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REVISED AND PROGRAMMING COMMITTEE 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
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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,
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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

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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.

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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

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Deputy Chief Executive Officer

~.
Arthur T. Leahy Chief Executive Officer

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