The Brightline-Virgin alliance is over

So, the partnership between Virgin and Brightline is over as of July 29. It is worth noting that Sir Richard Branson's had a horrible year: Virgin Trains exited the UK at the end of last year after it was stripped of its route over pension issues, and more recently, Virgin Atlantic filed for Chapter 15 bankruptcy due to the fallout over COVID-19.

I don't know if this is about Fortress Investment Group wanting to distance itself from Virgin's troubles, a blowup between the two entities over the latter never investing in Brightline or something else, but this could be a blow to the New Passenger Paradigm.

Tackling the Headlines 78

XpressWest teams up with China

Take #1: Congratulations, I guess. No one on this side of the Pacific was willing to step up--Buy America rules, no funding for any type of HSR--so XpressWest had to do what it did.

Take #2: I'm pretty sure that once the line gets built that it'll only be an inevitability that CAHSR grants XpressWest trackage rights to Los Angeles.

NC pols hate light rail

Take: So much for letting local governments decide. If anybody is taking a step backwards, it's the General Assembly. Now that he's no longer Governor Pat McCrory's budget adviser, I seriously wonder if Art Pope is actually writing transportation policy for NC's legislative branch. After all, his John Locke Foundation has never had a kind word to say about any rail-related transit.

SEHSR: Slow and steady

Take: At this point, a scaled-back approach is the only way to go because the money for 110 mph service isn't coming anytime soon. Just getting two or four trains at 79 mph to use the S-Line would do wonders for anyone who's had to use the Carolinian or the Silver Star along the congested A-Line.

Eau Claire angling for its own Twin Cities route

Take #1: It's good to see that advocates in the area haven't given up on reviving service.

Take #2: Once again, it looks as though Minnesota will be doing the heavy lifting--until Scott Walker and his cronies leave office.

Take #3: Hopefully, implementation of this route will lead to a true rail system for the Badger State.

Take #4: Speaking of possible private operation: Somebody get Ed Ellis on Line 2...

Tackling the Headlines 53

Feds redlight XpressWest loan

Take: It now looks as though the company will either have to raise the money on its own or look elsewhere for the remaining funds.

Bidders for Scottish sleeper service

Contrary to what I feared last year, there is still interest in the service. Current holder First Group is facing a challenge from DB-owned Arriva and Australian-based Serco.

Take: This is great, and it would be nice if all three operators could open up shop in this country because they might be able to provide expanded overnight service that is sorely lacking.

Eau Clare residents remember train service

Take: I had no idea that the CNW ended service along the route that soon. It's no wonder that the city's residents took the MNDOT's decision to skip Eau Clare as a part of the planned Chicago-St. Paul Regional HSR route so hard over 1 1/2 years ago while the WIDOT just stood by. But then, again, what to do when your own governor refuses to think beyond the Hiawathas?

Unions picketing Amtrak Board member

Take: Just about the only thing that I know is that Amtrak employees were without a contract from 1999 to 2008. Negotiating for three years? What kind of contract was signed in the first place? This conflict had better not lead to a strike. The idea that Amtrak wants to destroy its unions is just laughable.

Planning the next leg of SEHSR is (finally) underway

In late spring, hearings were held to determine the routing for the Charlotte Atlanta leg of the Southeast High Speed Rail Corridor.

Take: I am very partial to the NS option merely because the existing Crescent route is a template that can be used to provide corridor service later on. Also, a daytime New York-Atlanta route as well as various other long distance branches serving Montgomery, Mobile, Dallas, and Los Angeles could give Upstate South Carolinans a plethora of options. Both the I-85 and the Greenfield options would be useful for future Express service. The CSX Augusta option is better off with conventional SC-GA and long distance services.

Random thoughts #12

1. As it turns out, there was a plan to move Madison Square Garden to the Farley Post Office. The problems? The Great Recession and a lack of foresight by the city's government derailed those plans. However, the city must revive that idea once the grace period is over. It will be for the good of everyone involved because the time for having Penn Station and MSG joined at the hip is over.
2. This story hints that the Orange Blossom Express could be on the way. The "other" Orlando-area commuter rail project made headlines 23 months ago but quickly disappeared once SunRail got the thumbs up from Florida's governor. Hopefully, the TIGER funding can accelerate the OBE going into service.
3. Had things gone differently, Los Angeles would have been known as a transit-friendly haven (look at all of the proposed rail technologies!) instead of being best known as America's most autocentric city and biggest air quality nightmare. Its planned subway--the 1925 plan, not Metro's best efforts at playing catch up--could have rivaled NYC's today had it not been for the constant lack of foresight.
4. In order to even have marginal rail service, Canadians will have to get outraged. The slashing of Via service by the Harper cabinet and the lack of reaction by the public at large should actually make the people of Australia and New Zealand happy that their countries won't have the least advanced passenger rail service among all industrialized nations.
5. Buffalo-Niagara Falls commuter service is not only overdue but could serve as a lifeline. Commuter rail can not only connect all three of the city's stations, but it can connect with Ontario's GO Transit.
6. I finally get an answer to a lingering question: Norfolk will have a ticket agent once its new station opens up.
7. As a followup to a previous story, the XpressWest people are now having money troubles, putting them in company with Las Vegas Railway Express.
8. Three months ago, I got into a scuffle over the feasibility of the Coast Daylight using Caltrain tracks between San Jose and San Francisco. I provided some practical solutions and yet, no one seemed to even think broadly. Now, I will pick up here where I left off in February. First, the engine switchover at San Jose's Diridon Station shouldn't be a problem--this is already done in D.C.--and even if it were, diesel and electric trains share the tracks in big European cities. Second, the speed issue makes these people wanting to block the Daylight really snobbish, not unlike the "let's get rid of the long distance trains" crowd. At a time when the Bay Area could use more intercity trains, restricting the SJ-SF stretch to only Caltrain and HSR is absolutely dumb planning. In addition to Coast service, there is a private operator that has its eyes on providing future Santa Cruz-San Francisco service. Finally, Amtrak does not need to provide additional San Francisco-Los Angeles train service should the Daylight prove to be successful. As a matter of fact, I recommend that Herzog operate the additional frequencies since its subsidiary currently runs Caltrain. How will this get pulled off? Simple, Caltrans needs to lease a portion of the Coast Route.

Random thoughts #11

1. Rosenberg (population 31,754) and Seguin (25,943) are the only two towns capable of supporting train service between Houston and San Antonio. Both were flag stops when Southern Pacific operated the Sunset and could support small stations since their populations have grown, and it's also a plus that Rosenberg is a suburb of Houston. These stops would be more for TXDOT service since Amtrak's westbound Sunset Limited passes by these two towns in the evening and may not even be the operator of a future Texas Triangle system. The other thing is that the private company that is proposing its own vision for the Texas Triangle would detour between Houston and San Antonio via Hempstead and Austin (pg. 22).

2. In the March issue of Trains Magazine, Don Phillips covered Pullman Palace Car Company's efforts to relaunch Southern California-Las Vegas train service. The following quote was very interesting: 

The refrigerator car service is to begin first, coordinated with the opening of a terminal for handling it: Railport Las Vegas, which is to have the capacity to handle sixty refrigerator cars daily, to capture a large part of the food and beverage needs of the city, now on trucks. The passenger service is to begin later, if...and here is the kicker...other planned operators cannot reach a financial deal on their services. Thus far two private proposals are the only "active" ones. 

This tells me that the PPCC people know something that we the public don't, and frankly, it would make sense given recent developments in the L.A.-L.V. market. First, Virgin Trains has been rather quiet on this route--and the whole U.S. market for that matter--in recent months. Second, the longshot Desert Lightning's website no longer works. Third, Amtrak only proposed--not committing to--restoring the Desert Wind in its 2010 PRIIA report (pg. 21). The major problems for the national carrier are equipment and money--or lack thereof.  

Therefore, this leaves the two other active operators: the Las Vegas Railway Express Inc. (aka, the X-Train) and Xpresswest. Both of these companies have run into their own problems in the last couple of months. Paul Druce covered the Vegas X-Train's major issues (the owners have to raise a lot of money by year's end; unrealistic expectations [I am being kind since Druce calls the X-Train "fraudulent"]) over a month ago.

When it comes to XpressWest, the feds have taken forever to decide whether the operator should even receive an FRA loan. Failed vice presidential candidate Paul Ryan and Senator Jeff Sessions played the "it costs too much" card last month when it urged outgoing Transportation Secretary Ray LaHood to turn down the request.

Therefore, out of the six potential Los Angeles area-Las Vegas operators, PPCC has the brightest future and may be the only one operating five years from now.

Random thoughts #7

1. More All Aboard Florida info
Details
Every hour in each direction between 0600 and 2100
Possible locations for the intermediate stops

2. Interesting interview with a member of XpressWest. All that is missing is the final extension to Los Angeles.

3. Given the potential makeup of the White House and Congress next year, the approach by TCHSR may be the only way to go

Tackling the Headlines 35

The DesertXpress is now XpressWest

Last month, DesertXpress renamed itself XpressWest and announced that the route would be extended from Victorville to Palmdale.

Take: A great start and a way to dispel critics who claim that XpressWest is "a train to nowhere." Now, if they could only extend the route southward to Los Angeles, then everything would be complete

New owners to run landmark

St. Louis Union Station is about to change owners. The station has had mixed results--the Marriott thrives but the mall is hemorrhaging tenants--and the current owner faced lawsuits over a failed effort to expand the hotel.

Take: One can only hope that the new owners will be open to the idea of letting trains stop at St. Louis Union Station once again. STLUS should be a multi-function facility that includes train service. Given all of the changes that have taken place since 1978, the historic landmark should try a different tack in handling passenger service.

Commuter train service is a likely nonstarter since the plan is to use Gateway station for the two planned lines to Alton, IL and Pacific, MO. When Missouri is able to build a separate HSR route between St. Louis and Kansas City, that route should be allowed to connect to Express HSR routes to Chicago at STLUS. Once the politicians in D.C. and the Class I railroads get with the program, the station can provide other types of trains--including short excursions. Trains to Florida, the Northeast, and the West via the Consortium idea as well as specialty trains would complement HSR trains. As far as transfers go, the city and the state would jointly work out a free transfer that would likely result in passengers using Metrolink light rail since the two stations are only a minute away.

Integrating California's Rail Network

Cooperation Is Key

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

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

California Networked Transit

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

Networked Transit is a customer needs-driven approach rather than something that’s centered on technology. Each and every transit mode is considered for its place in an overall network/system. Switzerland—the mastermind behind Networked Transit--was used as an example with three different 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 to Twentynine Palms with local and regional buses, extended Amtrak California services, and an HSR train.

Networked Transit has resulted in Switzerland having Europe’s highest per capita rail and transit ridership. Most of France’s TGV routes operate along preexisting routes. Setty then concludes that the Golden State resembles the Swiss more than the French because its population is widely spread out and that extensive, coordinated connecting services are required if HSR is to be successful statewide.

Where the Concept Was On Point

Innovation is the key to any prospering system and Setty has completely overhauled CA’s planned system. It would be of great significance to point out that this concept is really dealing with three types of intercity rail—HSR, conventional rail handled by the Amtrak California system, and intercity rail that travels to other states regardless of operator—as well as various local rail in the metropolitan areas upon the implementation of Networked Transit.

There has been a recent uproar over CAHSR reviving the Grapevine Alignment because it would bypass Palmdale. The Networked Transit Plan would remedy that problem by allowing the DesertXpress to serve the Antelope 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 were the Los Angeles-San Bernardino-Victorville and Sacramento-South Lake Tahoe-Reno routes. In the case of the former, all other HSR companies could hypothetically use the route as an alternative to the Antelope Valley segment. As for the latter, the medium speed option would be parallel to U.S. 50 and would serve as an alternative to stretching the Capitols (which would be extended to Grass Valley instead) to Nevada and having to put up with UP’s resistance. Long-distance alternatives to the California Zephyr could utilize this route to serve tourist areas of western NV.

Overhauling parts of its system based on the Networked Transit concept would help the Authority to cut astronomical costs that could prevent 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 under immense criticism throughout the year.

Where the Concept Missed the Mark

The Tehachapi Pass would permanently be off limits to passenger trains if Grapevine Route is implemented. This is a very scenic part of CA.

Also, north of Bakersfield, the HSR route would continue to utilize I-5, bypassing stops between Fresno and Sacramento. Under the Networked Transit plan, the planned HSR stretch would be downgraded to electrified 110 mph Regional HSR service along some stretches. The problem is that 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 cities in favor of a 220 mph segment to the west to the Authority.

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

Station Issues Part 4: The Future in Los Angeles

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.:

1. 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.
2. 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

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 4

No gray areas (Part 1)
Transportation policy was the last refuge for bipartisanship until recently. Now, the GOP is showing how embedded to oil and highway interests it is. In the House, it recently proposed the elimination of Amtrak and high speed rail funding. Three governors have returned or will return stimulus money to the president as they cite everything from wanting to spend money on roads to having no faith in the private sector. While I don't expect the anti-rail measures to go anywhere in D.C., I do find it very disturbing that politicians like Rick Scott purport to want private involvement in rail and then turn around and prevent other rail companies from even participating in HSR bidding after some of them had promised to pay for the entire cost of the FLHSR system.

Three months ago, I said that if the GOP wanted to prove that it had a better plan for rail that it would invite private and foreign operators to operate statewide trains at Amtrak's peril. The recent developments tell me that the elephants are not interested in doing that or even doing public-private partnerships, making Representatives John Mica and Bill Shuster glaring exceptions.

A new way to fund Amtrak?
Last week, Bloomberg reported that Amtrak subsidies may become a part of transportation funding in the future. The gist is that President Obama wants railroad money to go into a new transportation trust fund, which would end direct operating subsidies to Amtrak.

The perception is that the Administration's move could lead to competitive bidding for federally funded corridors (e.g., RENFE winning the rights to run the Hiawathas). Personally, that is how competition should have been done under PRIIA passage and ARRA funding in the first place! The Administration dropped the ball by reducing private competitors to California and Florida since those two corridors had the only planned Express HSR corridors in the country. If bidding were opened up to corridors outside of the Northeast (and maybe the Wolverine and Empire Service routes), we could have seen the Spanish rail operator upgrade Hiawatha service on its own to the point where it was understood that extensions to Madison and the Twin Cities were only natural rather than what we saw in the Badger State. No one can tell me that if Virgin or SNCF were in charge of 79 MPH Cleveland service that the line wouldn't have seen speeds increase to the point where a separate right of way would have been created to handle 150-200 MPH service, and extensions into Detroit and Pittsburgh. That more than what's going on now, would and should have been the way to create high speed rail in America because corridor and long-distance spines are needed instead of just what almost happened in Florida where an 84-mile route would have been created out of thin air, providing little or no connections.

The latest on the DesertXpress
As it turns out, the DesertXpress is going to seek federal assistance after all. Wow, just wow.

Amtrak to O'Hare?
Illinois governor Pat Quinn has asked Amtrak to study the feasibility of stopping at O'Hare Airport. Can someone tell the gov that he's about a year-and-a-half late and a million dollars short? Where was he at when the French carrier first brought it up? Even more, where the heck was the Tribune when SNCF proposed its vision for the Midwestern system?

A possible new player in the Northeast
Housatonic Railroad is continuing a study that could see the shortline railroad operate passenger service between Pittsfield, MA and Danbury, CT with an extension to Grand Central Terminal. If it gets to New York, Metro North crews would have to relieve Housatonic crews at Danbury. The articles also mentioned stations having to be renovated as well as the possibility of partial electrification vs full electrification. Who says that American ingenuity is dead?

On the possibility of GCT extension, a Housatonic train pulling into one of the Northeast's most fabled train stations might lead to some luster being restored there as it would be the first intercity operator to stop there in over two decades. Why do I bring it up? It only takes one operator to begin a revival. As I mentioned last spring, unconventional train travel could be a part of Grand Central Terminal's future. International travel and specially themed trains to popular destinations could be a long-term strategy.

Iowa Pacific Holdings has several subsidiaries that provide passenger service out West. One can only wonder how long it'll take before this positive attitude trickles up from the Class III level to the Class Is because if it ever does, then Joseph Boardman had better watch his back.

Addendum: Southern California to Vegas routes

After spending the last two months looking over Virgin's possible effort to develop an HSR corridor between Los Angeles and Las Vegas, it's time to expand on what such a move could do for the area and how some of the other competitors could be affected.

The best way for Sir Branson and Virgin Trains to produce a viable corridor is by building a pair of tracks parallel to the existing Union Pacific tracks. Then, the British carrier should build new HSR stations right next to the existing and restored Amtrak stations between the two endpoints. The stations will provide different types of services for a diverse set of travelers. Another thing that could set Virgin apart from its counterparts would be the fact that it would stop in every city that the Southwest Chief serves. However, there should be local and limited stop routes as well. While the locals would obviously stop everywhere, the limited service would only have one or two stops between L.A. and Vegas.

The impact to other speedy competitors is where Virgin would apply its western segment. If it opts to utilize the current Amtrak route between L.A. and Vegas or a segment that serves Ontario, the other guys might have peaceful coexistence with Branson & Company. On the other hand, if Virgin decides to use the Palmdale route, then the DesertXpress is sunk because riders would no longer have the need to use a train that originates/terminates over 100 miles northeast of L.A. or its suburbs.

Currently, Amtrak only proposes restoring the Desert Wind between Salt Lake City and Los Angeles. What if there is such a push for any kind of restoration of overnight service along the nearly 800-mile-line that it becomes unstoppable? Well, it could go one of two ways. The first option is Amtrak following up on that proposal with an actual train that would connect with the California Zephyr. If Boardman can't get the train going, then, a standalone train to Seattle would do the duty. Here's the kicker, a public-private partnership would be implemented where someone like a rail consortium or even Virgin would operate the train and UP would be compensated. There would be a separate right of way for the intercity train along parts of the line between Los Angeles and Portland.

Making the DesertXpress Work

There has recently been some talk about the DesertXpress and whether it should even be built. The route would go from Las Vegas to Victorville, CA. The big fuss is the southern terminus. Detractors say that the project is slated for failure just because it doesn't go to Los Angeles. The DesertXpress builders cite costs as they're trying to build the line without federal funding. 

I agree with the builders in that private companies need to play a role in providing passenger service. Also, a future extension from Victorville to Palmdale should become an extension to Los Angeles. DesertXpress would pay the California High Speed Rail Authority rights fees to operate a limited number of trains on the latter's line, saving it money and extremely costly and lengthy environmental evaluations. If it can be pulled off, then DesertXpress would make more progress than Amtrak management or the states of California and Nevada in restoring some kind of train service between Las Vegas and Southern California. There has been talk about new L.A.-Vegas service in the last decade-plus (even with Talgos), but still the people in that area wait.