British rail operator Network Rail says it plans to cut 1,800 maintenance jobs by April 2011. "We are discussing our plans withour people and their union representatives and no final decisions have been made,” said a company spokesman quoted by the Times of London.
Network Rail, which runs Britain's rail network and its largest train stations, employs 33,000 people.
The news follows the company’s announcement of plans for a high speed rail link from London to the north of Britain that would halve travel time to Scotland to just over two hours.
Rail transit vendors have two bulky new documents from the New York Metropolitan Transportation Authority available for study as they seek clues to business opportunities over the next couple of decades. Total rail transit capital expenditures exceed $10 billion a year, and more than half of that is spent on in MTA rail systems serving the New York City area.
In addition to a previously reported draft five-year (2010-2014) capital investment plan totaling $25.5 billion, MTA has a released a 20-year (2010-2029) Capital Needs Assessment “focused on rebuilding the existing system, which includes replacing assets and maintaining those assets already repaired.”
These add up to $128.8 billion, of which $112.304 billion would go to MTA’s three rail operators: NYC Transit, $84.146 billion; Long Island Rail Road, $16.372 billion; and Metro-North Railroad, $11.786 billion. (The remainder would be go to MTA Bus Company, MTA Bridges and Tunnels, and MTA Police and Security.)
“These needs are constrained only by the capacity of the agencies to implement the program while continuing to operate their systems and serve their customers,” said MTA.
“On a fully unconstrained basis, the agencies’ needs are even greater than what is included in this assessment since more backlogged State of Good Repair Needs exist than can be implemented.” These backlogged needs total roughly $50 billion for all agencies.
MTA identified these major rail agency needs:
NYC Transit. More than half of NYCT needs, $47 billion, focus on signal system investments, subway cars, buses and paratransit vehicles, and stations. Signal systems, $14.5 billion, constitute the single largest category of needs. The next 20 years will see much of the subway system rebuilt with communications-based train control, permitting higher speeds and shorter headways, thus increasing capacity, as well as providing for automated train operation. New subway cars, at $11.278 billion, are the third-largest category of needs, following station improvements, $12.56 billion. Communications improvements will cost an estimated $3.48 billion. Of NYCT's 228 miles of line structures, 76 miles will be rehabilitated. CBTC will be installed on most of the lines to be modernized.
Long Island Rail Road. Major planned investments over the next 20 years are: rolling stock, $2.299 billion; stations,$1.85 billion; track, $5.67 billion; line structures, $1.088 billion; communications and signals, $2.19 billion; and power, $1.44 billion. Centralized train control will relocate LIRR train dispatching, train supervision, and tower operations to the Jamaica Control Center. As LIRR modernizes the signal system at Jamaica, it will reconfigure a 96-year-old track layout for increased throughput.
Metro-North Railroad. Rolling stock, at $3.614 billion, is the costliest planned investment. Track and structures will get $2.406 billion; Grand Central Terminal, stations, and parking, $ 2.277 billion; communications/signals, $747 million; power, $615 million; and shops and yards, $1.7 billion. Metro-North plans to increase capacity on its busy Harlem, Hudson, and New Haven lines, through track, signal, and power improvements. These include electrification of the Hudson line between Croxton-Harmon and Peekskill.
Systemwide, MTA says communication investments will see “expansion of real-time transit information in subway and rail stations and on personal handheld devices. New technologies such as Twitter and Instant Messaging will deliver targeted information to customers.”
During the next 10 years, the fare payment infrastructure on all MTA properties will reach the end of its useful life. “The replacement promises the ability to use a single smartcard or a cellphone with a smartchip to ride any and all of the MTA region’s transportation systems.”
New transfer points will be added between intersecting subway lines and between bus and subway or bus and regional rail connections through intermodal terminals.
In federal court papers filed Wednesday in Cheyenne, Wyo., the Dakota, Minnesota & Eastern Railroad said it has dropped condemnation lawsuits against some landowners in northeastern Wyoming because the recessionary economy has caused an indefinite delay in plans to extend its lines into the Powder River Basin coalfields.
The proposed extension was the focal point of a $6 billion plan to tap into coal resources now available only to BNSF and Union Pacific. Two years ago, DM&E filed condemnation suits against 19 property owners seeking up to 1,200 linear acres for a right-of-way. DM&E is now owned by Canadian Pacific.
A company spokesman says the move doesn’t signal DM&E’s abandonment of rail access to the Powder River Basin, but instead is a change in tactics in seeking to obtain rights of way from landowners in northeast Wyoming.
The California High-Speed Rail Authority’s environmental impact statement for the Bay Area portion of its proposed 800-mile, $44 billion high speed rail system is inadequate, Sacramento Superior Court Judge Michael Kenny ruled Wednesday.
The decision validated some of the objections filed by conservation groups, joined by outright opponents of HSR in the Bay Area communities of Atherton and Menlo Park. Other objections, such as the claim that HSR promotes urban sprawl, were judged to be without merit and dismissed by Kenny.
Left open for political maneuvering was the specific route of the system in the Bay Area. Some contend that HSR would carry more passengers if the service followed a route over the Altamont Pass instead of the recommended Pacheco Pass routing.
The judge ruled the Authority’s environmental impact report did not fully address vibration issues, land-use impacts outside of sprawl, such as the displacement of residences and businesses, or the impact of Union Pacific’s refusal to share its right-of-way for HSR use.
One observer said the ruling appears not to require any change to the current proposed route in the Bay Area. But the non-profit Planning and Conservation League, one of the plaintiffs, said the decision means the choice to build the train along the Pacheco Pass route will be rescinded and the impacts and alternatives more thoroughly studied.
Tina Andolina, the group’s legislative director, said, "We hope the Authority will get right to work on a thorough and comprehensive review. The public supports high speed rail but wants it done right since we simply can't afford to throw $10 billion [sic] at a project that is done haphazardly."
Andolina said the alternative route along the Altamont Pass route would have fewer environmental and community impacts, serve more riders, and likely cost less than the proposed Pacheco Pass route.
As an indication that the rail industry is truly on the rebound, analysts have been awaiting the return of stored freight cars and locomotives to service. That is now happening.
Norfolk Southern is reported to have returned to duty approximately 9,500 of the 35,000 freight cars previously in storage, along with about 200 of 700 idled locomotives. This has happened gradually in recent weeks and leaves about one-fourth of the railroad's total freight carfleet and around 14% of its motive power in storage.
Rising traffic demands have also led Union Pacific to bring back on line an undisclosed portion of its stored rolling stock.
All major Class I chief executives commented in announcing second-quarter results that the recession appeared to have bottomed out. The year-over-year percentage decline in traffic, which at one time was in the mid-20s, has recently been in the upper teens.
Seattle’s Sound Transit has begun reviewing bids for tunnel boring work required for its $1.9 billion University Link light rail transit extension, set to commence early next year. The work would connect Seattle’s existing transit tunnel with Capitol Hill, with the extension set to open in 2016.
Sound Transit reports the estimated costs came in below expectations. The lowest bid of $153.6 million submitted by JCM U-Link Joint Venture was $20.7 million, or 12%, below an engineering estimate. The joint venture comprises Jay Dee Contractors, Frank Collucio Construction Co., and Michaels Corp. A second bid, at $154.1 million, was submitted by a Kenny Construction/J.F. Shea Construction Co. joint venture.
Sound Transit’s Board of Directors expects to select a winning bid this fall.
Siemens AG, through its Siemens Transportation Systems subsidiary, and German Rail (Deutsche Bahn, or DB) have announced a joint effort to tap the potential U.S. market for high speed rail.
Spokespeople from both companies say the Obama Administration’s commitment to grow HSR in the U.S. made such a joint venture practical.
Germany’s Der Spiegel reported that Siemens would supplyhigh speed ICE-3 trains and transport technology, while Deutsche Bahn would offer itself as a qualified operater of any U.S. HSR route. DB’s position could be the more problematic of the two, since numerous U.S. private concerns, as well as Amtrak, presumably would compete for such a role.
Officials of the Amalgamated Transit Union Local 1555 said Tuesday the union had overwhelmingly approved a new contract with Bay Area Rapid Transit, just a little more than a week after a strike deadline August 17threatened to shut the system.
More than 80% of union members voting on the contract with BART approved the deal.
Union president Jesse Hunt said the agreement calls for a four-year contract. Terms include reducing overtime, charging employees more for premium health benefits and eliminating jobs through attrition instead of layoffs. The contract is similiar to one accepted by two other BART unions. Train operators and station agents had previously rejected a four-year contract, and their union was seeking a shorter contract.
"We've accepted the cuts and sacrifices asked of us for the next four years, which are greater than those asked of any other employees, union or nonunion," Hunt said. "Today, a majority of our members have voted to ratify this contract. We will sign this contract."
Public support for a proposed $40 million rail transfer station in Pennsauken, N.J., across the river from Philadelphia, appeared substantial at a Community Information Session held Tuesday in the municipality by New Jersey Transit. NJT seeks to build the station to tie its east-west Atlantic City Line passenger rail service to and from Philadelphia with its north-south RiverLINE diesel light rail transit (DLRT) line linking Trenton and Camden.
Such a station was to be built during construction of the RiverLINE, which opened for revenue service in 2004, but was deleted as a cost-saving measure by New Jersey Transit.
NJT seeks to build the station in two stages, mostly due to the its reliance on American Recovery and Reinvstment Act (ARRA) stimulus funding requirements.
One southern New Jersey rail advocate who attended the meeting said no one present appeared opposed to the project, a strikingly different sentiment given the past vocal opposition by Pennsauken residents and other nearby neighbors to the implementation of both existing rail passenger lines involved. Current concerns focus more on security at the new facility and its adjacent parking area.