The Pacific Northwest High-Speed Rail Corridor Incremental Plan: serving Vancouver, Seattle, Tacoma, Portland, and Eugene via Amtrak's Cascades Corridor service links. Summary PowerPoint

1. 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

2. 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.

3. “Pacific Northwest Rail Corridor”

4. Pacific Northwest Rail Corridor Cities
VANCOUVER, B.C.

5. Pacific Northwest Rail Corridor Cities
Seattle, Washington

6. Pacific Northwest Rail Corridor Cities
Tacoma, Washington

7. Pacific Northwest Rail Corridor Cities
Portland, Oregon

8. Pacific Northwest Rail Corridor Cities
Eugene, Oregon

9. 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

10. WHO ARE THE PARTNERS FOR THE
PNWRC 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.

11. PNWRC: Amtrak “Cascades” Equipment
“Talgo” Articulated tilting Trainsets: 250 Passengers Cap.
2011 WESCOT &
AMTRAK
Installed WiFi services,
audio-visual. Bistro and
Lounge Cars

12. PNWRC: BNSF “Freight Operations”

13. PNWRC: “Sounder” “Puget Sound Transit”

14. PNWRC: “Sounder” “Puget Sound Transit”

15. WHAT WORK HAS ALREADY BEEN
DONE 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

16. 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)

17. PNWRC: Union Station Portland, Oregon
Station Improvement
Project-Funding
Obligated

18. 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)

19. 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.

20. Improvements Identified:
 Upgrade grade crossings;

21. “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

22. PNWRC: Amtrak “Cascades”
“Talgo” Articulated tilting Trainsets: 250 Passengers Cap.
2011 WESCOT &
AMTRAK
Installed WiFi services,
audio-visual. Bistro and
Lounge Cars

23. 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.

24. 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.

25. “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.”

26. 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

27. 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

28. 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