1. Integrating High Speed Rail, Regional Rail, and Transit Services in California AASHTO SCORT Meeting Washington, DC
February 22, 2017

2. California State Rail Plan Context

3. 2018 California State Rail Plan
A multimodal plan with integrated rail, bus and transit services
Responsive to federal and state requirements
Network Integration Strategic Service Plan
Needed to integrate high speed rail, intercity rail, and transit, as well as to amplify ridership and achieve environmental goals
Establishes vision for statewide rail network, including multi-state connections
Plans for strategic investments in goods movement by rail

4. Mission Statement
The mission of the 2018 State Rail Plan is to provide a path to achieve a safe, sustainable, integrated, and efficient California rail network that successfully moves people and goods while enhancing the State’s economy and livability.

5. Compliance with Federal Requirements
FRA State Rail Plan
California State Rail Plan
Executive Summary
1 Role of Rail in Statewide
2 Existing Rail System
Description and inventory
Trends and forecasts
Needs and opportunities
3 Proposed Passenger
4 Proposed Freight
5 Investments & Program Effects
6 Coordination and Review
Executive Summary
1 Role of Rail in Statewide
2 Existing Rail System
Description and inventory
Trends and forecasts
Needs and opportunities
3 Network Integration Vision
4 Proposed Passenger
5 Proposed Freight
6 Investments & Program Effects
7 Coordination and Review

6. Network Integration Visioning Process
Working toward achieving a shared 2040 Vision for rail in California:
Started with understanding our market
Analyzed our current and planned-for-construction rail corridors
Developed potential rail service alternatives
Ongoing, engaged, iterative process, dependent on stakeholder feedback
Stakeholder Outreach
Mission Statement
Network & Market Analyses
2040 Vision Statement
Netgraph Design
Term Sheets

7. Southwest Multi-State Rail Planning Study
2016 FRA Rail Program Delivery Meeting
Southwest Multi-State Rail Planning Study

8. Why is a Statewide Vision Warranted?
For trips over 15 miles, about 5% of those trips are longer than 100 miles and generate about 35% of passenger miles

9. Rail Ridership Under Existing Conditions
Rail Ridership Potential by Travel Distance Existing Conditions
(Thousand Annual Person Trips)
Source: Rail Market Analysis Tool, CalSTA

10. Potential Rail/Intercity Bus Ridership
Rail Ridership Potential by Travel Distance Base Conditions
(Thousand Annual Person Trips)
Source: Rail Market Analysis Tool, CalSTA

11. Potential Rail/Intercity Bus Ridership
Rail Ridership Potential by Travel Distance HSR Phase 1 Conditions
(Thousand Annual Person Trips)
Source: Rail Market Analysis Tool, CalSTA

12. Potential Rail/Intercity Bus Ridership
Rail Ridership Potential by Travel Distance HSR Phase 2 Conditions
(Thousand Annual Person Trips)
Source: Rail Market Analysis Tool, CalSTA

13. Integrated Network Opportunities: Coachella Valley

14. Integrated Network Opportunities: Las Vegas

15. California Rail Services: Both Regional and High Speed

16. Developing a Statewide Multimodal Passenger Vision
Potential Characteristics:
Useful and efficient public transportation system
System creates a comprehensive network
Leverages the opportunities of an expanding high-speed rail system
Auto-competitive travel times to offer a reliable alternative to highway travel
Seamless door-to-door travel experience
The State serving as a coordinator for planning, funding and technology decisions with system-wide impacts
Relying on local agencies to know what’s best for their region.

17. Attributes of an Integrated Network
Integrated multimodal transportation network.
All services are connected (Local->HSR).
Common transfer point locations.
Schedule
Network-wide coordination through pulsed schedules.
Designed connectivity at transfer points.
Fare System
Integrated ticketing system.
Journeys can be made on a single ticket.

18. Integrated Statewide Rail Network
Complementary Long Distance Route
Terminus
Hub (Time Point)
Integrated Rail Routes
Stop
Commuter Service
Urban Mass
Transit District
Integrated Intercity Bus Route

19. Investment Strategy
Principles used to prioritize investment are under development, and include, but are not limited to:
Services Tailored to Market Demand
Minimize Freight Interference
Avoid Duplication of Services and Investments
Minimize “Throw-Away” Interim Investments

20. French Timetable and Network Restructuring
PARIS
TGVs radiating from Paris
TGVs bypassing Paris
InterCity trains
Regional trains
Transfer Point

21. Toulouse – Auch: Service Plan Restructuring

22. Toulouse – Auch: Simplification and Standardization
Departure Times
Auch
Aubiet
Gimont-Cahuzoc
L’Isle-Jourdai
Mérenvielle
Brox Léquevin
Pibroc
Colomiers Lycée
Colomiers
Les Ramassier
St Martin
Lardenne
Le Toec
Toulouse Arè
St Agne
Toulouse (MA’)
Hour
Before (2003)
After
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00 11 06 44 43 35 08 58 37 13 25 28 53 18 33 03 48 42 19 10 04 31 52 22 32 07 44 14 24 54
After implementation, demand increased by 130% within the first 3 months
Departures: 41 47

23. Example of an Integrated Network - Wetzikon

24. Example of an Integrated Network - Wetzikon
Multimodal Connectivity:
Facilitates Bus-Rail connections
Transfers occur half-hourly at minutes 15 and 45
Connections between 3 regional rail lines and 12 bus lines

25. Example of an Integrated Network - Wetzikon
Network Map
Zürich

26. Example of an Integrated Network - Wetzikon
1. Buses arrive in advance of the trains
Zürich
S14 S 5
Kempten
2. Trains arrive in the station
S 3
3. All services are in the station
Buses
4. Trains depart from the station
5. Buses depart from the station 5 4 3 2 1
S 14
S 5
Hinwil S5
Bubikon

27. Corridors and Services
Methodology
Service Delivery
Options A D B C
Corridors and Services
Charts 6
System Connectivity
High-Level Planning
Mid-Level Planning
Detailed Planning

28. Corridors and Services
Methodology
Detailed Planning
Netgraph
5 Minute Precision D B A C 30 00 45 15 35 05 25 55
Mid-Level Planning
35mph
85mph
65mph
55mph
80mph
Minute of Departure
Minute of Arrival
Stop
[2]
[4]
No. Station tracks
Average speed
Service Delivery
Options
Corridors and Services
Charts 6
System Connectivity
High-Level Planning

29. Methodology High-Level Planning Mid-Level Planning Detailed Planning
Netgraph
5 Minute Precision D B A C 30 00 45 15 35 05 25 55
35mph
85mph
65mph
55mph
80mph
Minute of Departure
Minute of Arrival
Stop
[2]
[4]
No. Station tracks
Average speed
Minute Precision 31 29 28 58 32 42 43 02 18 17 6 48 59 22 49 23 12 01 38 11 37
Detailed Planning
Trip Time Analysis
String Line Charts
Track Occupation

30. 2040 Vision System Map Key Features: Integrated Statewide Network
Integrated HSR, Blended Rail, Express, and Local Services with Urban Mass Transit and Express Bus
Multimodal connection points at key hubs with regular pulsed service
Auto and air competitive service throughout the State

31. Capital Plan Phasing (Draft Results)
2040
HSR in Phase II corridors
New Transbay Tube and service implications of through running rail service in SF
Development of regional networks in North Bay, Central Coast and Central Valley
Full Blended Rail Service in the Central Valley
Completion of hub investments and additional electrification
2027
HSR Phase 1
Line extensions
Full utilization of existing and programmed slots
Connecting regional networks to HSR
Implementation planning
Full development of integrated ticketing
Key hub investments
Palmdale to Las Vegas Corridor
2022
Planned and committed projects with funding identified and available
Capacity expansions through grade separations, double tracking, etc.
Vision Planning
Integrated ticketing investments

32. Baseline 2040 Ridership (Draft Results)
County to County Draw Loads
Results show large increase in rail ridership demand due to HSR in 2040
However, market potential for networked services is unrealized
Base Year
2040
Baseline
2016 FRA Rail Program Delivery Meeting

33. Integrated Network 2040 Scenario (Draft Results)
Results show huge increase in rail ridership demand
Satisfies a hugely large market potential for networked services
County to County Draw Loads
Base Year
2040
Demonstration
2016 FRA Rail Program Delivery Meeting

34. Driving Operating and Maintenance Costs Down
Changes in rolling stock
Changes in speed
Changes in turnaround time
Changes in travel distances
It is important to note that the factors listed here on this slide contribute to drive operating and maintenance costs down on a cost per train mile and cost per seat mile. We will revisit these benchmark metrics in a later slide in this section.

35. Assumptions – Unit Cost Adjustments
Unit costs decrease by
10% - Intercity revenue train crew costs to account for decrease in overtime costs
25% - Intercity costs associated with train frequencies to account for more efficient utilization of terminal-based crews
33% - Intercity marketing-related costs to account for improvements in marketing technology
Unit costs increase by
25% - Intercity and commuter MoW costs to account for increased speeds and frequencies
6.8% - Intercity fuel unit cost to account for increased speeds
Unit costs calculated in the O&M cost model are based on today’s experience. In the future, certain factors may increase or decrease unit costs.
[click] – (Green arrow pointing down, along with “Unit costs decrease by…” appears)
Reducing overtime pay hours, having more efficient terminal-based crews, and improvements to technologies decreases unit costs by the percentages shown.
[click] – (Orange arrow pointing up, along with “Unit costs increase by…” appears)
Increased speeds and frequencies on right-of-way track, as well as increased fuel consumption resulting from higher speeds increase unit costs by the percentages shown.
[click] – (Next slide)

36. Comparing Metrics – Existing versus 2040 (Draft Results)
Cost per Train Mile
Cost per Seat Mile
45%
65%
While the O&M costs for the 2040 integrated network are higher than the O&M costs for existing (i.e., today’s) rail services, increased train speeds and frequencies, newer equipment, longer consists (i.e., higher capacity), longer travel distances, and increased operating efficiencies all contribute to driving the cost per train mile and cost per seat mile down.
This slide compares the cost per train mile and cost per seat mile for today’s services (i.e, 2015) and the 2040 integrated network. The blue bars show the existing cost per train mile and existing cost per seat mile. The green bars show the 2040 integrated network cost per train mile and cost per seat mile.
The 2040 integrated network has a 45% lower cost per train mile, and a 65% lower cost per seat mile over today’s service.
2015
2040
2015
2040
All costs are in 2015$

37. Near-Term Tools Supporting Rail Plan Vision
State Funding Priority on Transit-Rail Integration
Focus of cap and trade funding for transit and rail
Guiding future interregional project selection
Improved Existing Services
Improved network planning & operations
Significantly increased capital investment
Improved Customer Experience
Next generation smart cards and mobile ticketing
More extensive ticketing and service integration
Long Range Planning with Vision in Mind
Not-to-preclude framework for planning and investment
Regional strategic planning focused on future service goals

38. Cap-and-Trade Auction Proceeds
Continuous Funding
Cap-and-Trade Auction Proceeds
Multi-year program (FY14-16, FY16-18, FY 18-23)
continuous

39. Proposed Additional Rail Funding
Governor’s Transportation Funding Package
Additional $500 million per year from cap and trade, conditioned on extension of cap and trade on a 2/3 vote
$400 million Transit and Intercity Rail Capital Program
$100 million Active Transportation Program
Early debt repayment providing over $80 million per year over the next three fiscal years
Five Year Program to be adopted by June 30, 2018