HIGH-SPEED INTERCITY PASSENGER RAIL

SPEEDLINESMARCH 2014 ISSUE #11 ACS-64 WELCOMES THE PHILADELPHIA

»» p.10 Vice President BIDEN All Aboard! US Vice President Biden Welcomes First Siemens-built Amtrak Locomotive Entering Passenger Service. 2 CONTENTS SPEEDLINES MAGAZINE 3 CHAIRMAN’S MESSAGE

5 HSIPR COMMITTEE

6 LEGISLATIVE UPDATE

9 NY EMPIRE CORRIDOR

10 VP BIDEN VISITS PHILADELPHIA Jeff Morales

Amtrak President-CEO Joe Boardman, Federal Railroad Administrator Joseph Szabo traveled to the U.S Department 12 AMTRAK’S NEW WORKHORSE of Transportation (DOT) Transportation Technology Center (TTC) facility in Pueblo, Colorado to get an update on the testing program and to observe a testing demonstration. 15 TRANSCONTINENTAL RR

16 WORLD-CLASS PASSENGER RAIL

CHAIR: DAVID KUTROSKY VICE CHAIR: PETER GERTLER 18 IN THE SPOTLIGHT SECRETARY: AL ENGEL OFFICER AT LARGE: NORMAN FORDE IMMEDIATE PAST-CHAIR: JOLENE MOLITORIS 19 NEC FUTURE PLANNING EDITOR: WENDY WENNER PUBLISHER: AL ENGEL ASSOCIATE PUBLISHER: KENNETH SISLAK 21 HSR IN TURKEY

LAYOUT DESIGNER: WENDY WENNER 23 FUTURE DESIGNS: HSR IN THE USA SPEEDLINES is published by the HS&IPR Committee in cooperation with: American Public Transportation Association 1666 K Street NW 25 ENGINEERING HSR u VIII INTERNATIONAL CONFERENCE / CORDOBA, SPAIN Washington, DC 20006 

© 2011-2014 APTA - ALL RIGHTS RESERVED 26 TEXAS - AN HSR CONTENDER

3 CHAIRMAN’S MESSAGE

We are seeking no less than $50 billion over the next six years to develop the high-speed intercity passenger rail system that would connect with Amtrak, commuter rail and transit systems.

FROM THE DESK OF DAVID KUTROSKY

Welcome to the APTA Legislative Conference. As you know, 2014 is going to be a pivotal year for transportation as funding issues and several other legislative initiatives work their way through Congress. You will be able to learn about the current political scene and get insight on the legisla- tive agenda for the 113th Congress from Charlie Cook, editor and publisher of The Cook Political Report and columnist for the National Journal at the “Welcome to Washington”session on Sunday evening after all of the APTA committee meetings have concluded. The keynote speaker for the Opening General Session on Monday is USDOT Secretary Anthony Foxx, who will take questions from the audience! We will also hear directly from key congressional staff on how Congress is working on addressing issues facing public transportation and intercity passenger rail. I find these legislative discussions at this conference sometimes sobering but always informative. What are some of the issues facing intercity passenger and high-speed rail? It is all about sus- tainable funding. This includes reauthorization of MAP-21, which expires at the end of September 2014 and reauthorization of the Passenger Rail Investment and Improvement Act of 2008 (PRIIA), which expired last year. As is common today in Washington DC, the picture is not clear. Will PRIIA legislation continue to be a separate bill or be part of the larger reauthorization efforts for the current MAP-21 surface transportation bill? Amtrak President and Chief Executive Officer Joseph Boardman recently said that the September 30th expiration of MAP-21 provides an opportunity for Congress to create a new federal surface transportation investment program that focuses on national priorities, connectivity and economic growth. These challenges to reauthorizing the federal surface transportation programs also provide opportunities for the nation’s intercity pas- senger rail network. The APTA High-Speed Intercity Passenger Rail Committee has been active in seeking the reauthorization of PRIIA through either a standalone bill or as a separate rail title to the surface transportation reauthorization legislation. Our Legislative Principles for a Federal High-Speed and Intercity Passenger Rail (HSIPR) Program seeks to provide a balanced national transporta- tion policy framework and funding that fosters a robust, healthy, improved high-speed/intercity passenger rail network, which would consist of high-speed passenger rail corridors, higher speed train services, and conventional intercity passenger trains. The principles also include opening up competition in providing intercity passenger rail services, restraining costs, and streamlining

SPEEDLINES | March 2014 CHAIRMAN’S MESSAGE 4

project delivery. But we are seeking no less than $50 billion over the next six years to develop the high-speed and intercity passenger rail system that would connect with Amtrak, commuter rail and transit systems. APTA has adopted and includes our committee’s HSIPR legislative program proposal in the APTA’s report on reauthorization recommendations released this past December 2013. You can read more about the legislative proposals in this issue of SPEEDLINES. This issue of SPEEDLINES also includes articles providing a broad spectrum of what’s happening in the continuing development of intercity passenger and high-speed rail programs throughout the United States and from around the world. Ken Prendergast, Executive Director of All Aboard Ohio, provides a refreshing perspective on high-speed rail development in the United States. Of particular interest to me are updates on the Northeast Corridor Futures, Texas high-speed rail programs and the Empire Corridor in New York State. The article from Ken Sislak on high-speed rail development in Turkey should encourage all of us to think big. If Turkey can invest $50 billion in high-speed rail over the next ten years, why can’t we? The APTA High-Speed Intercity Passenger Rail Committee is continuing to seek funds from members and friends to match funds provided by APTA and other agencies and HSIPR support- ers to advance the Return on Investment (ROI) Benefits Analyses study for HSIPR investment and then release the RFP. Read more about the status of this Committee initiative in this issue of SPEEDLINES. I look forward to seeing you at the High-Speed Intercity Passenger Rail Committee meeting on Sunday, March 9th at 8 a.m. at the JW Marriott in Washington, DC during the APTA Legislative Conference. Our next meeting will be at the APTA Rail Conference in Montreal, Quebec-Canada this coming June. If I missed seeing you here in Washington, then safe travels and I hope to see you in Montreal.

David B. Kutrosky Chairman APTA High-Speed Intercity Passenger Rail Committee

he Passenger Rail Investment and Improvement Act of 2008 (PRIIA) reauthorizes the National Railroad TPassenger Corporation, better known as Amtrak, and strengthens the US passenger rail network by task- ing Amtrak, the U.S. Department of Transportation (US DOT), Federal Railroad Administration (FRA), states, and other stakeholders in improving service, operations, and facilities. PRIIA focuses on intercity passenger rail, including Amtrak’s long-distance routes and the Northeast Corridor (NEC), state-sponsored corridors throughout the Nation, and the development of high-speed rail corridors.

AP-21 is a milestone for the U.S. economy and the Nation’s surface transportation program. By trans- Mforming the policy and programmatic framework for investments to guide the system’s growth and development, MAP-21 creates a streamlined and performance-based surface transportation program and builds on many of the highway, transit, bike, and pedestrian programs and policies established in 1991.

SPEEDLINES | March 2014 5 HSIPR COMMITTEE ROI STUDY UPDATE At the annual meeting of the to support this effort. dedicated investment program APTA Business Member Board of The Committee leadership and for HS&IPR is needed. Governors (BMBG) on January 23, APTA staff seek to engage a highly The Regional Plan Association 2014, a full agenda of industry and credible, independent study to (RPA) has been working hard over legislative issues and priorities quantify the total benefits flowing the last decade to advance the was discussed. With respect to the from HS&IPR projects such as the case for investment in high-speed nascent national high-speed and Northeast Corridor, California High rail both in the NEC and nationally intercity passenger rail program, -Speed Rail, Midwest Regional Rail through its affiliate “America 2050”. it was agreed additional commu- Initiative, Southeast Corridor, and RPA has agreed to collaborate with nication tools were required to others. The objective is to capture APTA in the development of this overcome the conservative resis- the “true’ return on investment” study and Dr. Bob Yaro, President tance to the President’s initiative. (ROI) for these projects not just of RPA and Adjunct Professor at A resolution to financially support the classical benefit/cost ratio. To University of Pennsylvania, will a seminal study on the return on supplement the analytical work on serve on the steering commit- investment in intercity passenger US corridors, the actual economic tee for the study. The HS&IPR rail passed unanimously. and societal results of HS&IPR Committee leadership is delighted The APTA High-Speed & investments in other industrial- that Dr. Yaro will be lending his Intercity Passenger Rail (HS&IPR) ized nations will be documented. wealth of knowledge and exper- Committee of APTA has launched This study will also be transforma- tise to this effort. its fund raising effort to raise tional in that it will demonstrate The HS&IPR committee is $450,000 from APTA members how HS&IPR projects put money aspiring to achieve broad support and other interested parties for back into the economy. for this ROI Study. The objective this study to make the case for rail The goals of the study are to is to complete the fund drive in reauthorization and future invest- produce a document that: the next month or so and get ment in HS&IPR projects. APTA is • monetizes social and eco- the study underway during the contributing $50,000 from its oper- nomic benefits that accrue to the second quarter of 2014. Results ating budget and now the BMBG public “but for” the construction are wanted in time to inform the has committed $25,000. David of HS&IPR in terms of ROI, Congressional debates for the Kutrosky, Chairman of the HS&IPR • provides indisputable evi- authorization of a new surface Committee and chief executive of dence that the investment in transportation bill which includes the Capital Corridor service, has HS&IPR yields returns well beyond a Rail Title. arranged for The Capitol Corridor the investment and any operating Anyone interested in being a Joint Powers Authority to make a subsidies, study sponsor should contact Art substantial financial commitment • is independent and unbi- Guzzetti or KellyAnne Gallagher of and there are several companies ased and can receive accep- APTA. active in APTA that already have tance from both political persua- made preliminary commitments sions that a national policy and

SPEEDLINES | March 2014 6 LEGISLATIVE OUTLOOK

Contributed by Peter A. Peyser, Peyser Associates LLC

In recent Transportation and Infrastructure (i.e. not dealing with the revenue short- years, Congress (T&I) indicated last summer they fall problem) in April has become noto- would introduce a bipartisan bill In both the House and the Senate rious for its legisla- in the fall, but that did not occur. the revenue raising committees, Ways tive cliffhangers. Appropriations for Discussions surrounding the legis- and Means in the House and Finance government agencies get stuck with lation have slowed as the commit- in the Senate, must act to extend the regularity and included in “continu- tee has turned its attention to the current federal gas tax and find addi- ing resolutions” of various lengths. approaching expiration of highway tional funds to support the surface Government agencies shut down for and transit programs. transportation programs. lack of appropriations. The national On the Senate side, there has The difficulty of a tax increase in debt limit is debated under threat of been some discussion among staff this election year makes the prospects a national default. The highway trust members at the Senate Committee for a five or six year reauthorization fund is insolvent absent annual infu- on Commerce, Science and bill for surface transportation dubious sions of general fund money. Transportation about rail legislation, at best. There is a strong likelihood, While those who observe all of but they are waiting to see action on Congress will settle for another two- this legislative suspense are under- the House side before stepping up year “patch” on the trust fund as they standably weary, rail advocates can their efforts. This is understandable did in 2012. be forgiven for wishing that the given that in 2012, the commerce Into this context come rail advo- lapsing of the nation’s rail legislation committee developed a rail title to cates who are seeking access to trust would produce the same level of the MAP-21 legislation only to see fund support for Amtrak and high- concern in Washington as those other it dropped from the House-Senate speed rail initiatives in the states. Led events. As our readers undoubtedly conference committee on that bill know, the Passenger Rail Investment because the House did not have com- and Improvement Act of 2008 expired panion provisions. on September 30, 2013. Amtrak and By contrast, legislation to reau- Federal Railroad Administration pro- thorize federal highway and transit grams are operating now because programs has a much better chance appropriations bill language allows it. of enactment this year and rail advo- However, there is no long-term policy cates are wisely using that fact as a direction or reliable funding for these way to raise their issues to a higher important programs. visibility. This situation is, of course, famil- As noted above, the House T&I iar. From 2002 until 2008, Amtrak and Committee has started its legislative the other rail programs also operated process with hearings on the need for without authorizing legislation. Will reauthorizing the current “MAP-21” Congress and the Administration legislation and finding an answer for allow this situation to recur for the revenue shortfalls in the highway another six years? trust fund. Likewise, the Senate Current signs indicate that Committee on Environment and momentum behind enacting new Public Works (EPW) has held a hearing rail legislation is minimal. The lead- and its leadership has announced the ership of the House Committee on intention to introduce a “policy bill”

SPEEDLINES | March 2014 LEGISLATIVESECTION OUTLOOK NAME 7

by Amtrak CEO Joe Boardman, who has in transportation policy that began program, other than those currently supporting been tireless in pushing this concept, when transit projects first got access the Highway Trust Fund. rail advocates have stepped up their to highway trust fund support in the A streamlined NEPA review process for proj- efforts to make the case that intercity 1970’s. Given the appetite for study- ects is advocated along with a policy where both passenger rail is deserving of support ing and developing high-speed rail private and public sector participation should from a dedicated trust fund because in the states, this idea could gener- be considered in the development of new rail rail is an integral part of the national ate more support now than it did in service. It is APTA’s position that an expansion network of surface transportation the ‘90s. and improvement of the US current intercity pas- facilities. The Spring of this year will be an senger rail system will require a commitment of While this is an argument that active time in Washington on trans- federal, state, local and private resources – a com- may be difficult to win, the fact that portation issues. While enactment of bination of funding AND financing strategies that it is being made puts rail issues into rail legislation per se might not rise to will not only pay for projects, but also speed their a discussion that is front and center the top of the agenda, the discussion planning, design and construction. right now – the future of the Highway over surface transportation programs Trust Fund. From that point of view, – and the revenues needed to support APTA recommends an authorization of $50 rail advocates are well advised not to them – create an excellent opportu- billion over six years to facilitate the develop- let the opportunity to be part of the nity for rail advocates to make their ment of a HSIPR system, funded by a dedicated national transportation conversation case. Upcoming issues of SPEEDLINES and indexed federal revenue source, and comple- pass them by. will track the debate in Washington. mented by the use of public private partnerships. Another way to be in the conver- sation surrounding the reauthoriza- APTA calls for reauthorization of the tion of surface transportation legisla- APTA PROPOSED Passenger Rail Investment and Improvement Act tion would be to renew discussion of PASSENGER RAIL LEGISLATION of 2008 (PRIIA) through standalone legislation the issue of allowing states the flexibil- or as a separate rail title to surface transporta- ity to use formula dollars allocated to APTA supports the creation of an inte- tion authorization. them from the Highway Trust Fund for grated network of passenger rail services, intercity rail passenger projects. This including high-speed rail where appropri- APTA’s Legislative Committee adopted concept was included in the Senate ate, that connects with the existing Amtrak a set of principles on June 2, 2013 which pro- version of the ISTEA legislation in 1991, system, and with commuter rail, transit oper- vides further guidance on the industry’s policies but dropped in the House-Senate con- ations and other intermodal connections. regarding investment in intercity passenger rail ference. Allowing this flexibility would APTA supports dedicated revenues for such a which are available on the APTA public website. be a continuation of a long evolution 8

Every man has a train of thought on which he travels when he is alone. The dignity and nobility of his life, as well as his happiness, de- pends on the direction in which that train is going, the baggage it carries and the scenery through which it travels.

-Unknown Author

SPEEDLINES | March 2014 HSR IN NEW YORK 9 EMPIRE CORRIDOR OPPORTUNITY FOR HIGH-SPEED RAIL IN NEW YORK IN Contributed by Elizabeth Rao, HNTB

The Empire Corridor runs through the population and economic spine of New York State, connect- ing all major metropolitan areas. Eighty percent, or roughly 15.5 million, of New York’s residents live within 30 miles of the Empire Corridor. With the need to better serve these residents, the New York State Department of Transportation (NYSDOT) in cooperation with the Federal Railroad Administration (FRA), has released the High-Speed Rail Empire Corridor Tier 1 Draft Environmental Impact Statement (DEIS). This is a detailed environmental analysis of potential improvement to passenger rail service along the Empire Corridor, the 463-mile rail corridor between New York City’s Pennsylvania Station and Niagara Falls Station, New York.

High-Speed Rail Empire Corridor Program Goals - Increase travel choices and mobility - Attract additional ridership - Improve economic vitality and livability - Increase access to jobs and work force - Expand economic development and tourism - Attain environmental sustainability - Improve on-time performance to 90% or greater

Ten Alternatives Were Considered Since the start of the environmental review process in May 2010, a robust public outreach program invited public participation and comment, generating more than 100 ideas from the public attending scoping meetings in person or sharing ideas online.

Ten alternatives were considered following public scoping sessions in 2010, and five were eliminated after initial analysis, as they did not meet program goals established in the scoping process. Factors eval- uated include the ability to generate ridership, improve travel times and increase on-time performance, along with considerations of environmental impacts and costs. Three alternatives were not advanced because they did not improve speed, service, or operational expenses; two very high-speed alternatives were eliminated because of cost and high environmental impacts. Five feasible alternatives remain, each with the potential to impact the future of mobility and drive economic growth across New York State.

SPEEDLINES | March 2014 10 BIDENSUPPORTS ACS-64 TRANSIT INSIDER

The Cities Sprinter electric locomotives for Amtrak are based on Siemens’ Eurosprinter and Vectron models. They are equipped to operate on the three line voltages 25 kV, 12.5 kV and 12 kV and develop an output rating of up to 6.4 MW. Consequently, they can reach a substantially higher performance level than the predecessor models. By operating trains up to 18 cars long at a top speed of 200 km/h (about 125 mph), Amtrak will now be able to run trains at closer headways and carry a considerably higher number of passengers on the same route.

powering all Northeast Regional self-diagnosis of technical issues, takes and long-distance trains between self-corrective action and notifies the Washington, New York and Boston, locomotive engineer. In addition, there hen Amtrak Northeast and match existing trip-times at are redundant systems to ensure power is WRegional #171 departed Boston on speeds up to 125 mph. Eventually, maintained to the passenger cars to keep Feb. 7, a new era of mobility began they also will operate on the heating and cooling systems working, as the first of 70 new advanced tech- Keystone Service between New York, the lights on and the doors operational. nology electric locomotives entered Philadelphia and Harrisburg, PA. The locomotives also meet the latest revenue service. The modern equip- The Siemens-built electric locomo- federal rail safety regulations, including ment provides more reliable and tives, known as the Amtrak Cities crash energy management components. efficient service for passengers, and Sprinter, are assembled at its solar- Furthermore, the locomotives are energy will power the Northeast region’s powered rail manufacturing plant efficient and use a regenerative braking economic growth and continued in Sacramento, CA. The equipment system to feed energy back into the prosperity. includes parts built from Siemens power grid. Together, the 70 locomotives “Amtrak is integral to the daily plants in Norwood, OH, Alpharetta, could save over 3 billion- kilowatt hours life of the Northeast and the new GA., and Richland, Mi., and nearly 70 of energy and could result in more than locomotives will continue keep other suppliers, representing more $300 million in savings over 20 years. the people and businesses of the than 60 cities and 23 states. The new locomotives will replace older region connected and on the move,” equipment that have between 25 and said Amtrak President and CEO “We are extremely proud to serve as 35 years of service and average mileage Joe Boardman. “New equipment a rail technology partner for Amtrak,” of more than 3.5 million miles traveled ensures Amtrak can deliver the reli- said Michael Cahill, President of with some approaching 4.5 million able service the region depends Siemens Rail Systems in the U.S. miles. Amtrak expects to have several on and supports the growth of “Through our teamwork with more new locomotives which are set to the region as America’s economic Amtrak, we are not only delivering enter revenue service shortly, with the powerhouse.” improved performance, we’re boost- remaining delivery of the remaining “Beyond improved reliability of ing American manufacturing. Our units throughout 2015. service, the new locomotives rep- innovation, expertise and proven Amtrak is a vital player in the Northeast resent a prudent business deci- technology are helping transpor- economy and transportation system, sion to invest in the future of the tation operators across the country connecting major business, financial, Northeast region and better posi- keep the economy moving.” political, cultural, medical and educa- tion Amtrak to support ridership The new locomotives are designed tional centers. Today, Amtrak carries growth in the coming years,” said for improved reliability and easier three passengers for every one airline Amtrak Chairman Tony Coscia. maintenance leading to faster turn- passenger between Washington and The new locomotives will serve as around times and increased avail- New York, and moves more passengers the strong workhorses of Amtrak ability for service. A state-of-the- between New York and Boston than all Northeast Corridor operations, art microprocessor system performs the airlines combined.

SPEEDLINES | March 2014 BIDEN BOASTS AMTRAK IMPROVEMENTS 11

Vice President Joe Biden (pictured right with Transportation Secretary Anthony Foxx)— an ardent Amtrak supporter who during his days as a US Senator from Delaware logged more than 8,000 Amtrak round-trips commuting between his Wilmington, DE, home and his Washington office—helped unveil the ACS-64 at a Feb. 6th event at Philadelphia’s 30th Street Station.

The new locomotives will operate on Northeast Regional trains at speeds up to 125 mph on the Northeast Corridor (NEC) along the Washington – New York – Boston route and on Keystone Service trains at speeds up to 110 mph on the Keystone Corridor from Philadelphia to Harrisburg, PA. In addition, the new locomotives will power all long-distance trains operating on the NEC.

Vice President, Joe Biden traveled to Philadelphia, PA to deliver his remarks highlighting the need for an infrastructure investment to advance the technology that keeps regions connected and on the move. This new era of mobility of the rail system’s Cities Sprinter electric engine, which will power trains along the Northeast Corridor between Boston, NYC and Washington, DC,

Also in attendance were Secretary of Transportation Anthony Foxx and Congressman Chaka Fattah to help with the unveiling of Amtrak’s new Cities Sprinter electric locomotive at the 30th Street Station in Philadelphia, PA.

SPEEDLINES | March 2014 12 AMTRAK’S NEW WORKHORSE REPORTS FOR DUTY Contributed by By William F. Durham, ACS-64 Project Team Leader, AMTRAK

The veteran AEM-7s have served involved 61 design review meet- questions and answers with the prospec- Amtrak well. Delivered between ings conducted in Philadelphia, PA; tive builders. Ultimately, Siemens was 1979 and 1988 and later supple- Munich, Germany; and Sacramento, selected as the builder of choice. When mented by the HHP-8s in 2000, CA. the contract was awarded in October these locomotives have been the 2010, both teams went to work to mainstay of Northeast Corridor and The 70 new locomotives are financed develop and design an electric locomo- Keystone Corridor service. In fact by a $466 million a Federal Railroad tive that would meet the technical spec- some AEM-7s have accumulated Administration (FRA) Railroad ifications and the demanding operating average mileages in excess of 3.5 Rehabilitation and Improvement environment of the Northeast Corridor. million miles with some approach- Financing Program (RRIF) loan. They ing 4.5 million miles. are based on proven technologies The design is based on Siemens’ success- and designed to deliver improved ful EuroSprinter and the Vectron plat- As of February 7, 2014, a new era has performance, reliability, maintain- forms. The body is a monocoque struc- dawned for Amtrak with the intro- ability and availability. ture with integral frames and sidewalls. duction of the Amtrak Cities Sprinter The Amtrak-specific design meets the (ACS-64) into revenue service. Once The Amtrak locomotives are latest Federal Railroad Administration deliveries are complete in 2015, being assembled at the Siemens (FRA) safety requirements including Amtrak will for the first time in its Sacramento, CA, rail manufacturing crash energy management components history operate one class of elec- plant powered by renewable energy like front-end strength and a crumple tric locomotive in which it initiated with parts from other Siemens plants zone for collision with large objects, in the purchase. The ACS-64 will serve including traction converters from addition to an enhanced safety cage, as the strong workhorses of the Alpharetta, GA, traction motors and push back couplers and anti-climber Amtrak Northeast Corridor opera- gear units from Norwood, OH and functionality. Amtrak applied for and tions, power all Northeast Regional surge arresters from Richland, MS. received permission from the FRA for and long-distance trains between Overall, parts are provided by 69 alternative crashworthiness using crash DC, New York and Boston, and suppliers, representing more than energy management in lieu of AAR match existing trip times at speeds 61 cities and 23 states. The loco- S-580 Locomotive Crashworthiness up to 125 mph. Eventually, they also motives are being built in excess of Requirements. The design also incorpo- will operate on the Keystone Service Amtrak’s Buy American standards rates a push-back coupler with deforma- between New York, Philadelphia which require 51% of components tion tube to absorb energy in the event and Harrisburg, PA. come from “local” or US suppliers. of a collision.

This project is a team effort between After completion of the Technical The ACS-64 uses Alternating Current Siemens Rail Systems, and Amtrak Specification, the Request for (AC) Propulsion, Insulated Gate Bipolar (the Rolling Stock Engineering / Proposal (RFP) was issued in June Transistor (IGBT) and regenerative Capital Acquisitions Group of the 2009. With the team established braking technologies. The 70 new loco- Amtrak Mechanical Department) months beforehand in anticipation, motives are equipped with regenerative and a multitude of suppliers in the Amtrak went to work in the “War braking, which allows energy to be fed United States and other countries Room” reviewing the proposals for into the power system for use by other around the world. It was a collabor- compliance to the technical specifi- trains. The manufacturer estimates that ative effort from the very start and cation. There were several rounds of

SPEEDLINES | March 2014 AMTRAK’S NEW WORKHORSE 13

when fully deployed and operated as ensure safety. For example, the com- mock-up review of the cab. They were designed, the regenerative braking puter may identify a technical issue actively involved in selecting the seat feature may result in the generation of and can automatically notify the engi- and the cab layout of switches and 3 billion kilowatt hours of energy. At an neer, switch to a back-up or redundant controls on the console. estimated 10 cents per kilowatt hour, system or decrease speed and opera- the energy generated equals $300 tion performance if necessary. During 2011 and into 2012, design Contributed by By William F. Durham, ACS-64 Project Team Leader, AMTRAK million in electricity being returned review meetings were conducted in to the power system for use by other The ACS-64s include such features as three phases; preliminary (30%), in- trains. This is compared to locomotives dew point monitoring for the air brake process (60%) and final (95%), all the that do not have this state-of-the-art system as well as bright, distinctive time refining the locomotive’s design regenerative capability. LED headlights, marker lights, ditch to meet Amtrak’s expectations. Under lights and number board lights. In a Master Service Agreement, Amtrak The locomotive weighs in at just over fact, all lighting on the ACS-64 includ- was supported by CH2M Hill, a pro- 216,000 lbs. and is 68 feet long. It has ing the cab, machinery room and fessional engineering firm, in areas four (4) axles that are individually con- maintenance lighting is all LED. such as carbody design, propulsion, trolled and the locomotive offers a vehicle track dynamics, trucks, brakes, short term power rating of 6.4 mega- All major components with the excep- HVAC and safety certification matters. watts, hence the “64” in ACS-64. The tion of the fabricated steel truck At times European and U.S. standards ACS-64 locomotive will have a peak of frames and the transformers are made clashed and so did the teams, but 8,600 horsepower (6.4 MW) with excel- in the United States. With three (3) everyone had the same goal in the lent acceleration capabilities to attain voltage systems (12 kV 25 Hz, 12.5 kV end; designing a safe, reliable and revenue service speeds of 125 mph 60 Hz, 25 kV 60 Hz), the transformer energy efficient product. pulling up to 18 Amfleet coach cars, for the ACS-64 is the second largest while at the same time providing up to transformer produced by Siemens. After design reviews concluded, 1,000 kVA (1MVA) of head-end power The ACS-64 has a design speed of approximately 113 First Article for auxiliary train equipment such as 135 mph with a service speed of 125 Inspections of each “first piece” com- interior lights, electrical outlets and air mph. Friction braking is accomplished menced in 2012. The project team, conditioning and heating for passen- by cheek mounted disc brakes on consisting of the Project Team Leader, gers. Redundant Head End Power (up each wheel. It has a pinion hollow the Fleet Director, mechanical and to 1,000 kW) ensures our passengers shaft drive with partially suspended electrical engineers, attended 33 of remain comfortable. There are three gearboxes. these and were supported by the (3) inverters. Two (2) of the inverters Standards and Compliance group power the traction motors; the third A partnering charter with a formal through all of them. FAIs were con- unit supplies Head End Power (HEP) mission statement and eight (8) objec- ducted in United States and Europe. and auxiliary power. The HEP/auxiliary tives was crafted by both teams and inverters are dual-redundant and iden- adhered to throughout the duration Progress review meetings were held tical allowing the locomotive to remain of the project. From the time of the on a quarterly basis to assess project in service should one inverter fail en kick-off of the project, stakehold- status and a total of 25 safety certifi- route. On board diagnostics and other ers were invited to share their input cation meetings were held monthly. protections ensure the locomotive can including: Electric Traction; Clearance, complete its mission. Inspection and Test; Procurement; Communication has been the key to Government Affairs and Corporate the success on the project. A stand- The state-of-the-art microprocessor Communications; and in particu- ing Engineering Conference Call is system installed in the locomotive lar the Transportation Department held every Tuesday morning at 9:00 allows for self-diagnosis of technical and the Brotherhood of Locomotive a.m. since the project’s inception. This issues. The on-board computer system Engineers and Trainmen (BLET). These required participants from three time can notify the engineer and operator last two groups sent the General Road zones in Philadelphia / Wilmington, of any maintenance issues and can Foreman, Assistant General Road California and Germany. A weekly take self-corrective action to main- Foreman and five qualified locomo- Project Management call is held every tain operation of the locomotive and tive engineers to participate in the Thursday at 11:00 a.m.

SPEEDLINES | March 2014 ACS-64 LOCOMOTIVES 14

US Senator Tom Carper toured the Cities Sprinter Pictured Above: FRA Administrator Szabo / “Safety is our No. 1 priority,” Szabo Locomotive with Amtrak representative, Vice President said. “Today’s testing regime demonstrates the extraordinary safety standards Stephen Gardner in Wilmington, DE. FRA requires manufacturers and railroads to meet when building passenger rail equipment.”

The roof-mounted HVAC unit was testing for 125 mph qualification the field at Washington, Wilmington, tested in Hornell, NY. inside a cli- and ride quality performance on the Philadelphia, New York, New Haven, matic test chamber to test the unit Northeast Corridor with FRA officials Boston and Harrisburg. With more in extreme heat and cold conditions. witnessing these tests. There were than 2,000 course hours slated as Truck frames underwent 14,000,000 a myriad of propulsion, braking and part of the program, Siemens and cycles of static fatigue testing. The electro-magnetic compatibility tests Amtrak began training on the elec- carbody underwent an 800,000 lbs. performed on specific sections of tric locomotives in Spring 2013. This buff load test, better known as the track with specific characteristics. will continue through 2014 and as “squeeze test.” The cab underwent a Siemens completes delivery in 2015. floor fire test as well as noise and vibra- Several locomotives have already tion testing. run comprehensive field tests on the With the first locomotive now in Northeast Corridor. These field tests revenue service, production of the The first two locomotives (#600 & #601) will continue on the east coast— remaining units will subsequently were shipped to the US Department including the Keystone Corridor – as ramp up a scheduled delivery of of Transportation’s Transportation the production schedule ramps up approximately two locomotives per Technology Center, Inc. (TTCI) test for the locomotives. By early 2014, month through 2014, and moving to track in Pueblo, CO, in June 2013 several locomotives are expected to three units per month through 2015 with qualification testing continuing be in some phase of the testing and with a general warranty of three through November 2013. The testing commissioning process. years on each locomotive with the included maximum speed runs, accel- exceptions being fifteen years on the eration and braking, and the overall To ensure the locomotive engineers carbody and blower pedestals, nine performance capabilities of the loco- and mechanics are properly trained, years on the trucks and five years on motive. The two units accumulated Siemens and Amtrak have devel- the transformers. over 13,500 miles on the 13.5 mile oped a multi-pronged approach that loop track. Locomotive #602 arrived includes classroom and instructional Next time take more than a glance in Wilmington, DE, just before July time, software-based training and at the locomotive pulling your train. 4, 2013. By September 2013, #602 simulation, and hands-on training in You may be surprised! performed Instrumented Wheel Set

SPEEDLINES | March 2014 15 AMERICA’S TRANSCONTINENTAL RAILROAD HISTORY

Contributed by Wendy Wenner, AMTRAK

by government land grants to con- Tunnels would have to be blasted out struction companies willing to lay the of the Sierra Nevada Mountains, rivers tracks. He presented this information bridged and wilderness needed to be to Congress, but the plan was rejected. tamed. Two railroad companies took up The discovery of gold in Oregon the challenge. The Union Pacific began Territory followed by the California laying track from Omaha to the west Gold Rush and the Nevada Silver while the Central Pacific headed east Rush dramatically increased westward from Sacramento. expansion in the 1850s. While the Central Pacific Railroad had By the 1860s, Theodore Judah created to deal with mountains and snow, a construction plan for the poten- the Union Pacific Railroad had to deal tial railroad’s path through the Sierra with Native Americans. As the Native Nevada Mountains and began to Americans came to realize the threat lobby. At that time there were two to their way of life that the “Iron Horse” rail routes up for consideration. The was going to bring, they began to raid first route was named the central the railroad work sites. Also, a lot of the route and followed a similar path to land that was “granted” to the railroad the Oregon Trail beginning in Omaha, by the government was actually Native Nebraska and ending in Sacramento, American land. California. The other route was a Progress was slow initially, but the southern route which would stretch pace quickened with the end of the across Texas, New Mexico, and end Civil War. The majority of the workers up in Los Angeles, California; with the on the Union Pacific Railroad were central route chosen by Congress. Irish laborers, many who had served in Theodore pushed for completion of both the Union and the Confederate the project and found investors to armies. In Utah, a lot of the track was The First Transcontinental Railroad support it. After contractual and finan- built by Mormon workers with most of allowed for railroad movement from cial disputes with the investors, Judah the Central Pacific Railroad being built the East Coast to West Coast of the left to find new investors, but became by Chinese immigrants. Finally the two United States. This link had been a sick and died. sets of railroad tracks were paired and dream almost since the steam loco- In 1862, President Abraham Lincoln the continent united with an elaborate motive made its first appearance in signed the Pacific Railroad Act into Golden Spike Ceremony at Promontory, the early 1830s and was dramatized law. The Act said that there were two Utah on May 10, 1869. by the discovery of gold in California main railroad lines, the Central Pacific The impact was immediate and dra- in 1848. At that time only two routes Railroad would come from California matic. Travel time between America’s to the West were available: by wagon and the Union Pacific Railroad would east and west coasts was radically across the plains or by ship around come from the Midwest and the two reduced from months to less than a South America. This mode of travel met somewhere in the middle. This week. During this ceremony, Leland could take four months or more to Act gave the railroad companies land Stanford, Governor of California and complete and trains provided faster, where they could build the railroad President of the Central Pacific Railroad safer and cheaper transit. In addition and paid them for each mile that they drove the final spike into the ground, to passenger service, things like mail, built. Notably, they were paid more signifying the completion of the first supplies, and trade goods could also money for miles of track built in the transcontinental railroad. The spike be shipped across the country in a mountains versus miles of track built used for the ceremony was a golden matter of days. on the flat plains. spike and coined the event name. One of the biggest and first transcon- Construction of the railroad presented Amazingly, the ceremony may have tinental railroad advocates was a New a daunting task requiring the laying of been the first broadcast media event, as York merchant named Asa Whitney. over 2,000 miles of track that stretched telegraph stations aired each hammer In 1845, Asa devised the first con- through some of the most forbid- strike to follow with eruptions of joy crete plan for funding of the railroad, ding landscape on the continent. upon receiving the confirmed message.

SPEEDLINES | March 2014 16 PASSENGER RAIL EVOLVING OUR WAY TO BEING WORLD-CLASS Contributed by Ken Prendergast

Ken Prendergast is Executive Director of All Aboard Ohio, a statewide nonprofit organization that advocates for passenger rail and public transporta- tion improvements. He has worked in various paid and volunteer positions at All Aboard Ohio and its predecessor organization, the Ohio Association of Railroad Passengers, since 1984. Prendergast also is a freelance journalist whose regular clients include Sun Newspapers in Cleveland where he previously worked for 15 years as a full-time staff writer.

When President-elect Barack Five years later, those who pic- law. The new law contained a federal Obama paused his inaugural train tured TGVs and ICEs appearing by funding authorization (i.e. a frame- to pick up then-Senator Joe Biden now in some of America’s busiest work) of $7.2 billion over five years. It in January 2009, many rail advo- travel corridors are surely disap- didn’t include appropriations (actual cates had visions of TGVs or ICEs pointed. So we as Americans anger money). So there was still much work zipping across the American land- or depress ourselves by comparing to do. scape within a few years. our nation’s passenger rail system with those of Europe or the Pacific The federal government neglected But a friend of mine from Mr. Rim. It’s certainly appropriate to to capitalize Amtrak after taking Obama’s hometown of Chicago demand that America be com- on the responsibility of owning offered me a word of caution. He petitive on the global stage. But America’s passenger rail system in did so even as other rail advo- perhaps we might first compare 1971. From 1971 to 2001, Amtrak cates applauded President-elect our rail services and policies of received a mere $9.8 billion in total Obama and Vice President-elect today to a more relevant sample – federal capital funds (including Biden for symbolically arriving in with what came before them. funds for the Northeast Corridor Washington, DC by train for the Improvement Project and general inaugural ceremonies. But many Why? Because most change nationwide improvements), accord- overlooked the intended symbol- is based on what came before. ing to the US Department of ism. It wasn’t a nod to the future but Change typically happens through Transportation. States kicked in to the past by retracing the route of evolution, not revolution. capital funding too, with California’s President Abraham Lincoln’s arrival $1.9 billion contribution in the 1990s in Washington. Foremost, consider that the far ahead of any other state’s. United States had no multi-year, “Rule 27 of the Consolidated federal-state matching capital Five months after President Bush Code of Operating Rules reads: ‘A improvement program for inter- created the funding framework, [railroad] signal imperfectly dis- city passenger rail for 177 years. incoming President Obama poured played...must be regarded as the That span began when America’s in the funding in quantities not most restrictive indication that first powered railroad train was seen by any president before him. can be displayed by that signal…’” pulled forth by the steam locomo- Indeed, every US president preced- wrote Fritz Plous of Corridor Capital tive deWitt Clinton on August 9, ing President Obama, regardless LLC to me in January 2009. “The 1831. It thankfully ended October of party, sought or implemented Obama inaugural train is not a clear 16, 2008 when President George Amtrak service cuts, including the signal giving a green light to a new W. Bush signed the Passenger Rail Mercer Report-induced cuts under federal transportation policy.” Investment Improvement Act into President Clinton. So, the 2009

SPEEDLINES | March 2014 WORLD CLASS PASSENGER RAIL 17 USA world-class passenger and freight rail system would bring about much needed balance to America’s transportation matrix and, with essential policy adjustment, improve train offerings to passengers, taxpayers, and business partners.

federal stimulus law included $9.3 billion in federal funds to projects in passenger rail. Even Congress has billion ($8 billion for the High- 33 states, bringing 100+ mph pas- shown to be generous to Amtrak Speed and Intercity Passenger Rail senger trains to states like Illinois in recent years, awarding $1 billion [HSIPR] program plus $1.3 billion and Michigan and faster trains to to $2 billion per year to Amtrak’s in capital for Amtrak). Thus in one many other places. Although three capital improvement program. year the federal government nearly Tea Party governors refused federal equaled the combined passenger grants, two of them (Florida’s Rick All told, $29 billion in public rail capital investment it made in Scott and Wisconsin’s Scott Walker) sector funding has poured into Amtrak’s first 30 years. kept other federal passenger rail passenger rail development proj- funding. In the Sunshine State, ects from state and federal govern- The feds weren’t done. A year this meant total investments of $3 ments since President Bush signed later, Congress and Mr. Obama fol- billion for SunRail in Central Florida PRIIA into law in 2008. Another lowed with another $2.5 billion for and the Miami Intermodal Center. $18.4 billion in private-sector the HSIPR program. Unlike the 100 funding is starting toNam pour inum in, alia too, percent federal stimulus grants, Ideological shifts in Congress as the private creditadicia markets Am ipsapid con - this round was awarded on an meant a lack of additional funding tinue to recover mi,from eici Temthe faccum reces - 80/20 federal/state matching basis, for the HSIPR program after 2010. sion. Public and privatevendaeped. funds requiring states to chip in at least But many critics who lament the coming together total $47.4 billion $500 million to leverage the federal lack of federal commitment seem over the past five years – or four funds. The state matches brought to forget that federal HSIPR appro- times more than was invested in the 2010 HSIPR total to $3 billion. priations of $10.5 billion actually passenger rail during Amtrak’s first exceeded PRIIA’s $7.2 billion five- 30 years. Some states were ready to invest year authorization. much more than that. California If change continues to evolve voters in 2008 approved a $10 And that hasn’t stopped more based on what has come before, billion bond issue for high speed federal funding from pouring then the overdue reauthoriza- rail. Meanwhile, the $1.5 billion pri- into passenger rail improvements tion of PRIIA should build on the vately financed All Aboard Florida from other sources. Ever since it federal leadership role that has project moved forward, as did the started in 2009, the Transportation triggered larger sums of state and $10 billion Texas Central High- Investment Generating Economic private investment. That’s pos- Speed Railway. And there is still Recovery (TIGER) Program has itive momentum to which this hope for the $6.9 billion Las Vegas- pumped anywhere from one- Congress should accelerate. Victorville Desert Xpress. fourth to one-sixth of its roughly half-billion dollars of annual grant The Federal Railroad awards into projects benefiting Administration distributed $10.1

SPEEDLINES | March 2014 IN THEWHO SPOTLIGHT IS WHO 18 SPOTLIGHT YOU SHOULD GET TO KNOW US

PAUL NISSENBAUM ASSOCIATE ADMINISTRATOR “The President has proposed a bold, 4-year surface tran- sportation authorization that for the first time would provide FEDERAL dedicated, predictable, multi-year funding for rail programs. RAILROAD More than $19 billion will be invested in eliminating the ADMINISTRATION backlog of infrastructure, equipment, and station state- Railroad Policy and of-good repair needs throughout the country; maintaining Development and enhancing existing assets and operations; and making market-based investments that will position rail to meet the Nation’s changing transportation needs.”

ANDREW WOOD CHIEF, NEXT-GEN INTEGRATION “The need for new high-speed trains on the NEC has AMTRAK never been stronger, with demand growth, outstripping NEC Infrastructure our supply every day. Everything in this high-speed and Investment rail trainset procurement is designed to speed delivery, Development by using the best the world can offer in service proven equipment and building it in America.”

RUBY SIEGEL VICE PRESIDENT, SR. PROJECT MANAGER AECOM “The FRA NEC FUTURE program is a once in a North America lifetime assignment that challenges me and our Transportation entire team – FRA and its consultants to do our best Planning Services thinking, be innovative and provide a solid, fact-based foundation for future decisions.” OUR FUTURE IS ON TRACK 19 NEC FUTURE PLANNING UPDATE Contributed by Pam Lebaux and David Carol, Parsons Brinckerhoff

tools informing this evaluation are routes for a potential second spine currently being enhanced with addi- which are currently being evaluated. T he Federal tional data. Throughout the alterna- Railroad Administration (FRA) contin- tives development process, the FRA The NEC FUTURE alternatives are ues to advance the planning and has worked closely with the NEC rail- also structured to test new types of environmental review process for road operators, federal and state agen- service and changes in the way the NEC FUTURE, a program to develop cies and other stakeholders, as well NEC is operated to allow more effi- a long-term vision and phased as reaching out to the public through cient use of rail infrastructure. This improvements for the Northeast regional workshops and outreach to could include expanded service Corridor (NEC) from Washington, DC riders at 16 NEC stations last spring. options to fill the significant gaps to Boston. By defining an investment between today’s intercity and com- program to improve the capacity, Preparations are now underway for muter markets, better use of the operations and reliability of NEC rail the Tier 1 EIS, including the develop- existing railroad, and potential service for both commuter and inter- ment of methodologies for effects changes to scheduling, ticketing, city trips, NEC FUTURE aims to assessments and an analysis of exist- and fleet management to provide enhance the region’s mobility ing environmental conditions within greater convenience to travelers. options, serve new markets, and the Study Area. The Tier 1 EIS and a For example, new train types might provide a foundation for rail service SDP for the NEC—to be completed in include high-speed express trains to in 2040 and beyond. A Tier 1 2016--will frame future investments a broader range of markets or met- Environmental Impact Statement in the corridor, while allowing flexibil- ropolitan service to better connect (EIS) and Service Development Plan ity for decisions on the specific proj- smaller stations across the NEC. (SDP) will be completed as part of ects that will implement the vision. NEC FUTURE. Each Tier 1 EIS alternative will be Key questions to be considered as defined to include a common set of NEC FUTURE began in 2012 with the program proceeds include how initial projects that would take place a stakeholder and public outreach markets for NEC rail service will grow as funding becomes available and a process and an analysis of the and change by 2040, how much new recommended phasing approach. region’s travel markets to define capacity will be needed, how service These projects will address the future service needs. Starting from should be provided, and the overall most immediate needs of the NEC. a list of nearly 100 alternatives that role passenger rail should play within The common projects are expected represented an array of operating the region’s multimodal transporta- to include two new Hudson River market scenarios, in 2013 the FRA tion system. Some of the alternatives tunnels, modernization of infrastruc- developed a set of 15 Preliminary now being analyzed focus on achiev- ture, replacement or rehabilitation Alternatives that reflect a range of ing the full potential of the existing of major tunnels and bridges, track possible futures for the NEC. Over NEC. These would include strategic improvements, and terminal improve- the past year, the FRA team further investments--primarily within the ments at each end of the corridor. defined the Preliminary Alternatives existing right-of-way--to enable high- with service plans and infrastructure capacity operations. Others would For more information on the at a conceptual level, and began an involve construction of a “second program and the alternatives develop- in-depth evaluation to select alterna- spine” to support high-speed rail ment process, or to sign up for e-mail tives for study in the program’s Tier service. The Preliminary Alternatives updates, visit www.necfuture.com. 1 (programmatic) EIS. The technical incorporate four representative SPEEDLINES | March 2014

ABOUT NEC FUTURE 20

The Northeast region is facing serious mobility challenges, which, if left unad- dressed, will have far reaching repercussions on the regional and national economy. The region is served by an extensive passenger and freight transportation system of highways, airports, ports, and rail. That transportation system has outdated tech- nology and lacks sufficient capacity, connectivity and redundancy to support local and inter-regional mobility needs, resulting in major congestion and delays.

NEC FUTURE is a roadmap for future investments in an integrated passenger rail transportation system necessary to sustain and advance economic growth.

Moreover, regional population and economic growth will require investment in this transportation infrastructure to provide businesses with access to a growing workforce and resources and to provide residents with safe, reliable and convenient travel options. Highway, airport, and rail networks all face substantial challenges to meet their share of growing travel demand and each mode requires investment to address capacity and deteriorating conditions. The Northeast rail system has and will continue to play a critical role in shaping and supporting the development of the Northeast. Upgrades to that system are essential for connecting commuters and travelers with growing downtown business centers. A well defined and planned role for investment in passenger rail is required to improve the region’s multimodal transportation network and its ability to support population and economic growth along the NEC. 21 SECTION NAME

Turkey’s high-speed railway (YHT) line between Istanbul and Ankara will quadruple Turkey’s high-speed railway passenger numbers, according to Transport Minister Lütfi Elvan. “2014 will be the year of records for the YHT,” he told Anadolu Agency on January12, while discussing the 2013 performance of the much-anticipated lines. INTERNATIONAL HIGH-SPEED RAIL 22 HSR IN TURKEY CHINESE FIRM TO CONSTRUCT Contributed by Kenneth Sislak, AECOM

Istanbul is about 10.3 million, which €285 million ($374.1 million) including he Turkish State Railways is roughly the equivalent of Northeast maintenance. Delivery is due to start T(The Turkish State Railways (TCDD) Ohio and Chicago respectively. in 2016. The 200m-long eight-car trains is getting ready to open the final Turkey’s population is 76 million with will accommodate more than 500 pas- section of a high-speed rail line a population density of 259 people sengers, and are based on the Velaro-D linking the capitol of Ankara to per square mile. For comparison, trains which Siemens is currently build- Istanbul. The original section of Ohio, Indiana and Illinois have a com- ing for German Rail (DB) and will replace the line, between Ankara and bined population of nearly 31 million the CAF trains on the Ankara – Istanbul Eskişehir, was completed in March people in an area approximately one- route. 2009. China Railway Construction third the size of Turkey. Population Corporation Limited (CRCC) com- density in Ohio is 257 people per pleted the extension project from square mile and for the three states If Turkey can afford to build high-speed Eskişehir to Istanbul in January it is 222 per square mile. GDP for the rail, maintain a military and build a 2014. Service between Ankara and three states is $1.5 trillion making tunnel under the Bosporus Strait, why Istanbul, Turkey’s largest city, is due GDP per capita over $48,500. Turkey’s can’t we build high-speed rail in the to open in February 2014. A fleet of GDP is $1.3 trillion or only $18,348 per United States and especially in the 250km/h EMUs supplied by CAF for capita. Chicago – Cleveland Corridor now that Turkey’s first two high-speed lines United Airlines has eliminated its air linking Ankara with Eskişehir and service hub in Cleveland? Konya will provide the initial service. The Turkish government plans to con- TCDD wants to achieve a scheduled struct new high-speed and normal journey time of less than 3-hours for railway lines in 15 cities, where a the approximately 331 mile trip. For majority of the population lives. comparison, the distance between Turkey plans to invest a total of $45 “Man’s Chicago and Cleveland is approxi- billion in high-speed rail systems tar- mately 345 miles. geting a 1,500 km (932 miles) network mind, by 2014 and a 10,000 km (6,213 miles) network by the year 2023. By 2015, once The Ankara-Istanbul high-speed the first phase of the high-speed rail line also will be linked to the network will be complete with trains stretched by a Marmaray, Istanbul’s massive rail running to Izmir and east from a new new idea, never tunnel project that was opened in high-speed station in Ankara to Sivas October 2013 and carries passen- and Erzincan. regains its gers under the Bosporus, through the Pendik suburban train station. original dimensions.” This link will enable an unbroken To achieve faster scheduled journey journey from Asia to Europe. times, TCDD awarded a contract last summer to Siemens for seven - Oliver Wendell Holmes Sr. 300km/h (186 mph) trains for oper- Ankara’s population is about 3.8 ation on its growing high-speed million while the population of rail network. The contract is worth

SPEEDLINES | March 2014 23 FUTURE DESIGNS HSR IN USA AN INDUSTRIAL DESIGNER’S VANTAGE POINT Contributed by Cesar Vergara

Cesar has 25 Years of experience in the RR industry served as Chief designer of the National RR of Mexico, Amtrak and NJT, as well as 8 years as National Principal of Design in Jacobs engineering NYC. US Liaison in the Watford Group of Architects and designers, organizers of the Brunel Award. Active participant in APTA, PRIIA, NGEC, COMTO and UIC. Vergarastudio proudly celebrating its fifth anniversary serving the mass transportation industry globally. www.vergarastudio.com

special challenge of functional entities, avoiding transfor- landscape when appropriate, and designingA for the future is that by mation into urban blight and in some demands extreme aesthetic scru- the time you finish building and cases even becoming landmarks. tiny in implementing it in high value implementing it, the plans you natural, historical and urban areas. made are already well in the past. But how can a design team From bridges to switch boxes, in a This is particularly true in megaproj- achieve this goal in an ever faster manner of speaking, it constitutes a ects such as high-speed rail, from moving target of technologies and way of ensuring that both sides of the the architecture to infrastructure to demographics? Is there a formula bridge are the right side of the bridge rolling stock and all interconnected that can help us establish a viable elements, the process will take well approach? Go well beyond ecology, apply beyond a decade from concept to biophilic design: ribbon cutting. Architects, urban Not exactly a formula, but I can planners, industrial designers and offer some suggestions: engineers need to understand that Infrastructure, make every inch a “Design is a healing art that pro- the aesthetic impact the system will beauty: HSR competes head to head vides the opportunity to enhance have will be profound: it will endure with airlines in city pairs approxi- peoples living using elements of for decades, extend over vast real mately 300 to 600 km apart. Planes nature as a gift.” estate and serve many generations. need attractive airports and access -- Clodagh roads, however, there is no infra- For these reasons, inventing the structure physically linking the two. future sometimes requires looking Rail is very different, there is a sub- Biophilic Design is an emerg- into the past, not to copy the archi- stantial presence that never leaves ing science that attempts to impart tectural styles or technologies of the ground, an obvious but often inherent human affinity with natural bygone eras, but rather to evalu- ignored aspect is that of the visual systems and processes. A current book ate the processes that yielded infra- and physical effect of the rail infra- on the subject “Biophilic Design the structure, stations and rolling stock structure in the route traversed. theory and practice of bringing build- that were not only welcomed when This constitutes an opportu- ings to life”. (ISBN 978-0-470-16334-4) a put into service, but aged to become nity to enhance the cityscape or book co-authored by Stephen Kellert,

SPEEDLINES | March 2014 DESIGNING THE US HSR ENVIRONMENT OF THE FUTURE 2424

outlines a roadmap for sustainability tech, safe and fast, the trainset has to SJ (Swedish RR) as a customer. Those and ecological approaches to design, convey the sum and effort spent in days SJ’s motto was: “What is neces- and most importantly, from an ID putting together the entire system, sary to a few is convenient for all”, point of view; it provides a formula not just the train. Industrial design is needless to say this was thinking well for creating buildings and infrastruc- not a last layer applied to the surface ahead of its time, and preceded ADA ture with increasing and lasting aes- as it if were make up on an artist; by decades. This lesson served me thetic longevity. Is a station a trans- rather it is the last visible layer repre- well during my years in Amtrak as part portation hub or a shopping center, senting billions spent on infrastruc- of the team working to implement or both? ture, rolling stock and technology to the first installment of the ADA. In deliver this service. It also happens my experience, complying with ADA In Europe and Asia, where HSR to be a de-facto coat of arms for the is complex, but the result is simple: has been in service for decades, state or region deploying it, don’t It’s an excellent excuse and opportu- there is a lively and ongoing debate be tempted by the apparent ease of nity to make the trains and stations as to the role stations should play in copying the great ideas of others, as better for every passenger, disabled the service. The obvious fact is that Daniel Burnham, pronounced “Make or able bodied. these are arrival and departure hubs no little plans, they have no magic to serving tens of thousands of passen- stir peoples blood.” Intermodality: A sound approach gers daily, located in both historical to HSR design requires selection of centers as well as in newly created Comfort: The level of comfort good transfer points and seamless suburbs spurned by their very exis- afforded to the passengers has to interface for all connecting transpor- tence. Both scenarios highlight be tailored to the service. Customer tation modes. In designing a high- extraordinary opportunities for retail focus groups should be conducted to speed rail system, the idea should and commerce. ascertain the likes and dislikes of initial never be to beat or eliminate other prospective passengers, assump- modes of transportation, but to help The important thing is to rec- tions by any department, are usually them achieve their logical potential oncile the core transportation func- incorrect. In any new high-speed of increasing the mobility and safety tion with the commercial ones. A train, there exists no small insignifi- of all citizens. train station where an able bodied cant details, there are however, large or physically disadvantaged passen- number of details adding up to a Reliability: No transportation ger, cannot find the ticket or infor- coherent, attractive and functional service ever was successful if the reli- mation counter or an intuitive path entity. Charles and Ray Eames, pow- ability left something to be desired. to the platforms and train is simply erhouse design couple of the 1950’s, Ideally, in a new service the passen- not a good station. On the other stated eloquently that “The details are gers will be able to set their clocks by hand, a station that does not offer not the details, they are the project.” the trains departure and arrival, but amenities required and expected by good design can take the edge off the modern commuter is lacking in Safety: The cornerstone of rail eventual shortcomings in the sched- service. transportation, no exception in HSR, ule, particularly in the critical months ID plays a critical role in supporting after establishing the service. This is This is one of the archetypical engineering to generate interiors that precisely what transpired in the early challenges of transportation design are safe by meeting and exceeding 90’s in Denmark with a new train waiting to be solved, however: To all applicable standards. As part of designed by the late Jens Nielsen. solve this problem there will be no the engineering team, ID contributes one size fits all approach, as each and innovation in structural areas includ- Architects and designers; the every instance will demand a unique ing that of crash energy management. challenge of Designing the US High- solution. Speed Rail Environment of the Future Accessibility: Newly graduated is very clear, but certainly not the HS trainsets are high tech, safe from ID school in Stockholm Sweden, solution; this remains wide open and and fast, they should appear high I worked in an ID consulting firm with yours to solve.

SPEEDLINES | March 2014 CORDOBA, SPAIN 25 ENGINEERING HSR VIII INTERNATIONAL CONFERENCE Contributed by Eduardo Romo

Experts from Japan Railways, Takumi Ishii; ADIF (Spain), Eduardo Molina, César López and Rafael Ozaeta; THALES, Luis Fernández shared their point of view regarding lines with technical singular- ities as different track gauges, under- sea conditions or desert environments.

The third session, on “Large Networks Planning” included an overview of main projects under development by inter- nce again the International (ADIF, Spain) who presented an over- national well known experts. The ambi- ConferenceO on Engineering for High view of the current status of the Spanish tious American long term program, with Speed Railways will take place in Cordoba, high-speed system, the largest in Al Engel (USA), the future network in Spain, June 25-27. It is the eighth such terms of length with the Chinese one. India, currently under assessment, with conference and this is a very special Mukul Mathur (Govt. of India) and a year as it is the 50th anniversary of high They were followed by a lively dis- worldwide outlook by Iñaki Barrón (UIC). -speed passenger rail. Organized by the cussion along the Round Table about Fundación Caminos de Hierro, a Spanish “Advantages and Main Features of an The final session dealt with proj- non-profit railways expertise center Infrastructure for the next Hundred Years” ects having unusual challenges such (active member of APTA and UIC), it will with the contribution of Iñaki Barrón as construction and operation in desert be held at the Palacio de Congresos in the (Passengers and High-Speed Director, areas along the Mecca-Medina line- historical city of Córdoba, the core of the UIC), Rosa Arce (Univ. Politécnica de with experts from main industrial com- high speed network in the South of Spain. Madrid, Spain) and José Luis Alfaro panies as INDRA (Javier Rivilla, Spain) (European Inv. Bank, Luxemburg). and SIEMENS (David Sanz, Spain). Last year (the seventh conference also held in June) the theme of the Conference The second day was devoted to As High-Speed Rail is synonymous with was “Different International Experiences “International Experiences and Results innovative technologies, the last day cen- of a Technology with a Future” and it was of High-Speed Technologies”. In the tered around Research, Development again the opportunity for transportation first session different experts tackled and Technological Innovation. Two ses- and railways professional and experts lines with consolidated services: Michel sions, on “Railways Innovation Programs, coming from different countries (Japan, Leboeuf (SNCF, France) about the Tools and Trends” and “Technologies and France, India, USA, Germany, Spain, etc.) French operation and services increas- Innovation Projects in Progress” were ded- to meet and discuss on different points ing evolution; Drew Galloway (AMTRAK, icated to discuss on different improve- of successful transportation modes. USA) talking on the success and chal- ments involving infrastructure, track lenges of the Acela line; Wolfgang Jakob and modern monitoring techniques. The opening keynote speakers were (UNIFE, Germany) presenting the new Rod Diridon (Exec. Director Mineta concepts for the European Technical To take part in the Eighth conference Transportation Institute, USA) who Standards on traffic control equipment June 25-27, 2014, contact Eduardo brought to the audience a bright speech and María Luisa Domínguez (ADIF, Romo at [email protected] updating the challenging California Spain) bringing the design method- High-Speed Program and Luis López ologies of the Spanish infrastructure. SPEEDLINES | March 2014 26 TEXAS AND HSR

TEXAS A CONTENDER IN THE RACE By Jennifer Moczygemba, Texas DOT

healthy economy -- all factors which formed coalitions for promoting In the tale of high-speed rail, lend themselves to a promising high- a singular passenger rail vision in there may just be a surprise. Texas speed rail system for Texas. the region, Texas had many visions is rarely talked about, however, for passenger rail in Texas. But to as important studies are being With the release of PRIIA and funding re-enter the race, Texas needed completed with funding from through ARRA, did Texas even want a plan. Work was started on the the High-Speed and Intercity to be in the high-speed rail race? Texas Rail Plan, in the spirit of Passenger Rail (HSIPR) program, Texas had focused more recently PRIIA, in late 2009, and was one of Texas should definitely be consid- on the movement of goods, rather the first post-PRIIA rail plans com- ered a contender. than people, by rail. With millions of pleted in 2010. With far-reaching tons of chemicals, crude oil, agricul- stakeholder and public involve- The Texas High-Speed Rail tural products and consumer goods ment, the state established a vision Authority, working with Texas needing to be moved to, from and for both passenger and freight rail. TGV, started with promise, but through the state, that was a logical failed. Factors including compe- focus and provided fuel to keep the While the state is not interested tition from airlines, land needs economic fire burning. However, as in direct ownership or opera- and lack of public funding and business grows, so does the pop- tions of a high-speed or intercity demand are potential reasons ulation, adding additional strain passenger rail system, it is inter- for the failure. So when the to already congested roadways. ested in nurturing the possibility Passenger Rail Investment and Consideration for passenger rail as of a system through the develop- Improvement Act (PRIIA) estab- an alternative means of travel for ment of information and reduction lished passenger rail programs, both business and leisure seemed of risk. Studies to determine the and when the American Recovery necessary. public needs, potential ridership and Reinvestment Act (ARRA) and costs for appropriate levels of dropped $8 billion for state pro- While Texas didn’t have a passenger service, project level environmen- grams out of the sky, was Texas rail plan, and the money that was tal evaluation and coordination ready to enter the race? Texas, first made available through the with federal and state agencies who enjoys being the leader in HSIPR program was not for plan- are all services that the state can many things and strives to be best- ning, Texas was successful. In spite contribute. This information could in-class, was behind California, of not having a cohesive plan, the be used by private developers to the Northeast Corridor, Florida, Texas Department of Transportation develop a good understanding of Washington, the mid-western (TxDOT) partnered with the freight the needs and to reduce risk. states and North Carolina, just to railroads and received grant funding name a few. Texas, whose popu- for a couple of small, but very impor- With that direction in mind, when lation has been one of the fast- tant projects to improve speeds and the FY2010 appropriations made est-growing in the country, is rail movements around the Dallas- funding available for planning, the second most populous state, Fort Worth Metroplex. Texas was prepared to really enter with the third-, fourth- and sev- the race. A research study by Texas enth-largest cities in the country Within Texas there were many, MANY A&M Transportation Institute had each located approximately 300 ideas of what could be done with just been completed which deter- miles apart over flat terrain. This passenger rail. Routes of all shapes mined the best city pairs in terms is the same Texas, which has con- and sizes were discussed, represent- of intercity travel (car, air, auto). sistently had one of the best state ing about every letter in the alpha- The results showed that the Dallas/ economies and fosters business bet. While multiple states in other Fort Worth-to-San Antonio and and job growth to maintain that regions of the United States had

SPEEDLINES | March 2014 TEXAS A CONTENDER IN HIGH-SPEED RAIL 27

implemented now. safely move people between Dallas and Houston in about 90 minutes. The Oklahoma City-to-South Texas Texas is fostering the development Corridor included the Dallas/Fort of this corridor with a blend of both Worth-to-San Antonio segment private investment, in a for-profit- as well as the existing state-sup- operation, with a public investment ported Amtrak service between in arterial and feeder roads and Oklahoma City and Dallas/Fort systems, which meets the mobil- Worth. The study, now ongoing ity needs of people in the Dallas/ and renamed the Texas-Oklahoma Fort Worth Metroplex. The proj- Passenger Rail Study (TOPRS), has ect-level environmental clearance evaluated service alternatives and by 2017 could quickly move Texas has presented those to the public forward to final design, construc- through a series of meetings along tion and implementation of high- the corridor. One of the more inter- speed rail. There are lessons learned esting parts of this study is the from Express West (formerly Desert opportunity to evaluate the corri- Express): FRA safety compliance, STB dor potential between San Antonio involvement, federal dollars equals and Monterrey, Mexico as a poten- federal strings, such as Buy America. tial cross-border service. This city How does a privately funded project pair has received great interest. fit within the federal processes? The result of the TOPRS study will be a blueprint for the future devel- Even within the Dallas/Fort Worth opment of the corridor and will Metroplex, TxDOT and the FRA are provide much-needed data for pro- leading a separate project-level spective private sector developers. environmental review of what could There are lessons to be learned be a very efficient and heavily used from the California High-Speed Rail high-speed rail system connecting Authority, the front runners: devel- Fort Worth, the Arlington area and oping their plans for high-speed Dallas. Potentially connecting with rail, passing nearly $10 billion in the privately developed Dallas-to- state bonds, then questions about Houston project, this public effort environmental and land impacts, has strong backing from TxDOT coordination with railroads, ques- and local leaders, and could play tions with the cost and financing. an important role in connecting the Now, the plan has been revised to state’s growing metro areas. be a “blended system.” Less high- speed and more connectivity. So, the race continues to implement true high-speed rail in the United In the Dallas/Fort Worth-to- States, even as the industry cele- the Dallas/Fort Worth-to-Houston Houston corridor, there is great brates the 50-year anniversary of Corridors were the best performers. potential. In fact, this corridor the Japanese system. Texas is not TxDOT applied for and received a looks so good that it has attracted usually in the list of front-runners: planning grant for the Oklahoma the attention of private investors. Northeast Corridor, California and City-to-South Texas Corridor and Texas Central High-Speed Railway Florida. But as with the story of the a project level PE/NEPA grant for (TCR) is interested in bringing the tortoise and the hare, Texas may just the DFW/Houston corridor. These JR Central’s proven, energy-effi- be the tortoise in the high-speed rail grants are in the process of being cient N700-based Bullet system to race.

SPEEDLINES | March 2014 AMTRAK COAST STARLIGHT 28

I