1025 Ninth Street #223 MEMBERS, PLEASE CHECK Sacramento, CA 95814-3516 THE RENEWAL DATE ABOVE YOUR NAME AND RENEW YOUR MEMBERSHIP IF THE DATE IS

Return Service Requested APPROACHING OR PAST

on its merits. its on SR H C

a i n r o f i l a

for one. That means the proposed proposed the means That one. for

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is clear is is clear What Administration. Trump

system, despite the intense flurry of of flurry intense the despite

to give back billions of dollars to the the to dollars of billions back give to

8 PAGE there simply won’t be a statewide statewide a be won’t simply there

project is going forward, to avoid having having avoid to forward, going is project

a statewide HSR system. As a result, result, a As system. HSR statewide a

or merely to be able to claim that the the that claim to able be to merely or A F t n o m a t l r o

a realistic plan to fund the building of of building the fund to plan realistic a

the consultant gravy train in motion, motion, in train gravy consultant the

never had had has CHSRA fact, In system.

P B $6 A n a l n o i L L i

purpose of the Project Update is to keep keep to is Update Project the of purpose

“a building block” for a statewide HSR HSR statewide a for block” building “a

It’s unclear whether the primary primary the whether unclear It’s

page 7 page premise that this service will serve as as serve will service this that premise

The plan rests on the fundamental fundamental the on rests plan The ) News. Rail California of issues

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(See also, past past also, (See faster. much made be

Update

Central Valley rail service could could service rail Valley Central amount,

F I C’ TRA

r o s a e d s TRAC’s Observations about the the about Observations TRAC’s

ridiculous. For less than 5% of that that of 5% than less For ridiculous.

6 PAGE project with such modest benefits is is benefits modest such with project

worth doing. worth

extraordinary amount of money for a a for money of amount extraordinary

than previous years that this project is is project this that years previous than

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s n o i t a v r e s b t s a o

will carry vastly more ridership. That That ridership. more vastly carry will suggest a far higher level of skepticism skepticism of level higher far a suggest

new Crossrail subway system, which which system, subway Crossrail new page 3 page service. Legislative hearings so far far so hearings Legislative service.

That’s roughly the cost of London’s London’s of cost the roughly That’s especially not improved passenger passenger improved not especially

INSIDE billion to a standalone project like this. this. like project standalone a to billion not delivered any benefits to the public, public, the to benefits any delivered not

seriously propose to commit $20 $20 commit to propose seriously normal rail project, that $5 billion has has billion $5 that project, rail normal

No one outside of California would would California of outside one No that has already been spent. Unlike any any Unlike spent. been already has that

new plan completely flunks that test. test. that flunks completely plan new cost $15 billion more than the $5 billion billion $5 the than more billion $15 cost (continued on Page Two) Page on (continued

judged on their cost/benefit ratio, the the ratio, cost/benefit their on judged Merced. This $20 billion plan would would plan billion $20 This Merced.

promoting CHSRA’s project. CHSRA was was CHSRA project. CHSRA’s promoting

While transportation projects are are projects transportation While service between Bakersfield and and Bakersfield between service

but has been blocked by politicians politicians by blocked been has but

CHSRA’s new plan calls for HSR HSR for calls plan new CHSRA’s

invest in passenger rail in California, California, in rail passenger in invest standalone Bakersfield-to-Merced line. Bakersfield-to-Merced standalone

never be more be never The private sector has wanted to to wanted has sector private The than a a than will system HSR knows where any of this will end up. up. end will this of any where knows

government to recoup the funds, no one one no funds, the recoup to government

Daniel Schwen, own work 2008.. Creative Commons Attribution/Share 4.0 International 4.0 Attribution/Share Commons Creative 2008.. work own Schwen, Daniel

While the State has sued the federal federal the sued has State the While

to create a highly dynamic situation. situation. dynamic highly a create to

to the Governor’s statement, combine combine statement, Governor’s the to

million grant to the project, when added added when project, the to grant million

Administration’s cancellation of a $929 $929 a of cancellation Administration’s

and the Trump Trump the and Report. Update Project

2019 2019 (CHSRA) Authority’s Rail Speed

The release of the California High- California the of release The

realistic long-term funding. long-term realistic

Brown for a project that still has no no has still that project a for Brown

of uncompromising support by Jerry Jerry by support uncompromising of

was a total break from eight years years eight from break total a was

project. Governor Newsom’s candor candor Newsom’s Governor project.

of the State’s commitment to this this to commitment State’s the of

could become a major reassessment reassessment major a become could

Francisco to LA” has triggered what what triggered has LA” to Francisco

mento to San Diego, let alone from San San from alone let Diego, San to mento

simply isn’t a path to get from Sacra- from get to path a isn’t simply

admission that “Right now, there there now, “Right that admission

The Governor’s startlingly candid candid startlingly Governor’s The

TRAC Vice President, Policy President, Vice TRAC By David Schonbrunn David By

High-Speed Rail: Big Changes Afoot? Afoot? Changes Big Rail: High-Speed

1 Number 29 Volume

May 2019 – August 2019 2019 August – 2019 May

S 4-5: A A 4-5: S e g a P ACRAMENTO RE ACRAMENTO s IONAL RAIL STRATE RAIL IONAL G Y G The Project Update acknowledges San Joaquins operate 5 trains a day to Big HSR Changes? that Bakersfield-Merced HSR service (continued from Page One) the Bay Area via a circuitous route that will not earn its operating costs. That doesn’t go to Silicon Valley. Connecting once offered a funded plan, but rejected violates an explicit provision of the 2008 every HSR train to a train to the Bay it. The French National Railways pro- HSR Bond measure, which promised Area or Sacramento would require the posed to build an HSR line from Los voters that no bond funds could be used expenditure of many more billions, Angeles to San Francisco on a different to build HSR tracks whose operations which have not been included in the route than CHSRA had approved, with would require subsidies. HSR cost estimates. funding from an investment bank. CHSRA rejected the offer and instead Brian Kelly, CEO of CHSRA, stated Ridership for the Valley HSR line launched into construction with the that, “Once [the project’s] done,” is based on Amtrak-level fares. Every State taking on 100% of the risk. By he said, “it will unlock financing to other HSR system in the world charges keeping the French offer secret, CHSRA tunnel beneath Pacheco Pass to reach premium fares. The obvious implication showed that it had priorities other than San Jose’s Diridon Station...” Kelly’s of this assumption is that the ridership getting HSR built and that it did not assertion that a money-losing service was tested using the fares proposed in want those priorities known by the will attract the $14+ billion in private the CHSRA 2018 Business Plan. Those public. investment needed to connect the ridership projections must have been so Central Valley to San Jose defies all dismal that they were unusable. Using TRAC has long been a supporter logic. Amtrak fares for Valley HSR is a tacit of high-speed rail (HSR) as the low- There is no assurance that the priv- admission that traveling at high speeds pollution way to connect the regions is not valued by the Central Valley of our large state. We have objected ate sector would have any interest in investing in California HSR, if this travel market. If the Valley isn’t willing to the design of this HSR project from to pay for HSR, why should the State? its inception, however, because it is Central Valley project were ever com- so distorted by political compromises. pleted. Before spending $15 billion What It All Means on this project, it would be prudent The complete lack of interest from The new plan is mired in the sunk the private sector in investing in this to invite the private sector to indicate what it would be willing to invest in. cost fallacy: “Because $5 billion has project, while private sector entities already been spent, we need to finish thought an HSR system on another CHSRA has been actively promoting the project.” It is foolish to spend a lot route would be profitable, is proof that the concept that HSR is part of the more money to make an initial decision its design is deeply flawed. Without solution to Northern California’s to spend look reasonable, if the project investment from the private sector, housing crisis. The 2018 CHSRA itself isn’t worth that money. It would there is no way a statewide project can Business Plan states that a Fresno-to- be far better to cut California’s losses be built. Federal and State funding can San Jose round trip ticket would cost now, when it is obvious there is no never be enough. $132. (HSR’s primary patrons have upside. Let’s not throw good money always been expected to be business after bad. people.) Even with a monthly discount, these HSR tickets would be far too This is an exciting time for rail expensive for daily commuting. Any advocates to be putting forward their benefit of lower housing costs would be ideas for alternatives to CHSRA’s wiped out by much higher commuting plans. There is a possibility of change costs. TRAC believes HSR’s housing in the air that was not present during benefits to be non-existent. the Brown Administration. TRAC Published June 20, 2019 has extensive plans for improving Published 2-3 times annually by the Now that the HSR project has been California Rail, which were presented to Train Riders Association of California downsized to only the Central Valley, Governor Newsom’s staff. We continue in cooperation with the there is no legitimacy to the claim that to believe that cost-effective plans, tied California Rail Foundation the project will produce meaningful to investment from the private sector, Ronald Jones, TRAC President GHG reductions. As a result, CHSRA are the most feasible way to improve Michael Setty, California Rail News Editor should no longer be eligible for Cap David Schonbrunn, Copy Editor California’s long-distance mobility. Our and Trade money. Without that money, website, calrailnews.org, will soon be Signed articles represent the views of their authors, not necessarily those of the above CHSRA would have to concede it cannot showcasing our plans. organizations. build this project. Dan Walters best summarized 1025 Ninth Street #223 The ridership projections are based CHSRA’s situation: “The bullet train Sacramento, CA 95814-3516 on 19 HSR trains per day, per direction. utterly lacks a rational purpose, has Telephone: 916-557-1667 However, limited infrastructure means been ill-managed from the onset e-mail: [email protected] that only 9 of those trains could connect www.calrailnews.org/ and is a black financial hole. If the to trains to the Bay Area. That makes Trumpies strangle it, they would be California Rail News encourages letters, comments, the proposed project’s ridership project- doing California a big favor.” TRAC and reports on local issues. Please submit your mate- ions impossible to achieve within its rial to California Rail News at the above address. would add: “There’s lots to do to Sorry, we cannot guarantee return of photos or arti- estimated cost. Currently, the Altamont improve California rail. Let’s not let this cles submitted. Deadline for material to be included Commuter Express (ACE) can only offer bad project sour us on improving rail in the next issue of CRN is September 1, 2019. a maximum of 4 round-trips a day. The transportation.” Join TRAC and Help Fight for Improved Trains Clip & mail with your check or money order payable to: Online Renewals or Train Riders Association of California (TRAC) New Memberships 1025 Ninth St. #223 Sacramento, CA 95814-3516 (916) 557-1667 You may also join TRAC or Please fill out the following, or attach address label: renew an existing member- ship online at the TRAC web- Regular member $50-79 Name site: Contributing member $80-499 www.calrailnews.org Click on the Donate tab on Street 1 (or company) Benefactor $500+ $ the upper left corner of the TRAC homepage window. Limited income $25-49 Street 2 Paypal and almost any credit Renewal Membership Number or debit card accepted. City State Zip (if known) New Member Telephone E-mail

2 California Rail News May 2019 – August 2019 A “Thank You” to TRAC Members By Ronald Jones the political landscape, TRAC knows Coast TRAC President passenger rail can and should be an As President of TRAC, I have been important part of the solution. It can reduce commute hardships people face. Observations encouraged by the consistency of BEING A BILLIONAIRE CERTAINLY IS financial support from our members. With this in mind, TRAC officers COOL, BUT that doesn’t mean you have any Our membership renewal rate is very will be conducting a survey, calling a common sense. Elon Musk recently had a high. We hope that’s because we are sample of members to get feedback Twitter war with BART, claiming that it addressing in the right way the issues on how we’re doing and how best to makes more sense to operate self-driving most important to you, our members. go forward with the organization. If autos underground rather than trains. Two you get one of these calls, please help This is a very important year for big flaws with Musk’s claim: (1) BART car- passenger rail funding in California: A by participating in this short survey. ries 28,000 people/hour through the Trans- new governor brings the possibility of That will help our Officers and Board bay Tube, giving BART at least 10-times the a new direction. TRAC has already met Members continue TRAC’s role as the capacity of Boring Company auto tunnels; with the Governor’s staff, presenting straight-talking voice of reason, doing (2) Yes, while deep tunnels could techni- our ideas on the best use of rail funds. our best to bring better passenger rail cally be bored, neither Musk nor taxpayers With climate change and affordable service to California. can afford this. The costs per trip would be housing being major priorities on Happy Travels! astronomical because of low throughput– even with very low tunneling costs… SPEAKING OF ELON MUSK, THE BORING COMPANY GOT ITS FIRST CONTRACT: SMART Studies Mini-Mega Projects TUNNELS under the Las Vegas Conven- By David Schonbrunn seems uncalled-for. Similarly, the tion Center. This project will reportedly use TRAC Vice President, Policy study calls for replacing nearly all automated shuttle buses based on Tesla The Sonoma-Marin Area Rail the jointed rail, implying that the automobiles. If actually built and operated, Transit District, SMART, has recently existence of an occasional bent rail this project would likely become a “one of published a study on extending itself requires replacing everything. Like a kind” obscure technical success like the to Suisun to the East. The lowest-cost trestles, trains have operated on Morgantown, WV Personal Rapid Transit option would cost $780 - 898 million. jointed rail for the past 150 years, system…RAIL SKEPTIC RANDAL O’TOOLE The full-boat option would cost including at speeds exceeding 100 OF THE LIBERTARIAN CATO INSTITUTE between $1.134 and $1.304 billion. mph. CLAIMS THAT PASSENGER RAIL SERVICE IS “OBSOLETE.” Well, maybe in the U.S., In addition, SMART disclosed a cost In the November 2017 issue of but go tell that to the Japanese, Chinese, estimate of $264 million for a 22-mile the California Rail News, TRAC Indians, South Koreans, let alone the Swiss, extension to Cloverdale in the North. proposed building these extensions Italians, French, Spanish, Germans and These costs are shockingly high, using existing jointed rail and new British! Countries with population densi- especially when considered in the crossties. We estimated the cost of ties similar to the U.S. have comprehensive context of the light ridership these both extensions to be less than $250 urban and intercity rail networks: Norway, extensions are likely to attract. million, excluding rolling stock. By Sweden and Finland--and the Russians! Unlike private-sector planning, keeping the cost low, it should be far Even the Aussies, Canadians and New Zealanders all have excellent urban rail which does just enough to get the more feasible to secure the funding systems…DESPITE RAIL OPPONENTS AND job done, these numbers reflect needed to get rail service started HSR FOLLIES, RAIL IN CALIFORNIA CON- the creation of gold-plated new soon, in response to the urgent need. TINUES TO MOVE FORWARD. Construction infrastructure. This is typical for The Suisun extension from Novato of San Diego’s Midcoast Trolley has reached consultant-driven planning. Not Hamilton Station would provide a 70- the halfway point. The BART extension to coincidentally, this approach results 80 minute trip end-to-end, beating San Jose is complete, now waiting for roll- in maximizing consulting fees and current peak-hour auto commuting ing stock. The next phase of the Gold Line construction contracts. times by at least 20 minutes. As traffic in the San Gabriel Valley is underway, and The fundamental problem with continues to get worse, the train the 2nd phase of the Purple Line Wilshire Subway is in its bidding phase. L.A.’s Cren- these studies is that they rely on will become even more competitive. shaw Line light rail should open by mid- a one-size-fits-all design standard: (And of course, passengers wouldn’t have to contend with slow traffic.) 2020. The downtown L.A. Regional Connec- One set of specifications is imposed tor will open in 2021...SPEAKING OF RAIL TRAC certainly sees rail service in everywhere. This ignores the far OPPONENTS, BEVERLY HILLS CONTINUES this corridor as both a worthy goal lower population levels in these TO OPPOSE THE CURRENTLY ADOPTED two corridors. What’s missing is the environmentally and a necessary ROUTE FOR THE PURPLE LINE (WILSHIRE) recognition that lines in low-density strategy to address the tremendous LINE EXTENSION. The City of Beverly Hills areas need to be both cheaper to congestion in the Highway 37 and school district claim the tunnel would build and cheaper to operate, to be Corridor. pose a safety risk to students. A more likely a worthy recipient of scarce State Elements like track and roadbed explanation is that the tunnel would be infrastructure funds. It’s simply unfair can always be upgraded, if a robust located where they plan to construct an un- to the more populous areas to spend travel market develops. However, in derground parking garage…LOS ANGELES METRO HAS RECENTLY STUDIED SEVERAL far more per passenger in these low- order to reduce climate change and POTENTIAL RAIL ROUTES THAT COULD density areas. traffic congestion impacts, TRAC GENERATE MORE THAN 100,000 DAILY As an example of gold-plating, believes it is critically important RIDERS, including a Crenshaw Line the study includes $117,500,000 for to push for-ward now to develop extension from Wilshire Blvd. to Hol- installing one wayside signal per mile rail transit in congested commute lywood, a Vermont Avenue subway, a of track, when Positive Train Control corridors. That will require delivering new Southeast L.A. County line toward eliminates the need for these signals the maximum number of rail systems Orange County, and a Sepulveda Pass (except at bridges and switches). possible within the available funds. line parallel to I-405. These results sug- The study calls for replacing all That requires keeping costs low. If gest that many L.A. rail lines will have timber trestles with concrete that means sacri-ficing some degree patronage similar to many New York bridges. Because trestle bridges have of ride quality in the interest of near- subway or Tokyo lines, and that the de- performed well on private-sector term congestion relief, we’re all for it. sign decision to limit light rail station railroads, their wholesale replacement lengths to 3-cars was shortsighted.

California Rail News May 2019 – August 2019 3 A Strategy for Rail Development in the Sacramento Region By Michael D. Setty to construct freeways between There is a mismatch between plans Editor, California Rail News Roseville and Sacramento International and demand. However, the Altamont Greater Sacramento, located about Airport and between Folsom and Elk Corridor Vision (see article on Page 90 miles northeast of the San Francisco Grove. Regional rail could be used 7) could correct that mismatch by Bay Area, consists of six counties instead to focus future growth in a more providing fast, frequent trips between housing almost 2.4 million people transit-oriented, less auto-dependent the Sacramento Valley Station and the and nearly one million jobs. Both jobs pattern. This direction would be Bay Area. and housing are highly dispersed, consistent with the State’s policies for reducing greenhouse gases in response Second, as currently planned, the giving rise to the region’s increasingly additional ACE and San Joaquin trains congested freeways and arterial roads. to the climate crisis. Current rail plans include: will operate on the former Western Sacramento County is arguably the Pacific (WP) mainline through Midtown most important of the six counties, • The San Joaquin Regional Rail Sacramento, rather than the current line with 1.4 million residents and more Commission is funded to extend that hosts the two existing San Joaquin several Altamont Commuter Express than 600,000 jobs. However, only half of round trips serving Sacramento. While (ACE) trains north from Stockton to those jobs are located within the City both lines are owned by the UP, the Sacramento. of Sacramento. Downtown Sacramento, railroad is unwilling to allow any more the destination of most transit routes, • The San Joaquin JPA (SJJPA) is funded passenger trains to congest the freight accounts for only 11 percent of regional to add several San Joaquin Sacramento traffic on the existing route. trains. jobs. Despite having invested more than The Sacramento Area Council of • The SJJPA is planning to extend some $70 million in state and federal funds to Governments (SACOG) forecasts nearly Sacramento San Joaquins north to rebuild the Sacramento Valley Station, Marysville/Yuba City and possibly 40% growth by the mid-2030s. Most current plans for more rail passenger Oroville. of this growth is planned in the post- service from the south would not use World War II auto-oriented sprawl • The Capitol Corridor Joint Powers it. The proposed WP route does not style, although at higher densities: Authority (CCJPA) has unfunded plans serve the Sacramento Valley Station larger houses on smaller lots and a to spend more than $200 million to add and slices through bustling Midtown greater number of apartment buildings. a third track alongside the existing Sacramento, crossing almost every east- Building in Sierra foothills and other Union Pacific (UP) Railroad tracks in west street at grade. open country around the northern order to provide 10 round trips per day to Roseville. The most important change to the and eastern edges of the built-up current, uncoordinated plans of the metropolitan area will exacerbate • The CCJPA wants to have a branch CCJPA, ACE and SJJPA is to ensure dispersion and auto dependency. This line going to Natomas, along with its that connections between east-west line to Auburn. Presumably, west- development pattern is very difficult to and north-south services are made at bound trains would originate from both serve with transit. Sacramento Valley Station. Bypassing of those locations, spaced out so as to Overall transit service in the Sacra- double the frequency to the Bay Area. one another 1.5 miles east of downtown mento metropolitan area is very limited, Sacramento is unacceptable transit even by U.S. standards. The largest To coordinate all these plans, former practice. Here is TRAC’s Regional Rail provider is Sacramento Regional Sacramento councilman and CCJPA Vision, starting with the easiest to Transit (RT), a state-created district member Steve Cohn has convened implement: that surprisingly serves only parts the Sacramento Regional Rail Working Sacramento Regional Rail of Sacramento County. Each of the Group, including representatives from Project 1: a “Northeast Downtown other five counties provides their own the rail JPAs, SACOG, the Sacramento Transportation Authority (STA), City of Rail Loop” connecting the east-west transit bus services, which are typically rail line currently used by the Capitol sparse local service, along with rush- Sacramento, mayors of Roseville and Elk Grove, and Regional Transit (RT). Corridor with the north-south WP line hour express buses to downtown to Sacramento that will be used by Sacramento. RT’s roughly 25 million On the surface, these plans ACE and San Joaquins trains. This annual riders account for most of the seem reasonable. However, TRAC loop will allow direct connections region’s transit users. RT’s ridership is believes more could be accomplished. to Sacramento Valley Station while split evenly between their bus service Specifically, TRAC believes there is still serving Midtown Sacramento and their two major light rail lines. Most potential for creating a Sacramento with a new station. An alternative to of this travel is to and from downtown regional rail system from these build- the loop currently being considered Sacramento, though the rail lines also ing blocks--one that is distinct from would require condemning the Blue carry heavy suburb-to-suburb riding. the intercity services linking the Sacra- Diamond almond plant. TRAC believes The Sacramento region connects mento region with the Bay Area, South this alternative to be infeasible, to other regions by rail, via the Sacra- Bay, and San Joaquin Valleys. Fifteen due to the combination of high land mento Valley Station in downtown years ago, the region produced the acquisition costs and difficult politics. Sacramento. It hosts 15 weekday Dixon-Auburn Regional Rail Service The San Joaquin’s travel market is from Capitol Corridor trains between Implementation Study, which has Sacramento south, so we recommend it the Sacramento region and the San remained on a shelf. TRAC believes that not be extended to Natomas, north of Francisco Bay Area. Two daily round now would be a good time to construct Sacramento. trips by the San Joaquins connect a Regional Rail System. Project 2: The new Midtown station the region to the San Joaquin Valley. TRAC’s Proposed Regional Rail on the WP line should be located at R Amtrak buses connect to Stockton, Strategy for Greater Sacramento Street, to provide direct connections to Marysville/ Yuba City, Chico and Red- Regional Transit’s east-west Rancho ding. The Coast Starlight departs daily TRAC has developed a vision for regional rail, starting from a couple Cordova/Folsom Gold LRT line. This for Los Angeles, Portland and Seattle, would enable ACE and San Joaquin while the San Francisco Zephyr heads of observations: First the current rail proposals were created in the absence riders to easily access the large to Salt Lake City, Denver, Omaha and employment district near the State Chicago. of planning from either a regional or state perspective. The lion’s share of Capitol, Sacramento State University, There is No Coherent Regional Rail northern Sacramento Valley intercity employment centers near Folsom Plan for the Sacramento Region travel beyond the Sacramento region Boulevard, and the large employment district in Rancho Cordova. The station To accommodate the expected auto- proper is to/from the San Francisco Bay Area, not the San Joaquin Valley: would include platforms along the WP oriented growth, the region is planning line and elevated platforms on the Gold

4 California Rail News May 2019 – August 2019 8 As demand develops, trains could be Greater Sacramento Region extended west to Novato, southwest Potential Commuter Rail Network to Vallejo and northwest to Napa from Suisun - Auburn w/ Lincoln Branch Marysville- Yuba City Olivehurst (Would use Capitol Corridor route Suisun City. with sidings added as required) Future Vallejo/Napa Extension Project 7: Extend rail service Marysville/Yuba City - Sacramento to Sutter and Yuba Counties north Future Capitol Corridor extension to of Sacramento via the WP route. Chico, Red Blu and Redding N Auburn Commuter rail-only stops should be ACE & San Joaquins service to Stock- Plumas Lake AUBURN constructed in Natomas at Del Paso ton, Modesto, Ceres, and Merced Lincoln Boulevard, in Plumas Lakes at Feather Existing Train Stations 7 River Boulevard, in Olivehurst south Proposed Commuter Rail Stations 5 (o cially funded or proposed here) N Roseville of Marysville, and at the former WP Note: This map does not show detailed rail capital improvements other than proposed station locations. ROCKLIN passenger station in Marysville. The Plumas Lake and Olivehurst 4 ROSEVILLE Sac Int Airport stations are in areas where extensive Antelope 1 3 suburban development has already Natomas Watt Ave SACRAMENTO 4 been approved, and should help West Sacramento Arden Way acclimate new residents to using rail 6 Midtown 2 rather than the increasingly congested DAVIS East Davis Sac. City College UC Davis - Mondavi Ctr Highway 70/99 and I-5. Amtrak’s long distance Coast Star- light train should also be rerouted via Dixon Elk Grove the WP line between Marysville and Sacramento, with a new Amtrak stop at E Vacaville the previous Maryville WP depot. This 6 change would reduce travel times by at Fair eld/Vacaville least 30 minutes in each direction. SUISUN CITY Project 8: Extend a branch of the Cordelia Capitol Corridor to Marysville/Yuba Napa City over the line used by commuter Junction West Lodi trains, and later to Chico and Redding. Proposed Rail Service Levels Hammer Lane ACE needs to run a minimum of

STOCKTON three peak-period trains to Sacramento in order to offer a service that is attractive to commuters. ACE should pursue an incremental strategy of Line viaduct, connected by elevators. ride lots to serve commuters as well as expanding services to 30-minute travelers to/from the Bay Area. headways during peak periods, and Project 3: Develop a new commuter hourly service during the midday, rail service that makes many more Project 4: A commuter rail-only evenings and weekends. These lower- stops than the Capitol Corridor and station should be constructed immed- demand periods typically average only San Joaquins. These latter intercity iately adjacent to the existing LRT 100 and 200 persons per train, requiring services would then offer much Swanston station to serve the Arden a cost-effective service strategy. higher speeds than commuter trains, Fair Mall and surrounding employment with corresponding premium fares. centers. A second commuter rail-only In our view, the locomotive-hauled Commuter trains would operate initially stop should be constructed at Antelope trains now operated by ACE, the San at 30-minute headways during peak Avenue. Joaquins and Capitol Corridor are far periods, as well as all-day, using the too expensive to operate off-peak. For Project 5: Construct additional track CCJPA-planned third track between these lighter loads, we recommend for commuter rail services (1) north downtown Sacramento and Roseville, diesel-electric multiple units (DEMUs), from Roseville to Lincoln, with stops with added passing sidings (i.e., a 4th as used by TexRail in Fort Worth. See within walking distance of the Thunder track in some locations). illustration. TexRail DEMUs get about Valley Casino and adjacent employment 1.5-1.6 miles per gallon, versus the 2-4 The existing UP right-of-way is centers in north Roseville; and (2) gallons per mile typically consumed by sufficiently wide the entire length a second track and/or long passing locomotive-hauled trains. Maintenance north of the American River for at least sidings, allowing extension of frequent costs per mile are also much less. four tracks, and is wide enough for commuter rail service to Rocklin, even more tracks in some stretches. Loomis and Auburn. These extensions A first phase of east-west commuter Overnight, when the trackage is not would add major bedroom communities rail service should initially operate needed for passenger trains, these new beyond Roseville, with nearly 200,000 between Fairfield/Suisun City and tracks can serve to stage freight trains residents, to the regional rail service Roseville, with peak service every 30 entering and leaving UP’s Roseville area. minutes and every 60 minutes during yard. This separate passenger track the off-peak, evenings and weekends. Project 6: Construct third and fourth arrangement is found in Utah, for Intercity corridor trains operated by the tracks as needed to support frequent example: Commuter trains between Capitol Corridor should stop only at one commuter rail service from Sacramento Provo, Salt Lake City and Ogden station of the two in Fairfield/Suisun Valley Station west to Fairfield/Suisun operate on exclusive passenger tracks City, and in Davis. City. Construct commuter stations in side-by-side UP’s mainline freight West Sacramento, East Davis at Mace trackage. Once new track capacity has been Boulevard, at UC Davis’ Mondavi expanded beyond Roseville, operate The Capitol Corridor Roseville Center, downtown Dixon, and Elmira commuter trains every 60 minutes extension should have one additional (Vacaville East). When required by on the Lincoln branch, and every 60 station at Watt Avenue, serving both increased passenger train volumes, minutes east to Auburn. These routes Capitol Corridor intercity trains as well construct a third track across the Yolo would result in 30-minute frequencies as commuter trains. Both Roseville and Bypass. between Roseville and Sacramento Watt Avenue should have large park & Valley Station.

California Rail News May 2019 – August 2019 5 TRAC’s Improvement Plans for Sacramento RT Light Rail Sacramento By Michael D. Setty International Editor, California Rail News Airport Folsom Sacramento’s Regional Tranist (RT) O cially-Proposed Natomas - Sacramento Int. Airport Line has begun the process of replacing its American current aging high-floor fleet with new River College low-floor cars, and converting existing Watt Ave 7 stations to accommodate the new low- Natomas floor fleet. It has the following expansion Swanston/ Arden Fair Mall Arden Way plans: Sacramento & Employment Area Valley Station “Town- ship 9” Sunrise West Sacramento Country • A downtown Sacramento streetcar, Commuter Rail Sta. 6 2 Club with two West Sacramento branches 3 Plaza 5 Rancho Cordova serving Riverfront Street and Civic Midtown Employment Center Center. Downtown 1 19th & R CSU 4 Sacramento • A new light rail line between down- Sacramento 65th St town Sacramento and the Airport via City College Watt Ave Natomas. • Double-tracking the entire Folsom Line. • Rerouting the LRT from the downtown core via K Street via new H Street Florin Road Proposed Sacramento Light Rail Extensions tracks. Existing Light Rail Network (See RT Project 3) Local sources in Sacramento say “O cial” Proposed Extensions that the whole purpose of the proposed Cosumnes River downtown/West Sacramento streetcar College Proposed Extensions in Article line was to create “bling” for new Proposed Elk Existing, Proposed Transit Hubs Grove Line projects downtown. It would have Minor light rail stations, connecting bus lines, and proposed offered nothing to transit users. Its 20- commuter rail lines & stations not shown on map for clarity. 30 minute headways would have been much too long to attract significant Extend Regional Transit’s Light Rail Eastbound Gold line and head to Folsom. ridership on a short shuttle line, and Where Justified This would save operating costs. its speed would have no faster than a vigorous pedestrian. Now that a court In the interest of initiating a hope-fully RT Project 4 would build a 1.5 mile has invalidated the tax that would have useful dialogue in Sacramento, TRAC LRT spur from the 65th Street station supported the streetcar, civic leaders are recommends the following, rather than to directly serve the core area of considering changing the project into proceeding with RT’s current plans: Sacramento State University (CSUS) along State University Drive. light rail. The $20 million that Sacramento RT Project 1 would extend the Blue Area Council of Governments (SACOG) line north along the UP line on 19th RT Project 5 would be a later exten- dedicated to this project would be better Street from the new transfer station sion of the University LRT line. It would used for LRT fleet replacement. at R Street (See page 4, Sacramento cross the American River on a new The Airport line appears to be aimed Regional Rail Project 2), connecting bridge, go north on a levee to Ethan Way mainly at future development, since to the K Street Mall via a new station adjacent to Cal Expo, then northwest the potential ridership is unlikely to built inside the Convention Center. In a to serve Arden Fair Mall directly, be worth the projected costs of $1-$2 system reconfiguration described below terminating at the Swanston LRT and billion. Transit and taxpayer activists are as RT Project 3, trains would split at 8th commuter rail station. This line would opposed since there appear to be more Street, with half the train going to the provide cross-town connections between productive potential extensions. Sacramento Valley Station, and the other large established activity centers, as part half going out Capitol Avenue to West of RT’s move towards a frequent service We strongly oppose rerouting the Sacramento (See RT Project 2, below). network. Arden Fair is the biggest mall downtown LRT, since this would greatly This new entry into downtown would in the region, surrounded by 40,000 jobs. inconvenience current riders. Other directly serve 20,000+ jobs in Midtown This proposed line would connect the plans for LRT extensions in addition to by light rail, and double available I-80 corridor, including NE Sacramento the Natomas/Airport proposal exist, but capacity from the south. It would also and Placer Counties, to Sacramento are low priority in our estimation. For connect the Gold and Blue Lines to the State University and to the Highway example, Elk Grove desires a 5-6 mile new ACE and San Joaquin services. 50-Rancho Cordova Gold Line corridor, LRT extension south from the current enabling large numbers of suburb-to- RT Project 2 would extend the LRT Blue Line terminal at Cosumnes River suburb commuters to avoid downtown west into West Sacramento about 3 College, but the area would require congestion. significantly higher densities than miles to Civic Center. This design would currently planned to justify the $400-$500 provide far more transport capacity than The only river crossings within 10 million price tag. Similarly, a 4 mile+/- the now-dead streetcar plan. It would miles of CSUS are Howe Avenue, Watt extension of the lightly used 0.5 mile also serve the large retail developments Avenue and Sunrise. The closest, Howe Riverfront Street light rail branch line surrounding the Ikea store. While there Avenue, has saturation-level traffic. All paralleling Jefferson Boulevard would is little demand today, this woefully have slow and unreliable buses due to not be worthwhile until there is doubling underdeveloped part of West Sacramento severe congestion. Collectively there of the population in the portion of West has the potential for becoming a dense, are 250k+ trips per day across the river Sacramento south of the Ship Channel. vibrant center of growth for the entire between Business 80 and Howe Avenue, region. close to the Bay Bridge. This area clearly As U.S. LRT systems go, RT’s light needs transit on its own right-of-way. rail network is not heavily used. With RT Project 3 would rationalize and appropriate promotion, it should be simplify the downtown loop by restoring RT Project 6 would be a 4-mile possible to move far more passengers RT’s initial service pattern: the North extension east from Arden Fair to the to destinations throughout the metro segment of the Blue line connected to Country Club Mall area, in order to serve area, starting with the Gold Line serving the East segment of the Gold line. Both the core of the Arden-Arcade District, Rancho Cordova and Folsom. In the of the resulting lines would then serve e.g., the highest density portion of suburbs, the LRT passes close to more the K Street Transit Mall. Only the Gold Sacramento County not directly served jobs than exist in the downtown. A line would serve the O Street and R by light rail. focused effort is needed to link light Street stations. The Gold line would no longer serve Sacramento Valley Station. RT Project 7 would extend the Blue rail to those suburban jobs, and then to Line from Watt Avenue to American promote those linkages. That must start One Northbound Gold Line car would split off the train and go (driven by a River College, which has more than with dialog between RT and suburban 25,000 students and is a significant, employers. second operator) to Township 9. On the return trip, the car would join onto an established transfer hub. 6 California Rail News May 2019 – August 2019 A $6 Billion Plan to Upgrade the Altamont Corridor By Michael D. Setty Editor, California Rail News !"#$%"#&'($)*+",-'%.*/(,"#%$,&'( A $6 billion plan to dramatically upgrade the Altamont Corridor bet- ween San Joaquin County and the San Francisco Bay Area was presented in May 2019 to the Altamont Corridor • 6(&7"%5$)*/(8%$5,%9:,9%" Express (ACE) and the San Joaquin • ;("<="$,<>&3"*,?%'9#?'9,*,?"*!"#$%"#&'( Joint Powers Authority (SJJPA) Boards of Directors. • !$@&191*9,&)&A$,&'(*'8*("-*B$C*2%'55&(#5

The “Altamont Corridor Vision” • 2'((":,&7&,C*,'*D&#?*=E""3*>$&)* proposed by joint ACE/SJJPA staff for the 65-70 mile rail corridor between Lathrop and Newark focuses on several key objectives, including: • Connecting the Central Valley and East Bay • Allowing connecting services to operate over the Altamont Corridor on shared facilities at 125+ mph (improved alignments would allow higher speeds later) • Providing one-seat rides from the 0),$1'(,*2'%%&3'%*4&5&'(* Central Valley, including Sacramento, to San Jose, the San Francisco How the Altamont Vision Ties into • Rerouting UP through-freights via the Peninsula, and San Francisco TRAC’s Vision West Side line, • Dramatically improve travel times and Private sector investors have long • Fully double-tracking UP’s 140-mile service frequencies been interested in an upgraded Alta- Fresno Subdivision between Lathrop and Fresno, with additional sidings • Extending electrification beyond mont Corridor, which they see as where needed, the Caltrain corridor and separating a profitable proposition, due to its freight traffic from passenger service, potentially very high patronage. This • Improving track, to support passenger ensuring more reliable service for both makes this Vision achievable. train speeds of 110 and 125 mph, passengers and freight ACE is currently funded to extend • Fully double-tracking the BNSF line Several key projects would implement its trains over the Union Pacific between Fresno and Bakersfield, with this vision between Lathrop and Newark. (UP) Fresno Subdivision to serve additional sidings where needed. These are: downtown Manteca, Modesto, Ceres, • An Altamont Pass tunnel to bypass the and eventually Turlock, Atwater and While this proposal might use some current winding, slow alignment Merced. TRAC has proposed rerouting structures and portions of alignments San Joaquin trains to this line, to originally meant for high-speed rail, • A Niles Canyon tunnel bypassing enable them to also serve downtowns. the TRAC plan is not intended to the current winding, environmental- whitewash the reality that the current sensitive alignment, plus alignment In order to provide sufficient capacity HSR project was a bad idea. improvements in Fremont for passenger trains without delaying UP freights, TRAC has proposed an Moreover, replacing the current plan • Alignment improvements in Tracy accompanying major upgrade to the for Merced-Bakersfield high-speed (most likely through downtown), West Side Subdivision between Tracy, rail with 100-125 mph San Joaquins Livermore, and Pleasanton Los Banos and Fresno for through- service would free up billions of dollars for statewide passenger rail The vision for the Altamont Corridor freight trains. This upgrade would require restoring some abandoned improvements, such as badly needed assumes build-out of the 170-mile, $20 improvements to the Capitol Corridor, billion high-speed rail project proposed trackage between Los Banos and Firebaugh. By providing a frictionless Surfliners, and possibly new intercity between Bakersfield and Merced, as services between Los Angeles, the shown in the “Megaregional Network route for through-freights, this route would eliminate most of the conflicts Inland Empire, and Palm Springs/ Integration” graphic. However, the Coachella Valley. Altamont Vision would provide great between freight and passenger trains value whether it connects to that high- between Lathrop and Merced. This Since a statewide HSR system has speed rail project or to other options is important since Union Pacific is been declared out-of-reach by the described below. moving towards “Precision Scheduled Governor, the private sector might be Railroading,” which means more effic- interested in building a new 125-155 The Altamont Corridor would ient, but longer and slower trains, and mph line connecting Los Angeles to the offer connections to Redwood City, inevitably, growing conflicts on lines current San Joaquin line in Bakersfield San Francisco International Airport that mix passengers and freight. via Santa Clarita, the Grapevine and (SFO), and San Francisco via a rebuilt TRAC proposes rerouting present I-5. This shorter, lower-speed line Dumbarton Bridge and Caltrain. would be dramatically less expensive The Vision would make it possible San Jouquins passenger services between Merced and Fresno via to build than the proposed HSR route to operate through-trains from the between Bakersfield, Palmdale and Los Sacramento region, San Joaquin UP’s Fresno Subdivision. This would eliminate increasing conflicts between Angeles, which would require much County, Modesto, Fresno, Bakersfield more expensive longer tunnels. and other points directly to SFO, the passenger trains and Burling-ton San Francisco Peninsula and San Northern Santa Fe (BNSF) freights With an Altamont line on the north Francisco as well as San Jose. on the existing route of the San Joa- and Grapevine line on the south, the quins. While the following package private sector may also be interested For the San Joaquins, using an would clearly cost at least a few billion in building a new 200+ mph line para- upgraded Altamont Corridor would dollars, it would result in higher-speed lleling I-5. Such a line–which was never generate substantially higher Central Valley service that can be seriously studied by CHSRA–could patronage than the current roundabout accomplished with available funds. meet the original objective of Los An- route via Stockton, Antioch and This would be an order of magnitude geles - San Francisco high-speed rail Martinez, thanks to a shorter route, cheaper than CHSRA’s current plan for service with an under-3-hour travel a bigger job market, and much faster “completing” high-speed rail between time, at a fraction of the $100+ billion travel times. Bakersfield and Merced: CHSRA approach.

California Rail News May 2019 – August 2019 7 Texas Central vs. California: Imported vs. Homegrown By Nick Zaiac Special to California Rail News, Courtesy of Railway Age Passenger rail in the United Sta- tes has fallen a long way since it was the dominant mode of long- distance transportation. In a world of competition among cars, planes and trains, the point-to-point fun- ctionality of automobiles and the speed of planes means that most trains with existing technologies cannot compete. U.S. passenger trains (with the exception of tourist services) do not run without federal or state operating and capital assistance. Yet in other countries, unsubsidized rail travel between cities continues to flourish. And as transportation Mockup of Texas Central high-speed rail parallel to a Texas freeway. Source: Texas Central technology moves forward, analysts cities, rather than a network of lines studying these models are starting to begin service. This overbuilding connecting large and mid-sized to understand the preconditions for cost money, making the project cities, simplifies the business model. building passenger railways that less viable than it would have been And like Florida’s Brightline, Texas add to, rather than drain, resources if those planning the project had Central plans to prioritize quick from other government services. picked the rail technology from the outset. station access, nearby parking and California’s failing high-speed rail space for rideshare drop-off and State-run projects built around the project is a study in how not to build pickup. The company’s consideration assumption of taxpayer subsidies, a passenger railroad. The problems of the full, door-to-door customer like the California HSR network, began with the project’s conception. experience gives investors a com- also tend to miss details that matter Rather than focusing on the most plete picture of the business case for to trip times—think parking lots important city pair—San Francisco a new railroad in a way California that require long shuttle rides to and Los Angeles—public managers politicians can only dream of. designed the system as a statewide the airport or large train stations This strategy echoes that of many network that would benefit the that require long walks to the of the world’s most successful rail mid-size cities of the Central Vall- platforms. Long connecting rides companies, whose core business ey in addition to the Bay Area and walks push riders to other focuses on connecting major cities and Southern California. It was a modes of transportation, which that are too far from one another network, not a corridor, and building benefits services that lose money for driving to be convenient and its multi-branched system added on every trip but can destroy the too close to one another to make layers of complication to what could viability of transportation services the fixed-cost hassle of the airport have been a simple project. that hope to earn a return for in- vestors. In contrast, the market worthwhile. The London-Paris, The fact that the project was disciplines airport and station design Madrid-Barcelona and Berlin- state-run and therefore funded by in ways that public managers with Hamburg corridors all fit the bill. state taxpayers compounded these competing political priorities cannot By importing the successful complications. Representatives of even hope to emulate. model from other countries, the the communities through which the Texas Central may have found a rails were supposed to run made Texas Central has taken the path to constructing and operating clear that even the simplest route opposite approach in building a profitable passenger railroad in would never pass political muster. its high-speed rail. The company America. Worse, billions in federal funds began the project by selecting the equipment technology—namely added a layer of political input This article was printed originally in Japan Railways’ Shinkansen trains, for the project that complicated it the March 8, 2019 edition of Railway Age. which are used by the longest- further, at the cost of making the Used with permission. core San Francisco-Los Angeles trip running profitable passenger Nick Zaiac is a Commercial Freedom longer than it needed to be. railroads in the world—before laying any track. Picking well-tested Fellow at the R Street Institute, a free Beyond flawed routing decisions, technology of successful peers market, effective government think thank political railway management from the outset means that Texas where he specializes in postal, freight and comes with other costs. Federal Central will avoid having to reinvent surface transportation policy. Nick has grant timelines and poor internal the wheel midway through the written on a broad range of policy areas management, for instance, meant project. It also chose a city pair to centered on housing, transportation, urban that California was pushed to lay serve—Dallas and Houston—without planning and infrastructure. track before it selected its trains. The committing to building a statewide He is a contributor to the American track was built to handle some of network that would require Institute for Economic Research and the heaviest equipment in the world hundreds of miles of extra track. his work has been featured in numerous in order to maximize the number of national publications including The Detroit options the state would have when Focusing on a single-corridor News and Crain’s New York. it later bought locomotives and cars train line between two world-class

8 California Rail News May 2019 - August 2019