DesertXpress Train to Vegas in Planning Stages
After 30 years of planning, the MagLev project between Anaheim and Vegas lost one of its biggest proponents last month to a train part of the federal high-speed rail corridor. Nevada Senator Harry Reid is now behind the DesertXpress between Southern California and Las Vegas that would mainly go along Interstate 15. Unfortunately, the phase planned right now only goes between Vegas and Victorville. Why Victorville? Their website explains:
Of course it would be great if DesertXpress could be extended to downtown Los Angeles, Anaheim and Ontario, and someday it might. But for this initial project, it is critical for the station to serve the Southern California market and be financeable without public tax dollars.
Victorville makes a lot of sense because it is the first major population center northeast of the Cajon Pass through the San Bernardino mountain range separating the High Desert from the Los Angeles basin. Victorville is within only a 30- to 45-minute drive for roughly 5 million people who live in the Inland Empire, Antelope Valley, and the eastern portions of Los Angeles County, and only a one to two hour's drive for most of the rest of the Southland's 21 million residents—many of whom routinely drive at least an hour to and from work each weekday.
Victorville also is the choke point of I-15, where the roadway narrows from from four through lanes to three in each direction. With the station in Victorville, DesertXpress avoids the uncertainty of the challenging 200-mile drive across the Mojave Desert that could take anywhere from 4 hours to 10 hours - you never know, because of congestion and incidents or accidents.
Yes, someday "it might" go to Los Angeles." The Victorville leg will cost $3.5 to $4 billion for 200 miles of work--that's less than proposed subway to the sea in Los Angeles.
By Zach Behrens in News on July 3, 2009 9:15 AMComments (2) [rss]
Ross: Though I agree with you on the Victorville terminus, that's only Phase I. The goal is to bring it to Palmdale to tie into the CA High-Speed Rail project. If the projects are designed to use similar equipment and track gauges, it's possible that the Vegas train will be able to use the HSR corridor for a direct connection to Union Station. The future extension of the CA HSR to San Diego will head east from Union Station through the San Gabriel Valley/Inland Empire, so that's another possible connection the DesertXpress can make.
As I understand it, the point of DesertXpress is to get *something* built a significant portion of the way to Vegas as quickly as possible using mostly private funding.
Also, the DesertXpress and the Vegas-Anaheim maglev proposals are totally separate. Maglev deserves to die a quick death IMO, since the cost is unacceptable and the technology incompatible with the future CAHSR network.
I may not drive to VV to hop on a train to Vegas (I don't go to Vegas that often), but people in the SGV and IE aren't that far away and may be more willing. I'd definitely use the train if I could take HSR to Palmdale and transfer - or better yet if the DesertXpress used the HSR right of way from Union Station.
Friday, July 3, 2009
From LAist: DesertXpress Train to Vegas in Planning Stages
Link: DesertXpress Train to Vegas in Planning Stages - LAist
From LAist: The Latest on High Speed Rail to San Francisco
The Latest on High Speed Rail to San Francisco - LAist
The Latest on High Speed Rail to San Francisco
We may be cut short by 80 miles for the train to Vegas, but the one to San Francisco is moving along. Yesterday the California High-Sped Rail Authority met electing Anaheim Mayor Curt Pringle as the chairman and approving the scope of projects that qualify for federal stimulus funds. “We have obtained environmental certification for the general statewide alignment and station locations for the 800-mile system designed to carry over 100 million people by year 2030, as well as secured California state bond proceeds resulting from passage of Proposition 1A," explained Pringle. "These are the kinds of things that position the state very competitively to secure matching federal funds through ARRA to begin construction on three key segments and to complete the preliminary engineering work on the linking segments.”
By Zach Behrens in News on July 3, 2009 9:35 AM
From Central Valley Business Times: Feds may gamble on bullet train to Vegas. From LA Times: New rail corridor between L.A. and Las Vegas could doom maglev project. Two pivotal issues remain: a) Bullet Train vs. Mag Lev. Bullet-train technology is more affordable and has a proven track record in Europe and Asia. b) To place CA terminus in a) Victorsville or Anaheim. It would seem to make the most sense to connect this route with California's high-speed rail system to allow for greater ridership.
New format: One entry-Two articles
Link: Central Valley Business Times
Link: Central Valley Business Times
Feds may gamble on bullet train to Vegas
LAS VEGAS, NEV.
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July 3, 2009 1:02am
• Would extend California system
• ‘Will reduce congestion on I-15’
The states of California and Nevada have agreed to extend the California bullet train corridor from the Los Angeles area to Las Vegas.
“The extension of the California corridor is another great example of regional cooperation, which will be critical to transforming travel in America and the creation of a national system of high-speed rail lines,” says U.S. Transportation Secretary Ray LaHood.
“We believe that the development of regional high-speed passenger rail systems will create jobs, spur economic development, and provide positive environmental benefits for all Americans,” he says.
Senate Majority Leader Harry Reid, D-Nev., says constructing a route for the 200-mph trains will boost his state’s economy.
“High-speed rail not only provides a much needed means of transportation that will reduce congestion on I-15, but it will create jobs at a time when Nevada needs them the most, increase tourism and reduce our reliance on foreign oil,” says Mr. Reid.
----------------------------------------------------
Link: New rail corridor between L.A. and Las Vegas could doom maglev project - Los Angeles Times
New rail corridor between L.A. and Las Vegas could doom maglev project
Corridor along I-15 draws support from Senate Majority Leader Harry Reid, who says he will try to move funds from the maglev project to a new, European-style train system.
By Ashley Powers and Dan Weikel
July 3, 2009
Reporting from Los Angeles and Las Vegas -- A potential corridor for passenger trains between Las Vegas and the Los Angeles area has become part of a federal initiative to modernize the nation's rail networks and develop high-speed service between cities.
Thursday's announcement, however, might doom a 30-year-old proposal to build a high-tech magnetic levitation, or "maglev," train from Anaheim to Las Vegas if Senate Majority Leader Harry Reid (D-Nev.) gets his way.
Reid, who no longer supports the maglev project, said during an event to publicize the rail corridor that he would try to scuttle $45 million in federal funds earmarked for the proposal. The maglev project and a conventional rail line proposed by a private venture are trying to develop separate high speed passenger trains that would parallel oft-congested Interstate 15. Secretary of Transportation Ray LaHood announced Thursday that a swath of land along much of I-15 has been declared a federal high-speed rail corridor -- one of 11 such zones in the U.S. Projects proposed in those corridors are eligible for federal assistance, grants and loans.
Federal officials say the development of a successful high speed rail system between Southern California and Nevada would dramatically reduce delays and traffic accidents on I-15.
"For transportation, it's the most important thing that's happened to Nevada since Interstate 15," said Reid, who likened the federal high speed rail program to President Eisenhower's effort in the 1950s to develop the interstate highway system.
Last month, the Nevada senator withdrew his support for the maglev project in favor of a plan by DesertXPress Enterprises to build a European-style high speed train that relies on conventional technology. The 150 mph system would run about 200 miles from Victorville to Las Vegas and cost about $3.5-$4 billion to build.
The maglev project would extend 270 miles and cost an estimated $12 billion. Maglev technology relies on electricity and magnetic force to propel trains on a cushion of air at speeds up to 300 mph.
"I've studied maglev enough," said Reid, who added that the DesertXPress is closer to breaking ground. "We're past the planning stage. We've got to move on and start construction."
Proponents of the maglev proposal said it was unlikely that Reid would be able to persuade Congress to reverse its decision to provide funding.
"We are relying on the law and how it reads. We believe that nothing will change," said Neil Cummings, president of the American Magline Group, a consortium of private companies involved in the project.
ashley.powers@latimes.com
dan.weikel@latimes.com
Thursday, July 2, 2009
From The Associated Press: SoCal-to-Vegas route wins federal designation
Link: The Associated Press: SoCal-to-Vegas route wins federal designation
SoCal-to-Vegas route wins federal designation
By KATHLEEN HENNESSEY – 2 hours ago
LAS VEGAS (AP) — The clogged tourist travel route between Southern California and Las Vegas has been designated a federal high-speed rail corridor, in a move that officials hope would signal increased cooperation between the regions on building speedier train travel.
U.S. Transportation Secretary Ray LaHood announced Thursday that the route is now considered part of the federally designated California high-speed rail corridor.
LaHood called the congestion on Interstate 15 linking Southern California and the Las Vegas-area, "very bad for business, very bad for safety and certainly very bad for the environment."
He made the announcement at a news conference in Las Vegas, accompanied by Sen. Harry Reid and California Department of Transportation Director Will Kempton.
The immediate impact of designation appears to be minimal. Nine other rail routes in the U.S. share the distinction, considered a boost for applying for a portion of the $8 billion in stimulus funding set aside by the Obama administration for high-speed rail projects.
But Kempton said California will not include the Las Vegas leg in its application for federal money. That state's initial priority — a route connecting several cities along the coast — is considered a front-runner to receive a significant chuck of the federal dollars.
Reid spokesman Jon Summers said the designation could help a Las Vegas route secure federal loans, however transportation officials minimized the distinction's impact on federal loan programs.
"If they're going to apply for a loan they can apply a loan whether or not they're a designated corridor or not," said Federal Rail Administration spokesman Rob Kulat. "It doesn't matter, it depends on the quality of the application."
Still, Reid and Kempton used the announcement to promise high-speed rail between Southern California and Nevada was on a fast track.
The men also touted their support for one of two competing train proposals vying to be the first to shuttle people across the desert to the casinos of the Las Vegas Strip.
Reid recently abandoned his backing for a futuristic levitating train connecting Anaheim and Las Vegas. The train, which would be the first in the U.S. to use magnetic levitation technology, was derided as the "Sin City Express" by the Democrat's political opponents.
On Thursday, the Senate majority leader said the maglev train, which carries an estimated a $12 billion price tag and would rely on federal money, wasn't realistic.
"We just simply don't have the money," Reid said.
The senator's preferred project is now one advocated by powerful Republican lobbyist and political ally, Sig Rogich. The electric DesertXpress train would travel at speeds of up to 150 mph and would stop 85 miles short of Los Angeles in Victorville, Calif.
DesertXpress backers say the project's estimated cost of up to $4 billion will be privately funded with the help of federal loans.
The president of the group backing the maglev project said he was surprised by the officials' public endorsement for DesertXpress. When the Obama administration announced its plan to fund high-speed rail earlier this year, Neil Cummings said he thought maglev was poised to get some stimulus money. Even without Reid's support, Cummings said the project will move forward.
Copyright © 2009 The Associated Press. All rights reserved.
From California High Speed Rail Blog: SoCal to Vegas to Become Official Federal HSR Corridor Today
Link: California High Speed Rail Blog: SoCal to Vegas to Become Official Federal HSR Corridor Today
Thursday, July 2, 2009
SoCal to Vegas to Become Official Federal HSR Corridor Today
This image is about to get a makeover:
That's the map of the USDOT HSR corridors. One corridor that's not there is Los Angeles to Las Vegas. That is changing today:
The U.S. Transportation secretary will announce today the designation of a federal high-speed-rail corridor between Las Vegas and Southern California, a major assist that enables the long-imagined train route to compete for $8 billion in economic recovery funding and other federal support, the Las Vegas Sun has learned.
The announcement comes as two proposed fast trains are vying to connect Las Vegas and Southern California, a race that has intensified since President Barack Obama unleashed an unprecedented investment in high-speed rail as part of the stimulus bill approved by Congress.
It is unclear whether today’s announcement will favor one of the competing projects over the other. However, the federal designation improves the chances that a train will be developed between the two regions by opening the door to federal aid. Analysts think only one train system will be built.
DesertXpress has not as of yet planned to seek federal aid. I suspect that will have to change. Vegas is in the middle of a severe downturn, which means there's going to be much less private money available to fund it. The maglev is still alive, although with Sen. Harry Reid having switched his support to DesertXpress, I don't see the maglev plan lasting a whole lot longer. Some of its remaining backers include Bellagio CEO Bruce Aguilera, but the Bellagio and the other Vegas resorts are going to have their hands full riding out the recession.
I expect DesertXpress to be the "last project standing" along the Vegas HSR corridor. Whether it gets built, of course, is another matter entirely.
Posted by Robert Cruickshank at 12:49 PM
Labels: Department of Transportation, Desert Xpress, Harry Reid, HSR Strategic Plan, Las Vegas, maglev, Nevada, Ray LaHood
4 comments:
Jack said...
Does this plan include connecting to LA? Or is it still hamstrung by stopping before the mountains.
July 2, 2009 1:45 PM
Reality Check said...
Jack: it's not a plan. It's just a federal HSR corridor designation which will permit qualifying HSR projects in the corridor compete for federal support/funding.
July 2, 2009 2:04 PM
Jack said...
I know that about the corridor. The post also mentioned competing plans. Was The DesertXpress plan the one that "goes all the way?"
July 2, 2009 2:17 PM
Peter said...
The DX plan currently only goes to Victorville in the 1st phase, but will connect to Palmdale and the rest of CAHSR in the 2nd phase.
That's better than the maglev, who's 1st phase will only be to Primm, NV (where there are a few casinos and outlet malls, nothing else). The maglev in it's 1st phase will basically be a glorified shuttle to the Ivanpah Airport (if that ever gets built).
July 2, 2009 2:45 PM
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Courtesy of the Herald Group: Maglev Team Commends U.S. Department of Transportation on Historic Corridor Designation
Link: Maglev Team Commends U.S. Department of Transportation on Historic Corridor Designation
Maglev Team Commends U.S. Department of Transportation on Historic Corridor Designation
California-Nevada Super Speed Train Commission Commends U.S. Department of Transportation on Historic Corridor Designation
Calls for transparent and fact-based discussion on which high-speed rail system best meets needs of region
Funding set to play a critical role in construction process
July 2, 2009
Las Vegas, NV
The California-Nevada Super Speed Train Commission today commended the U.S. Department of Transportation on designating Las Vegas to the Los Angeles area as a new federal high-speed rail corridor. The Commission also reinforced its commitment to build the nation’s fastest and most environmentally-responsible 21st Century transportation system, addressing the growing I-15 highway congestion issue, setting a new standard for energy-efficient high-speed rail and ensuring travel between Las Vegas and Anaheim in a record 81 minutes.
With the new federal corridor in place, the Commission is calling on DesertXpress to engage in a transparent and fact-based discussion on which of the two leading systems best meets the needs of the people of Nevada and Southern California. This includes leveling with travelers about cost and the breakdown of public-private financing, realistic construction dates and terminus points, environmental benefits and shortcomings, and specifically how each project will address highway congestion, the primary reason for constructing a high-speed rail system in the region.
Earlier this year, Commission officials met with U.S. Transportation Secretary Ray LaHood to advocate for the designation of a new corridor. Today’s announcement is the latest development in the Commission’s public-private effort to bring high-speed rail service to the people of Nevada and Southern California.
The CNIMP corridor, with connection to three airports in the region, will provide quality passenger service to an estimated 43 million passengers annually by 2025 - the equivalent of an 8-lane freeway moving at a constant speed of 60 mph, or 295 fully loaded 747s landing at LAX each day. DesertXpress has announced plans to terminate service in the high-desert community of Victorville, nearly 80 miles short of Anaheim, leaving travelers to deal with anywhere between 2-3 hours of heavy traffic in Southern California.
Unlike the maglev project, DesertXpress received an exemption from the Surface Transportation Board (STB), a three person federal board based in Washington, DC, from complying with state and local land use, permitting and other environmental laws. In contrast, the CNIMP is fully committed to complying with such laws, which includes the California Environmental Quality Act (CEQA).
In 2004, the Commission under the sponsorship of the Federal Railroad Administration (FRA), California Department of Transportation (Caltrans) and the Nevada Department of Transportation (NDOT) commenced an environmental impact statement (EIS) under federal law and an environmental impact report (EIR) under California law. This is in contrast to DesertXpress, which believes it is exempt from complying with EIR requirements.
In April, the American Magline Group (AMG) certified matching funds to the Nevada Department of Transportation for the $45 million currently available to the project to complete an Environmental Impact Study, already in the third and final phase.
Earlier this month, the Commission addressed inaccurate cost estimates by citing a March 2009 Government Accountability Office report which lists a cost of $12 billion to complete the full 269-mile project. Based on estimates provided by the Federal Railroad Administration, a traditional steel-on-wheel system to Victorville, which fails to connect to the population centers or airports of the Southern California basin, will cost up to $9 billion.[i]
Earlier this week, the City of Newport Beach joined Anaheim, Ontario, Barstow and the Orange County Transportation Authority in endorsing the maglev project. In a recent letter to U.S. Transportation Secretary Ray LaHood and the California congressional delegation, Newport Beach Mayor Edward Selich highlighted the need to address the highway congestion issue, saying, “considering the amount of growth estimated in Southern California over the next 20 years, the maglev system will play an important role in upgrading the infrastructure capacity of the region.”
Last month, former Nevada Governors Miller and Guinn encouraged bi-partisan support for the project, noting the environmental, technological and economic benefits of an interstate maglev system:
http://www.lasvegassun.com/news/2009/may/24/former-governors-press-maglev/
Quotes:
“When we met with Secretary LaHood earlier this year, we stressed the importance of designating a federal high-speed rail corridor to help alleviate the congestion issues facing our region,” said Bruce Aguilera, Chairman of the California-Nevada Super Speed Train Commission. “We commend the secretary for his leadership and commitment to helping us achieve this important objective.”
“We’re thrilled that the U.S. Department of Transportation has taken this historic step to help pave the way for the nation’s fastest and most environmentally-responsible high-speed rail system,” said Richann Bender, Executive Director of the California-Nevada Super Speed Train Commission. “Now it’s time for a transparent and fact-based discussion about which system best meets the needs of the people of Southern California and Nevada.”
About CNSSTC
The California-Nevada Super Speed Train Commission is a state agency and non-profit public benefit corporation originally formed in 1988 to select, build and operate high speed train service in the heavily congested I-15 highway corridor, specifically between Anaheim, California and Las Vegas, Nevada, via the Inland Empire cities of Ontario, Victorville and Barstow, California,
Contact:
Erica Fitzsimmons
(202) 441-8740
efitzsimmons@theheraldgroup.com
[i] Using $30-$50 million per mile as a standard metric
From INFRASTRUCTURIST: Unveiled: First American-Made Streetcar In 60 Years
Link: Unveiled: First American-Made Streetcar In 60 Years » INFRASTRUCTURIST
Unveiled: First American-Made Streetcar In 60 Years
Posted on Wednesday July 1st by Jebediah Reed
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Let it not be said that we don’t make anything in this country anymore. As of today, we’ve made a streetcar.
The vehicle in question was unveiled in a ceremony on streets of Portland, Oregon, where it will go into service with a fleet of Czech-made brethren. The city’s much-admired streetcar network recently got $75 million in stimulus funds for an expansion. On hand for the festivities today were DOT chief Ray LaHood and transportation savvy Oregon congressmen Peter DeFazio and Earl Blumenauer. (The latter dignitary, whose sartorial trademark is a bow tie, today donned a straight tie to “mess” with Sec. LaHood.)
Local company Oregon Iron Works made the machine at a nearby factory that employs hundreds of skilled laborers. The company has a pending order from Portland for a half dozen streetcars and one worth $26 million from the city of Tuscon for seven more. OIW aims to get at least 60 percent of its parts from other US companies and to help seed an urban transit industry in Oregon.
Since about 1950, building modern streetcars has been a lost art in this country. OIW decided, based on the success of Portland’s streetcar line, to try to rediscover it and claims that their product is already of a higher quality than European competitors.
Sec. LaHood, Rep. Blumenauer
Sec. LaHood, Rep. Blumenauer
If our Spidey sense is right–as, well, it usually is–this company and Oregon have seized an incredibly valuable first-mover advantage in what could prove to be an important domestic industry in years to come. After American cities tore up streetcar tracks and junked their rolling stock en masse in the middle of last century, dozens of are now planning or considering a new system. With oil at $70 a barrel in the depths of brutal global recession, our guess is that number will only grow in the years ahead.
(Photo)
This entry was posted on Wednesday, July 1st, 2009 at 4:26 pm and is filed under Uncategorized. You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.
2 Responses to “Unveiled: First American-Made Streetcar In 60 Years”
1. David Gadd Says:
July 2nd, 2009 at 4:14 am
Having lived in San Francisco, with its busy MUNI rail lines and historic trolleys (plus, of course the cable cars), I am a huge fan of urban light rail. And now, a block from my apartment in Hollywood, is the expanded intersection of Argyle Avenue and Yucca Street, where L.A.’s old Red Car lines used to turn around.
The most gemütlich street cars I ever rode, however, were those of Vienna, which ply their way around the Ringstrasse and elsewhere with the elegance and tempo of a Strauss waltz.
Thankfully, America is waking up to the importance of this mode of transportation.
2. Eric F Says:
July 2nd, 2009 at 10:56 am
It looks like the train takes about 35 minutes to go a mile and a half. That kind of speed is what will propel the U.S. economy into the future, in much the same way as it has delivered low unemployment and high population growth to Oregon.
From Bloomberg: Overdue U.K. ‘Bullet Train’ Enters Service Amid Cuts
Link: Overdue U.K. ‘Bullet Train’ Enters Service Amid Cuts (Update1) - Bloomberg.com
Overdue U.K. ‘Bullet Train’ Enters Service Amid Cuts (Update1)
By Chris Jasper and Steve Rothwell
June 29 (Bloomberg) -- Britain’s first “bullet trains” enter service in London today, bringing high-speed travel to the world’s oldest rail network. Government spending cuts prompted by the global recession may stunt plans to extend the project.
The 140-mile-per-hour trains, made in Japan by Hitachi Ltd., cut journey times by 50 percent from north Kent to the U.K. capital’s financial district using the High Speed 1 line built to carry Channel Tunnel services to Paris and Brussels.
U.K. Transport Secretary Andrew Adonis told Bloomberg News that the new expresses will act as a catalyst for construction of a High Speed 2 route running north from London and slashing journey times to Birmingham, Manchester and other U.K. cities. Christian Wolmar, author of “Broken Rails,” a history of Britain’s railways, said he doubts the line will get built.
“I have a lot of skepticism about this,” Wolmar said. “I’m in favor in principle, but this should have happened 30 years ago. Construction of a high-speed network would have to span economic cycles so it might be better just to improve what we’ve got.”
Britain posted a 19.9 billion-pound ($33 billion) budget deficit in May, the biggest for any month since records began in 1993, as the recession pummeled tax revenue and pushed up jobless claims. The Institute for Fiscal Studies says government plans imply a 26 billion-pound cut in spending over the three years from April 2011 and that if the opposition Conservatives win power the reduction may be even sharper.
Aging Infrastructure
The U.K. was the first country to build a railway system during the Industrial Revolution, establishing the first passenger line between Stockton and Darlington and the first intercity service from Liverpool to Manchester.
The aging infrastructure has limited speeds and Pendolino trains operated by billionaire Richard Branson’s Virgin Group have to tilt around corners even to run at 125 miles per hour.
The first high-speed services to London involved Eurostar Group trains that were able to reach speeds of 186 miles an hour following the opening of High Speed 1 on Nov. 14 2007. Prior to that, Channel Tunnel services had used a mix of fast new lines and slower existing ones that terminated at Waterloo station.
Capacity on the 68-mile route is only 40 percent utilized, allowing the Southeastern rail franchise run by Go-Ahead Group Plc to introduce a high-speed commuter service using trains from Hitachi. The Tokyo-based company helped develop the original bullet train, or Shinkansen, which began running in Japan in 1964 at speeds of up to 130 miles per hour.
Javelin Trains
The first domestic services on High Speed 1 will run from Ashford, west of Dover, via Ebbsfleet to London’s refurbished St Pancras International station. The “Javelin” trains from Hitachi are being introduced six months earlier than originally planned and the full timetable will become operational in December.
Go-Ahead will ultimately configure the trains in a 12- car, standard-class only layout able to carry more than 1,000 passengers, Chris Horton, managing director at Southeastern, said in an interview. Tickets from Ashford will on average cost 20 percent more than for existing services.
Keith Ludeman, Go-Ahead’s chief executive officer, said in an interview that commuter revenue generally holds up better in a slowdown than on longer-distance routes as the majority of people travel in standard class and there is less exposure to them trading down from first class to save money.
‘Bridgehead’
Hitachi Rail products will see regular service in Europe for the first time under the contract with Go-Ahead, and Alistair Dormer, the unit’s general manager for Europe, said in an interview that the contract should act as a “bridgehead” for the sale of more high-speed trains in the region.
Transport Secretary Adonis, speaking during a trial run on the route on June 18, said the new service should provide the impetus for the development of a much longer high-speed route.
“It’s great for the region but it’s also a milestone for transport infrastructure in this country,” said Adonis, who sits in Britain’s House of Lords.
While Britain was late in developing high-speed rail compared with countries such as Japan and France, which introduced the TGV in 1981, he said there’s an emerging consensus in the country in favor of High Speed 2.
“I don’t see high-speed rail as a matter for party politics,” he said in the interview. “High speed railways are being built on a sound basis. There’s no going back.”
Birmingham Study
A study on the viability of a London-Birmingham service has been commissioned by Adonis and is due to be completed by December. Rail lobby group Greengauge 21 is also compiling a report for September that will examine the case for the central-England route and four others across Britain.
The pace of development is the major challenge in building an expanded network, Adonis said, with the project requiring “a major commitment on the part of government.”
Hitachi’s Dormer said the Japanese company is expecting a positive impact from the Javelins, which will also transport people to the site of the London Olympics in 2012.
“The real test is whether it captures the imagination of the traveling public,” he said. “But I can’t think how people won’t be impressed.
That may not matter as Britain grapples with a budget deficit that the Treasury says will double to 175 billion pounds, or 12.4 percent of economic output, in the 12 months that began April 1, the biggest since World War II.
“Substantial deficits” will continue into the next decade, the Paris-based Organization for Economic Cooperation and Development said today, reiterating that the U.K. economy may contract 4.3 percent this year.
Spending Decisions
Greengauge founder Jim Steer said any development of High Speed 2 may force the government to take spending decisions that would curb budgets for upgrading Britain’s existing rail network, as well as its increasingly crowded roads.
“It’s going to require significant public funding just as we’re coming out of a big recession,” Steer said “We’re going to need some strong strategic investment planning.”
Wolmar says High Speed 2 may never get beyond the drawing board. Even if the project was taken forward now, when government funding is short, construction wouldn’t begin until 2016 at the earliest and the line wouldn’t become operational until 2023, he said.
“Lord Adonis is a great fan of the railway and I support him in that endeavor, but I’m not sure the high-speed route is the best way to go,” he said. “We may have missed the boat.”
To contact the reporters on this story: Chris Jasper in London at cjasper@bloomberg.net; Steven Rothwell in London at srothwell@bloomberg.net
Last Updated: June 29, 2009 08:01 EDT
From CNN: The president is pledging $13 billion for a high speed rail system, but some experts fear it will never cover its own costs.
Link: Visionaries see U.S. high speed rail; critics see subsidies - Jul. 2, 2009
Money train: The cost of high-speed rail
The president is pledging $13 billion for a high speed rail system, but some experts fear it will never cover its own costs.
President Obama is basing his high-speed rail project in large part on Europe's system.
NEW YORK (CNNMoney.com) -- President Obama is pouring $13 billion into an ambitious high-speed rail project. Some say it will never make money. Some say it will. And still others say profit is not even the point.
Obama's plan is "to jump-start a potential world-class passenger rail" in 10 major corridors, linking cities within the Northeast, California, Florida and other regions with "bullet trains" that exceed 110 miles per hour. State governments are in the process of applying for the federal funds.
Sam Staley, director of urban growth and land-use policy at the Reason Foundation, a libertarian think-tank, said the project is risky, and that forecasts used to promote high-speed rail are "notoriously unreliable" because they "overestimate ridership and underestimate cost."
California, the nation's most heavily populated state, is undergoing the most ambitious project: high-speed rail system that would link San Diego to San Francisco and Sacramento.
Mehdi Morshed, executive director of the California High Speed Rail Authority, estimated that the San Francisco-to-Anaheim leg will cost $34 billion, nearly half of which would come from the federal government.
Morshed believes it's worth every penny. In addition to creating hundreds of thousands of jobs, he says the high-speed rail will make money.
"Once completed, revenues will exceed operating maintenance costs by over $1 billion per year," he forecasted. "It will make a profit."
azih Haddad, staff director of the Florida Department of Transportation, also believes profitability is a possibility for a high-speed rail link between Miami, Tampa and Orlando. The Orlando-Tampa leg is expected to cost up to $2.4 billion, according to the state's estimates.
"We're probably one of the only states around where we have conducted an investment grade ridership study," said Haddad. "Ridership proceeds would exceed operating maintenance cost."
But Ron Utt, a railroad expert at the Heritage Foundation, a conservative think-tank, does not believe the incentive is enough for travelers to leave their cars at home.
"It's not realistic at all because it's not competitive on price and it's not competitive on convenience," said Utt, referring to the Florida plan as an example of why high-speed rail wouldn't work financially. "I don't think it's got much to do with car culture. I think it's got to do with people making rational decisions with their money."
A working exampleMorshed believes detractors are confusing high-speed rail with traditional lines, which are slow and infrequent.
"High-speed train services around the world make a profit while their transit and conventional services lose money, just like ours.."
Morshed points to Amtrak's Acela Express in the Northeast as a success story.
The Northeast corridor, linking Washington, D.C. to Boston, is the nation's most highly developed high-speed rail service, according to the U.S. Department of Transportation. Most of it is controlled by Amtrak, a federally-funded railroad company that relies on government help, receiving more than $5 billion in federal appropriations and stimulus funds over the past three years, according to Amtrak spokesman Clifford Cole.
Amtrak's high-speed rail, the Acela Express, is its strongest link: Ridership rose 6.5% to 3.3 million passengers during its 2008 fiscal year, according to Amtrak, while Acela revenue jumped 16% to $468 million during that time.
Cole confirmed that the Acela unit is profitable, even though Amtrak as a whole is not.
The elephant on the tracksBut when measuring Acela's profit, one has to take a new look at the old adage -- it takes money to make money.
"It is a fact that no nationwide passenger rail system anywhere in the world is considered profitable when all costs -- including capital -- are accounted for," wrote Cole, in an e-mail to CNNMoney.com. "Like all national rail systems worldwide, Amtrak requires annual funding to support both its capital and operational needs."
High-speed rail backers, including the White House, look overseas for success stories. But Amtrak released a study in April to demonstrate that Europe's system is heavily subsidized. Germany's high-speed rail network, the most expensive in Europe, required average annual subsidies of $11.6 billion during the 10-year span that ended in 2006, according to the Amtrak study.
Japan's system is often cited as the most financially successful high-speed rail in the world, according to Ron Utt, but "that's because in the 1980s they wrote down all the debt to zero," he noted. "We're talking about several hundred billion dollars in debt."
Sam Staley said it's possible for a well-designed high-speed rail to cover its operating costs, but even the best-run rail system won't be able to cover the capital costs stemming from its development.
"I would really like to see high-speed rail work because I really like trains," he said. "I just have trouble getting over the fundamentals. These things shouldn't even move forward unless they can cover their operating costs."
Otherwise, said Staley, high-speed rail could become "a black hole for government finance."
But profit and loss are hardly the point, according to Vukan Vuchic, transportation professor at the University of Pennsylvania, who believes that high-speed rail -- like other transportation networks -- offers quality of life and is therefore worth the price.
"Why do you build high-speed rail?" he asked. "Is it to make money? No. It is to provide public service. Cities that offer you decent choices in high-speed rail are better than those who only offer you highway."
From Las Vegas Sun: Path clears for federal support of fast train from California to Las Vegas
Link: Path clears for federal support of fast train to California - Las Vegas Sun
Path clears for federal support of fast train to California
Transportation chief will announce key designation for Las Vegas route today
Image
DesertXpress Enterprises, LLC.
The fully electric DesertXpress trains will reach top speeds of 150 miles-per-hour and travel 184 miles from Victorville, CA to Las Vegas, NV in 84 minutes.
By Lisa Mascaro (contact)
Thu, Jul 2, 2009 (2 a.m.)Washington — The U.S. Transportation secretary will announce today the designation of a federal high-speed-rail corridor between Las Vegas and Southern California, a major assist that enables the long-imagined train route to compete for $8 billion in economic recovery funding and other federal support, the Las Vegas Sun has learned.
The announcement comes as two proposed fast trains are vying to connect Las Vegas and Southern California, a race that has intensified since President Barack Obama unleashed an unprecedented investment in high-speed rail as part of the stimulus bill approved by Congress.
It is unclear whether today’s announcement will favor one of the competing projects over the other. However, the federal designation improves the chances that a train will be developed between the two regions by opening the door to federal aid. Analysts think only one train system will be built.
Secretary Ray LaHood is expected to join Senate Majority Leader Harry Reid and California Gov. Arnold Schwarzenegger’s transportation secretary for today’s announcement in Las Vegas.
Just last month, Reid announced he was giving up his longtime support of the California Super Speed Train Commission’s proposed $12 billion magnetic levitation train between Las Vegas and Anaheim, frustrated the public project had no tangible results in 30 years.
Instead, Reid is now backing the DesertXpress train to Victorville, a private project. Reid says the proposal, which emerged in 2002 with support from Republican political mogul Sig Rogich, has a better chance of getting built. Rogich is a longtime ally of Reid, and co-chairman of the senator’s 2010 reelection group Republicans for Reid.
As a private project, DesertXpress insists it has no interest in tapping the $8 billion in recovery money — although more recently its backers said they may seek federal loans to help finance the $5 billion project.
Yet train experts say there is one reason virtually no privately run passenger rail lines exist in this country, or the world: They don’t make financial sense. Most high-speed rail lines are subsidized with public money.
DesertXpress is eyeing an existing federal program that provides low-interest loans, payable in 35 years, for 100 percent financing.
A source familiar with today’s announcement said the corridor designation would potentially help either project.
“If it’s maglev, it makes it easier to compete for grant funding,” the source said. “If it’s DesertXpress, it does streamline the process for federally backed loans.”
Neither train proposal is perfect. The $12 billion maglev line to Anaheim relies on a technology untried in this country because experts say it is too expensive to build.
The $5 billion DesertXpress project ends in Victorville, a high-desert outpost 85 miles north of the Southern California basin — too far a drive, critics say, to woo passengers from cars or planes.
California has an interest in the Las Vegas lines, as both Nevada projects would connect eventually with California’s north-south trunk line — a $45 billion project linking San Francisco and Southern California. Maglev would connect at the California line’s planned station in Anaheim, and DesertXpress envisions a spur linking its Victorville stop to the California train’s Palmdale station, about 50 miles west.
Both Las Vegas trains would charge fares of about $50 each way.
Maglev’s supporters, including Bellagio executive Bruce Aguilera, met with LaHood in Washington this spring and pressed for the corridor designation.
The group asked for the project to be “designated as a high-speed rail corridor and considered for funding as part of the $8 billion,” according to letters from supporters at the time. The group also expects to court private dollars and loans.
“The corridor designation process certainly influences the possibility of getting funding in the future,” said Neil Cummings, president of American Magline Group, the consortium of engineering and construction firms developing the maglev line plan.
Corridor designation is a requirement in several aspects of recovery funding — to obtain grants for design and construction or matching funds to plan future spurs.
High-speed-rail corridors are considered long stretches, 100 to 600 miles between major cities, with a few sites in between.
Corridor designation may also be required for future rail development money in the upcoming multiyear transportation bill. Obama has requested an additional $5 billion in fiscal 2010 to continue his push for high-speed rail over the next five years.
Ten high-speed-rail corridors exist nationwide, chosen in the early 1990s as part of an initial effort to develop faster trains.
Under existing law, the transportation secretary has the authority to designate an 11th line.
But experts say those corridors were essentially chosen because they could be upgraded to make existing rail lines move faster, perhaps by eliminating grade crossings or softening curves.
The program languished without adequate funding during the Clinton and Bush administrations, critics say.
More recently, the Federal Railroad Administration suggested it would be revising the corridor list and updating it with perhaps new designations.
It is unclear whether the Las Vegas to Southern California corridor would become the 11th corridor or part of a new system.
Questions remain on the hurdles potentially blocking access to recovery dollars for maglev or DesertXpress — if the private company were to decide to seek federal money.
Recovery funding requires that the project be backed by a state, groups of states or regional authorities.
DesertXpress is a private enterprise currently unaffiliated with a state agency. Maglev’s commission is supported by Nevada, but not California.
Pre-applications for fast train projects seeking recovery money are due one week from Friday, with final applications due later this year.
Wednesday, July 1, 2009
From MarketWatch: California High-Speed Rail Authority Board of Directors Meeting
Link: Media Advisory for Thursday, July 2, 2009 - California High-Speed Rail Authority Board of Directors Meeting - MarketWatch
Press ReleaseWhat: California High-Speed Rail Authority Board of Directors Meeting
Jul 1, 2009, 4:10 p.m. EST
Media Advisory for Thursday, July 2, 2009 - California High-Speed Rail Authority Board of Directors Meeting
Jul 01, 2009 (BUSINESS WIRE) -- California High-Speed Rail Authority:
When: Thursday, July 2, 2009
10 a.m.
Where: Sacramento City Hall
City Council Chamber
915 I Street
Sacramento, CA 95814
Details: The nine-member CHSRA Board of Directors will convene its monthly meeting, continuing oversight of the development of California's statewide high-speed train system. Board agenda items include:
1. Election of a new chairman and vice chairman of the Board for the
coming year.
2. A staff presentation on continued development with the Department of Transportation of California's application for federal stimulus funding for high-speed trains.
3. A discussion on phasing of statewide system segments and how it affects the Authority's activities.
Interview Availability:
-- Judge Quentin Kopp, Chairman, California High-Speed Rail Authority Board of Directors
-- The newly elected Board chairman
-- Mehdi Morshed, Executive Director, California-High Speed Rail Authority
A live Webcast of the meeting will be available at: http://sacramento.granicus.com/MediaPlayer.php?publish_id=44.
SOURCE: California High-Speed Rail Authority
California High-Speed Rail Authority
Kris Deutschman, 916-444-8801
Copyright Business Wire 2009
From fastcompany.com: Will the U.S. Use Japanese Bullet Trains for High Speed Rail?
Link: Will the U.S. Use Japanese Bullet Trains for High Speed Rail? | Sustainability | Fast Company
Will the U.S. Use Japanese Bullet Trains for High Speed Rail?
BY Ariel Schwartz
Wed Jul 1, 2009 at 5:52 PM
Bullet train companies have probably been salivating ever since Obama allocated $8 billion for high speed rail in the American Recovery and Reinvestment Act. So it comes as no surprise to learn that Central Japan Railway Co. Chairman Yoshiyuki Kasai spoke to U.S. Transportation Secretary Raymond LaHood on Monday to push the company's N700 Series bullet train as a contender for future U.S. high speed rail projects. The 186 mph train was introduced in Japan in 2007 and covers ground almost half as fast as an airplane. The Japanese version of the train has luxury and economy cars, both of which feature free Internet.
But even if the N700 train goes into service in the U.S. we'll still be lagging behind the Japanese--East Japan Railway Co.'s E5 Shinkasen train, scheduled to go into operation in 2011, moves at 199 mph.
Still, Anything would be a welcome upgrade to Amtrak. There is currently only one high-speed rail line in the U.S.--Amtrak's Acela Express in the Northeast Corridor. In Obama's vision, high speed rail networks will be built in 10 corridors across the country, each from 100 to 600 miles long. Whether N700 Series trains will run along the networks remains to be seen. According to Kasai, Central Japan Railway will have to make a sustained marketing push to stay a contender.
From LAist: Google Goes Street View on Santa Monica Pier & 3rd Street Promenade
Link: Google Goes Street View on Santa Monica Pier & 3rd Street Promenade - LAist
Google Goes Street View on Santa Monica Pier & 3rd Street PromenadeGoogle's Street View has gone off roading--in a sense--with their cutely named Google Trike, which has "3 bicycle wheels, a mounted Street View camera and a specially decorated box containing image collecting gadgetry," according to the company.
The device, which launched in Europe earlier this year, can now begin capturing places cars cannot go. The two Santa Monica locations are the only ones so far in Southern California--up north, only the Monterey bike trail is available. What's next? Google has announced partnering with Legoland and University of San Diego and they hinted to USA Today in a video (embedded below) about doing hiking trails:
From Streetsblog Los Angeles: Glendale City Councilman Najarian Takes Over as Metro Board Chair
Link: Streetsblog Los Angeles » Glendale City Councilman Najarian Takes Over as Metro Board Chair
Glendale City Councilman Najarian Takes Over as Metro Board Chair
by Damien Newton on July 1, 2009
Every year on July 1, the Chairmanship of the Metro Board of Directors changes hands. This year, Glendale City Councilman, and former Mayor, Ara Najarian takes the helm. While outgoing Chair Villaraigosa is rightly proud of his steering of the Board during the Metro debate, he often seemed bored at meetings and liked to skip "open comment" and just show up to vote.
Najarian's ascension could be good news for bicycle and pedestrian advocates. Recently, the City of Glendale has forged a partnership with the Los Angeles County Bicycle Coalition to make Glendale streets more safe for everyone and Coalition staff has nothing but good things to say of the Councilman. Also, Najarian is one of the few Metro Board members to take time out for events such as "Bike to Work" week kickoffs.
Regionally, Najarian isn't one to make waves; but recently he did earn headlines for his opposition to the I-710 Tunnel Project. As a matter of fact, a search of the Streetsblog archives only reveals three stories that mention him by name.
With Najarian officially in the Chairman's seat, it will be interesting to see what, if any, changes occur at the policy level or in the way Board meetings are run. If anyone has any more information on Najarian or wants to give the new Board Chair some advice, feel free to use the comments section as a forum. Since it wasn't available online at the moment of publication, you can find Metro's press release after the jump.
GLENDALE CITY COUNCILMAN ARA NAJARIAN BECOMES
NEW CHAIR OF THE LOS ANGELES COUNTY METROPOLITAN TRANSPORTATION AUTHORITY
Glendale City Councilman Ara Najarian takes over as chairman of the Los Angeles County Metropolitan Transportation Authority’s Board of Directors effective today, July 1. He replaces outgoing Board Chairman, Los Angeles Mayor Antonio Villaraigosa.
“As the new Board Chair, I look forward to providing the leadership necessary to enhance transportation options throughout the region,” said Najarian. “This next year will be both challenging and rewarding as we move the agency through difficult financial times while at the same time, begin implementing transportation improvement projects voted by the public with the passage of Measure R, the half-cent sales tax initiative.”
Najarian was elected to the Glendale City Council in 2005 and served as Mayor from 2007 to 2008. He is currently Chair of the Glendale Housing Authority and previously served as Chair of the Glendale Redevelopment Agency. He also served on the Glendale Community College Board of Trustees from 2003 to 2005 and was Chair of the Glendale Transportation and Parking Commission. Najarian has served as a director since 2006 and also currently serves on Metrolink’s Board of Directors.
Najarian has been an attorney in private practice in Glendale for 20 years and attended Occidental College where he received a BA degree in Economics and later earned his JD from USC School of Law.
Metro is the third largest public transportation agency in the United States. It has a $3.9 billion annual budget and more than 9,000 employees. It operates approximately 200 bus routes serving a 1,433 square mile service area and five subway and light rail lines that crisscross Los Angeles County. Metro’s total annual bus and rail ridership exceeds 400 million boardings.
From Gadling.com: How to visit Los Angeles without a car. It can be done. I have worked out such plans with tourists before. It's nice to see this idea in print. And this is the reason I chose to post it.
Link: How to visit Los Angeles without a car | Gadling.com
How to visit Los Angeles without a car
by Mike Barish on Jul 1st 2009 at 10:30AM
Los Angeles is known for a lot of things: celebrities, beaches, smog and police chases, to name a few. But, when it comes to planning a trip to LA, perhaps the fact that will stick out the most is that LA is a car town (which explains the smog and police chases). Los Angeles is a sprawling city that is really several towns and neighborhoods that are connected by a series of highways that stretch for miles.
As such, when you're planning a trip to LA, somewhere on your to-do list will be the task of renting a car. But what if you don't want to spend that money? Or contribute to that smog? Or be chased by police? There has to be a better way! As I prepared to head to LA last week, I decided to skip renting a car. I asked my friends on Twitter and Facebook if I was crazy and received these responses:
"It can't be done."
"You're insane, Barish."
"People will stare at you if you walk more than two blocks."
Not a lot of optimism there. Was I crazy? Can you visit LA without a car? Well, I endeavored to do just that. Join me, won't you?
It's worth noting that I was only in Los Angeles for two days. While not a lengthy stay, I did have a packed agenda. I needed to attend three meetings, a dinner and a charity event. My challenge: to make all those activities happen without having a car of my own. How did I do it? It was simple really.
Airport Shuttles - Before arriving in LA, I had made a reservation with SuperShuttle. A one-way trip to or from LAX costs $16, and they have discounts if you book round trip or use a discount code. Sure, we meandered to my hotel in West Hollywood while dropping off other passengers, but, 90 minutes after my Virgin America flight touched down, I was in my room. That's not terrible and and it's cheap. I took the SuperShuttle back to LAX two days later and arrived with time to spare.
The Internet - First, the bad news: Google Maps and HopStop don't include Los Angeles in their transit directions. Now, the good news: The Los Angeles MTA website provides detailed transit directions with astonishingly accurate time estimates. It fast became my best friend when I needed to take...
Buses - Yes, people take buses in LA. Despite what my friends and native Angelinos told me, I found the bus routes to be quite convenient. I caught a bus right outside my hotel and, three miles and 30 minutes later, I arrived a half-block away from Roscoe's Chicken and Waffles for my first meal in LA. I transferred between two buses while traveling the 13 miles from my hotel to the Skirball Cultural Center in the Santa Monica Mountains. Sure, it took me an hour, but the buses delivered me practically door-to-door.
Selfishness - My first night in LA, I was staying at the Mondrian. It's home to SkyBar, which is a bit of a hip scene. So, when I offered to schedule one of my meetings at the other person's office, she quickly suggested that we instead meet over drinks at my hotel. I quickly agreed and avoided having to commute anywhere. Is this cheating? I had my meeting, avoided all transportation and had some delicious mojitos. Seems fair to me.
Rely on Friends - I had dinner plans with a friend while I was in town and we decided to eat in Venice. In order to get us eating sooner rather than later, she offered to pick me up from my hotel and give me a ride to the restaurant. We used the time in the car to catch up and she was happy to do me the favor. And, at the end of that charity event that I attended, a very nice business contact of mine offered to drive me back to my hotel. It may have been out of pity (or maybe it was because I'm charming), but it got me to where I needed to be and only cost me a profuse series of thank yous (thanks again, Sarah).
Walk - Shockingly, you can walk places in LA. So long as Point A and Point B are in the same neighborhood. I walked the mile or so back from my lunch meeting in Hollywood to my hotel and enjoyed working off the meal. And no one stared at me!
Taxis - I actually wanted to avoid taxis. I had been told that they were expensive and they're not much better for the environment than just having my own car. But, I had left my sunglasses at the Mondrian (after checking out) and had to be at a meeting in 30. The only way I could manage to be on time was to take a cab back to the hotel and then to my meeting. The four mile, 30 minute errand cost me $27 (including tip) and proved my friends right about one thing: cabs in LA are beyond pricey.
Trains - The LA Metro was great for...oh, who am I kidding? Everyone I spoke to said that the Metro was useless and, as far as I can tell, they're right.
I spent roughly $33 dollars on SuperShuttle trips, $5 on buses and $27 on a taxi. That's $65. Or, less than the cost of a rental car for one day (and that taxi fare was only necessary because of my carelessness). I used the time on buses to check email and I didn't contribute to the smog or get chased by the LAPD.
I will concede that I managed without a car for two key reasons: I was able to isolate much of what I was doing to one neighborhood (Hollywood) and it was a short visit. But I hope my point was made. LA can be done without a car if you plan in advance, impose on some friends and don't mind getting asked by at least three people if "you lost your license because of a DUI."
Photos by flickr users biofriendly (top) and stevelyon (bottom).
From LA Daily News: Mayor starts 2nd term today. On transportation, the Orange Line extension to Chatsworth and the Expo Line in the Mid City Area are two of the top projects.
Link: Mayor Antonio Villaraigosa to be sworn in at 11 a.m. - LA Daily News
Mayor Antonio Villaraigosa to be sworn in at 11 a.m.
By Rick Orlov, Staff Writer
Updated: 06/30/2009 06:06:36 PM PDT
With the city facing one of its worst economic crises, Mayor Antonio Villaraigosa will be sworn in today to his second term of office, with a more humble tone and promises of specific goals to get the city moving.
"You can call it a rededication to the job and a demand for accountability," spokesman Matt Szabo said. "Accountability from him and from others."
Villaraigosa, who was re-elected with 55 percent of the vote last March against a crowded field of relatively unknown and underfunded candidates, feels a sense of humility and appreciation in being re-elected to a second term, Szabo said.
At the same time, he recognizes the opportunity he faces as mayor of the nation's second-largest city.
The mayor's inauguration ceremony will be hosted by Los Angeles Lakers point guard Derek Fisher. The ceremony on the south lawn of City Hall will begin at 11 a.m. and will feature Grammy-winning singer Patti Austin performing the national anthem and a flyover from fire department helicopters.
The mayor's sister, Superior Court Judge Mary Lou Villar, will administer his oath of office.
Villaraigosa last week announced he was giving up plans to run for governor in 2010 to focus on his job as mayor. His primary goal for the next four years is to create jobs by retaining firms, helping them expand or bring in new business.
In particular, the mayor is looking to bring in more green and clean tech industries along the Clean Tech Corridor being created between downtown Los Angeles and the Harbor area as well as continued development of biomed and other industries.
"We are looking at everything," said Bud Ovrom, deputy mayor for business development. "Whether it is old-style manufacturing or new clean tech jobs."
Deputy Mayor David Freeman, who served as a harbor commissioner and the general manager of the Department of Water and Power, said he believes the city is in a unique position to take advantage of new technology.
"We have three universities - Cal Tech, USC and UCLA - that graduate more engineers than any other part of the country," Freeman said.
"We have more electric vehicle charging stations than any other part of the country... I think we can move Detroit to Los Angeles."
Szabo said Villaraigosa remains committed to his proposal to clean the Los Angeles environment with efforts such as the clean trucks program at the Harbor among others.
Also, he will continue to pursue those aspects of solar energy development agreed to by most of the public and as outlined in Measure B, the solar initiative rejected by voters.
On transportation, with the Measure R sales tax taking effect today, the mayor is looking at ways to either borrow against it or leverage it to get more federal stimulus money to speed construction on projects.
Szabo said the Orange Line extension to Chatsworth and the Expo Line in the Mid City Area are two of the top projects.
On education, Szabo said the mayor recognizes the role he plays - having helped elect a majority of the Los Angeles Unified school board and having his former top adviser, Ramon Cortines, named superintendent.
The final area to be emphasized by the mayor will be public safety with his continued support of an expanded Los Angeles Police Department while also extending anti-gang programs. The mayor this week launched the second year of the Summer Night Lights program at 16 parks devoted to keeping young people out of gangs.
Inaugural events this year will kick off at 8:30 a.m., with an interfaith breakfast at 1st AME Church with City Hall ceremonies beginning at 10:30 a.m., on the South Lawn. Tickets have been limited.
In addition to the mayor, City Attorney-elect Carmen Trutanich, Controller-elect Wendy Greuel and eight council members - Ed Reyes, Dennis Zine, Paul Koretz, Richard Alarcon, Jan Perry, Bill Rosendahl, Eric Garcetti and Janice Hahn - will be sworn in to office.
From MetroRiderLA: Ride Report: Metro Line 632, the Gold Line emulator
Link: Ride Report: Metro Line 632, the Gold Line emulator | MetroRiderLA
Ride Report: Metro Line 632, the Gold Line emulator
Contributed by Wad on July 1st, 2009 at 5:43 amWe like to complain, and justifyably so, at the glacial pace of making progress on public transit in L.A. It takes decades for a rail line to go from concept to completion. Even something as simple as a bus route change takes about a year of prep work before they are even implemented. Things ought to go faster.
For once, Metro did do something fast. And guess what happened? Nothing. Actually, something did happen. Nothing is a close approximation of the ridership of its seat-of-the-pants planning and operations.
L.A. Mayor Antonio Villaraigosa wanted Metro to dream with him. His dream was to have the Gold Line extension up and running by the time he celebrated his second inauguration. This left Metro a window of opportunity to tie an opening in with its normal semi-annual bus service shake-ups, which was this weekend. Just one problem: the Gold Line wasn’t going to be ready — even though several lines were rerouted and had scheduled changed as though the trains were operating.
So instead, we have Line 632. Move over Orange Line, because 632 is the bus that acts like a train. Literally. This is a bus line that nudged its way in at the last minute — even bus drivers were caught by surprise, not to mention the flustered riders on East First and Third streets. So, what happens when service is implemented quick and dirty?
Empty Neoplan on Line 632
This.
Here’s a sampling of the ridership of Line 632 on its second day, taken in the early afternoon just before rush hour. It’s not an out of service bus, or even a typical trip along the Harbor Transitway. Normally, there would be a breakdown of ridership, what buses were used and the times.
Here it is in a nutshell: There were about 10 people in total, both ways, on two separate trips taken between 2 and 3 p.m. All the buses on Tuesday were Neoplans. There were dozens more angry and confused riders who had thought a 30/31 had passed them by. A few had asked for 632 schedules. Neither bus had them, though it did have schedules for other lines out of Division 10, the yard selected to do this assignment.
The comments by one 632 driver cast some interesting light on how this Gold Line emulator was something scrambled together swiftly. Most of the drivers weren’t even aware of this line until the weekend, with the arrival of the pink sheets (run times and instructions for temporary added service). Also, only “extra board” drivers will be driving the line. “Extra board”, from Metro-ese to English, is the equivalent of a substitute teacher pool for bus drivers.
Line 632 at Atlantic and Pomona
This also means that the drivers may not become familiar enough with the routes to help out riders or build a loyal base before it vanishes.
It’s a shame, too. Metro runs this bus at a time it can ill afford to expend money on unproductive services. It also comes as some lines had reduced service, notably Line 711 losing weekend coverage.
I also noticed the flaws that will also hamper the Gold Line train when it will run. The Eastside really needs to beef up north-south bus service beyond what’s available on Soto Street and Atlantic Boulevard. And the Atlantic/Pomona station is a sorry excuse for an anchor station. This should be the focal point for Eastside bus transfers, but there is nothing visible to suggest the area can handle a huge volume of buses. Also, it will be quite a far walk to East L.A. College, which is nearby at least on a map but adds 15 minutes to students’ commutes without walking.
Does this serve as a harbinger that empty buses will equal empty trains once the Eastside gets rail service again? Hardly. Line 632 was hastily crafted, and had the line been running for at least a year, it might have built anticipation for the rail line when it opens.
Line 632 leaves Atlantic and Pomona
Besides, if you ever seen how L.A. introduces rail service, you know we turn it into an orgiastic carnival of long lines, free rides and trainloads of swag. When the first segment of the Gold Line was introduced, so many riders turned out that there was a four-hour wait for rides by midday. Expect it to happen again, and for ridership to build itself slowly but steadily.
What would the future hold for East L.A. after the train starts running? It’s hard to say now. Transit-oriented development, just like the other kind, will be in a deep freeze even after the economy begins to recover. Real estate may drag for much longer, possibly at least another generation, because of how much was overbuilt and capital lost during the real estate bubble.
East L.A. is also a special case. It is predominantly Latino and mostly dense individual tract homes that usually stays within a family for generations. It has not become overbuilt and will likely stay the way it is for the forseeable future. Boyle Heights, though, has the markings of a potential Echo Park-like gentrification. The rail line will tie it to downtown, and unlike East L.A., the neighborhood sees more residential transience. There is also a stock of old housing that is prime for restoration.
What the Gold Line will also have going for it is the “gourmet/gourmand factor.” East First Street is almost wall-to-wall eating establishments. Nearly all are Mexican food, naturally, but there is tremendous variation on the styles of food by state (Oaxacan, Michoacan, D.F.-style, etc.). There is also a small pocket of Japanese businesses in Boyle Heights, clear outside Little Tokyo — which of course has its own treasures.
Little Tokyo station and Savoy condos
Regardless of whether you go see the Eastside by bus or train, either mode is fine to get a feel for the latest addition to our growing Metro network. If you want to help boost ridership, Socata’s Dana Gabbard says in a Streetsblog L.A. post that the group plans an informal ride of its own July 10.
Tuesday, June 30, 2009
From the LA times: Measure R sales tax hike goes into effect Wednesday
Link: Measure R sales tax hike goes into effect Wednesday - Los Angeles Times
Measure R sales tax hike goes into effect Wednesday
The transportation initiative passed by voters in November pushes L.A. County's rate up to 9.75%, one of the highest in California.
By Dan Weikel
6:48 PM PDT, June 30, 2009
A new half-cent sales tax to build transportation projects in Los Angeles County goes into effect Wednesday, raising the county's rate to 9.75%. But the measure passed by voters in November might generate about $1.8 billion less than originally estimated.
Officials for the Los Angeles County Metropolitan Transportation Authority said that the worst recession since World War II would probably reduce the revenue collected under Measure R from about $40 billion to roughly $38.2 billion during the next 30 years.
They noted that the economic downturn has cut revenue from Measures A and C -- the county's two other transportation sales taxes -- by about 19.5% for the months of January, February and March, compared with the same period last year. During the last three months of 2008, the decline was about 13%, compared with the same period in 2007.
Terry Matsumoto, the MTA's treasurer and chief financial officer, said the drop in Measure R's projected revenue is based on an analysis prepared last month for the MTA board. The study assumes a robust recovery of the nation's economy in the years ahead.
If all goes well, Matsumoto said, the drop in estimated revenue should not be that serious, though the decline might reduce the amount of matching funds the MTA could obtain from the state and federal governments. He noted there have been strong economic turnarounds after past recessions.
"This will all depend on how fast the economy recovers," Matsumoto cautioned. "Using a crystal ball is always a little dangerous. Past performance is not always an indicator of future performance."
The MTA is scheduled to receive its first Measure R revenue in September, but the amount of the initial installment has not yet been estimated. The money will pay for highway improvements, commuter rail systems, buses and the subway extension to the Westside.
With the activation of Measure R, the basic sales tax rate in Los Angeles County jumps to 9.75%, one of the highest in the state. The new half-cent tax, for example, will add $5 to the price of a $1,000 purchase and $100 to the cost of a $20,000 item.
Sales tax rates in Orange, Riverside, San Bernardino and Ventura counties are lower, which may provide some incentive for people to shop there instead of Los Angeles County. MTA officials said the difference, however, would have little effect on Measure R's revenue.
dan.weikel@latimes.com
From the Daily Breeze: South Bay should press for sales tax transit funds
Link: South Bay should press for sales tax transit funds - The Daily Breeze
South Bay should press for sales tax transit funds
Posted: 06/30/2009 05:14:45 PM PDT
It's an odd juxtaposition. As the governor rejects any tax increase to solve the state budget crisis, here in Los Angeles County consumers today will start paying a higher sales tax.
The half-cent increase is the result of county voters approving Measure R, which is supposed to generate $40 billion in local transportation projects over the next 30 years, including a Westside subway line.
The tax, which is estimated to cost about $25 per person per year, certainly brings mixed emotions. We believe the projects to be funded by the tax, such as extending the Green Line north to Los Angeles International Airport and also south to the South Bay Galleria, will benefit this region and provide commuters more options.
County residents are obviously disgusted with the status quo. Lost time stuck in freeway traffic is lost money. The added pollution drives up medical costs and mortality. The continuing dependence on foreign sources of energy saps our economy and leaves us less secure.
So the projects funded throughout the county should improve mobility and lessen dependence on single-occupancy cars.
Meanwhile, with gas prices on the rise and the unemployment rate hovering in double digits, the measure's infrastructure spending and the creation of 212,000 jobs are welcome indeed.
Still, although we supported Measure R when it came before voters in November, we're disappointed that county planners don't seem to be in any
to extend light rail into the heart of the South Bay. The completion of the southern extension of the Green Line is not scheduled to occur until 2033. That provides little comfort to today's commuters.
Of course, the Metropolitan Transportation Authority could alter its priorities if South Bay elected officials continue to press the agency. The Harbor Subdivision, an old freight rail right-of-way, could eventually provide a way to link the Green Line even further south, if funding is found.
Our hope is that South Bay residents who pay the new sales tax rate of 9.75 percent will see a return on their investment in their lifetime.
Lawmakers and taxpayers alike need to make sure that the trustees of our largesse - the MTA's governing board, which oversees our transit needs - spend these extra billions of our hard-earned money wisely.
Courtesy of the Herald Group: City of Newport Beach Endorses California-Nevada Interstate Maglev Project
FOR IMMEDIATE RELEASE
June 30, 2009
Contact: Tara Finnigan
Public Information Manager
949-644-3035
NEWPORT BEACH, Ca. --The City of Newport Beach has formally endorsed the California-Nevada Interstate Maglev Project (CNIMP), citing the project’s ability to reduce congestion, avoid the expansion of airports and freeways, and improve the environment. Mayor Edward Selich recently sent a letter to U.S. Transportation Secretary Ray LaHood and the California congressional delegation expressing the city’s support.
“It is estimated that by 2015 there will be 52 million people travelling along the I-15 corridor to be serviced by the California-Nevada Interstate Maglev Project,” said Selich. “Considering the amount of growth estimated in Southern California over the next 20 years, the maglev system will play an important role in upgrading the infrastructure capacity of the region.”
The CNIMP, which is included in the regional transportation plan for Southern California and has been endorsed by the Orange County Transportation Authority and the cities of Anaheim and Ontario, will address highway congestion challenges along the I-15 corridor by enabling efficient travel between Las Vegas and Anaheim at speeds of over 300 miles per hour. The maglev train will also facilitate increased access and usage of Ontario International Airport with a 15-minute ride on the maglev train from the Anaheim Regional Transportation Intermodal Center (ARTIC) directly to Ontario International Airport.
“The people of Southern California deserve a transportation system for the 21st Century,” said Neil Cummings, president of the American Magline Group. “We welcome the City of Newport Beach’s support and partnership in helping to make this a reality.”
Highly-efficient, maglev technology, currently operational on a daily basis in Shanghai, China, with a 99.5 percent on-time rate, emits no direct greenhouse gas emissions and results in far fewer pollutants than traditional forms of ground transportation. The project will also help ease land consumption issues, impact to wetlands, endangered species and community disruption.
The Anaheim-Las Vegas corridor will provide quality passenger service to an estimated 43 million passengers annually by 2025 - the equivalent of an eight-lane freeway moving at a constant speed of 60 mph, or 295 fully loaded 747s landing at LAX each day. A trip between Anaheim and Las Vegas will take only 81 minutes.
The City of Newport Beach is located in the coastal center of Orange County and has an estimated permanent population of 86,252. During the summer months, the population grows to more than 100,000 with 20,000 to 100,000 tourists daily. Newport Beach is known for its fine residential areas, modern shopping facilities, strong business community and quality school system. It surrounds Newport Bay where more than 9,000 boats of all types are docked within the 21-square-mile harbor area. The bay area and the city’s eight miles of ocean beach offer outstanding fishing, swimming, surfing, and aquatic activities.
www.theheraldgroup.com
June 30, 2009
Contact: Tara Finnigan
Public Information Manager
949-644-3035
NEWPORT BEACH, Ca. --The City of Newport Beach has formally endorsed the California-Nevada Interstate Maglev Project (CNIMP), citing the project’s ability to reduce congestion, avoid the expansion of airports and freeways, and improve the environment. Mayor Edward Selich recently sent a letter to U.S. Transportation Secretary Ray LaHood and the California congressional delegation expressing the city’s support.
“It is estimated that by 2015 there will be 52 million people travelling along the I-15 corridor to be serviced by the California-Nevada Interstate Maglev Project,” said Selich. “Considering the amount of growth estimated in Southern California over the next 20 years, the maglev system will play an important role in upgrading the infrastructure capacity of the region.”
The CNIMP, which is included in the regional transportation plan for Southern California and has been endorsed by the Orange County Transportation Authority and the cities of Anaheim and Ontario, will address highway congestion challenges along the I-15 corridor by enabling efficient travel between Las Vegas and Anaheim at speeds of over 300 miles per hour. The maglev train will also facilitate increased access and usage of Ontario International Airport with a 15-minute ride on the maglev train from the Anaheim Regional Transportation Intermodal Center (ARTIC) directly to Ontario International Airport.
“The people of Southern California deserve a transportation system for the 21st Century,” said Neil Cummings, president of the American Magline Group. “We welcome the City of Newport Beach’s support and partnership in helping to make this a reality.”
Highly-efficient, maglev technology, currently operational on a daily basis in Shanghai, China, with a 99.5 percent on-time rate, emits no direct greenhouse gas emissions and results in far fewer pollutants than traditional forms of ground transportation. The project will also help ease land consumption issues, impact to wetlands, endangered species and community disruption.
The Anaheim-Las Vegas corridor will provide quality passenger service to an estimated 43 million passengers annually by 2025 - the equivalent of an eight-lane freeway moving at a constant speed of 60 mph, or 295 fully loaded 747s landing at LAX each day. A trip between Anaheim and Las Vegas will take only 81 minutes.
The City of Newport Beach is located in the coastal center of Orange County and has an estimated permanent population of 86,252. During the summer months, the population grows to more than 100,000 with 20,000 to 100,000 tourists daily. Newport Beach is known for its fine residential areas, modern shopping facilities, strong business community and quality school system. It surrounds Newport Bay where more than 9,000 boats of all types are docked within the 21-square-mile harbor area. The bay area and the city’s eight miles of ocean beach offer outstanding fishing, swimming, surfing, and aquatic activities.
www.theheraldgroup.com
From the heraldgroup.com: Maglev Project Sets New Standard for Environmental Responsibility in High-Speed Rail
No Link as this press release was sent to Pedestrian View Of LA.
California-Nevada Interstate Maglev Project Sets New Standard for Environmental Responsibility in High-Speed Rail
Emits no direct greenhouse gas emissions; far fewer pollutants than traditional forms of ground transportation
Challenges DesertXpress to reconsider decision not to comply with state and local land use, permitting and environmental laws
City of Newport Beach latest to endorse the maglev project
June 30, 2009
Las Vegas, NV
The California-Nevada Interstate Maglev Project (CNIMP) operating between Las Vegas and Anaheim will be among the greenest transportation systems in the world, emitting no direct greenhouse gas emissions and resulting in far fewer pollutants than traditional forms of ground transportation, the Commission overseeing its development announced here today. Maglev technology is approximately 20 percent more energy efficient than steel-on-wheel transportation when traveling at the same speed.[i]
To help build a high-speed rail system that both protects the environment and addresses the growing congestion issue along I-15, the California-Nevada Super Speed Train Commission (CNSSTC) today also challenged DesertXpress to reconsider its decision not to comply with state and local environmental and land use laws.
Unlike the maglev project, DesertXpress received an exemption from complying with state and local land use, permitting and other environmental laws through a Surface Transportation Board (STB) ruling in 2007. The CNIMP is committed to complying with such laws, which includes the California Environmental Quality Act (CEQA).
The CNIMP corridor, with connection to three airports in the region, will address the congestion issue along I-15 by providing quality passenger service to an estimated 43 million passengers annually by 2025 - the equivalent of an 8-lane freeway moving at a constant speed of 60 mph, or 295 fully loaded 747s landing at LAX each day. DesertXpress has announced plans to terminate service in the high-desert community of Victorville, nearly 80 miles short of Anaheim, leaving travelers to deal with anywhere between 2-3 hours of heavy traffic in Southern California.
In 2004, the Commission under the sponsorship of the Federal Railroad Administration (FRA), California Department of Transportation (Caltrans) and the Nevada Department of Transportation (NDOT) commenced an environmental impact statement (EIS) under federal law and an environmental impact report (EIR) under California law. This is in contrast to DesertXpress, which believes it is exempt from complying with EIR requirements.
In April, the American Magline Group (AMG) certified matching funds to the Nevada Department of Transportation for the $45 million currently available to the project to complete an Environmental Impact Study, already in the third and final phase.
The Commission today also announced that the City of Newport Beach has joined Anaheim, Ontario, Barstow and the Orange County Transportation Authority in endorsing the maglev project. In a recent letter to U.S. Transportation Secretary Ray LaHood and the California congressional delegation, Newport Beach Mayor Edward Selich highlighted the need to address the highway congestion issue, saying, “considering the amount of growth estimated in Southern California over the next 20 years, the maglev system will play an important role in upgrading the infrastructure capacity of the region.”
Last month, former Nevada Governors Miller and Guinn encouraged bi-partisan support for the project, noting the environmental, technological and economic benefits of an interstate maglev system: http://www.lasvegassun.com/news/2009/may/24/former-governors-press-maglev/.
Quotes:
“We owe it to our children and grandchildren to build a 21st Century high-speed rail system that sets a new standard for improving our shared environment,” said Ken Kevorkian, Vice-Chairman of the California-Nevada Super Speed Train Commission. “This means not only avoiding shortcuts and committing to complying with all necessary environmental and land use regulations, but also making it a priority to exceed them whenever possible.”
“As we decide which system best fits the needs of the people of Southern California and Nevada, we have an opportunity to help lead the transition to a greener, more efficient low-carbon economy,” said Bruce Aguilera, Chairman of the California-Nevada Super Speed Train Commission. “It is critical that we set an example for others in the nation to follow.”
###
Contact:
Erica Fitzsimmons
(202)347-7445
efitzsimmons@theheraldgroup.com
California-Nevada Interstate Maglev Project Sets New Standard for Environmental Responsibility in High-Speed Rail
Emits no direct greenhouse gas emissions; far fewer pollutants than traditional forms of ground transportation
Challenges DesertXpress to reconsider decision not to comply with state and local land use, permitting and environmental laws
City of Newport Beach latest to endorse the maglev project
June 30, 2009
Las Vegas, NV
The California-Nevada Interstate Maglev Project (CNIMP) operating between Las Vegas and Anaheim will be among the greenest transportation systems in the world, emitting no direct greenhouse gas emissions and resulting in far fewer pollutants than traditional forms of ground transportation, the Commission overseeing its development announced here today. Maglev technology is approximately 20 percent more energy efficient than steel-on-wheel transportation when traveling at the same speed.[i]
To help build a high-speed rail system that both protects the environment and addresses the growing congestion issue along I-15, the California-Nevada Super Speed Train Commission (CNSSTC) today also challenged DesertXpress to reconsider its decision not to comply with state and local environmental and land use laws.
Unlike the maglev project, DesertXpress received an exemption from complying with state and local land use, permitting and other environmental laws through a Surface Transportation Board (STB) ruling in 2007. The CNIMP is committed to complying with such laws, which includes the California Environmental Quality Act (CEQA).
The CNIMP corridor, with connection to three airports in the region, will address the congestion issue along I-15 by providing quality passenger service to an estimated 43 million passengers annually by 2025 - the equivalent of an 8-lane freeway moving at a constant speed of 60 mph, or 295 fully loaded 747s landing at LAX each day. DesertXpress has announced plans to terminate service in the high-desert community of Victorville, nearly 80 miles short of Anaheim, leaving travelers to deal with anywhere between 2-3 hours of heavy traffic in Southern California.
In 2004, the Commission under the sponsorship of the Federal Railroad Administration (FRA), California Department of Transportation (Caltrans) and the Nevada Department of Transportation (NDOT) commenced an environmental impact statement (EIS) under federal law and an environmental impact report (EIR) under California law. This is in contrast to DesertXpress, which believes it is exempt from complying with EIR requirements.
In April, the American Magline Group (AMG) certified matching funds to the Nevada Department of Transportation for the $45 million currently available to the project to complete an Environmental Impact Study, already in the third and final phase.
The Commission today also announced that the City of Newport Beach has joined Anaheim, Ontario, Barstow and the Orange County Transportation Authority in endorsing the maglev project. In a recent letter to U.S. Transportation Secretary Ray LaHood and the California congressional delegation, Newport Beach Mayor Edward Selich highlighted the need to address the highway congestion issue, saying, “considering the amount of growth estimated in Southern California over the next 20 years, the maglev system will play an important role in upgrading the infrastructure capacity of the region.”
Last month, former Nevada Governors Miller and Guinn encouraged bi-partisan support for the project, noting the environmental, technological and economic benefits of an interstate maglev system: http://www.lasvegassun.com/news/2009/may/24/former-governors-press-maglev/.
Quotes:
“We owe it to our children and grandchildren to build a 21st Century high-speed rail system that sets a new standard for improving our shared environment,” said Ken Kevorkian, Vice-Chairman of the California-Nevada Super Speed Train Commission. “This means not only avoiding shortcuts and committing to complying with all necessary environmental and land use regulations, but also making it a priority to exceed them whenever possible.”
“As we decide which system best fits the needs of the people of Southern California and Nevada, we have an opportunity to help lead the transition to a greener, more efficient low-carbon economy,” said Bruce Aguilera, Chairman of the California-Nevada Super Speed Train Commission. “It is critical that we set an example for others in the nation to follow.”
###
Contact:
Erica Fitzsimmons
(202)347-7445
efitzsimmons@theheraldgroup.com
From Trading Markets.com: JR Tokai chief urges U.S. to introduce Japan's N700 bullet rail system. What system should we adopt? The Japanese, Chinese, French or from some other European model? Or should we develop our own?
Link: CJPRF JR Tokai chief urges U.S. to introduce Japan's N700 bullet rail system
JR Tokai chief urges U.S. to introduce Japan's N700 bullet rail system
Tue. June 30, 2009; Posted: 10:08 AM
WASHINGTON, Jun 30, 2009 (Kyodo News International - McClatchy-Tribune Information Services via COMTEX)
CJPRF Central Japan Railway Co. Chairman Yoshiyuki Kasai on Monday appealed to the U.S. administration of Barack Obama to adopt Japan Railway's state-of-the-art N700 Series bullet train system for a proposed new high-speed passenger rail system.
Kasai, now visiting Washington D.C., made the appeal at a meeting with U.S. Transportation Secretary Raymond LaHood, Kasai told a news conference after the meeting.
The chief of the key Japanese railway operator, known as JR Tokai, said he told LaHood the N700 Series system would satisfy the needs of the United States most suitably among a range of high-speed rail systems now available from various rail car makers worldwide.
He quoted LaHood as replying that Washington is keen to consider the creation of U.S. jobs in choosing a rail system.
Kasai said that he told LaHood that adopting the N700 Series would have considerable positive effects on U.S. employment.
Obama has recently called for the country to move to a system of high-speed rail travel which would better ease congestion and air pollution as well as save energy.
In a related lecture Kasai gave to officials from the U.S. public transportation sector, he briefed them on the N700 Series rail cars' performance in connection with their speed, safety and environmentally friendly features.
Kasai called on the officials to adopt the N700 technology as an integral system including rail infrastructure-related machines and their controlling systems as well as rail cars.
Describing reactions from the U.S. side, Kasai said, "My perception is that U.S. considerations over the high-speed rail network have just started and it is necessary for us to make a long-sustained effort." Today's meetings "mark just the beginning of the effort," he said.
"We must step forward" in marketing efforts, rather than letting the Japanese government do it, he added.
To see more of Kyodo News International, go to http://www.kyodonews.com
Copyright (c) 2009, Kyodo News International
From Minn Post: With Measure R, it looked like California would lay the first high-speed rail in the country, but it may no longer be the case.
Link: MinnPost - High-speed rail headed to Midwest before California, Oberstar says
High-speed rail headed to Midwest before California, Oberstar says
By Joe Kimball | Published Mon, Jun 29 2009 1:38 pm
A high-speed rail proposal will be launched first in the Midwest, not California, if Rep. Jim Oberstar has any say in the matter.
And he does, as chairman of the House Transportation and Infrastructure Committee.
He told the Mesabi Daily News that the Midwest is far ahead of California in terms of planning for the rail initiative.
“This really should be called the Rudy Perpich high-speed initiative. The former governor (of Minnesota from Hibbing) and I talked about it back in 1989 and '90. I think it’s looking very good for the Midwest to get the high-speed initiative,” Oberstar said in an interview with the paper.
Federal officials have said that the Midwestern states’ proposal and one from California are the leading candidates for $8 billion in stimulus money for a new high-speed rail project. One official cited the cooperation of eight Midwest states to formulate a network plan with Chicago as a hub and 12 metropolitan areas — including the Twin Cities — within a 400-mile radius.
Said the paper:
Oberstar compares it to the hub-and-spoke airline system, with a few major hubs and several arterial sites connected to them. The proposed Duluth-to-Twin Cities Northern Lights Express would be considered a feeder line to the Twin Cities. But Oberstar said the Northern Lights Express project, which has been moving ahead for a few years now, is not reliant on the stimulus package high-speed money.
From San Mateo County Times: Report sums up Peninsula's high-speed rail concerns
Link: Report sums up Peninsula's high-speed rail concerns - Inside Bay Area
Report sums up Peninsula's high-speed rail concerns
By Mike Rosenberg
San Mateo County Times
Posted: 06/29/2009 06:03:34 PM PDT
Updated: 06/29/2009 06:03:34 PM PDT
State high-speed rail officials released a report Monday that caps a tumultuous public outreach period in which a staggering number of issues were raised over the local section of the proposed bullet train.
The 75-page scoping report summarizes the meetings and extensive comment solicitation that took place from January to April. During that span, some city officials and residents recanted their endorsement of Proposition 1A, the project's $10 billion bond measure that was approved by state voters in November, after learning the potential effect the train could have on their communities.
The report and public outreach that preceded it are required by state law before any real planning work can begin. With the report complete, state officials can start evaluating the controversial issue of rail alignment — whether trains will run on raised tracks, below street level or through a tunnel — and begin planning in earnest, a process that will continue through late 2010.
In all, 955 residents, officials, public agencies and organizations submitted written and verbal comments on the San Francisco-to-San Jose portion of the bullet train project during the four-month span, the report said.
The comments will serve as a "checklist" for planners as they design the local portion of the rail line, said regional manager Dominic Spaethling. All the ideas, comments and concerns raised will be studied during the planning process, he
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said.
"(We) got plenty of creative ideas on how the project should be developed, and also things that we should be cognizant of as we move forward with the environmental work," he said.
Oakland-based engineering firm HNTB Corp., which is managing the Peninsula section of the project and compiled the scoping report, divided the comments into 10 sections. One category contains remarks supporting the project, while nine sections summarize various concerns raised over high-speed rail.
Most of the issues mentioned involve environmental protection, funding questions, fear over eminent domain and the rail-alignment options. Other areas of anxiety include the use of alternative technologies, connectivity and coordination with other transportation systems, methods to improve public outreach and general issues with the project description.
Of those showing support for the project, some said it was long overdue, while others approved of specific aspects of high-speed rail. In November, 61 percent of San Mateo County voters approved Prop 1A.
The comments starting pouring in after the rail authority held three public meetings earlier this year, mailed notices to 16,459 properties near the Caltrain tracks and proposed stations, and notified 809 public officials.
In addition to hundreds of residents and dozens of local organizations, representatives from virtually every city on the Peninsula submitted comments. Caltrain, BART, the Santa Clara Valley Transportation Authority, and state and federal agencies also weighed in.
Engineers say the feedback will be instrumental during their upcoming study of the potential alignment options. That alignment analysis, which is the next phase in the planning process, will begin soon and should be released by late fall, Spaethling said. Officials then will seek more public comments on that plan.
Reach Mike Rosenberg at mike.rosenberg@bayareanewsgroup.com.
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This makes zero sense. Victorville is a declining community that is bleeding people as quickly as it is bleeding job. The only growth industry, besides meth production, is teenage pregnancy and this is the community they think will most serve the needs of this train? Do they honestly think people will drive to VV to get onto a train? Please.
Seems to me this whole thing is nothing more than an expensive way to kill the entire project.