Firm-fixed price contracts were used throughout the and at times against it, would impose most of the project. But because the project’s scope of work was alleged improvements on the contractors’ design limited, the actual work contracted was frequently and create most of the delay -- the two factors that inadequate for the completion of each of the proj- expanded costs.” ect’s tasks. This resulted in numerous change orders, which drove the overall project cost well beyond the For Americans contemplating the future of intercity original estimates. Additionally, because of the orig- passenger rail and the possible evolution of true inal governance of the project, the banks and gov- high-speed passenger rail, it is easy to become frus- ernment officials were given overreaching regula- trated over the limited progress the United States tory authority that went well beyond their techni- has made in the past decade. But we can, however, cal capacities – in the case of the bankers, and their take solace in the fact that the challenges ahead of financial or fiduciary responsibilities – in the case of us are much less daunting than the challenges faced the government representatives. by the pioneers of the Chunnel. They persevered and ultimately saw the light at the end of their tunnel. In their retrospective review of the project, “The America can too. Channel Tunnel: A Project Management Perspective,” Srivatsav, Joys, et al, identified several key issues that contributed to the difficulty of delivering the

SPEEDLINES | MARCH 2016 26 By Kenneth G. Sislak Associate Publisher APTA HSIPR Committee STATES ROUNDUP PASSENGER RAIL PROJECT PROGRESS

In late February thousands of million for rail state of good repair, on January 30. The Draft EIS, pre- people lined railroad tracks and and $20 million for rail restoration pared by a joint venture of AECOM gathered at shuttered stations all grants. and Parsons Brinkerhoff, encom- across the Gulf Coast from New However, Congress did not appro- passes the entire main corridor Orleans to Jacksonville, Florida. priate any additional funding for between Boston and Washington DC. They assembled to demonstrate passenger rail in FY 2016 beyond Cost estimates for corridor improve- their support for restoring pas- the flat-funding of Amtrak at $1.39 ments range from $19.9 billion (No senger rail service along the Gulf billion ($288.5 million operating, Build, 2014 dollars) to between Coast, which had been wiped out $1.1 billion capital). President $64 and $308 billion (Build alterna- by Hurricane Katrina more than ten Obama’s recently-proposed FY tives, 2014 dollars). All the alterna- years ago. Businesses and schools 2017 budget includes substantial tives assume steel-wheel technol- closed early to allow a diverse increases to high-speed and pas- ogy. These improvements range crowd of people, rich and poor, senger rail funding sources. The from maintenance of the existing young and old, from cities large budget proposal includes raising infrastructure to next-generation and small, to assemble and watch the funding level from $1.39 billion 220 mph high-speed service using an Amtrak inspection train pass to $2.32 billion. But like most pro- alternate corridor segments. The by carrying the FRA Administrator, posals from President Obama, the FRA is now tasked with identify- civic and local leaders. They held FY 2017 budget is expected to meet ing a Preferred Investment Program signs proclaiming, “We need pas- staunch resistance in Congress. (Preferred Alternative) for analysis in senger rail back on the Gulf Coast.” As an advocacy organization, APTA the Tier 1 Final EIS and incremental This is proof that not just a handful must keep Surface Transportation implementation. of true believers are interested in Board (STB) members, state legis- • The Southern Rail restoring and improving passen- lators and congressional represen- Commission (SRC), including repre- ger rail for nostalgic reasons. It is, tatives informed of the need for sentatives of the states of Louisiana, “We the people.” improved rail passenger service. Mississippi, Alabama and Florida, has Congress has been somewhat What follows are brief discussions coordinated with Amtrak to study responsive to the pleas of con- of the how states and local com- restored passenger service between stituents from across the country. munities are getting involved in the four states. The proposed service On December 4, 2015, President planning and implementing the is marketed as Gulf Coast Passenger Obama signed into law the Fixing investments needed to restore and Rail. An Amtrak report published America’s Surface Transportation improve intercity passenger rail in December 2015 identifies two Act of 2015 (FAST Act), authorizing services from around the country: leading alternatives: 1) an exten- intercity rail passenger investment Interstate Regional Planning sion of City of New Orleans national programs for five years: $1.45 billion • Northeast Corridor (NEC) corridor service, which currently for Amtrak, $98 million for rail infra- FUTURE – The public comment travels between Chicago and New structure and improvements, $82 period for the Tier 1 Draft EIS ended Orleans, to Jacksonville and Orlando,

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Florida; and 2) state supported service regional planning studies in the between Tucson and Phoenix, between New Orleans and Orlando. Midwest and Southeast. The plans and a local service would stop at Amtrak’s Crescent service between will unite state rail planning in these several communities along the New York, Washington, Charlotte, regions, foster multi-state coordina- way. There is currently no con- Atlanta, Birmingham and New Orleans tion, and provide a framework for struction schedule and no funding would connect at New Orleans. Amtrak’s interstate and inter-regional passen- identified for a project to build a Sunset Limited would also connect at ger service planning. FRA will soon rail system between Tucson and New Orleans. Amtrak’s Silver Service/ announce its selected consultant Phoenix. It will be up to the public Palmetto and Auto Train would connect teams for these multi-state passen- and policymakers to decide if the at Jacksonville. SCR has prioritized three ger rail studies. project is feasible and how to gen- additional, unfunded Southern regional erate the funding to pay for the passenger rail routes, including: State Updates project. The Final EIS is anticipated The I-20 Corridor between Dallas, to be completed by Spring 2016. Shreveport, Jackson (MS) and Meriden; Alabama – Last year we high- AECOM, HDR, Jacobs, and Parsons Baton Rouge—New Orleans; and lighted the 2013 feasibility study for Brinckerhoff helped prepare the Birmingham—Montgomery—Mobile. service between Birmingham and Draft EIS. Montgomery. The proposed line Arkansas – The Arkansas State The Southwest Multi-State Rail Planning between Birmingham - Montgomery Highway and Transportation Study was the very first high-performance would only connect with the pro- Department (AHTD) is studying rail (HPR) network planning study led posed Gulf Coast should that line the feasibility of new passenger by the Federal Railroad Administration be extended from Montgomery to rail service between Little Rock (FRA). FRA initiated the Southwest study Mobile. The state continues to pub- and Memphis. AECOM is cur- concurrent with its national planning licize the project and include it in the rently assisting AHTD in preparing effort to develop a toolkit for the con- State Rail Plan. the alternatives analysis. The conceptual planning of HPR networks at the Arizona – The FRA Southwest Multi- sultant team recently completed multi-state and megaregional level. The State Rail Planning Study exam- rail simulation modelling results. toolkit included the development of a ined connections to California from Once they are approved, the alter- CONceptual NEtwork Connections Tool Phoenix. Caltrans is considering natives analysis will be completed (CONNECT) that helps analyze the per- adding those connections to its future and public meetings will be sched- formance of HPR corridors and networks. vision of passenger rail improvements uled for comments. Shortly there- The Southwest study was a test case for in its 2018 California State Rail Plan after the Service Development the guidelines, tools, and performance update. Arizona DOT (ADOT) has Plan (SDP) will be prepared. The standards developed as part of FRA’s been working closely with the FRA study should be completed by national planning effort. The Southwest and local governments and planning Thanksgiving 2016. region was selected as the setting for the organizations in Maricopa, Pinal and California – California has a long first, and prototype, multi-state rail plan- Pima counties on evaluating Phoenix history of intercity passenger and ning study due to the longstanding inter- – Tucson passenger rail service. To high-speed rail project devel- est in the development of rail services by support that effort, a Draft Tier 1 opment and implementation. the region’s states and localities as evi- Environmental Impact Statement has SPEEDLINES has regularly carried denced by the creation of the Western been prepared. The decision to pursue informative articles about the proj- States High-Speed Rail Alliance. The the alternatives in the Draft Tier 1 EIS ects in California. And this issue is Alliance exists for the purpose of deter- came not only from technical evalu- no exception. Since last year, the mining the viability of developing and ations, but was also largely based on management of the three state- promoting a HPR network throughout public and agency comment. During supported intercity services shifted the Rocky Mountain region with even- the last four years of the study, more from Caltrans to local Joint Powers tual connections to the Pacific Coast than 10,000 people across Arizona Authorities. Ridership continues and other regions of the United States. have completed surveys to weigh to grow as service is improved and Parsons Brinckerhoff and Steer Davies in with their ideas of which routes on-time performance increases. Gleave prepared the Southwest study best served their communities. The Construction has begun on the for FRA. proposed passenger rail line will be high-speed train system in the The success of the Southwest study designed as a blended service: An Central Valley and the California has led FRA to initiate other multi-state express service would have few stops High-Speed Rail Authority just

SPEEDLINES | MARCH 2016 SPEEDLINES | MARCH 2016 28 issued its draft 2016 Business Plan that of Transportation (CDOT) Division of project is under construction. The shifts the emphasis from crossing the Transit & Rail and the FRA completed initial Phase I of the new passen- Tehachapi Mountains to gain access to the Interregional Connectivity Study ger rail service is located along the the Los Angeles basis to completing (ICS) in 2014. Although neither a pre- 66.5 miles of the Florida East Coast the linkages between San Francisco ferred alignment nor a preferred tech- Railway (FEC) corridor connecting and Bakersfield. (See California High- nology has been identified, CDOT still West Palm Beach, Fort Lauderdale Speed Rail Update). actively publicizes the project. And and Miami, and includes three sta- Caltrans has initiated an update of the improvements to the Southwest Chief tions and associated infrastructure State Rail Plan. The State Rail Plan will and the introduction of the University improvements. FRA issued a Finding include a chapter on the 2040 vision of Colorado A Line train will certainly of No Significant Impact (FONSI) for for rail services in California. The pas- aid the cause. the initial Phase I of the Project on senger rail vision would encompass Connecticut - On December 4, 2015, January 30, 2013. AECOM prepared developing a more coordinated service Governor Dannel P. Malloy announced the Environmental Assessment for delivery strategy using network inte- an agreement with Amtrak to com- Phase I. Stations in Miami, Fort gration and timed transfers at regional plete the New Haven, Hartford and Lauderdale and West Plam Beach hub stations. The network integration Springfield rail project. The guaranteed are in various phases of design work is being completed and the draft agreements include cost ceilings and a and construction. MiamiCentral vision will be presented to the ad hoc clear timetable for work completion. The has been under construction since Rail Operators Working Group in April. new service called the CTrail Hartford the beginning of 2015. All Aboard Colorado - The big news in Colorado Line (Hartford Line) will connect with Florida demolished the existing is the 23-mile electrified University existing Metro-North commuter rail and building located on the future of Colorado A Line connecting D will Amtrak Acela high-speed rail services on downtown Fort Lauderdale station open on April 22, 2016, providing fast, the New Haven Line to New York and on site. Site clearing occurred, and frequent and reliable connections the Northeast Corridor to New London since early this year, underground between downtown Denver, Denver and Boston. The goal of the Hartford foundation work has been under- International Airport, and the many Line is ambitious – to provide those way. All Aboard Florida demol- communities along I-70. The inte- living, working or traveling between ished the existing buildings located grated commuter rail line will have New Haven, Hartford and Springfield on the downtown West Palm Beach connections at Denver Union Station with high-performance rail service station site. To-date, the first round to Amtrak and the C, E and W light rail equal to the nation’s best rail passen- of piling work has been completed. lines, the G and B commuter rail lines ger service. The completed Hartford All Aboard Florida has been examin- later this year and local and regional Line will triple the number of trains ing the Phase II extension to Orlando buses. The train to the plane makes between New Haven and Hartford and resulting in a 235 miler intercity pas- international connections easier too. double the service between Hartford senger rail service with a three-hour The other big news is $46 million in and Springfield. The program is now in anticipated travel time between TIGER grants over the past two years construction and work is progressing Miami and Orlando. A Draft EIS has funded 80 miles of track improve- rapidly. Four station projects are in con- was initiated for Phase II of the ments and replacements that allow struction and due to be completed prior Brightline project in April 2013 and Amtrak’s Southwest Chief to increase to the launch of service, while critical was completed on September 19, speed to 79 mph. The track renewal fiber optic signal cable and communica- 2014. The document analyzed the will yield more than an hour in time tion nodes are installed along the corri- cumulative effects of both phases savings for the train, freeing sched- dor to power a brand new signal system of the Brightline project since train ule time to permit considering a new including Positive Train Control. Every operations will cover the full corri- stop in Pueblo. As the Front Range weekend, centuries-old and under- dor between Miami and Orlando. of Colorado continues to grow into sized culverts and drainage structures The FRA issued the Final EIS on a linear economic region from Fort are replaced. The roadbed is currently August 4, 2015. VHB prepared the Collins to Pueblo with increasing being excavated for the second track. EIS documents. traffic congestion throughout, more Construction is scheduled to be com- Georgia – The Georgia Department people are convinced that passen- pleted and trains are expected to start of Transportation (GDOT) is studying ger rail services would help alleviate rolling in January 2018. two passenger rail corridors. GDOT traffic congestion and improve air Florida – The most exciting news is the is preparing a Tier I Environmental quality. The Colorado Department All Aboard Florida “Brightline” branded Impact Statement (EIS) to evaluate

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merica has looked enviously upon the development of high-speed rail

routes elsewhere in the world, particularly Japan. The country with

among the highest car ownership and some of the busiest roads in the

world realized, perhaps late, that alternative forms of transport would

be needed to cope with the continued demand for fast, efficient long- A and short-distance journeys.

the general environmental and related 183 miles of track and building several along Canadian National right-of-way, impacts of constructing and operating new train stations along the Amtrak stopping at a station that would be built proposed high-speed ground transpor- Lincoln Service line. With all construc- as part of O’Hare’s new car-rental facil- tation (HSGT) between Atlanta and tion set to be completed in 2017, the ity, which now is just a people-mover Chattanooga for the FRA in coopera- trip will soon be an hour shorter than ride away from the terminals. Mayor tion with the Tennessee Department current trips, with a total of eight trains Rahm Emanuel of Chicago announced of Transportation (TDOT). An a day. The project, funded from a federal his administration’s intention of linking Administrative Draft of the EIS has been grant, includes improvements that Chicago’s downtown and O’Hare reviewed by the FRA and the consul- allow trains to travel at 110-mph. Riders International Airport by way of a new tant team led by AECOM is still address- are already reaping some of the bene- high-speed express rail service similar ing FRA review comments. fits. Currently, trains are running up to to the CrossRail program originally In addition, GDOT is preparing the 110 mph from Dwight to Pontiac and championed by predecessor Richard M. Atlanta to Charlotte Passenger Rail will have the same capability from Joliet Daley. The city has selected firm WSP/ Corridor Investment Plan (PRCIP). This to Carlinville once construction is com- Parsons Brinckerhoff to conduct the first is an extension of the Southeast High- pleted later this year. Construction of phase of the engineering and feasibil- Speed Rail Corridor (SEHSR), which is the new $3.2 million station at Dwight ity study. under development from Charlotte to commenced in August 2015 and the Indiana – The July 2015 issue of Washington, D.C. The extension from City of Alton will take bids on the con- SPEEDLINES contained an article Charlotte, would travel southeast struction of their new multimodal trans- written by Venetta Keefe, Senior Rail through portions of South Carolina portation center on March 16, 2016. Planner, Indiana DOT (InDOT) discuss- and into Atlanta. HNTB prepared a The Midwest High-Speed Rail ing their innovative public/private part- draft alternatives development report Association has proposed the nership involving Iowa Pacific manag- and submitted it to GDOT and FRA in CrossRail program of interrelated proj- ing the Hoosier State service on the October 2015 as part of the PRCIP study ects in Chicago that would electrify 196-mile corridor between Indianapolis process. Metra’s Milwaukee West Line from and Chicago. The Iowa Pacific Railway Illinois – The $1.5 billion Chicago-St. Union Station to just south of O’Hare furnishes rolling stock and on-board Louis project is nearing completion. International Airport (ORD). The line service personnel. The train is operated The project included replacing about then would travel north to the airport by Amtrak and the service is subsidized

SPEEDLINES | MARCH 2016 2016 STATE ROUNDUP 30 by Indiana. New amenities for riders are created by the State of Maine and an alternatives analysis and feasibil- part of the deal negotiated by InDOT. operated by Amtrak. Named for the ity study to examine the opportuni- Among them is the dome car, which fea- Down East region of Maine, the train ties and impacts of more frequent tures a glass, domed ceiling and booths runs from North Station in Boston, and higher speed intercity passen- where people can take in the view. The Massachusetts to Brunswick, Maine, ger rail service on two major rail cor- train also has a dining car, which offers hot with 10 intermediate stops. The ridors known as the Inland Route and breakfast and dinner, depending on the train operates five daily round trips the Boston to Montreal Route. The time of day. The food is prepared fresh by between Portland and Boston, two study of these two rail corridors has the train’s chef. of which continue to Brunswick. The been designated the Northern New Iowa - The Chicago to Quad Cities project proposed Downeaster extension to England Intercity Rail Initiative. HDR is in limbo. Although a $6.2 million pre- Lewiston – Auburn now has funding is conducting the alternatives anal- liminary engineering study and envi- for the study and the affected munic- ysis. Public meetings were held in ronmental impact statement is under- ipalities are putting together a work September 2015 and the final report way through the Iowa Department of plan. should be issued in early 2016. Transportation and is expected to be Maryland – Amtrak, in partner- Michigan – In our last edition of completed sometime later this year, ship with the Maryland Transit SPEEDLINES, Tim Hoeffner of Michigan there has been a change in tone. Cost Administration (MTA), has made over DOT (MDOT) gave an update of how estimates for the Iowa segment of the $9.5 million worth of improvements they were upgrading the Chicago – project have grown to about $125 million. at Baltimore Penn Station in the last Detroit/Pontiac corridor for improved The 2010 federal grant would cover about four years delivering new restrooms, speeds and additional daily depar- $53 million, leaving a $72 million short- improved platform lighting, plaza tures. Their goal is to increase daily fall, according to Iowa DOT reports. The enhancements, passenger informa- departures from three trains each current Governor of Iowa is not a propo- tion displays throughout the station way to ten and cut Chicago - Detroit nent of the project. There is support by and other safety and security mea- trip times from 5.5 hours to 4 hours. the Iowa DOT to complete preliminary sures. An additional $4 million worth FRA in partnership with MDOT, Illinois engineering and get the project defined of projects are underway or in design. and Indiana sponsored a Draft Tier I and environmentally cleared. MTA also is planning upgrades to EIS for the Chicago–Detroit route. The Louisiana - The Southern Rail Commission the Amtrak/MARC station at BWI Draft EIS was prepared with the assis- recently released a briefing book on Airport along with several other proj- tance of a team of consultants led by passenger rail opportunities between ects along the Washington-Boston HNTB. Currently, the consultant team Louisiana’s two largest cities: New Orleans Northeast Corridor within the state. is completing the combined Final and Baton Rouge (September 2015). The The projects will make Amtrak and Environmental Impact Statement analysis recommends startup service MARC trains in the area more reli- (FEIS) and Record of Decision (ROD) with twice-daily round trips between able as well as allow more trains to for approval by the FRA. The Final EIS/ the two cities. This study was completed pass through the overcrowded rail ROD is targeted for completion by by Transportation for America and the corridor. The project will reconfig- mid-2016. The Service Development Center for Planning Excellence. While no ure the station to have four mainline Plan is also underway and will be com- funding has been identified, the corridor tracks, each with access to a plat- pleted by late 2016. continues to be actively publicized by rail form. It will also include a nine-mile MDOT purchased a 135 mile segment advocates in the state. And of course, the fourth track that will run alongside of the Chicago-Detroit/Pontiac cor- Amtrak Gulf Coast service restoration the existing ones, and a new station ridor between Kalamazoo and report and inspection train trip from New building with a larger waiting room. Dearborn from the Norfolk Southern Orleans to Jacksonville highlighted the An Environmental Assessment was in 2012 and is actively upgrading this latent demand for passenger rail service completed in May 2015. Preliminary segment to increase speeds to 110 along the Gulf Coast as crowds welcomed engineering has commenced. mph and operating reliability. The the inspection train at scheduled station Massachusetts – The Massachusetts western section from Kalamazoo to stops along the way. Department of Transportation Battle Creek was upgraded in 2014 Maine – The Downeaster is a 145- and the Vermont Agency of and will be ready for a speed increase mile regional passenger train service, Transportation, in collaboration to 110 mph once dispatching is trans- managed by the Northern New England with the Connecticut Department ferred to Amtrak. The next section Passenger Rail Authority (NNEPRA) of Transportation, are conducting between Battle Creek and Jackson

SPEEDLINES | MARCH 2016 2016 STATE ROUNDUP 31 will be rehabilitated during the 2016 recent article about Ontario passenger completion of cost-sharing discus- construction season using TIGER V rail highlighted stakeholder interest in sions with BNSF. MnDOT is also pro- funding. The section between Jackson a Montreal – Toronto – Winsor/Detroit ceeding with the completion of pre- and Ypsilanti is currently scheduled for - Chicago corridor. The provincial gov- liminary engineering, Tier 2 Project 2017 rehabilitation. The eastern end ernment should consider linking any Level environmental review, and a from Ypsilanti and Dearborn received potential high-speed rail in Ontario Financial and Implementation Plan. a new double track along with other to cities in the Midwest United States, By early 2017, the NLX Project will be upgrades in 2015. Additionally, fiber according to president and CEO of the shovel-ready. optic cables, wayside signals, signal Windsor-Essex Regional Chamber of The second project is the Rochester houses and crossing gates have been Commerce. - Twin Cities Rail Corridor (Zip Rail), upgraded throughout the corridor. Minnesota – There are two passenger which is an approximately 100-mile Quandel Consultants is providing rail projects advancing through project corridor located between Rochester project management and design engi- development in Minnesota. The and the Minneapolis/St. Paul. neering services to MDOT in support Northern Lights Express (NLX) is a pro- Currently, the Minnesota Department of this work. The 97-mile segment posed passenger rail project between of Transportation (MnDOT) and between Porter, Indiana to Kalamazoo, Minneapolis and Duluth. The Tier 1 Olmsted County Regional Railroad Michigan already features train speeds EIS was completed by Kimley – Horn/ Authority have suspended the study. up to 110 mph. SRF. A Finding of No Significant Impact MnDOT also announced that it has A study was conducted and completed was signed by FRA in 2013. During the issued permits to the North American examining the feasibility of operating summer and fall of 2015, the Minnesota High Speed Rail company, which will passenger trains between Holland - Department of Transportation and begin a feasibility study in the near Grand Rapids – Lansing - Ann Arbor – its consultant team led by Quandel future for a high speed rail line in Detroit. The “Coast to Coast” passen- Consultants worked diligently to southeastern Minnesota. ger rail feasibility study was prepared analyze station and facility site loca- Mississippi - Mississippi is a member- by TEMS. The study found establishing tions, forecast ridership and revenue, state of the Southern High-Speed Rail basic 79 mph service on the 186-mile and identify an optimal service plan Commission, which has envisioned route through Ann Arbor and Howell for the NLX Project. On December 16, a high speed rail service operating would require an annual subsidy of 2015, the Minneapolis-Duluth/Superior along the Gulf Coast. The Gulf Coast about $3 million and an upfront invest- Passenger Rail Alliance, in conjunction Corridor runs from Houston to Atlanta. ment of $130 million. However, estab- with the Minnesota and Wisconsin The Corridor travels east through lishing 110 mph service would require Departments of Transportation, Baton Rouge to New Orleans, Biloxi greater capital investment but it would announced project details. The prelimi- and finally Mobile. A line runs north yield higher ridership that would allow nary estimate of the total cost to imple- from New Orleans to Atlanta. The line the service to recover its operating ment the NLX Project is between $500 between New Orleans and Atlanta costs and in fact could generate $12 and $600 million. This includes stations, via Meridian and Hattiesburg would million in annual profits on the route equipment and the necessary track use the Norfolk Southern Railway’s through Ann Arbor and Howell. and roadway grade crossing improve- mainline. A leg of this service would A proposed passenger rail project ments to provide reliable, daily, high- operate along the Gulf Coast between linking Traverse City to Ann Arbor speed intercity passenger rail service. New Orleans and Mobile on the CSX – Detroit is being advocated by the Previous cost estimates approached Transportation mainline. A feasibil- Michigan Land Use Institute, who $1 billion dollars. The NLX passenger ity study was completed in 2006. hopes to make that dream a reality. The rail service will operate on 152 miles This passenger rail project is still in Traverse City-based nonprofit is spear- of existing BNSF Railway track between the State Rail Plan despite not iden- heading a campaign to explore passen- Minneapolis and Duluth with an oper- tifying how this project will be paid ger rail service on an approximately ating plan of four round trips per day for. The Amtrak inspection trip gen- 240-mile stretch of track between the at speeds up to 90 miles per hour with erated great excitement and enthu- two cities — an “A2TC” initiative that’s an end-to-end travel time of approx- siastic support for the restoration of generated interest and discussion. imately 2 ½ hours. These preliminary passenger rail service between New There are ongoing discussions across project and operating cost estimates Orleans and Jacksonville. the river from Detroit about Toronto- will be updated and a final benefit- Missouri - Amtrak service is provided London-Windsor high-speed rail. A cost analysis will be prepared upon in Missouri on two long distance

SPEEDLINES | MARCH 2016 2016 STATE ROUNDUP 32 routes – the Southwest Chief and Texas Glendive, Miles City, Billings, Livingston, With the California High-Speed Rail Eagle - and two regional routes - the Bozeman and Helena to Missoula. But Authority reprogramming its con- Missouri River Runner and Lincoln Service. no funding exists to restore the service struction schedule to emphasize the The state provides about $8 million or provide for continuing operating connection between San Francisco annually to operate the Missouri River subsidies, but interest remains high. and the Central Valley, the more Runner. Amtrak ridership in Missouri has Nevada – There are many proposals difficult crossing of the Tehachapi grown 46 percent in the last five years. to improve passenger rail service in Mountains and additional environ- Recommendations to improve Missouri’s Nevada. Some include private enter- mental studies would be an addi- passenger rail service are part of a greater prise such as the Las Vegas Railway tional obstacle for XpressWest and plan to improve travel within the Midwest Express (X-Train) conventional speed the Chinese. region and are outlined in the State Rail entertainment-themed passenger rail New Hampshire - The New Plan prepared by HNTB. Missouri received project between Los Angeles and Las Hampshire Department of more than $53 million in federal grants for Vegas and the XpressWest high-speed Transportation (NHDOT), working improvements on the route between St. rail project connecting Las Vegas to in concert with its counterparts in Louis and Kansas City. Missouri is partic- the California high-speed rail system at Massachusetts with support and ipating in the Midwest NextGen equip- Victorville. The X-Train is still seeking funding from the Federal Railroad ment procurement for new locomotives private financing to start services on Administration (FRA) and Federal and passenger rail equipment assigned a new route alignment that avoids Transit Administration (FTA), com- to the Missouri River Runner service. heavily congested UP routes. pleted the Capitol Corridor Rail The improvements have resulted in a XpressWest completed an environmen- and Transit Alternatives Analysis 78 percent increase in ridership and 92 tal impact statement and received a (TAA), which examined passen- percent customer satisfaction. Record of Decision. With all required ger rail service between Boston Montana - Amtrak completed an analysis federal right-of-way approvals in and Concord, NH with a potential of the restoration of passenger rail through place and having received the neces- extension to Montreal. The study the southern part of Montana for the sary licensing and approvals to con- consultant was AECOM. The study Montana Department of Transportation struct and operate a high-speed train, evaluated a diverse set of rail and (MDT). The Amtrak study examined two XpressWest only needed to secure bus options for improving connec- segments. The first is between Sandpoint, the funding to construct. XpressWest tivity in the corridor by leveraging ID and Williston, ND and is limited to a has been unable to secure adequate existing transportation infrastruc- track analysis and outlines improvements private investors in the United States ture and integrating transportation that would be needed to make the rail- or a $5.5-billion federal loan. However, and land use planning. The study roads ready to carry passenger rail. The it has formed a partnership with China found the need for this passen- second part of the study provided more Railway International USA, a consor- ger rail service has been growing detailed analysis along the most popu- tium led by China Railway, the national for decades along the 73-mile cor- lous segment of the same route, between railroad of the People’s Republic of ridor. A series of recommenda- Billings and Missoula, MT. This study con- China. China Railway International tions have been made. According sidered investments, timetables and rid- stated that it would provide initial to the analysis, the Manchester ership. The Amtrak study was intended to capital of $100 million. Project offi- Regional Rail alternative serving help inform further planning and policy cials say they are confident construc- two stations in Nashua, one in development in regard to the restoration could begin as early as September downtown Manchester and one at tion of passenger rail service through 2016. Chinese officials now describe the Manchester-Boston Regional Montana’s populous southern corridor. the project as a 230-mile route with an Airport would offer the greatest Amtrak recommended state policymak- additional stop in Palmdale and even- economic benefit with moderate ers determine if passenger rail service tual service through to Los Angeles construction investment. Currently, should be developed along this southern using some of the same track that NHRTA and rail expansion support- route and if so, identify funding for capital would eventually be used by the pub- ers are currently urging the New and operating expenses. Rail advocates licly backed California high-speed rail Hampshire legislature to provide continue to press the state for the new project. Additional permits, approvals $4 million in funding for complet- southern route. Their goal is to restore the and environmental analysis would be ing the critical project development North Coast Hiawatha route across south- needed for the proposed segment from phase, which is the next logical step ern and central Montana, possibly from Victorville to Palmdale and Los Angeles. in the NH Capitol Corridor Project.

SPEEDLINES | MARCH 2016 2016 STATE ROUNDUP 33 This essential phase of the project con- will open in Niagara Falls. The Gateway Program is still in the sists of developing a detailed financial Governor Cuomo unveiled a proposal planning and design phase. A new plan, final engineering, and preparation to transform Penn Station and the his- Gateway Development Corporation of funding applications for submission toric James A. Farley Post Office into will be created to oversee the project. to the Federal Transit Administration and a world-class transportation hub. The Fifty-percent of the funding for the Federal Rail Administration. project, known as the Empire Station Gateway project will be provided by New York - New York is developing plans Complex, will feature significant pas- the federal government and by the to strengthen its rail passenger system senger improvements, including first- states of New York and New Jersey will by providing higher speed passenger class amenities, natural light, increased equally share the other fifty-percent. rail within the Empire Corridor between train capacity and decreased conges- North Carolina – North Carolina Buffalo and New York City. Adding to tion, and improved signage to dramat- Department of Transportation the appeal are anticipated improve- ically enhance the travel experience. (NCDOT) has been managing over- ments in on-time performance and reli- The project – which is anticipated to sight of the Piedmont Improvement ability resulting from investments in this cost $3 billion – will be expedited by Program (PIP). The PIP includes a 463-mile rail corridor between New York a public-private partnership in order program of interrelated projects City and Buffalo/Niagara Falls. As part of to break ground this year and com- designed to increase train frequen- the program of improvement projects plete substantial construction within cies by adding up to two daily passen- on the Empire Corridor, New York State the next three years. This proposal will ger train round trips between Raleigh Department of Transportation (NYSDOT) fundamentally transform Penn Station and Charlotte –allowing a total of is investing in train stations: either build- for the 21st century. five round trips daily. Along with ing new ones or refurbishing old stations The Gateway Program is a proposed set increased frequencies other improve- along the 319 miles of track between of strategic rail infrastructure improvements are designed to increase train Albany-Rensselaer and Niagara Falls – ments designed to improve current ser- operating speeds. These projects everywhere, it seems, except downtown vices and create new capacity that will are largely funded through federal Buffalo. Utica’s century-old Union Station allow the doubling of passenger trains stimulus money from the American has undergone $10 million restoration running under the Hudson River. The Recovery and Reinvestment Act. work since 2004. NYSDOT took bids to program will increase track, tunnel, (ARRA). The program of interrelated construct a new $15 million passen- bridge, and station capacity, eventually projects includes adding 31 miles of ger station in downtown Schenectady. creating four mainline tracks between double track, 12 grade-separations, Construction of the station is expected Newark, NJ, and Penn Station, New York, closing 23 public and 15 private rail- to start about the time double track- including a new, two-track Hudson road crossings, renovating train sta- ing between Albany and Schenectady River tunnel. The program also includes tions in Cary, High Point, Burlington is completed. The long-delayed double updates to, and modernization of, exist- and Kannapolis. PIP will be complete tracking project will reduce travel time ing infrastructure, such as the electri- in early 2017. Separately, NCDOT and between the two cities and improve cal system that supplies power to the the City of Raleigh, with assistance service on Amtrak’s Empire Corridor. The roughly 450 weekday trains using this from GoTriangle, are building a new new train station, which will be owned segment of the Northeast Corridor, and Raleigh Union Station. Scheduled to by Amtrak, is expected to open in early rebuilding and replacing the damaged open in 2017, the new passenger rail 2018. It will replace the aging, cramped components of the existing, century- station will replace the existing Amtrak station off Erie Boulevard whose utilitar- old Hudson River tunnel, which was Station on Cabarrus Street, which rou- ian design is a far cry from the former inundated with sea water during Super tinely experiences overcrowding and Union Station that was demolished four Storm Sandy. By eliminating the bot- lacks the adequate platform size to decades ago. The design of the new tleneck in New York and creating addi- serve longer trains. Raleigh Union station was inspired by the aesthetics tional tunnel, track, and station capac- Station has been contemplated in and architecture of the former Union ity in the most congested segment planning documents since the 1990s Station, which was built in 1910. Farther of the NEC, the Gateway Program and is a significant component in the up the rail line in Rochester, a new $30 will provide greater levels of service, City’s draft Downtown master plan. million train station – with a brick and increased redundancy, added reliabil- Raleigh Union Station is anticipated stone facade and high arched windows ity for shared operations, and addi- to stimulate additional development – is also expected to open in 2017. And tional capacity for the future increases in the city’s Warehouse District on the that’s also when a new $28 million station in commuter and intercity rail service. west end of Downtown. The FRA, NCDOT and the Virginia

SPEEDLINES | MARCH 2016 2016 STATE ROUNDUP 34 Department of Rail and Public addressing regional and local trans- of SPEEDLINES, we highlighted the Transportation completed the portation issues. Parsons Brinckerhoff efforts of the privately-financed Texas Southeast High-Speed Rail Tier was assisting Oklahoma DOT in pre- Central Railway (TCR) working to bring II Final Environmental Impact paring the Corridor Investment Plan. high‐speed rail service to the 240 mile Statement (FEIS) Raleigh to Since then, the privately-owned Iowa Dallas-Houston corridor. In addition to Richmond study in September Pacific Railroad proposed operating the terminal stations in each of the met- 2015. Comments received on the Eastern Flyer train between Oklahoma ropolitan areas, a middle station is document will be addressed in the City to Tulsa. The Iowa Pacific Railroad being proposed in proximity to Bryan- Record of Decision (ROD), which is services were to include a dome car, College Station. The FRA released anticipated to be completed in early coaches and full meal service. This its Alignment Alternatives Analysis 2016. Michael Baker and Hatch Mott would be the first regular passenger Report in November 2015 (https:// McDonald helped prepare the EIS service to Tulsa since 1967 and begin www.fra.dot.gov/Page/P0700) The documentation. The Southeast High operating in 2015. Iowa Pacific said the report identified the potential align- Speed Rail Corridor (SEHSR) was des- start date would be further delayed, as ments that would be evaluated in the ignated by Congress as running from both Oklahoma City and Tulsa consid- Environmental Impact Statement (EIS) Washington, DC through Richmond, ered efforts to facilitate rail service con- TCR completed early corridor analy- VA and Raleigh, NC to Charlotte, NC, necting the cities’ downtowns. ses that FRA independently evaluated. with maximum speeds of 110 mph. Oregon – Update on state support for Subsequently,. FRA has narrowed the It is part of an overall plan to extend the Cascades corridor is highlighted focus of its environmental analysis to service from the existing Northeast under Washington. six potential alignments and the No Corridor (Boston to Washington) to Pennsylvania – Pennsylvania DOT Build alternative. AECOM is assist- points in the Southeast. (PennDOT), in cooperation with the ing TCR prepare the Draft EIS. While Oklahoma – The Texas-Oklahoma FRA and Norfolk Southern, undertook Dallas and Houston vocally support Passenger Rail Study is an evalu- the Keystone West High Speed Rail the project, opposition within the rural ation of a range of passenger rail study in 2011 to identify and evalu- communities continues. Opponents service options in an 850-mile cor- ate the feasibility of options to reduce of the project recently contacted the ridor from Oklahoma City to South passenger rail travel times and increase Japanese Ambassador to the United Texas. Oklahoma Department of trip frequency—without hindering the States to express their concerns Transportation is an important important freight service that runs on regarding property rights, perceived partner in the study. The study is the same tracks. The Feasibility Report adverse environmental and economic scheduled to conclude by the end and Preliminary Service Development impacts, and the need for the project. of 2016 after the completion of a Tier Plan were approved by the FRA in Texas Department of Transportation I service-level environmental impact 2014. As it is a conceptual-level study, (TxDOT) is evaluating an 850-mile cor- statement (EIS) and a service devel- additional detailed technical inves- ridor from Oklahoma City to South opment plan. More details of this tigation, analysis, and design would Texas. The Texas-Oklahoma Passenger study are outlined under Texas as be required before undertaking any Rail Study is commended in 2013 and the Texas DOT is managing the study of the recommended actions. Since is scheduled to conclude by the end effort. then, the Western Pennsylvanians for of 2016. It will document the costs, Oklahoma DOT also initiated a Passenger Rail is pushing for increased benefits and impacts of potential rail Tulsa – Oklahoma City Corridor service on the Pennsylvanian. They say service alternatives compared to a no- Investment Plan to define, eval- there’s enough demand to support build alternative as part of a Tier I EIS uate and prioritize future invest- three round trip trains a day between and a service development plan. Both ments in the Tulsa-Oklahoma City Pittsburgh - Harrisburg -Philadelphia of these reports will document how Corridor. The planning effort will - New York City. And they are looking passenger rail could serve Texas com- include an objective evaluation of at ways to increase service between munities and the benefits and impacts passenger rail as a means of provid- Altoona and Pittsburgh. PennDOT is of different passenger rail choices. ing inter-city connectivity between in discussions with Amtrak to increase The study will consider the corridor Tulsa and Oklahoma City. This effort the frequency to two daily round trips as a whole, as well as three discrete will focus on long-term needs for between Pittsburgh - Philadelphia – portions of the corridor including, inter-city transportation and will New York. complement other planning efforts Texas – In the October 2014 issue

SPEEDLINES | MARCH 2016 and the successful transition of Portland and Seattle to Vancouver, two existing Amtrak routes origi- B.C. In addition to state funding, Oklahoma City to Dallas/Fort nating in Newport News and two Washington received $800 million Worth; Dallas/Fort Worth to San additional routes in Richmond in in federal high-speed rail funding to Antonio and San Antonio to Rio October 2013. Service to Roanoke, improve the Washington segment of Grande Valley/Corpus Christi/ an extension of the highly-suc- the Pacific Northwest Rail Corridor Laredo. CH2M Hill is conduct- cessful Lynchburg train, is among (PNWRC), between Vancouver, WA ing the study on behalf of TxDOT. the most anticipated projects and the Canadian border. The details The Lone Star Rail District from DRPT. A public-private part- of the project were reported on in (LSRD), in partnership with the nership with Amtrak, Norfolk SPEEDLINES #12 dated June 2014. The Federal Highway Administration Southern, the city of Roanoke and ARRA-funded Cascades high-speed rail (FHWA) and TxDOT, is proposing DRPT will bring intercity passen- program continues to make strides. Of a regional passenger rail service ger rail service back to Roanoke the 20 federally funded projects, 13 connecting communities along for the first time in more than 34 projects are in construction and seven the I-35 corridor between the years. The expected start date for have been completed. Examples of the metropolitan areas of Austin and Amtrak service to Roanoke is 2017. work completed include seismic retro- San Antonio. As envisioned, the On October 23, 2014, FRA pub- fit and at Seattle’s King Street Station, Lone Star Regional Rail Project lished a notice of intent in the new tracks at various bottleneck sites would span approximately 120 Federal Register to prepare the Tier and a rail trench along the Columbia miles across several counties. II EIS for the 123-mile portion of the River at the Port of Vancouver. Seattle’s Based upon previous studies, SEHSR Corridor from Washington, King Street Station underwent a the purpose of the proposed DC to Richmond, VA. The environ- nationally honored complete reno- project is to improve mobility, mental study area begins at the vation, including lobby restoration accessibility, transportation reli- southern terminus of the Long and seismic upgrade. WSDOT held a ability, modal choice, safety and Bridge over the Potomac River in pre-bid meeting on February 12, 2016, facilitate economic develop- Arlington, Virginia and continues for contractors interested in learn- ment along the I-35 corridor in south to Centralia, Virginia at the ing more about the upcoming adver- central and south Texas. Burns CSXT A-Line/CSXT S-Line junction. tisement for construction of the new & McDonnell is leading the con- The environmental review process Amtrak Cascades Freighthouse Square sultant team preparing the draft is expected to be completed in Station in Tacoma. environmental impact statement 2017, with a draft laying out final Wisconsin – Wisconsin DOT is prepar- (EIS) on behalf of the LSRD. The alternatives in 2016. Preliminary ing an Environmental Assessment (EA) Draft EIS will examine the effects recommendations were presented and Service Development Plan (SDP) of implementing regional pas- at three public meetings in mid- in support of increasing Amtrak’s senger rail in the rapidly growing December 2015. Those attending Hiawatha Service between Chicago and study area. the open-house style meetings Milwaukee from seven round trips to 10 Virginia – Virginia has an active had access to maps showing areas round trips per day. Concept plans and state-sponsored passenger rail in Northern and Central Virginia capital cost estimates for the infrastruc- program. The Commonwealth where the tracks could be straight- ture improvement projects identified of Virginia presently invests ened to increase speed. The pre- to accommodate the increase in fre- in six state-sponsored trains sentations are available online. quencies are nearing completion. The that are an extension of the Washington – Washington State EA is slated to be available for public Northeast Corridor regional has invested nearly $500 million comment during the summer of 2016. service: Lynchburg, which of its own funds in rail service, for Public meetings will be held in Illinois started in October 2009; a both capital projects ($228 million) and Wisconsin following the release of Richmond train, which began and operating costs ($271 million) the EA. Quandel Consultants is assist- in July 2010; the extension of along its portion of the 467-mile ing Wisconsin DOT in preparing the the Richmond train to estab- Cascades Corridor linking 18 documentation and studies. lish the Norfolk route, which cities in the Pacific Northwest debuted in December 2012; from Eugene, OR north through 36 HSR ROI STUDY HSIPR COMMITTEE UPDATE

technology transfer. The High-Speed & see the amazing multi-modal network Intercity Passenger of transportation services that powers Economic Development Research Rail Committee and the modern economy - including the Group, Inc. (EDR Group) is another the University of (under construction) initial line of the partner in the study team. EDR Illinois- Chicago kicked off the Return Midwest High-speed Rail Network. Group is a consulting firm dedi- on Investment (ROI) Study on UTC has a strong track record in cated to applying state-of-the-art February 5, 2016. Participating in the leading research projects related to tools and techniques for evaluating initial meeting were the APTA public transportation and inter-city economic performance, impacts and Committee on High-speed and rail. The in-house research staff and opportunities. The transportation Intercity Passenger Rail Technical affiliated faculty have expertise in work of EDR Group includes studies Oversight Team, APTA Staff and the systems planning, program evalu- of the economic impacts of road, University of Illinois at Chicago (UIC) ation, data development, and inno- air, sea and railroad modes of travel, Research Team. vative funding and finance. UTC also including economic benefits, devel- boasts strong project management opment impacts and benefit/cost The duration for the ROI study and communications abilities. UTC relationships. The firm specializes in is about one year with a projected is a member of the NURail Center, as (1) Research on investment benefit end date in February of 2017. The described in the following profile. and productivity benefit measure- schedule will incorporate the “quar- ment, (2) Planning studies includ- terly” meetings in 2016 with the HS For this project, UTC is partner- ing economic impact and benefit/ & IPR project advisory committee as ing with the Rail Transportation cost assessment, and (3) Evaluation follows: and Engineering Center (RailTEC) at including cost-effectiveness impli- the University of Illinois at Urbana- cations. In the specific field of inter- March 13th APTA Legislative Champaign (UIUC), a sister campus city rail, EDR Group is distinguished Conference to UIC. RailTEC is the largest railroad by its role conducting benefit and engineering academic program in economic impact studies for the June 11th at the APTA Rail North America with a legacy extend- California High-speed Rail Authority, Conference ing back over 120 years. The talented as well as localized rail corridors for civil engineers at RailTEC are experi- agencies in Georgia, New Hampshire, September 11th at the APTA enced in all aspects of planning and NY State, Canada and abroad. Annual Meeting evaluating major rail projects. UIUC is one of very few universities to The HS&IPR Committee is very December 7th at the Rail offer dedicated research and course appreciative of the organizations Policy Forum offerings in engineering, planning that have stepped up to sponsor this and management of high-speed rail important effort. The results of the The Urban Transportation Center projects. RailTEC leads the National study will provide us with a power- is UIC’s commitment to leveraging University Rail Center (NURail), the ful tool to make the policy argument robust transportation systems to first multi-university collaboration to for substantial public investment in advance our communities. Looking focus on rail industry research, edu- a national high performance passen- out the windows of UTC’s offices you cation, workforce development and ger rail program.

SPEEDLINES | MARCH 2016 37 APTA RAIL CONFERENCE PASSENGER RAIL SESSIONS

On June 18th through the 22nd, APTA will hold its Rail Conference at the Sheraton Grand Phoenix in Phoenix, Arizona. The High-Speed & Intercity Passenger Rail Committee will be kicking off meetings at 7 a.m. on Sunday, June 18th with the Regional Corridor sub-committee. Immediately follow the sub-committee meeting we will hold our full committee meeting, which will feature updates from a variety of committee members and the latest update on the Return on Investment Study commissioned by APTA and their partners.

In addition to our committee meetings the HS&IPR committee is chairing two sessions:

• Intercity and High-Speed Rail Regional Corridor Development: This session is an opportunity for our newest sub-committee the Regional Corridor Sub-committee to showcase how rail planning and operation is happening in regional corridors across the Country. Our Sub-committee Chair Darrell Johnson (CEO of Orange County Transportation Authority) will certainty put a fantastic panel together with regional intercity corridor experts.

• International Lessons Learned in Intercity and High-Speed Rail and Application to the United States: This session will continue our efforts to leverage our membership with UIC and with our other international APTA members. It will also be an opportunity for an update for projects and agencies around the U.S. Ken Sislak of AECOM will chair this session and has lined up the following participants:

o Michael Schabas, Partner, FCP Rail Consultants London England will give a presentation titled “GO Regional Express Rail - how we persuaded the Government to commit $13 bn to a program that was not even in the pipeline; Implications for U.S. commuter rail operators, intercity and high-speed rail.”

o Eduardo Romo Urroz - President, Fundación Caminos de Hierro will give a presentation on the Introduction of HSR in Spain.

o Dr. Marc Klemenz - Deutsche Bahn will speak about network integration in Germany and Europe.

At the time of the publication of this issue of SPEEDLINES, the Rail Conference program was not published, so specific dates and times for these two sessions are not yet available, but once the program is published, keep your eyes open for these two great sessions. In addition to the two discussed above, there will be other sessions focusing on “Super Stations” and Transit-Oriented Development that should be relevant and interesting to our committee members.

So come to Phoenix and be part of the conversation and learn about the latest developments in high-speed and intercity passenger rail!

SPEEDLINES | MARCH 2016 HSR SESSIONS 3838

Build Your HSR Knowledge – Training Sessions Available

A training seminar on high-speed rail technics is being offered March 21-25 in Bakersfield, CA. The program is being organized by Eduardo Romo and the Fundacion patterned on the several Practicums organized in prior years by APTA and UIC. The Mineta Transportation Institute and the California High-Speed Rail Authority are among the sponsors of his program.

This Seminar is offering a comprehensive description of the fundamental concepts, methodologies and specialized tools involved in planning and the implementation of high-speed systems. The classes are delivered by international experts with broad experience in designing, building and operating high-speed systems. It’s oriented to professionals starting or interested to start their activity in this field as well as to senior students.

Seminar structure 25 hours of classes. One opening session to introduce the basics of the systems and the current international development and trends delivered by a panel of experts and four days of classes by teachers specialized in various disciplines.

Topics include high-speed system main concepts, infrastructure and alignment, track components, mainline and stations, electrification, traffic control and signaling, modern construction techniques.

Additional information and registration can be found through this link: http://www.hstcalifornia.com/ Activities/HST-California-Bakersfield-March-2016/index.php/

A similar program will be held in Cordoba, Spain in June 2016.

UIC will also be offering a Training Session on High-Speed Systems in Paris on April 18-23.

For more information go to: www.uic.org.

SPEEDLINES | MARCH 2016 STB POLICY GUIDANCE 39

The Surface Transportation Board issued two decisions proposing definitions and policy guidance regarding passenger train on-time performance and preference. These Board decisions have far-reaching consequences. Public comments are being reviewed at this time. The proposed decision intro- duces a revised definition of passenger train on-time performance (OTP) and the policy statement changes the preference of passenger trains over freight trains. The proposed policy change alters150 years of railroading protocol by allowing freight trains to have priority over passenger trains and contravenes Congressional intent.

The Notice of Proposed Rulemaking that provides a new definition of on-time performance is important to Amtrak’s service because they have the right to file a complaint against the track owner if their OTP falls below 80 percent. The new definition would have only used the final destination to calculate NOTICE OF OTP. There was a response filed by Amtrak and an overwhelm- ing response from passengers and passenger rail advocacy PROPOSED RULE groups suggesting the rule be revised to incorporate inter- MAKING AND mediate stops in the calculation of OTP. The Proposed Policy Statement (PPS) that seeks to redefine PROPOSED ‘preference’ is still hanging in the balance. If approved this policy could effectively remove passenger trains preference POLICY over freight trains. This could reverse 150 years of railroading protocol and contravenes the federal law the country has had STATEMENT since 1973 providing preference to Amtrak passenger trains operating on the Class I railroads. This would be another blow to OTP and the quality of passenger rail service throughout the country. APTA is very concerned about the consequences of this proposed policy statement because it would impact all of Amtrak’s long-distance and state-supported routes.

The Environmental Law & Policy Center submitted a detailed response with the support of several rail advocacy organizations. Karen Torrent, Federal Legislative Director of the Environmental Law and Policy Center, will present her rea- soning behind the comments she filed on behalf of the ELPC et al at the High-Speed and Intercity Passenger Rail Committee meeting at the JW Marriott during the APTA Legislative Conference on Sunday, March 13 at 8:00 – 10:00 a.m.

SPEEDLINES | MARCH 2016