The National Academies Press

Currently Skimming:

Pages 9-32

The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.

From page 9... ... Amtrak's right of access to the railroad system at incremental cost and its existing operating agreements with major railroads mean that Amtrak must be involved in any intercity passenger rail development. The issues to be addressed in intercity passenger service negotiations differ substantially from those for a commuter rail initiative. Read the entire page →
From page 10... ... , locating and building stations, acquisition of passenger cars and locomotives, etc. BNSF agreed to sell the line, which was already in good condition for passenger service, to the state. Read the entire page →
From page 11... ... The process of implementing a passenger rail project will encounter many of the requirements contained in these laws, regulations, and practices and will involve the responsible government offices and industry associations. A basic understanding of the railroad industry is essential for officials to plan and implement a passenger rail project. Read the entire page →
From page 12... ... All intercity passenger rail services over existing rail corridors are operated by Amtrak; thus understanding what Amtrak does and can do is essential to planning and implementing new intercity service. Appendices A, B, and C comprise a primer on the railroad industry and its institutions, and the Bibliography provides further sources for deeper investigation. Read the entire page →
From page 13... ... Although the main focus of the WSDOT plan was for passenger rail, complementary work elements were incorporated that add up to a comprehensive process for developing the railroad network in western Washington State. These include: • Cooperative modeling and analysis of railroad capacity to establish requirements for each increment of passenger and freight service. Read the entire page →
From page 14... ... 14 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 15... ... Although the process of starting a commuter rail service may be frustrating and time consuming, the hurdles can and have been overcome. Several new commuter rail services operating in part over busy freight railroad–owned corridors have been initiated over the last 20 years -- the Metrolink system in Los Angeles, the Sounder (Seattle to Tacoma area) Read the entire page →
From page 16... ... 16 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 17... ... CASE STUDIES 2 Bus Service Connections and Cooperation Caltrans has set up connecting bus services from several points on state-sponsored Amtrak corridor services, most notably for the San Joaquin and Capitol corridors. The Amtrak-branded buses provide connections to communities off the rail line and are only available to rail passengers. Read the entire page →
From page 18... ... The passenger agency should emphasize that this is an informational contact to acquaint the host railroad with the agency's initial plans, request cooperation with a feasibility study, and identify major concerns. The agency should resist any attempt to 18 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 19... ... Commuter Do More Homework: • Contact other passenger rail agencies that have or are in the process of implementing passenger rail service with the same host railroad, and get their inputs on what was and was not successful. • Contact other state agencies that may have relationships with the prospective host railroad, such as providing grants under a state freight mobility program, industrial development, or similar activity, and become informed about these programs and their contacts in the host railroad. Read the entire page →
From page 20... ... In other areas, it may be possible to leverage a positive relationship with a freight railroad to enhance the chance of reaching agreement on a passenger rail project. 2.3.2 The Feasibility Study After the initial contacts with the railroad, the next step in developing a new passenger rail service is to perform a feasibility study or build on existing studies to include detailed analysis of the proposed route, service, and operations. Read the entire page →
From page 21... ... This involvement will help speed up the substantive negotiations and Getting Started and Negotiations 21 Figure 2-2. Steps for completing a passenger rail service feasibility study. Read the entire page →
From page 22... ... Before individual technical issues that are likely to be factors in the negotiations are discussed, the following general points about the approach to negotiations should be considered: • Keep negotiations focused on thorough analyses of capacity, operations, and costs to find practical solutions that meet all parties' needs. As far as possible, avoid being drawn into arguments 22 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 23... ... 2.4.1 Defining What the Passenger Agency Needs The passenger agency needs the following items going into the substantive negotiations with the railroad: • A reasonably long-term plan -- 20 to 25 years into the future -- for the proposed service, preferably based on a state or regional long-term rail plan for both passenger and freight service. For example, if the ultimate goal is eight round trips per day to be reached over several years in various stages, as funding and ridership growth permit, then this goal should be clearly stated in the plan, even if only two round trips will be operated at first. Read the entire page →
From page 24... ... The following services are examples where this approach was taken: • The "Try-Rail" demonstration service on the Seattle to Tacoma route in Washington State, which preceded full implementation of the Sounder services. • The initial service of the Altamont Commuter Express in northern California. Read the entire page →
From page 25... ... Within this general category, there are three approaches to ensuring that passenger service requirements can be met: – Pay a lump sum for a perpetual easement on a freight railroad corridor to operate a specified passenger rail service. The agreement specifies the number of trips, journey time, and schedules, but the railroad takes responsibility for selecting the infrastructure improvements needed to deliver the service. Read the entire page →
From page 26... ... Examples include the long-range plans for a third passengerexclusive track over portions of the Cascade corridor in Washington State. The track would be 26 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 27... ... The five daily round trips were added to existing commuter and limited freight operations on these lines with no investments, although with some time-of-day limitations. • The infrastructure investments must be tied explicitly to a specific passenger service frequency (planned number of trips) Read the entire page →
From page 28... ... The passenger rail agency is an interested party, as it will be compensating Amtrak for costs not covered by fare box receipts, but Amtrak and the host railroad are the principals in the negotiation. If Amtrak and the host railroad cannot agree, they can ask the NAP or 28 Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors Read the entire page →
From page 29... ... 2.5 The Liability Issue Liability concerns can be a major barrier to the introduction of passenger rail services and one of the most difficult issues to resolve in negotiations. It is also a highly complex subject, where the nature and cost of liability coverage depends on the operator (Amtrak or another operator) Read the entire page →
From page 30... ... However, most arrangements require the host railroad to assume this risk and accept the rate per train-mile offered by Amtrak. 2.5.2 Non-Amtrak Passenger Rail Service Operators and Agencies Commuter rail services, whether operated under contract by Amtrak or not, have to make their own liability and insurance agreements with the host railroads, although they are covered by the 1997 ARAA liability limit. Read the entire page →
From page 31... ... Where Amtrak hosts a commuter rail service, it typically requires the same "but for" liability protection as a freight railroad host. Amtrak's position is that under applicable law it cannot accept any additional liability due to the presence of another operator on its tracks, as it cannot incur any expenses that are not for qualifying intercity passenger rail service. Read the entire page →
From page 32... ... Even when all legal issues have been successfully resolved, the insurance cost can be a major barrier to implementing a new commuter rail service. This situation is especially true for a small-scale new start by a passenger rail agency that has no previous record of safe operations. Read the entire page →

From page 9...

... Amtrak's right of access to the railroad system at incremental cost and its existing operating agreements with major railroads mean that Amtrak must be involved in any intercity passenger rail development. The issues to be addressed in intercity passenger service negotiations differ substantially from those for a commuter rail initiative.