Angela Cotey's Blog

Caltrain's road to electrification

2012-09-15T16:59:00Z

In spring 2007, I visited Caltrain's San Carlos, Calif., headquarters to interview senior executives about the inner workings of the agency, their challenges and top priorities. What I left with was far more specific. Caltrain Executive Director Michael Scanlon and then-transportation and engineering chief Robert Doty talked about their hopes to electrify the majority of the agency's commuter-rail corridor and operate electric multiple unit vehicles. It was a good idea in theory, but would take a lot to pull off. For one, Caltrain would need a waiver from the Federal Railroad Administration to operate the vehicles, which didn't meet the FRA's crashworthiness standards. If granted, Caltrain would be the first transit agency to receive such a waiver. And even if Caltrain cleared that hurdle, there was the issue of funding the multi-billion-dollar project. Fast forward five years and Caltrain officials are now in a position to make their electrification dreams come true. To learn about Caltrain's road to electrification and where they go from here, read Progressive Railroading's September issue article "Caltrain's electrification project ready to roll."

Not your standard studio

2012-09-12T17:28:00Z

What do you get when you combine a century-old piece of steel rail, a few scrapped wood ties and a creative eye?

If you guessed a piece of furniture (and I’m thinking you didn’t), you’d be right on track. Robert Hendrick, owner of railroad contracting and maintenance firm Railroad Services L.L.C., is using scrap railroad materials to make custom furniture: tables and desks, seats and benches, wine racks and bedroom pieces. The story behind the studio’s formation, as well as the overlap between the contracting company and furniture studio, is an interesting one. But I don’t want to spoil it all here. Check out our latest web-exclusive article (“Rail Yard Studios finds new uses for old railroad materials”) to read all about it.

An uncertain future for California's HSR project

2012-01-25T18:34:00Z

The California High-Speed Rail Authority (CHSRA) is set to launch construction on the initial segment of its high-speed rail line in the Central Valley this fall. But will it happen?

In recent months, a series of issues have been raised that have drawn even more criticism to the project. An updated draft business and financial plan released in early November cited a new project cost of $98 billion — more than double initial projections. In addition, the project timeline was extended by 13 years and the private dollars CHSRA has said it will solicit to help cover project costs likely will not be available until the first operating segment is complete.

Meanwhile, in early January, the California High-Speed Rail Peer Review Group issued a report that said the state Legislature should not authorize the sale of bonds for the project’s initial construction. A little over a week later, CEO Roelof van Ark announced his resignation and the board chairman stepped down.

The chain of events is drawing negative attention to the authority and project at a time when it can least afford it. CHSRA is expected to soon issue a revised version of its business and financial plan to the California Legislature. The Legislature then will review the plan and determine whether to approve it. What’s more, the Legislature must allocate funds for the high-speed rail project in the budget in order for bond proceeds to be used for the high-speed rail system. If the Legislature does not allocate the bond proceeds — which means the state can no longer provide the matching funds it promised in its federal funding applications — CHSRA’s federal money could be in jeopardy.

What do you think? Will the Legislature ultimately approve the bond funds, enabling CHSRA to proceed with construction this fall? Or will California’s high-speed rail project be tabled?

It's a wrap (up): APTA's annual Rail Conference

2009-06-19T14:10:00Z

The American Public Transportation Association (APTA) held its annual Rail Conference at the Chicago Hilton earlier this week. If conference planners were worried that the recession and tight travel budgets would affect attendance, they were quickly dismissed. The conference had more than 1,000 registered participants, and just prior to Monday's opening general session, the line for walk-ins trailed halfway across the second-floor registration room.

Two themes that came through loud and clear to me at this year's conference: challenges and opportunities in the transit-rail world.

The challenges: Transit agencies are facing revenue declines (or, in many cases, revenue plunges) because of declining local, regional and state funding. As a result, the "vast majority" of transit agencies are raising fares and cutting service, said APTA President William Millar during the conference's opening session on Monday morning. Many agencies are doing both.

The opportunities: The American Recovery and Reinvestment Act's $8.4 billion transit program and $8 billion high-speed and intercity passenger-rail program, as well as the upcoming surface transportation authorization.

Many opening session speakers addressed those challenges and opportunities in the packed Grand Ballroom.

APTA President Bill Millar noted that he saw the first sign for $3 a gallon gas while walking around Chicago's loop the previous day, which should help boost ridership that's dipped slightly compared with last year's record counts.

In the meantime, agencies are keeping busy with capital projects, many of which are advancing at a faster pace thanks to recovery act dollars. A few that Millar noted: MTA New York City Transit's Second Avenue Subway, MTA Long Island Rail Road's East Side Access and Denver RTD's West Corridor.

Millar also discussed the upcoming transportation authorization, stating that APTA would like to see the funding level more than double, from the current $52 billion over six years to $123 billion. It may not be entirely far-fetched, considering the support that Congress and the Obama Administration have shown for public transit during the past few months.

"To hear a president who 'gets it' is a wonderful, wonderful thing," he said. "Sometimes I think, 'Pinch me, am I really hearing this?'"

APTA Chair and Metropolitan Atlanta Rapid Transit Authority General Manager Beverly Scott gave an inspiring speech, touching on today's hottest transit issues.

On the state of the transit industry:
"This is a very transitional time. The stars are aligning, and it's during these times we cannot sit back on our laurels, do business as usual. We cant be afraid to seize opportunities."

On the surface transportation authorization:
"We need every person in this room and the communities they represent to have a resounding voice to say how important it is that transportation authorization take priority."

On workforce development:
"We're going to be turning over in droves in the coming years. The most important thing is not what we leave behind, but who we leave behind. We need to reposition, rebrand public transportation as an employer of choice."

U.S. Transportation Secretary Ray LaHood offered a taped video message. He discussed a recent trip he took to Europe, where he toured France's TGV and Spain's AVE high-speed rail systems.

"I was inspired and encouraged by what I saw. I'm convinced - and so is President Obama — that the time has come to build rail infrastructure we can be proud of," he said. "Spain launched its first high-speed rail line in 1992. They now have 2,300 miles planned or in service. I believe we now have the same vision for high-speed rail here in the U.S. The DOT is your full partner to make public transit better, safer, faster, greener."

Recently appointed Federal Transit Administrator Peter Rogoff was on hand to talk about the transportation authorization ("I've been involved in the last three authorizations, but this will be a very different situation. There will be tough debates on resources ... and that will be the real challenge - to get members of Congress to take some of those tough votes," he said) and state-of-good repair needs (the FTA recently issued a report stating that the agency's seven largest transit systems collectively have $50 billion in deferred maintenance).

But perhaps Rogoff's most interesting (and telling) tidbit: Next week, he'll be testifying before the House Transportation & Infrastructure Committee — not on the upcoming authorization, as one might have expected, but on the recovery act.

"I believe this is by design," he said. "They want to be able to make a case for robust investment in transit. They want to see that there are projects being completed, jobs being created."

Meanwhile, Federal Railroad Administrator Joe Szabo's address focused on high-speed rail. Szabo spoke two days before the FRA was set to issue guidelines to apply for the $8 billion high-speed rail grant program included in the stimulus package, and while he wouldn't offer any sneak peaks, he did express the importance of issuing the funds for the right projects.

"We will be executing the president's mission and grants will be based on merit," he said. "If the first of these projects are not successful, the whole program could be at risk. We have to look beyond political and geographical boundaries."

Szabo's high-speed rail chat led up to what was by far the most-attended session at the show: "U.S. High Speed Rail Developments: Updates from Major Domestic Programs." People packed into a room on the Hilton's third floor to hear presentations on five high-speed rail projects. After every seat was filled (including those that Hilton staffers rushed in as the session was starting), attendees stood along the sides and back of the room, with some of the crowd even overflowing into the hallway.

Surveying the room, APTA High Speed and Intercity Rail Committee Chair Rod Diridon summed up the atmosphere: "What a difference. Five years ago, there were just a few of us, and I think we met in a clothes closet."

Officials overseeing high-speed projects in California, Florida, Texas, and the Northeast provided overviews of their programs, while the Midwest representative, Wisconsin Transportation Secretary Frank Busalacchi, discussed what it'll take to make high-speed happen.

"The federal government is finally onboard with the notion of high-speed rail in the U.S. but how do we get there?" he said. "It won't be cheap, and we'll need lots of help from the federal government. The $8 billion is a strong commitment and a good start. Now, it's up to us to convince Congress of the benefits for investing in high-speed rail."

Yet another challenge, and yet another opportunity.

States make their case to FRA for high-speed rail funds

2009-06-08T13:40:00Z

Last week, the Federal Railroad Administration wrapped up a series of workshops held throughout the country to gather input on the Obama Administration's strategic plan for high-speed rail development. The goals: to determine how to best create partnerships to make the country's high-speed vision a reality; improve communication between the FRA, states, railroads and other stakeholders; hear questions, comments and concerns from regional stakeholders; and gather feedback on the $8 billion included for high-speed and intercity passenger rail in the American Recovery and Reinvestment Act.

Workshops were held in regions where the federally designated high-speed rail corridors are located: Southeast, Pacific Northwest, California, South Central/Gulf Coast, Midwest and Northeast.

Rail officials from each region developed a presentation, many of which outlined their current intercity passenger-rail offerings and all of which detailed their long-term high-speed rail goals. Many regional rail officials noted the investment needed to turn their high-speed vision into a reality and noted how many jobs could be created if their long-term plans were carried out.

State DOT and regional rail stakeholders also used the workshops as an opportunity to make their case for a portion of the ARRA high-speed funds. Officials at the Florida DOT said they've been conducting extensive planning, engineering and environmental work for the proposed Tampa-Orlando-Miami corridor for the past decade, and noted that the Orlando-to-Tampa segment is "ready to go." FDOT has begun updating the Final Environmental Impact Statement for the segment, and also will update ridership figures and construction costs.

Officials from the California High Speed Rail Authority and California Department of Transportation said that ARRA funds could help them launch construction on several project elements on the Los Angeles-to-Anaheim and San Francisco-to-San Jose corridors. Presenters also noted that California has an extensive state-supported intercity passenger rail network to complement the proposed statewide high-speed rail system.

Meanwhile, other regions — Pacific Northwest, Midwest, Northeast — outlined their plans to provide faster, more frequent service.

Presentations are available on the FRA Web site (follow this link). I expect we'll see some progress on a handful of these projects after the FRA issues ARRA high-speed rail grants in late summer.

A fictitious — but believable — transit security breach

2009-05-14T20:17:00Z

We had a stormy night here in Milwaukee yesterday, and I thought it provided the perfect opportunity to plop down on the couch and catch up on some TV. At the top of my "must-watch" list: "24."

The show actually aired on Monday (what did I ever do before DVR?) and for those who don't follow it, the focus this season is on a group of domestic terrorists that are planning to release a bio-weapon in the nation's capital. The exact target has been kept under wraps for weeks, but finally was revealed last night... oops, I mean, Monday night: a Washington Metropolitan Area Transit Authority subway station (though my WMATA source tells me the episode was not actually filmed on their system).

It goes like this: the bad guys find someone to frame for the to-be terrorist attack, reeling him in by holding his brother hostage. The bad guys send the man they're framing to a Metro station, make him get on a train, then plant a duffel bag holding the bio-weapon on the same train. They set the timer on the weapon so it goes off shortly after the train is set to arrive at "Washington Central" station. The pathogen will not only impact the commuters at the station, but escape into the station's ventilation system and be circulated to other areas of the subway system, the bad guys said.

Of course, this being a television show, the FBI was hot on the bad guys' heels, got in touch with the man that was being framed as a terrorist, had him remove the bio-weapon from the train and station, and bring it outside ... where the show's hero, Jack Bauer, was waiting to grab the bio-weapon. He secured it in a haz-mat vehicle just seconds before it released the pathogen.

But the episode left me feeling a little uneasy. Even though it was purely fiction, the incident was exactly what transit agency execs have been saying for years is a very real possibility. Watching it play out on my television screen was creepy.

In recent years, agencies have taken steps to help prevent such an attack — adding explosive-resistant trash cans on platforms, installing more security cameras, stepping up police patrols and installing intrusion-detection technology in tunnels. But agencies have a short funding supply and the federal government has contributed a minimal amount for transit security — at least in comparison to what's actually needed.

Today's transit discussions typically center around state-of-good repair and expansion needs, and how they might be funded through stimulus dollars and upcoming surface transportation legislation. But let's not also forget about agencies' many security needs, and the challenges they face trying to fund them.

Operating budget relief could be on the way for transit agencies

2009-05-11T18:04:00Z

It's no secret that transit agencies are facing large budget deficits in the coming fiscal year. The recession has caused sales tax revenue — which provides dedicated funding to many a transit agency — to plummet, and financially strapped states are lowering their transit funding allocations (or, in California's case, eliminating them altogether). So it should come as a bit of a relief to transit execs to hear that Congress might be able to lend a hand — legislatively speaking, at least.

During the next several weeks, the House and Senate are expected to discuss whether to allow agencies to use either American Recovery and Reinvestment Act or FY2009 Transportation Appropriations funds for operating expenses (rather than strictly for capital projects, as currently mandated) to help agencies eliminate or reduce employee layoffs, service cuts and/or fare increases, according to an American Public Transportation Association Legislative Alert issued last week.

I covered the stimulus bill in our May issue, and heard the same story from several transit execs: "The stimulus funds are great, and they'll provide a boost to our capital programs, but what we really need are operating dollars." In other words, building new lines and purchasing new rolling stock won't mean much if an agency doesn't have the money to operate them.

APTA says it will provide more details on the operating funding discussion circulating Congress as they appear. Hopefully the news is good; a little operating budget boost will help agency execs breathe a bit easier as they continue to crunch the numbers for the rapidly approaching FY2010.

‘Tweeting’ — transit style

2009-03-25T15:42:00Z

Ever hear of Twitter? It’s a social networking service under which users can send and receive updates, known as “tweets,” that tell their friends, family and whoever else might care, what they’re doing at the moment.

While the service has apparently been around for a couple of years, I first heard about it a few months ago, when I read on an entertainment Web site that so-and-so had tweeted about their break-up with some other celebrity (yeah, I read that stuff — don’t judge). Since then, I’ve been hearing so much about Twitter, tweeting and the like that I’m starting to wonder if I’m one of the remaining few people that don’t use the service.

Anyway, to my point … I just received a press release from the Washington Metropolitan Area Transit Authority announcing they launched a new Twitter page where passengers can sign up to get information about Metrorail service disruptions. The service will provide WMATA another avenue for communicating with passengers, particularly those who use portable electronic devices for information, the agency said.

Kudos to WMATA for finding new and relevant ways to reach out to their customer base. Happy tweeting.

Older Americans, not just commuters, need adequate transit options

2009-03-24T18:06:00Z

Why do we need public transportation? To take cars off the road ... to provide commuters an alternative to sitting in gridlocked traffic and paying outrageous fuel prices ... to help improve the environment and reduce our dependence on foreign oil.

But amid the reasons-to-support-transit discussions, one aspect often is overlooked. Our population is aging, and it's important that senior citizens have accessible, affordable transportation options. By 2030, nearly 71 million Americans will have reached age 65 or older, doubling the retirement-age population since 2000.

That's why AARP is ramping up efforts to ensure that federal transportation funding — and the eventual surface transportation authorization legislation — "face up to the reality of an aging population," the organization said. To that end, AARP recently joined the Transportation for America Campaign, endorsing the campaign's call to renew the national transportation program.

"America is aging rapidly, and transportation policy and spending must acknowledge this demographic shift," said AARP Executive Vice President for Social Impact Nancy LeaMond in a statement. "In order to help [senior citizens] reach their goal of moving about safely into their 70s, 80s and beyond, federal, state and local policymakers need to improve the safety of roads, bridges and sidewalks, but also improve the availability and accessibility of public transportation and paratransit services."

Here's to a new transportation policy and adequate funding to support transit services for all users.

All I want for my wedding is … a streetcar?

2009-03-11T18:45:00Z

Remember the last wedding you went to? What did you take as a gift? Chances are, you presented the newlyweds with a shiny new toaster, blender or (fill in houseware item of your choice here).

But the guests at last Saturday’s nuptials between Kristen Myers and Chris Heckman were asked to forego the home goods and instead provide donations to the proposed Cincinnati streetcar project, according to a Cincinnati Enquirer article published earlier this week. In addition to improving the economic viability of the area in which they live, work and play, the young, urban couple hopes that the streetcar will give their friends and family reason to come back to visit once the line is built.

The three-mile line would run between the downtown area and the University of Cincinnati. If the project is axed, wedding guests’ tax-deductible donations will be returned. No word yet on how much money was raised for the project, but the Enquirer article says 260 guests were invited to the wedding. Chances are, the donations will barely make a dent in the project's $185 million price tag, but the publicity the couple has received will go a long way toward raising awareness of a worthy cause.

Capitalizing on the transit ridership renaissance

2009-03-09T18:46:00Z

For the past nine months, transit agencies have been spewing out ridership data fast enough to make your head spin. And why wouldn't they? Ridership skyrocketed when gas prices rose to record levels last summer, and continued to climb even when fuel prices fell and unemployment rose.

So it came as no surprise when the American Public Transportation Association (APTA) released 2008 ridership totals today that showed transit agencies posted 10.7 billion trips in 2008, a 4 percent increase compared with 2007 and the highest ridership level in 52 years.

Talk about perfect timing. The transit industry is just about to start heavily advocating for a new surface transportation authorization bill, as SAFETEA-LU is set to expire on Sept. 30. The latest ridership stats serve as further proof that transit options are wanted, needed and should be expanded.

APTA is capitalizing on the public transit renaissance by launching "Public Transportation Takes Us There," an advocacy campaign aimed at building congressional support for increased federal investment in transit. Featuring advertising, public relations and grassroots outreach components, the campaign will highlight transit's role in creating jobs, improving the environment, boosting energy independence, and improving quality of life.

Fittingly, the association announced the new campaign earlier today at its Legislative Conference currently being held in Washington, D.C., where more than 500 APTA members are convening to promote the importance of public transit to congressional representatives. Given the new staggering ridership figures, growing need for affordable transportation options and overall increased awareness of public transit, I think it's safe to say many congressional leaders are listening.

A 'stimulating' discussion

2009-02-11T14:50:00Z

The Senate passed its version of the economic stimulus package yesterday. Despite proposed amendments that called for either increasing or decreasing funding for transportation infrastructure projects, the approved figure didn't differ much from what originally was proposed: $8.4 billion for transit urban and rural formula programs, $2 billion for high-speed rail corridor investments, and $1.1 billion for Amtrak and intercity passenger rail grants. It also included $5.5 billion for a new intermodal discretionary program that can be used for highway, bridge, public transportation, passenger- and freight-rail, and port infrastructure projects.

In comparison, the House version of the stimulus bill includes $12 billion for transit and rail projects, and $300 million for high-speed and intercity passenger-rail projects.

House and Senate leaders are working to compromise on a bill by the end of the week — possibly even later today, some reports say. How will public transit fare? Will the final figure remain in the $12 billion range? Or will the cuts that are sure to come affect the transit stimulus funding? We'll soon find out... in the meantime, I'm interested in hearing any predictions.

Making a case for Midwest high-speed rail — from Spain

2009-01-14T14:00:00Z

On Monday, Wisconsin Gov. Jim Doyle outlined to Milwaukee business leaders how he would suggest spending any federal economic stimulus funding the state received under President-elect Barack Obama’s proposed plan. One of the top priorities: a Midwest high-speed rail system linking Chicago and Minneapolis, with stops in Milwaukee, Madison and Green Bay.

"If you could get from the Twin Cities to Chicago in equal the time it takes you to go to the airports and fight through everything and you can end up in downtown Twin Cities or downtown Chicago and it's on a good, new high-speed, comfortable train, then I think you're going to see a lot of demand for it," Doyle told members of the Greater Milwaukee Committee, according to a Milwaukee Journal Sentinel report.

That’s exactly the point members of the Midwest High Speed Rail Association have been trying to make for years. This week, some association members are in Spain, touring the country’s high-speed rail and other passenger-rail systems, and pondering how Spain’s rail network could be duplicated in the Midwest. Participants also are meeting with officials from Spanish railways to learn about their rail expansion plans and the progress to date. They’ll also tour Talgo’s manufacturing facility.

“Spain offers the best example for what we should be doing with high-speed rail and rail transit in the Midwest,” according to the association’s Web site.

In addition to its high-speed rail system, which operates trains at speeds up to 220 mph, Spain has doubled its transit network during the past decade, adding new light-rail lines throughout the country. Spain’s commuter-rail lines also are being upgraded to handle 155 mph trains.

In 2005, the Spanish government allocated nearly half of its total transportation budget to railroad construction and improvements. Once the improvements are made, no city in the country (“A territory embracing an expanse equal to the distance from Minneapolis to Pittsburgh and from Kansas City to Detroit,” according to Midwest High Speed Rail Association Executive Director Rick Harnish) will be more than three hours away from Madrid by train.

Tour participants are learning just how convenient Spain’s high-speed rail system could be if it were replicated in the Midwest. Last weekend, they took a day trip to Seville, about 300 miles from Madrid (or, about the same distance between Chicago and Detroit or St. Louis). The group left Madrid at 7:30 a.m., spent five hours sightseeing in Seville, and got back to Madrid in time for dinner.

“This trip illustrates how high-speed rail changes the relationships between cities,” Harnish wrote in his daily wrap-up on Jan. 11. “My summary for the day: We really need high-speed rail in the Midwest.”

As a fellow Midwesterner, I concur.

Wanna stimulate the economy? Invest in transit

2008-12-09T14:00:00Z

Like many economy-watchers, President-Elect Barack Obama believes the recession is going to get significantly worse before it gets better, as he said during an interview with Tom Brokaw that aired on Sunday's "Meet the Press." The good news is Obama and his economic team are formulating a new stimulus plan to infuse more money into the economy — and it likely will include funding for ready-to-go infrastructure projects.

Obama's plan calls for "making the single-largest new investment in our national infrastructure since the creation of the federal highway system in the 1950s," as he said in a radio address last weekend.

Mr. President-Elect, meet Mr. Bill Millar, president of the American Public Transportation Association, who issued a statement yesterday regarding your stimulus plan. Bill would like to congratulate you on your support for transportation infrastructure investment ... and tell you that investing in public transit can create hundreds of thousands of jobs ... and let you know that APTA's member agencies have more than 700 public transportation projects that could be ready within 90 days of federal funding approval ... and remind you that public transit ridership is continuing to soar to record levels despite the drop in gas prices. He also wanted to mention that public transportation plays a critical role in helping to reduce our country's dependence on foreign oil and lower our carbon footprint.

So if you could, please keep all this in mind when formulating your infrastructure plan, Mr. President-Elect. The transit industry can use all the funding it can get — and, increasingly, the country can use all the transit options it can get.

A victory for high-speed rail

2008-11-13T14:00:00Z

Shortly after joining the Progressive Railroading staff almost six years ago, I was given my first story assignment. The topic? High-speed rail.

I still remember the interviews I conducted for that article — not everything that was said, but the tone of the conversations. High-speed proponents from across the United States were hopeful, optimistic, excited about their high-speed possibilities — even though they had been lobbying for federal funds for years and still had seen nothing in the way of dedicated high-speed dollars ... and despite getting their hopes up time and time again when high-speed legislation was discussed, then dismissed by Congress.

The message was the same when I did a follow-up story in 2006. These folks were certain that, despite the slow road getting there, high-speed rail eventually would be seen as a desired transportation option and funded as such.

So, when California voters passed an almost $10 billion bond measure last week to provide financing for the initial segment of a statewide high-speed rail system, it wasn't just the California High Speed Rail Authority's victory; it was a victory for everyone in the high-speed rail circle.

"It's going to make it a lot easier to do high-speed rail because it's another indication that the public wants to have good, high-quality transportation," says Rick Harnish, executive director of the Midwest High Speed Rail Association. "This changes the scope of what we're going to be doing and what we can talk about doing in the United States — we've finally got somebody putting real money into building new, electrified track."

Presumably, dedicated federal dollars will follow. Hopefully, growing public support will, too, and enable other high-speed rail projects throughout the country advance in the near future.