The Pacific Northwest High- Speed Rail Corridor Incremental Plan

Major cities: Vancouver, Seattle, Tacoma, Portland, and Eugene via Amtrak’s Cascades service links

Roger Bazeley – MTI – High speed Rail Management – MTM296E

Funding for “Geographic/Mega-regions”

Investing priority in HSR within geographically defined “mega-regions” where population and economic growth forecasts increasing congestion have a growing demand for higher-capacity high speed rail as a transportation mode choice between driving and flying.

“Pacific Northwest Rail Corridor”

Pacific Northwest Rail Corridor Cities

VANCOUVER, B.C.

Pacific Northwest Rail Corridor Cities

Seattle, Washington

Pacific Northwest Rail Corridor Cities

Tacoma, Washington

Pacific Northwest Rail Corridor Cities

Portland, Oregon

Pacific Northwest Rail Corridor Cities

Eugene, Oregon

Pacific Northwest Corridor Scope: Major Cities: Vancouver, B.C., Seattle, Tacoma,

Portland, Eugene 1992 Designated as a high-speed rail corridor 466-mile route with multiple operators including

AMTRAK corridor and long-distance trains, Sounder commuter services in the Seattle region, and freight services (Union Pacific and BNSF).

Amtrak’s cascades service links Eugene and Portland, Oregon with Tacoma and Seattle, Washington and Vancouver, British Columbia

Incremental Improvements approved by voters in 2008 “Sound Transit 2” providing $17.9 billion for transit and commuter investment for Puget Sound

WHO ARE THE PARTNERS FOR THEPNWRC PROGRAM?

Corridor development is a cooperative effort between the states of Oregon and Washington,

Burlington Northern Santa Fe Railway (BNSF), Union Pacific Railroad, Amtrak, the Central Puget Sound Regional Transit Authority

(Sound Transit), the Province of British Columbia, ports, local

communities, and ticket buying passengers.

PNWRC: Amtrak “Cascades” Equipment

“Talgo” Articulated tilting Trainsets: 250 Passengers Cap.

2011 WESCOT & AMTRAK

Installed WiFi services, audio-visual. Bistro and Lounge Cars

PNWRC: BNSF “Freight Operations”

PNWRC: “Sounder” “Puget Sound Transit”

PNWRC: “Sounder” “Puget Sound Transit”

WHAT WORK HAS ALREADY BEENDONE OR IS CURRENTLY UNDERWAY?

1994-1998, Washington and Oregon commissioned a series of feasibility studies intended to assess the practical problems, costs, and benefits of providing public investment to upgrade the corridor for increased passenger rail service. ( Corridor Projected Improvement Funding Requirements 1997-2018 $2.1B) 1998 WSDOT

Specific Pacific Northwest rail improvement projects that have been completed:

track improvements between Seattle and Vancouver, BC and station improvements and renovations throughout the corridor. (75% of Facilities cost-intercity passenger rail)

$120 million has been committed so far by the state of Washington towards implementation of these efforts and other near-term improvements to rail passenger service.

the state of Oregon, Amtrak and the BNSF have committed over $350 million for improvements to the system.

the states of Washington and Oregon have begun specific programs to upgrade rail tracks, improve signal systems and stations. (1994-2007 $700 million invested from all sources/partners)

PNWRC: Union Station Portland, Oregon

Station Improvement Project-Funding Obligated

WHY the Pacific Northwest Corridor can’t just INCREASE TRAIN SPEEDS and PUT MORE TRAINS ON THE TRACK.

Amtrak trains on the Pacific Northwest Rail Corridor operate on tracks owned by BNSF, sharing tracks with freight trains.

tracks were designed to carry a certain number of trains the tracks are reaching their capacity to carry passengers

through the corridor on a reliable schedule without seriously impacting freight service

bridges or tunnels limit the system; places where freight trains are put together and/or taken apart

rivers, shorelines, and mountains limit train service maximum authorized passenger train speeds are 79 mph on

most lines (Current FRA track and signal type regulations)

Improvements Identified:

Upgrade grade crossings; Enhancing train control signals to improve rail

corridor capacity and increase train speeds; Upgrading tracks and facilities to relieve congestion,

improve ride quality, increase train speeds, and enhance safety;

Purchasing new train equipment to operate safely and efficiently along the corridor

Improving stations and their ability to serve neighboring communities.

Improvements Identified:

Upgrade grade crossings;

“Cascades” Rail Corridor Vision and Status

Incremental improvements are planned to eventually support up to 110 mph service with greater frequencies on the Portland-Seattle-Vancouver portion of the corridor. (2018 WSDOT-ODOT -$1.8 B in improvements)

November 2008, voters in the State of Washington passed a ballot measure called “Sound Transit 2”, which provided $17.9 billion for transit and commuter investment in the Puget Sound region.

Amtrak “Cascades” is a passenger train route of 466 miles running 156 miles from Vancouver, B.C. south to Seattle, Washington and continuing 310 miles south via Portland, Oregon to Eugene, Oregon. As of December 2011 four trains run daily between Seattle and Vancouver, B.C. with two going on to Eugene.

Amtrak “Cascades” is Amtrak’s 8th busiest route with 837,000 riders and service revenue of $27,564,809 (2010) 31% growth

PNWRC: Amtrak “Cascades”

“Talgo” Articulated tilting Trainsets: 250 Passengers Cap.

2011 WESCOT & AMTRAK

Installed WiFi services, audio-visual. Bistro and Lounge Cars

Pacific Northwest Rail Corridor Incremental Plan Concerns

Constraints on operations due to 6 congested terminal areas Requirements of industries along the route line Operation of freight rail yards located along the line Pacific Northwest includes environmentally sensitive areas Procurement of construction and environmental permits are difficult Cooperation required by several entities including the railroad, passenger

service operator (Amtrak), rail customers, and regulatory agencies Benefit of public agency capitol projects jointly used by passenger and

freight service are often difficult to balance in maximizing resulting improvements to either party

The freight services must benefit from jointly used public agency capitol projects, by expenditure on yard and terminal improvements to keep main rail free of standing trains. This satisfies funding agency concern over private sector gain because of a public project.

Funding agencies must be able to see direct result for each phase of incremental improvement as a requirement for additional funding.

Future Incremental Improvements leading to HSR are dependent upon:

A Regional Express plan will depend on developments in federal transportation policy.

The Obama administration intends to spend $53 billion over six years on high speed rail, as well as make funding more flexible so that it can be used to cover operating as well as capital costs. This presents the greatest opportunity for acquiring the approximately $6 billion needed for construction and operations.

However, the majority Republicans in the House of Representatives would not only eliminate high-speed rail funding but rescind stimulus money promised for rail.

If this were the case, more funding would be required than expected and Regional Express would likely be untenable.

“HSR Express Service” Funding?

“At the state level, Washington has shown the greatest commitment to improving passenger rail service, but most sources for further revenue are unpopular or limited by law. The most promising revenue sources are increased license fees and smaller incremental funding sources that do not place a large burden on citizens who are not users of rail. However, all tax increases in Washington must pass by two thirds in the state legislature and in both states, large tax increases are likely to be challenged later by citizen initiative or placed up for referendum. Thus, popular support among Washington and Oregon voters is crucial for Regional Express service in the long-run. While increasing rail service is popular, rail advocates must address opposition to tax increases by presenting the benefits that a Regional Express can offer.”

PNWRP: Develop a “Funding Plan”

“Funding Plan” that coordinates economic and real-estate opportunities to construct station facilities and create HSR transportation development incentive zoning at each station location for appropriate and effective TOD projects, and improved feeder system connectivity at these key activity hubs.

Portland, Oregon – Union Station

Implementing the PNWRC Plan for higher speed rail: by phased Incremental Improvements:

Strategic Vision Implemented Improvements: Plan will improve passenger rail – offers passengers a quicker trip with

dependability PHWRC will be faster – 110 MPH performance by using “Talgo” tilt technology PNWRCP is cost-effective – moves people at less cost vs. building highways

and airports Plan will stimulate regional economy – growth of businesses, jobs, and

housing/TOD Plan is incremental – built in phases based upon funding availability and

demand. Plan will create jobs – construction, operations, retail and corporate; jobs Plan will benefit the environment – energy efficiency, reduce oil dependency, air

quality Plan supports the President’s Vision – major investment in HSR for the nation

Summary: “The Right Stuff” The Right Public Policy & Funding Priority

U.S. Support of mega-regional HSR funding The Right Management Style & Leadership The Right System Design & Attributes The Right Stakeholder Communications Plan The Right Marketing Plan-Building Business

Revenue and Business Opportunities The Right Management Culture putting the

customer first in safety, reliability, services