Browsing Category

CA Rail Statistics

Amtrak Long Distance, Antelope Valley Line, Arizona, CA Rail Statistics, Caltrain, Commentary, Editorials, Electrification, eNewsletter, High Speed Rail, LA Metro, LOSSAN, Metrolink/SCCRA, Metrolink/SCRRA, Nevada, Rail Technology, San Joaquin, SMART, Technical and Rolling Stock

Steel Wheels magazine, 2nd quarter 2020 available online

Download the pdf version of Steel Wheels, 2nd Quarter 2020 by clicking here.

In this issue:

  • RailPAC President’s Commentary on COVID-19 and passenger rail
  • California High Speed Rail Update
  • Amtrak pandemic “Lessons Learned” commentary
  • RailPAC recommendations for Nevada State Rail Plan
  • RailPAC’s recommended priority rail investments for California
  • California company makes progress with zero-emissions locomotives
  • Dick Spotswood commentary on SMART
  • Arizona News
  • “From the Real Platform” – Editor’s Column
  • LA Union Station – looking for a lower cost solution

CA Rail Statistics, Commentary, Editorials, High Speed Rail, Issues, Rail Technology, Technical and Rolling Stock, Tracking Rail News

President’s Commentary – Key RailPAC priorities for 2020

By Steve Roberts – RailPAC President

[Originally published in Steel Wheels, 1st Quarter 2020]

Greetings!

In early January, members of the RailPAC Board developed options and came to a consensus on RailPAC’s policy priorities for 2020.  The two major ground rules were that the priorities had to be focused and actionable in 2020.  A list of about a dozen initiatives was consolidated and prioritized into four key priorities with two additional initiatives RailPAC will be following, but don’t appear to require RailPAC to take the lead.  RailPAC can offer support if the opportunity arises.

The four key 2020 RailPAC priorities are:

Surfliner Service Crisis and Vision – The recent collapse of the cliff at Del Mar clearly shows the threat of rising sea levels and more intense storms to Surfliner/Coaster service.  There is no future for the Surfliner/Coaster route at its current location.  Given the magnitude of relocation project, it needs to start now.  And the collapse of the cliff at Del Mar is not the only threat. The route is also threatened by the same forces at San Clemente.  In addition, the Surfliner route has not developed an expansive vision that would deal with both the climate change issue along with dramatically re-imaging the rail line as an faster, electrified, high-frequency, high capacity service that would incent transit oriented development, generate maximum ridership and contribute to enhancing travel capacity within the Southern California megaregion. Southern California RailPAC’s members are focused on calling attention to the immediate threat to the route as well as championing the development of a robust long-term vision of an interconnected high-performance auto competitive passenger rail system. 

California High Speed Rail Funding Strategy – Even though this initiative is one to watch rather than take the lead, Board members clearly felt it had high importance because of the magnitude of the HSR program. This initiative is both complex and challenging.  It is challenging because, unlike most discussions which often take place at the staff level (which RailPAC can influence with information), the high-speed rail funding discussion is taking place at the highest levels of the Newsom administration and legislature.  Add in the attempted “claw back” of funds from the administration in Washington and as they say “this is way above my pay grade”.  It is complex because all of the discussions and the power plays are happening legislator to legislator with only flashes of light as legislators on both sides make their cases or work behind the scenes for a compromise.  RailPAC will keep members updated and stand ready to weigh in on this issue at the appropriate time.

Daily Sunset Campaign – One thing I think all RailPAC members can agree on is tri-weekly service for a long-distance train route generates sub-par ridership and ticket revenue results.  So not surprisingly, this initiative was identified as a key priority for RailPAC in 2020.  Building on the grassroots outreach over the past few years by advocates along the I-10 corridor, 2020 will see a new phase of the daily Sunset Limited campaign.  Details are outlined in an article on page XX of this issue of Steel Wheels.                

SCORE/Metrolink Vision – SCORE, Southern California Optimized Rail Expansion program, is a $10 billion capital program that will upgrade the Metrolink system, adding additional tracks, grade separations, signal work and investments to facilitate zero-emissions operations.  Currently Metrolink is working on rail operations modeling; development of design alternatives, identifying and prioritizing proposed capacity improvements, undertaking preliminary engineering and the environmental assessment for the proposed projects.  SCORE service goals would deliver faster, more reliable service with greater frequencies system wide and high frequencies within the core network.  This initiative will be being championed by RailPAC’s Southern California members who are especially focused on developing a robust long-term vision of an interconnected high-performance auto competitive transit system.  Near-term goals for these members is advocating for the timely completion of the third main track Hobart to Fullerton including the Fullerton interlocking project, double tracking of the Antelope Valley and Ventura lines and a new station at Pacoima.

Initiatives being monitored:

Several initiatives proposed as 2020 priorities were not rated as highly as the others listed above but they still are important.  These are:

Dumbarton Transportation Corridor (Dumbarton Bridge) – The Dumbarton Transportation Corridor is a critical connection linking San Joaquin Valley and East Bay housing to job centers in southern San Mateo County and northern Santa Clara County.  The current highway bridge is at or near capacity with job growth continuing.  Building a replacement rail line and bridge utilizing the current rail right-of-way would add substantial cross bay capacity to this corridor while facilitating connections and/or direct service from several existing high-capacity transit operators – Bay Rapid Transit District (BART), Caltrain, Capitol Corridor and Altamont Commuter Rail (ACE).  From the transit perspective the lack of service on this corridor represents a critical gap in network connectivity.  Because of these connectivity benefits, RailPAC considers this an important priority.  Currently the project is undergoing the Environmental Review Process so advocacy opportunities are limited until the report draft is completed.  RailPAC’s Northern California members will be monitoring this project.

Mental Health/Homelessness/Security – For riders on intercity and commuter rail their “final mile” is most likely on transit and/or walking.  In addition to being concerned about this as a social justice issue, RailPAC members are also concerned about how mental health and homelessness impacts the perception of security both on-board and around transit stations.  This perception results in lower ridership and thus reduces the community benefits from the large investments in transit systems.  There appear to be several initiatives underway in Sacramento in an attempt to address these issues.  While RailPAC has no expertise to offer solutions to mental health and homelessness, RailPAC can comment on the impacts of failing to address these issues.  RailPAC will stand ready to support any legislative action around these issues.

Freight Rail Carrier Cost Shifting – This priority focuses on actual and proposed changes in rail freight operations, long-mega trains and single person operator freight trains that potentially have significant negative public impacts.  The issue is not so much the changes to operations, but the implementation of these changes without the investments by the freight railroads to mitigate the potential public impacts of these changes; i.e. blocked crossings and delays to passenger trains.  In effect the freight railroads are shifting the costs of these operational changes, which should be internal and borne by the carriers, to the general public.  While RailPAC has no expertise in the specifics of rail freight operations and investments to mitigate the negative impact of these operational changes, RailPAC can attest to the public costs of these changes.  RailPAC will stand ready to support any legislative action around these issues.

 

CA Rail Statistics, Commentary, High Speed Rail, Issues, Rail Technology, Reports

RailPAC submits comment letter on Connect SoCal – The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy

The Southern California Association of Governments (SCAG) regional transportation plan is nearing completion. As described by SCAG’s Connect SoCal website:

“Connect SoCal – The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy is a long-range visioning plan that balances future mobility and housing needs with economic, environmental and public health goals. Connect SoCal embodies a collective vision for the region’s future and is developed with input from local governments, county transportation commissions (CTCs), tribal governments, non-profit organizations, businesses and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura.

What is at the heart of Connect SoCal are over 4,000 transportation projects—ranging from highway improvements, railroad grade separations, bicycle lanes, new transit hubs and replacement bridges. These future investments were included in county plans developed by the six CTCs and seek to reduce traffic bottlenecks, improve the efficiency of the region’s network and expand mobility choices for everyone.

Connect SoCal is an important planning document for the region, allowing project sponsors to qualify for federal funding. The plan takes into account operations and maintenance costs, to ensure reliability, longevity and cost effectiveness.”

As part of SCAG’s public comment process on the Draft Connect SoCal plan in January, RailPAC submitted the following letter (click here for pdf version) in response to the draft version of the plan’s Passenger Rail report.

January 18, 2020

Draft Connect SoCal Plan Comments
Attn: Connect SoCal Team
Southern California Association of Governments
900 Wilshire Blvd., Ste. 1700
Los Angeles, CA 90017
Re: Connect SoCal 2020 RTP/SCS, Passenger Rail Technical Report

Dear Connect SoCal Team:

The Rail Passengers Association of California & Nevada (RailPAC) welcomes the opportunity to provide input to the Connect SoCal 2020 Regional Transportation Plan/Sustainable Communities Strategy. The Southern California Association of Governments (SCAG) is in a unique position to encourage the state, county and local governments to work together to improve passenger rail service in Southern California.

RailPAC offers the below comments on the Connect SoCal Passenger Rail report.

The Passenger Rail report’s Vision and Purpose (p. 2) sets a very positive tone for passenger rail in the SCAG region over the next few decades, with goals to grow ridership and provide more frequent, and new, rail services.

RailPAC has always focused on intercity passenger service and regional rail. While it is important to move large numbers of people short distances by transit, it is equally beneficial to the community to move smaller numbers of passengers over relatively longer distances. An intercity train journey of 70 miles or more is the equivalent to 13 transit journeys in terms of vehicle miles avoided. Investment in Intercity and Regional Rail in the SCAG region has been totally inadequate for the past three decades. We still are trying to operate a modern service with many miles of single-track railroad. The approach to Los Angeles Union Station, the hub of the network, is circuitous and serpentine, unnecessarily adding 5 to 10 minutes to every journey. A bypass track is needed to avoid the near sea level alignment through San Clemente, a serious capacity constraint on the key route between California’s two largest cities.

Detailed comments:

Metrolink SCORE (pgs. 34-41)-

The Metrolink SCORE program is a welcome and long overdue step forward. It can transform Metrolink from a commuter-oriented system (focused on rush hour service to Downtown LA and Irvine) to a truly regional rail system with frequent service in all directions, 7 days a week, from early in the morning to late at night.

These SCORE projects need to expedited, and funding needs to be clearly identified:
• Laguna Niguel/Mission Viejo Siding (OCTA)
• Raymer to Bernson Double Track (LA Metro)
• Brighton to Roxford Double Track (LA Metro)
• Doran Street Grade Separation (LA Metro)
• Lone Hill to White Double Track (LA Metro)
• Placentia Metrolink Station (OCTA)

LOSSAN Corridor Rail Service (pg. 28), San Diego to Orange County market:

SCORE needs to be integrated with LOSSAN and Surfliner. Due to the huge amount of traffic exchanged between SCAG and SANDAG every day, there should be a pooled Coaster/Metrolink additional service San Diego to Fullerton (stopping at Fullerton avoids the frequency conflict on the BNSF with the 91 line slots). The pool trains would connect to the Metrolink 91 and Orange County line trains at Fullerton, on continue to LA Union Station. SCAG and the LOSSAN agency should actively encourage this pooling of Metrolink and Coaster rolling stock and services, and start a working group on it with NCTD or SANDAG. Such a working group would figure out technical issues such as equipment compatibility between Coaster and Metrolink, voltage of hotel power, position of wheelchair ramps, position of locomotive on the train, etc.

New passenger rail services (pgs. 27-28)-

• Los Angeles to Coachella Valley-
This service is long overdue. There is an urgent need to start discussions with UP on the infrastructure upgrades needed. For the distance involved and the kind of traffic an intercity service similar to Surfliner is appropriate, rather than Metrolink regional rail.

• Victorville to Las Vegas/High Desert Corridor-
SCAG should work with Los Angeles County, San Bernardino County, and Virgin Trains USA to connect the Victorville-Las Vegas train to the Palmdale station via the proposed High Desert Corridor.

• Coast Daylight/ Coast Rail Coordinating Council (CRCC)
RailPAC supports restoration of the Coast Daylight if a competitive transit time can be
achieved.

• Southwest High-Speed Rail Network (pgs. 28-30)
The 2014 study recommended a CA-AZ-NV volunteer passenger rail policy and planning group, and a ‘blue ribbon commission’ to study a Phoenix-Southern California Corridor. RailPAC would like to participate in this, if such a commission is created to start implementing an LA-Phoenix service (and not just another study).

Amtrak-

Pg. 8-
Exhibit 1 Amtrak services – Why not show Amtrak stations on the map?

Pg. 9-
Needs updating after passage of SB742 re Thruway buses.
The report does not explain the extensive State role in LOSSAN and refers to the service as “Amtrak’s Pacific Surfliner”.

Pg. 22-

Pacific Surfliner On-Time-Performance (OTP):

The Surfliner OTP statistics need tighter metrics than 10 minutes or 15 minutes off of schedule.

The Metrolink OTP standard (pgs. 22-23) is 6 minutes off schedule.

Not surprisingly, the report makes no mention of the pitifully small market share of both intercity or commuter rail, nor does it mention the lack of connectivity between Metrolink routes at LA Union Station. 3 million a year is about 4100 round trips a day, 8200 single rides, in a population catchment of at least 16 million. That’s not even a rounding error 0.06%). 46 mph and 69% OTP factor in.

Metrolink’s story on pgs. 22 and 23 is similar, a tiny percentage of journeys in the region. Also, the definition of commuter rail (pg. 11) is completely out of date with modern travel patterns and needs to be updated to a definition of “regional rail”.
Hollywood Burbank North Station (pg.24) – the airport no longer provides a shuttle to meet every train, on demand only. The station will not be used by HSR and will most likely be demolished hen the second track is added.

California High Speed Rail (pgs. 12-15)-

SCAG should press for completion of the Southern California tunnels as soon as possible. First priority is Antelope Valley to San Fernando Valley which will initiate high speed regional service.

Los Angeles to San Diego – this Phase Two section needs to be accelerated, especially in light of the ongoing erosion of the Del Mar bluffs. In addition, the existing LOSSAN route needs a bypass track to take the line away from the near sea level section at San Clemente. This single track is both vulnerable to sea level rise and is a serious capacity bottle neck.

Locomotives-

The paragraph ‘Tier 4 Locomotives and Electrification’ (pg. 12) implies that the 40 diesel F125 locomotives purchased recently will be the only locomotives that Metrolink will operate for the next 30 years. However the quantity of 40 locomotives is not nearly enough for the level of service increases that Metrolink is proposing over the next 10 years. Metrolink is expecting rapid growth in its train frequency, under its SCORE funding plan the Orange county line currently at less than 1 train per hour (13 trains per day), will have minimum frequencies of 2 trains per hour in 2025 and 4 trains per hour by the 2028 Olympics, for example. The existing fleet of several dozen diesel locomotives is not enough to support this growth. Even if Metrolink had the amount of diesel locomotives needed, it still doesn’t justify delaying electrification. Continuing to run a 100% diesel fleet for the next two decades will not be environmentally or socially acceptable. At the very least a hybrid solution of a battery locomotive supplementing a diesel will help meet air quality and carbon goals.

There need to be more federal, state and locally-funded programs that could support zero-emission locomotive research and development (R&D) projects and technology demonstration projects. There are plenty of incentives and R&D programs, at both the state and federal levels, supporting electric cars and trucks. By contrast, public R&D funding opportunities for electric rail technologies are few and far between. Southern California should be a leader in zero-emissions, electric rail technology, and SCAG could be a major advocate for this technology.

Freight Rail Operations (pgs. 16-17)-

It is commendable that SCAG recognizes that freight rail infrastructure investments have great public benefit. RailPAC fully supports expansion of freight rail capacity and new grade separations on shared corridors, as this will reduce potential for congestion conflicts and delays to passenger trains. More capacity also allows more passenger trains to run.

One issue that needs attention is the safety and reliability impacts of Precision Scheduled Railroading (PSR) practices of several of the Class I railroads, notably Union Pacific (UP) in Southern California. UP in particular is adopting so-called PSR to cut costs, running longer and heavier trains, two miles or more in length, which are slower to accelerate. There are several reasons that the longer trains are not in the public interest. First of all, the waiting times for vehicles and pedestrians at the various UP railroad crossings on roads and streets in the SCAG region are getting longer. This inconveniences the public (hundreds of people at a time), creates more pollution from idling vehicles, and harms the flow of local commerce. It also makes it more difficult to share the tracks with passenger trains, which end up running late because of long slow trains taking up so much space on the rails. PSR’s focus on short term profit is a danger to the future of rail transportation, and is leading to corners being cut on safety. Over 100 long freight trains pass through the SCAG region each day.
The use of the term “freight railroads” is inappropriate and misleading. “Common Carrier Class I Railroads” should be used.

Thank you for your consideration.
Sincerely,

Paul Dyson
Vice President, Southern California
Rail Passengers Association of California & Nevada (RailPAC)

CA Rail Statistics

Capitol Corridor statistics for December, 2014

From David B. Kutrosky, Managing Director
Capitol Corridor Joint Powers Authority

December 2014 marks the ninth consecutive month of ridership and revenue
increases for the Capitol Corridor. The Capitol Corridor trains carried
116,309 passengers in December 2014, a 4.1% increase compared to December
2013, with revenue increasing by 0.8% compared to December 2013. With year
to-date (YTD) revenue 5.5% above projections, and expenses below budget
(especially fuel prices), the YTD Operating Ratio currently is at 55%
compared to 51% at this time last year.

pic06224

On-Time Performance (OTP) for December 2014 slipped to the state standard
of 90%, the lowest level of reliability since March 2010. While prior
issues surrounding mechanical delays were resolved and stabilized, there
were extensive delays from third party events [namely trespassing delays
incurred from protestors in early and mid-December and severe weather
impacts in late December] that resulted in a 300% increase in late trains.
Despite these delays, YTD OTP for the Capitol Corridor is 92%, and remains
on top of the leader board in the Amtrak national system.

Using the most recent monthly report provided by Amtrak (November 2014),
the following data is available for train and station segments:

? Ridership for weekday trains was up 6%, with continued growth to and
from the Silicon Valley/San Jose. See the attached tables below for
station city-pairs and station activity.
? Weekend ridership was flat and unchanged.
? The embedded table below shows the decrease in OTP to 93% for the
Capitol Corridor trains in November 2014. This drop in OTP is primarily
attributed to mechanical problems with the train equipment during the
Thanksgiving holiday week. These mechanical issues have been addressed by Amtrak and
CCJPA mechanical staff, and such mechanical delays have been reducing in
frequency and duration in the months of December 2014 and January 2015.

Customer Service Program Upgrades:

? Bicycle Access Program: Using the available rolling stock, CCJPA
has worked with Amtrak to ensure that there are, in most cases, two cars
with extra bicycle capacity on selected trainsets (in the cab car, opposite
the locomotive and in
the car # 2 positions.) This on-board program was instituted in
response to the growing number of passengers who board Capitol Corridor
trains with a bicycle – an increase from 5% mode share four years ago, to
11% today.

To provide additional bike capacity, consistent with the adopted
CCJPA Bicycle Access Plan, in February 2015 the CCJPA will officially kick
off the process to install bicycle eLockers at 13 of the 17 stations
Capitol Corridor serves.
(Exceptions being joint Capitol Corridor/BART stations and
Caltrain stations, which already have bike lockers.) The eLocker
installation will occupy about a one-year effort. Once eLockers gain
momentum, the CCJPA will begin the more
complicated process of implementing a folding bicycle lease
program to further reduce on-train bicycle crowding and/or induce more
convenient and safe Capitol Corridor travel with bicycle access as the
first/last-mile portion of the trip.
· Improvements to CCJPA Train Status Feature on Website: A vendor
is now under contract to implement upgrades to the train status feature on
the CCJPA website and via mobile app. CCJPA staff is coordinating with
Amtrak to set up the data stream. Testing will be underway soon, and it is
anticipated that implementation will happen by March 2015.
· New Passenger Fare Discounts: In February/March 2015, Capitol
Corridor will introduce three fare discounts aimed at increasing off-peak
ridership. The fare discounts are as follows: Take 5 for weekend and
holiday weekend travel, Friends & Family small group discount available every day, and a senior
Midweek discount. Marketing for these discounts will begin in late
February/early March of 2015.

Safety Initiatives

? Security Cameras at Capitol Corridor Stations: With initial
engineering design complete, the installation of camera and surveillance
equipment at the Auburn, Rocklin, Roseville, Suisun, Martinez,
Emeryville, Oakland Jack London, and Fremont stations will begin when funding is secured.

? Platform Safety Upgrades: In early 2014, CCJPA and Amtrak staff
initiated a program of safety access upgrades at selected Capitol
Corridor train stations. The upgrades include, but are not limited to,
replacing broken platform tactile edges, repainting platform tactile edges, restriping yellow safety lines
along the main platform, repainting safety text along platforms, and
installing safety signs. In May 2014, upgrades were completed at the
Davis station, followed by work completed in July 2014 at the Roseville, Suisun, Berkeley, and Fremont
stations. Now these safety upgrades have begun at the Santa Clara/Great
America, Hayward, Oakland-Coliseum, Richmond, Rocklin, and Auburn
stations.

? Positive Train Control Update: The Union Pacific’s plan for PTC
implementation remains the same in that the Los Angeles basin will be
first, with the Northern California area following. Initial reports are
that the implementation of PTC in the LA Basin has been delayed to the third quarter of 2015, putting PTC
installation on the Capitol Corridor route sometime after the fourth
quarter of 2015, or perhaps later. Installation of the PTC equipment on
the state-owned locomotives and cab control cars is complete, with all locomotives and cab cars
equipped. A schedule will be developed with Caltrain and Union Pacific
Railroad to test state-owned PTC-installed Capitol Corridor trains in
Caltrain and Union Pacific territory once the PTC trackside equipment is installed and ready for
testing.

Project Updates

? CCJPA Oakland-San Jose Phase 2 Project: The first task has begun for
this project with surveying and conceptual design for the extensions of
the double track in the segment between the Fremont and Santa
Clara/University stations. The goal of this work will be to increase service frequencies between
Oakland and San Jose.

? Sacramento to Roseville 3rd Track Environmental Review/Preliminary
Engineering: A Notice of Preparation (NOP) as part of the environmental
documentation compliance process with the California Environmental
Quality Act (CEQA) for the project was completed, and the project team is now performing
the environmental analysis for the preparation of the respective CEQA
and NEPA environmental documents. Staff will continue discussions with
the affected resource agencies and the cities of Roseville and Sacramento. Additional
phases of stakeholder engagement, as well as public meetings, are on
schedule for release of the draft EIR/EA in late winter 2015, leading
toward CEQA adoption of the EIR in November 2015 by the CCJPA Board. NEPA approval will be subject to
the Federal Railroad Administration (FRA).

Outlook – Closing
With the completion of the first quarter of FY 2015, the Capitol Corridor
performance is capitalizing on the continued increases in ridership [+4.8%]
and revenues [+6.6%]. The actual results exceed all performance standards
(ridership, system operating ratio and OTP) for the first quarter of FY
2015 (October – December 2014). The CCJPA will be entering into the budget
planning season and will be hosting workshops on the release of the draft
Capitol Corridor Business Plan Update for FY 2015-16 – FY 2016-17 during
the week January 20-23 (see the link:
http://www.capitolcorridor.org/about_ccjpa/business_plan.php . This
business plan presents the operating strategies, marketing plans, and
capital program to meet near-term budget guidelines, implement promotional
initiatives that will retain and grow market share, and lay out a program
of projects and enhancements (both short-range and long-term) that will
expand and enhance the Capitol Corridor as the preferred transport
alternative in Northern California.

The CCJPA has been working with various passenger rail organizations over
the last few months on the 3rd annual California Passenger Rail Summit. In
2015, the events for this Summit will be held in Sacramento with an evening
welcoming reception on Tuesday April 28 and a full-day program on
Wednesday, April 29.

pic11008

pic05844

CA Rail Statistics

Capitol Corridor Monthly Report (FY 2014 and October, 2014)

From DAVID B. KUTROSKY, Managing Director
Capitol Corridor Joint Powers Authority

clic on images to see them larger

Service Performance Overview

FY2014 Projected Results
The Capitol Corridor finished the FY 2014 on a high note. In September
2014, a total of 119,034 passengers rode Capitol Corridor trains, an
impressive increase of 7.6% compared to September 2013, representing six
straight months of ridership increases for the service. Revenue for
September was an equally impressive 8.8% over revenue in September 2013.
The year to-date (YTD) Operating Ratio is 50%, below the business plan
standard of 53% due to revenues being budget projections. While September
2014 On-time Performance (OTP) dropped to 93% primarily due to en route and
terminal delays from mechanical malfunctions and failures, the YTD OTP for
the Capitol Corridor is 95%, maintaining Capitol Corridor as the most
reliable service in the Amtrak system for the fifth year in a row.

pic32525

Provided below are tables that show (1) detailed city-pair data for the top
25 city-pair stations for FY 2014 (Oct 2013 – Sept 2014) and (2) Detailed
data OTP by train is provided below for FY 2014, which illustrates the
overall superior reliability of the Capitol Corridor service all trains
operating at a minimum of 90% OTP, except for the notable exceptions of
weekend train 748, which tend to be delayed by road vehicles that get
high-centered on the tracks running through the Oakland Embarcadero.

October 2014 Results
Performance results for October 2014 (the start of FY 2015) continued the
positive trend from the latter half of FY 2014. A total of 131,730
passengers rode the Capitol Corridor trains in October 2014, representing a
4.7% increase over October 2013. Revenue was up an extraordinary 11.0%
compared to October 2013, which placed the Operating Ratio at 50%, above
the standard of 47%. On-time Performance (OTP) for October 2014 slipped to
92% due to extensive mechanical delays in the first half of October 2014.

pic01264

The service performance for the Capitol Corridor for October 2014 excelled
in all categories except for one – on-time performance which slipped from
the 95%-96% range to 92%. The main culprit is clear: extensive mechanical
delays either en-route or cancellations at initial terminal stations
accounted for 34% of all late Capitol Corridor trains in October 2014.
Historically, late trains from mechanical incidents or delays are typically
half [17%] of what Capitol Corridor passengers experienced in October 2014.
The good news is that Amtrak management working with CCJPA mechanical staff
have implemented changes to the frequency of training, improved
communications and protocols between work shifts, and revised train
readiness standards. These changes have significantly reduced the
mechanical delays in the second half of October 2014 that have carried
forward into November 2014.

Customer Service Program Upgrades:
· CCJPA Bicycle Access Program: Using the available rolling stock, CCJPA
has worked with Amtrak to ensure that there are in most cases two cars
on selected trainsets (in the cab car, opposite the locomotive, and car
# 2 positions), with extra bicycle capacity. This on-board program was
instituted in response to the growing number of passengers who board
Capitol Corridor trains with a bicycle – an increase from 5% mode share
four years ago to 11% today.

To provide additional bike capacity, consistent with the adopted CCJPA
Bicycle Access Plan, the CCJPA is seeking an allocation of $556,000 at
the October 2014 California Transportation Commission (CTC) meeting to
install bicycle eLockers at 13 of the 17 stations Capitol Corridor
serves. (Exceptions being joint Capitol Corridor/BART stations and
Caltrain stations, which already have bike lockers.) Concurrently, the
CCJPA is working to implement a folding bicycle lease program to further
reduce on-train bicycle crowding and/or induce more convenient and safe
Capitol Corridor travel with bicycle access as the first/last mile
portion of the trip.

· Improvements to CCJPA Train Status Feature on Website: A vendor is now
under contract to implement upgrades to the train status feature on the
CCJPA website and via mobile app. It is anticipated that these initial
updates will be tested by the end of November 2014 with full
implementation by February 2015.

Safety Initiatives
· Security Cameras at Capitol Corridor Stations: With initial engineering
design complete, the installation of camera and surveillance equipment
at the Auburn, Rocklin, Roseville, Suisun, Martinez, Emeryville, Oakland
Jack London, and Fremont stations will begin.

· Platform Safety Upgrades: In early 2014, CCJPA and Amtrak staff
initiated a program of safety access upgrades at selected Capitol
Corridor train stations. The upgrades include, but are not limited to,
replacing broken platform tactile edges, repainting platform tactile
edges, restriping yellow safety lines along the main platform,
repainting safety text along platforms, and installing safety signs. In
May 2014, upgrades were completed at the Davis station followed by work
completed in July 2014 at the Roseville, Suisun, Berkeley, and Fremont
stations. The next stations to receive safety upgrades will be Santa
Clara/Great America, Hayward, Oakland-Coliseum, Richmond, and Auburn.

· Positive Train Control Update: The Union Pacific’s plan for PTC
implementation remains the same in that the Los Angeles basin will be
first, with the Northern California area following. Initial reports are
that the implementation of PTC in the LA Basin has been delayed to the
third quarter 2015, putting PTC installation on the Capitol Corridor
route sometime after the fourth quarter of 2015, or perhaps later. A
recent report by the Government Accounting Office has suggested that PTC
installation could be delayed further by a variety of technical and
administrative challenges. However, the recent serious accident on the
Metro North commuter railroad in New York has renewed the visibility of
the PTC installation project.

Installation of the PTC equipment on the state-owned locomotives and cab
control cars is complete, with all locomotives and cab cars equipped. A
schedule will be developed with Caltrain to test state-owned
PTC-installed Capitol Corridor trains in Caltrain territory once the PTC
trackside equipment on the Caltrain route is installed and ready for
testing.

Project Updates
· CCJPA Oakland-San Jose Phase 2 Project: The first task has begun for
this project with surveying and conceptual design for the extensions of
the double track in the segment between Fremont to Santa
Clara/University stations. This work does not include the five-mile
section of single track in the Alviso wetlands area. This effort is
continuing in parallel with discussions including UPRR and the
California State Transportation Agency (CalSTA).

· Sacramento to Roseville 3rd Track Environmental Review/Preliminary
Engineering: A Notice of Preparation (NOP), as part of the environmental
documentation compliance process with the California Environmental
Quality Act (CEQA) for the project, was completed and the project team
is now performing the environmental analysis for the preparation of the
respective CEQA and NEPA environmental documents. Staff will continue
discussions with the affected resource agencies and the cities of
Roseville and Sacramento. Additional phases of stakeholder engagement,
as well as public meetings, are on schedule for release of the draft
EIR/EA in late winter 2015, leading toward CEQA adoption of the EIR in
November 2015 by the CCJPA Board. NEPA approval will be subject to the
Federal Railroad Administration (FRA).

Outlook – Closing
For FY 2014, the Capitol Corridor service performance improved over the
last six months of the fiscal year with ridership and revenue increasing by
3% and 2%, respectively, compared to the same six-month period in FY 2013.
FY 2014 also represented the fifth consecutive year that the Capitol
Corridor was the most reliable train service in the national intercity
passenger rail network. This high OTP has parlayed into the highest
customer satisfaction levels in the history of the service. Credit goes to
our host railroads, Union Pacific Railroad and Caltrain, and our operating
partner, Amtrak, for their commitment to make the Capitol Corridor a safe,
frequent, reliable, and high-quality transport service.

With positive service results in October 2014, the Capitol Corridor is
setting the foundation for another solid year of superior performance in FY
2015. Staff will continue to focus on: (1) implementing customer
service/security initiatives and upgrades to improve operational
performance; (2) completing pre-development work for the service expansion
projects (San Jose/Salinas, Placer County); and (3) prepare advocacy
strategies to secure capital grant funds to construct these service
expansion projects.

pic08260

pic06202

CA Rail Statistics

Capitol Corridor Monthly Report (September, 2014)

Reported by David B. Kutrosky, Managing Director
Capitol Corridor Joint Powers Authority

Service Performance Overview
The Capitol Corridor ended FY 2014 with a bang. In September 2014, a total
of 119,034 passengers rode Capitol Corridor trains, an impressive increase
of 7.6% compared to September 2013, which also marks the sixth consecutive
month of ridership increases for the service. Revenue for September was
2.4% over revenue in September 2013. The year to-date (YTD) Operating Ratio is 50%, below the business plan standard of 53% due to revenues being
budget projections. While September 2014 On-time Performance (OTP) dropped to 93% primarily due to en route and terminal delays from mechanical
malfunctions and failures, the YTD OTP for the Capitol Corridor is 95%,
maintaining Capitol Corridor as the most reliable service in the Amtrak
system for the fifth year in a row.

pic30833

The following are ridership highlights from September 2014:
– Similar to August 2014, average weekend ridership for September 2014 was
up by 11% compared to weekend ridership in September 2013. This spectacular growth was primarily due to heavy ridership on trains serving the regular season 49ers games at the new Levi’ s Stadium, which is adjacent to the Great America/Santa Clara Station.
– Average weekday ridership was up by 4% compared to September 2013, which was primarily due to continued growth in ridership for the trains traveling
to and from San Jose/Silicon Valley and a recent upswing in ridership on
the two trains serving the Placer County stations.
– Detailed data for the top 25 city-pair stations through August is
provided below.
– Detailed data OTP by train is provided below for August 2014 and YTD FY
2014 (Oct. 2013 – Aug. 2014). This table illustrates the overall superior
reliability of the Capitol Corridor service with most trains operating at a
minimum of 90% OTP, except for the notable exceptions of weekend trains 748
and 751, which tend to be delayed by road vehicles that get high-centered
on the tracks running through the Oakland Embarcadero.

Customer Service Program Upgrades:
* CCJPA Bicycle Access Program: Using the available rolling stock, CCJPA
has worked with Caltrans Rail and Amtrak to ensure that there are in most
cases two cars on selected trainsets (in the cab car, opposite the
locomotive, and car # 2 positions), with extra bicycle capacity. This
on-board program was instituted in response to the growing number of
passengers who board Capitol Corridor trains with a bicycle – an increase
from 5% mode share four years ago to 11% today.

To provide additional bike capacity, consistent with the adopted CCJPA
Bicycle Access Plan, the CCJPA is seeking an allocation of $556,000 at the
October 2014 California Transportation Commission (CTC) meeting to install
bicycle eLockers at 13 of the 17 stations Capitol Corridor serves.
(Exceptions being joint Capitol Corridor/BART stations and Caltrain
stations, which already have bike lockers.) Concurrently, the CCJPA is
working to implement a folding bicycle lease program to further reduce
on-train bicycle crowding and/or induce more convenient and safe Capitol
Corridor travel with bicycle access as the first/last mile portion of the
trip.

* Improvements to CCJPA Train Status Feature on Website: A vendor is now
under contract to implement upgrades to the train status feature on the
CCJPA website. It is anticipated that these initial updates will be tested
by the end of November 2014. The first element will be a visual map display
of train status.

Safety Initiatives
* Security Cameras at Capitol Corridor Stations: With initial engineering
design complete, the installation of camera and surveillance equipment at
the Auburn, Rocklin, Roseville, Suisun, Martinez, Emeryville, Oakland Jack
London, and Fremont stations will begin.

* Platform Safety Upgrades: In early 2014, CCJPA and Amtrak staff initiated
a program of safety access upgrades at selected Capitol Corridor train
stations. The upgrades include, but are not limited to, replacing broken
platform tactile edges, repainting platform tactile edges, restriping
yellow safety lines along the main platform, repainting safety text along
platforms, and installing safety signs. In May 2014, upgrades were
completed at the Davis station followed by work completed in July 2014 at
the Roseville, Suisun, Berkeley, and Fremont stations. The next stations to
receive safety upgrades will be Santa Clara/Great America, Hayward,
Oakland-Coliseum, Richmond, and Auburn.

* Positive Train Control Update: The Union Pacific’s plan for PTC
implementation remains the same in that the Los Angeles basin will be
first, with the Northern California area following. Initial reports are
that the implementation of PTC in the LA Basin has been delayed to the
third quarter 2015, putting PTC installation on the Capitol Corridor route
sometime after the fourth quarter of 2015, or perhaps later. A recent
report by the Government Accounting Office has suggested that PTC
installation could be delayed further by a variety of technical and
administrative challenges. However, the recent serious accident on the
Metro North commuter railroad in New York has renewed the visibility of the
PTC installation project.

Installation of the PTC equipment on the state-owned locomotives and cab
control cars is complete, with all locomotives and cab cars equipped. A
schedule will be developed with Caltrain to test state-owned PTC-installed
Capitol Corridor trains in Caltrain territory once the PTC trackside
equipment on the Caltrain route is installed and ready for testing.

Project Updates
* CCJPA Oakland-San Jose Phase 2 Project: The first task has begun for this
project with surveying and conceptual design for the extensions of the
double track in the segment between Fremont to Santa Clara/University
stations. This work does not include the five-mile section of single track
in the Alviso wetlands area. This effort is continuing in parallel with
discussions including UPRR and the California State Transportation Agency
(CalSTA).

* Sacramento to Roseville 3rd Track Environmental Review/Preliminary
Engineering: A Notice of Preparation (NOP), as part of the environmental
documentation compliance process with the California Environmental Quality
Act (CEQA) for the project, was completed and the project team is now
performing the environmental analysis for the preparation of the respective
CEQA and NEPA environmental documents. Staff will continue discussions with the affected resource agencies and the cities of Roseville and Sacramento.
Additional phases of stakeholder engagement, as well as public meetings,
are on schedule for release of the draft EIR/EA in late winter 2015,
leading toward CEQA adoption of the EIR in November 2015 by the CCJPA
Board. NEPA approval will be subject to the Federal Railroad Administration
(FRA).

Outlook – Closing
For FY 2014, the Capitol Corridor service performance improved over the
last six months of the fiscal year with ridership and revenue increasing by
3% and 2%, respectively, compared to the same six-month period last fiscal
year. With record OTP for this fiscal year, the Capitol Corridor remains
the most reliable train service in the national intercity passenger rail
network, which has kept customer satisfaction levels at the highest levels
in the history of the service. Credit goes to our host railroads, Union
Pacific Railroad and Caltrain, and our operating partner, Amtrak, for their
continued dedication to making the Capitol Corridor a safe, frequent,
reliable, and high-quality transport service.

In fact, research and surveys have shown that the Capitol Corridor trains
are becoming a primary travel choice for Northern Californians and grabbing
a larger share of the travel market along the congested I-80/I-880/I-680
highway corridors.

Looking forward, in FY 2015 new public transportation funding opportunities
should begin to matriculate thanks to the enactment of the Cap and Trade
legislation earlier in June 2014. The CCJPA will develop project plans that
meet the guidelines for these Cap and Trade funds and implement the service
expansion programs contained in the most recent CCJPA Board’s Vision Plan.
In a parallel effort, staff will implement various technology initiatives
to enhance ticketing transactions, improve passenger communications, and
better utilize and manage data to increase operating efficiencies and cost
effectiveness.

pic19711

pic25760
(Embedded image moved to file: pic25760.gif)

CA Rail Statistics

Capitol Corridor Monthly Report (August, 2014)

Reported by David B. Kutrosky, Managing Director
Capitol Corridor Joint Powers Authority

Service Performance Overview

A total of 120,553 passengers rode Capitol Corridor trains in August, an
uptick of 2.2% compared to August 2013 and marking the fifth consecutive
month of ridership increases for the service. Revenue for August 2014 was
up 0.5% over August 2013 and was a record for the month of August. The
year to-date (YTD) Operating Ratio is 50%, below the business plan standard
of 53% due to revenues being budget projections. YTD On-time Performance
(OTP) remains a superb 96%, maintaining Capitol Corridor as the most
reliable service in the Amtrak system.

These ridership and revenue results are even more remarkable given the
limited operation of the Capitol Corridor (only late afternoon/evening
train service) on August 24, 2014 due to the closure of the rail route for
inspections in response to the Napa earthquake.

pic17673

The following are ridership highlights from August 2014:
· Average weekend ridership was up by 11% over weekend ridership in August
2013. This spectacular growth was primarily due to the historic
ridership to the 49ers exhibition game on Sunday, August 17, 2014 at the
new Levi’s Stadium, which is adjacent to the Great America/Santa Clara
Station. Weekend ridership and total ridership would have been even
higher if the Napa earthquake hadn’t temporarily ceased Capitol Corridor
service on August 24 during the 49ers exhibition game at Levi’s stadium.
· Average weekday ridership was up a strong 4% compared to August 2013,
which was primarily due to continued growth for the trains traveling to
and from San Jose/Silicon Valley and a recent upswing in ridership on
the two trains serving the Placer County stations.
· Detailed data for the top 25 city-pairs stations through June is
provided at the end of this report.

Customer Service Program Upgrades
· CCJPA Bicycle Access Program: Using the available rolling stock, CCJPA
has worked with Caltrans Rail and Amtrak to generally ensure that there
are two cars on selected trainsets (in the cab car, opposite the
locomotive, and car # 2 positions) with extra bicycle capacity. This
on-board program has reduced crowding of bicycles in passenger areas
even as the demand for on-train bicycle access continues to increase.

To provide additional bike capacity, consistent with the adopted CCJPA
Bicycle Access Plan, the CCJPA will be requesting an allocation of
$556,000 in October 2014 from the California Transportation Commission
(CTC) for the installation of bicycle eLockers at 13 of the 17 stations
Capitol Corridor serves. (Joint Capitol Corridor/BART stations, which
already have them, and Caltrain stations are the exceptions.) Once that
process is underway, CCJPA will work to implement the folding bicycle
lease program to further reduce on-train bicycle crowding and/or induce
more convenient and safe Capitol Corridor travel with bicycle access as
the first/last mile portion of the trip.

· Improvements to CCJPA Train Status Feature on Website: Contract
negotiations continue with the selected vendor who is tasked to
implement upgrades to the train status feature on the CCJPA website.
Once the selected vendor is formally under contract, it is anticipated
that these updates will be done in six to eight weeks. The first element
will be a visual map display of train status.

Safety Initiatives
• Safety Fences: Construction has been completed on a total of 15,802 feet
of fencing along the Capitol Corridor route in several locations,
including West Sacramento, Sacramento, Suisun, Oakland, and Hayward.

• Security Cameras at Capitol Corridor Stations: With initial engineering
design complete, installation will begin for camera and surveillance
equipment at the Auburn, Rocklin, Roseville, Suisun, Martinez,
Emeryville, Oakland Jack London, and Fremont stations.

· Platform Safety Upgrades: In early 2014, CCJPA and Amtrak staff have
begun a program of safety access upgrades at selected Capitol Corridor
train stations, which include, but are not limited to, replacing broken
platform tactile edges, repainting platform tactile edges, restriping
yellow safety lines along the main platform, repainting safety text
along platforms, and installing safety signs. After the Davis station
was completed in May 2014, similar work was undertaken at the Roseville,
Suisun, Berkeley, and Fremont stations. This work was completed in July
2014.The next stations to receive safety upgrades are Berkeley, Great
America/Santa Clara, Hayward, Oakland-Coliseum, Richmond, and Auburn.

· Positive Train Control Update: The Union Pacific’s plan for PTC
implementation remains the same in that the Los Angeles basin will be
first, with the Northern California area following. Initial reports are
that the implementation of PTC in the LA Basin has been delayed to the
third quarter 2015, putting PTC installation on the Capitol Corridor
route sometime after the fourth quarter of 2015 or perhaps later. A
recent report by the Government Accounting Office has suggested that PTC
installation could be delayed by a variety of technical and
administrative challenges. However, the recent serious accident on the
Metro North commuter railroad in New York has renewed the visibility of
the PTC installation project.

Installation of the PTC equipment on the state-owned locomotives and cab
control cars is complete, with all locomotives and cab cars equipped.
Initial discussions have begun with Caltrain to develop a schedule and
program to test state-owned PTC-installed Capitol Corridor trains in
Caltrain territory once the PTC trackside equipment is installed and
tested on the Caltrain route.

Project Updates
· CCJPA Oakland-San Jose Phase 2 Project: The first task for this project
has begun and involves the conceptual design for the extensions of the
double track in the segment between Fremont to Santa Clara/University
stations, excluding the five-mile section of single track in the Alviso
wetlands area. This effort is continuing in parallel with discussions
including UPRR and the California State Transportation Agency (CalSTA).

· Sacramento to Roseville 3rd Track Environmental Review/Preliminary
Engineering: A Notice of Preparation (NOP) was issued on August 1, 2014
to commence the public comment period for the Sacramento to Roseville 3
rd Track Project, which will allow for the increase of Capitol Corridor
service to/from Roseville to 10 daily round trips. The NOP is part of
the environmental documentation compliance process with the California
Environmental Quality Act (CEQA). The CEQA document is anticipated to be
an Environmental Impact Report. A parallel National Environmental Policy
Act (NEPA) for an Environmental Assessment (EA) is ongoing as well.
After issuance of the NOP, two public workshops were held, one on
Roseville and one in Sacramento, to directly receive public comments. An
online workshop was also made possible complete with online comments
available. Additionally, the CCJPA staff provided two on-train workshops
on the evening/morning train to/from Auburn. The NOP process is now
closed and no unexpected comments were received.

At this time the consulting team is performing the environmental
analysis for the preparation of the respective CEQA and NEPA
environmental documents. CCJPA staff and its consultants continue to
consult with affected resource agencies and the cities of Roseville and
Sacramento. Additional phases of stakeholder engagement as well as
public meetings are on schedule for release of the draft EIR/EA in late
winter 2015, leading toward CEQA adoption of the EIR in November 2015 by
the CCJPA Board. NEPA approval will be subject to the Federal Railroad
Administration (FRA).Status of

Outlook – Closing
Going into the last month of FY2014, the performance of the Capitol
Corridor continues its steady improvement. Ridership and revenues have
been on the rise over the last five months, expenses continue to be
slightly below budget, OTP remains the best in the Amtrak system, and the
Capitol Corridor customer satisfaction scores based on the most recent
survey conducted in June 2014 were the highest in two years. With revenues
lower than current budget-year projections, the YTD Operating Ratio is 50%,
below the FY2014 goal of 53%. OTP continues to be a bright spot, with YTD
reliability of 96% (best in the nation and in the history of the service),
which has helped keep customer satisfaction scores high.

The enactment of the State’s Cap and Trade Program in the FY14-15 State
Budget marks the beginning of a new opportunity to provide a sustained
stream of capital funding for the Capitol Corridor and other transit
services. The CCJPA will continue to participate in the development of the
guidelines for the investment of these Cap and Trade revenues for
transit/intercity passenger rail projects/services.

pic04664

CA Rail Statistics

Capitol Corridor Monthly Report (July, 2014)

By David B. Kutrosky, Managing Director
Capitol Corridor Joint Powers Authority

Service Performance Overview
For the fourth consecutive month, ridership increased on the Capitol Corridor over the corresponding month in 2013. A total of 119,425 passengers rode Capitol Corridor trains in July 2014, representing a 2.8% increase compared to July 2013. Revenue for July 2014 was the highest in the history of the service for July and represented an increase of 1.3% compared to July 2013. The year to-date (YTD) Operating Ratio remained at 52%, slightly below the business plan standard of 53% due to revenues being
7.3% below budget projections. YTD On-time Performance (OTP) remains a superb 96%, maintaining Capitol Corridor’s distinction as the most reliable service in the Amtrak system.

pic17421

The following are ridership highlights from July 2014:

· Weekend ridership was up by 1% over weekend ridership in July 2013.
This is attributed to the re-introduction of the Take 5 (small
group/family) online fare promotion.
· Weekday ridership increased 3% compared to July 2013, which was
primarily due to double-digit growth for the trains traveling to and
from San Jose/Silicon Valley.
· Detailed data for stations through July 2014 has not yet been
received from Amtrak.

Effective July 28, 2014, the CCJPA implemented a revised weekend train schedule that rearranged trains into and out of San Jose to better serve events at Levi’s Stadium in Santa Clara.

Customer Service Program Upgrades

• CCJPA Bicycle Access Program: With the retrofitting of the 8300-series
cab cars in the Northern California fleet for added bicycle storage and
the installation of Positive Train Control hardware completed in May
2014, most Capitol Corridor weekday trainsets now have two (2) cars with
enhanced bike storage, nearly doubling the bike capacity on these
trains.

Caltrans Rail is about to initiate a program of modifications for HVAC
and flooring in all first-generation bi-level rail cars, which means
that it will be approximately 36 months before CCJPA will be able to
consistently have two bicycle cars on each trainset. The rotation cycle
of the equipment will mean that some of the trains with higher bicycle
use will have, at times, less than optimal bicycle storage capacity.

The at-station bicycle facilities are one step closer to receiving the
state funding allocated to install e-lockers and folding bicycle lease
systems and are on track for launch in 2015.

• Improvements to CCJPA Train Status Feature on Website: A vendor has been
selected to implement upgrades to the train status feature on the CCJPA
website. Once the selected vendor is formally under contract, it is
anticipated that these updates will be done in six to eight weeks, and
the first element will be a visual map display of train status.

Marketing

· The Take 5 offer is in effect through mid-November.
· 25% discount offers for Oakland A’s baseball, Oakland Raiders, Cal
Football and Levi’s Stadium/Santa Clara are currently in effect.
· “Partnering with Visit Oakland” to promote travel to Oakland from the
Sacramento area

Safety Initiatives

• Safety Fences: Construction has been completed on a total of 15,802 feet
of fencing that has been constructed along the Capitol Corridor route in
several locations, including West Sacramento, Sacramento, Suisun,
Oakland, and Hayward.

• Security Cameras at Capitol Corridor Stations: With initial engineering
design complete, installation will begin for camera and surveillance
equipment at the Auburn, Rocklin, Roseville, Suisun, Martinez,
Emeryville, Oakland Jack London, and Fremont stations.

• Platform Safety Upgrades: CCJPA and Amtrak staff have begun a program of
safety access upgrades at selected Capitol Corridor train stations,
which include, but are not limited to, replacing broken platform tactile
edges, repainting platform tactile edges, restriping yellow safety lines
along the main platform, repainting safety text along platforms, and
installing safety signs. After the Davis station was completed in May
2014, upgrades to the Suisun, Roseville, and Fremont-Centerville
stations were completed in June 2014. The next stations to receive
safety upgrades are Berkeley, Great America/Santa Clara, Hayward,
Oakland-Coliseum, Richmond, and Auburn.

Project Updates

· Sacramento to Roseville 3rd-Track Environmental Review/Preliminary
Engineering: This project is officially in the environmental review
process which started with the July 1, 2014 release of the Notice of
Preparation (NOP). On July 16 and 17, 2014, two public scoping meetings
were held in the Sacramento and Roseville area, respectively, as well as
via an online, to provide a forum for commenting on the project. Two
additional on-train scoping meetings were held on July 23 on train 536
and on July 24 on train 529. Additional opportunities for public input
will be provided in fall 2014 and at future steps in the environmental
documentation process.

· Oakland-San Jose Phase 2 Track Project: Staff continues its negotiations
with UPRR to determine the precise project mix relative to support the
increased frequency of Capitol Corridor trains to/from San Jose (up to
11 daily round-trip trains). These discussions are supported by the
California State Transportation Agency (CalSTA), which is responsible
for the State Rail Modernization, which includes the Capitol Corridor
service. Geographically, the Oakland to San Jose Phase 2 Projects can be
split into northern and southern sections – southern projects between
Newark and San Jose, and northern projects between Fremont and Oakland.
Generally, the intent of these projects is to add a second track to the
single-track segments in each section. A first segment is being explored
that will attempt to ensure that key modifications are made around the
Great America station to accommodate the expected demand for sporting
and entertainment events at the new Levi’s Stadium.

Outlook – Closing
Ten months into FY2014, and the performance of the Capitol Corridor is steadily improving compared to the first quarter of the fiscal year. Ridership and revenues have been on the rise over the last four months, expenses continue to be slightly below budget, OTP remains the best in the Amtrak system, and customer satisfaction continues to be one of the highest in the nation.

With revenues lower than current budget-year projections, the YTD Operating Ratio is 51%, slightly below the FY2014 goal of 53%. Customer satisfaction (per Amtrak’s monthly mail-in survey) has notched above last year’s results, and Capitol Corridor remains among the top five in the Amtrak system. OTP continues to be a bright spot, with YTD reliability of 96% (best in the nation and in the history of the service.)

With the enactment of the State’s Cap and Trade Program, there is a path towards a sustained stream of capital funding for the Capitol Corridor and other transit services. To that end, the CCJPA will be participating with our colleagues in the transit industry in the development of the guidelines for the investment of these Cap and Trade revenues for transit/intercity
passenger rail projects/services.

CA Rail Statistics

Capitol Corridor Monthly Report (June, 2014)

Reported by David B. Kutrosky, Managing Director
Capitol Corridor Joint Powers Authority

Service Performance Overview
For the third consecutive month, ridership increased on the Capitol Corridor over 2013. In June 2014, a total of 116,605 passengers rode Capitol Corridor trains, representing a 1.7% increase compared to June 2013. Revenues continue to be above prior year-month results, with a 1.9% increase over June 2013. Year to-date (YTD) Operating Ratio remained at 52%, slightly below the business plan standard of 53% due to revenues being 7.3% below budget projections. YTD On-time Performance (OTP) remains a superb 96%, maintaining Capitol Corridor’s distinction as the most reliable service in the Amtrak system.

pic20142

The following are ridership highlights from June 2014:

· Weekend ridership was up by 4% over weekend ridership in June 2013. This is attributed to the re-introduction of the Take 5 (small group/family) online fare promotion.
· Weekday ridership was flat/unchanged compared to June 2013.
· Shown at the bottom of this report are tables listing the top 25 city pairs for May 2014 and YTD FY2014 (Amtrak’s detailed station data is currently only available through May 2014)

A revised weekend train schedule that rearranges trains into and out of San Jose to better serve events at Levi’s Stadium will go into effect on July 28, 2014.

FY2014-15 State Budget

A. FY2014-15 State-Supported Contract Budget for CA Intercity Passenger Rail Services

When the Governor signed into law the State Budget Act of 2014, it included $119 million to support the operation of the three California Intercity Passenger Rail (CIPR) services (San Joaquin, Capitol Corridor and Pacific Surfliner) in FY2015. This represents a $10 million increase over the CIPR operating budget of $108.9 million in FY2014 and were effectuated through the actions of the budget subcommittees in the Assembly and Senate that independently approved the $10 million increase in their respective state budget hearings and associated bills.

B. Cap-and-Trade Auction Revenues to Transportation/CIPR Services

More importantly, the enactment of the State Budget Act of 2014 marked a monumental shift towards investing in transportation to achieve the state’s clean air goals and help communities implement their sustainability strategies.

Legislators specified spending priorities for the FY2014-15 budget year as well as future-year revenues from the proceeds of auctions from the Air Resources Board’s Cap and Trade program. The CCJPA has been actively working with the California Transit Association (CTA) and other interested parties for more than two years on dedicating a significant portion of these funds to transit projects and services that reduce greenhouse gas (GHG) emissions.

The Cap and Trade Expenditure Program from the budget bill and a series of “trailer bills” will be implemented in the current budget year (2014-15) appropriation, with fixed dollar amounts going to specified programs. In 2015-16 and thereafter, specified programs will receive set percentages of annual Cap and Trade proceeds.

Budget Year Plan (2014-15)

· $25 million for Transit Operations or Capital: Local distribution using State Transit Assistance (STA) formula, subject to ARB guidelines and Caltrans sign-off.
· $25 million for Transit Capital or Operations: State competitive distribution for bus transit and commuter and intercity and urban light rail services. (also per ARB guidelines).
· $130 million for Sustainable Communities and Housing: Competitive program through State’s Strategic Growth Council for sustainable communities projects and services, such as Transit/Active Transportation Program/Transit Oriented Development, are eligible.
· $200 million for Low-Carbon Transportation (including Zero-Emission Buses).
· $250 million for High-Speed Rail
· $242 million for a variety of Energy, Water, Waste Diversion and Weatherization programs.

Long-Term Plan (2015-16+++)

· 5% pot for Transit Operations or Capital: Local distribution using STA formula, subject to ARB guidelines and Caltrans sign-off.
· 10% for Transit Capital or Operations: State competitive distribution for bus transit, and commuter and intercity and urban light rail services ( also per ARB guidelines).
· 20% pot for Affordable Housing and Sustainable Communities: Competitive program through State’s Strategic Growth Council for affordable housing and sustainable communities projects and services, such as Transit/Active Transportation Program/Transit Oriented Development, are eligible; a minimum of half these funds must be used for affordable housing.
· 25% for High-Speed Rail.
· 40% for Energy, Low-Carbon Trans, Water, Waste Diversion, and Weatherization. This program does not have funding splits and is subject to annual appropriation by the Legislature.

While the CCJPA and our transit partners would have preferred a larger share of funds to go directly to transit operators and CIPR agencies on a formula basis, a dedicated funding stream for capital projects is now available equal to 10% of incoming revenues from the Cap and Trade auction proceeds starting in FY2015-16 and into the near future.

Much of the credit goes to the collaborative efforts of the CIPR agencies working with the California Transit Association (CTA) to develop a strategy for justifying the investment of Cap and Trade revenues that included CIPR services which culminated in a direct allocation of 10% of these revenues to a competitive grant program available to CIPR agencies for capital projects that meet soon-to-be-developed program guidelines. CIPR services would also be eligible for Cap-and-Trade-funded Sustainable Communities sub-account funds along with the other transit agencies.

Customer Service Program Upgrades

• CCJPA Bicycle Access Program: With the retrofitting of the 8300-series cab cars in the Northern California fleet for added bicycle storage and the installation of Positive Train Control hardware completed in May 2014, most Capitol Corridor weekday trainsets have two (2) cars with enhanced bike storage, nearly doubling the bike capacity on these trains.

Caltrans Rail is about to initiate a program of modifications for HVAC and flooring in all first-generation bi-level rail cars, which means that it will be approximately 36 months before CCJPA will be able to consistently have two bicycle cars on each trainset. The rotation cycle of the equipment will mean that some of the trains with higher bicycle use will have, at times, less than optimal bicycle storage capacity. The at-station bicycle facilities are one step closer to receiving the state funding allocated to install e-lockers and folding bicycle lease systems and are on track for launch in 2015.

• Improvements to CCJPA Website and Automated Interactive Voice Response System: A vendor has been selected to implement upgrades and revisions to the CCJPA website and the automated interactive response (IVR) system. Once a vendor is formally under contract, it is anticipated that these updates will be done in six to eight weeks.

Safety Initiatives

• Safety Fences: Construction has been completed on a total of 15,802 feet of fencing that has been constructed along the Capitol Corridor Route in several locations including West Sacramento, Sacramento, Suisun, Oakland, and Hayward.

• Security Cameras at Capitol Corridor Stations: With initial engineering design complete, installation will begin for camera and surveillance equipment at the Auburn, Rocklin, Roseville, Suisun, Martinez, Emeryville, Oakland Jack London, and Fremont stations.

• Positive Train Control: While the first launch of Positive Train Control (PTC) continues towards final implementation in Southern California, the Union Pacific Railroad (UPRR) is studying the possibility of beginning an initial phase where both PTC equipped and non-PTC equipped trains would operate over the Capitol Corridor route together, as a way of testing the system. Installation of the PTC equipment on the state-owned equipment is currently complete with all locomotives and cab cars equipped.

• Platform Safety Upgrades: CCJPA and Amtrak staff have begun a program of safety access upgrades at selected Capitol Corridor train stations, which include, but are not limited to, replacing broken platform tactile edges, repainting platform tactile edges, restriping yellow safety lines along the main platform, repainting safety text along platforms, and installing safety signs. After the Davis station (completed in May 2014), upgrades to the Suisun, Roseville and Fremont-Centerville stations were completed in June 2014. The next stations to receive safety upgrades are Berkeley, Great America/Santa Clara, Hayward, Oakland-Coliseum, Richmond and Auburn.

Project Updates

· Sacramento to Roseville 3rd-Track Environmental Review/Preliminary Engineering: This project is officially in the environmental review process which started with the July 1, 2014 release of the Notice of Preparation (NOP). On July 16 and 17, 2014, two public scoping meetings will be held in the Sacramento and Roseville area, respectively, as well as via an online, to provide a forum for commenting on the project. Two additional on-train scoping meetings will be held on July 23 on train 536 and on July 24 on train 529. Additional opportunities for public input will be provided in fall 2014 and at future steps in the environmental documentation process.

· Oakland-San Jose Phase 2 Track Project: Staff continues its negotiations with UPRR regarding the precise project mix relative to support the increased frequency of Capitol Corridor trains to/from San Jose (up to 11 daily round-trip trains). These discussions are supported by California State Transportation Agency (CalSTA), which is responsible for the State Rail Modernization, which includes the Capitol Corridor service. Geographically, the Oakland to San Jose Phase 2 Projects can be split into northern and southern sections – southern projects between Newark and San Jose, and northern projects between Fremont and Oakland. Generally, the intent of these projects is to add a second track to the single-track segments in each section. A first segment is being explored that will attempt to ensure that key modifications are made around the Great America station to accommodate the expected demand for sporting and entertainment events at the new Levi’s Stadium.

Outlook – Closing

With three quarters of FY2014 complete, Capitol Corridor ridership is now even with the FY2013 YTD results, and the gap in revenue decreases has been slowly shrinking, with revenues trailing last year by only 1.7%. Despite these lower revenue results, the YTD Operating Ratio is 52%, only slightly below the FY2014 goal of 53% (due to operating expenses that are lower than budget). Customer satisfaction (per Amtrak’s monthly mail-in surveys) remains equal to last year’s results, and Capitol Corridor remains in the top five in the Amtrak system. OTP continues to be a bright spot, with YTD reliability of 96% (best in the nation and in the history of the service).

Now that the Legislature and the Governor have fully endorsed the investment of Cap and Trade auction revenues for CIPR services in the FY2015 budget and subsequent years, there is a path towards continuous, sustained capital funding for the Capitol Corridor. The program will be highly competitive with the other CIPR and transit services in the state, and each CCJPA project will require justification based on program guidelines that have not yet been developed.

That being said, staff will be working with our service and funding partners to put forward a program of improvements that will meet the CCJPA’s service expansion goals (to San Jose and to Roseville) and will maximize safety and efficiency, while also helping to meet the State’s clean air goals and advance the implementation of sustainable community strategies.

pic23844(1)