California State Rail Plan 2005-06 to 2015-16

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Short line railroad issues include the industry’s movement to heavier rail cars to try to keep transportation costs down and take advantage of the economies of scale. The problem is most short line railroads do not have the infrastructure to accommodate these heavier 286,000-pound rail cars. Short line railroads operate on a very tight budget and do not have the revenue base to make these major capital improvements. Without some kind of financial assistance to make these capital improvements, these shipments will have to be moved by truck at a greater cost to the shipper and an increase in highway maintenance and congestion cost to the State. Rail shipper concerns are also discussed. Their issues include: congestion at intermodal terminals, lack of equipment, lost rail cars, delays to rail shipments due to increased passenger trains, and grade crossing accidents. Chapter XVI–Short Line Analysis Short line railroads play an important role in California’s overall transportation system, especially for rural communities not served by Class I railroads. There are 28 short line railroads operating on 1,697 miles or 28 percent of the State’s rail mileage. The results of a survey of California’s short line railroads are included in this section. Key issues of concern include: the inability to upgrade their infrastructure to accommodate 286,000-pound rail cars on their lightweight track and bridge infrastructure, the need for improved grade crossing protection devices, and the need for the State to take a more active role in preserving rail service to rural areas of California. Commodities shipped by short lines are identified in the survey with wood products making up the largest proportion at 24 percent followed by food products at 22 percent. The survey estimated upgrade costs for all California short lines using a methodology developed specifically to handle 286,000-pound cars. The total statewide short line upgrade cost is estimated on the order of $190 million to $210 million. Potential impacts to highway congestion and maintenance costs due to railroad closures are also discussed. Chapter XVII–Funding In 1999, California short line railroads handled over 750,000 carloads of international freight. Many California short lines serve industries along the I-5, I-10, I-40 and I-80 corridors. They also provide switching services to the Ports of Los Angeles, Long Beach, Oakland, Hueneme, and Stockton. Short line railroads also provide services to business in the rural portions of California who would otherwise have to rely strictly on trucks to move their freight. The American Association of State Highway and Transportation Officials (AASHTO) estimates that the ten-year nationwide infrastructure needs for American short lines total between $8 and $12 billion, of which 19 to 23 percent can be funded by the railroads themselves. Federal rail funding programs include: Local Freight Rail Assistance (LFRA), Light Density Line (LDL), Rail Rehabilitation and Improvement and Financing (RRIF), Congestion Mitigation and Air Quality Improvement (CMAQ), National Coordinated Planning and Development (NCPD), Coordinated Border Infrastructure 18 Executive Summary California State Rail Plan 2005-06 to 2015-16
(CBI), Transportation and Community System Preservation (TCSP), Highway Rail Crossing (Section 130) and Transportation Infrastructure Finance Assistance (TIFA). State funding programs for railroads are examined noting that when the LDL program was not funded under TEA 21, thirty other states began or continued to provide state funds for loan or grant programs to assist short line railroads in making infrastructure improvements. Of the $2.1 billion made available to short line railroads during the period of 1976 to 1995, 28 percent was from federal grants, 40 percent was from state grants, 24 percent from local funds and eight percent from state loans. Chapter XVIII–Environmental Review Environmental issues are discussed in detail to stress the need for an integrated planning effort to better address the needs of California’s transportation system. Topics include: noise impacts, vibration, at grade highway/railroad crossing incidents, and locomotive emission air quality. The impacts to local communities from locomotive horn blowing at grade crossings are discussed as well as the US Environmental Protection Administration’s (EPA) standards for noise emissions. The Federal Railroad Administration is charged with enforcing these noise standards. Delays at railroad crossings and accidents due to the increase in train traffic are also discussed. The Alameda Corridor project eliminated 200 grade crossings improving safety and reducing traffic delays between Long Beach and Los Angeles. Locomotive emissions are discussed in detail noting the new EPA standards. Chapter XIX–New Technology Eight new technology areas are discussed: • Global positioning system applications • Positive train control • Information technology applications • Electronic commerce • Alternating current locomotive technology • Electronic braking • Increased car capacity • Rolling stock improvements Chapter XX–Future Needs California’s rail system is rapidly running out of capacity due to a large increase in passenger train activity as well as tremendous growth in international trade moving by rail. While the needs of passenger rail operations are being addressed by the State, the landside freight transportation system is not. In order for California to remain competitive in a global economy, more funds need to be devoted to improving the State’s system of highways and railroads that handle this international cargo. The case for funding for short line railroads is a compelling one. Without outside assistance, many of the State’s short line railroads will be unable to accommodate the heavier rail cars forcing more freight to move by truck and impacting the railroads ability to stay in business. The environmental, economic, safety, and mobility benefits need to be considered when evaluating infrastructure projects. Executive Summary California State Rail Plan 2005-06 to 2015-16 19
Page 1: California State Rail Plan 2005-06
Page 4 and 5: Honorable Alan Lowenthal Honorable
Page 7 and 8: CALIFORNIA STATE RAIL PLAN 2005-06
Page 9 and 10: Table of Contents Table of Contents
Page 17 and 18: Table of Figures Table of Figures F
Page 19 and 20: Executive Summary California State
Page 21 and 22: THE DEPARTMENT’S MISSION AND GOAL
Page 23 and 24: service levels, service extensions,
Page 25 and 26: Eureka Arcata Fortuna Scotia RECENT
Page 27 and 28: 2008-09 San Jose-Oakland, eighth an
Page 29 and 30: CALTRAIN COMMUTER RAIL (SAN FRANCIS
Page 31 and 32: Chapter X-Potential New Services PR
Page 33 and 34: Chapter XII-Intercity Rail Funding
Page 35: PART II Freight Rail Element Chapte
Page 39 and 40: INTRODUCTION Government Code Sectio
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Page 43 and 44: Chapter I - California’s Vision f
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Chapter V - The California Passenge
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Chapter VIII - The Capitol Corridor
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Chapter IX - Commuter Rail Services
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Chapter X - Potential New Services
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Chapter XI - Amtrak CHAPTER XI AMTR
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Chapter XIII - Environment and Land
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PART II FREIGHT RAIL ELEMENT 173
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Chapter XIV - Introduction CHAPTER
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Chapter XIV - Introduction UNION PA
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Chapter XIV - Introduction REGIONAL
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Chapter XIV - Introduction Figure 1
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Chapter XV - Major Freight Issues C
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Chapter XV - Major Freight Issues A
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Chapter XV - Major Freight Issues I
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Chapter XVI - Short Line Analysis C
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Chapter XVI - Short Line Analysis F
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Chapter XVII - Funding CHAPTER XVII
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Chapter XX - Future Needs CHAPTER X
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Appendix APPENDIX ACRONYMS 4R Act F
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Appendix SAFETEA-LU SamTrans SANBAG
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California State Rail Plan 2005-06 to 2015-16

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