los Angeles County
Metropolitan Transportation Authority
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Los Angeles, CA 9ooiz-2952
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metro.net
Metro
REVISED
COMMITTEE
AND
PROGRAMMING
PLANNING
MARCH 14, 2012
SUBJECT: ANTELOPE VALLEY LINE INFRASTRUCTURE IMPROVEMENT
STRATEGY
ACTION:
RECEIVE AND FILE ANTELOPE VALLEY LINE INFRASTRUCTURE
IMPROVEMENT STRATEGY
RECOMMENDATION
Receive and file report on the status of the Antelope Valley Line Infrastructure
Improvement Strategy (AVLIISP) project for infrastructure improvements that enhance
corridor safety, increase passenger rail service, improve operating efficiency, and
reduce travel times in this rail corridor between Los Angeles Union Station and the
Cities of Palmdale and Lancaster.
ISSUE
In April 2011 the Board directed staff to review the feasibility of enhancing the Antelope
Valley Line corridor and to identify infrastructure improvements that would enable
Metrolink service to operate faster, safer, and more reliably between Los Angeles Union
Station CLAUS) and the City of Lancaster. Existing infrastructure constrains Metrolink
speeds to an average of 40 miles per hour and travel times approximating two hours
between Palmdale and LAUS. A major objective of the study was to identify the
infrastructure necessary to support a trip time reduction of up to 50% over existing
service. Another key objective of the study was to identify safety improvements along
the corridor, specifically for pedestrian and vehicular traffic at existing at-grade
crossings. In addition, the project considered opportunities to build for future capacity
needs while accommodating expanded/future service in the corridor for freight and high
speed rail. The study includes an assessment of funding opportunities and a costbenefit analysis of capital projects to help prioritize proposed improvements and allow
for phased implementation as demand for additional service increases and funding
becomes available.
The project team conducted a detailed corridor assessment, including site visits and
information obtained from Metro, Metrolink, and the California High Speed Rail
Authority (CHSRA). The team identified the following physical and operational
constraints that currently affect run time in the corridor: (1) Curves in the right of way
through the mountains between Sylmar and Lancaster prevent higher operating
speeds;(2) Narrow right-of-way prevents the significant straightening of curves or
addition of track without acquisition of additional right of way;(3) Single-track sections
limit operational flexibility and add run time to trains when they must wait for another
train to clear that segment of the track; (4) Significant signaling constraints cause
delays while trains are held for traffic; (5) Facilities constraints at the Lancaster station
and Sylmar stations cause lengthy dwell times to board and alight passengers; and,(6)
Numerous vehicle and pedestrian at-grade crossings prohibit higher operating speeds
without significant enhancements or elimination of the crossings.
SUMMARY OF FINDINGS
The AVLIISP study has concluded that there are infrastructure improvements that can
be made to the Antelope Valley Line corridor that would increase average speed and
improve operations, efficiency, and service levels for passenger rail service in the
corridor. The study has determined that decreasing travel time to one hour between
Palmdale and LAUS is impractical within the existing right-of-way.
The following major findings are made in the draft report:
1. Advance segments of the Antelope Valley Line Corridor to preliminary
engineering and environmental work.
2. Develop a comprehensive grade crossing and grade separation safety program
for Metrolink operated lines in Los Angeles County.
3. Increase the staffing levels of the Regional Rail group to manage these and
other capital improvement programs.
4. Establish a Regional Rail Bench of engineering consultants qualified in the
engineering of commuter rail facilities.
DISCUSSION
The Antelope Valley Line (AVL) is a 75-mile rail corridor in Los Angeles County, used
by the Southern California Regional Rail Authority(SCRRA)to provide Metrolink
commuter rail service and by Union Pacific Railroad (UPRR)to carry freight. The rightof-way(ROW)is almost entirely owned by LACMTA with an exception in the Palmdale
segment. A portion of the AVL corridor, between the connection with the Ventura Line
at Burbank Junction in the City of Burbank and Los Angeles Union Station CLAUS), is
used by Amtrak to carry intercity rail passengers as part of the Los Angeles to San
Diego (LOSSAN)service. The AVL between Los Angeles Union Station CLAUS) and
Sylmar is proposed as a shared corridor for future California High Speed Train service.
Currently, over 38 passenger trains per day operate north of Burbank Junction,
including the new Metrolink express train service. South of Burbank Junction 89 trains a
Antelope Valley Line Infrastructure Improvement Strategy
Page 2
day, including Amtrak, UPRR, and Metrolink trains operate over the ROW. The average
speed of Metrolink trains in the AVL corridor is approximately 40 miles per hour and
requires about two hours to travel between Palmdale and LAUS. Approximately 5800
Metrolink riders use the AVL each weekday, making this line the third busiest in the
Metrolink system.
Character of the Corridor
The AVL corridor runs through a diverse part of Los Angeles County. To facilitate the
analysis, the project team identified five sections as follows:
1. Los Angeles Union Station to Burbank Junction — An urbanized section with
eight (8) grade crossings and two (2) stations (Glendale and Downtown
Burbank). The Metrolink Ventura Line, Amtrak intercity passenger service,
and UPRR freight utilize this section as well. This segment has the heaviest
train traffic of the corridor and is part of the LOSSAN Corridor, the second
busiest passenger rail corridor in the United States.
2. Burbank to Sylmar — An urbanized section with 18 grade crossings and two
(2) stations (Sun Valley and Sylmar/San Fernando).
3. Sylmar to Santa Clarita— A suburban section with six (6) grade crossings and
two (2) stations (Newhall and Santa Clarita). A portion of this section is
constrained by the adjacent I-5 freeway and asingle-track tunnel (Tunnel 25).
4. Santa Clarita to Palmdale — A semi-rural area with 32 grade crossings and
two (2) stations (Via Princessa, Vincent Grade/Acton). This section is
characterized by steep gradients and several curves as the alignment goes
up Soledad Canyon. In addition, a single track portion of this segment
between Palmdale and the Via Princessa station, requiring 1 hour and ten
minutes to traverse, is a significant operating constraint.
5. Palmdale to Lancaster — A developing area with 10 grade crossings and two
(2) stations (Palmdale and Lancaster). This section is characterized by
shared ROW with the UPRR.
Each section has characteristics that affect train operations and travel time in different
ways and will require improvements that address the existing constraints. In order to
address the features in each segment and properly address the constraints, the project
team developed a methodology to determine the recommendations for infrastructure
improvements in the AVL corridor.
Conceptual Analysis Methodology
The steps in the process were (1) identification of constraints to operational flexibility,
travel time, and safety;(2) application of improvement strategies to address the
constraints,(3) development of order-of-magnitude costs and estimated time savings,
(4) consideration of environmental issues,(5)funding opportunities, and (6)
prioritization based on operating benefit, funding availability, and ease of
implementation. In addition, a prioritized list of recommended safety improvements
appropriate to each crossing has been determined, including costs.
Recommended infrastructure improvements that address the physical and operational
constraints have been broken into two tiers of improvements. The first tier, Tier 1,
Antelope Valley Line Infrastructure Improvement Strategy
Page 3
includes projects that would result in improvements to operations that could be
implemented in the short-term (one-to five years).
More substantial infrastructure improvements have been identified as Tier 2. These
include more improvements and would achieve significant capacity and flexibility, while
reducing run time by an estimated 10.8 minutes between LAUS and Palmdale.
Because of the significant construction costs these improvements may require from 10
to 20 years to implement.
Potential Infrastructure Improvements -Tier 1
Most Tier 1 improvements are located between the Downtown Burbank and Via
Princessa stations, and include improvements at the Palmdale station. These
recommended improvements would have greater ease of implementation, require a
minimal amount of additional ROW and could likely be constructed with existing funding
sources, including Measure R, State, and Federal grants.
The estimated costs are $32.7 million for track improvements and $32.66 million for
track and station improvements. The improvements are summarized as follows:
• Between the Downtown Burbank and Via Princessa stations, optimize the
existing alignment by increasing the curve radius to increase running speeds,
construct new track, realign existing track, construct continuous double-track,
and install turnouts and crossovers at specific locations to provide operational
flexibility. These improvements will enhance reliability, capacity and are
estimated to reduce overall run time by 2.8 minutes;
• Between the Via Princessa and Palmdale stations increase the amount of
double-track segments to allow operational flexibility. This will reduce the
operational impact of this mostly single track segment requiring a travel time
of 1 hour and ten minutes between the two stations.
• At the Palmdale station, add a second platform and an additional siding to
allow all train consists at the end of the line to be serviced at one time. Track
improvements will eliminate the single-track turn constraint at the Palmdale
Station.
At the Sylmar station, double-tracking is proposed. In addition, additional
analysis should be done to more efficiently board passengers at this and
other Metrolink stations.
An important finding in an analysis of the proposed improvements showed that
significant travel time improvements were not easily achieved in this corridor without
significant infrastructure investment. Furthermore, capacity related infrastructure
improvements will have a collateral effect of increasing efficiency and, consequently,
reduce the overall travel times within this corridor. For example, a train currently
holding at a siding while another train clears the track creates a time delay that is
Antelope Valley Line Infrastructure Improvement Strategy
Page 4
rectified through expansion of double tracking. While this time savings will not appear
with modeling of run times, it will appear in overall operational analysis of the line.
Potential Infrastructure Improvements -Tier 2
Tier 2 includes more infrastructure-intensive improvements and would achieve
significant capacity and flexibility, while reducing run time by an estimated 10.8 minutes
between LAUS and Palmdale. Because of the significant construction costs these
improvements may require from 10 to 20 years to implement. Tier 2 would primarily
involve alignment modifications located primarily between the Via Princessa and
Lancaster stations, and include:
Improve the existing alignment by increasing the curve radii to increase
running speeds, construct new track, realign existing track, and install
turnouts and crossovers at specific locations to provide operational flexibility.
Add 14 bridges and four (4) tunnels to allow for additional straightening of the
track alignment. It should be noted that one of the proposed tunnels requires
that trains skip Santa Clarita station. This is a dramatic change in service
which would likely be unacceptable by LACMTA, Metrolink, and the City of
Santa Clarita.
Tier 2 improvement costs are estimated at $14.4 million for track improvements and
$241.9 million for tunnel and bridge projects. The higher cost of this program as
compared to Tier 1, likely will require a funded development program that includes
significant environmental review. Tier 2 projects will require a more detailed engineering
and environmental analysis of the right-of-way to develop a more comprehensive cost
analysis.
Potential Safety Enhancements
Increasing the speed of trains on the AVL or increasing the frequency of service will
introduce an increased risk. To address this risk, safety enhancement needs along the
corridor were evaluated to identify the modifications of each at-grade crossing. The AVL
has 41 public at-grade crossings, 16 private at-grade crossings, and seven pedestrian
at-grade crossings. The AVLIISP contains detailed information for each at-grade
crossing. The study shows the top ranking highway-rail at-grade crossings identified by
the Federal Railroad Administration that should receive further review by engineers and
specialists. A prioritized list of recommended improvements for each crossing was
developed as part of the AVLIISP.
The analysis of these enhancements was an overview of the conditions existing on the
Federal database and observations. A complete analysis including; hazard analysis of
existing conditions and operations, public use, traffic analysis, and on-site infrastructure
analysis was not completed. It was noted that significant detailed analysis is needed in
this and other railroad right-of-way in Los Angeles County as part of a comprehensive
grade crossing safety program.
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To determine the locations where funding would best be applied it was assumed that
the public at-grade crossings are viewed as the highest priority since they typically see
the majority of use. Private crossings typically have agreements between the railroad
and private owners) as to the treatments and use. Further site investigation is required
to review these crossings. The evaluation of each of the crossings analyzed potential
upgrades in pedestrian treatments at each of the crossings, particularly where the
crossing configuration may be altered or changed as a result of implementation of
recommended Tier 1 improvements (single track to double track). The evaluation
followed the prescribed design practices and considerations outlined by the California
Public Utilities Commission (CPUC) and Metrolink.
The existence of any of the below factors at an existing grade crossing were used to
help determine recommended pedestrian treatments:
•
•
•
•
•
School Zone, Hospital Zone, Adjacent ADA Facility
Proximity to Rail Passenger Station
Number of Main Tracks
Visibility Restricted on Pedestrian Approach
Constrained Right-of-Way
Total estimated cost of minor roadway/safety improvements are approximately $9.6
million, $33.1 for major roadway/safety improvements, and $253 million for crossing
enhancements that would enable higher speed railroad operations. Both the minor and
major roadway and safety improvements can be implemented in the near term and
result in immediate benefit. The benefits of increased safety for pedestrians and
motorists cannot be easily quantified, but are of significant value to the communities
adjacent to the railroad, and will be evident over the reduced number of incidents at
grade crossings over time. Four quad gates would also reduce the possibility of
incidents at crossings.
It is anticipated that implementation of the proposed grade crossing improvements
would result in a decrease of incidents involving employees or patrons, improve the
visual recognition of the safety enhancements, reduce the number of incidents involving
vehicles, while improving existing infrastructure and maintaining a state of good repair
throughout the AVL corridor.
Constraints
The potential to increase the maximum allowable speed (MAS)to 110 miles per hour
(mph) was considered, but deemed impractical for several reasons: the majority of the
corridor would have to be realigned to minimize curves, requiring a significant amount
of right-of-way acquisition, environmental mitigation, and infrastructure construction
and, the signal system throughout the entire AVL corridor would have to be evaluated
and updated. In addition, the close proximity of stations through the highest ridership
areas may preclude the use of the higher speed. This should be a consideration if the
alignment is significantly enhanced in conjunction with a phased high-speed rail
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program. Furthermore, existing Metrolink equipment would have to be significantly
upgraded, replaced, or additional locomotives added to the service in order to operate
reliability at these higher speeds.
The AVLIISP also includes a preliminary scan of the environmental constraints likely to
complicate implementation of proposed track improvements in the AVL corridor,
particularly in the Santa Clarita to Palmdale section. The scan identifies which sections
of the existing corridor can be improved with relatively limited environmental clearance
documentation and those sections that would likely require extensive environmental
analysis. The assessment does not identify or describe all known or anticipated
environmental issues that could affect attaining environmental clearance for the
proposed improvements or obtaining permits, and should not be considered a "scoping"
document. It is anticipated that either Tier 1 or Tier 2 proposed improvements in the
AVL corridor may be subject to the jurisdiction and regulations of a number of federal
resource agencies, acts, and processes. However, the Tier 2 recommended
improvements would create significantly higher environmental impacts, resulting in
additional environmental work to obtain clearance.
Operational Modeling
Rail Traffic Controller (RTC) modelinq of the Tier 1 and Tier 2 was performed in a
parallel process to the infrastructure improvement study. The model was run using the
existing system, including infrastructure and service levels to establish a baseline.
Once this was completed separate Tier 1 and Tier 2 models were run to establish
overall system performance.
The followina was determined usina the RTC model:
1. The larger benefit of infrastructure improvements addresses overall system
capacity. The value gained is in reduced travel times due to reduced delays.
These infrastructure improvements provide significant opportunities to
supplement Metrolink service with additional Express Trains, including additional
limited-stop options. The reduction of station stops can potentially reduce train
travel time by as much as the Tier 1 and Tier 2 speed improvements do.
2. Capacity improvements with the greatest benefit are double tracking between
Burbank Junction and Via Princessa and the Palmdale sidina.
3. The Lancaster terminus is at capacity to store and service trainsets.
increase of the AVL service requiring additional equipment staging at Lancaster
will require expansion on the facility.
4. Los Angeles Union Station has limited track and platform capacity with current
operations and expansion of service into Union Station may significantly impact
the operation of other services.
Antelope Valley Line Infrastructure Improvement Strategy
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5. Consideration of tilt train technology could provide additional reduction in travel
times but would require a different business model.
Bob Hope AirportlHollywood Way Station
As a parallel action within this study, an analysis is being completed of a station ai
Hollywood Way to serve Bob Hope Airport. This study is underway and additional
information will be provided at a later date.
High Speed Rail
A portion of the AVL will be utilized by the California High Speed Rail Authority
(CHSRA) in the development of the high speed train system. The new Blended
Approach identified in the 2012 Business Plan identifies this segment for significant
opportunity for additional operational needs. LACMTA staff has been working with the
CHSRA to develop operational alternatives to meet the revised phasing of the high
speed train system. These efforts will continue as staff works to determine funding
opportunities for capacity and safety improvements and as the California High Speed
Rail Authority completes the Los Angeles /Palmdale high speed train EIRs.
ALTERNATIVES CONSIDERED
The alternatives that were considered included delaying implementation until the
California High Speed Train project redevelops the shared HST/passenger rail sections
of the AVL corridor. This option was not considered viable given the conclusions
reached in the study that incremental improvements could be made that would improve
passenger rail service in the corridor. Another option that was considered was to delay
construction of AVL corridor improvements until the High Speed Train was funded to
construct the HST Palmdale to LAUS segment. Although there are elements of this
option that have merit, including the possibilities of sharing HST tunnels through the
Antelope Valley, there are AVL improvements that can be and will need to be
constructed in the short term that are necessary to improve Metrolink connectivity to the
Palmdale HST station. A third alternative that was considered was to continue to use
the existing infrastructure in the AVL until state of good repair requirements
necessitates an upgrade. This option is not supported by the results of the AVLIISP nor
is responsive to the Board motion directing Staff to identify actions that could result in
improvement to AVL corridor safety, travel time reductions, and increased operating
efficiencies.
FINANCIAL IMPACTS
The AVLIISP identifies several potential funding sources for the implementation of
infrastructure improvements to the Antelope Valley Line. The conceptual funding
scenario reflects the initial review of rough order magnitude costs estimates and
establishes the general funding targets for federal, State and local funding levels to
implement the recommended Tier 1 and Tier 2 program. As additional information is
developed related to the implementation schedules for recommended projects, funding
targets for specific programs can be refined.
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Based on conceptual engineering completed to date and a presumed development time
period between 2013 and 2027, the combined cost to implement the infrastructure
recommendations for the entire Tier 1, Tier 2, and Crossing Enhancement Projects is
an estimated $700.9 million, in 2011 dollars. The respective costs are $80 million for
Tier 1, $325.2 million for Tier 2, and $295.7 for Crossing Enhancements.
NEXT STEPS
The following next steps are proposed:
1. Staff will continue to work with CHSRA, Metrolink and FRA to complete the Los
Angeles/Palmdale High Speed Train EIR/S.
2. Staff will complete the conceptual analysis of locating a potential Metrolink
station at Bob Hope Airport in the City of Burbank.
3. Staff will prepare implementation schedules that group several smaller projects
into a program of projects appropriate for grant fund availability from Federal and
State sources.
4. Staff will return to the Board following completion of the final improvements plan
and will include cost estimates, final engineering and design, and an
implementation schedule. The plan will include integration with High Speed Rail
and corridor stakeholders.
Prepared by:
Irving N. Taylor, Transportation Planning Manager V
Don Sepulveda, Executive Officer
Antelope Valley Line Infrastructure Improvement Strategy
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Deputy Chief Executive Officer
~.
~~
Arthur T. Leahy
Chief Executive Officer
Antelope Valley Line Infrastructure Improvement Strategy
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