Sustainability & HSR at Amtrak...2015/10/30 · 10 NextGen Train Sets • Amtrak seeking up to 28...
27
1 October 30, 2015 Sustainability & High Speed Rail at Amtrak Prepared For: High Speed Rail Workshop: Sustainability and the Environment
Transcript of Sustainability & HSR at Amtrak...2015/10/30 · 10 NextGen Train Sets • Amtrak seeking up to 28...
1
October 30, 2015
Sustainability & High Speed Rail
at Amtrak
Prepared For:
High Speed Rail Workshop: Sustainability and the
Environment
2
• Overview of the Northeast Corridor
• A Sustainable Approach to High Speed Rail
• Amtrak’s Commitment to Sustainability
Agenda
3
THE NORTHEAST CORRIDOR
4
Northeast Corridor Overview
CRITICAL AND COMPLEX OPERATIONS • 899 total route miles • Carries intercity passenger, commuter,
and freight trains • Amtrak is the majority owner and
infrastructure manager (546 route miles) • 8 commuter railroads depend upon
Amtrak for reliable operations • 66% electrified • 150,000 daily trips, 260 million annual
passengers • 1,200 bridges and tunnels, many over a
century-old • Introduced high-speed Acela Express in
2000 • U.S. prototype of legacy corridor
achieving high-performance, high-capacity service
Presenter
Presentation Notes
• The Northeast Corridor (NEC) is an essential artery serving major cities in the northeast region, connecting Washington, DC to Boston, Mass. With connecting corridors to Harrisburg, Pa., Springfield, Mass., Albany, NY and Richmond, Va. • Most of the corridor is owned by Amtrak, with New York State, Connecticut Department of Transportation and the Massachusetts Bay Transportation Authority owning parts of the northern section. The Northeast’s five major metropolitan regions – Boston, New York, Philadelphia, Baltimore and Washington, DC – rely on Amtrak services for a significant and growing share of business and leisure travel and on NEC infrastructure for the daily commuting needs of their workforces. • In addition to operating the Acela, Northeast Regional and Long Distance rail services on the NEC, Amtrak serves as the infrastructure manager for the majority of the NEC, providing dispatching services and electric propulsion power and maintaining and improving the infrastructure and facilities that are used by the commuter and freight rail services. • The NEC is an incredibly intricate railroad system and one of the most complex and congested railroad territories in the world. More than 260 5 million passenger trips are made on the NEC per year, of which over 17 million annual trips are made by Amtrak passengers. The balance of these trips are provided by the eight commuter railroads that share the NEC. In total, over 2,100 passenger trains and 60 freight trains operate on the NEC every day. • In the context of such heavy daily use, much of the NEC - which was built in its current form around the early part of the 20th century - is in need of rehabilitation and is approaching the limits of its capacity. The rail assets are in need of redesign and replacement
5
NEC Ridership Gains
6
Rapidly Growing Demand
NORTHEAST POPULATION GROWTH By 2040, the Northeast Megaregion is projected to add 12 million people (23% growth).
NORTHEAST CORRIDOR RIDERSHIP GROWTH IS PROJECTED TO CONTINUE Amtrak continues to beak revenue and ridership records. This success is projected to continue as annual trips on the NEC will roughly double by 2040.
Presenter
Presentation Notes
• Demand for intercity passenger and commuter rail services along the NEC is growing rapidly. • From 2010 - 2040, the Northeast Megaregion is projected to add 12 million additional people, a 23 percent growth of its current population of 52 million. Annual trips on all NEC services will roughly double by 2040. Passenger rail investment will only become more critical as a dramatically modernized infrastructure system is required to serve this growing population. • Despite the clear demand for transportation alternatives, the ability to rely on modes of transportation other than rail to meet future demand is grim. New York area airports already account for half of U.S. flight delays and regional highways are overburdened. With a clear competitive advantage, Amtrak has transformed NEC air-rail market share, carrying more passengers than all of the airlines combined that serve these routes.
7
• Passenger Rail Investment and Improvement Act (PRIIA) of 2008 requires a cost allocation methodology to eliminate cross subsidies among NEC users and owners.
• An interim cost allocation policy was adopted in December 2014.
• Separate approaches for operations and capital costs, respectively.
• Potentially a new source of revenue to Amtrak for NEC capital investments.
PRIIA: A Framework for NEC Investment
8
THE VISION FOR HIGH SPEED RAIL A Sustainable Approach
9
The Federal Railroad Administration is leading
NEC FUTURE to study options for expanding
capacity on the NEC with an expected Record of
Decision in 2016.
2010
2010
2012
2013
Planning for Continued Growth
2015
Presenter
Presentation Notes
Since 2010, Amtrak has issued three major NEC Planning Reports: 2010 NEC Master Plan – Upgrade of the Existing Northeast Corridor by the NEC Master Plan Working Group 2010 NEC High Speed Rail Vision – Next-Generation High Speed Rail 2012 Vision for the NEC – Combined program of NEC Master Plan upgrades and Next HSR development These plans are now inputs into the FRA-led “NEC FUTURE” process Advancing Major NEC improvements require pursuing two simultaneous paths: Incremental NEC Improvements that improve current services are permissible under the current Federal 1978, “Tier I” Programmatic Environmental Impact Statement (PEIS) Major improvements that meaningfully change service levels and capacity require new “Tier I” environmental approval through “NEC FUTURE” program
10
NextGen Train Sets
• Amtrak seeking up to 28 high-speed train sets.
• Initial 8 train sets will supplement Acela fleet in 2019 timeframe.
• Initial operations at max speed 160 mph (257 kph) with options for 186 mph (300 kph) and 220 mph (350 kph).
• Will increase seating capacity to 400-450 seats.
Illustrative rendering of Amtrak high-speed train.
Presenter
Presentation Notes
160 mph in line with the RFP, with options for 186 mph(300 kph) and 220 mph (350 kph).
11
High Speed Rail Energy Consumption
• Amtrak’s current HSR equipment (Acela) is more energy efficient than planes on a per seat-mile basis
• The next generation of HSR currently available on the market (NextGen) is considerably more energy efficient due to:
– Increased passenger capacity (more seats) – Improved aerodynamics
Estimated Energy Consumption on a Per Seat-Mile Basis
Transportation Mode
Energy Consumption Rate (Btu/seat-mile)
Acela 714
NextGen Equipment 516
Plane 1484
Presenter
Presentation Notes
Rail is one of the most energy efficient modes of transportation. Amtrak has the ability to move passengers using less energy and producing less overall greenhouse emissions than other modes of travel. Nowhere is this more evident than on the Northeast Corridor (NEC) where Amtrak runs electrified service. As an example, the current Acela equipment is more energy efficient than planes on a per seat-mile basis. Furthermore, based on a technical review of HSR equipment currently available on the market, there is a high likelihood that the next generation of HSR equipment would be considerably more energy efficient due to factors such as increased passenger capacity and improved aerodynamics, amongst others. This table shows average estimated energy consumption information on a per seat-mile basis for Acela, New HSR equipment, and planes.
12
High Speed Rail GHG Emissions
The estimated carbon dioxide (CO2) emissions from current and future HSR equipment is significantly less than from planes*
* based on predominant energy source per mode (electrical power for Acela and NextGen; Jet A fuel for planes)
Comparison of Estimated GHG Emissions across Travel Modes Using an Average Annual Seat-Mile
Total for Acela Trains
Transportation Mode
Estimated Annual CO2 Emissions
(thousand metric tons)
Acela 44.2
NextGen Equipment 31.9
Plane 68.1
Presenter
Presentation Notes
To come up with this comparison, we used the average annual total seat-miles for our Acela trains and applied it to each travel mode. The carbon dioxide emissions estimate is based on the predominant source of energy used to power each mode – electricity for the Acela and NextGen HSR and jet fuel for planes. While this analysis covers the potential CO2 emissions from each travel mode, it does not quantify the benefits of avoided emissions, reduced congestion, and the improved land-use multiplier that result from moving passengers from other modes to HSR.
13
• Moving passengers from other modes to HSR: – Reduces congestion – Improves land use – Encourages use of public transit or walking
• Amtrak’s Acela trainsets recover between 7.5% and 8% of the energy they use through regenerative braking.
• Amtrak anticipates NextGen trainsets will recover at least as much if not more
Benefits of HSR’s Avoided Emissions
14
THE AMTRAK COMMITMENT TO SUSTAINABILITY
15
Our Commitment to Sustainability
• Sustainability policy approved in July 2013
• Foundation of the Sustainability Program
• Purposes
– Integrating sustainability into our business decision making processes
–Supporting achievement of our corporate goals and
–Recognizing sustainability achievements and initiatives
• Outlines Governance of the Sustainability Program
Presenter
Presentation Notes
Amtrak had its first sustainability policy approved by the Executive Leadership team in July 2013. The policy provides the foundation of our corporate sustainability program along with our external commitments. One of the ways we plan to make this Program successful is to integrate with already existing programs and strategic goals, so making sure we support our corporate goals is a primary concern of our Program. We also know it is important to recognize and acknowledge individuals and groups for their successes to continually encourage change in our culture toward a more sustainability-driven operation. The policy also outlines the governance of the Sustainability Program, with our Environment and Sustainability group responsible for day-to-day implementation of the program.
16
External Sustainability Commitments
• Chicago Climate Exchange
• APTA Sustainability Commitment
• UIC Sustainability Declaration
• Carbon Disclosure Project – Annual GHG Inventory – Climate Change Initiatives
and Strategies
Presenter
Presentation Notes
Amtrak was a charter member of the Chicago Climate Exchange (CCX), a program that required an aggressive commitment to reduce greenhouse gases from locomotive diesel fuel. As a member of CCX, Amtrak committed to reduce emissions from locomotive diesel fuel by 6% between 2003 and 2010. Amtrak exceeded this goal through various fuel-conservation initiatives that continue today, including anti-idling practices, installation of automatic start/stop devices in locomotives, locomotive upgrades, and improved training for locomotive engineers. Amtrak signed onto the APTA Sustainability Commitment in 2009, as one of the founding signatories. The APTA Commitment required a baseline inventory of multiple sustainability parameters including GHG emissions, water and energy usage, waste and recycling, and air emissions of criteria pollutants. In 2013, Amtrak achieved the Bronze level of the APTA Commitment by completing a sustainability inventory, implementing green initiatives (such as installing energy efficient lighting) and setting goals for reducing fuel use in locomotives and electricity at facilities. In 2011, Amtrak became a signatory to the Sustainability Declaration of the International Union of Railways (UIC). In signing the Declaration, Amtrak and other UIC members expressed their intent to continue to improve sustainability and to make a clear statement of this commitment to stakeholders and the general public. Amtrak contributed case studies on a number of programs that support sustainable goals as part of the UIC Commitment. The purpose of this survey was to share best practices with passenger railroads internationally. In 2013, Amtrak began reporting GHG inventory and climate initiative information to CDP. The CDP program gathers data from approximately 5,000 corporations globally. As a member, Amtrak is able to benchmark performance against other railroads and transit agencies and identify risks and opportunities while working toward improving sustainability efforts.
17
The Gateway Program – Overview
18
Gateway Program Principles
Preservation • Secure critical alignments for future
operations • Undertake design /construction where
required • Preserve existing service to Penn Station
Resiliency • Rebuild Existing Infrastructure • Provide resiliency / storm protection • Bring to State of Good Repair
Capacity • 100% increase trans-Hudson River • 38% increase at Penn Station • Build redundancy for stable operations
• Priority to modular project designs permitting development of program elements with independent utility.
• Advance elements as funding and timing permits.
19
Preservation/ Resiliency - Super Storm Sandy Impacts
• Super Storm Sandy inundated East River and Hudson River Tunnel systems with salt water.
• Ongoing damages to internal components go beyond what routine maintenance can fix.
• Tunnel reconstruction requires removal of each tube from service for continuous, extended outages.
• Rebuilding of the existing Hudson River Tunnel cannot begin until the new Hudson Tunnel is completed.
20
Preservation/ Resiliency - Concrete Casing Construction
Presenter
Presentation Notes
Amtrak began construction in August 2013 to preserve the future pathway of the Gateway tunnel through Hudson Yards – or risk losing Penn Station access forever. Concrete casing work from 10th – 11th Avenues and 11th to 30th Street received FONSIs from the FRA in May 2013 and November 2014 respectively.
21
NJ TRANSITGRID
~50 MW peak
6 MW peak
14 MW peak
ENERGIZED AREA (Preliminary Concept)
During electric grid outages, NJ TRANSITGRID will power pumps, vent plants and stations; and provide enough electricity to operate limited service: • Mason traction power station
(M&E line), MMC and ROC; • Amtrak NEC traction; • Hoboken Terminal • Signal Power • Hudson-Bergen Light Rail
service; and • Central power plant will
operate 24 hours- a-day; seven-days-a-week; year long.
22
Vital infrastructure elements on the NEC • Receives 25hz, single phase, 138kv power from transmission grid fed from power injection points to the
west. • Supplies 12kv traction power for train movements. • Supplies 3.3kv power for signal system.
Provides electrical traction power and signal power for targeted portions of NEC
Substations 41 and 42
NJ TRANSITGRID
23
Benefits FTA Resiliency Grant to NJ Transit $409,764,814
• Amtrak will contribute $31 million to the NJ TRANSITGRID Project. • Design, Construction and Replacement of Substation 41 + new control system
for Substation 42. • Provides 2 new frequency converters of total 50 MW. (2x25) • Provision of new electrical power supply, off of commercial/regional general
grid, protected from commercial electrical grid failures, providing adequate power to allow rail evacuations from NYPS to New Jersey Core Rail Stations.
• Contributes towards NEC electric power supply elements and supply stability.
NJ TRANSITGRID
24
Sustainability- Station Master Planning
CHIC
AGO
N
EW Y
ORK
PH
ILAD
ELPH
IA
BALT
IMO
RE
DC
Presenter
Presentation Notes
Amtrak has initiated master planning efforts at its major stations along the NEC recognizing that these stations act as critical urban gateways and regional hubs. These efforts acknowledge the growing importance of cities, demographics shifts and reinvestments now taking place at major rail stations across the nation. In addition, these plans look to address the capacity constraints found at many NEC stations due to increased ridership and aging infrastructure.
25
Sustainability & Climate Change Adaptation
• Amtrak has begun to analyze the climate change vulnerability of its assets along the Northeast Corridor (NEC)
• Overall objectives: – Establish a vulnerability and adaptation methodology – Address future operational challenges – Guide capital investment priorities – Shape future design and adaptation standards – Establish emergency management and security measures
• Phase I was completed in 2014
– Identified availability & gaps in Amtrak NEC rail asset data – Literature review of typical climate change impacts to rail assets and general
availability of climate change data for Northeast – Comparison of climate change vulnerability assessment methodologies
Presenter
Presentation Notes
Assets evaluated include: facilities, bridges track, turnouts, interlockings, catenaries, signal equipment, substations, access roads General climate projections for Northeast: Average temp. increase of 4.5 to 10 degrees Fahrenheit by the 2080s Sea level rise within range of 1-4 ft by 2100, dependent on rate of GHG emissions, ice sheet melting, changes in Gulf Stream, etc. Increase in length & intensity of summer heat waves by end of century Typical climate change impacts to rail: Extreme heat: track expansion & buckling; catenary expansions/sagging; switch failures; Precipitation: bridge scouring; increased salt corrosion of tunnels; sediment accumulation in culverts/drainage systems Wind: speed restrictions, falling trees on railway Sea level rise: long-term/permanent track flooding
26
Sustainability and Climate Change Adaptation
• Phase II Pilot Study was completed in September 2015 – Focused on a 10-mile section of track near Wilmington, Delaware – Focused on climate stressors of sea level rise, storm surge, precipitation,
extreme heat and wind. – Established a framework and methodology that can be repeated for the rest
of the NEC
• Potential next steps – Identify NEC-wide Climate Change Impact Zones to prioritize future
geographic areas for assessment – Prepare organization-wide short-term and long-term adaptation strategy to
address climate change risks – Develop a specific adaptation plan for the pilot study assets, which could be
replicated for vulnerable areas throughout the corridor – Promote awareness and educate Amtrak staff on climate change and risks to
infrastructure assets
Presenter
Presentation Notes
Phase II study team includes Amtrak staff from NECIID, Environment & Sustainability, Engineering, Emergency Management & Corp. Security Wilmington chosen as pilot study area due to: Relatively low elevation within Amtrak ROW Close proximity to coastline Includes mission-critical assets (CNOC) Includes diversity of RR assets Manageable study area size for a 3-month pilot study
27
Thank you for your attention
