<strong>2005</strong>-<strong>06</strong> – <strong>2015</strong>-<strong>16</strong> <strong>California</strong> <strong>State</strong> <strong>Rail</strong> <strong>Plan</strong> ROUTE HISTORY AND PERFORMANCE Intercity rail service started on the Capi<strong>to</strong>l Corridor in 1991, making this route the newest of the three <strong>State</strong>-supported routes. ACR 132 (Hannigan), Statutes of 1988, directed the Metropolitan Transportation Commission (MTC), with assistance from the Sacramen<strong>to</strong> Area Council of Governments and the Department <strong>to</strong> conduct a study of the Auburn-Sacramen<strong>to</strong>-Oakland-San Jose intercity rail corridor. The final report titled ACR 132 Intercity <strong>Rail</strong> Corridor Upgrade Study was published by MTC in 1990 and provided the basis for the initiation of service on the Route. Service has increased from the original three round-trips <strong>to</strong> the current twelve round-trips from Oakland <strong>to</strong> Sacramen<strong>to</strong> as follows: 12/12/91 San Jose-Oakland-Sacramen<strong>to</strong>: three round-trips with one continuing <strong>to</strong> Roseville. 4/2/95 Oakland-San Jose: one round-trip discontinued (except on Saturday northbound and Friday, Saturday, Sunday southbound). 4/14/96 Oakland-Sacramen<strong>to</strong>: fourth round-trip added. 6/17/96 Oakland-San Jose round-trip that was discontinued April 2, 1995, is res<strong>to</strong>red. 1/26/98 Train <strong>to</strong> Roseville extended <strong>to</strong> Colfax. 10/25/98 Oakland-Sacramen<strong>to</strong>: fifth round-trip added. 2/21/99 Oakland-Sacramen<strong>to</strong>: sixth round-trip added. 2/27/00 Oakland-Sacramen<strong>to</strong>: seventh round-trip added. 2/27/00 Oakland-San Jose: fourth round-trip added. 2/27/00 Colfax round-trip cut back <strong>to</strong> Auburn. 4/29/01 Oakland-Sacramen<strong>to</strong>: eighth and ninth round-trips added. 4/29/01 Oakland-San Jose: fifth and sixth round-trips, added on weekends only. 10/27/02 Oakland-Sacramen<strong>to</strong>: tenth round-trip, added on weekdays only. 1/6/03 Oakland-Sacramen<strong>to</strong>: eleventh round-trip, added on weekdays only. 4/28/03 Oakland-Sacramen<strong>to</strong>: twelfth round-trip, added on weekdays only. 96
Chapter VIII – The Capi<strong>to</strong>l Corridor Figure 8B CAPITOL CORRIDOR Annual Operating Performance - <strong>State</strong> Fiscal Years <strong>State</strong> Ridership Data Financial Data for Operations Fiscal Train Loss Farebox Year Ridership PM/TM Revenue Expense Loss <strong>State</strong> Cost Amtrak Cost per PM Ratio Notes (F1) (F2) (F3) (F4) (F5) (F6) 1991-92 (S1) 173,672 96.3 $ 1,973,255 $ 4,848,967 $ 2,875,712 $ 1,592,907 15.0¢ 40.7% 1992-93 238,785 67.7 $ 2,970,103 $ 8,333,093 $ 5,362,990 $ 6,712,017 20.1¢ 35.6% 1993-94 364,070 101.2 $ 3,598,978 $ 9,911,735 $ 6,312,757 $ 6,714,761 $ 1,697,460 15.7¢ 36.3% 1994-95 (S2) 349,056 101.7 $ 3,757,146 $ 9,678,401 $ 5,921,255 $ 6,012,315 $ 1,584,692 14.9¢ 38.8% 1995-96 (S3) 403,050 111.9 $ 4,805,072 $ 11,077,485 $ 6,272,413 $ 6,434,940 $ 273,025 14.9¢ 43.4% 1996-97 496,586 111.3 $ 5,938,072 $ 20,509,999 $ 14,571,927 $ 9,701,519 $ 4,871,345 31.6¢ 29.0% 1997-98 (S4) 484,458 109.4 $ 6,212,150 $ 20,597,133 $ 14,384,983 $ 10,830,123 $ 3,555,755 31.8¢ 30.2% 1998-99 (S5) 515,768 90.8 $ 6,939,702 $ 22,343,915 $ 15,404,213 $ 14,543,722 $ 969,291 32.6¢ 31.1% 1999-00 (S6) 684,334 90.1 $ 8,546,453 $ 25,048,098 $ <strong>16</strong>,501,645 $ 17,120,868 $ 194,932 28.2¢ 34.1% 2000-01 (S7) 1,030,837 1<strong>06</strong>.0 $ 11,091,742 $ 27,670,759 $ <strong>16</strong>,579,017 $ 18,558,681 $ 92,014 21.0¢ 40.1% 2001-02 1,090,713 96.9 $ 12,321,755 $ 32,683,794 $ 20,362,039 $ 21,263,811 $ 99,311 25.3¢ 37.7% 2002-03 (S8) 1,129,683 92.0 $ 12,550,182 $ 35,390,303 $ 22,840,121 $ 22,413,396 $ 170,254 28.1¢ 35.5% 2003-04 1,148,047 86.3 $ 13,012,8<strong>06</strong> $ 36,231,990 $ 23,219,184 $ 23,<strong>16</strong>8,004 $ 9,584 28.0¢ 35.9% 2004-05 1,239,082 93.1 $ 14,788,299 $ 39,<strong>16</strong>0,356 $ 24,372,057 $ 24,372,057 27.3¢ 37.8% TOTAL 9,348,141 $ 108,505,715 $ 303,486,028 $ 194,980,313 $ 189,439,121 (S1) (S2) (S3) (S4) (S5) (S6) (S7) (S8) Service started 12/12/91 with three <strong>State</strong>-supported round trips between Sacramen<strong>to</strong> and San Jose, with one round trip extended <strong>to</strong> Roseville. Data is for six and one-half months only. One round trip discontinued 4/2/95 between Oakland and San Jose (except on Saturday northbound and Friday, Saturday, Sunday southbound.) Feeder bus connection substituted for train. Fourth round trip added 4/14/96 between Sacramen<strong>to</strong> and Oakland. Effective 6/17/96, round trip referred <strong>to</strong> in (S2) above res<strong>to</strong>red <strong>to</strong> daily service between Oakland and San Jose. Effective 1/26/98, the round trip that previously originated and terminated at Roseville was extended <strong>to</strong> Colfax. Fifth round trip added 10/25/98 and sixth round trip added 2/21/99 between Sacramen<strong>to</strong> and Oakland. Effective 2/27/00, seventh round trip added between Sacramen<strong>to</strong> and Oakland; fourth round trip added between Oakland and San Jose; the round trip <strong>to</strong> Colfax was cut back <strong>to</strong> Auburn. Effective 4/29/01, eighth and ninth round trips added between Sacramen<strong>to</strong> and Oakland; fifth and sixth round trips added between Oakland and San Jose on weekends only. Effective 10/27/02, tenth round trip added; effective 1/6/03, eleventh round trip added; effective 4/28/03, twelfth round trip added. These additional trains operate weekdays only between Sacramen<strong>to</strong> and Oakland. (F1) (F2) (F3) (F4) (F5) (F6) Passenger-miles per train mile (PM/TM), a measure of the average load on a train over its entire route. Through September 1995, all trains billed on long term avoidable cost basis; includes cost of connecting buses. Effective Oc<strong>to</strong>ber 1996, all trains billed on Full Cost (Train, Route and System) Basis. Though September 1995, <strong>State</strong> cost was 65 percent of train operating loss. Between Oc<strong>to</strong>ber 1995 and September 1996, <strong>State</strong> cost was 100 percent of train operating loss. Between Oc<strong>to</strong>ber 1996 and September 1997, <strong>State</strong> cost was 55 percent of the train operating loss. Effective Oc<strong>to</strong>ber 1997, <strong>State</strong> is billed contractually specified percentages of most individual cost elements, plus a fixed amount for certain other cost elements. Also includes <strong>State</strong> payment of costs of special agreements with Amtrak for use of equipment, special payments for service continuation and <strong>State</strong> payment for entire net cost of all connecting bus routes. Effective Oc<strong>to</strong>ber 1999, the Capi<strong>to</strong>l Corridor Joint Powers Authority (CCJPA) and Amtrak entered in<strong>to</strong> a 12 month fixed price operating contract, including all train and bus services. The <strong>State</strong> Costs shown represent the fixed price contract payment less any performance assessments. Beginning in <strong>State</strong> Fiscal Year 1993-94, Amtrak cost is based on billings submitted and reflects cost bases and Amtrak shares as stated in notes (F2) and (F3) above. However, Amtrak does not include the unbilled Amtrak share of fixed cost elements. Prior <strong>to</strong> FY 1993-94, data <strong>to</strong> calculate Amtrak cost is not available. Does not represent the difference between Loss and <strong>State</strong> Cost, as the latter includes bus expenses and equipment capital costs not included in Amtrak costs. Train loss (deficit) per train passenger-mile. Connecting buses not included in loss per passenger mile data. Farebox Ratio, the ratio of Revenue <strong>to</strong> Expense. 97
Change language