Purpose

To consolidate, disseminate, and gather information concerning the 710 expansion into our San Rafael neighborhood and into our surrounding neighborhoods. If you have an item that you would like posted on this blog, please e-mail the item to Peggy Drouet at pdrouet@earthlink.net

Wednesday, August 6, 2014

Private investors warming to Calif. high-speed rail

http://www.bizjournals.com/sacramento/news/2014/08/05/private-investors-warming-to-california-high-speed.html

By Eric Young, August 5, 2014



california bullet train
Private investors are starting to express interest in funding part of California's planned high-speed rail line, giving a boost to the $68 billion project.

Private investors are starting to express interest in funding part of California's planned high-speed rail line, giving a boost to the $68 billion project.

Nine companies, mostly large construction, engineering and infrastructure firms that have worked on high-speed rail elsewhere, have written letters saying they are interested in financing part of what would be the state’s largest-ever infrastructure project.

“We would be very interested in participating in the competition for the construction and financing of California high-speed rail projects,” reads part of a letter from AECOM, a major engineering firm.

Other companies writing to bullet train planners include Grupo ACS, Sener, Vinci Concessions, Siemens, Railgrup, Sacyr, Acciona Concesiones and Astaldi SpA.

The California High-Speed Rail Authority said it expects more companies will step forward. “We fully expect this is just the first wave of private interest,” said Ben Tripousis, the northern regional director of the High-Speed Rail Authority.

A recent state budget deal triggered the uptick in private interest: State lawmakers agreed to spend $250 million this year from the state’s cap-and-trade program — money polluters pay to offset carbon emissions — on the bullet train program.

More significantly, lawmakers agreed to spend 25 percent of future cap-and-trade dollars on high-speed rail. The total cap-and-trade revenues through 2020 could range from $12 billion to $45 billion, according to a February report by the nonpartisan California Legislative Analyst’s Office.

That steady flow of dollars from the state gave private investors confidence to look closely at California high-speed rail.

The California High-Speed Rail Authority is responsible for building the bullet train line. It is still too early to know what kinds of investments the rail authority will want from private funders. The state might ask private companies to provide loans that are paid back with interest. Or the state may want deals where private companies get a concession to operate a part of the bullet train for a period of time.

The interest from private investors comes closely after the bullet train won a significant court victory. An appeals court overturned a lower court ruling last November that had blocked California from selling $8.6 billion in state bonds for the project. It is not yet known if the appeals court ruling will be appealed to the state Supreme Court.

Other potential legal barriers remain. There are separate lawsuits pending that could impact whether the planned bullet train can travel between San Francisco and Los Angeles fast enough and whether the train can operate without a taxpayer subsidy.

Work on the first section of the bullet train line — a 29-mile stretch in the Central Valley — has begun. Construction crews are relocating utility infrastructure and building a bridge.

The first phase of the bullet train’s tracks, running from Merced to the San Fernando Valley, is expected to be completed by 2022. The entire system, connecting San Francisco to Anaheim, will be done by 2028, according to the rail authority.

"The Gap Rap" MTA Long Island Rail Road

 
 http://www.metro-magazine.com/video/story/2010/07/the-gap-rap-mta-long-island-rail-road.aspx
 
November 20, 2012
 

The "Gap Rap" video, featuring Dr. John Clark, MTA Long Island Rail Road's Medical Director, is the latest effort by the rail system to raise awareness of the gap between trains and station platforms.


Rail commuters tilt train to free trapped man

http://www.metro-magazine.com/news/story/2014/08/rail-commuters-tilt-train-to-free-trapped-man.aspx?utm_campaign=Rail-Transit-NEW-20140806&utm_source=Email&utm_medium=Enewsletter

August 6, 2014





PERTH, Australia — Dozens of Australians tilted a train on Wednesday to free a commuter whose leg was trapped between a railcar and a platform, with authorities praising their efforts as an example of “people power,” the Rakyat Post reported.

The man was boarding in the Western Australia city of Perth when he slipped and became jammed in the gap between the carriage and the station, operator Transperth said in a statement, according to the report.


Senator to push Attorney General to launch criminal probe on Bay Bridge construction

http://www.sacbee.com/2014/08/05/6608176/senator-to-push-attorney-general.html

By Charles Piller, August 5, 2014



 In this January file photo, work continues on the new eastern span of the San Francisco Oakland Bay Bridge in San Francisco.

Read more here: http://www.sacbee.com/2014/08/05/6608176/senator-to-push-attorney-general.html#storylink=cpy

California Sen. Mark DeSaulnier, D-Concord, said Tuesday that he would deliver findings from his investigation of Bay Bridge construction issues to state Attorney General Kamala Harris to request a criminal investigation of actions by the California Department of Transportation and some of its contractors.

His comments came prior to a Senate hearing Tuesday where witnesses said that Caltrans managers directed inspectors to ignore serious welding issues in China for key sections of the San Francisco-Oakland Bay Bridge, leaving doubts about its long-term durability.

The hearing followed a Senate report released last week that said Caltrans “gagged and banished” several quality managers on the new $6.5 billion structure after they tried to correct substandard work by Shanghai Zhenhua Heavy Industry Co. Ltd., or ZPMC, the Chinese firm that built much of the suspension span roadway and tower.

Keith Devonport, a contract fabrication manager in Shanghai, said bridge managers, including Peter Siegenthaler, the top manager in China for most of the job, approved production over the objections of other top managers who believed weld cracks were being overlooked. He said Caltrans managers also blocked a specialized use of high-frequency sound waves that found “transverse” cracks – ones that run across welds – missed by other test methods.

Devonport, who testified via Skype from his home in England, said the bridge project’s chief executive, Tony Anziano, showed “willful blindness” about the problems. Anziano removed him from the job for his complaints about quality, Devonport said. His comments echoed the report by an investigator for the Senate Transportation and Housing Committee, which said that Anziano quashed dissent on the project.

DeSaulnier, who chairs the committee, noted that the Bay Area Toll Authority has reserved substantial funds for possible retrofits, yet Caltrans has acted as if “nothing happened.”

“Somebody should be held accountable,” for problems on the new span, DeSaulnier said. He attributed them partly to what a team of experts called “a culture of fear” at the department.

Also in remarks prior to the hearing, Caltrans Director Malcolm Dougherty said his agency was confident in the quality and safety of the new span, but would keep a close eye on certain issues raised in recent reports, including the welds of the suspension span roadway. The Sacramento Bee reported in June that Caltrans allowed weld cracks despite their prohibition by the bridge code.

Asked if Caltrans had a credibility problem, Dougherty said, “I think I’ve got to regain the trust of the senator and then the public.”

During the hearing, DeSaulnier told Caltrans executives, “you’re in denial” about the challenges in the department’s culture that have consistently resulted in employees being rebuffed by superiors when they raise safety and construction complaints.


“I resent the writing off of people who have come forward” with such concerns, DeSaulnier said. He cited Caltrans engineering geologist Michael Morgan, who was thwarted in his attempts to have serious problems in the Caltrans foundation testing unit addressed. DeSaulnier said Morgan showed integrity by providing bridge testing data to The Bee. The documents led to a Bee investigation of concerns about the reliability of bridge foundations across the state, including the Bay Bridge, and led to reforms in the Caltrans testing process.

Brian P. Kelly, secretary of the California State Transportation Agency, said at the hearing that “mistakes were made … Human beings are fallible.” But Kelly said that corrections were made and that the new bridge is safe. DeSaulnier agreed.

Kelly said some blame for mistakes, including construction problems, management secrecy and delays, should fall on both Caltrans and elected officials. Among the overall effects were high costs and reduced public confidence, he said, pointing to “the importance of transparency from beginning to end” for any new megaproject.

Kelly said he takes the allegations of wrongdoing seriously, which is why he asked the California Highway Patrol to examine allegations of contracting and construction irregularities and retaliation against dissenters.

“That investigation is thorough and ongoing. Once it is complete, I will act accordingly,” he said.

The Bay Bridge, which opened to traffic last Labor Day weekend despite many construction tasks still in process, is a lifeline structure meant to return to service within 24 hours after the largest expected earthquake. Experts who testified at the hearing said costly repairs could be required during its 150-year projected service. Caltrans officials said any needed repairs would be routine.

Sen. Jim Beall, D-San Jose, asked Kelly whether the value of the bridge has suffered as a result of all the problems. “I don’t think you are buying a lemon,” Kelly replied, drawing one of the few laughs during the somber hearing. Caltrans agreed to respond in writing with cost estimates for future maintenance of the Bay Bridge.
 
Anziano defended his actions at the hearing, denying concealment or retaliation against dissenters. He said concerns about weld quality were addressed “and, I strongly believe, resolved, resolved with respect to quality.”

Anziano said the problems at the Chinese fabricator were typical of those any firm would experience on a complex structure like the new bridge roadway – a comment DeSaulnier called “unbelievable” given the many instances that have come to light in which ZPMC refused to comply with U.S. standards.

Among the major problems was the training level of the firm’s welders. Devonport told senators that up to half failed qualification tests for the difficult welds on roadway girders. ZPMC resisted better training, he said, because many of the welders used by the firm were contractors, and once trained, might leave for better jobs at other companies.

Nate Lindell, former quality assurance manager for American Bridge/Fluor, or ABF, the prime contractor above ZPMC, serves on American Welding Society committees that write the welding codes. He told the Senate committee that, “It was very common for (ZPMC welders) to sleep through the entire training,” calling it a “futile effort.”

Lindell – who was dismissed by ABF after complaining about quality issues – validated claims by another top quality contractor, Jim Merrill, that Caltrans managers said to ignore cracks in welds where stiffeners were attached under the roadway deck. “The rules were changed, and I question why,” Lindell said. “Why change the code? Why change the specifications? Why not allow the same requirements as if an American fabricator was to fabricate this in the States?”

Lindell and Devonport also said that the definitive Caltrans database of the Chinese welds – still being created – likely will contain many inaccuracies because some of the information provided by ZPMC was unreliable or because Caltrans officials forbid certain tests that would show flaws in welds.

“There’s a high probability that there are embedded cracks in the welds on the bridge. As to whether they will (expand) to cause a real problem, it’s difficult to say,” Devonport said, urging further tests on the welds using the method that Caltrans did not allow in China.

Read more here: http://www.sacbee.com/2014/08/05/6608176/senator-to-push-attorney-general.html#storylink=cpy

Read more here: http://www.sacbee.com/2014/08/05/6608176/senator-to-push-attorney-general.html#storylink=cpy



Read more here: http://www.sacbee.com/2014/08/05/6608176/senator-to-push-attorney-general.html#storylink=cpy