Oregon Passenger Rail EIS Project Leadership Council Hal Gard, Rail Administrator, ODOT John Sibold, Cascade Rail Corridor Director, WSDOT Salem, OR June 6, 2012

Pacific Northwest High Speed Rail Corridor Passenger Rail – Amtrak Cascades 467 miles corridor 300 miles in Washington 134 in Oregon 33 miles in British Columbia

Pacific Northwest High Speed Rail Corridor Amtrak Cascades Passenger Rail Eleven daily trains totaling 4,015 annually: 4 daily round trips between Seattle & Portland 2 round trips between Seattle & Vancouver, B.C. 2 round trips between Eugene & Portland Five trainsets: Washington owns three Amtrak owns two Website

Partnership BNSF and UP own the tracks Amtrak operates service We pay Amtrak via a contract / Amtrak pays the railroads Talgo and Amtrak maintain equipment Washington pays Talgo via contract Who pays: The states of Oregon and Washington, Amtrak, and passengers pay for the service; U.S. and Canada provide funds for border security 4

Amtrak Cascades History 1993 – Amtrak began one Seattle-Portland daily round trip 1994 – Washington State expanded the service with an additional Seattle- Portland daily round trip 1994 – Oregon extended one Seattle-Portland round trip to Eugene 1995 – Washington expanded service to Vancouver, B.C – Washington added another leased train 1999 – Amtrak Cascades brand debuted, Washington added a third Seattle- Portland daily round trip, and purchased custom-built trains 2000 – Oregon extended a second Seattle-Portland round trip to Eugene 2001 – Washington added a station stop in Tukwila, WA 2004 – Oregon added a station stop in Oregon City, OR 2006 – Washington added a fourth daily Seattle-Portland round trip 2009 – Washington added second daily round trip to Vancouver, B.C.

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What is not High Speed Rail? *U.S. Department of Transportation/Federal Railroad Administration High-Speed Rail Strategic Plan - April 2009 Commuter rail scheduled service on fixed routes on a non-reservation basis primarily for short-distance (local) travel between a central business district and adjacent suburbs. A rapid transit, underground, subway, elevated railway, metro or metropolitan railway system is an electric passenger railway in an urban area with a high capacity and frequency, and grade separation from other traffic. Light rail or light rail transit (LRT) is a form of urban rail public transportation that generally has a lower capacity and lower speed than heavy rail and metro systems but higher capacity and higher speed than traditional street-running tram systems.

Conventional Rail Emerging High Speed Rail (HSR) HSR – Regional HSR and Intercity Passenger Rail (IPR) HSR – Express Traditional intercity passenger rail services of more than 100 miles. As little as one, to as many as 7–12 daily frequencies. Top speeds of up to 79 mph to as high as 90 mph. May or may not have strong potential for future high speed rail service. Generally shared track with freight trains. Intended to provide travel options and to develop the passenger rail market for further development in the future. Developing corridors of 100–500 miles. Top speeds of up to 90–110 mph. Strong potential for future HSR Regional and/or Express service. Primarily shared track with freight trains. Advanced grade crossing protection or separation. Intended to develop the passenger rail market, and provide some relief to other modes. Relatively frequent service between major and moderate population centers 100–500 miles apart, with some intermediate stops. Top speeds of 110–150 mph. Some dedicated and some shared track with freight. Grade-separated. Intended to relieve highway and, to some extent, air capacity constraints. Frequent, express service between major population centers 200–600 miles apart, with few intermediate stops. Top speeds of at least 150 mph. Completely grade- separated, dedicated rights-of-way (with the possible exception of some shared track in terminal areas). Intended to relieve air and highway capacity constraints. What is High Speed Rail? *U.S. Department of Transportation/Federal Railroad Administration High-Speed Rail Strategic Plan - April 2009

Federally-funded Investment Outcomes Washington was successful in securing nearly $800 million in federal funds due to strategic state investments Supports overall program goal of more frequent and reliable Amtrak Cascades service –Two additional round trips between Seattle and Portland; for a total of six –Improved on-time performance to 88% –10-minute time savings 20 projects building additional rail line capacity and upgrading tracks, utilities, signals, passenger stations and advanced warning systems ODOT EIS to lead way for future federal investment in HSR corridor - $10 million ($4.2 million ARRA funds/$5.8 million Oregon funds) 9

Annual Ridership Steadily Increasing 10

Station On/Offs 11

Reliability and On-time Performance 12

Increasing Revenues, Reducing State Subsidy 13 The reduction of subsidy margin is translated into $12.1 million in savings a year for Washington State taxpayers.

14 Annual ticket revenue for 2011 was $30.3 million; up 5.8% from 2010 and a 39% increase over 2009.

Funding Challenges Economic Climate –State revenue forecasts have been lower than anticipated New federal mandate, the Passenger Rail Investment and Improvement Act (PRIIA Section 209) –Federal bill shifts 100% of costs from Amtrak to states –An additional $3 million - $5 million may be required in Washington in 2013 to maintain existing Amtrak Cascades rail service; Oregon’s costs will increase by an additional $500,000 Track infrastructure maintenance - 20 years (2017 start) –Washington pays ~$3 million per year; Oregon pays $0 Operating fees –Washington pays $9 million per year; Oregon pays $5.5 per year Equipment maintenance fees –Washington pays $4 million per year; Oregon pays $0 17

Corridor Approach OR/WA/BC Managing Principles: Deliver consistently on customer expectations for HSR (fast, reliable, safe, affordable) Build revenue to cover the cost of operations (yield maximum revenue per seat) Grow ridership in the largest business centers (provide service where demand exists) Provide a competitive transportation alternative (price, time, convenience) Pool resources for increased efficiencies (eliminate unnecessary expenses) Reduce costs (seek out alternative service providers) Partners share in revenue and costs (OR, WA, BC)

WSDOT/ODOT Partnership WSDOT/ODOT Memorandum of Understanding Signed April 2012 Corridor Management Plan implementation September 2012 WA and OR State Rail Plans complete by end of 2013 Fleet Management Plan – Draft approved, finalize in six months Joint Talgo Maintenance Agreement July 2013 Joint Amtrak Service Contract September 2013 Equipment added to corridor 2 OR trainsets – Fall WA trainset & Locomotives – Fall

New Station Decision Process Considerations for new stops: Alignment with goals and requirements of the High-Speed Rail Program Requirements of FRA Service Outcome Agreements Impact to corridor speeds, run times, and schedule performance Impact to overall corridor ridership Impact to revenues and taxpayer subsidies 20

Amtrak Cascades Marketing New Revenue Marketing Campaign boosts revenue Performing research to better understand market segments and hone marketing strategies Radio Ads (The radio ad example is the Business/Family Spot with a Seattle tag. Click on the speaker to play.) 21

Cross-border Initiatives to Improve Corridor Performance Preclearance: –Eliminates train stop at the Intl Border 10-minute savings –Combines Immigrations and Customs prior to boarding at Pacific Central Station –Preclearance protocols will be negotiated by the end of