Good Industry Practices Thread

In contrast to the mismanagement highlighted in the last few posts, there’s a set of best industry practices for good transit. Here is a list of what I believe are the most salient. As far as possible I’ve avoided contentious issues that well-run agencies disagree on. By its nature, the list is open, and you should feel free to comment with your own ideas of what’s more important.

1. Regions should organize regionwide transport associations (the German Verkehrsverbund) with integrated fares and schedules, even across political boundaries. One ticket should be valid on all trips, and transfers should be free even across different operators. Bus and rail schedules should coordinate to minimize transfer time; rail-rail transfers should be cross-platform when possible and timed when possible, even if frequency is high.

2. Schedules should be organized on simple clockface intervals (Takt): instead of complex timetables, the same pattern should repeat every half hour or hour, and should be compressible to a system map. Supplemental peak services should be integrated into the same takt, for example arriving at the half-points or maybe third-points if the peak is very prominent. Minimum off-peak frequency for regional branch lines is hourly; for commuter rail and anything else intended to serve as suburban transit, it’s half-hourly; for urban services, it’s 15 or at worst 20 minutes.

3. If express service is desired, it should be limited-stop and make stops at all major stations, rather than running very long nonstop segments. For a good example, go here and click on the interval timetable links. In addition, the express buses and trains should run on their own clockface schedule, and express trains should have timed transfers to maximize utility and overtakes to minimize the amount of four-tracking required. The practice on Metro-North and other legacy US railroads of having peak commuter trains make a small number of suburban stops and then run nonstop to the CBD should end; not everyone works in the CBD.

4. Boarding should be level. For regional rail, this means at least moderately high platforms are non-negotiable. For surface transit, this means low-floor equipment; high-floor BRT is a feature in Latin America, where it’s a lower-cost replacement for a subway, but in developed countries, the cost of paying so many bus drivers is such that BRT is a replacement for local buses and should be open with many curb stops in outlying areas.

5. All payment should be done on a proof-of-payment basis. Any vehicle, no matter how long, should have at most one employee on board, operating it. The fare should be enforced with random inspections; it pains me to have to say it, but the inspectors should never hold a bus during inspections. This should be done systemwide, even on local buses, as is normal in Paris, Singapore, and every German-speaking city; turnstiles are only worth it on extremely busy trains (nothing in the US outside New York) and maybe also legacy subways that already have them. To discourage fare dodging, there should be a large unlimited monthly discount, as well as unlimited 6-month or annual tickets, so that most riders will be prepaid; the unlimited monthly pass should cost about 30 times as much as a single ride even with multi-ride discounts.

6. Intermediate-grade surface transit – i.e. the BRT and light rail lines providing service quality higher than a local bus and lower than rapid transit – should run in dedicated lanes, except perhaps on outer branches. Bus lanes should be physically separated, and tram lanes could even be put in a grassy median. Except for special cases where one side of the street is much more important than the other, in which case one-way pairs may be defensible, those dedicated lanes should be in the median of a two-way street, when street width permits it, which it does everywhere in the US except the North End of Boston and Lower Manhattan.

7. Intermodal transfers should be painless. Commuter trains should run through from one side of the region to the other, to allow for efficient suburb-to-suburb travel, and the infrastructure should be upgraded to allow for such operations. It should be unthinkable to terminate transit short of its natural destination. Though transfers at the originating end are unavoidable, planners should still endeavor to place rapid transit stops at every walkable place the line intersects, and achieve adequate speed by running better rolling stock. (In contrast, bus stop spacing should be 400-500 meters, rather than 200-250 as is common in North America). Parking lot commuter stations should be rare; they impede reverse-peak traffic, are expensive to provide, and help ensure transit will be used only when there’s no alternative.

Any other important principles for transit, dear commenters?

Organization and Electronics vs. Concrete in Washington

There’s a discussion going on at Greater Greater Washington about future expansions of the Washington Metro, adding more coverage and capacity; read both the posts and the comments, because there are great debates about just how much concrete really is needed. The post itself mentions various possibilities Metro has been looking into, a few good and many really awful.

Part of it is that the nature of such discussions favors concrete – it’s much easier to discuss a fantasy map than schedules and organization. Indeed, on my three regional rail posts on The Transport Politic, most comments concerned the proposed through-routing map and infrastructure to be built rather than schedule integration. The reason the comments on the GGW post are so good is that many eschew this and instead talk about other things. Even the idea of separating the Blue Line from the Orange Line in the city, which looks sound to me and is not yet another outbound extension to the exurbs, is suspect and there’s a serious suggestion to build light rail to relieve the capacity problem instead.

Discussed in the comments but not by Metro is the possibility of converting the commuter lines to rapid transit. Only one, the Penn Line running along the Northeast Corridor to and beyond Baltimore, is even electrified, and the rest are owned by CSX and Norfolk Southern. This would be far superior to adding more outbound Metro extensions, which have very high costs: the Dulles extension is $180 million per km despite being predominantly above ground.

The Washington Metro, and even more so BART, is more an S-Bahn or RER system than a subway. The stop spacing is very wide, and the lines branch out and go deep into suburbia. Unlike BART, Metro sometimes gets it right and has good transit-oriented development, though it too has its share of parking lot stations. The main difference is that due to poor organization (FRA regulations, pure agency inertia), the Washington Metro exclusively uses greenfield alignments, whereas S-Bahn and RER systems use predominantly existing commuter lines, with strategic tunnels built to provide service to the urban core.

There are two potential problems with relying on legacy commuter lines, aside from organizational difficulties that should be the first to be tackled. First, those lines may have capacity problems; this is not true for the Penn Line, but may be true for the other, lesser-used lines, because of freight conflicts. Second, the lines may not run to the desired destinations. Both concerns can be mitigated at much lower costs than pouring concrete on new lines.

First, the Penn Line is 64 km long from Baltimore to Washington, has 8 stations, and has no sharp curves except at the Baltimore and Potomac Tunnels, a $750 million replacement for which has already been studied. A 160 km/h train with the acceleration profile of the FLIRT and 30-second dwell times at intermediate stations (easy with level boarding) could do it in 36 minutes. Add Swiss-standard 7% schedule padding and about 30 seconds for slowdown through the B & P replacement and this is a total of 39 minutes end-to-end. A speed boost to 200 km/h would save maybe 2.5 minutes, since regional trains accelerate slowly at high speed. Local trains currently do the trip in an hour.

The Acela, a substandard train, is currently scheduled at 38 minutes, so all trains would travel at about the same speed, eliminating all capacity problems. (Current peak throughput is 7 tph, so the slight unevenness in the travel speed is a non-issue.) A mild Acela speedup, involving trains running at 200 km/h with no slowdowns, would speed the train to 22 minutes, and require just one mid-line overtake if peak traffic is to be 4 tph each for Acela and commuter trains. 6 tph each would require two overtakes and a lot of discipline, but would be doable given the capabilities of ERTMS. Full-fat high-speed rail in the Northeast would do the same trip in about 16.5 minutes, and require the line to be fully four-tracked; this is already part of MARC’s long-term plan. There is in other words no real problem with capacity as far as conflicts with intercity trains go.

Second, one often-overlooked point about S-Bahn/RER networks is that they have a fair amount of greenfield track, often in tunnel, constructed strategically to connect to important destinations off the existing rail network. For example, tunneled alignments bring regional trains to Charles de Gaulle and Zurich Airports. If there’s an important suburban destination not reached by Metro or a rapid transit system based on the five existing commuter lines, it should be fine to construct a spur – for example, the extension of Metro to Tysons Corner is a great idea. However, such spurs should be kept as short as possible, especially airport spurs, since airport connectors tend to underperform.

Look again now at the suburban lines proposed by Metro in the link. The Brown Line is a duplicate of the Red Line, which has no serious capacity issues except at its center. The Beltway Line skips the major centers that a circumferential should hit (for example, Arlington/Alexandria), defeating the entire purpose of a greenfield alignment. The outbound extensions would just create more transit-oriented sprawl, with people driving to stations and taking trains only at the peak. And it would all cost much more than electrifying track, purchasing good rolling stock, and running it with high schedule discipline.

Bad US Rail Practices, and What It Means for FRA Regulations

As I alluded to in the last few posts, although the FRA is the primary obstacle to a passenger rail revival, the old railroader traditions it reinforces are still strong in the commuter railroads. At some, for example the MBTA and the New York-area railroads, practices are even worse in terms of cost and performance than required by the FRA.

Witness the following issues, recurring on almost all US commuter lines:

1. Overstaffing, more than required by the FRA. The MBTA currently has one assistant conductor per two cars, and its proposal for an upgrade to newer rolling stock retains one conductor per two cars. The New York- and Chicago-area commuter trains have 3-6 conductors, punching everyone’s tickets. Caltrain maintains assistant conductors even though it does not punch tickets anymore. And New York’s plan with smartcards is not to institute proof-of-payment, as is normal throughout Europe, but rather to have conductors check every ticket using a smartcard reader, only faster: Jay Walder said as much at the MTA Unconference (it starts at 7:50 into the linked video, and goes into the next part).

2. Poor choice of rolling stock. See the same link above for the MBTA’s present acceleration profile, which is similar to that of the other commuter rail operators in the US using diesel locomotives. During acceleration from 0 to 60 mph, a train loses 70 seconds relative to going the same distance at full speed, and even under the DMU plan, it would lose 43. In contrast, a FLIRT loses about 13 seconds accelerating from 0 to 100 km/h. Despite this, there are no plans to electrify or ask for an FRA waiver.

Electrification alone could solve some problems, even without a waiver. The EMUs used by Metro-North lose 13-15 minutes from 12 intermediate stops on the Harlem Line, which after factoring in 30 seconds of dwell time works out to 35-45 seconds per station counting both acceleration and deceleration. Alternatively, if electrification is out, then an FRA waiver would open the doors to fast-accelerating as well as more fuel-efficient DMUs.

3. Poor use of existing infrastructure, especially at terminals. Even with FRA regulations, commuter trains with push-pull or multiple-unit service turn in about 5 minutes at their outer ends. They dwell for much longer at the downtown terminal, creating the illusion of capacity issues. To solve those capacity problems, railroads propose massive concrete, with no attempt to improve electronics or organization: the ARC cavern, the expensive ESA cavern, track expansion at Boston South.

4. A concrete-before-all-else strategy of investment, in direct opposition with organization before electronics before concrete. Amtrak and the commuter railroads that claim to be at capacity never investigated the possibility of better signaling, such as ERTMS. In addition, Amtrak’s Master Plan proposes extra trackage to avoid capacity problems in Massachusetts and Maryland that could be resolved with timed overtakes. Although organization is not sexy, it’s trivial for the various railroads using a station to share ticket vending machines and concourses, instead of separating into agency turfs; in addition, electronics is capital investment, and can get federal investment as well as good headlines about squeezing more capacity out of infrastructure. There’s no excuse for prioritizing concrete.

5. Poor integration with local transit in terms of fares and schedules. Commuter train stations are usually glorified parking lots; for one especially egregious example, compare Westborough’s train station location with its downtown location. Transit-oriented development is minimal. Best industry practice is to do the opposite, and instead integrate commuter rail with connecting buses at the suburban end, to say nothing of urban rail at the city end. Clipper in the Bay Area and the MTA’s proposals in the New York area have a single card that can be used to pay on both commuter rail and urban transit, but people will still have to purchase tickets separately, being punished first by the inherent inconvenience of transferring and then by being made to pay an extra fare.

6. Indifference to off-peak and reverse-peak riders. Peak ridership can fill trains, but is expensive to provide, because providing for more of it requires additional capital spending as well as additional employees working split shifts. Among the older railroads, the LIRR deserves singular scorn for running trains one-way on its two-track Main Line; although peak traffic on the three lines using the two-track segment is 23 tph, within the capabilities of two tracks under present signaling, the LIRR prefers being able to run express trains than any reverse peak trains. Outside the inner ends of a few very busy lines, such as the New Haven Line, off-peak service is at best hourly, and sometimes much worse. And at the peak, the commuter railroads eviscerate local service on their busiest lines in order to provide trains that make a few local stops and then express to the city, ensuring nobody will be able to use them to get to suburban job centers on the way.

7. Poor timetable adherence. Metro-North and Metra do somewhat better than the rest, but Amtrak only achieves 80% on-time performance even when it owns the tracks, and that’s after counting Northeast Corridor trains that are 20 minutes late as being on time. In contrast, SBB achieves 92% on-time performance by a 3-minute standard.

The importance of all this is that reform has to come from above, directed from Congress or the White House, or else from below by reform-minded railroads asking for many waivers and creating a template for smaller railroads to follow. Bruce McFarling has written various comments saying the FRA’s problem is one of regulatory capture by the freight railroads, and therefore the solution is to spend money on inferior passenger rail until there’s enough of a lobby for passenger rail-friendlier rules. This is unlikely; passenger rail advocates rarely care, with some positive but small exceptions such as NJ-ARP, and the passenger rail operators depicted in this post are wedded to the old way of doing things.

FRA reform by itself could help some of this, by creating a template for modern operations, consisting of a clockface schedules, short turnaround times, modern rolling stock, and regionally integrated fares and schedules. However, absent it, some forward-thinking railroad has to be the first to propose modernization. The MTA is ideally suited for it because of its high commuter rail ridership, but has no interest. As a result, good transit advocated need to keep harping on commuter operators as well as Amtrak to improve and reform, or propose reforms themselves. Hoping the status quo reforms itself will not cut it.

Bad FRA Regulations

Since many people are linking to my previous post identifying the FRA as the primary obstacle to an American railroad revival, I’m hoisting a comment I wrote on the Infrastructurist detailing some of the FRA regulations that are the most destructive.

The original references for this are from Zierke’s website and the East Bay Bicycle Coalition, but those are a few years out of date, and recently the FRA has made noises about reforming the first two rules, which are the most destructive to intercity rail. Unfortunately, those reforms are not good enough, chiefly because they are designed to preserve the FRA’s bureaucracy, piling more obstacles on any attempt to modernize US trains.

1. 945 tons buff strength for locomotives and end cars and 360 for coaches (link); the maximum that’s even partly defensible is Europe’s 200, and Japan’s 100 is perfectly safe. This is by far the most important: as a result of this rule, the Acela power cars weigh 90 metric tons, vs. 68 for the TGV power cars they’re derived from. Zierke notes that the lighter the train, the higher the FRA weight penalty is.

2. 4″ maximum cant deficiency for non-tilting trains, except 5″ on track connected to 110+ mph rail (derisively called the magic HSR waiver by railfans). The Acela is limited to 7″ despite tilting. Non-tilting TGVs do 180 mm in France (about the same as the Acela) and tilting trains do 250-300 mm in Japan and a bunch of European countries, no special testing required except on actual track. In addition, superelevation is limited by regulation to 7″ minus a safety margin; high-speed lines around the world have 180 mm actual superelevation, and the Tokaido Shinkansen, which has tighter curves, has 200 mm.

Those two regulations are already being somewhat modified. Amtrak seems to believe that the nationwide mandate for positive train control (PTC), passed in 2008 in response to the Chatsworth crash, will allow it to run lighter trains; the FRA has granted Caltrain a waiver from the FRA buff strength rule provisioned upon PTC installation. As for cant deficiency, the FRA has already decided on a revision allowing tilting trains up to 225 mm cant deficiency, and non-tilting trains up to 150 mm by testing.

Unfortunately, those two reforms only look good at first glance. The Caltrain waiver application from the buff strength rule was devised in consultation with the biggest rolling stock manufacturers – Bombardier, Kawasaki, Alstom, and Siemens – which indicates which rules they could comply with and which they could not. This may well lock out smaller vendors, such as Stadler and CAF. Stadler’s FLIRT is the fastest-accelerating, highest-powered regional train on the market; it is also very light, and may well not comply even with regulations Caltrain did not ask out of.

In addition, since such waivers depend on PTC, if the freight railroads succeed in their attempt to delay or water down PTC implementation, which they consider too expensive, then future rolling stock purchases will remain heavy. Indeed, Amtrak’s purchase of new electric locomotives, due to enter service in 2013, is FRA-compliant and more expensive than purchases of similar locomotives in Europe; this despite the fact that they are intended to run on the Northeast Corridor, which has a PTC system.

As for the cant deficiency waiver, it was obtained by testing existing outdated technology in the US, such as Amtrak locomotives and the EMUs used on commuter rail in the Northeast. No attempt was made to use high-cant deficiency European technology, a point also made by Drunk Engineer. Such trains would have to be tested to the FRA’s satisfaction, and not be allowed to run at the same speeds as they do in Europe. In fact the FRA’s proposed rule revision includes a language about higher track standards for cant deficiency higher than 5″, never mind that TGVs run on less than perfect legacy track at 7″ cant deficiency.

In addition, for high-cant deficiency operation, it’s important to regulate both cant deficiency and the rate at which it changes. The muscles can adjust to lateral acceleration, given enough time; thus the jerk, or the rate of change of acceleration, must also be prescribed. With a proper superelevation ramp and change in cant deficiency based on the abilities of existing trains, high speeds and high cant deficiencies can combine well, as found in a Swedish study about the feasibility of very high-speed trains on legacy track.

Additional FRA regulations, which hamper regional rail more than intercity rail, seem to be here to stay. These include the following:

3. Two employees per train; regional trains should have one. But, bear in mind, many regional operators have multiple conductors, and the limit to lower staffing is antiquated trains or managerial incompetence rather than the FRA. For example, the MBTA believes it needs one conductor per two cars.

4. Brake tests at every turnaround. Intercity trains can enter a stub-end station and back away in 3-4 minutes, and do every day in Germany; regional trains turn around in 3-4 minutes in Japan. However, Amtrak makes Keystone trains dwell 10 minutes at Philadelphia.

5. Four-quadrant gates required for quiet zones; these make quiet zones expensive, and as a result trains have to blare loud horns at grade crossings, alienating neighbors and creating NIMBYism.

6. No regulations encouraging high-performance lightweight cars and good signaling. The FRA should mandate a modern system, preferably ETCS, which permits a throughput of up to 37 trains per hour at standard speeds. This is 12 tph more than currently can run between New Jersey and New York, and would be about $13 billion cheaper than Amtrak’s Gateway tunnel proposal, which would add 21 tph.

The multitude of bad regulations is why I think FRA reform has to be intensive, without any half-measures. The new rail regulations in the US should as much as possible be based on UIC (predominantly European) and Japanese regulations, with the present status quo ignored.

The only role of American regulators should be to devise a coherent system to allow European and Japanese trains to interact with each other. In some places, such as PTC and jerk, it requires greater regulation, based on best industry practices in the rest of the developed world. But in most other areas, the rule should as far as possible be that everything that’s legal in Europe or Japan is legal in the US.

I’ll repeat my exhortation in my post on Mica’s privatization plan: please contact the relevant Congressional representatives and let them know that any real reform must include extensive FRA reform. Organization and electronics should come before concrete, and such deregulation of rolling stock could jive well with the conservative mood in Congress that Mica is channeling. And if it does not, then never mind – the Democrats could seize FRA reform, too, as a good-government issue. It’s more important than whether future railroads are run publicly or privately.

International Links Underperform

Eurostar, the high-speed rail system connecting London and Paris, underperforms. Its ridership, 9.5 million in 2010, is very low relative to both ridership projections and the populations of the cities it connects. This is used by opponents of high-speed rail as a worst-case scenario, as evidence that high-speed rail is a lemon. In addition, Drunk Engineer has argued in comments that it comes from unique design problems such as security theater, not present on any other high-speed rail network.

I claim that it’s not Eurostar specifically that underperforms, but rather the entire London-Paris travel market, and that it’s probably due to its being an international link. Specifically, there should be fewer business ties between London and Paris than between two similarly-sized cities in the same country, or even in different countries speaking the same language. In addition, because London and Paris were traditionally separated by sea, there was never a large ground market between them for rail transportation to poach.

Exhibit #1: Eurostar’s mode share is quite normal by the standards of other HSR lines of comparable travel time. See for example figure 1 in this report on air/rail competition in Europe, with data a few years out of date, and figure 2-4 2-3 in this report on Brazilian HSR, which is more up to date.

Exhibit #2: before the Channel Tunnel opened, the total size of the London-Paris air market was 4 million per year. This is smaller than intranational links connecting smaller cities: for example, according to an EU report on the busiest single-airport pairs in Europe, Madrid-Barcelona was 4.6 million (largest in Europe) on the eve of the AVE’s opening, Paris-Toulouse and Paris-Nice were a total of 4.6 million between them, and Rome-Milan with 2.5 million. In Australia, Sydney-Melbourne has 6.8 million annual passengers, and is the fourth busiest air market in the world, after Tokyo-Sapporo (not served by HSR), Tokyo-Fukuoka (where HSR takes 5 hours), and Seoul-Jeju (Jeju is an island off of mainland South Korea).

Exhibit #3: international air links other than London-Paris underperform as well. The EU report cited above, a study by the Centre for Asia Pacific Aviation ranking all airport pairs in the world by seats flown, and a Brookings ranking of the top 100 city pairs (not airport pairs) in or into the US are all missing or underranking international city pairs with huge combined populations. Tokyo-Seoul has 21% the seats flown of Tokyo-Sapporo; Paris-Milan is three-fifths the size of Paris-Nice; the only air market from Zurich to the EU that makes the top 20 EU-to-not-EU pairs is Zurich-London, with 900,000; and New York-Toronto is not on Brookings’ list, and has only 1 million passengers per year, compared with 2.3 million for New York-Washington, which has to compete with rail, buses, and cars.

Note that this effect applies both to international pairs speaking the same language and international pairs not speaking the same language. However, language does have an effect: there are far fewer air travelers from the US to Montreal than to Toronto or Vancouver. London-Dublin is a large market (4 million) when one looks at all airport combinations. Paris-Brussels rail traffic (6 million) is  lower than Paris-Lyon (18 million in 1988, the last year the LGV Sud-Est was the only LGV) but almost as high as Paris-London despite a huge city size difference. And London-New York is the largest long-haul market, more than 4 million, though much of it must be connecting traffic – perhaps the finance links between the two cities contribute.

Indeed, while Eurostar flounders with its 9.5 million passengers, domestic HSR networks thrive – follow some of the links in the above paragraph to see numbers for the TGV, the KTX, and the premium-priced AVE.

Note that this pattern applies only to intercity passenger travel. Regional travel crosses borders frequently: the S-Bahn networks of Zurich and Basel both cross borders every day, with integrated tickets and fares, and the border crossings between San Diego and Tijuana and between Detroit and Windsor are infamous for their congestion. That the travel market between New York and Toronto is small says nothing about the travel market between Buffalo and Niagara Falls, Ontario.

There are two upshots to this pattern. First, proposals for high-speed rail within the US should be compared with higher-performing lines, such as the TGV network; they should avoid comparisons to the Eurostar flop. Second, US HSR plans should give much lower priority to international links, especially to Montreal; links to Toronto, Vancouver, and Tijuana may be justifiable on grounds of regional cross-border travel.

Yes, Amtrak is Indeed Mismanaged

Railway Age has an article by William Vantuono that rants in length about the Northeast Corridor privatization proposal. Although there are many problems with the proposal that deserve to be discussed, the article mentions none of them, instead preferring to repeat old-time railroader platitudes and Amtrak apologetics. I wouldn’t ordinarily write about a single article, but it showcases an attitude that is common among people involved in the industry and is a serious barrier to reform. For example, take the following lines:

Why dismantle Amtrak? Why create something extremely complex out of something that, though certainly not ideal, is straightforward and has worked pretty well for 40 years?

From Mica: “Amtrak has repeatedly bungled development and operations in the Northeast Corridor (excuse me, but isn’t Amtrak’s market share between New York and Washington close to 70%, and between New York and Boston close to 50%?), and their (“its”) new long-term, expensive plan to try to improve the corridor is simply unacceptable (didn’t you ask them for a plan?).”

Vantuono is simply wrong. Amtrak does not have a 70% market share between New York and Washington, or a 50% market share between New York and Boston. Both figures refer to Amtrak’s share of the total air/rail market, and exclude bus and car traffic. Amtrak’s total market share is much lower: its high-speed rail vision plan hopes that by 2050 the incremental Master Plan could increase the NY/DC and NY/Boston market shares to 26% and 21% respectively, and the $117 billion vision under discussion could increase them to 39% and 53%. To put things in perspective, Korea’s existing high-speed service, which is not particularly fast, had a market share of two-thirds from Seoul to Daegu and Busan.

Not all of Amtrak’s underperformance in terms of speed or price or profit is due to its own mismanagement, but most is. FRA regulations force the trains to be substandard and slower than they could be given the infrastructure, but Amtrak never even asked for a waiver; in contrast, Caltrain, a small regional railroad asked for a waiver in preparation for its electrification plan, and got it.

But let’s move on to Vantuono’s next impish attack:

So, what exactly are our good Congressmen proposing?

First is “Northeast Corridor Competition.” “Unfortunately, Amtrak’s Acela currently averages only 83 mph between Washington and New York, and just 65 mph between New York and Boston (that’s mainly because the trains make stops at major cities, and most passengers don’t ride the entire route, but in any case, the issue is not speed, it’s trip time).The Mica/Shuster initiative will end the Amtrak monopoly (actually, most NEC trains are commuter trains operated by transit agencies). It separates the NEC from Amtrak, spinning it off as a separate business unit (this has been tried before); transfers the title for the NEC to USDOT, including all assets, property, and trains; USDOT enters into 99-year lease with a Northeast Corridor Executive Committee; Executive Committee manages NEC infrastructure and operations (this all sounds way too complicated).

Next, we “bring private sector expertise and financing to the table.” The legislation “requires a competitive bidding process for development of high-speed rail on the NEC; allows private sector to recommend best PPP framework; and establishes performance standards for competitive bidding process.” The end result? “Real high-speed rail on NEC—less than 2 hours between WDC and NYC (nice objective); double total intercity rail traffic on NEC (you’ll need to double the amount of main line tracks to do that, and where are you going to put them?)’; highest level of private sector participation and financing (not without big government dollars); lowest level of federal funding (sorry fellas, but someone is smoking something); full implementation in 10 years or less (you want it when?).

Practically none of the facts Vantuono tries to interject with is true. High-speed trains in most countries make stops in the major cities. Between Seoul and Busan, not only do all KTX trains stop in Daejeon and Daegu, but also they run to those cities on legacy track; the average speed from Seoul to Busan is 170 km/h, or 106 mph. And all Shinkansen trains stop in the major cities, and yet the Sanyo Shinkansen express trains average 224 km/h, or 139 mph.

The other too-clever-by-half fact, “you’ll need to double the amount of main line tracks,” is also false. Amtrak runs 1-2 Northeast Corridor trains per hour north of New York, and 2-3 south of New York. Doubling that requires no additional infrastructure, with the exception of the tunnels between New York and New Jersey, which run 25 tph on two tracks at the peak – and even there, no extra concrete is needed. The capacity of two mainline tracks, even at speeds higher than those of normal commuter trains, is more than 30 trains per hour; electronics before concrete, as the Germans say.

Finally, Vantuono’s complaint about the lack of “constructive discussion about how rail operations in the Northeast should be managed,” is that “we’re not dealing with railroaders.” In other words: anyone with expertise outside the slow, unsafe, badly regulated, and unprofitable American mainline system is to be ignored – to have their grammar mocked for saying “their” in reference to Amtrak and to have legislative plans for competitive bids dismissed as “it’s all too complicated.”

In the early 1980s, SEPTA tried to reform itself, under a management schooled in urban transit. It had grand plans for SEPTA Regional Rail: it built a tunnel connecting its two halves and through-ran trains, it wanted to run trains frequently, and before building the tunnel had considered severing one half from the FRA-regulated network and running it under rapid transit regulations. The result: the unions and the old-time railroaders rebelled, considering management to not be real railroaders. The reforms stalled with the exception of lower payscales for train operators, SEPTA Regional Rail remained more like American commuter rail than like an S-Bahn, and recently even the through-running regime was ended.

There’s a large segment of rail activists who are wedded to the old way of doing things: those are the people who defend FRA regulations, think regional rail should be treated separately from urban transit, can’t conceive of trains operating with no conductors, and want to build concrete before electronics and organization. As seen in the example of SEPTA, those people are the real obstacle to rail revival in the US, much more so than transient right-wing populist movements such as the Tea Party. Rick Scott and Scott Walker are unlikely to still be around in five years; Vantuono and the tens of thousands of railroad workers like him will be around and pass on their business culture to the next generation, and no concrete should be poured until the organization that created this culture is reformed.

Mica Introduces NEC Privatization Bill

Yesterday, House Transportation Committee Chairman John Mica and Railroads Subcommittee Chairman Bill Shuster proposed a bill to privatize Northeast Corridor operations. This will be done more like European rather than Japanese privatization: Amtrak will not be privatized directly, but instead the Amtrak-owned trackage and rolling stock in the Northeast will be transferred to a separate government-owned company, which will award a design-build-operate-maintain contract based on competitive bidding and lease the infrastructure to the winning bidder for 99 years.

Amtrak President Joseph Boardman replied, “This is broader than the northeast at this point. This is the Privatize Passenger Rail for America Act. The overall impact is this takes Amtrak apart, from an infrastructure standpoint, and replaces it with a government entity.”

The bill can be read here, with summary in plain English here. It does not include any regulatory component, and at this stage appears to leave the FRA in place. It also explicitly states that only the Amtrak-owned portions of the NEC will be transferred to the new government authority; if the private bidder wishes to use any infrastructure owned by Metro-North or the MBTA, the federal government will not help. With both of these hurdles still in place, the bill demands that private bidders meet the following requirements:

1. All current commuter rail services on NEC continued at current levels
2. All current freight rail services on NEC continued at current levels
3. 2 hours or less express high-speed rail service between Washington, DC and New York, and 2.5 hours or less between New York and Boston
4. Double the number of intercity trains on the NEC (both high-speed and Northeast Regional)
5. Complete the entire proposed project within 10 years

It is not clarified what the first two points mean. For example, one way to permit higher speeds in MBTA and Metro-North’s territories is to speed up the commuter trains, buying higher-performance trains and running them with more schedule discipline. Although by passenger standards this means the commuter rail service will have higher levels, from the perspective of the agencies this involves conceding turf and changing operating practices. In addition, increasing superelevation requires setting a minimum speed or running vehicles at cant excess (negative cant deficiency); while this is not a technical problem for commuter trains, traditional regulations are against it even outside the US, and it is a problem for freight trains. Speeding up freight trains is a solution, but could increase their operating costs, especially if they remain diesel-powered; this may or may not satisfy the second point in the bill.

In the absence of FRA reform, it would be difficult and expensive to achieve significant improvements; together with commuter rail agency turf, it bears some responsibility to the $117 billion cost of Amtrak’s Next-Generation High-Speed Rail plan, which has drawn criticism from many good transit activists.

In the presence of FRA reform and a rule requiring the commuter railroads to give access if required, the standards set in the bill are not very ambitious. The advertised timetable calls for an average speed of 180 km/h between New York and Washington, at the lower end of high-speed rail, and 145 km/h between New York and Boston, at the upper end of upgraded legacy rail. Existing high-acceleration or high-cant deficiency trains could achieve this on legacy tracks, with some upgrades. With small curve modifications (including an increase in superelevation, which could complicate matters for freight trains) an off-the-shelf Pendolino could run at 160-200 km/h even on the curvy Shore Line in Connecticut; south of New York, few curves would limit speeds to less than 200 km/h, and those are either relatively easy to fix or located near urban stations where speed would be low anyway.

Another issue with the bill is that it seems to want to maximize private spending in addition to minimizing public spending. It directs the Secretary of Transportation (who currently opposes privatization) to choose the expression of interest that,

(A) indicates that the project will successfully meet or exceed the performance standards.
(B) incorporates the greatest amount of private sector financing.
(C) incorporates the least amount of Federal support.
(D) is based on a public-private partnership structure that closely aligns with the structure selected by the Secretary.

In other words, there are no points awarded for exceeding the standards; however, there are points awarded for spending more money than necessary, as long as it’s all in the private sector. This despite the fact that at the speeds of the express trains running on the Sanyo Shinkansen (currently the fastest in Japan) and the TGV from Paris to Marseille, average speed would be about 220-230 km/h, for a total travel time of about 1:35-1:40 on both the New York-Boston and New York-Washington segments.

The glossy PDF that Mica and Shuster use to argue for the importance of privatization, noting increases in ridership in Britain and Japan, leaves out similar increases that came in Europe after the introduction of better regulations or more modern rolling stock. For example, the German rail reforms in the 1990s and the introduction of high-speed ICE trains helped raise ICE ridership from 6 million in 1991 to 36 million in 1999. France has seen large increases in TGV ridership and intercity ridership in general from the 1980s onward.

Despite this, good transit activists should not dismiss Mica’s effort the way they should dismiss openly dishonest anti-transit politicians, such as Governor Rick Scott. Achieving improvements in ten years is much better than Amtrak’s competing unambitious Master Plan. I believe the bill is reformable, and have already called Rep. Mica’s office and urge everyone else to do the same, demanding regulatory reform in addition to or instead of privatization.

Update: as Bruce McF notes in comments both here and on CAHSR Blog, 99 years is normal for a land concession but extraordinarily long for a transport concession. Under European-style privatization there’s a new auction once every few years, I think 10 at most.

Written in Concrete

This post was originally written in Hebrew by Shalom Boguslavsky, a social and political activist living in Jerusalem who blogs about Israeli politics at Put Down the Scissors and Let’s Talk About It. The views expressed here are those of the author rather than my own; I translated it because it’s important to showcase the politics of transit and there’s a dearth of good English-language analysis of Israeli transportation. -Alon.

As you’ve probably heard, the light rail (blight rail in Jerusalemite) is doing its final test runs before starting to operate. Here, as everyone knows, the only law that’s properly enforced is Murphy’s Law, so the train has managed to cause damage even before the first passenger has boarded when it was used as an asinine excuse to move religious Zionism’s annual hate march away from its normal route and toward Sheikh Jarrah.

Trains – like anything else, some would say – are a text, and a political text at that. Every text is like this at the place under discussion, and the series of design choices that have been taken tells us something about the people who selected them. Like every truly effective political text, it masquerades as a professional text, so that we the lay public won’t bother, but instead leave the decision makers to do what they please.

But if the considerations behind the line were professional, most likely it would have looked completely different. Today, it begins at Mount Herzl/Yad Vashem, across from the Haredi neighborhood Bayit VeGan; passes through the Central Bus Station and Jaffa Road; cuts across to Route 1, which was once the no man’s land between West and East Jerusalem; and continues from there to Pisgat Ze’ev. In short, the IDF-Holocaust-Haredis-settlers line.

Did the planners conceive of this symbolism that I see? I doubt it, but they made their choices: only about a kilometer and a half separate Mount Herzl from the Golem at Kiryat HaYovel. This is a gigantic urban neighborhood with a very diverse population whose socioeconomic status is medium or lower, for the most part. It also attracts a lot of cultural and educational activity of all sectors and the center of the city’s social activism. The people there desperately need good public transit and it’s only a kilometer and a half. But it’s been postponed to the next phase, which given the 11 years of destruction of the first one who knows when it will come. Pisgat Ze’ev, a settlement that’s closer to Ramallah than to central Jerusalem, got priority and is in the first phase even though there the need is less urgent, and at any rate the inner parts of the city need to get solutions before the bedroom communities that are already served by fast highways anyway.

The insistence on directing the train to Pisgat Ze’ev comes at the expense of the choice to build the first line as a ring line. After Jaffa Street, the train could have passed by the bonanza of rich tourists of King David Hotel, the culture and entertainment sector of the German Colony, the Talpiot industrial zone (which includes the cheap commercial center that serves most of the residents of the nation’s poorest city, among other things) and the neighborhoods nearby it, Beit Safafa, and Malha, which is home to Teddy Stadium, the under construction Arena, the train station, and the Biblical Zoo, which attracts a lot of visitors and is really not lush with public transportation. After that it would have served the neighborhoods of Malha, Ramat Sharett and Ramat Denya, the eastern end of Kiryat HaYovel and back to the Golem. It would have helped solve some difficult transportation problems of southwest Jerusalem. The axes in Jerusalem are mostly north-south, and to get by bus from Kiryat HaYovel to the German Colony or Talpiot, despite the short distance, takes longer than to get to Tel Aviv, and not much shorter than to walk. It would have been possible at the next phase to connect Gilo to the blight rail. Gilo is a settlement as well, in fact the largest of them, and it would have also served a large stream of settlers from Gush Etzion and Mount Hebron who enter the city through it. Of course unlike the popular view, the Israeli government has no interest in serving the settlers, only in serving the settlements. The settlers are like the rest of the people here – a means and not an end – only with a different spot in the hierarchy of privileges.

On its way to Pisgat Ze’ev, the train passes within a spit’s distance of the Hebrew University’s Mount Scopus campus. It would have been easy to route the train near the university so that it would have served thousands of students who need much more public transit than they are getting. Instead of doing so, city hall went for a step that was supposed to be “modern” and built “bike paths” from the train to campus. Why the scare quotes, you ask? Well, one must see the “bike paths” to believe it, and I implore everyone who is not named Evel Knievel not to put his front wheel on one of these paths if he ever wants to see his loved ones again. Oh, and the trains have no room to store bicycles on board.

And this is before we start talking about the obvious thing. There’s no need for a train at all, and in its stead it would have been better to invest in BRT, a method with which third-world cities with less money and more mess have already solved their transportation problems. There’s BRT in Jerusalem too, but it’s mainly buses and not lanes, and those giant buses have been directed straight to the thriving Mahane Yehuda Market, choking what has become a (pedestrianized) national attraction in the last few years.

And what is even more obvious: you may have noticed this post, like the train’s route, is concerned only with West Jerusalem and the big Jewish neighborhoods in East Jerusalem. The idea that the blight rail is supposed to serve the forever and ever united city’s Palestinian residents, except those who live right on Route 1 and those who are rich enough (or collaborators the Shin Bet helps) to live in Pisgat Ze’ev, is still science fiction in Israel of 2011. Palestinian East Jerusalem is simply left on purpose (come on, say “the Arabs can build up”) in a third world state of urban design, in the hope that the Arabs will leave it. There’s probably no clearer example to the regime of separation in the city than the two separate public transit systems, for Jews and Arabs. True, an Arab can get on a Jewish bus and vice versa, but the transportation doesn’t even flow on the same grid. But this is worth a separate post, and simply reflects on the city level what is happening on the national level.

Because if you’re sighing in relief at this stage thinking that you live in a city with saner urban policy, let me spoil your party. If this is so, it’s only because you have an urban policy. In Jerusalem, there’s only national policy, managed by the same government that runs the rest of the country. The city is run directly by the government, and is governed for symbolic and geopolitical needs and not for the welfare of its residents. Jerusalem’s city government is the weakest in the country and the role of the mayor, in addition to “taking out the garbage” (as Prime Minister Golda Meir clarified to Mayor Teddy Kollek back in the day), is to foment riots, do public relations, and finagle money from American Jews. Other than the part about removing the garbage, Mayor Nir Barkat is indeed great at his job. And we, the locals, simply feel the wrath of the government’s arm directly.

Quick Note: Safe Streets, Safe Cities

Everyone should go read Jan Gehl’s post on Streetsblog about good urban design, excerpted from his book Cities for People. I have nothing to add, except to underline one part that’s often underrated among urbanists: the role of parked cars as buffer between moving cars and pedestrians or cyclists. Compare this photo with this photo, and ask yourself where the cyclist is better protected.

I generally tend to be very supportive of Manhattan’s design. The streets may be wider than elsewhere, but that translated mostly to increased pedestrian space. Manhattan’s 18-meter side streets have 1-2 driving lanes and a parking lane on each side; so do the 12-meter side streets in Tel Aviv, the difference being that in Tel Aviv cars park with two wheels on the sidewalk. As long as there’s an adequate street wall and the buildings are not set back from the street, it isn’t a real problem. As Gehl notes, there are many ways to make cities livable short of the ideal of Venice, in which cars begin where the city ends.

Urbanism, Gentrification, and Romanticism

Yonah is bringing up neoliberalism as one reason American cities, in his case study Detroit, are building new showcase light rail lines while at the same time neglecting bus service. Quoting a study showing the same in Chicago, he explains that this creates an uneasy tension between transit advocacy and development for the sake of the elite.

Actually, I am not surprised, not because of neoliberalism, but because of the trend toward new urban romanticism in gentrification. The best way to understand gentrification today – and the construction of greenfield light rail lines is every bit as connected to gentrification as highway construction was to suburbanization – as the mirror image of suburbanization from the middle of the 19th century onward. The political forces at play can be summarized in the following table:

Suburbanization Gentrification
1. Initial trends Industrialization, rapid urbanization Globalization, suburbanization
2. Social problems Overcrowding, slums, industrial pollution Sprawl, fractured communities, car pollution
3. Romanticized past Preindustrial rural life Traditional (19th-early 20th century) urbanism
4. Proposed elite solution Suburbs, cars, home ownership, separation of uses Urban neighborhoods, transit, condos, mixed uses
5. Solution for the existing urban form Urban renewal: the city is turned into modernist towers and playgrounds for the suburbs None yet identified, but proposals include demolition and ruralization, and redevelopment

The best reference for the political forces – as opposed to the urban forces – is Nations and Nationalism, by Ernst Gellner. Gellner argues that modern nationalist culture, including urban romanticism for rural life, is an inevitable byproduct of industrialization. Industrialization leads to unprecedented mobility and a large increase in the size of the economic unit, from the village to the entire nation. This requires some measure of cultural uniformity, which the core imposes on the provinces often with great violence: in the 19th and early 20th century, France imposed Parisian French on provinces that spoke different languages, spanking schoolchildren who said a word in Occitan or Breton.

Although the resulting national culture is made in the cities, it has to romanticize peasants, who live in the vast majority of the nation’s territory. Gellner does not mention this, but in Israel, one can see even more: the most romanticized people are those living in or near disputed territories (for example, Sderot), since they form the basis for territorial claims.

The result of this romanticism is that although the elites live in the cities, most people living in the cities are ignored in favor of ruralism; this is still present today but in weaker form, in “Real America” epithets used by small towns against the cities.

Going back to transportation, this interacted with the real problems in rapidly industrializing cities, such as slums; those slums not only were and looked polluted, but also were hotbeds of cultures other than the national culture, for example immigrant enclaves in the US and cockney culture in London. The decision to build the subway in New York was not just about transportation, but also about transforming urbanites into proper Americans. Indeed, suburbanization happened in every developed country except Singapore and Hong Kong, which escaped this trend not because they are dense or incompatible with cars (as noted in Paul Barter’s thesis, Singapore wasn’t very dense in the 1960s and 70s), but because they are city-states and never had this rural nationalism.

Later, national highway systems (initially only for rural and intercity roads, not urban roads) built the nation, and helped people escape the cities for suburbs that were nothing like traditional rural areas. Part of this difference was fully intended: the urban reformers of the 19th century knew damn well that the rural areas had poor access to jobs, and wanted the suburbs to combine the best of both. But the larger part was not: the suburbs were never truly bucolic, could not offer truly bucolic life except to the very rich, and suffer from the same problems of traffic and social dependence (on homeowners’ associations rather than landlords) as the cities.

I contend that the exact same social trends are happening today, but with cities instead of rural areas. Urbanization happened sufficiently long ago that there’s an entire movement idealizing traditional cities. Real America is no longer just Hope and Crawford, but also Chicago’s South Side.

Under the new paradigm, People who railed against urban renewal, such as Jane Jacobs, become objects of romanticism by disaffected suburbanites, As Sharon Zukin notes in The Naked City, the authentic working-class culture of the West Village that Jacobs loved so much is long gone, but people still cling to its urban design and therefore the neighborhood is still in demand. The now-old working class is every bit an object of admiration today as the peasant class was in 1900.

The current trend for urban revitalization is easy to miss, since it’s only starting. It’s comparable to suburbanization in 1910, not 1955. But New York has had a building boom in the last 10 years, and has been growing faster than its suburbs since 1990 (see ACS data for 2009 here, and census data for 1990 and 2000 here). Since 2000 San Francisco has outgrown its suburbs as well, and in many less gentrified cities, such as Philadelphia, the core has had a population explosion even if the surrounding areas declined. What is more, the growing cores tend to be high-income, fueled by condos rather than low-income housing; this has happened in tandem with the suburbanization of poverty.

Since the current trend is as based on elite needs (in this case, globalization) as the previous trend of suburbanization, it’s not surprising that the infrastructure that comes with it is based on serving the elite: expensive airport connectors, development-oriented transit, bike lanes only for the rich, high-speed rail connecting revitalized urban centers, and generally deprecation of urban infrastructure used by existing residents who aren’t elite. Of course, it does not mean greenfield transit, airport connectors, bike lanes, and high-speed rail are not useful; transit advocates often support them independently of development potential. But it means that the elites like those projects independently of public benefits, and are thus likely to build boondoggles. Yonah himself has noted that,

Those who engage in [transit promotion] simultaneously argue for the social welfare benefits of providing affordable mobility for as many people as possible while also suggesting that good public transportation can play an essential role in city-building — essentially for the elite. After all, one of the primary arguments made for investing in new transit capital projects is that their long-term benefits include raising the property values of the land parcels near stations.

This creates an uneasy pro-transit coalition in many places where development and real estate interests align their lobbying with that of representatives of the poor to argue for the construction of new transit lines (usually rail), under the assumption that projects will benefit each group.

This produces an identity crisis for transit. For whom is it developed? Can its social mobility goals be reconciled with the interests of capitalists in the urban space?

There is not much to do about the trend for gentrification – like the trend for suburbanization, it can be partially managed, but not attacked. However, in the realm of transit, transit activists should be vigilant and prevent becoming useful idiots for developers and urban boosters. The elites can be powerful allies for change if they support the right kind, but it’s imperative to make sure they work for us instead of the reverse.

Update: a similar point was made six weeks ago by Linda Baker of Portland Urbanista, only she was more concise.