California State Rail Plan 2007-08 to 2017-18

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2007-08 – 2017-18 California State Rail PlanFigure 16AExamples of Key Required Freight Rail Projects in CaliforniaProject TitlePort of Los Angeles/BurlingtonNorthern Santa Fe, “Southern CaliforniaInternational Gateway” Near DockFacilityPorts of Los Angeles and Long Beach/Union Pacific, Near Dock IntermodalContainer Transfer Facility CompletionBurlington Northern Santa Fe/UnionPacific, Colton Crossing GradeSeparationProjectCost(Inthousands)CorridorCounty$200,000 I-710 Los Angeles$300,000 I-710 Los Angeles$180,000 I-10 San BernardinoUnion Pacific, Colton Flyover $100,000 I-10 San BernardinoPort of Oakland, Outer HarborIntermodal Terminal$325,000 I-80 AlamedaUnion Pacific, Oakland to Richmond,Alameda$78,000 I-80Capacity Improvement ProjectContra CostaBurlington Northern Santa Fe,Tehachapi Pass Double-Track, Tunnel $82,000 SR 58Modification(I-5)KernUnion Pacific, “Central Corridor”Double Track, Tunnels Modification$90,000 I-80 NevadaTotals $3,266,000Mixed CarloadMixed carload trains move a diverse range of commodities, including chemicals,food products, forest products, metals, auto parts, waste, and scrap. Again, all ofthese products are either imported or exported to California, and in largequantities. Rail carload equipment includes liquid-bulk tank cars, open flatcars,hopper cars, and traditional boxcars. (Intermodal containers and specializedautomobile carrier cars can also be handled as carload traffic; these are addressedin the discussion of intermodal service.) Like bulk unit trains, carload traffic tendsto be one-way – loaded to the receiver, empty back to the shipper.Most carload traffic is door-to-door, although smaller customers without direct railaccess or those who need less-than-carload quantities can be served by combinedcarload-truck services.220
Chapter XVI – Major Freight Issues“Transload” facilities accommodate the transfer of non-flowing materials(e.g., lumber, sheetrock, etc.) from carload to truck using conventional methods(e.g., forklifts, cranes, etc.). Similarly, “transflow” facilities accommodate thetransfer of liquid or “flowing” materials (e.g., oils, plastic pellets, bakery flour,etc.) from carload to truck using very specialized pumping equipment. Transloadand transflow commodities are moved from the shipper’s factory to a rail yard orsiding near the receiver, then moved the final miles by truck for “just-in-time” useby the receiver. Carload generally serves heavy products that are sensitive totransportation costs. However, it can be more difficult to achieve economies ofscale with carload traffic than with unit-train traffic because carload serviceinvolves a much higher degree of handling and management.Carload trains typically are not uniform in composition. They include a variety ofrailcar types, each of which must be collected from and distributed to specificcustomers. On a unit train, one hopper car full of grain or minerals is the same asany other. But on a carload train, each car is an individual shipment. Moreover,many cars are privately owned or in “sequestered” or dedicated service andtherefore not interchangeable and available for use by other customers.The variety of car types and commodities increases administrative and physicalhandlingcosts compared to unit train service.Carload train lengths vary greatly by intercity corridor and market, reflecting thedifferent mixes and volumes of commodities moving between markets.The railroads collect many different types of cars from many different customers,classify and marshal them into long consists for the intercity move, and then breakthem into shorter consists for the final delivery. The railroads depend on acomplex hub and spoke network to move consists and individual cars through thesystem. The shorter the intercity corridor and the more complex the mix of carand commodity types, the more difficult it is to achieve economies of scale incarload operations.Carload customers are more diverse than unit train customers. Carload usersrange from large customers generating hundreds of carload shipments a week tosmall customers receiving a handful of carload deliveries a month. The mix oflarge and small customers and the wide geographic distribution of origins anddestinations make it difficult to handle all shipments profitably. For example,CSX estimates that it is three times more expensive on a per-car basis to serve alow-density customer than to serve a high-density customer. Carload traffic flowsare far more dispersed than unit train flows.The carload network is centered on the nation’s key urban railroad hubs (e.g.,Chicago, St. Louis, Kansas City, Memphis, Houston, and Dallas) with majorcorridors running north-south and east-west. Traffic densities on the majorcorridors are similar, but the mix of commodities varies (e.g., chemicals fromHouston to Chicago; lumber from Portland to Chicago; and in California food221
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California State Rail Plan 2007-08
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2007-08 - 2017-18 California State
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Table of ContentsTable of Contents(
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Table of FiguresTable of FiguresFig
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California State Rail Plan 2007-08
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CALIFORNIA TRANSPORTATION PLAN 2025
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during evenings and weekends.• Cr
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ArcataFortunaScotia• Improved Amt
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SouthernCaliforniaCommuterRailChapt
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NorthernCaliforniaCommuterRail• C
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AUBURN-OAKLAND REGIONAL RAIL SERVIC
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AMTRAK PLANNINGIn April 2005, Amtra
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it is in the strategic interest of
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INTRODUCTIONGovernment Code Section
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PART IPASSENGER RAIL ELEMENT3
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Chapter I - California’s Vision f
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Chapter II - Capital ProgramCHAPTER
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Chapter II - Capital ProgramFigure
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Chapter II - Capital Programevaluat
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Chapter II - Capital Programsignals
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Chapter II - Capital ProgramThe Dep
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Chapter II - Capital ProgramIn the
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Chapter II - Capital Programsupplem
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Chapter II - Capital ProgramA numbe
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Chapter III - Operations ProgramCHA
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Chapter III - Operations ProgramFig
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Chapter III - Operations ProgramADM
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Chapter III - Operations Programcon
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Chapter III - Operations Programres
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Chapter III - Operations ProgramPro
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Chapter IV - Marketing ProgramCHAPT
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Chapter IV - Marketing Programprodu
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Chapter IV - Marketing ProgramGROUP
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Chapter IV - Marketing ProgramThe f
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Chapter IV - Marketing ProgramBEYON
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Chapter V - The California Passenge
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Chapter VI - Pacific Surfliner Rout
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California State Rail Plan 2007-08 to 2017-18

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