About CHSR

Our Mission

Our mission is to design, organize, fund, support, and develop a new high-speed intercity, commuter, and parcel freight rail corridor (CHSR) in the Pacific Northwest. The ± 460-mile CHSR corridor between Eugene, Oregon, and Vancouver, British Columbia is a prime example of a visionary and dynamic transport system. The station hubs are planned with connections to buses, light rail, streetcars, water taxis, autos, bikeways, pedestrians, and active transit.

Private-Public Partnership

CHSR, LLC is a private, for-profit limited liability company. The ± 460-mile Pacific Northwest CHSR corridor uses most of the I-5 public right of way. This corridor requires private and public lands. CHSR, LLC will work with private parties, governors, legislative members, mayors, and others to secure corridor usage rights and development.

Energy Efficient System

The fully electrified CHSR system will operate on renewable energy sources. This system is fast, reliable, safe, and connected to other transportation systems, which will stimulate pedestrian-oriented development near its station hubs. The CHSR regenerative braking system will feed electrical power back into the power lines, thus reducing its overall energy consumption and costs.

Encourage Dense Community Growth

Throughout history, new ways of transportation have motivated development and created productive value-generating new jobs. The catalyst for the proper growth model envisioned by Oregon Governor Tom McCall and legislative leaders in 1973 was when Senate Bill 100 was passed, discouraging suburban sprawl in Oregon. We plan to encourage dense community growth at station areas connected to inter-city high-speed rail service and local transportation alternatives. This educational transportation model is also for other cities in America to learn from. This application will significantly reduce our dependence on oil, resolve congestion conflicts, and provide considerable economic benefits.

Our Vision

Our vision sets high standards for a state-of-the-art dedicated double-track corridor with onboard communication, elegant multi-modal train stations, and top-of-the-line 250 mph electric-powered trains to connect major cities. On the same high-capacity inter-city corridor, we will have 110 mph commuter trains connecting suburbs and towns, which will be controlled by the “CHSR Company” Centralized Traffic Control (CTC), and the Positive Train Control (PTC) system for the safest travel imaginable.

The CHSR exclusive rail corridor will be grade-separated (no CHSR track level crossings) and fenced to guarantee no accidents or delays. Japan’s Shinkansen high-speed rail system, developed in 1964 with fast and exclusive corridors, has transported billions of passengers on time without a single fatality.

Our Mission

Cascadia High-Speed Rail, LLC is led by a team of professionals experienced in design, planning, engineering, and real estate. Our purpose is to design, promote, and develop new corridors and station locations to advance high-speed rail in the Northwest of the United States.

Brad Perkins | President

Brad Perkins: President, United States High-Speed Rail Board Member

Bradley C. Perkins has owned and operated Perkins Realty, a residential and commercial real estate company, since 2004. Perkins Realty has been the catalyst in amassing multiple properties for the Hollywood Library, New Seasons Headquarters, and Madrona Studios in Portland.

Perkins is president of Cascadia High-Speed Rail, LLC, and has helped design and advocate for this new and exciting transportation system since 2007. He has worked closely with a technical rail planning expert, Rudy Niederer, to develop a high-speed intercity and commuter rail system between Vancouver, BC, and Eugene, Oregon. Brad has spent considerable time influencing the direction of the newly-designed high-speed rail corridor with local, state, and national leaders and officials.

Perkins had a long career owning and managing the design, building relocation, and restoration of more than 30 historic properties. He was a catalyst in saving significant buildings such as the Springfield Depot in Springfield, Oregon, the C.W. Calkins House in Eugene, Oregon, the United Presbyterian Church in Shedd, Oregon, the Simon Benson House, and the William S. Ladd House in Portland.

Brad has a record of outstanding community and civic involvement. He founded the Hollywood District Development Corporation, the Sullivan’s Gulch Trail Committee, the Peace Memorial Park Foundation, the Irvington, and the World Trade Center Farmers Markets.

Perkins graduated from the University of Oregon School of Architecture with a B.A. degree in 1975. He was born in Portland in 1951 and has lived in Eugene or Portland ever since. He has traveled the world extensively, studying diverse urban planning, architecture, and transportation systems.

Rudy Niederer Technical Planner and Designer

Rudy Niederer completed the concept plan for Cascadia High-Speed Rail’s commuter and inter-city rail corridor system and station locations between Vancouver, BC, and Eugene, OR. Niederer has planned the 460-mile corridor, underpasses, flyovers, and tunnels to avoid all grade crossings and effectively connect CHSR with all other transportation systems at the station and platform stops.

Niederer also designed the light rail concept plan for Honolulu, HI known as Honolulu Area Rapid Transit (HART) connecting downtown to the airport and built it according to Rudy’s corridor plans. While in Hawaii, Niederer also owned and managed a health food store. Niederer worked for 18 years for the Custodis Cottrell Company, an industrial chimney company based in Chicago, IL. He acted as crew supervisor, traveling throughout the United States to troubleshoot, construct and rehabilitate massive industrial chimneys. Niederer, born and educated in Switzerland, moved to the United States in 1964 to gain US citizenship. In retirement, Niederer continues to innovate, invent, and design solutions to complicated engineering and construction challenges.

Niederer has invested more than a decade to lay out and determine the best corridor for Cascadia High-Speed Rail. He is currently working on corridors in eastern Washington and Eugene to Sacramento, CA. The most recent HSR corridor work layouts are from San Francisco to San Jose; San Jose to Fremont and Lathrop; San Francisco to Redwood City, Fremont, and Lathrop; Sacramento, to Stockton and Lathrop. The Redding to Sacramento corridor is still under planning.

This website embraces, educates, enlightens, empathizes, encourages, and empowers the citizenry to achieve such a mega undertaking.

Ankrom Moisan Architects

Ankrom Moisan Architects (AMA) creates places where people and communities thrive, with a particular emphasis on enhancing livability in the urban environment. Much of their work is mixed-use, mid and high-rise residential projects with street-level retail. They understand that public transportation - like the Portland Streetcar system - is symbiotic with a vibrant combination of uses and density. They work closely with clients to foster easy access to bus and rail stops whenever possible.

Because of AMA’s involvement in Portland’s urban renaissance, they have the opportunity to complete many projects in other cities in the U.S., as well as make international connections with architects, educators, planners, developers, and senior living entities in China, England, Mexico, Canada, Denmark, Sweden, and Germany. Their success includes the design of North American headquarters for both Vestas and Daimler corporations. They are enthusiastically supportive of the Cascadia High-Speed Rail initiative. They believe it could greatly benefit sustainability initiatives, urban revitalization, and connections between cities and people. Michael Great has designed the Portland Rose Quarter Transportation Hub and the development plan.

Transportation Economics & Management Systems, Inc.

Transportation Economics & Management Systems, Inc. (TEMS) has been in existence since 1989 and is widely accepted as one of the foremost ground transportation planning firms in North America. TEMS provides specialized management, planning, market research, economic, and systems technology consulting services for the transportation industry. TEMS’ economists, systems analysts, engineers, and professional managers have extensive experience with projects of all scopes and sizes throughout North America and abroad. One of TEMS’ strengths is its ability to provide clients with consultants who not only possess excellent theoretical knowledge, but also have practical, hands-on experience in operational environments. TEMS’ clients include federal, state, and local government agencies, railroad companies, international development organizations, investment banks, and a range of industrial and commercial companies.

The practice is built around four areas of transportation consultation:

  • Demand and Revenue Forecasting
  • Operations and Capacity Analysis
  • Economic Impact Assessment
  • Financial Analysis and Business Plan Development

Within each of these areas, TEMS has established and merged modern interactive computer software systems with advanced and proven analytical techniques. The firm has used its extensive industry experience to develop systems that provide an interface between tactical, day-to-day management problems and overall strategic corporate and public goals of the industry. TEMS’ systems are user-friendly and easily accessible by engineers and planners with little or no expertise. TEMS’ systems prioritize the decision-making process and interact directly with both existing and developing databases.

TEMS’ key areas of expertise include:

  • High-speed, passenger, and freight rail, hyperloop, ferry, airport, and highway demand and revenue forecasting studies
  • Transit and transportation policy review and assessment studies, including fast ferry technologies
  • Operations and maintenance systems management
  • Passenger carrier and port studies
  • Transportation operations and communications systems and software design
  • Cost and resource allocation studies
  • Management information and planning systems development

TEMS has:

  • Conducted more than 50 passenger and freight rail feasibility studies
  • Gained extensive experience with rail system operations, with ridership forecasts validated by actual ridership achieved
  • Introduced the application of stated preference survey techniques in North America
  • Created financial and economic evaluation models used for business planning and for selecting multi-modal strategies
  • Created the RightTrack™ Business Case Planning software for high-speed ground transportation system analysis.

FINANCING

Cascadia High-Speed Rail

First Phase Financing Opportunity with the new Columbia Multi-Modal River Crossing Bridge

Portland Rose Quarter to Lakeshore, Vancouver, WA Commuter Express

Identify transit corridors with the greatest needs, then find the least restraining route. This NW CHSR corridor will attract private financing and allow rewarding property development.

At the heart of the 460 ± miles Cascadia High-Speed Rail, the corridor with its three major cities Portland, Seattle, and Vancouver BC, and a combined corridor population of 6 million people. Those cities have good local transit and bike options. Expand this transit mode to connect the NW CHSR Stations, hosting the ICE, I.C., and Commuter trains. Portland makes the most sense to begin the first phase of NW CHSR corridor development for three significant reasons.

1. The Portland Rose Quarter exists today as a transportation hub for MAX light rail, buses, Portland Streetcar, and bikes. Use the potential of abundant and underutilized land for the Cascadia High-Speed Rail and Commuter Express Station, the Portland Rose Quarter Transportation Hub, and mixed-use high-density development.

2. There remains a strong need for a new bridge for the Columbia River Crossing (CRC.) Now that the CRC plan to replace the dual I-5 Highway Bridge is officially dead, we plan to recommend seismically upgrading the existing I-5 Highway Bridges for another 75 to 100 years of life and building a new multi-modal bridge one mile west of I-5. This new multi-modal high bridge is far enough from the airport and will not impede air traffic. This new multi-modal bridge will support the NW CHSR Commuter Express people’s corridor, Union Pacific, and Burlington Northern Santa Fe freight rail and motor vehicles. The estimated cost to build the 11-mile ± corridor (excluding land costs) from the Portland Rose Quarter to Lakeshore Vancouver, WA, is $2.1 billion.

3. Explore alternatives for funding this project, which include new NW CHSR and Commuter Express Stations. The 11 miles of double track, tunnel, bridge, and two interchanges for motor vehicles can be structured similarly to the former CRC funding plan but without tolls. Our financing plan includes private investment from freight rail multi-modal bridge users. Following:

The State of Oregon $400 million
The State of Washington $400 million
Federal New Starts Program $800 million
Burlington Northern Santa Fe R.R. $150 million
Union Pacific RR $150 million
TIGER Grant or RIFF Loan $100 million
Total $2.1 billion “2015” Dollars

Note: This new high-speed rail corridor and traffic plan will relieve congestion on the I-5 Interstate, the Columbia River Crossing Bridge (CRC), in two ways. It will also provide a new corridor for motor vehicles with direct access to North Portland and West Vancouver, including a connecting link to the Sunset transit center at the Hwy junction of 26 and 217. With this arrangement, both the Portland and Vancouver ports are now free from the upcoming numerous passenger train traffic hindering freight movement.

Secondly, this new, multi-modal bridge corridor will provide for unhindered bidirectional passenger train movements. Therefore, allow an 11-minute transit between Lakeshore “79th St.” in Vancouver, WA to the Rose Quarter in Portland, OR at any time of the day, and so it is for all passenger trains in this designed NW CHSR corridor.

Use financial resources to yield the best returns and provide the best services for the common good for all transport categories, the correct endeavor in economics is to add value to the region.

This NW CHSR corridor plan certainly has its values and deserves planning board participation. The CHSR corridor design teams received no money for their work from anyone up to this point.

Des. by R.N.