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Return Service Requested Van Nuys, CA
APPROACHING OR PAST Permit #20
California double-deck stock. double-deck California
pro-active and take the opportunity to get get to opportunity the take and pro-active
compatible with easy loading from existing existing from loading easy with compatible
California mobility activists should be be should activists mobility California
M t rains odern
adopting a standard platform height, one one height, platform standard a adopting
as Merced, Fresno, and Bakersfield. and Fresno, Merced, as
in passenger access and save billions by by billions save and access passenger in
P ra F
on rogress but also much of Southern California as well well as California Southern of much also but
opportunity to make major improvements improvements major make to opportunity
current plans, this is not just the Peninsula, Peninsula, the just not is this plans, current
expressed the view that California has an an has California that view the expressed
PAGE 8 PAGE
conventional trains coexist. According to to According coexist. trains conventional
Mlynarik, an active poster on the site, has has site, the on poster active an Mlynarik,
ity of platforms everywhere that HSR and and HSR that everywhere platforms of ity
blog has at least raised the issue. Richard Richard issue. the raised least at has blog
- incompatibil by crippled be could network
where the Caltrain HSR compatibility compatibility HSR Caltrain the where t P
ass ejon
ignore the rest of the world, California’s rail rail California’s world, the of rest the ignore
That is a little bit less so on the Peninsula Peninsula the on so less bit little a is That
On the other hand, if HSRA continues to to continues HSRA if hand, other the On
a t t bout ruth he
progress rail networks to full access. access. full to networks rail progress
could adopt the same height. same the adopt could
statewide public debate about strategies to to strategies about debate public statewide
new Caltrain and high speed rail equipment equipment rail speed high and Caltrain new PAGE 4 PAGE
mobility for users. There hasn’t even been a a been even hasn’t There users. for mobility
ible with a 550 mm (21.8 inch) platform, and and platform, inch) (21.8 mm 550 a with ible
taken statewide they don’t add up to full full to up add don’t they statewide taken
- compat basically are and this do all Coaster
separate system has its own method, and and method, own its has system separate
o California Cars, Baby Bullets, Metrolink and and Metrolink Bullets, Baby Cars, California bservations
about senior and handicapped access. Each Each access. handicapped and senior about
at the upper level. Amtrak Superliners, ACE, ACE, Superliners, Amtrak level. upper the at
eral decades, back before politicians cared cared politicians before back decades, eral
C
oast via the lower level and a connecting corridor corridor connecting a and level lower the via
- sev retarded be to seem we California, In
He says the best way to do that is entry entry is that do to way best the says He
they get there. get they PAGE 3 PAGE
wrong height (ie: high) platform.” high) (ie: height wrong
straight on and have available space once once space available have and on straight
kludge to make double deckers work with a a with work deckers double make to kludge
wheelchairs, bikes, and strollers can roll roll can strollers and bikes, wheelchairs,
build costs and later avoiding a sub-optimal sub-optimal a avoiding later and costs build INSIDE
height-matched platforms and cars so that that so cars and platforms height-matched
double deck (like TGV Duplex) saving over- saving Duplex) TGV (like deck double
New networks are purpose-building exactly exactly purpose-building are networks New
Californian loading gauge and start out out start and gauge loading Californian
good height match with legacy platforms. platforms. legacy with match height good
better to use the available unconstricted unconstricted available the use to better
barriers and tailoring new equipment for for equipment new tailoring and barriers
Mlynarik points out that it would be “far “far be would it that out points Mlynarik
riding the sides of imaginary boxcars. imaginary of sides the riding compete for traffic, are actively removing removing actively are traffic, for compete
to projected capacity requirements. capacity projected to level access to protect imaginary brakemen brakemen imaginary protect to access level networks, especially ones that have to to have that ones especially networks,
yards” which have had to be extended due due extended be to had have which yards” regulations like Section 26-D, which bans bans which 26-D, Section like regulations directly into ridership growth. European European growth. ridership into directly
of “$uper$izing at stations, terminals, and and terminals, stations, at “$uper$izing of ask that FRA also revisit archaic operating operating archaic revisit also FRA that ask that easier passenger access translates very very translates access passenger easier that
speed trains has caused billions of dollars dollars of billions caused has trains speed ment, (see Page 8) ADA activists should should activists ADA 8) Page (see ment,
In Europe, there is growing awareness awareness growing is there Europe, In
Rail Authority to adopt double-deck high high double-deck adopt to Authority Rail - equip century 21st have can we that Now
by Richard F. Tolmach Tolmach F. Richard by He warms that failure by the High Speed Speed High the by failure that warms He the fair and equal access promised by ADA. ADA. by promised access equal and fair the
BE A LEAP A BE N’T SHOULD TRAIN TO PLATFORM
boarding a breeze. breeze. a boarding
they care enough to make make to enough care they
Mountains in Germany, Germany, in Mountains
HEX network near the Harz Harz the near network HEX On the Veolia-operated Veolia-operated the On
Level Access for Passengers for Access Level
Volume 25 Number 1 Number 25 Volume CA Sacramento, July 2013 July CALRAIL 2020 IN HANFORD NOV 2 NOV HANFORD IN 2020 CALRAIL Save the Redwoods League Saves Skunk The Skunk Train, the 128-year-old rail line linking Fort Bragg and Willits in the coastal mountains of California, has been saved again. A tourist attraction since the 1970s, the Skunk Train allows riders to view spectacular redwood groves. A recent tun- nel collapse, however, put the train’s future in jeopardy until Save the Redwoods League Photo: trainweb.com stepped up to provide necessary funds. The Mendocino Railway, the company that runs the Skunk Train, faced financial problems after a tunnel collapse in April cut the train’s route. Repairs to the tunnel were estimated at $300,000, which the company did not have available. The original railway was constructed in 1885 to haul lumber. It was connected to Willits in 1911, completing a 40-mile run through the coastal forests. In Willits, pas- feet wide, 40 feet long, and 30 feet high. campaigns began to raise the $300,000 sengers until 1960 had the opportunity to The Mendocino Railway says it spent needed to repair the collapsed tunnel. The connect to Northwestern Pacific Railroad much of its reserves to clear mud slides after Mendocino Railway offered yearlong “Save trains to Sausalito. The name “Skunk Train” heavy rains in 2006. The company also says Our Skunk” passes for $300 and $750, as originated in 1925, when railcars which it wants $200,000 from local law enforce- well as a lifelong pass offered at $1,885 in burned aromatic distillate were introduced. ment, which commandeered trains to search honor of the year the railroad was founded. The tunnel that collapsed, Tunnel No. for a criminal in 2011. Luckily, Save the Redwoods League 1, is 13 feet wide, 16 feet high, and 1,100 When the tunnel collapsed, all of the purchased a $300,000 option from the feet long. After the collapse, a crew worked company’s train equipment was on the Fort Mendocino Railway, enough to fix the tun- feverishly to clear it, but concluded the job Bragg side of the break, leaving only a few nel. The option, if exercised, would allow was too big. The cave-in is thought to be 50 short miles of track for trains to run. Several Save the Redwoods to establish an ease- ment on the 40-mile route, preserving red- woods and public access. The Mendocino Railway hopes to have the Skunk Train run- Las Vegas HSR May Have ning its full route again by mid-July after tunnel repairs are complete. Died, but X Train Moving Two congressional Republicans have sent Project skeptics seized upon the news to California a letter to the Government Accountability declare that the high-speed rail project from Office indicating that US Department of Victorville, CA to Las Vegas, a favorite of Transportation has “recently informed us Senate Democratic Leader Harry Reid, was of [its] decision to indefinitely suspend its now moribund. Rail News review of the Xpress West loan application.” Meanwhile, Las Vegas Railway Express, Published July 15, 2013 “We have been informed that the letter backer of a weekend train from Orange Published 4 times annually by the [from the DOT] explains that ‘serious issues County to Las Vegas, announced plans to California Rail Foundation persist’ with the XpressWest loan applica- build a train station in North Las Vegas. The in cooperation with the tion; that there are ‘significant uncertainties so-called X Train, featuring cocktails, live Train Riders Association of California still surrounding the project;’ and that, as entertainment and two ultra lounges, would Michael Setty, TRAC Admin. Director a result, [the DOT] has ‘decided to suspend run from Fullerton to North Las Vegas, Richard Tolmach, CRF President further consideration’ of the XpressWest about 10 miles from the heart of the Strip. loan request,” say Sen. Jeff Sessions (R-MI) Signed articles represent the views of their The privately-financed service has trains authors, not necessarily those of the above and Rep. Paul Ryan (R-WI). under construction starting as early as New organizations. The two Republicans had raised concerns Years Eve. The company plans Thursday in March regarding the risk to taxpayers and Friday departures, with Sunday returns. 1025 Ninth Street #223 over the $5.5 billion Railroad Rehabilitation Las Vegas Railway Express Director of Sacramento, CA 95814-3516 and Improvement Financing loan. Real Estate Diane David Barron called plans Telephone: 916-557-1667 Questions had also been raised over to build a hub in North Las Vegas “a major e-mail: [email protected] www.calrailnews.com ridership projections. “Promoters expect milestone” for the passenger rail project. people to drive 50 to 100 miles to get to the “After reviewing many properties for our California Rail News encourages letters, comments, station and then get off the freeway, park, station in Southern Nevada, we have select- and reports on local issues. Please submit your mate- and board the train for the final 175 miles to ed one in the city of North Las Vegas that rial to California Rail News at the above address. Las Vegas. Nowhere in the world do people suits our needs perfectly,” Barron said. “We Sorry, we do not guarantee return of photos or arti- drive so far to board a train for such a short are currently in final negotiations with the cles submitted. Deadline for material to be included trip,” said one critic. public agency and the property owner.” in the next issue of CRN is August 25, 2013. Join TRAC and Help Fight for Improved Trains
Clip & mail with your check or money order payable to: To help TRAC regain paid full- time staff, I am enclosing a special Train Riders Association of California (TRAC) donation of $
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2 California Rail News May-July 2013 $2 Billion LAX Line Won't Coast Reach to Airport Just Yet Observations Thomas and South L.A. activists success- California’s newest light rail line to get CAPITOL CORRIDOR TRAFFIC funding is one linking the Expo Line and fully fought to add two stations to the route, the Green Line to Los Angeles International including a stop in Leimert Park Village, a declines were reported by CCJPA Airport. The proposed Crenshaw/LAX light- hub of African American culture and his- to have “tapered off” in May for rail line was approved in a pair of May and tory. The Crenshaw Line contractors have the first time since the August 2012 June meetings, ending two decades of pub- agreed to hire construction workers from zip destruction of historic platforms lic debate on the route. codes with low income and chronic unem- at the Sacramento station, but the ployment –many of which are in South L.A. route still lost 2,300 passengers Los Angeles County Metro board unani- compared to May 2012 and revenues mously approved the Crenshaw Line’s The line is still a work in progress, and were about $150,000 short of projec- $2.06-billion budget, reportedly the larg- although LAX is in its official name, it will tions. CCJPA staff admitted that est line budget in the agency’s history, not serve the airport. Initially, and perhaps despite the largely surface route. Walsh for all time, there will be double-transfers low-fare school groups had boosted Construction and J.F. Shea Co. will share required to get from Downtown to LAX. May ridership results, indicating that the gain may be short-lived. $1.27 billion for construction, and the Metro is not looking to get people to the remainder will be for cars, real estate acqui- Detailed recent data show station Airport without transfers anytime in the boardings continue to underperform sition, a new maintenance facility and a next decade. One alternative would connect contingency fund of $160 million. at Roseville, Sacramento, Davis, the Crenshaw Line to a facility along 96th Richmond and Fremont stations, The 8.5-mile line is partly funded by Street, where travelers would take a further while Silicon Valley stops are up… Los Angeles County’s Measure R, the half- bus transfer to the terminal. A CATASTROPHIC ACCIDENT on cent sales tax passed in October 2008. Metro and Los Angeles World Airports France’s Paris-area RER network Construction is expected to begin in 2014 are also working together on another with a projected 2019 completion. Weekday claimed at least 6 lives and seri- Measure R project that would connect the ously injured 30 when a Paris to ridership is projected to reach 25,000 about Crenshaw/LAX Line to LAX via either light the year 2035. Limouges SNCF train derailed in the rail, bus rapid transit and/or people mover. station of Brétigny-sur-Orge. The Los Angeles County Supervisor Mark That project is currently scheduled to be crash underlined the importance of Ridley-Thomas takes credit for spearhead- completed in the late 2020s and will depend prioritizing maintenance and safety ing the drive for a light rail line. Ridley- on funding from the City of Los Angeles. above new high-speed rail lines… HSRA AND CITIZENS ALIKE await the decision of the Sacramento Superior Court in the Kings County French City Builds 8.7 mile case which alleges that high-speed rail construction is illegal, due to a dozen violations of state law put into place by Proposition 1A in 2008. Light Rail for $216 Million Attorneys for the Authority claimed What is rare and expensive in California, Rides will be free on the Aubagne light the requirements were only infor- like new light rail lines, is commonplace and rail trains, as local buses have been since mational and only applied to the affordable in France. Alan Drake’s web site: 2009. A free light rail system will be the Legislature… STATE SUPPORTED oilfreetransport.blogspot.com documents first in the world. This decision supports AMTRAK trains are facing PRIIA cost the progress various communities have public concern about Aubagne being trou- increases looming ever since 2008, made in oil-free transportation. There is a bled by congestion. which finally impacted the FY13- tremendous amount to report in France. Aubagne is a well-to-do town that is 14 state budget. Gov. Brown’s May With 63% public approval, the small city influenced by the repeated success of light Revise proposed boosting funding by of Aubagne is starting to build two new rail in two dozen cities and towns around $18.6 million to a record $109 million light rail lines totaling 8.7 miles, just slightly France. France has been able to do this by for the three California-supported longer than Los Angeles’ Crenshaw/LAX effective cost control. Drake also reports on routes and the legislature passed Line, but at about 1/10 the cost. new lines in other cities, including Reims, the increase. Low diesel costs this Aubagne is a rapidly growing city a few Bordeaux, Brest, Montpellier, and Orléans. year saved the state from a rail bud- miles inland from the French Riviera coast, Drake reports that French cities see light get debacle… RARE MILES WERE near Marseille. It has the headquarters and rail not as a solution to congestion, but a AVAILABLE on the Capitol Corridor training base of the French Foreign Legion. much preferred alternative to driving on con- NASCAR Express on June 23. A spe- 9 stations are planned, and two lines gested streets and roads. 83% of the public cial train served Sacramento, Davis share a common east-west axis, with ser- expects "easy access" within Aubagne with and Suisun-Fairfield stations, then vice branching to 4 terminals. The light rail the new lines. ran to the Sonoma Raceway via the trains will operate on reserved rights-of-way. Once the rail lines open, and with the Cal Northern and SMART railroads The biggest difference between French connection to the train station, many in via scenic wine country. Response and U.S. practice is that French light rail is Aubagne can then chose to live without a was overwhelming with over 350 given traffic priority and runs on the sur- car if they so desire. There is substantial ticket packages sold… WHO’S IN face, while U.S. systems tend to frequently value in that freedom of choice. CHARGE AT CALTRANS RAIL in be saddled with expensive overpasses and Aubagne is likely to be the 29th French the wake of removal of virtually all tunnels so that trains don't get in the way of city or town to operate a tram line when competent staff from the Division motorists. service starts in 2016 - up from just three of Rail? Reports from Sacramento Aubagne construction estimates foresee surviving tram lines in the early 1980’s. It is indicate that outside consultants a cost of $33.5 million per mile, $161 million the smallest by a factor of two, with a popu- have taken over most decisionmak- for Line 1 and $55 million for the shorter lation of only 46,000 in 2008. ing. Meanwhile, state rail opera- Line 2 add-on. The first line is scheduled Aubagne, along with rail manufacturer tions except on the Capitol Corridor to start operations on one section in 2014 Alstom, is making an impressive effort to have become relatively unmanaged, and be completed in 2016. The second line adapt light rail to smaller towns - such as with buses in particular reported by should be completed in 2019. was done in the United States in the early passengers as unreliable… WITH Long term, Aubagne’s light rail may even- 1900s. If successful, it opens the way for CALTRANS RAIL PLANNING STAFF tually connect with the expanding light rail substantial expansions of light rail systems largely removed, the Capitol Corridor lines of Marseille. There is already SNCF- in many more areas. is the only unit proceeding with operated commuter rail service to Marseille Alstom says it designed the new cars buildable plans. CCJPA is initiat- today and the new light rail service will with a view to “meeting the needs of medi- ing environmental and engineering connect with it at the railroad station in um-sized towns with between 50,000 and reviews on projects for a 3rd track Aubagne. 100,000 inhabitants. Citadis Compact keeps between Sacramento and Roseville Estimated ridership for the first line is a tight rein on lifecycle cost to provide a as well as additional improvements 16,700 to 20,000/day, a very impressive solution that quickly pays for itself through a that will permit an increase of up to fraction of the population. 18 new compact combination of effective capacity, low ener- 11 round trips in the popular Oakland Alstom Citadis light rail cars (70 feet long gy consumption and impressive lifespan.” to San Jose corridor. CCJPA expects vs. the standard 105 to 145 feet) have been That’s the kind of forward thinking we to retain a design and environmental ordered, and the first eight already built. could use in the U.S. consultant by the fall…
California Rail News May-July 2013 3 TRUTH, Tejon and TeHacHapi: Tejon is $5 BiLLion cHeapeR by Richard F. Tolmach the major trade-offs decisions in California see Antelope as fatally flawed. Garlock California HSR Southern Mountain Crossing Comparison Fault LEGEND high-speed rail: detour through the fast- Zone The fault-laden Tehachapi Mountain Antelope Valley terrain eleva�on A Bay Area high-speed rail expert and Antelope Valley track eleva�on growing but isolated Antelope Valley, or range is a barrier and requires one of the aerospace engineer has released a slash- Antelope Valley tunnels (37 miles total) take the direct shortcut to Los Angeles. highest-elevation high-speed rail segments Tehachapi HSR Pass: 4073 � Tejon Pass terrain eleva�on TeHacHapi ing critique of the California High Speed Tejon Pass track eleva�on worldwide. Even the lowest passes require Tejon Pass tunnels (27 miles total) Rail Authority’s routing decisions between poLiTics senT HsR THe Long way Tejon Pass: 3642 � a roughly 1000 m (3300 ft) vertical climb 431 � Bakersfield and Sylmar involving the Tillier largely avoids political discussions lower San Andreas from the floor of the Central Valley, with San Andreas Fault Zone Southern Mountain Crossing, arguably the Fault Zone in his paper, but asserts in his paper that sustained steep grades and tunnels and most technically challenging mileage of the Garlock the above trade-off was never technical. bridges of considerable length. The seg- White Wolf Fault Zone Palmdale Longest Tunnel: Fault Zone San Gabriel California project. “For political reasons that will not be dis- 3300 � climb 7.0 miles ment incorporates the most complex and Ruling grade 3.5% San Gabriel The web-published piece and its sup- cussed here, Tejon Pass was never seriously Fault Zone expensive mileage of the entire proposed 3700 � climb Longest Tunnel: (Crossed in Tunnel) considered for high-speed rail,” says Tillier. Ruling grade 3.3% I‐5 Crossing Castaic Grade porting documents appear to represent hun- HSR network. (on bridge) 6.3 miles dreds of hours of research and analysis, but The Authority views its route choice of Tillier’s web article at http://www.cah- are highly readable and accessible, with all Antelope Valley as being irrevocable, but srblog.com/2013/06/the-truth-about-tejon/ Pleito 34 miles shorter calculations out in the open, contrary to the Fault Zone investors who have examined the project provides details of how the Authority and Tejon Sylmar Sylmar style of the Authority’s work. Clem Tillier’s Start in (via Tejon) (via Palmdale) documentation absolutely demolishes the vicinity San Gabriel Bakersfield Wheeler Ridge Fault Zone case for the Antelope Valley high-speed of Sha�er Fault Zone rail (HSR) route, along with the Authority’s West Bakersfield claims regarding cost, distance, speed and elapsed travel time. With two lawsuits focusing squarely on its consultants cooked the books to jus- adds about 10 miles to its length, as well as As part of his presentation, Tillier even false claims by the Authority pending in tify a political decision. The Conceptual proposing 7.5 miles of viaduct through open takes on the notion that HSR would be ben- California courts, the independent analysis I-5 Corridor Study, published at the same farm land, and 12 miles of downtown via- eficial to Palmdale, by pointing out a profit- poses both legal and technical problems January 2012 board meeting Roelof van Ark duct, instead of just skirting Bakersfield on driven HSR operator would limit Palmdale for the project, especially because its find- resigned his CEO post, said HSR should go open ground to the west. Tillier points out frequencies during commute hours and ings are very strong, worded in common the long way, 34 miles longer than needed. a Tejon line to the west of Bakersfield could increase prices to discourage low-yielding English, and meticulously supported. “This study was tailored, rather blatantly also save these 20 miles of viaduct. Palmdale passengers. He suggests that Tillier takes aim at 12 myths about the as we will see, to reconfirm the route via Given Bakersfield’s current opposition to HSR service will fall short of Palmdale’s southern mountain crossing which have Palmdale. The technical rationale for dis- the project, a western perimeter line may hopes, and fail to produce as much travel as been used to support the Tehachapi align- missing Tejon Pass alignments was built on be more feasible, in addition to saving bil- Metrolink enhancements. ment via the Antelope Valley and Palmdale: numerous contrived assumptions and con- lions. Tillier illustrates the technique with In a self-effacing way, Tillier asks “how 1. Tejon Pass HSR alignments can’t cross straints that warrant close examination,” an aerial view of Reims, which has a TGV- some guy on the internet can come up with into Tejon Mountain Village property said Tillier. Est Européen station on its southern fringe, this stuff and claim that it undercuts years 2. Tejon Pass HSR requires more tunnel- linked with town by a new light rail line. of studies by professional consultant teams ing than the Antelope Valley HsRa MiniMized TeHacHapi cosTs paid hundreds of millions of dollars? The 3. Tehachapi Pass is the easier moun- Among the more extreme assumptions point is that when it comes to math and tain crossing, as the Southern Pacific were HSRA’s claim of 29 miles of Antelope physics, the numbers don’t lie,” says Tillier, Railroad figured out in the 1870s Valley route tunnel. Tillier says the study who holds physics and engineering degrees from Princeton and Stanford. 4. Tejon Pass HSR suffers from greater Tejon “grossly distorts the truth about tunnels” seismic risk than Antelope Valley HSR and “underestimates by about 8 miles Tillier, who also hosts the Caltrain HSR the length of tunneling required for the Compatibility Blog, is a strong supporter of 5. Tejon Pass HSR via Santa Clarita would Tehachapi / Palmdale alignment by use of high-speed rail, and appears sincere in his significantly impact Newhall Ranch obsolete engineering data that has since desire to help make California HSR a bank- 6. Antelope Valley HSR via Tehachapi been refined in DEIR/SAA documents.” able, successful project. Pass alignment can just plug into the HSRA assumed the Tehachapi grades electric grid and the viaducts through Bakersfield could invesToRs May deMand Tejon 7. Bakersfield can be crossed at 220 mph be traversed at 220 mph, neither of which is “The numerous advantages of a Tejon 8. Bakersfield must be served with a a reasonable possibility given current engi- Pass alignment will not be lost on potential downtown station neering and equipment plans. private investors, who will spare no effort Tillier suggests Bakersfield not be sliced to produce their own untainted investment- 9. Tejon Pass HSR is only 3-5 minutes fast- Finally, Tillier points out HSRA also apart through the middle by a 220 mph grade analysis of the mountain crossing,” er than Antelope Valley HSR neglected to gauge the financial impact HSR line, but instead have a high-speed said Tillier. He noted that the 2012 business 10. HSR can operate at 220 mph on long of having to build and supply power to a rail station on its fringe like Reims. high-voltage line for the Bakersfield-Mojave plan requires $13 billion of private capital and steep down grades TeHacHapi (20% of $68 billion budgeted overall), and corridor, currently lacking megawatts for Tillier proposes a more reasonable Tejon 11. Tejon Pass HSR costs about the same as over 30 miles. Electrical power costs could that choosing the wrong mountain crossing Antelope Valley HSR Pass HSR alignment without a host of con- “could make or break HSR in California.” add a billion to the $5 billion Tillier cited for trived problems to compare with the likely 12. Tejon Pass HSR screws Palmdale. Tehachapi’s incremental construction costs. Antelope Valley alignment. To see his idea HSRA train simulation runs belatedly Palmdale will never get fast rail service in better detail and in 3D, download Tillier’s released this spring threw into doubt the to LA unless it is on the HSR main line HsRa exaggeRaTed Tejon cosTs KML file http://www.tillier.net/stuff/hsr/ feasibility of a 2 hour 40 minute timetable Each of the above myths constitutes a On the other side, Tillier says HSRA tejon.kml and open it in Google Earth. between San Francisco and Los Angeles distortion of reality. Tillier article systemati- exaggerated by 4 to 6 miles the tunneling via Tehachapi. That travel time is viewed Tillier provides details to dismantle each as necessary to successfully move air traffic cally demolishes them in turn, and in doing for Tejon Pass alignment by selecting an of the myths using numerous figures and so revives the prospects of Tejon Pass, also exceptionally poor alignment that avoids onto trains, a prerequisite to attract private diagrams to illustrate each point in a 75 investment. known as the “Grapevine” or I-5 alignment. Tejon Mountain Village. HSRA said in its slide PDF also linked to the web article Tillier’s comparison of two high speed January 2012 staff report that “Tejon Ranch noted above. Tejon’s travel time savings of 12 to 18 rail routes pits the Authority’s current likely Company would prefer that the alignments minutes in combination with lower capital not cross its property.” His conclusions are very compelling. costs and a better operating margin could Tehachapi route (in red) via the Shafter Compared to the Antelope Valley align- Bypass, Bakersfield Hybrid, Edison New “CHSRA/ PB took the avoidance of Tejon finally make the project viable in capital ment currently being planned with a stop markets. E2, Tehachapi New T3, New AV4, SR 14 E/ Mountain Village property as a strict non- in Palmdale, Tillier asserts that the more Hybrid, and Santa Clarita South against a negotiable constraint, as in ‘no trespassing.’ direct Tejon Pass HSR alignment would “If the numbers presented here are to direct Tejon Pass route (light blue). Tillier Dozens of promising HSR alignments were have the following advantages: be believed, the smart money will demand says a proper Tejon alternative can be 34 eliminated as a result of this constraint,” a Tejon Pass alignment. Failing this, pri- miles shorter than Tehachapi, provide a said Tillier. Tillier points out it would be • 12 minutes faster (7% of SF–LA trip time) vate capital will stay away, and California’s 431 foot lower pass, and save at least 12 to cheaper to condemn the small slice of land • 34 miles shorter high-speed rail system is unlikely to be 18 minutes of travel time, making rail more involved, or buy out Tejon whose entire • 10+ fewer miles of tunnel completed as planned. That’s why informed competitive with air. market capitalization is about $620 million, • 20 fewer miles of bridges HSR supporters, those who are analytically- minded and open to new information, Tillier provides a map (right) compar- less than the cost of extra tunneling. • $5 billion cheaper to build ing two possible HSR alignments through Apparently to further increase costs of should place their full support behind the these passes. The map, oriented so that • $175 million/year annual benefit from re-alignment of California’s high-speed rail 3 Illustrations: Clem Tillier the Tejon Pass route, HSRA assumed a lower operating cost and higher revenue the SF-LA axis is vertical, highlights one of jug-handled detour leaving Bakersfield that backbone via Tejon Pass,” said Tillier. 4 California Rail News May-July 2013 California Rail News May-July 2013 5 Why Not Capitol Corridor Opinion by Gordon Osmundson crossings, required to bring track up to I was looking at the map of Suisun Bay FRA Class VI. However, it should be Crossing on page 70 of David Myrick’s President Obama has become a big pointed out that increasing speeds from Southern Pacific Water Lines and I noted supporter of high-speed rail and with it 79 to 110 mph only saves about 2-1/4 that the old route followed by the ferry another concept, “fast trains” defined as minutes every 10 miles. My guess is that boats Contra Costa and Solano was about passenger trains running at speeds up to increasing the maximum speed would 3 miles shorter than the current route via 110 mph. Although the Capitol Corridor only save about 15 minutes overall, Martinez and the Suisun Bay Bridge. will enjoy no benefits from the high-speed important but far from the full answer. This got me to thinking. I remember rail project, there is no good reason why This leaves two options, shortening the hearing some talk somewhere that there Capitol Corridor passengers should have line and/or eliminating slow tracks. There should be a rail bridge high enough to get to wait for decades for train service that are currently five segments where track the Capitol Corridor over the straits with- at least competes with auto speeds. speed is restricted by curves or other con- out a lift span so that trains would not The Capitol Corridor appears to be an ditions. These are the two wyes on the be delayed by ship traffic. I’ve puzzled optimum testbed for fast trains, given its Centerville Line, 15 mph; street trackage over how a rail bridge could do this when ample population. There is a lot of room through Jack London Square, 25 mph; the highway approaches have taken up for improvement, because current sched- slow track through the West Oakland all the possible alignments at this eleva- ules average under 50 mph end to end. yards, 50 mph; five degree curves tion at the current crossing. I also think The 2013 California State Rail Plan lists, along San Pablo Bay and the Carquinez that the current bridge, please correct under “Other Long Term Improvements” Straight, 40-50 mph; and speed restric- me it I’m wrong, has never been seismi- for the Capitol Corridor a project to pro- tions over the Benicia Bridge, 40 mph. cally upgraded and should be if it is to vide FRA Class VI track capable of 110 Beyond these speed restrictions, the be a major crossing for passenger trains. mph but provides no list of improvements line also suffers considerable circuity. The Track speed on the bridge and through to achieve this. line between San Jose and Oakland has Martinez is 40 mph or less. Similarly, the Amtrak 20-Year Rail a dog-leg detour via the Centerville Line. But why does the crossing need to be Improvement Plan Technical Report of The Centerville line could be shortened there? The old route was shorter, could it March 2001, says that listed long-term by about two miles and one of the wyes be followed? An approach viaduct would capital improvements would cut travel eliminated by rerouting the line from be needed on the Benicia side, but could times by 20 percent but near term proj- Union City via the old Western Pacific the hills on the Port Costa side be used to ects would reduce times by only twenty right-of-way. gain the necessary elevation? To find out, minutes Sacramento to San Jose. The winding line along San Pablo I downloaded the appropriate USGS map, These speeds are not competitive Bay and the Carquinez Straight could be clipped out the area from Crockett to the with driving even if one ignores station straightened or portions of it bypassed by Suisun Bay Bridge and imported a jpeg access times. To achieve a respectable tunnels. Trackage through Jack London of it into a CAD program. I then began to market share, total trip time Sacramento- Square could be placed underground and plot routes up some of the small valleys San Jose must be cut from 3-1/2 to 2-1/2 the line shortened by running under the into the hills. It wasn’t hard to find three hours, or about a 70 mph average speed Nelson Mandela parkway where it would alternative alignments. including stops. cross the BART line at the east end of The basic problem is get up and over Cutting time from the schedule can the West Oakland BART station and with the Carquinez Straight on a bridge that come in two ways, increasing track speed a BART-Capitol Corridor transfer station provides the same clearances as the or shortening the route. There are a num- established there. existing spans including the nearby high- ber of segments of the line where the cur- The Oakland-Sacramento line is far less way bridges. The current railroad bridge rent alignment would allow speeds to be direct than Highway 80, taking a dog-leg has a lift span horizontal clearance of 291 increased from the current maximum of route via Point Pinole and Martinez. If feet and a vertical clearance of 70 feet 79 mph to 110 mph. Examples of this are these detours could be straightened or at (closed) and 135 feet (open). The Benicia– Emeryville-North Richmond and Bahia- least relieved, both travel time and oper- Martinez highway bridge has 138 feet of Sacramento. ating cost could be reduced. In this article vertical clearance and, opposite the rail- The biggest expense of this would be I will present a proposal to ease the dog road’s lift span, a horizontal clearances of four-quadrant improvements to grade leg route via Martinez. 528 feet.
How to cut 3 miles out of the Capitol Corridor Route Concepts: Gordon Osmondson Base Map: USGS 6 California Rail News May-July 2013 Acceleration This Decade?
Suisun- Davis Proposed Fairfield A New Project Auburn Roseville Richmond-BART Sacramento Berkeley Rocklin Carquinez Emeryville Martinez Oakland Bridge Coliseum Antioch Might Hayward Fremont-Centerville Lodi
Save Great America Stockton-ACE About 5 San Jose Stockton Minutes Capitol Corridor All three routes begin at the western have drawn it, the center span of this road and Jackson Street. Access from end with a junction with the existing line bridge would be 2050 feet long. Another I-780 would be by E 5th Street to E H about midway between the C&H refinery option would be a concrete viaduct some- Street. A creek would then be bridged to and the Eakley fishing pier. The key to what like the recent I-680 Benicia bridge. connect E H St to Bayshore. each of the routes is a one half mile long In any case the line and grade of the Part of the curve on the old line around tunnel that would run beneath the park- bridge approaches are such that the 138 Army Point, below the existing bridge, ing lot of the Bull Valley Staging area of feet of vertical clearance of the Benicia is two degrees, but it tightens up to fol- the Carquinez Strait Regional Shoreline. highway bridge can be comfortably low the shore line. This curve could be The tunnel would follow a slightly differ- achieved. From the end of this bridge to kept to two degrees all the way around ent alignment in each alternative. The Army Point in Benicia there would be a the point with a short fill in the bay or a western portal would be in roughly the combination viaduct and fill on a 2.0% low viaduct. A tangent from this curve same location in each, but the east portal grade. This route is the shortest, has would strike out across the east side of would be slightly different. In each case the fewest and most gentle curves and the auto storage parking areas in eastern there would be a 2.0% grade from the highest potential speeds, I’m guessing Benicia. This tangent would cross the junction with the existing line to the east 90+ mph but it is also probably the most tide flats and rejoin the existing line on a portal where we come out in a small val- expensive of the three alternatives, there one degree curve at Lake Herman Road. ley at an elevation of approximately 100 could be some controversy over the plan This alignment would entirely bypass the feet. to build a viaduct over the town of Port industrial area in eastern Benicia and the The new line would be all double track Costa and it would have the greatest switching operations which go on there. and at the junction, I figure that there impact on the regional park. Some sort of access would need to be would be a flyover for the new north Alternative #2 uses the same maintained, however, to the piers to the track to link to the existing north track. Carquinez Span as Alt #1, and the same west of the current bridge. The approach grade for the flyover might tunnels, but it passes to the south of Port I believe that this is a practical plan, exceed 2%, but it would normally be used Costa. It spans Bull Valley on a curved which would shorten the route of the by westbound trains. An extensive cut 600 foot Viaduct at a point west of the Capitol Corridor by some three miles. It would be needed in the side of the hill Alternate #1 viaduct. Its biggest draw- would also bypass about 8 miles of line just east of the flyover and the line would back is that it requires a 4.5 degree curve where speeds currently are only 40 to 50 pass just south of the lower regional (the existing line uses five degree curves) mph. I would guess that some 5+ min- park parking lot. Just above here the that would likely restrict speeds to some- utes could be cut from the schedule. The line would enter the tunnel which would where around 50 mph. However if it were only drawback that I see is that Martinez come out in a little valley just above the banked for passenger trains and not slow- would be dropped as a station, but town of Port Costa. There is no reason er moving freights, higher speeds should Benicia would be gained. from an engineering standpoint that a cut be possible. This is the sharpest curve in I don’t know what a bridge of this type could not be made in place of the tunnel, any of the alternatives. There is also an would cost to build, but the Carquinez but as this is regional park land, a tun- additional cut in the hillside east of town. highway span completed in 2003 cost nel seems more appropriate. A cut would The third alternative uses a different $240 million and this would be about be well over one hundred feet deep and location for the Carquinez span. It crosses the same length exclusive of the eastern would cut off the regional park from Bull Valley on a 500 foot span at about approach viaduct. The Carquinez Bridge Carquinez Scenic Drive. the same location as the viaduct in Alt did, however, include extensive elevated Alternative #1 runs along the south #2. It then enters a quarter mile tunnel ramps on its southern end adding to facing slope of the hill to the west of Port which comes out at the site of the old Port its cost. The cost to construct the first Costa. It next spans over the town on an Costa brick works. The line next takes a Benicia–Martinez highway bridge in 1962 1100 foot long viaduct. There is a short 3.35 degree curve around the south side was $25 million, but the second 1.7 mile cut through the hillside south of Port of a hill to Point Carquinez where a 6/10 long highway bridge, built in 2007 cost Costa and then a 685 foot tunnel which of a mile cable stay or suspension bridge $1.3 billion. comes out above the existing rail line. would span the straits. A 1.66 degree The grade from the east portal of the curve at the eastern end would link it to Gordon Osmundson has been west tunnel to the span over the straits the same approach viaduct as in the other alternatives. involved in railway preservation would be approximately 1% and the having worked on projects with maximum curvature 1.66% degrees. The With this alternative the eastern tunnel track elevations shown on the plan are is longer than the eastern tunnel in the the Golden Gate Railroad Museum, above the existing top of rail of the exist- other alternatives and the line is some- the Pacific Locomotive Association ing line, which is several feet above zero what longer, but the span of the straits is and the Nevada Northern Railway elevation. I don’t have any information shorter so it may cost about he same as Museum. He was committee chair- on just what the later figure is but am Alternate #2. man and editor of the PLA’s master guessing that it is around five feet. With each alternative, a new Benicia plan for the Niles Canyon Railway. The Carquinez Straits would be depot would be built at the east end of He is currently Treasurer of TRAC spanned by a three-quarter mile long the viaduct/fill at the site of the current and is writing a book on the cable stay or suspension bridge. As I scuba manufacturing plant at Bayshore Nevada Northern. California Rail News May-July 2013 7 Pricetag Jump Fuels MODERN TRAINS British HS2 Critique POSSIBLE? Britain’s proposed High Speed 2 rail line senger rail industry as a message that the A committee which advises the Federal from London to Birmingham saw serious new line may cut into traffic and public sub- Government on safety practices proposes to opposition arise in late June, just as project sidy supports for Virgin Trains, First Group, adopt European standards on rail cars. The backers announced a huge increase in costs Arriva, National Express and Stagecoach. Federal Railroad Administration’s (FRA) four years before construction is to begin. Mandelson’s comment could prompt action Railroad Safety Advisory Committee (RSAC) Tory politicians are seeing support for the by private rail operators, who may collec- voted unanimously to implement new crash- project begun by Tony Blair’s Labor govern- tively outweigh the power of those construc- worthiness performance standards for next ment crumble. Transport secretary, Patrick tion interests like Balfour Beatty who sup- generation U.S. high-speed rail equipment. McLoughlin, told the House of Commons port the project. The standards, which FRA is develop- that the cost of construction has risen nearly Mandelson said Labor’s backing for the ing now before they are published later this a quarter to $65 billion, and as much as $77 project in 2010 was a “politically-driven” year in a Notice of Proposed Rulemaking, billion if rolling stock is included. A National decision intended to “paint an upbeat view will provide baseline safety requirements Audit Office (NAO) report published in May, of the future” following the 2008 financial for equipment operating up to speeds of 220 estimated that the first phase of the project crash. He said he changed his opinion as mph on high-speed lines, while providing faced a $5 billion funding gap. his “understanding of the costs and ben- flexibility to operate on existing systems The proposed line, with many controver- efits” changed. up to speeds of 125 mph. Once finalized through the FRA’s rulemaking process, the sial features in common with California’s Original cost estimates were “almost standards would be employed in regions high-speed project: 220 mph top speed, a entirely speculative”, he admitted, “neither designated for high-speed rail service. highly unqualified staff, and heavy influ- quantified nor proven.” Blair’s Labor govern- ence by consulting firms, was pitched as a ment had assumed that the project would “Today’s action by RSAC is a continua- public works project to boost the economy. attract funding from financial markets tion of FRA’s move away from prescriptive rather than the burden falling on taxpayers, regulations towards more performance- Lord Peter Mandelson, the former busi- based regulatory environment,” said Joseph ness secretary, warned that the line could said Mandelson. HS2 is failing to leverage private investment. Szabo, FRA administrator. “{the standards] be a mistake and be “damaging to those will better align our approach to passenger people it was intended to help,” referring Mandelson said economic benefits of safety and the use of rail equipment with to hard-pressed northern cities which are HS2 were “neither quantified nor proven.” the rest of the world. “ still in recession. “It perversely represents Earlier work projected the line would pro- a shifting of rail resources away from the duce a $19.2 billion benefit by carrying The standards are an alternative to exist- ing crashworthiness requirements that have north to the southeast commuter belt. existing business travelers at faster speeds. influenced U.S. equipment for nearly a cen- Mandelson was one of the original backers But the study made the flawed assumption tury. The standards would establish perfor- of the project six years ago. that business travelers do no work on trains, no longer the case since trains have Wi-Fi. mance-based requirements, permitting the Mandelson said in a Financial Times use of “service proven” designs. Mandelson and others say it is time to opinion piece, “I now fear HS2 could be Since 2009, members of RSAC have been consider smaller projects with quicker and an expensive mistake … all the parties, reviewing existing requirements to identify more certain benefits, including upgrades especially Labour, should think twice a technology-neutral, performance-based before binding themselves irrevocably to to the east and west coast mainlines and approach using modern techniques, includ- it.” Mandelson warned that the new lines regional and urban transportation. ing crash energy management. Consensus from Birmingham, Manchester and Leeds British commentators turned to the writ- on the standards was reached by the would threaten existing trains on “a large ings of John Maynard Keynes for a relevant RSAC Engineering Task Force, made up of number of intercity services.” This was quote, “When the facts change, I change domestic and international railcar suppliers, viewed by many in Britain’s private pas- my mind. What do you do?” including 12 railcar manufacturers. Cal Rail 2020 in Hanford
Sat. Nov. 2 Image: Farm USDA Service Agency 2009 Please join TRAC and the California Rail Foundation and get ac- Also: Update on San Joaquin Operations & Joint Powers Agency, Up- quainted with rail facts on the ground at our annual California Rail 2020 date on Capitol Corridor, and Update on LOSSAN and the Surfliners. conference, scheduled in Hanford on Saturday November 2, 12 Noon to 4 Experts have been invited. Please “stay tuned” for more information. PM at the Veterans’ Hall in Hanford, CA 401 N. Irwin St., 4 blocks from Conference rates: Mail us your check before September 1 and pay only Amtrak. TRAC’s Annual Meeting will be held from 4 PM to 5 PM. $39. Before October 15, the rate will be $50. Price after October 15 will be We have arranged the meeting for single-day travel to/from the Bay $60. Please make your checks out to TRAC. Area, Sacramento and L.A. via the San Joaquins. The agenda includes: Coming Soon: Special Lodging Rates for both Friday and Saturday What Happens After Courts Rule On High Speed Rail? Will a “Plan B” nights. On-Line Reservation Option: EventBrite is a way to reserve right be needed for HSR? Join our expert panel in discussion of the options. away and get the best deal. https://trac.eventbrite.com Sign up TODAY Please send checks to: TRAC 1025 Ninth St. #223, Sacramento CA 95814-3516 COnFEREnCE RATES Before Sep. 1 Before Oct. 15 Late Price Sign mE up nOw! CAL RAiL 2020 $39* $50* $60* Rate x number of persons = Total Enclosed
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