California State Rail Plan 2007-08 to 2017-18

Chapter II – Capital Programsignals, stations, grade separations/crossings and rolling stock and maintenancefacilities. Any remaining funds would be used for the next highest priorityprojects.Figure 2CConstrained Ten-Year Intercity RailCapital Program Project CostsFY 2007-08 through FY 2017-18($ in millions)EstimatedRouteAmount to beSpent on EachRoutePacific Surfliner - North $ 133.5Pacific Surfliner - South $ 334.0San Joaquin $ 120.5Capitol Corridor $ 112.0Total $ 700.0CAPITAL PROGRAM FUNDINGHISTORYIn the early 1970’s the intercity rail capital program was originally funded fromspecial legislation and the Intermodal Facilities Program. This program was thenbroadened to become the Transit Capital Improvement (TCI) Program, which usedboth Transportation Planning and Development Account funds (whichsubsequently became the PTA) and SHA funds. In the late 1980s, some capitalfunding was provided through direct appropriations in the Budget Act or in otherlegislation. Proposition 108 provided $1 billion in bond funds for rail projects,including about $225 million for intercity rail. Proposition 116, a vo initiativemeasure, also was approved. It provided $2 billion for rail, including about$382 million for intercity rail. To date, practically all available Proposition 108and 116 funds for intercity rail have been used.The new bond programs allowed the Department to begin its intercity railequipment acquisition program. Prior to passage of the bonds there was limitedfunding available for the acquisition of intercity rail equipment. This is becauseArticle XIX of the State Constitution does not allow rail equipment to be fundedfrom SHA funds that are generated by excise taxes on fuel. Proposition 116specifically required that the Department design and acquire intercity railequipment and provided a funding source for equipment.27