California State Rail Plan 2007-08 to 2017-18

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2007-08 – 2017-18 California State Rail Planfor train service, and Norfolk Southern agreed to compensate the state over a 20-year period based on its use of the bridge.The Shellpot Bridge will be the first toll bridge for railroad cars in the country.Through a toll system, Norfolk Southern will repay DelDOT over the next20 years. An electronic scanner will count the number of rail cars that cross thebridge by reading a magnetic placard that is mounted on every railcar. This typeof "bar scanning technology" (similar to a grocery store checkout line) is currentlyused by rail companies to keep tabs on cars along many thousands of miles oftrack across North America. Shellpot will become the first facility to takeadvantage of this to charge, and collect a toll. Norfolk Southern will pay DelDOTan annual minimum, regardless of traffic. The sliding scale adopted has the tollranging from $35 per car for the first 5,000 that cross the bridge annually, to only$5 per car after 50,000 crossings.These examples could provide insights into additional funding strategies forconsideration in California.USER FEESThe California Legislature—concerned about the impacts of goods movementactivities on adjacent communities, and the lack of resources directed toaddressing these impacts—advanced several bills during the 2007 legislativesession.On of them, Senate Bill 974, would require the Ports of Los Angeles, Long Beach,and Oakland to collect a user fee on the owner of container cargo moving throughthe Port of Los Angeles, the Port of Long Beach, or the Port of Oakland at a rateof $30 per twenty-foot equivalent unit (TEU) or $60 per forty-foot equivalent unit(FEU). The bill would require the fees be used to fund projects for all modes thatimprove the flow and efficiency of container cargo to and from those ports.It is estimated that $500 million would be generated annually for these projects,including freight rail. This revenue stream could be a potential source of freightrail project funding, and might include the short line railroad industry, whichserves these ports. SB 974 is currently on the “inactive” file. Whether or not it isultimately adopted and signed by the Governor, this bill and its companionlegislation highlight the intent of the legislature to attempt to find solutions tofunding environmental mitigation for goods movement projects that does notdepend solely on existing transportation or emissions reduction funding sources.254
Chapter XIX – Freight Rail Research and StudiesCHAPTER XIXFREIGHT RAIL RESEARCH AND STUDIESINVESTMENT MODELSPublic investments in the transportation system today are often used as a stimulusfor economic growth, congestion mitigation, and other quality of lifeimprovements. For freight rail specifically, many of the public motivations arecentered on capacity: whether an investment can relieve the highway system, slowthe growth in highway demand, or prevent traditional rail traffic from changingmodes. The latter has become especially important recently and points up thecapacity question in rail as well as highway: as Class I carriers have begun toallocate capacity by shedding some traffic for better paying freight, it is thetraditional, heavy loading, hard-on-pavement carload business that is most at riskof being shifted from rail to highway.The United States Department of Transportation (USDOT) has published a Guideto Quantifying the Economic Impacts of Investments in Large-Scale FreightTransportation Projects. The purpose of this guide is to provide a thorougheconomic analysis framework to assess the benefits and costs of potential freightinvestments. Application of this guide, and the analytical steps recommended, isintended to ensure that freight projects are appropriately considered in national,regional, and state decisions about the future of transportation system investments.In addition, the high costs of these projects emphasize the need for public/privatepartnerships to amass the funds necessary for their successful completion.Although this guide recognizes the importance of other social and environmentaleffects, the focus is on economic effects and the secondary passenger benefits thatoften accrue due to freight projects. Given this emphasis, the guide covers topicssuch as:• National scale of benefits – economic benefits from freight projects impactindustry shippers and receivers across the country (and internationally), notjust the location of a freight project;• Public versus private benefits – when considering the potential forpublic/private partnerships, it is imperative to maintain a careful accountingof public and private benefits, which are particularly relevant to freighttransportation; and• Logistics and supply chain effects – measuring the economic impact offreight investments requires the analysis of benefits to shippers andreceivers of freight in terms of both “first order” direct transportationeffects, and “second order” logistics, distribution, supply chain, and broadereconomy-wide implications.255
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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 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 III - Operations ProgramADM
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Chapter III - Operations Programcon
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Chapter IV - Marketing ProgramCHAPT
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Chapter IV - Marketing ProgramGROUP
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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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