FRESNO RAIL CONSOLIDATION

ANALYSIS, VEHICLE TRAFFIC OVER “BNSF” RAIL CROSSINGS

JULY 6, 2000

This compilation and analysis is of the actual (raw) count of vehicles traveling over the “BNSF” corridor rail crossings on a given day (24 hours), in the year noted. The numbers of vehicles counted are from the 1990-1999 Fresno Regional Traffic Monitoring Report, prepared by The Council of Fresno County Governments, March 2000, in association with the City of Clovis, the City of Fresno and the County of Fresno.

The preparation of the 1990-1999 monitoring report was financed by the Federal Highway Administration, the California Department of Transportation, the City of Fresno, the County of Fresno and the Council of Fresno County Governments.

Be advised traffic counts will vary hour-to-hour, day-to-day, season-to-season and year-to-year. Each count listed below is from the stated year the actual count was taken.

Each street named below crosses the “BNSF” track and the numbers shown are for vehicle traffic actually counted on that street at the closest point to the rail crossing, if not at the rail crossing itself.

Please Note: NB = Northbound

SB = Southbound

EB = Eastbound

WB = Westbound

B = Both directions combined

% OF

STREET YEAR DIRECTION VEHICLES TOTAL TOTAL

CHURCH 1993 EB 8,516

WB 8,898 17,414 4.3%

CALIFORNIA 1999 EB 759

WB 553 1,312 0.32%

ANALSIS, VEHICLE TRAFFIC, “BNSF” RAIL CROSSINGS

JULY 6, 2000

PAGE TWO

% OF

STREET YEAR DIRECTION VEHICLES TOTAL TOTAL

HAMILTON 1992 B 1,311 1,311 0.32%

BUTLER 1993 EB 6,089

WB 5,920 12,009 2.96%

VENTURA 1993 EB 13,782

WB 13,702 27,484 6.79%

TULARE 1993 EB 7,786

WB 9,177 16,963 4.19%

FRESNO 1996 EB 8,554

WB 10,459 19,013 4.69%

DIVISADERO 1996 B 12,236 12,236 3.02%

McKENZIE 1994 EB 1,419

WB 1,308 2,727 0.67%

GRANT 1994 B 1,015 1,015 0.25%

BELMONT 1992 EB 11,208

WB 11,813 23,021 5.68%

HARVEY 1994 EB 756

1995 WB 499 1,255 0.31%

LEWIS 1994 EB 1,857

1995 WB 954 2,811 0.69%

TYLER 1994 EB 784

1995 WB 603 1,387 0.34

CLAY 1994 EB 1,295

1995 WB 555 1,850 0.45%

OLIVE 1993 EB 6,425

WB 6,422 12,847 3.17%

HAMMOND 1994 B 1,623 1,623 0.40%

ANALYSIS, VEHICLE TRAFFIC, “BNSF” RAIL CROSSINGS

JULY 6, 2000

PAGE THREE

% OF

STREET YEAR DIRECTION VEHICLES TOTAL TOTAL

BLACKSTONE 1996 NB 11,745

SB 12,370 24,115 5.96%

McKINLEY 1993 EB 13,396

WB 17,122 30,518 7.54%

CLINTON 1992 EB 9,769

WB 10,671 20,440 5.05%

MAROA 1999 B 13,444 13,444 3.32%

SHIELDS 1993 EB 12,688

WB 13,703 26,391 6.52%

PALM 1994 NB 6,352

SB 7,480 13,832 3.41%

FRUIT 1990 NB 4,957

SB 5,605 10,562 2.61%

ASHLAN 1999 EB 8,982

WB 8,797 17,779 4.39%

WEST 1999 NB 11,020

SB 11,132 22,152 5.47%

SHAW 1999 EB 22,377

WB 23,391 45,768 11.31%

FIGGARDEN 1997 NB 6,235

SB 3,929 10,164 2.51%

ILLINOIS 1995 B 1,334 1,334 0.32%

TUOLUMNE 1990 B 11,875 11,875 2.93%

TOTAL VEHICLES 404,652

INFORMATION REVIEW

Though the monitoring was performed in different years, the counts taken are considered to be a representative average. Without the addition of any projected growth for the past

ANALYSIS, VEHICLE TRAFFIC, “BNSF” RAIL CROSSINGS

JULY 6, 2000

PAGE FOUR

five years and the accompanying increase experienced in vehicular traffic, it can be safe to base the analysis on the 404,652 vehicles counted crossing the BNSF tracks daily.

Of note is the breakdown of the vehicles crossing the BNSF tracks daily in the different sections of the city:

South Section; Church Ave. to & including Butler………………..32,046 vehicles

Downtown/Civic Center Section; Ventura to Divisadero…………88,905 vehicles

North Central Section; McKenzie to Olive………………………..48,536 vehicles

North Section; Blackstone to Shields…………………………….114,908 vehicles

Northwest Section; Palm to FigGarden…………………………..120,257 vehicles

To estimate the waiting times at the 30 rail crossing listed, crossings with barrier arms and those without were considered. Today, there are 10 Amtrak passenger trains and an average of 28 freight trains traveling the BNSF track daily. An estimated 4 minute wait time per vehicle per train crossing average was determined. This vehicle waiting, with idling engines, burning gasoline, emitting exhaust pollution, totals 1,618,608 minutes, or 26,977 hours. One can imagine the frustrations and stress experienced by the drivers.

More importantly, the delays experienced by the emergency vehicles called to personal and property disasters cause untold physical and financial damage and loss, even unnecessary deaths. If one were to project a result considering the actual increase in vehicle and walker crossings, if a count were taken today at all crossings, even with the expansion of the local freeways, the figures would be disastrous.

It has been reported that the freight traffic on the UP/SP rail corridor along freeway 99 currently numbers between 18 to 20 trains daily. The indication then is that the UP/SP tracks are under-utilized while the BNSF tracks are over-utilized, to the detriment and peril of the Fresno citizenry as they walk and/or drive over the BNSF tracks.

CONCLUSIONS

Based on this analysis, one of several undertaken in seeking “Rail Consolidation”, the only conclusion evident is that Rail Consolidation must become a top priority of all elected officials who have been elected to represent and serve the best interests of all Fresno constituents.

The 1999 count of traffic on Shaw Avenue only amounts to 11.31% (45,768 vehicles) of the total traffic (404,652 vehicles) subject to the dangers of all the city BNSF rail crossings. Those 45,768 vehicles crossing the BNSF track daily at Shaw Avenue

ANALYSIS, VEHICLE TRAFFIC, “BNSF” RAIL CROSSINGS

JULY 6, 2000

PAGE FIVE

represent only 38% of the total, 120,257 vehicles crossing the BNSF tracks in the Northwest section of the city, from the Palm Avenue crossing to the FigGarden crossing, including the Shaw crossing.

These figures question the validity of continuing with the planned Shaw Avenue over/underpass construction project. It would appear the funds allocated for the Shaw project would be better spent in initiating the much needed Fresno Rail Consolidation.

“Rail Consolidation” delays cannot be further tolerated. If necessary, the voting Fresno public must express their demand for Rail Consolidation by voting only for those who support Rail Consolidation and who will actively, publicly and forcefully make the project a reality. Fresno has been waiting for 82 years since 1918 for Rail Consolidation when it was first recommended by the then Fresno City Planning Commission.

If the elected officials insist on playing political football by favoring the railroads and ignoring the needs of the people, then the people must take appropriate action.

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The “Fresno Residents for Rail Consolidation” prepared this Analysis.

Committee Chairman: John F. Ferdinandi Jr.