By Mark Edward Nero
Construction has started on a new, 3,300 lineal foot double rail siding to support international cargo movement at the Port of Everett, the port confirmed April 13.
In February, the Port Commission awarded a $3.4 million contract to Everett-based contractor Granite Construction to complete the second phase of the port’s terminal rail enhancements to improve regional rail freight mobility and increase capacity of rail freight at the Port of Everett. The project is made possible in part, by a federal grant through the Transportation Investment Generating Economic Recovery (TIGER) program.
“The project will increase our current on-terminal rail footprint from 9,200 lineal feet to 12,500 lineal feet, and it is slated for completion in November,” the port explained in a statement. “The project also provides a critical connection that allows BNSF easier ingress and egress to the port’s shipping facilities, reducing congestion on the mainline from Seattle to Canada and east along the northern corridor.”
The Port of Everett utilizes rail to support US exports and imports, including goods from the aerospace, construction, manufacturing, energy, agricultural and forest products industries. The project will allow to efficiently transport goods from ship to shore, with cargo arriving and departing the terminals utilizing rail as well as trucks.
The use of rail service for the cargo shipments could potentially eliminate 429 million commercial truck miles off local roads and highways, the port says.
Showing posts with label BNSF. Show all posts
Showing posts with label BNSF. Show all posts
Friday, April 21, 2017
Friday, August 5, 2016
BNSF Appeals POLA Railyard Ruling
By Mark Edward Nero
BNSF Railway said Aug. 2 that it would appeal a final ruling by a Superior Court judge stating that the Port of Los Angeles and City of Los Angeles must complete deeper analysis of possible environmental impacts before proceeding with a $500 million railyard project.
The Southern California International Gateway project, or SCIG, is aimed at expediting the transfer of international containers to intermodal trains at the largest US port complex and reducing truck congestion in the region.
But the judge’s decision means that the project, which has been in the planning process for a decade and tied up in litigation since 2013, could be delayed another two years.
BNSF is joined in its appeal by the city and Port of Los Angeles. They say that the lower court ruling is an “unprecedented expansion” of the scope of the California Environmental Quality Act. “BNSF is confident the appellate court will correctly apply the law, reverse the lower court ruling and maintain the existing scope of CEQA,” the railroad said in a prepared statement announcing the appeal.
The railway company also says that if built, the SCIG would reduce truck traffic, freeway congestion and air pollution by eliminating about 1.3 million truck trips annually along a 24-mile stretch of the Long Beach (710) Freeway to BNSF’s Hobart Yard near downtown LA.
The proposed project would sit just outside West Long Beach, alongside the Terminal Island Freeway on land owned by the Port of LA. The project, if built, would serve on-dock rail facilities at both the Port of Long Beach and the Port of Los Angeles.
Originally, construction was due to begin in 2013 and open in 2016, but in June 2013, the City of Long Beach filed a lawsuit seeking an injunction against the project, saying that the SCIG would adversely affect its residents, businesses and schools by bringing more noise and air pollution to an area that has already suffered plenty over the years due to nearby port-related operations.
BNSF Railway said Aug. 2 that it would appeal a final ruling by a Superior Court judge stating that the Port of Los Angeles and City of Los Angeles must complete deeper analysis of possible environmental impacts before proceeding with a $500 million railyard project.
The Southern California International Gateway project, or SCIG, is aimed at expediting the transfer of international containers to intermodal trains at the largest US port complex and reducing truck congestion in the region.
But the judge’s decision means that the project, which has been in the planning process for a decade and tied up in litigation since 2013, could be delayed another two years.
BNSF is joined in its appeal by the city and Port of Los Angeles. They say that the lower court ruling is an “unprecedented expansion” of the scope of the California Environmental Quality Act. “BNSF is confident the appellate court will correctly apply the law, reverse the lower court ruling and maintain the existing scope of CEQA,” the railroad said in a prepared statement announcing the appeal.
The railway company also says that if built, the SCIG would reduce truck traffic, freeway congestion and air pollution by eliminating about 1.3 million truck trips annually along a 24-mile stretch of the Long Beach (710) Freeway to BNSF’s Hobart Yard near downtown LA.
The proposed project would sit just outside West Long Beach, alongside the Terminal Island Freeway on land owned by the Port of LA. The project, if built, would serve on-dock rail facilities at both the Port of Long Beach and the Port of Los Angeles.
Originally, construction was due to begin in 2013 and open in 2016, but in June 2013, the City of Long Beach filed a lawsuit seeking an injunction against the project, saying that the SCIG would adversely affect its residents, businesses and schools by bringing more noise and air pollution to an area that has already suffered plenty over the years due to nearby port-related operations.
Tuesday, September 8, 2015
Trains Collide at Port of Tacoma
By Mark Edward Nero
One person was injured and later hospitalized and four cars were
derailed after a moving Tacoma Rail train crashed into a BNSF train that was idling
on the same tracks on the morning of Sept. 3.
The crash happened around 7 am near Lincoln Avenue and Port of
Tacoma Road. An inbound BNSF train loaded with containers of general freight was
idle on the track when it was struck by a Tacoma Rail train, according to a BNSF
spokesman.
According to Tacoma Rail, the train was traveling at under 10
MPH when the incident occurred.
Tacoma Rail spokesman Chris Gleason said the Tacoma train was
making an attempt to couple with the BNSF train when it accidentally collided with
the train instead. The Tacoma Rail train operator was taken to a local hospital
but was soon released; the BNSF driver was not hurt.
No cargo spilled and equipment was brought in to place the four
derailed Tacoma Rail cars back on track. The rail line, which is used by an estimated
50 trains a day, was not affected by the accident, according to both companies,
but a section of road in the area was temporarily closed by police.
Friday, November 21, 2014
BNSF Retrofitting 11 Cargo Trains
By Mark Edward Nero
BNSF Railway, in partnership with Spokane Regional Clean Air Agency and engine heating solution company HOTSTART, is retrofitting 11 locomotives with idle-reduction technology to reduce emissions and conserve fuel in Washington.
The pool of locomotives will operate out of the BNSF rail yards in Spokane, Washington and Pasco, Washington, which carry crude oil and other cargo to and from the ports in Seattle, Tacoma and Pasco.
To lower carbon dioxide emissions at the Spokane and Pasco rail yards, BNSF purchased HOTSTART’s Auxiliary Power Units (APUs) to reduce idling during cold weather. The technology keeps the engine warm and ready to restart, thereby reducing fuel consumption, oil consumption, emissions, noise and engine wear.
“We’re thrilled that our technology, developed and built right here in Spokane, will help BNSF save fuel and reduce emissions right in our own backyard,” HOTSTART CEO Terry Judge said.
In addition to the APUs, BNSF has installed Automatic Engine Start-Stop systems (AESS) that can be used in conjunction with the APU to shut down the locomotive when not needed. The railroad says that the combination of APUs and AESS can potentially eliminate most locomotive engine idling.
When all of the retrofits are complete, BNSF says, the project could reduce emissions by more than 22 tons during the six-month, cold weather operational period.
“This project is an excellent example of how technology can be used to reduce air pollution while saving a company money through significant fuel savings,” Spokane Clean Air Director Julie Oliver said.
BNSF Railway, in partnership with Spokane Regional Clean Air Agency and engine heating solution company HOTSTART, is retrofitting 11 locomotives with idle-reduction technology to reduce emissions and conserve fuel in Washington.
The pool of locomotives will operate out of the BNSF rail yards in Spokane, Washington and Pasco, Washington, which carry crude oil and other cargo to and from the ports in Seattle, Tacoma and Pasco.
To lower carbon dioxide emissions at the Spokane and Pasco rail yards, BNSF purchased HOTSTART’s Auxiliary Power Units (APUs) to reduce idling during cold weather. The technology keeps the engine warm and ready to restart, thereby reducing fuel consumption, oil consumption, emissions, noise and engine wear.
“We’re thrilled that our technology, developed and built right here in Spokane, will help BNSF save fuel and reduce emissions right in our own backyard,” HOTSTART CEO Terry Judge said.
In addition to the APUs, BNSF has installed Automatic Engine Start-Stop systems (AESS) that can be used in conjunction with the APU to shut down the locomotive when not needed. The railroad says that the combination of APUs and AESS can potentially eliminate most locomotive engine idling.
When all of the retrofits are complete, BNSF says, the project could reduce emissions by more than 22 tons during the six-month, cold weather operational period.
“This project is an excellent example of how technology can be used to reduce air pollution while saving a company money through significant fuel savings,” Spokane Clean Air Director Julie Oliver said.
Tuesday, August 26, 2014
Port Metro Vancouver Approves Coal Facility
By Mark Edward Nero
Port Metro Vancouver on August 21 approved a proposed direct
coal transfer facility at the Fraser Surrey Docks marine terminal.
The decision came after a two-year project review process
and including extra measures taken to assess any potential environmental and
human health risks. In granting the permit, Port Metro Vancouver requires the
terminal to meet a strict set of conditions to ensure environmental and safety
standards.
“Through our comprehensive project review process,
stakeholder consultation, as well as third-party validated environmental and
health studies, it was determined there are no unacceptable risks and the
project could be permitted,” Peter Xotta, Port Metro Vancouver’s Vice President
of Planning and Operations said.
The $15 million project is expected to provide 25 direct and
25 indirect full-time jobs. Once constructed by Fraser Surrey Docks, the
facility is expected to handle up to four million metric tons of coal annually
that would be loaded onto barges at the facility and transferred to ocean-going
carriers at Texada Island.
The coal is to arrive at Fraser Surrey Docks via rail, and
it is expected the project will result in one additional train per day along
the BNSF railroad. Coal is the most heavily traded commodity at Metro Vancouver;
the quantity to be shipped from Fraser Surrey Docks would represent about 10
percent of total coal shipments, according to the port.
In September 2013, the port announced new requirements for
the proposed project, including the prohibition of on-site storage of coal and
requirements for barges to take additional measures to prevent coal dust
escaping during transit to Texada Island.
The port also asked the terminal to work with its rail
provider to address issues of potential coal dust from rail cars. In May, BNSF
announced it was adding a re-spray of a dust suppressant agent to the train
cars before they enter Canada.
Friday, October 25, 2013
BNSF Planning California Rail Capacity
Expansion, Improvements
BNSF Railway says it plans to spend about $100 million on maintenance and rail capacity expansion projects in California this year.
The company’s 2013 capacity enhancement projects in California include preliminary design work for the $500 million Southern California International Gateway, or SCIG project, which would sit just outside West Long Beach, alongside the Terminal Island Freeway on land owned by the Port of Los Angeles, and would serve on-dock rail facilities at both the LA and Long Beach ports.
The facility, which would feature electric, wide-span cranes, ultra-low emission switching locomotives and low-emission rail yard equipment, is expected to eliminate millions of truck miles from the 710 Freeway upon completion in 2016.
BNSF also plans to expand its automotive facility in San Bernardino by adding parking and track to support growth in new automobile traffic, and will construct a connection track between BNSF and Union Pacific main lines in the Richmond area in Northern California.
The company says it will also continue its track maintenance program in California, which includes 2,300 miles of track surfacing and undercutting work, the replacement of more than 100 miles of rail and more than 300,000 railroad ties, as well as signal upgrades.
“BNSF's capital investments in California will help ensure our network is prepared for growing demand for freight rail,” company Chairman and CEO Matthew Rose said Oct. 7. “We are focused on investing to meet our customers’ expectations and on expanding capacity where growth is occurring. Given the importance of a low cost supply chain to the U.S. economy, our privately funded rail infrastructure is well positioned to help California compete in global markets.”
The planned capital investments in California are part of a record 2013 capital commitment of $4.3 billion for BNSF.
The company’s 2013 capacity enhancement projects in California include preliminary design work for the $500 million Southern California International Gateway, or SCIG project, which would sit just outside West Long Beach, alongside the Terminal Island Freeway on land owned by the Port of Los Angeles, and would serve on-dock rail facilities at both the LA and Long Beach ports.
The facility, which would feature electric, wide-span cranes, ultra-low emission switching locomotives and low-emission rail yard equipment, is expected to eliminate millions of truck miles from the 710 Freeway upon completion in 2016.
BNSF also plans to expand its automotive facility in San Bernardino by adding parking and track to support growth in new automobile traffic, and will construct a connection track between BNSF and Union Pacific main lines in the Richmond area in Northern California.
The company says it will also continue its track maintenance program in California, which includes 2,300 miles of track surfacing and undercutting work, the replacement of more than 100 miles of rail and more than 300,000 railroad ties, as well as signal upgrades.
“BNSF's capital investments in California will help ensure our network is prepared for growing demand for freight rail,” company Chairman and CEO Matthew Rose said Oct. 7. “We are focused on investing to meet our customers’ expectations and on expanding capacity where growth is occurring. Given the importance of a low cost supply chain to the U.S. economy, our privately funded rail infrastructure is well positioned to help California compete in global markets.”
The planned capital investments in California are part of a record 2013 capital commitment of $4.3 billion for BNSF.
Tuesday, August 20, 2013
BNSF Plans $125 Million in Washington Rail Upgrades
BNSF Railway says it plans to invest about $125 million on maintenance and rail capacity improvement and expansion projects in Washington State in 2013, an increase of almost $20 million from what it spent in 2012.
Last year, the railway spent about $106 million on Washington state maintenance and rail capacity projects, including the construction of a new lead to access the Port of Longview, as well as signal upgrades for federally mandated positive train control.
The railway’s 2013 Washington capacity enhancement projects include construction of two receiving and departure tracks nearly 7,000 feet long at BNSF’s Delta yard in Everett, expanding its automotive distribution facility at Orillia to support growth in new automobile traffic and signal upgrades for federally mandated positive train control (PTC).
“BNSF’s capital investments in Washington will help ensure our network is prepared for growing demand for freight rail,” BNSF Chairman and CEO Matthew K. Rose said. “We are focused on investing to meet our customers’ expectations and on expanding capacity where growth is occurring.”
“Given the importance of a low cost supply chain to the US economy,” Rose said, “our privately funded rail infrastructure is well positioned to help Washington compete in global markets.”
The railway also says it plans to continue a significant track maintenance program in Washington, including almost 2,800 miles of track surfacing and undercutting work, the replacement of about 175 miles of rail, and 110,000 railroad ties.
Last year, the railway spent about $106 million on Washington state maintenance and rail capacity projects, including the construction of a new lead to access the Port of Longview, as well as signal upgrades for federally mandated positive train control.
The railway’s 2013 Washington capacity enhancement projects include construction of two receiving and departure tracks nearly 7,000 feet long at BNSF’s Delta yard in Everett, expanding its automotive distribution facility at Orillia to support growth in new automobile traffic and signal upgrades for federally mandated positive train control (PTC).
“BNSF’s capital investments in Washington will help ensure our network is prepared for growing demand for freight rail,” BNSF Chairman and CEO Matthew K. Rose said. “We are focused on investing to meet our customers’ expectations and on expanding capacity where growth is occurring.”
“Given the importance of a low cost supply chain to the US economy,” Rose said, “our privately funded rail infrastructure is well positioned to help Washington compete in global markets.”
The railway also says it plans to continue a significant track maintenance program in Washington, including almost 2,800 miles of track surfacing and undercutting work, the replacement of about 175 miles of rail, and 110,000 railroad ties.
Friday, June 14, 2013
Three More Groups Sue Over SCIG Project
On the heels of a lawsuit filed last week by the City of
Long Beach, three groups have filed separate legal actions to try halting
development of the $500 million Southern California International Gateway
project.
The Natural Resources Defense Council, South Coast Air
Quality Management District and Long Beach Unified School District all
submitted anti-SCIG lawsuits in Los Angeles Superior Court June 7, alleging
that the Port of Los Angeles didn’t conduct a full and thorough environmental
review before approving the project.
The City of Long Beach made similar allegations when filing
its lawsuit June 5. Long Beach and the other plaintiffs say the SCIG would
adversely affect its residents, businesses and schools by bringing more noise
and air pollution to an area that has already suffered plenty over the years
due to nearby port-related operations.
They seek an injunction against the 153-acre project, which
was approved by the Los Angeles City Council in May 2013 and by the Port of Los
Angeles Commission about two months before that.
If built, the BNSF-owned project would sit just outside West
Long Beach, alongside the Terminal Island Freeway on land owned by the Port of
LA. It would serve on-dock rail facilities at both the Port of Long Beach and
the Port of Los Angeles.
Despite allegations that it would increase asthma and cancer
rates in the West Long Beach area, BNSF contends that if built, the SCIG would
reduce truck traffic, freeway congestion and air pollution by eliminating about
1.3 million truck trips annually along a 24-mile stretch of the Long Beach 710
Freeway to BNSF’s Hobart Yard near downtown LA.
Originally, construction was due to begin later this year
and open in 2016, but that plan could be delayed or scrapped altogether
depending on the status of the legal actions against it.
Friday, May 10, 2013
SCIG Receives LA City Council Approval
On an 11-2 vote, the Los Angeles City Council on May 8 gave
final approval to the proposed Southern California International Gateway (SCIG)
intermodal rail yard, a planned rail yard project near the Port of Los Angeles.
The near-dock rail container transfer facility represents a
private investment of more than $500 million by Burlington Northern Santa Fe
Railway, which plans to develop and operate the rail yard on a 185-acre site.
The Port of Los Angeles Harbor Commission approved the
project in March.
“This is a good project from both an environmental and
economic point of view,” Councilman Joe Buscaino, a strong supporter of the
project, said. “This will be the cleanest rail yard ever built in this country
and will mean a reduction in air pollution through better cargo handling and
eliminating one million truck trips a year on the freeway.”
The project had been opposed by local residents and
environmental activists who have said that the facility would bring more noise
and air pollution to an area that has already suffered from plenty of both over
the years due to port-related activities.
The two ‘no’ votes were cast by Council members Bernard
Parks and Jan Perry, who said they had concerns about how the noise and air
pollution generated by the project would affect the nearby residential areas.
“It doesn't look like we’ve done our best to deal with these
issues,” Parks said. “There are still fundamental issues that need to be
resolved.”
With the project now approved, construction’s due to begin
later this year on the near-dock rail yard, which would transfer containerized
cargo between trucks and railcars about four miles north of the Los Angeles and
Long Beach ports, primarily on land owned by the City of Los Angeles Harbor
Dept., as well as on adjacent private land in Los Angeles, Long Beach and
Carson.
The facility’s expected to open in 2016.
Tuesday, March 12, 2013
POLA Approves BNSF Rail Yard EIR
After a full day of testimony by more than 100 people in
favor of and opposed to the project, the Port of Los Angeles Harbor Commission on
March 7 approved an environmental impact report for the proposed Southern
California International Gateway (SCIG) intermodal rail yard.
With the EIR now approved, construction is due to begin
later this year on the near-dock rail yard, which would transfer containerized
cargo between trucks and railcars about four miles north of the Los Angeles and
Long Beach ports, primarily on land owned by the City of Los Angeles Harbor
Dept., as well as on adjacent private land in Los Angeles, Long Beach and
Carson.
The near-dock rail container transfer facility represents a private
investment of more than $500 million by Burlington Northern Santa Fe Railway,
which plans to develop and operate the nation’s greenest intermodal rail yard
on a 185-acre site.
The project had major support from local labor unions, which
touted the hundreds of jobs the project is expected to create, however it was
decried by local residents and environmental activists who have said that the
facility would bring more noise and air pollution to an area that has already
suffered from plenty of both over the years due to port-related activities.
Among those testifying against the EIR was Long Beach Mayor
Bob Foster, who said the impacts on those living near the project would be too
great. He, like dozens of others who testified, urged the board to send the EIR
back for revision.
Among those for the EIR was Steve Agor, director of business
development for civil engineering company Skanska USA, who testified that he
believed BNSF would act in the best interest of the region.
“At Skanska, we live, work and play within the communities
in which we construct major infrastructure project,” he said. “We take great
efforts to employ skilled, available, local work force. BNSF’s SCIG project
mirrors our core value to provide sustainable solutions, in a safe and fiscally
responsible manner.”
Although the Harbor Commission didn’t reject the EIR, it did
amend language in a project condition requiring BNSF to implement new
zero-emission technologies after the ports of Los Angeles and Long Beach both
determine it is technically, operationally and commercially feasible.
The Harbor Commission also amended an EIR mitigation measure
to require BNSF to implement other emission reduction technology after it
becomes technically, operationally and commercially feasible.
The project is expected to reduce truck traffic, freeway
congestion and air pollution by eliminating about 1.3 million truck trips
annually along a 24-mile stretch of the Long Beach (710) Freeway to BNSF’s
Hobart Yard near downtown LA.
Construction is due to begin later this year could create an
estimated 1,500 direct and indirect jobs per year over three years, according
to BNSF. The rail yard is expected to generate up to 1,096 long-term jobs at
full capacity when it opens in 2016.
Thursday, April 19, 2012
Port of Seattle Completes Land Sale
The Port of Seattle has finalized the sale of mile of a former BNSF track in Bellevue to the Central Puget Sound Regional Transit Authority for the construction of a light rail project.
The Transit Authority, commonly known as Sound Transit, also receives easements for future access to 37 miles of the planned Eastside rail corridor under the deal.
“By partnering with agencies like Sound Transit, the port has been able to protect a rail corridor that could prove crucial to the region’s future growth,” Port of Seattle Commission President Gael Tarleton said in a statement announcing the sale’s finalization.
Sound Transit is paying the port $13.8 million under the agreement in order to start work on the East Link light rail.
The 37-mile easement gives Sound Transit the ability to consider future voter-approved rail transit investments between Woodinville and Renton. Sound Transit would need to build new tracks to support the safety features and operating speeds needed for passenger rail service.
In addition to the easement, Sound Transit also received rights to access the portion of the rail corridor located within Redmond’s city limits, allowing for future construction of a light rail extension between the city’s Overlake and downtown areas.
“This transaction not only acquires essential property for East Link, but secures easements that could reduce the costs of future transit expansions,” Sound Transit Board Chair and Pierce County Executive Pat McCarthy said.
The Transit Authority, commonly known as Sound Transit, also receives easements for future access to 37 miles of the planned Eastside rail corridor under the deal.
“By partnering with agencies like Sound Transit, the port has been able to protect a rail corridor that could prove crucial to the region’s future growth,” Port of Seattle Commission President Gael Tarleton said in a statement announcing the sale’s finalization.
Sound Transit is paying the port $13.8 million under the agreement in order to start work on the East Link light rail.
The 37-mile easement gives Sound Transit the ability to consider future voter-approved rail transit investments between Woodinville and Renton. Sound Transit would need to build new tracks to support the safety features and operating speeds needed for passenger rail service.
In addition to the easement, Sound Transit also received rights to access the portion of the rail corridor located within Redmond’s city limits, allowing for future construction of a light rail extension between the city’s Overlake and downtown areas.
“This transaction not only acquires essential property for East Link, but secures easements that could reduce the costs of future transit expansions,” Sound Transit Board Chair and Pierce County Executive Pat McCarthy said.
Friday, March 9, 2012
Stockton Rail Expansion to Open
A 5,800-foot rail expansion at the Port of Stockton, which could help double the port’s exports of iron ore and coal, is scheduled to open March 9.
The new tracks, which were added to east port interchange tracks, form a loop to enable inbound and outbound trains to operate without interfering with operations at the port’s east complex class yard.
The Port of Stockton currently handles three trains of export iron ore per week. It and the San Francisco Bay’s Port of Richmond are currently the only ports on the U.S. West Coast that handle export iron ore. Richmond handles two trains.
The extension’s expected to enable Stockton to begin receiving three more bulk unit trains of iron ore or coal per week, increasing the weekly capacity to six trains. In addition, the tracks are expected improve interchanges between UP, BNSF Railway and Central California Traction, and reduce rail equipment dwell time at the port.
The project was financed by the port, UP and terminal operator Metro Ports. The track, which was constructed by Industrial Railways Construction, was finished in 100 days, according to the port.
The port says it plans to employ up to 18 additional daily workers due to the expansion.
The new tracks, which were added to east port interchange tracks, form a loop to enable inbound and outbound trains to operate without interfering with operations at the port’s east complex class yard.
The Port of Stockton currently handles three trains of export iron ore per week. It and the San Francisco Bay’s Port of Richmond are currently the only ports on the U.S. West Coast that handle export iron ore. Richmond handles two trains.
The extension’s expected to enable Stockton to begin receiving three more bulk unit trains of iron ore or coal per week, increasing the weekly capacity to six trains. In addition, the tracks are expected improve interchanges between UP, BNSF Railway and Central California Traction, and reduce rail equipment dwell time at the port.
The project was financed by the port, UP and terminal operator Metro Ports. The track, which was constructed by Industrial Railways Construction, was finished in 100 days, according to the port.
The port says it plans to employ up to 18 additional daily workers due to the expansion.
Friday, February 3, 2012
BNSF Announces Nearly $4 Billion in Upgrades
BNSF Railway on Feb. 1 announced it plans to spend about $3.9 billion on capital improvement measures in 2012, including railway acquisitions and terminal, line and intermodal expansion.
“Investment in BNSF’s rail freight infrastructure… will ensure our infrastructure remains strong and improve the efficiency of our operations,” BNSF chairman and chief executive officer Matthew K. Rose said in a statement announcing the move.
The largest portion of the money, $2.1 billion, is slated to go toward BNSF’s core network and related assets. The railway says it also plans to spend about $1.1 billion on locomotive, freight car and other equipment acquisitions.
The program also includes about $300 million for federally mandated positive train control and $400 million for terminal, line and intermodal expansion and efficiency projects.
The company says its expansion and efficiency projects are primarily focused on coal routes to improve velocity and throughput capacity, and a new intermodal facility at Kansas City.
“BNSF remains committed to making the necessary investments to maintain and grow the value of our franchise's capacity to meet customers’ needs and to provide the nation's supply chain with more efficient freight transportation,” Rose said.
BNSF, which is headquartered in Fort Worth, Texas, operates in 28 US states and two Canadian provinces, including British Columbia, Washington, Oregon and California.
“Investment in BNSF’s rail freight infrastructure… will ensure our infrastructure remains strong and improve the efficiency of our operations,” BNSF chairman and chief executive officer Matthew K. Rose said in a statement announcing the move.
The largest portion of the money, $2.1 billion, is slated to go toward BNSF’s core network and related assets. The railway says it also plans to spend about $1.1 billion on locomotive, freight car and other equipment acquisitions.
The program also includes about $300 million for federally mandated positive train control and $400 million for terminal, line and intermodal expansion and efficiency projects.
The company says its expansion and efficiency projects are primarily focused on coal routes to improve velocity and throughput capacity, and a new intermodal facility at Kansas City.
“BNSF remains committed to making the necessary investments to maintain and grow the value of our franchise's capacity to meet customers’ needs and to provide the nation's supply chain with more efficient freight transportation,” Rose said.
BNSF, which is headquartered in Fort Worth, Texas, operates in 28 US states and two Canadian provinces, including British Columbia, Washington, Oregon and California.
Friday, January 20, 2012
California Gov. Pushes High-Speed Rail Project
California’s governor says his state is within weeks of finishing a modified plan that would enable construction to begin later this year on a long-planned high-speed passenger rail project that’s been met with opposition from Union Pacific railroad.
Gov. Jerry Brown revealed the information during his annual State of the State address Jan. 18.
“If you believe that California will continue to grow, as I do, and that millions more people will be living in our state, this is a wise investment,” he said. “We are within weeks of a revised business plan that will enable us to begin initial construction before the year is out.”
As conceived, the high-speed rail project would initially run from San Francisco to Los Angeles and Orange counties in under three hours via the Central Valley, at speeds of up to 220 mph, and would interconnect with other transportation alternatives. A later addition would reach even further, going from Sacramento to San Diego.
In October, the plan came under fire by Union Pacific railroad, which says the planned Central Valley route encroaches on the company’s property rights and would disrupt UP’s freight operations.
The railroad has also said that long portions of three potential routes would run about 100 feet adjacent to sections of its freight corridor, and that this would create a safety hazard.
Proposed train routes submitted by the governmental entity overseeing the project, the California High Speed Rail Authority, include overlap with both Union Pacific and BNSF rail property. BNSF, however, has already told the CHSRA that it’s willing to negotiate regarding right-of-way privileges.
In his State of the State address, Brown acknowledged that the plan has its critics, but maintained that the project, which would cover 800 miles of track and consist of 24 stations, would move forward.
“President Obama strongly supports the project and has provided the majority of funds for this first phase,” Brown, a Democrat, said during the speech, which he gave before a joint session of the state Legislature. “It is now your decision to evaluate the plan and decide what action to take,” he said.
The state has estimated project’s cost at between $65 billion and $100 million.
Gov. Jerry Brown revealed the information during his annual State of the State address Jan. 18.
“If you believe that California will continue to grow, as I do, and that millions more people will be living in our state, this is a wise investment,” he said. “We are within weeks of a revised business plan that will enable us to begin initial construction before the year is out.”
As conceived, the high-speed rail project would initially run from San Francisco to Los Angeles and Orange counties in under three hours via the Central Valley, at speeds of up to 220 mph, and would interconnect with other transportation alternatives. A later addition would reach even further, going from Sacramento to San Diego.
In October, the plan came under fire by Union Pacific railroad, which says the planned Central Valley route encroaches on the company’s property rights and would disrupt UP’s freight operations.
The railroad has also said that long portions of three potential routes would run about 100 feet adjacent to sections of its freight corridor, and that this would create a safety hazard.
Proposed train routes submitted by the governmental entity overseeing the project, the California High Speed Rail Authority, include overlap with both Union Pacific and BNSF rail property. BNSF, however, has already told the CHSRA that it’s willing to negotiate regarding right-of-way privileges.
In his State of the State address, Brown acknowledged that the plan has its critics, but maintained that the project, which would cover 800 miles of track and consist of 24 stations, would move forward.
“President Obama strongly supports the project and has provided the majority of funds for this first phase,” Brown, a Democrat, said during the speech, which he gave before a joint session of the state Legislature. “It is now your decision to evaluate the plan and decide what action to take,” he said.
The state has estimated project’s cost at between $65 billion and $100 million.
Friday, January 6, 2012
Citizens Group Seeks Ban of Coal Trains
A political action committee opposed to a planned goods export terminal says it will release a proposed ordinance later this month that would ban the transport of coal through Bellingham, Washington via train or any other means.
Organizers of the No Coal! political action committee say the proposal is being released Jan. 26 in hopes that it will be adopted by the Bellingham City Council.
The proposed measure comes in response to plans by SSA Marine to build its Gateway Pacific Terminal. Gateway Pacific, which was announced in 2010, is a planned multi-commodity export-import facility that would sit on 1,092 acres in Bellingham, which is located in Whatcom County, Washington about 17 miles south of the Canadian border.
SSA Marine says the shipping, stevedoring and warehousing facility would be the largest on the US Cest Coast, and would move dry bulk commodities such as grain, potash and coal between the US and Asian markets.
It’s been estimated that the facility would handle an estimated 54 million tons of cargo – mostly coal – annually and result in an additional 15 to 20 coal trains passing through Bellingham daily, which alarms some residents and environmentalists.
But since the interstate rail system is regulated by the federal government and BNSF Railway has a legal right of way through the city, the political action committee faces an uphill battle as far as limiting the content of what trains carry through Bellingham.
City officials have also said they have no direct legal control over the trains that would pass through the city if the GPC is built.
The No Coal! Coalition, however, maintains it’s attempting to establish legal groundwork to place rights of communities and ecosystems on equal or greater footing with the rights of railroads and other corporations.
It says if the proposed measure isn’t adopted by the Council, it would likely launch a petition drive to place ordinance on a citywide ballot.
The building of the terminal, if it ever occurs, is still years away, however. The permitting process is still ongoing, and an environmental impact study, which could take years to complete, is not expected to begin until later this year at the earliest.
Organizers of the No Coal! political action committee say the proposal is being released Jan. 26 in hopes that it will be adopted by the Bellingham City Council.
The proposed measure comes in response to plans by SSA Marine to build its Gateway Pacific Terminal. Gateway Pacific, which was announced in 2010, is a planned multi-commodity export-import facility that would sit on 1,092 acres in Bellingham, which is located in Whatcom County, Washington about 17 miles south of the Canadian border.
SSA Marine says the shipping, stevedoring and warehousing facility would be the largest on the US Cest Coast, and would move dry bulk commodities such as grain, potash and coal between the US and Asian markets.
It’s been estimated that the facility would handle an estimated 54 million tons of cargo – mostly coal – annually and result in an additional 15 to 20 coal trains passing through Bellingham daily, which alarms some residents and environmentalists.
But since the interstate rail system is regulated by the federal government and BNSF Railway has a legal right of way through the city, the political action committee faces an uphill battle as far as limiting the content of what trains carry through Bellingham.
City officials have also said they have no direct legal control over the trains that would pass through the city if the GPC is built.
The No Coal! Coalition, however, maintains it’s attempting to establish legal groundwork to place rights of communities and ecosystems on equal or greater footing with the rights of railroads and other corporations.
It says if the proposed measure isn’t adopted by the Council, it would likely launch a petition drive to place ordinance on a citywide ballot.
The building of the terminal, if it ever occurs, is still years away, however. The permitting process is still ongoing, and an environmental impact study, which could take years to complete, is not expected to begin until later this year at the earliest.
BNSF Settles Puget Sound Water Lawsuit
BNSF Railway has agreed to pay $1.5 million to settle a lawsuit alleging violations of federal clean water laws at its Balmer Yard facility in Seattle.
In December, a proposed consent decree was filed in federal court stating that BNSF would pay $1.5 million to a third-party environmental group, with the money going to projects that improve Puget Sound water quality.
BNSF, which does not admit guilt in the decree, also has agreed to pay $1 million to cover the plaintiff’s attorney fees and other litigation costs in addition to the $1.5 million.
BNSF is to pay the $1.5 million to Oakland, California-based Rose Foundation for Communities and the Environment, which would then award grants to local water quality improvement projects.
According to the Puget Soundkeeper Alliance, which filed the suit in July 2009, the settlement is one of the largest ever involving citizen actions involving storm water pollution under the federal Clean Water Act.
The lawsuit alleged the railroad violated federal laws with storm water discharges at the 80-acre Balmer Yard facility. Judge John Coughenour found that BNSF had committed 19 pollutant discharge violations.
The decree notes that since the violations, BNSF has implemented numerous stormwater pollution control measures at Balmer Yard, including containing spills in the train fueling area, and outfitting above-ground storage tanks with automatic shutoff valves and overfill protectors.
The agreement now goes on to the Environmental Protection Agency and US Justice Department, which have 45 days to review it before it becomes legal and binding.
In December, a proposed consent decree was filed in federal court stating that BNSF would pay $1.5 million to a third-party environmental group, with the money going to projects that improve Puget Sound water quality.
BNSF, which does not admit guilt in the decree, also has agreed to pay $1 million to cover the plaintiff’s attorney fees and other litigation costs in addition to the $1.5 million.
BNSF is to pay the $1.5 million to Oakland, California-based Rose Foundation for Communities and the Environment, which would then award grants to local water quality improvement projects.
According to the Puget Soundkeeper Alliance, which filed the suit in July 2009, the settlement is one of the largest ever involving citizen actions involving storm water pollution under the federal Clean Water Act.
The lawsuit alleged the railroad violated federal laws with storm water discharges at the 80-acre Balmer Yard facility. Judge John Coughenour found that BNSF had committed 19 pollutant discharge violations.
The decree notes that since the violations, BNSF has implemented numerous stormwater pollution control measures at Balmer Yard, including containing spills in the train fueling area, and outfitting above-ground storage tanks with automatic shutoff valves and overfill protectors.
The agreement now goes on to the Environmental Protection Agency and US Justice Department, which have 45 days to review it before it becomes legal and binding.
Tuesday, December 20, 2011
Port of Vancouver USA Launching Rail Expansion Project
Construction is scheduled to begin Dec. 22 on an $11.28 million rail expansion project that aims to eliminate a transportation chokepoint at the Port of Vancouver USA by separating train and vehicle traffic.
The Gateway Avenue cargo overpass would be on the east side of the port’s Terminal 5 and have six train tracks running beneath it. The overpass is the latest component of the port’s $150 million, 21-phase West Vancouver Freight Access project, which has been built in phases since its 2007 launch.
The freight access project is planned to improve the ability to move freight not only through the port but also along the BNSF Railway and Union Pacific Railroad mainlines. Portions of the WVFA project include construction of a new dual carrier rail access into the port, enhancement of the port’s internal rail system, relocation of port facilities to accommodate track realignment and roadway improvements.
Among the elements of the project that have already been completed are, a $14 million Terminal 5 loop track, which was completed in June 2010; and $16 million in rail improvements completed in 2008.
Construction of the overpass, which should be finished by May 2013, is funded primarily by an $8.8 million federal grant, with the port picking up the remaining $2.48 million.
Port officials say the WVFA project is about 40 percent complete and should be finished by 2017. It’s expected to help the port generate up to 2,000 new, permanent jobs over the next five to 10 years as it increases rail capacity and current tenants expand their operations.
The port is also in negotiations to lease 218 acres of Terminal 5 land to Australia-based mining company BHP Billiton for the purpose of exporting potash to Asian countries. If an agreement can be arrived at, the new tenant could bring even more jobs to the port.
The Gateway Avenue cargo overpass would be on the east side of the port’s Terminal 5 and have six train tracks running beneath it. The overpass is the latest component of the port’s $150 million, 21-phase West Vancouver Freight Access project, which has been built in phases since its 2007 launch.
The freight access project is planned to improve the ability to move freight not only through the port but also along the BNSF Railway and Union Pacific Railroad mainlines. Portions of the WVFA project include construction of a new dual carrier rail access into the port, enhancement of the port’s internal rail system, relocation of port facilities to accommodate track realignment and roadway improvements.
Among the elements of the project that have already been completed are, a $14 million Terminal 5 loop track, which was completed in June 2010; and $16 million in rail improvements completed in 2008.
Construction of the overpass, which should be finished by May 2013, is funded primarily by an $8.8 million federal grant, with the port picking up the remaining $2.48 million.
Port officials say the WVFA project is about 40 percent complete and should be finished by 2017. It’s expected to help the port generate up to 2,000 new, permanent jobs over the next five to 10 years as it increases rail capacity and current tenants expand their operations.
The port is also in negotiations to lease 218 acres of Terminal 5 land to Australia-based mining company BHP Billiton for the purpose of exporting potash to Asian countries. If an agreement can be arrived at, the new tenant could bring even more jobs to the port.
Thursday, December 1, 2011
Port of Grays Harbor Vehicle Exports on Record Pace
The Port of Grays Harbor says it’s on pace to set a new record for the number of vehicles exported this year. The increase, the port says, is due to a growing demand in Asia for US-made vehicles.
Through October, more than 30,000 North American-made vehicles have been shipped through the port, already surpassing the roughly 21,000 that passed through during all of 2010.
The port estimates it’s on pace to see about 37,000 cars shipped out during the year, with the prime destination being China, which has become the world’s largest automobile market. Demand for North American-made cars, particularly Chryslers, has exploded in the country in recent years and is expected to rise 10 percent in 2012.
The port’s export business, which was launched in 2009, is handled by Pasha Automotive Services, which receives the vehicles after they’re delivered to the port via BNSF and Union Pacific railways from Midwest assembly plants.
Through October, more than 30,000 North American-made vehicles have been shipped through the port, already surpassing the roughly 21,000 that passed through during all of 2010.
The port estimates it’s on pace to see about 37,000 cars shipped out during the year, with the prime destination being China, which has become the world’s largest automobile market. Demand for North American-made cars, particularly Chryslers, has exploded in the country in recent years and is expected to rise 10 percent in 2012.
The port’s export business, which was launched in 2009, is handled by Pasha Automotive Services, which receives the vehicles after they’re delivered to the port via BNSF and Union Pacific railways from Midwest assembly plants.
Thursday, October 20, 2011
Groups Sue UP, BNSF Over Calif. Railyard Emissions
Three environmental groups, led by the National Resources Defense Council (NRDC), have sued the two major Southern California freight railroads over diesel pollution generated by rail operations at 17 railyards throughout California.
The suit is asking the court to force the railroads to "remediate" and "abate" the health effects of the railyard pollution by requiring the implementation of billions of dollars of new equipment and infrastructure.
The suit, which relies on a novel legal argument, seeks to have the court set a legal precedent by declaring the railyards as generators of hazardous waste. Such a precedent could open the door for similar lawsuits against any commercial operation that utilizes diesel machinery.
The NRDC, along with co-plaintiffs the Center for Community Action and Environmental Justice and the East Yard Communities for Environmental Justice, filed the suit in the California Central District court on Tuesday.
Citing the federal Resource Conservation and Recovery Act (RCRA), the NRDC's untested legal argument claims that railroads Union Pacific and Burlington Northern Santa Fe are illegally disposing of hazardous waste – in the form of settled airborne diesel pollution – in communities near the railyards.
In the suit, the NRDC claims that diesel particulate matter is a hazardous material that falls under the auspices of regulation by the RCRA.
The federal RCRA gives the United States Environmental Protection Agency the authority to control hazardous waste from the "cradle-to-grave." This includes the generation, transportation, treatment, storage, and disposal of hazardous waste.
Diesel particulate matter, commonly seen as soot from truck smokestacks, is in reality fine particles of carbon created in the combustion process within the locomotive and yard equipment diesel engines. While these particles, some ten times smaller in diameter than a human hair, are mostly inert carbon, they also contain minute traces of numerous other chemicals and heavy metals that bind to the carbon particles.
Specifically, the suit identifies the trace chemicals and metals in the diesel particulates as the “hazardous waste” being disposed of by the railroads.
While the trace chemical components of the settled particles of diesel pollution are covered under the RCRA, the language of the RCRA does not specifically cite settled diesel pollution as a covered hazardous material.
The NRDC is requesting relief from the court in three ways: a declaration that UP and BNSF are indeed disposing of hazardous waste in the manner described by the NRDC; require the railroads to investigate the "amount, fate and transport" of diesel particulate matter from the railyards; and, require the railroads to "remediate" and "abate" the railyard diesel particulate matter emissions.
In their filing, the NRDC lists numerous remediation actions that it is asking the court to impose.
These include forcing the railroads to purchase newer cleaner-burning locomotives, invest in "electrification of major rail lines," purchase cleaner-burning yard equipment, install plug-in electrification at the railyards for all reefer units and reconfigure railyards to achieve maximum distance from operations and nearby communities.
The suit also seeks to limit locomotive idling to 15 minutes, create locomotive no-idle zones near residential areas, and monitor their operations to assure air quality.
A statement from BNSF called the suit unreasonable and pointed out that the railroad has spent hundreds of millions of dollars in reducing emissions.
The railroads have pointed out in the past that their locomotives and yard equipment all meet or surpass current air quality regulations.
In 2008, the NRDC threatened to take similar legal action against the Southern California Port of Long Beach. In a threat issued to the port, the NRDC claimed the Long Beach port was violating federal law by disposing of toxic waste in the form of diesel truck exhaust. Calling the port an “imminent and substantial endangerment to public health,” the group also charged the port with ongoing failures to remedy the emissions.
The NRDC gave the port 90 days to take immediate action or it threatened to ask a federal court to appoint a “port czar” to force the port address the diesel pollution immediately. The NRDC also threatened to ask a federal court to halt all port development, cap port throughput to existing levels, and order the port to cap emissions to current levels.
Following the 90-day period, the NRDC backed off the threat, saying that it had "worked out their issues with Long Beach."
The suit is asking the court to force the railroads to "remediate" and "abate" the health effects of the railyard pollution by requiring the implementation of billions of dollars of new equipment and infrastructure.
The suit, which relies on a novel legal argument, seeks to have the court set a legal precedent by declaring the railyards as generators of hazardous waste. Such a precedent could open the door for similar lawsuits against any commercial operation that utilizes diesel machinery.
The NRDC, along with co-plaintiffs the Center for Community Action and Environmental Justice and the East Yard Communities for Environmental Justice, filed the suit in the California Central District court on Tuesday.
Citing the federal Resource Conservation and Recovery Act (RCRA), the NRDC's untested legal argument claims that railroads Union Pacific and Burlington Northern Santa Fe are illegally disposing of hazardous waste – in the form of settled airborne diesel pollution – in communities near the railyards.
In the suit, the NRDC claims that diesel particulate matter is a hazardous material that falls under the auspices of regulation by the RCRA.
The federal RCRA gives the United States Environmental Protection Agency the authority to control hazardous waste from the "cradle-to-grave." This includes the generation, transportation, treatment, storage, and disposal of hazardous waste.
Diesel particulate matter, commonly seen as soot from truck smokestacks, is in reality fine particles of carbon created in the combustion process within the locomotive and yard equipment diesel engines. While these particles, some ten times smaller in diameter than a human hair, are mostly inert carbon, they also contain minute traces of numerous other chemicals and heavy metals that bind to the carbon particles.
Specifically, the suit identifies the trace chemicals and metals in the diesel particulates as the “hazardous waste” being disposed of by the railroads.
While the trace chemical components of the settled particles of diesel pollution are covered under the RCRA, the language of the RCRA does not specifically cite settled diesel pollution as a covered hazardous material.
The NRDC is requesting relief from the court in three ways: a declaration that UP and BNSF are indeed disposing of hazardous waste in the manner described by the NRDC; require the railroads to investigate the "amount, fate and transport" of diesel particulate matter from the railyards; and, require the railroads to "remediate" and "abate" the railyard diesel particulate matter emissions.
In their filing, the NRDC lists numerous remediation actions that it is asking the court to impose.
These include forcing the railroads to purchase newer cleaner-burning locomotives, invest in "electrification of major rail lines," purchase cleaner-burning yard equipment, install plug-in electrification at the railyards for all reefer units and reconfigure railyards to achieve maximum distance from operations and nearby communities.
The suit also seeks to limit locomotive idling to 15 minutes, create locomotive no-idle zones near residential areas, and monitor their operations to assure air quality.
A statement from BNSF called the suit unreasonable and pointed out that the railroad has spent hundreds of millions of dollars in reducing emissions.
The railroads have pointed out in the past that their locomotives and yard equipment all meet or surpass current air quality regulations.
In 2008, the NRDC threatened to take similar legal action against the Southern California Port of Long Beach. In a threat issued to the port, the NRDC claimed the Long Beach port was violating federal law by disposing of toxic waste in the form of diesel truck exhaust. Calling the port an “imminent and substantial endangerment to public health,” the group also charged the port with ongoing failures to remedy the emissions.
The NRDC gave the port 90 days to take immediate action or it threatened to ask a federal court to appoint a “port czar” to force the port address the diesel pollution immediately. The NRDC also threatened to ask a federal court to halt all port development, cap port throughput to existing levels, and order the port to cap emissions to current levels.
Following the 90-day period, the NRDC backed off the threat, saying that it had "worked out their issues with Long Beach."
Tuesday, September 27, 2011
BNSF Unveils Draft EIR For $500M Los Angeles Port Rail Yard
Class I railroad Burlington Northern Santa Fe on Friday released draft environmental documents for a proposed $500 million rail facility to be located at the northeastern edge of the Port of Los Angeles.
The 153-acre proposed facility, named the Southern California International Gateway (SCIG), would serve as a intermodal train-building yard to compliment the existing on-dock rail systems at the port's various container terminals. Estimated to have a throughput capacity of 1.5 million containers a year, the facility is being touted by BNSF as the "greenest" facilities of its kind in the nation, featuring numerous methods of drastically reducing both pollution and the health risk to surrounding communities.
As part of the facility construction, BNSF will remediate an existing industrial site that currently requires cleanup.
To reduce pollution, BNSF plans to utilize wide-span all-electric cranes, ultra-low emission switching locomotives and low-emission rail yard equipment. The railroad has committed to initially allow only trucks meeting the port's Clean Air Action Plan (CAAP) goal of 2007-or-newer trucks to transport cargo about four miles from the port terminals to the SCIG. BNSF plans for 90 percent of the facility truck fleet will be LNG or equivalent emissions vehicles by 2026. Trucks will be required to adhere to strict routes, avoiding residential areas by traveling on designated, industrial routes with GPS tracking to ensure adherence.
The more than 1,500-page Draft Environmental Impact Report, prepared by the Environmental Management Division of the port, also determined that the proposed SCIG would reduce area cancer risk 10 times more than the port's own standards.
This is the second time the project has gone out for public comment. In 2005, the port sought public comment on the scope of the EIR released Friday. Most of the public concern raised at the time related to air quality, public health and increases in traffic.
"The release of this report is a significant moment for green growth in Los Angeles," BNSF Chairman and CEO Matthew Rose said.
"Railroads are the most environmentally-friendly mode of surface transportation. We believe that this facility proves that 'green' and 'growth' can go together as the mayor and the ports have long promised."
During the three-year construction phase, approximately 1,500 jobs a year would be created, with estimates suggesting that they would create more than $85 million in federal, state and local taxes.
According to a study by IHS Global Insight, the SCIG upon completion will create up to 14,000 new direct and indirect jobs in Los Angeles and 22,000 new direct and indirect jobs in Southern California by 2036.
The 153-acre proposed facility, named the Southern California International Gateway (SCIG), would serve as a intermodal train-building yard to compliment the existing on-dock rail systems at the port's various container terminals. Estimated to have a throughput capacity of 1.5 million containers a year, the facility is being touted by BNSF as the "greenest" facilities of its kind in the nation, featuring numerous methods of drastically reducing both pollution and the health risk to surrounding communities.
As part of the facility construction, BNSF will remediate an existing industrial site that currently requires cleanup.
To reduce pollution, BNSF plans to utilize wide-span all-electric cranes, ultra-low emission switching locomotives and low-emission rail yard equipment. The railroad has committed to initially allow only trucks meeting the port's Clean Air Action Plan (CAAP) goal of 2007-or-newer trucks to transport cargo about four miles from the port terminals to the SCIG. BNSF plans for 90 percent of the facility truck fleet will be LNG or equivalent emissions vehicles by 2026. Trucks will be required to adhere to strict routes, avoiding residential areas by traveling on designated, industrial routes with GPS tracking to ensure adherence.
The more than 1,500-page Draft Environmental Impact Report, prepared by the Environmental Management Division of the port, also determined that the proposed SCIG would reduce area cancer risk 10 times more than the port's own standards.
This is the second time the project has gone out for public comment. In 2005, the port sought public comment on the scope of the EIR released Friday. Most of the public concern raised at the time related to air quality, public health and increases in traffic.
"The release of this report is a significant moment for green growth in Los Angeles," BNSF Chairman and CEO Matthew Rose said.
"Railroads are the most environmentally-friendly mode of surface transportation. We believe that this facility proves that 'green' and 'growth' can go together as the mayor and the ports have long promised."
During the three-year construction phase, approximately 1,500 jobs a year would be created, with estimates suggesting that they would create more than $85 million in federal, state and local taxes.
According to a study by IHS Global Insight, the SCIG upon completion will create up to 14,000 new direct and indirect jobs in Los Angeles and 22,000 new direct and indirect jobs in Southern California by 2036.
