My Rail Musings

Station Issues Part 5: Cautionary Tales

2012-02-04T17:01:00.002-05:00

Problems in the Mile High City

Denver Union Station is undergoing redevelopment that willallow for the Regional Transit’s FasTracks to utilize the station for lightrail and commuter rail routes.

ColoRail has brought up a number of issues fromthe beginning of the DUS redevelopment project. It’s one thing to make thehistoric station as a hotel inorder to produce revenue and to draw travelers, but Denver’s leaders andplanners have to look at Kansas City as the example on how not to redevelop anold train station. As a result, it is imperative that the Mile High City gets it right and doesn’tend up with a major mess on its hands that would diminish its original role.

A Less Perfect (D.C.) Union Station

The Union Station in the nation’s capital has its ownproblems:

Navigating the D.C. facility is an issue
Fixing up the plaza has runinto years long delays
DC’s DOT and Amtrak getting into a conflict over theformer’s desire to build a streetcar stop at Union Station vs more slots forfuture Express HSR service from the latter
Some bus companies wanting to stop inthe parking deck as opposed to the streets around the station

Despite all of these problems, at least something is beingthe way of renovation.

What This All Means

For both cities, new stations may be built out of necessitydue to redevelopment issues in Denver and overcrowding in Washington, D.C. Bothcities have the chance to avoid this scenario if they just get theirrenovations right.

Amtrak takes (yet) another step in the wrong direction

2012-01-24T01:52:00.001-05:00

There are two stories from RailPAC that actually confirm that: 1) Amtrak management simply does not get it and 2) the agency is in serious danger of being left behind once true competition begins.

The first one is from the group's president while the second one points out doublespeak from a national operator that contains Northeast-centric management.

In regards to Paul Dyson's commentary, Joe Boardman clearly has one foot out the door since he is ripping his own staff while he refuses to go after Union Pacific. It also shows that the Amtrak boss has revealed himself for what he really is--a career bureaucrat who is angling for the next available government job. Given that Amtrak doesn't really care about expanding on its own (i.e., adding non-state supported routes to the National System), it's time for the company to retire the "America's Railroad" gimmick. Let's be honest: Boardman only began using it when SNCF and JR Central drew up their own plans and posed as real threats in 2009. Even though High Speed Rail Mania is over, Amtrak has to deal with the likes of Virgin, First Group, and various AIPRO members bidding for corridor and long-distance services.

If Amtrak senior management really cared about cutting the company's costs, someone over in D.C. would have figured out a way to put rehabbed Superliners in Beech Grove, IN back into service while also adding equipment to help out the western states. It's really sad that those states are forced to supply cars for long-distance trains because the national organization is unwilling to do so.

I applaud Dyson for advocating a breakup of Amtrak for at least getting a conversation going on how to break the monopoly. Proposing a breakup of Amtrak has been dormant since 2002 when Amtrak, Congress, the Bush Administration, and rail advocates completely ignored the recommendation from the Amtrak Reform Council. The rail unions are also a part of the problem since they were on the forefront in turning back any breakup plans then and again last year when the divestment of the NEC was seriously being discussed. Just separating the long-distance network from the Northeast Corridor would produce more jobs and let the non-NEC network grow. If the private competitors are stymied by legislation and/or the FRA, this would have to be the option of last resort because people are tired of being led by the nose of an organization that pretty much says that only passengers on a 457-mile line between Washington and Boston mean anything while they are screaming for better train service in their own communities. Personally, I still think that my consortium idea would be a better fit if we are to get a national rail network going again in this country.

Not only does NARP need to be called out but so do the various organizations that hate competition because they claim to want better train service but they throw their hands up when pressed for solutions and they tend to ignore anything that is outside of the scope of Amtrak when others provide ideas.

Regarding a conspiracy: I wonder if the real conspiracy was for the feds to gauge interest from foreign and independent operators, only to pull the rug when times got rough. Such a move would then lead to the current monopoly being preserved.

Here's what the public needs to know about Russ Jackson's commentary:

Amtrak's so-called "aggressive agenda" is virtually centered in the NEC (where else?) with a few bones thrown in for eastern long-distance and Cascade routes (10 of the 13 listed items were NEC first or NEC only)
Boardman's refusal to press UP on making the Sunset Limited daily is proof enough that this route needs to be transferred pronto and that Congress has to act by letting the private sector handle other long-distance routes. It also shows that the Amtrak president/CEO is unwilling to fight the big boy railroads when the hosts' price tags are exaggerated at best and full-out extortion at worst
Amtrak is not interested in expansion if anyone wants to make a claim to that giving the agency more money will make things better, I have rail tunnel to sell you. All or almost all of the non-NEC work is coming out the pockets of one state or another
“One of the things I learned in the transit business before I came to Amtrak is that as I added more trains during the peak hour my losses increased. Right now, the business model that exists for long-distance trains is that as you add trains your losses increase, and that is our policy direction coming from the administration and Congress, so Amtrak believes that is achieved by rebuilding the equipment we have.” As for that quote, I have this to say: If that is true, Mr. Boardman, then your company is clearly doing something wrong. What about that record ridership that you bragged about last fall? What about the fact that western trains like the Zephyr and the Builder are so packed that people are turned away during the summer? And your organization doesn't want to make all overnight trains daily? I'm sure that someone with a better business plan could--I don't know--find a way to make a profit and add frequencies along congested routes

Tackling the Headlines 30

2012-01-18T21:10:00.001-05:00

Norfolk service gets moved up
Virginia Governor Bob McDonnell has announced that an Amtrak extension from Richmond to Norfolk via Petersburg will be launched by the end of this year--10 months ahead of schedule!

Take: For once, an Amtrak service is scheduled to start ahead of schedule rather than behind. While it's long overdue, there are some flaws: neighboring Suffolk will be skipped as will Richmond's Main Street Station. Also, it is still undetermined if the station in Virginia's second-largest city will be staffed.

On the bright side, the state hopes to expand to three roundtrips between Norfolk and Boston in the long term. This would mean that Amtrak's first real expansion since the '90s.

Pennsylvania city wants station
The city of Coatesville is entering negotiations with Amtrak to acquire the historic station for future redevelopment. The current facility is not up to ADA standards and Amtrak closed the station more than two decades ago.

Take: The new station will take up to three years to be completed. It's hard to believe that the current station was built in 1885 by the Pennsylvania Railroad though! I just hope that Coatesville is far more successful in redeveloping the area around its own station than what Philadelphia had to put up with surrounding the North Philadelphia station.

Random thoughts #4

2012-01-16T01:08:00.000-05:00

File this one in the "too good to be true" folder. Seven months ago, I praised the virtues of Scotrail's sleepers. However, the London-Scotland trains are in jeopardy of going away by April of 2014 once First Group's contract is up. The Scottish government is more interested in producing intra-Scotland services. What a sad situation if this holds up.
This explains a lot about NARP. The group was at a time aggressive, but once that 1974 court ruling was issued, it has been relegated to being a cheerleader for Amtrak and posing only a token challenge when Amtrak management decides to discontinue or truncate a route.
As the state of Florida continues negotiating with Amtrak over rerouting a Silver Service train, some are aghast at the reroute's increasing costs. Contrary to what I said in October 2010, the Silver Star's Orlando section would continue to use the idiotic Tampa dogleg where Trains 91 and 92 backtrack before continuing on to Miami and Jacksonville respectively. The criticism is well-founded mainly because another major hangup is that Amtrak wants the same type of no-fault liability for operating on the FEC line that it unsuccessfully sought for SunRail two years ago. The state should just go ahead and hand the route to either FEC, Veolia, or Virgin--all of whom could run the trains at a much lower cost than Amtrak. The other plus is that another operator won't shove liability demands down Floridians' throats.
There's finally some recognition that business as usual is a losing strategy. The problem is that most rail experts are trapped by inside-the-box thinking. Rather than imagining a world where Amtrak has to deal with a number of qualified competitors, these experts would rather preserve the current monopoly. I hate to break it to these folks, but Amtrak management has pretty much bet its future on the Northeast Corridor, so other states will be on their own to promote train travel because future Amtrak management won't do any promotions for them. As I have said, Amtrak would be better off losing more than a few routes so it can focus on its strengths and so someone else can properly promote state-supported and overnight routes. The True Believers' favorite fallback line of why Amtrak was formed in the first place no longer applies because independent operators are chomping at Amtrak's heels, shortlines are asserting themselves with plans to run passenger trains, and PRIIA deadlines are fast approaching.
If I didn't know any better, I'd say that there's been a virtual blackout of AIPRO by the people who are supposed to be representing passenger rail's best interests. I have seen very little mention in Trains Magazine (and that was via Fred Frailey's blog). Meanwhile, Railfan & Railroad and NARP have not mentioned the organization at all. NARP has been one of Amtrak's biggest cheerleaders from Day 1 so it's not surprising that it and various message boards and state advocacy groups are ignoring an organization that represents Amtrak's commuter competitors. I don't expect anything from the mainstream media, so they're excluded from this conversation. However, I do expect that the two publications of record actually tell the public that alternatives to Amtrak are on the horizon.
Birmingham, AL's Railroad Park could give NYC's High Line a run for its money.

Tackling the Headlines 29

2012-01-08T00:51:00.000-05:00

Scotland-London high-speed rail link to get go-ahead
Take: Given that last year was horrible for fast trains, this is a fresh start--too bad it's on the other side of the Atlantic. How far this battle will go is anyone's guess since PM David Cameron's own Conservative Party is threatening to stage a mutiny over the approval.

New station for Raleigh approved by city council
Take: This is only the first of many steps but something needs to be done to ensure that residents along an emerging rail hub are provided a quality station in the decades to come.

HSR Canada provided two links on the topic of private operators as car marker Ferrari is entering the passenger train business later this year. The Reuters article is a rundown of what Italians should expect while the Environmental Blog raises the pros and cons of private high speed trains.

Take: The tribulations of 2011 demonstrate that in some instances, it's best that the companies with Express HSR expertise lead the way in providing 150+ mph service while state governments concentrate in building a consistent corridor network. Texas could be the testing ground as JR Central is planning 200+ mph service while the state could then shift its resources to building up the Texas Triangle, South Central (along the Texas Eagle route to Little Rock), and Gulf Coast (Houston-New Orleans) as productive routes.

The Year In Review Part 4

2011-12-21T19:51:00.001-05:00

6. The group (alongside the Cascadia Center) that first blasted Amtrak's 2009 report on reviving the Pioneer has hired an assistant professor from Mississippi State to do an independent analysis on the Pioneer's potential.

7. A study that would provide train service between Oklahoma City and Kansas City is blasted by an advocacy group in the southern Plains.

8. The city of Tallahassee has come out in favor of restoring Amtrak service to their city.

The aforementioned stories are all tied in together because these communities demonstrate that they want passenger service more than Amtrak is willing to give them. The residents and others along the Pioneer route have been the most proactive. The PRO and the Cascadia Center have provided their own solutions (an honorable mention goes to the people who live along the North Coast Hiawatha route).

What is interesting about the OKC-KC route restoration is that the group blasting Amtrak is leader who has at times been sympathetic to the True Believers' Principle of Mediocrity. It's bad for Amtrak when this group starts calling the railroad out on the study that discourages new service.

Florida, alongside Ohio, is the exact opposite of the West because it hasn't done anything to counter any flawed information that the carrier may have provided. Also, Representative Corrine Brown didn't help when she (through her spokesman) bought the line that other states would have to pay up to revive the missing link of the Sunset Limited. That is not true nor should it be allowed since the Sunset Limited is a national route. Residents along the Gulf Coast should be looking at private operators who could provide connecting service between New Orleans and Orlando. A new operator could not only rebuild the stations along the route, but it could also staff each and every one of them--something Amtrak didn't always do (only Pensacola was staffed between New Orleans and Jacksonville in 2005 as Tallahassee and Mobile had lost their agents)--not to mention, provide the building blocks to transform Jacksonville Union Terminal and the planned SunRail LYNX Station into real transportation hubs (I am assuming that Amtrak leadership would keep the new operator out of the Clifford Road and Sligh Boulevard locations).

The Year In Review Part 3

2011-12-21T02:56:00.001-05:00

4. During the summer, rail advocacy group ESPA sided with CSX rather than the NY State DOT in a dispute over increased speeds of future Empire Service trains between Albany and Buffalo. The railroad wants passenger trains to top out at 90 mph while the state wants trains to go 110 mph.

The rail advocacy group is likely looking ahead to the 2013 deadline and wants to make sure that Albany is not holding the bill for costly upgrades. Taking baby steps may prove to be the best solution for NYSDOT because as long as feds are giving it money, incrementalism could eventually lead the state to upgrade Empire Service to Regional HSR status and allow for separate passenger tracks in the Upstate. Now, if someone can just convince how wrong CSX's CEO is on the money making potential of passenger rail...

5. A couple of big things happened in the state of Georgia. The first was Atlanta taking a step closer to having a new downtown station, and the second item was Armstrong Atlantic State University doing a feasibility study on reviving a Savannah-Macon-Atlanta train that would be a modern day Nancy Hanks train. The problems?

If a privately operated Nancy Hanks III train takes off, it may be the only route to use the downtown facility until the Peach State gets serious about passenger rail. I say that because as long as Amtrak continues to operate the Crescent, it may punt on leaving Peachtree Station just like it apparently did with leaving Midway Station for Union Depot in St. Paul for years due to an issue over who would pay for maintenance. The difference is that two issues may come into play: 1) the national carrier once objected to backing into the MMPT even though it has done so in Tampa for the last 15 years for its Silver Service trains (a recent NARP newsletter said that Amtrak is resistant to relocating "because it would be impractical for the Crescent to serve such a station"); 2) track owner Norfolk Southern has rejected improvements to the Crescent in the city according to Rail PAC.

Another problem can also be found on the southeastern end of the planned Nancy Hanks III route in that AASU wants to revive train service to the old Central of Georgia depot, which is about three to four miles from the Amtrak (ex-ACL) station. The problem is that the CofG station currently lacks tracks so it may be a bit of a challenge to rebuild the tracks. Then again, it may be worth a shot to revive the tracks especially if the current Amtrak station is deemed to be too small to handle two operators and city balks to build a new Union Station.

The Year In Review Part 2

2011-12-20T02:36:00.001-05:00

3. Three months ago, the FRA finally got around to enforcing Section 214 of PRIIA after two years of inaction. The 2008 law mandated that the federal agency enact the portion that would allow other carriers to operate up to two routes in place of Amtrak ONE YEAR after passage. What happened in 2009? My guess is that the agency likely got caught up in High Speed Rail Stimulus Mania. Even that should have been of no excuse because the FRA needed to follow the law if only to test out private operation of long-distance routes. The problem is that no one else in Washington--Reps Mica and Shuster excepted--seemed to pay any attention likely due to the Pilot Program being all about the "slow" (read, overnight) trains.

Last week, the FRA issued a final set of rules that will go into effect on February 13. Among the entities making written inquires were the AIPRO (and its members separately), First Group (Greyhound's parent company and operator of trains in Britain) and a group representing Class II and Class III railroads.

Even the reliably pro-Amtrak Trains Magazine discussed the Pilot Program in the Commentary section of its January 2012 issue. Fred Frailey quoted a Bloomberg article that stated that Veolia wants all three California corridors and two Chicago Hub routes.

First thing, I gave this warning to the rail community to not forget about the long-distance trains when all the focus was on which states would get ARRA money for HSR. The feds delayed that process right around the time when they should have shifted their focus to implementing the Alternate Passenger Rail Service Pilot Program. Now, high speed rail is in shambles and who knows what is upon the overnight trains even though Amtrak's president has said nothing will happen to the National System.

Second, the Class I railroads are conspicuous in their absence from last Wednesday's rulemaking report. No interest, huh? Well, that won't stop other entities from tearing down the wall that is the current monopoly on intercity rail. Stan Feinsod's idea of independent operators running trains on rights of way based on the commuter rail model has merit and could come in handy if and when these companies outbid Amtrak for new and existing routes. A potential example would include parts of the Southeast where Amtrak runs trains but states could contract new routes to other companies where CSX or Norfolk Southern would handle the trains in a timely manner in return for proper compensation. The money would also take into account a state wanting to add frequencies if a route proves to be popular among riders.

Third, the FRA has to persuade Congress to extend the test period since it ends in October 2013. Given that things have gotten so bad in D.C. that everything has to be negotiated. In less than two years' time, the next Congress may just come to the realization that while it wants to minimize Amtrak's involvement, it will have to let other companies play a role in passenger rail. Since the FRA failed to do its job, it is imperative that Congress extend the deadline so other companies can show America that long-distance trains can be handled properly in private hands (the FRA's snail pace has discouraged some operators from participating because of the shortened window).

Fourth, on the idea that a private entity would use Amtrak's equipment should not frighten anyone because such a move should be temporary. Once new rail car manufacturers pop up, the private entity would give the equipment back to Amtrak since it would be set up as a borrowing.

Finally, Congress should clarify the the Pilot Program and set up separate long-distance and corridor Pilot Programs that would provide open bidding for private competitors and Amtrak so there is no confusion and that a more realistic timeline is implemented.

The Year In Review Part 1

2011-12-18T16:18:00.000-05:00

I'm doing a wrapup of the year in rail the only way I know how--evaluating certain stories that I initially spent only a few paragraphs on, and I will also analyze other stories that I missed.

1. After a yearlong evaluation, Housatonic Railroad executives gave a proposed Pittsfield-Danbury-Grand Central route the thumbs up.

This means that residents of northwestern Connecticut and western Massachusetts are one step closer to seeing revived passenger service. When that train finally gets going, Northeastern passengers will have not only their own railroad but also an (albeit longer) alternative between NYC and MA. This proposed route would produce a nice matrix for rural residents who need to catch an Amtrak train without having to go to New York. The Pittsfield Transportation Center would be the perfect place to transfer from a Berkshire Train to the Lake Shore Limited.

The bottom line is that it will be up to the regional and shortline railroads to beat the drum for private passenger service (I am not including the various independent entities like First Group or AIPRO members, only railroads that actually own infrastructure) because the Class I railroads are just like old-time corporations like Kodak that fail to adjust to technological changes. Given the news out of upstate New York, Saratoga & North Creek may be the template Housatonic and others follow to provide regional service while also providing connections to national routes.

2. This commentary from RailPAC's Russ Jackson was informative and disturbing. It more or less deals with the dilemma of Amtrak's long-distance trains and it also cited this article from Trains Magazine's Fred Frailey that speculated how Amtrak could get rid of in reaction to Congress cutting its FY12 budget.

Frailey was being kind because commuter trains were actually above long-distance trains in Amtrak's latest report. As for him not questioning Boardman's nonsense about the overnight trains bleeding Amtrak dry and that those trains are actually more beneficial to Amtrak's bottom line than shorter distance trains, I can only chalk it up to his publication being in the True Believer camp for decades.

For the people who actually want Amtrak to improve, it may be a case of too little, too late. On the touchy topic of Union Pacific demanding at least three quarters of a billion dollars for a daily Sunset Limited, it is an ABSOLUTE DISGRACE that Amtrak management has not even bothered to call the railroad on its B.S. or take the matter to the Surface Transportation Board. UP is getting away with extortion and Boardman is doing nothing to remedy that problem.

Since the Amtrak-host relationship has become frostier,Congress may have to step in sooner rather than later. Long-distance train travel is not going away--it just may have to be forced onto other companies by legislative force.

Tackling the Headlines 28

2011-12-11T15:58:00.000-05:00

Bombardier to Amtrak: Upgrade your tracks
The maker of Amtrak's Acela cars has told the railroad that it should not be worried about adding new cars to the Boston-to-Washington line until tracks and signals are upgraded.

Take: Given that Amtrak is ordering new equipment for various Eastern routes, the company may want to look at its infrastructure to make sure none of its trains are adversely affected by it. In 2005 when the Acela trainsets were taken out of service for several months, Amtrak had the advantage of using Metroliner equipment. If any equipment has to be taken out of service that advantage wouldn't be there because Amtrak stopped using Metroliners in October 2006.

Wait a little longer to plan that Frankfurt to London trip
As of right now, DB won't roll out Chunnel service until 2015 due to Siemens delaying delivering new equipment to the German operator.

Take: The only good news out of this is that competitor Eurostar will roll out service to Amsterdam, Cologne and Frankfurt earlier--in 2014. This bit of news on DB is coming off the heels of the German public still waiting for the privately run Hamburg-Cologne Express to turn a wheel.

Let the Irish build CAHSR? It may be a good idea, actually

Take: I wasn't quite sure how to interpret it at first, but the California project will need all the help that it can get especially if any talk of nixing the project via referendum takes steam. Perhaps, Irish workers could work alongside Chinese, Japanese and Korean entities who are interested in operating the state's fast train system. If such a plan happened, then the Authority may have to let multiple companies run the trains.

Tackling the Headlines 27

2011-12-06T20:32:00.000-05:00

Regional HSR service between Detroit and Chicago by 2015 or 2016
An upgrade is being done on the Wolverine route that will allow faster Amtrak service. To get to that point, however, construction will contribute to more delays.

Take: Short term pain for long term convenience is never a bad tradeoff. Also, with the state of Michigan owning the tracks between Kalamazoo and Dearborn, the upgrades can be done rather quickly since Norfolk Southern never really cared about this particular rail line anyway.

Attention California: DO NOT LET A REVOTE HAPPEN
This poll says it all: Two out of three Californians want a revote on the project and three out of five voters would oppose funding the 800-mile line between San Francisco and Los Angeles.

Take: As soon as the $98.5 million figure was released, the vultures--HSR opponents--jumped on this as a reason to have a revote. Now, while nothing is official at this time, this has disaster written all over it. There have been two votes on HSR in California--in 1996 and 2008.

A third vote in perilous economic times would be deadly for the entire concept of European-style high speed rail in this country. The old saying of what happens in California spreads nationally would be in place and future anti-fast train backlash would make the trio of governors returning stimulus money to the president look really mild. Like I said last month, it's time for the Authority to reorganize its system to better coordinate with the existing conventional rail system before the whole thing collapses.

Rick Scott's caught fibbing (part 2)
It now appears that the Florida governor did not even want to meet with any of the foreign operators bidding for that state's now-buried high speed project.

Take: Given this revelation from C.C. Dockery, this is all anyone needs to know about Scott and why his approval ratings have gone into the toilet. If he survives a Republican primary in 2014, he might as well not even show up to the election because he'll be dead meat by then. Scott relied on a Reason Foundation's slanted report that squashed HSR. Given that some of the foreign operators were willing to spend their own money on the route, Scott's cavalier attitude in refusing to let Virgin and others make their case to do so means that he is really a petroleum industry puppet. Now, JR Central has moved on to Texas because of Scott's actions.

Tackling the Headlines 26

2011-11-19T01:46:00.000-05:00

Federal regulations stifle would-be private operator

A luxury rail operator has been derailed by the FRA--no pun intended--due to onerous regulations. The Greenbrier Express was supposed to have begun operations next July from Washington, D.C. to the Greenbrier Resort in WV.

Take: The FRA’s slogan should be "We are the #1 Barrier to Innovation" since it continues to require passenger operators to use bulky cars that don't stand up to snuff in crashes. Not only do liability guidelines need to be overhauled but the entire Federal Railroad Administration has to be as well.

Minnesota news
The existing Empire Builder route via La Crosse, WI has been selected as the choice for the Twin Cities-Chicago Regional HSR route. Also, the MNDOT will begin developing the Zip Line Corridor between the Twin Cities and Rochester.

Take: For the Regional route, it sounds like it was a case of playing it safe after neighboring Wisconsin pulled the plug on the Milwaukee to Madison Hiawatha extension. The move upset northern Wisconsin residents who had hoped that the route would stop via Eau Claire. These fine folks should enter into a PPP with SNCF or anyone else interested in running trains to their part of the state. The fact that the route will skip WI's capital city is nonsensical, but again that's due to Governor No Train.

As for southeastern Minnesota, the Express route should serve as the beginning rather than a be all-end all. MN officials would be wise to extend Zip Rail eastward to Winona--or even to Madison--as part of a route matrix connecting Zip Rail with the Amtrak and MWHSR systems.

No HSR funding for FY 2012
It's official: The heralded HSIPR Program will get no money from now until next fall.

Take #1: High speed rail is now 0-for-3 this year in regards to funding. As a result, it is time to pull the plug on any region that is planning to operate trains below 110 mph being a part of a national HSR network. In other words, only the Northeast, Southeast, Midwest, California and the Northwest can support anything that remotely meets the Obama Administration's definition of Regional HSR. Other states should leave the fast train planning to the professionals and focus on building a good conventional network that will gradually lead to 110 mph service.

Also, I am disappointed that neither the Administration nor the Senate had enough courage to tell the oil-aligned Tea Party where to go. If a high speed rail network was supposed to be a part of 44's legacy, then, he should have put up much more of a fight at some point earlier. In addition to this week's final outcome, HSR funding was sacrificed during the government shutdown showdown in March and the debt ceiling deal in the summer.

Take #2: The headline is quite misleading because when it comes to funding, we are really talking about not funding HSR until FY 2014--two years from now...if that early. Given the electorate's dysfunctional mood, absolutely nothing is a slam dunk regarding next year's elections. Also, no one in his or her right mind should expect Congress to do anything next fall because they will all be focused on the elections.

Integrating California's Rail Network

2011-11-12T00:41:00.001-05:00

Cooperation Is Key

When it comes to the possible use of San Joaquin trainson the HSR route: There’s right way to integrate Amtrak service with high speedservice—and a wrong way. The new passenger-only right of way should not be used as a replacement forexisting San Joaquin service since several stops would be missed. Instead, theHSR ROW should serve as an extension of the San Joaquins southward to LosAngeles and San Diego since Caltrans has been blocked from using the TehachapiPass by Union Pacific for at least a decade.

The engine switching in Bakersfield and Los Angeles wouldbe worth it since Californians would have another travel option between theCentral Valley and Southern California. The Central Valley route would alsoserve as America’s first rail highway as long-distance trains would also usethe passenger-only path for a new Los Angeles-Seattle route as well as revivalsof Midwestern bound routes like the San Francisco Chief.

California Networked Transit

During the summer, I read this story from Public Transit thatbrought up the concept. Most people missed this article as it has not beenbrought up since. The author’s (Michael Setty) primary argument is that thestate’s current HSR plan is way too thin and limited to justify its costs andthat the design philosophy doesn’t permit interoperability to or from existingrail lines. The French built brand new 220 mph TGV lines in undeveloped ruralareas, which bypassed intermediate towns. Existing routes were upgraded to obtain HSR entry in most urban areas. Settycriticized the CAHSR route for disrupting existing communities and farms andfor being extremely disruptive since it’s mostly along new ROW.

Networked Transit is a customer needs-driven approachrather than something that’s centered on technology. Each and every transitmode is considered for its place in an overall network/system. Switzerland—themastermind behind Networked Transit--was used as an example with threedifferent types of train service (Regional, Interregional, Intercity), buses,and walking. Under Setty’s scenario, for example, just one online ticket would cover a 14 hour trip from Crescent City toTwentynine Palms with local and regional buses, extended Amtrak Californiaservices, and an HSR train.

Networked Transit has resulted in Switzerland havingEurope’s highest per capita rail and transit ridership. Most of France’s TGVroutes operate along preexisting routes. Setty then concludes that the GoldenState resembles the Swiss more than the French because its population is widelyspread out and that extensive, coordinated connecting services are required ifHSR is to be successful statewide.

Where the Concept Was On Point

Innovation is the key to any prospering system and Settyhas completely overhauled CA’s planned system. It would be of greatsignificance to point out that this concept is really dealing with three typesof intercity rail—HSR, conventional rail handled by the Amtrak Californiasystem, and intercity rail that travels to other states regardless of operator—aswell as various local rail in the metropolitan areas upon the implementation ofNetworked Transit.

There has been a recent uproar over CAHSR reviving theGrapevine Alignment because it would bypass Palmdale. The Networked TransitPlan would remedy that problem by allowing the DesertXpress to serve theAntelope Valley, providing passengers from Las Vegas a one seat ride to L.A.without having to rely on a CAHSR train.

Two brand new alignments that impressed me the most werethe Los Angeles-San Bernardino-Victorville and Sacramento-South Lake Tahoe-Renoroutes. In the case of the former, all other HSR companies could hypotheticallyuse the route as an alternative to the Antelope Valley segment. As for thelatter, the medium speed option would be parallel to U.S. 50 and would serve asan alternative to stretching the Capitols (which would be extended to GrassValley instead) to Nevada and having to put up with UP’s resistance.Long-distance alternatives to the California Zephyr could utilize this route toserve tourist areas of western NV.

Overhauling parts of its system based on the NetworkedTransit concept would help the Authority to cut astronomical costs that couldprevent the system from being built and doom future aspects of HSR in the U.S.This is very important because the Authority and the route have both come underimmense criticism throughout the year.

Where the Concept Missed the Mark

The Tehachapi Pass would permanently be off limits topassenger trains if Grapevine Route is implemented. This is a very scenic partof CA.

Also, north of Bakersfield, the HSR route would continueto utilize I-5, bypassing stops between Fresno and Sacramento. Under theNetworked Transit plan, the planned HSR stretch would be downgraded toelectrified 110 mph Regional HSR service along some stretches. The problem isthat the feds were strict about the Merced-Fresno segment being the first one built. I’d like to see PT trying to explain bypassing both citiesin favor of a 220 mph segment to the west to the Authority.

Another problem with the NT plan is that San Jose wouldalso lose out on fast train service—a forced transfer at Fremont being the onlycontact with high speed service.

Tackling the Headlines 25

2011-11-09T01:11:00.000-05:00

Rail improvements north of the border

Via Rail Canada is focusing on improving speed and traveltimes. Providing High speed rail service? Not so much.

Take: Canada’s passenger rail system was gutted in 1990 androutes and frequencies have not returned to that year’s levels so Via Rail has toadd more frequencies and get back to that year's levels before serious HSR can be considered.Also, a PPP should be used for HSR if it’s to be implemented.

Using some logic on the Left Coast

A new plan would electrify Caltrain.

Take: It makes sensebecause you can only build up to a point in metropolitan areas like the BayArea. The plan will fall in line with how most countries built their HSRsystems—build new ROWs in rural areas but share tracks with existing passengerservices in urban locales. Caltrain should be electrified by now, so this projectshould help with that endeavor.

Transaction complete

A 61-mile stretch of track is now in the hands of the state of Florida in anticipation for SunRail service.

Take: This is what a public-private partnership should looklike.

Lone Star State wants $15 mil from feds for route

Texas officials want money but they don’t even know if they’ll even get anything from the HSIPR Program.

Take: The articlestated that the state’s funding request has nothing to do with JR Central’sefforts to privately build a 200+ mph route between Dallas and Houston. How coincidentalgiven that Texas wants public money for HSR service when it should be focusingon restoring passenger service to the existing Dallas-Houston segment thathosted part of the Texas Eagle from 1989 to 1995. How can that be done, youask? It’s simple; state officials should consult a private operator to run theroute, thereby cutting out the middleman that is Amtrak. Perhaps, Union Pacificwould be more receptive to the new entity than to Amtrak. Also, more passengerservice along the Texas Triangle would also be more productive than chasingthat $15 million when a private entity could save taxpayers money by buildingfast train service with its own money.

New Delaware service?

A study is looking to provide new service in downstateDelaware and east Maryland.

Take: After the smokeclears with many private operators winning routes, this new service wouldactually be a smart move by Amtrak.

Atlanta is going to get a new station

On Halloween, Georgia’s DOT signed a deal with a privatefirm to build a brand new train station in downtown Atlanta that will alsoprovide service for mass transit (MARTA, streetcars, buses) and intercity buses.

Take: I agree with Creative Loafing that Terminal Station likethe original Penn Station in NYC should have never been demolished. This new facilitywill also allow for high speed service. The intercity entities can use the newstation to turn around certain cars and to also put on double decker cars fortranscontinental routes.

Tackling the Headlines 24

2011-11-08T22:32:00.001-05:00

Mica gives up on spinning off NEC

So the uproar worked. Just today, the House Transportation Committee chairman waved the white flag on spinning off the 457-mile line to the USDOT.

Take: Too bad since Amtrak will continue to be saddled with the infrastructure costs along the Boston-to-Washington route. It also shows how difficult it is to wrest away the rights of the line from Amtrak to USDOT. Thanks, Ford Administration. I also think that with Mica's about face, we can forget about any competitors along the route, so, shortline and regional railroads are likely to be the only alternatives to Amtrak in the northeastern United States.

CAHSR's costs almost triple vs 2008 estimates

Ninety-eight and a half billion dollars?!? Yep, that's the latest cost estimate for the planned San Francisco-Los Angeles route, with full completion pushed back to 2033!

Take: While I still support the project, there are a lot of things that the Authority is doing wrong. First, is the lack of blending with Caltrain in the Bay Area. There is no reason for separate rights of way in San Jose when the HSR route should be sharing the tracks with an electrified Caltrain.

Second, as Drunk Engineer and Mulad have pointed out, these viaducts invite urban blight. I mean, there's no reason why there should be a viaduct that is FOUR TIMES AS TALL as the Caltrain bridge near the San Jose train station.

Finally, as people openly question whether this project should be built, the Authority has to take costs into account. Building 60 foot viaducts burns--rather than saves--money. Why no one with any pull listens to more rational people like Clem is baffling to this East Coaster. With most people in a cost-cutting mood, this project is in jeopardy of being a missed opportunity. The Authority should fire the firm that is responsible for advocating the South Bay blight.

A screwup in Maine

Because of a delay in the maintenance facility in Brunswick, Amtrak will only extend two of its Downeasters from Portland to the new northern terminus next fall.

Take: Oh, boy. With NIMBYs and cost issues, the southbound runs are in a tighter time span than the northbound. The lack of evening southbound and morning northbound trips will initially make the extension a bit unmarketable. The problem needs to be fixed ASAP.

Tackling the Headlines 23

2011-10-31T03:15:00.002-04:00

ACE may shave 30 minutes off commute

Take: It’s a good move and a precursor to what the futurecould look like in northern California. I don’t have an opinion either way onthe Altamont vs. Pacheco Pass options, but if costs continue to bleed theCAHSRA dry, then it should strongly consider moving their route onto theAltamont alignment.

Legislators work to stop abandonment of Grenada Railway

Take: This is a way of preserving rail corridors along rural parts of this country. It's criminal to me that a stretch of what used to be the Panama Limited's route is in danger of being abandoned. Mississippi leaders should take the next step in buying the corridor.

Then, they should restore the route so a mix of freight and passenger services could use the route. On the freight side, a shortline or regional could do what Grenada didn't--make a profit. Regarding passenger use, a mix of excursion and unconventional passenger services should be strongly considered. The excursion runs could cover only the areas that are in danger of losing rail service or more parts of the route. For passenger services, Special Themes and limited stop Cruise Trains would run between New Orleans and Chicago's Millennium Station along the Grenada Railway line between Jackson and Memphis. The Fun Trains route would be from New Orleans to Memphis and back.

The state, of course, would have to work out track agreements with Canadian National.

New coalition forms to keep Southwest Chief route

Take: Out west, the saga of whether BNSF will abandon its line between Newton, KS and Albuquerque, NM continues. However, the RP/SWC Coalition has been formed to react to any potential abandonment. If small communities are to keep rail service, groups like the RP/SWCC need to make their voices heard. Should Amtrak and the Class I railroads have no use for questioned segments, then, it's up to these groups and legislatures like the one in the Magnolia State to contact Class II or Class III railroads and private passenger operators to run these routes.

Tri-Rail to run FEC service by 2015

Take: Whatever rocks SFRTA's boat on selecting Tri-Rail over FEC. Anyway, it's something that is sorely needed. I just hope that this move does not put Tri-Rail into the kind of financial trouble Caltrain has had to deal with recently.

Additional Capitols train to eastern CA may be coming

Take: Get it moving so Capitols can be extended eastward.

Amtrak to take over part of NY state tracks

Take: Hopefully, this will put the state one step closer in achieving Regional HSR. On the other hand, the move could be a blow to SNCR, who might have future plans for southward expansion.

Norfolk Amtrak service is also on the way

Take: Eventually, I'm thinking that the Thruway buses will either be limited to Virginia Beach or even ended. The next step that VA needs to do besides adding frequencies is to add a Suffolk stop. The South Hampton Roads area is too big for train service to not be spread around.

Feds greenlight Iowa's request to decouple it from a joint grant

Take: That was quicker than I thought. Let’sjust hope that the Hawkeye State eventually gets around to implementing new rail service.

Tackling the Headlines 22

2011-10-19T02:29:00.000-04:00

LaHood will leave in 2013

Take: While it'll be quite sad to see him go assuming thatPresident Obama wins a second term, the Transportation Secretary is to becommended for his role in getting high speed rail off the ground and forstanding up to anti-train politicians in recent months. The executive branchshould find a person who is just as committed to advancing rail travel inAmerica.

Windy City choke point's days numbered

A big step was recently taken as ground was broken on amajor component of the CREATE project. The Englewood Flyover will make thingseasier for Amtrak, METRA and Norfolk Southern trains to navigate a part ofChicago that once had its own suburban station.

Take: Anything that will end congestion gets big thumbs upfrom me. And to think that some politicians are oblivious to something thatwill benefit everyone.

Private operator running trains in France

The country that brought us the TGV will now see a private operator run a train on its tracks. Thello will run an overnight route betweenParis and Venice with a stop in Milan. Passengers can transfer to Trenitaliatrains once they are in Milan or Venice. The booking is done over the phone oronline, and passengers can give their reservation numbers on the train.

Take: Even though the European Union has mandated the thenational railroads open up their routes to competition, France is known as acountry that has proudly embraced public ownership of SNCF. As far asticketless travel goes, it seems that Thello is the rail equivalent of Megabusor one of the so-called "Chinatown buses." In any case, the wholething is quite interesting.

Competition issues in Europe

Speaking of competition among European rail carriers, thenational carriers are essentially the hurdles to anything meaningful. Theauthor brought up the paradox of national carriers developing new services inother countries but not allow other companies--public or private--from settingup new services in their home countries. Due to the endless conflicts, aregulator group has been set up by the regulators of 15 EU member states. It ishoped that things will make it easier for private companies to run rail routeson the continent.

Take: The sooner that the EU can tell the national companiesto cut out the silliness, the better. Furthermore, the fact that DB is the onlycompany that has taken advantage of the EU's original intent of providinginternational services defeats the purpose of providing competition. If otheragencies would mix domestic and international services, then, the EU mandatewould work.

Canadian study

A study released Monday reveals that the Quebec City-Torontoportion of a corridor that is extended to Windsor not being viable for high speedservice. To no one's surprise, Windsor politicians are up in arms over theirregion being considered financially infeasible. The kicker is that theyprovided their own solution in which the corridor is extended to Chicago.

Take: The only country that has it worse than America on HSRis Canada. The X factor is the Prime Minister, who has remained silent on thereport. Nobody seems to know what PM Harper has to say on train travel ingeneral let alone high speed rail. At least the Windsor politicians are moreforward thinking than their leader although, I'd like to see a Eurostar-likearrangement in the event that we once again have a Quebec City-Chicago corridorin which there's a joint operator running the trains.

Station Issues Part 4: The Future in Los Angeles

2011-10-15T18:14:00.001-04:00

This article from RailPAC two months ago brought up something that I've been thinking about for a while: A second main train station will be needed in Los Angeles sooner or later. I have never been able to pinpoint exactly where such a facility would go but I'm glad someone has come up with something.

First, some background: There are currently 12 stub-end tracks and the four tracks that were taken out of service are being restored. Backing out of the station is a major issue for any train that doesn't terminate in L.A. Through tracks are also being built to handle future train traffic.

Mr. Braymer brings up the possibility of building a temporary station near First Street. This proposal would result in relocating through trains to the facility and passengers using the subway to transfer to Union Station.

From the way that I see it, a mini-station could be the beginning of a second main station as Metrolink's Cal State-Los Angeles stop is too small for any meaningful intercity service. The momentum to restore Tracks 13-16 could in time shift over to building a new permanent station in the city as a way of relieving overcrowding at LAUS. The sticking point could be whether to build a longer lasting building at the same site as a temporary station or somewhere else. No matter what, LACMTA would be crazy to not advocate such a plan and provide passengers seamless transfers between stations.

I can also think of two last reasons to build a new station in L.A.:

Within the next 20-30 years, as many as seven intercity operators--Amtrak, the CAHSR operator (likely to be European or Asian), Virgin Trains (HSR to Las Vegas), Pullman Palace Car Company (to Las Vegas via Pomona), the X Train (to Las Vegas via Fullerton), Desert Lightning (HSR to Las Vegas and Phoenix via Palm Springs) and an extended DesertXpress--could make LAUS a logistical nightmare alongside Metrolink and LACMTA trains. Plus, who's to say that some of these companies or future operators would want to deal with crowding and space issues since LAUS is on the list of the National Register of Historic Places? The planning for a new station for anyone of these operators as well as others not listed has to begin now.
For any Auto Train route, an operator will need open space. Currently, the only place that would be appropriate would be in the suburbs. A new Los Angeles station should be built with Auto Train accessibility in mind.

Tackling the Headlines 21

2011-10-11T03:50:00.000-04:00

From the CAHSR Blog

Take: It was not that long ago that DesertXpress officials were crowing about how they were going to build the route without any federal money. Two and a half years later, they are singing a different tune. Unlike the skeptics, I have never had any problem with the train terminating in Victorville because I've been under the impression that the train would be extended to Los Angeles via Palmdale since DX officials have always cited environmental concerns. Rather, I am upset that the company has been unable to keep its pledge to fund the service entirely because the request falls into the hands of HSR opponents who do nothing but yell "boondoggle."

State examines a rail alternative to the I-10

Take: Arizona is a state that gets it--population growth that shows no sign of slowing down requires alternatives to widening interstate highways when gas will be even costlier in the years to come. As one of the things discussed in the state's rail plan, reestablishing direct Tucson-Phoenix route should be the first line of business. The report talks about the lack of ticket machines and decent amenities at the stations along the Southwest Chief's route. The solution is simple to me: Hire special employees to work at certain stations assuming that Amtrak operates an intrastate Arizona system. These workers would sell tickets for anyone using intrastate trains but anyone traveling via the Chief or the Sunset would have to use the Quik-Trak machines.

On high speed rail, it can be planned but I'd let the various private companies currently planning routes handle most of the work.

Tackling the Headlines 20

2011-09-20T02:36:00.000-04:00

More shenanigans by the House to keep the oil addiction going
So, earlier this month, the House Transportation & Housing Subcommittee passed what NARP has penned the "kill Amtrak bill." This bill, if passed, would slash Amtrak's grants, prevent the national carrier from using operating grants to fund corridors, and eradicate the High Speed Rail Intercity Passenger Rail Program.

Take #1: How about someone showing some kind of spine for once? I mean, the Obama Administration and the Senate have already blinked twice on immediate funding for HSR--during the budget showdown in March (no funding for the remainder of FY 11) and again once the debt ceiling deal was settled mid-summer (no further funding until at least FY 13).

The Administration has to stand up for funding of the HSIPR Program or what I said five months ago only carries more weight: Either the president has to be fully committed to HSR or the entire program has to be curtailed in a way that only the five most rail-friendly regions get funding and everyone else has to get to the back of the line and produce conventional rail routes and depend on new long-distance routes!

So, Mr. President, if you want to compromise with the House on an issue or two, it cannot be the HSIPR Program that you planned 2 1/2 years ago. Not any more.

Take #2: If RailPAC's Russ Jackson is spot on about another aspect of the bill, then we are talking about something that's really unnecessary. As far as I'm concerned, if the House Subcommittee wants private sector involvement, then it should be enforcing Section 502 of PRIIA and let the states open up the bidding process to other companies.

The problem with one state depending on another
Iowa has now asked the feds to decouple it from a joint $230 million grant that it has with Illinois. The move would allow the latter to revive service to the Quad Cities while the Hawkeye State does a study to extend the route to Omaha.

Take: It's too early to figure out how Washington will respond, but this shows that if more states are to get involved in planning regional corridors, there must be some kind of protection so there isn't this type of flakiness in the event one state's government flips over like it did with Iowa.

Even more random thoughts

2011-09-06T01:17:00.001-04:00

According to the 1970 law that created it, Amtrak was forced to consolidate Chicago service into Union Station when it began operations on May 1, 1971. It took the operator 10 months to complete the process. Meanwhile, Amtrak had to maintain both Penn Station and GCT for two decades in New York until the Empire Connection was finished.
A year and half ago, city officials in Raleigh were talking about building a new Union Station to consolidate Amtrak, Greyhound, light rail, commuter rail and regional bus services under one roof. More recently, city leaders have drastically scaled back plans for a new station in NC's capital city. While it is a big step down from last year's grand concept, it's more financially feasible. Plans to develop a "second downtown" in northeast Raleigh have been in the books for a decade. That plan is centered around a mall and shopping center and will take decades to come to fruition. A commuter rail station is planned near the area. The aha moment would be for future city planners to build two stations in Raleigh. The downtown station will be for Amtrak, SEHSR service, and local/regional transit while the northeastern station could serve as the home for SEHSR service to Jacksonville, non-Amtrak intercity service to the Midwest (the operator would allow passengers to transfer to/from SEHSR trains to Charlotte at the downtown location), and commuter trains.
The Hamburg-Cologne Express has been delayed until the end of the year even though it recently revealed a mock-up of a car.
Just as how big cities are the focus of corridor routes, a movement is needed to make small cities and towns the focus of transcontinental and various overnight routes.

Tackling the Headlines 19

2011-09-04T16:16:00.002-04:00

The feds greenlight the Northern Lights Express

On Thursday, the FRA gave the approval for the NLX route between Minneapolis and Duluth. The train is expected to traverse the 155-mile line at 110 mph--Regional HSR status--on existing BNSF ROW. If things go as planned, the first train will leave Minneapolis's planned transit center near Target Field in 2015. Once the train gets to Duluth, passengers will be able to transfer to the North Shore Scenic excursion train.

Take: I don't expect much of a problem with BNSF going along with the NLX since it is the friendliest of the Class I railroads, but you never know until everything has been settled given the close call here in NC with NS, another host considered to be friendly to passenger trains.

While the lack of a St. Paul Union Depot stop leaves a bit to be desired, the new station at Target Field could help Minneapolis to stand out on its own. While it would handle conventional rail travel, the Gopher State's largest city could find a way to tap into its rail past with the new facility and the new train.

The Northern Lights Express would be the first train to serve eastern MN since Amtrak discontinued the North Star a quarter century ago. The real interesting thing about this intercity route is that as of right now, nobody knows exactly who will be running this train because Amtrak is not a slam dunk to operate it. If anything, the state may actually get BNSF to operate it, or it could set up some type of PPP via PRIIA Section 502.

A future pact may be in the works

Secret talks recently took place between Florida's DOT and Class II Florida East Coast Railway on handing over Tri-Rail operations over to the latter group. The move would allow Tri-Rail to use the FEC route for system expansion. Next year, private companies could be allowed to bid on the entire Tri-Rail system. While this article referred to the AIPRO members who could run the system in place of the state, Virgin Trains (not a member) was also part of the secret talks.

Take: Since Tri-Rail has been unable to obtain a consistent steam of funding, it may be wise for the state's DOT to hand over full operations to the private entity because by doing so, the new funding source could easily set up a extended rail system to complement the Mangonia Park-Miami system.

The other thing about the deal is that if the Sunshine State is all about the private sector, then Rick Scott or a pro-rail successor in Tallahassee should do all he can to shift as much of the financial burden from the state to the operator. With the recent resistance from some politicians along the FEC route in the news, it would be in FL's best interest to shift future passenger operations to either an AIPRO member or Virgin because there are two inevitable truths shaping up: 1) the public is clamoring for passenger service to be restored in east Florida and 2) Amtrak has had (at times unfairly, at other times, fairly) a negative connotation as the railroad that "can't get it done." This guarantee would mean that people would have their trains and the politicos would have a private carrier running the train.

Given these two stories, efforts by states to revamp their Amtrak service, and various small railroads planning or operating intercity service, NARP may want to reinstate the green lines for non-Amtrak routes when it updates its map in a couple of years.