California State Rail Plan 2005-06 to 2015-16

More documents

Recommendations

Info

2005-06 – 2015-16 California State Rail Plan TEN-YEAR PLANNED TRAIN SERVICE EXPANSION PLANS INCREASED SERVICE FREQUENCIES The Department anticipates there will be eventual demand for eight round-trips on the San Joaquins between Bakersfield and Stockton. It is important to note that the start-up dates for service are based on projected service needs. Demonstrated ridership demand, approval from Amtrak and the relevant railroad(s), availability of capital funding and equipment, completion of necessary capital projects, and availability of additional operating funding will affect when each of the service improvements can be implemented. The Department’s proposed expansion of the San Joaquin Route is as follows: 2010-11 Bakersfield-Sacramento: third daily round-trip from Stockton to Sacramento (seventh round-trip on route). 2014-15 Bakersfield-Oakland: fifth daily round-trip from Stockton to Oakland (eighth round-trip on route). STOCKTON TO OAKLAND Currently, San Joaquin trains make four round-trips a day on the Stockton- Oakland segment of the line. As the result of population growth in eastern Contra Costa and northern San Joaquin Counties, and good ridership on the existing San Joaquins on this segment, the Department is interested in exploring additional San Joaquin frequencies. The Department in the fall of 2005 released a Request for Proposal (RFP) for a San Joaquin Corridor Strategic Business Plan that includes the study of potential schedules and market analysis for the Oakland- Stockton segment of the Route. Dependant upon the results of the study, the Department may consider adding additional trains on this segment. BAKERSFIELD TO LOS ANGELES Currently, the San Joaquins operate from Sacramento and Oakland to Bakersfield with extensive dedicated feeder bus connections to Los Angeles. About 31 percent of San Joaquin bus riders used the Bakersfield to Los Angeles bus in 2004-05. In view of this extensive use of connecting bus services between Bakersfield and Los Angeles, the Department has for many years been interested in developing a direct San Joaquin rail extension between these points. The UP route between Bakersfield and Los Angeles passes through Mojave and Palmdale. The Bakersfield to Mojave section is one of the busiest single-track freight lines in the western United States; it is also used by BNSF freight trains operating on trackage rights. Beyond Mojave, UP’s route to Los Angeles goes through Palmdale. South of Palmdale via Santa Clarita to Los Angeles, the Los Angeles County Metropolitan Transportation Authority owns the line. 82
Chapter VII – San Joaquin Route In 2002, the Department requested that the UP do a State-funded rail capacity study between Bakersfield and Los Angeles to examine intercity passenger rail service on the line. The railroad declined to do the study stating that because there is no excess capacity on this line, the addition of regularly scheduled passenger service would have a detrimental impact the UP’s ability to provide competitive freight rail service. However, the Department remains interested in extending San Joaquin rail service to Los Angeles. The San Joaquin Corridor Strategic Business Plan RFP mentioned above includes the study of: (1) extending one round-trip on a overnight schedule on the UP route to Los Angeles; and (2) extension of the Route south to the foot of the Grapevine with new track, extension of certain Pacific Surfliner trains from Los Angeles north to Santa Clarita on existing track, with both extensions connected by a short bus ride via I-5 over the Grapevine. The Department decided to examine the second option as a potential alternative to use of the UP’s line between Bakersfield and Los Angeles. ROUTE HISTORY AND PERFORMANCE Two daily trains served the San Joaquin Valley until May 1971 when Amtrak was formed. Each train used a different route through the Valley, and was operated by different railroads. SP operated the San Joaquin Daylight between Oakland and Los Angeles and a connecting train, the Sacramento Daylight, from Sacramento that provided cross-platform connecting service with the San Joaquin Daylight at Tracy. The ATSF operated the San Francisco Chief between the Bay Area and Chicago via Stockton, Fresno and Bakersfield. Amtrak’s initial route structure in May 1971 used the SP’s Coast Line for service between Northern and Southern California, leaving the San Joaquin Valley without rail passenger service. Public pressure for restoration of rail service began almost immediately after the formation of Amtrak. As a result, Amtrak’s appropriation for FFY 1974 included funding for service in the San Joaquin Valley. Amtrak selected a joint SP-ATSF route using a connection between the two railroads at Port Chicago (near Martinez). In March 1974, the new San Joaquins entered service between Oakland and Bakersfield and were entirely funded by Amtrak. In 1979, a major reduction in Amtrak’s nationwide route structure was proposed, including the termination of the San Joaquin Route. However, the State reached an agreement with Amtrak to continue the train with State support under the provisions of Section 403(b) of the Amtrak Act. Thus, State support of the route started in February 1980 when the second Oakland-Bakersfield round trip was added. 83
Page 1:
California State Rail Plan 2005-06
Page 4 and 5:
Honorable Alan Lowenthal Honorable
Page 7 and 8:
CALIFORNIA STATE RAIL PLAN 2005-06
Page 9 and 10:
Table of Contents Table of Contents
Page 11 and 12:
Page 13 and 14:
Page 15 and 16:
Page 17 and 18:
Table of Figures Table of Figures F
Page 19 and 20:
Executive Summary California State
Page 21 and 22:
THE DEPARTMENT’S MISSION AND GOAL
Page 23 and 24:
service levels, service extensions,
Page 25 and 26:
Eureka Arcata Fortuna Scotia RECENT
Page 27 and 28:
2008-09 San Jose-Oakland, eighth an
Page 29 and 30:
CALTRAIN COMMUTER RAIL (SAN FRANCIS
Page 31 and 32:
Chapter X-Potential New Services PR
Page 33 and 34:
Chapter XII-Intercity Rail Funding
Page 35 and 36:
PART II Freight Rail Element Chapte
Page 37 and 38:
(CBI), Transportation and Community
Page 39 and 40:
INTRODUCTION Government Code Sectio
Page 41 and 42:
PART I PASSENGER RAIL ELEMENT 3
Page 43 and 44:
Chapter I - California’s Vision f
Page 45 and 46:
Chapter I - California’s Vision f
Page 47 and 48:
Chapter II - Capital Program CHAPTE
Page 49 and 50:
Chapter II - Capital Program PROJEC
Page 51 and 52:
Chapter II - Capital Program stakeh
Page 53 and 54:
Chapter II - Capital Program Figure
Page 55 and 56:
Chapter II - Capital Program OUTLOO
Page 57 and 58:
Chapter II - Capital Program at eig
Page 59 and 60:
Chapter II - Capital Program RAIL-H
Page 61 and 62:
Chapter II - Capital Program STATE
Page 63 and 64:
Chapter II - Capital Program second
Page 65 and 66:
Chapter III - Operations Program CH
Page 67 and 68:
Chapter III - Operations Program Ca
Page 69 and 70: Chapter III - Operations Programs F
Page 71 and 72: Chapter III - Operations Program Fi
Page 73 and 74: Chapter III - Operations Program AD
Page 75 and 76: Chapter III - Operations Program On
Page 77 and 78: Chapter III - Operations Program Am
Page 79 and 80: Chapter III - Operations Program MU
Page 81 and 82: Chapter III - Operations Program th
Page 83 and 84: Chapter IV - Marketing Program CHAP
Page 85 and 86: Chapter IV - Marketing Program Spec
Page 87 and 88: Chapter IV - Marketing Program The
Page 89 and 90: 51 Chapter IV - Marketing Program
Page 91 and 92: Chapter V - The California Passenge
Page 105 and 106: Chapter VI - Pacific Surfliner Rout
Page 117 and 118: Chapter VII - San Joaquin Route CHA
Page 119: Chapter VII - San Joaquin Route PAS
Page 123 and 124: Chapter VII - San Joaquin Route Fig
Page 125 and 126: Chapter VII - San Joaquin Route Fig
Page 127 and 128: Chapter VII - San Joaquin Route Cap
Page 129 and 130: Chapter VIII - The Capitol Corridor
Page 139 and 140: 101 Chapter VIII - The Capitol Corr
Page 141 and 142: Chapter IX - Commuter Rail Services
Page 169 and 170: 131 Chapter IX - Commuter Rail Serv
Page 171 and 172:
Chapter X - Potential New Services
Page 173 and 174:
Page 175 and 176:
Page 177 and 178:
Page 179 and 180:
Page 181 and 182:
Page 183 and 184:
Page 185 and 186:
Page 187 and 188:
Chapter XI - Amtrak CHAPTER XI AMTR
Page 189 and 190:
Chapter XI - Amtrak • Return of t
Page 191 and 192:
Chapter XI - Amtrak Figure 11A Amtr
Page 193 and 194:
Chapter XI - Amtrak AMTRAK REFORM A
Page 195 and 196:
Chapter XII - Intercity Rail Fundin
Page 197 and 198:
Page 199 and 200:
Page 201 and 202:
Chapter XIII - Environment and Land
Page 203 and 204:
Page 205 and 206:
Page 207 and 208:
Page 209 and 210:
Page 211 and 212:
PART II FREIGHT RAIL ELEMENT 173
Page 213 and 214:
Chapter XIV - Introduction CHAPTER
Page 215 and 216:
Chapter XIV - Introduction UNION PA
Page 217 and 218:
Chapter XIV - Introduction REGIONAL
Page 219 and 220:
Chapter XIV - Introduction Figure 1
Page 221 and 222:
Chapter XV - Major Freight Issues C
Page 223 and 224:
Chapter XV - Major Freight Issues A
Page 225 and 226:
Chapter XV - Major Freight Issues I
Page 227 and 228:
Chapter XV - Major Freight Issues T
Page 229 and 230:
Chapter XVI - Short Line Analysis C
Page 231 and 232:
Chapter XVI - Short Line Analysis F
Page 233 and 234:
Chapter XVI - Short Line Analysis P
Page 235 and 236:
Chapter XVI - Short Line Analysis r
Page 237 and 238:
Chapter XVII - Funding CHAPTER XVII
Page 239 and 240:
Chapter XVII - Funding funding on a
Page 241 and 242:
Chapter XVII - Funding operators ma
Page 243 and 244:
Chapter XVII - Funding The Northwes
Page 245 and 246:
Chapter XVIII - Environmental Revie
Page 247 and 248:
Page 249 and 250:
Page 251 and 252:
Page 253 and 254:
Chapter XIX - New Technology CHAPTE
Page 255 and 256:
Chapter XIX - New Technology One ex
Page 257 and 258:
Chapter XIX - New Technology ROLLIN
Page 259 and 260:
Chapter XX - Future Needs CHAPTER X
Page 261 and 262:
Appendix APPENDIX ACRONYMS 4R Act F
Page 263:
Appendix SAFETEA-LU SamTrans SANBAG
show all

California State Rail Plan 2005-06 to 2015-16

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?