AGENDA March 28, 2014 – 10:00 AM Madera County Board of Supervisors, Board Room 200 West Fourth Street Madera, CA

Supervisor John Pedrozo, Chair, Merced County Councilmember Steve Cohn, Vice Chair, City of Sacramento c/o San Joaquin Regional Rail Commission Supervisor Henry Perea, Vice Chair, Fresno County 949 East Channel Street Supervisor Vito Chiesa, Stanislaus County Stockton, CA 95202 Supervisor Scott Haggerty, Alameda County

Supervisor Allen Ishida, Tulare County Councilmember Bob Johnson, City of Lodi (209) 944-6220 or (800) 411-RAIL Councilmember Don Tatzin, City of Lafayette Supervisor Doug Verboon, Kings County Email: [email protected] Supervisor Tom Wheeler, Madera County

This Agenda shall be made available upon request in alternative formats to persons with a disability, as required by the Americans with Disabilities Act of 1990 (42 U.S.C. § 12132) and the Ralph M. Brown Act (California Government Code § 54954.2). Persons requesting a disability related modification or accommodation in order to participate in the meeting should contact San Joaquin Regional Rail Commission staff, at 209-944-6220, during regular business hours, at least twenty-four hours prior to the time of the meeting.

All proceedings before the Authority are conducted in English. Any writings or documents provided to a majority of the Authority regarding any item on this agenda will be made available for public inspection at the offices of the San Joaquin Regional Rail Commission located at 949 E. Channel Street, Stockton, California, 95202 during normal business hours or by calling (209) 944-6220. The Agenda and meeting materials are also available on the San Joaquin Regional Rail Commission Website: http://www.acerail.com/Home/AboutUs/SJJPA.aspx,

1 Call to Order, Pledge of Allegiance, Roll Call Chair Pedrozo

2 Public Comments Persons wishing to address the Authority on any item of interest to the public regarding SJJPA and the San Joaquin Rail Service shall state their names and addresses and make their presentation. Please limit presentations to three minutes. The Authority cannot take action on matters not on the agenda unless the action is authorized by Section 54954.2 of the Government Code.

3 Consent Calendar Chair Pedrozo 3.1 Approve Minutes from Jan. 24, 2013 Board Meeting ACTION 3.2 Approve Next SJJPA Board Meeting Location and Time ACTION

4 Edits to SJJPA Bylaws (Election of Officers) and JEPA Chair Pedrozo ACTION 15 (SJJPA Board)

5 Presentation by Madera County Member Wheeler INFORMATION 17

6 Draft Chapters for SJJPA Business Plan Dan Leavitt INFORMATION 18

7 San Joaquin Rolling Stock Update Brian Schmidt ACTION/ 43 INFORMATION

8 California Intercity Passenger Rail Leadership Dan Leavitt INFORMATION 44 Coalition Update

9 Update on Interagency Transfer Agreement and Stacey Mortensen ACTION 55 Schedule

10 Letters of Support for TIGER Grant Applications for Dan Leavitt ACTION 56 Elk Grove Station, Hercules Station, and ACE Stockton Track Extension

11 Administrative Matters or Announcements Stacey Mortensen INFORMATION 62  Correspondence  FY14/15 Amtrak Agreement for the San Joaquins

12 Board Member Comments Chair Pedrozo INFORMATION

13 Adjournment Chair Pedrozo

SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT Item 3.1 ACTION January 24, 2014 SJJPA Board Meeting Minutes

Note: There is a problem with the audio from this meeting. With the exception of the Chair, the audio from the Board Members cannot be heard.

The regular meeting of the San Joaquin Joint Powers Authority (SJJPA) was held at 12:30 pm, January 24, 2014 at the San Joaquin Council of Governments Board Room, 555 E. Weber Avenue, Stockton CA.

1. Call to Order, Pledge of Allegiance, Roll Call John Pedrozo, Chairperson of the San Joaquin Joint Powers Authority (SJJPA), called the meeting to order at 12:30 pm and had Member Chiesa lead the Pledge of Allegiance.

Thomas Reeves administered the oath of office to Alternate Garrad Marsh.

Board Members Present: Chiesa, Ishida, Tatzin, Vice-Chair Perea, and Chair Pedrozo

Alternates Present: Blalock, Hume, Harris, Marsh

On behalf of the Stockton City Council, Stockton Vice Mayor Canepa welcomed SJJPA to the City of Stockton and the downtown area. The Vice Mayor said it was an exciting time for Stockton and that they were proud of the new $61 million maintenance facility for ACE which has helped an area which has been a blighted area. He noted that his daughter is attending San Jose State and uses the service often and that ACE has been a “life saver” for his family. He said ACE helps make Stockton a better place. He let the Board know that improving rail service is very important to Stockton. He thanked them for having their Board Meeting in Stockton.

Chair Pedrozo introduced Bruce Roberts, Acting Chief for the Division of Rail. Mr. Roberts introduced himself to the Board and let the board know that he had been working with Ms. Mortensen and Mr. Leavitt. He said that he met with the SJJPA staff recently to help complete a SJJPA data request. Mr. Roberts said that Caltrans is willing to provide comments on the SJJPA Draft Business Plan chapters as they are being produced. He said that Caltrans looks forward to working with the SJJPA in the future, as the service is transferred over the SJJPA, to coordinate equipment, and with capital projects to be constructed to improve the San Joaquin service. He noted that the San Joaquin corridor was the largest recipient of funding in this year’s State ITIP for intercity rail with $23 million for the improvements between Stockton and Escalon. Mr. Roberts said this was a nice element within a very fiscally constrained budget and that it

Page 3 of 69 is Caltrans’ desire to see improvements of the San Joaquin corridor. Mr. Roberts reiterated that he looks forward to working with the SJJPA in the future.

2. Public Comment

Alan Scott from Kings County discussed his views on high-speed rail and what he had learned in his recent trip to Europe. He raised his concerns about how he thinks future high-speed rail service in the San Joaquin Valley could hurt the existing rail service.

Timothy Smith, State Chairman of the Brotherhood of Locomotive Engineers and Trainmen (BLET) introduced himself and the BLET to the Board. The BLET is the labor union of the engineers that operate the Amtrak services. He offered his support and the BLET’s support to the SJJPA to help them do their job.

Donna DiMartino, General Manager and CEO with San Joaquin RTD introduced herself and San Joaquin RTD the regional transit provider for the entire San Joaquin County. She said that she supports their efforts and looks forward to working with the SJJPA to provide greater transportation options and connectivity.

Mike Barnbaum, from “Here We Ride” let the Board know of the activities of Here We Ride and their efforts to promote improved transit connectivity in the Sacramento and Lodi area. He let the Board know that there was now a new San Joaquin “pocket” timetable available at stations dated January 13, 2014. He also let the board know about trackwork on the San Joaquins being done in February and provided this information to staff.

3. Consent Calendar 3.1 Approve Minutes from November 22, 2013 Board Meeting ACTION 3.2 Approve Next SJJPA Board Meeting Location and Time ACTION

Chair Pedrozo entertained a motion for the approval of the minutes from the November 22, 2013 Board Meeting.

M/S/C (Perea/Tatzin to approve Consent Calendar Item 3.1. Passed and Adopted by the San Joaquin Joint Powers Authority on January 24, 2014, by the following vote to wit: Ayes: 8 Blalock, Harris, Tatzin, Chiesa, Ishida, Hume, Vice-Chair Perea, Chair Pedrozo Noes: 0 Abstain: 0 Absent: 2 Wheeler, Verboon

Page 4 of 69 Michael Barnbaum spoke on Item 3.2. He said that he wanted to discuss the train schedule with the goal of serving everybody. Mr. Barnbaum said Here We Ride recommends that the SJJPA hold the next SJJPA Board Meeting in Madera as recommended by SJJPA staff, but they would like the meeting be from 1 pm – 3 pm which they felt would work better with the SJJPA train schedules. He noted that starting the meeting at 10 am in Madera would not enable passengers from the Bay Area to have a direct San Joaquin train connection to the meeting.

Chair Pedrozo asked staff to respond. Ms. Mortensen said that staff typically leans to morning times to be able to get the board members home on Friday’s at a reasonable time. She did acknowledge that this creates a problem for one leg of the train service from the Bay Area. She said that it was the staff preference, subject to the board’s approval to have the meeting begin at 10 am.

There was some discussion amongst the board members and then there was a motion and a second for the staff recommendation of Madera starting at 10 am for the March 28, 2014 SJJPA Board Meeting.

M/S/C (Perea/Tatzin) to approve Consent Calendar Item 3.2 Passed and Adopted by the San Joaquin Joint Powers Authority on January 24, 2014, by the following vote to wit: Ayes: 8 Blalock, Harris, Tatzin, Chiesa, Ishida, Hume, Vice-Chair Perea, Chair Pedrozo Noes: 0 Abstain: 0 Absent: 2 Wheeler, Verboon

4. Election of Officers

Chair Pedrozo noted that with SJJPA being so new that after talking with his colleagues and staff that he recommends that SJJPA keep the same leadership for another year, and then they could change next year. He asked if any of the other board members or the public had other motions.

Member Hume made a motion to continue with the same Chair and Vice Chairs and Chair Pedrozo seconded the motion.

Member Ishida said he supported the Chair’s motion, but asked that the board have the term of the Chair and Vice Chairs changed so that in the future the terms are for two- years. Chair Pedrozo noted that he had served four years (two consecutive two-year terms) as Chair for the San Joaquin Valley Rail Committee. Mr. Ishida suggested that changing the bylaws be an action item at the next SJJPA board meeting and the board members were in agreement.

Page 5 of 69 M/S/C (Hume/Pedrozo) to approve having Chair Pedrozo and Vice Chair Cohn and Vice Chair Perea continue to serve for another year. Passed and Adopted by the San Joaquin Joint Powers Authority on January 24, 2014, by the following vote to wit: Ayes: 8 Blalock, Harris, Tatzin, Chiesa, Ishida, Hume, Vice-Chair Perea, Chair Pedrozo

Noes: 0 Abstain: 0 Absent: 2 Wheeler, Verboon

5. Update on Altamont Corridor Express

Ms. Stacey Mortensen, Executive Director of the Altamont Corridor Express (ACE) provided an update on the Altamont Corridor Express service, future plans for improving the ACE service, and the new ACE Maintenance Facility which is nearly complete and ready for service. Ms. Mortensen noted she hoped the SJJPA Members would be able to attend the grand opening on the Maintenance Facility on March 22.

Member Blalock said “magnificent”, and thank you for providing an update on the Maintenance Facility construction.

Member Perea asked where the current ACE maintenance facility is located. Ms. Mortensen responded that it is south of Cabral Station in an UPRR locomotive maintenance facility. She said that it is a very tough facility to work in because it is so antiquated and she said her crews have done great working for years in difficult conditions.

Member Perea asked about the number of jobs from the Maintenance Facility. Ms. Mortensen responded that at construction they were at a little over 300 workers. She said that for the initial ongoing maintenance work that they would bring all their people over from the old facility, but as ACE expands and the fleet expands they would add more people. She estimated that they would have near-term expansion of up to about 100 people assuming the expansion of ACE.

Member Perea asked where the San Joaquin trains were maintained. Ms. Mortensen replied that they were being maintained in Oakland at a joint facility with the Capitol Corridor. She noted that ACE will have space at their new facility and if anyone needs help with the intercity equipment that she thinks they have the infrastructure where they can help.

Ms. Mortensen was asked what the most important aspects of the SJJPA’s Joint Policy Statement are, Ms. Mortensen responded that the two most important aspects is for this body has to protect the San Joaquins, they are successful and we want to make sure

Page 6 of 69 that is protected. She said we’d like to see that service support high-speed rail the best that it can. She said that there are some strategic locations we can do that. She said Merced is one of these so there is a big focus there. She said ACE and the San Joaquins are really the only two existing rail services that could directly connect to high- speed rail. She said even though there is a lot of investment going on in the “bookends” it has been avoided that you actually need direct rail connections in the Valley. Ms Mortensen reported that she thought that it is important to figure out a way for the San Joaquins to feed people to and from HSR, and making sure that the region and the localities still have the service that they have planned on and that high-speed rail supplements that rather than taking away from existing service. She said she believes that they can get there so both services are successful.

Member Chiesa noted Stanislaus County is contemplating putting a ½ cent transportation sales tax measure on the November 2014 ballot, which includes a rail component.

6. Amtrak Presentation on the Most Recent San Joaquin Performance

Mr. Alex Khalfin provided the most recent performance statistics on the San Joaquin service. Mr. Khalfin focused on ridership and Amtrak appropriations. He said that for October, November, and December, in terms of San Joaquin ridership there was a slight decrease in October, in November there was a decrease of 6.5% over last year at this same time, however in December the numbers increased by about 7%. They are looking into the numbers to see what happened. What he believes is that because the day after Thanksgiving (which is one of their busiest times) fell into the December numbers, so this could be why November was down and December was up. Year to date the San Joaquins are about 1% below their ridership from last year. He said that it is not just in California, but that numbers are down slightly throughout the country, but that Amtrak is hoping that these will increase the remaining part of the year. He said that for on-time performance the San Joaquins were at 84% in October, 77% in November, 79% in December and at 80% year-to-date.

In terms of the federal budget he said we were lucky this time around that the budget was passed pretty quickly. For Amtrak it reflected an amount which reflected what we got the previous year, which was able $1.39 billion.

There were no questions from the Board.

7. Draft Chapters of SJJPA Business Plan

Mr. Leavitt reported that in order to take over the administrative responsibilities of the San Joaquin rail service, the SJJPA must develop and approve a Business Plan to be included and referenced as part of the Interagency Transfer Agreement (ITA).

Page 7 of 69 Mr. Leavitt said that the Draft SJJPA Business Plan will be completed by the March 2014 SJJPA Board Meeting, however initial Draft Business Plan chapters are being presented at the November 2013 and January 2014 SJJPA Board Meetings providing more opportunity for Board, agency and public input. The Final Business Plan will be presented at the May 2014 SJJPA Board Meeting after public review and revisions.

Mr. Leavitt explained that the outline of Chapters was slightly modified from the outline approved on September 27, 2013. He noted that staff suggests adding three additional “Station Area Development” Chapter based upon input received by the Board on the importance of this topic.

Mr. Leavitt said that seven draft chapters have been reviewed by the SJJPA Ad Hoc Staff Working Group and were included as attachments to this item for the Board’s and public’s review. They are: 2. Public Outreach and Approval Process; 4. Integration of San Joaquin Rail Service with High-Speed Rail; 5. Comet Car Trainsets and New Equipment; 6. Operating Plan and Strategies; 9. Establishment of Fares; 10. Service Amenities, Food Services, and Equipment; and 18. Station Area Development. Mr. Leavitt, and Mr. Schmidt presented highlights from these seven chapters.

Member Blalock asked if there were other languages that the Business Plan would be translated to. Mr. Leavitt said that at this time they were just planning on providing English and Spanish versions. He said that they can look into the possibility of putting tools on the website which can assist in translating the draft chapters into other languages. Member Blalock asked about the outreach to Native American Tribes. Mr. Leavitt said that they would reach out to the Native American Heritage Commission and get contact information for all the tribes within the San Joaquin Corridor and send out notices of the availability of the Draft SJJPA Business Plan to the tribes.

Member Perea asked at what point can the SJJPA make a decision on the usage Comet Cars, Mr. Schmidt responded, once the ITA is approved and signed that would when the SJJPA could make that decision. Member Perea noted, this is an important issue for the SJJPA Board and keeping a close eye on the performance of the Comet Cars is critical. Mr. Schmidt agreed, and noted staff thought it was important to put into the chapter that Caltrans acknowledges that the Comet Cars are only a “short-term” solution. He said that they will be replaced with the new bi-level equipment.

Mr. Schmidt was asked how many Comet Cars were purchased. Mr. Schmidt responded that Caltrans purchased 14 Comet Cars that they had refurbished and they are putting these into two trainsets. So there would be four bi-level trainsets and two Comet Car trainsets, if both Comet Car trainsets are deployed.

Mr. Schmidt was asked about ADA issues on the Comet Cars. He noted issues do arise from time to time and that he would talk about that later in the agenda. He said that there are other issues as well that effect performance. He also said that Caltrans has

Page 8 of 69

Member Hume noted the City of Elk Grove is currently working on a train station and are there criteria for the SJJPA to approving new station stops. Mr. Leavitt responded that the Draft Business Plan will include that. He said the staff has been working with the SJJPA Working Group and identified Elk Grove and Sacramento 65th Street station as two locations that should be strongly considered as new stations. He also said that increasing frequency of service to Sacramento and providing service at the time of day that people wanted to travel would also be part of the Draft Business Plan. Mr. Leavitt said that staff has been talking with City of Elk Grove staff and that one of the later items is in regards to a station area development grant program and we are encouraging cities with existing or planned stations to pursue station area development planning grants. Potential stations like Elk Grove could go after these grants to help out with planning. Member Hume asked about the other new stations under consideration. Mr. Leavitt responded that Berkeley, Hercules (which the SJJPA heard a presentation on last meeting), and North Fresno and North/West Bakersfield -- which would make the service more complementary to a future high-speed trains service. Mr. Leavitt also said that Contra Costa has also expressed a strong interest in another potential station east of Antioch, which would fit in particularly well with the concept of having service begin mid-corridor.

Mr. Leavitt gave the Board some additional information to expand on his presentation from the previous board meeting. Using data from Caltrans they had been able to do some additional calculations. He explained that of the 1.14 million San Joaquin passengers in 2012, about 317,000 used the Thruway bus service between Bakersfield and Southern California. Nearly 2/3 of the passengers using the Southern California bus link were traveling to/from the San Joaquin Valley, about 17% to/from the Bay Area and 14.5% to/from Sacramento. He said that looking at the total ridership for 2012, only about 5% of the riders were going between the Bay Area and Southern California, whereas about 18% were going between the San Joaquin Valley and Southern California. Mr. Leavitt said that rather than looking just at the San Joaquin service end- to-end, it is important look at the markets from the middle of the corridor to the ends, which are potentially very strong markets.

Michael Barnbaum noted that Ed Coviello, staff with the City of Elk Grove was in attendance at this board meeting. He said that they wanted to speak to the SJJPA in regards to Chapter 9 “Establishment of Fares”, Chapter 11 “Marketing and Outreach”, and Chapter 15 “Consideration of Other Service Enhancements and Expansions”. Mr. Barnbaum said that they think an opportunity is coming up in September because of the closing of Candlestick and the opening of Levi Stadium, the SF 49ers will have 8 home games. They think that will be an exciting opportunity to coordinate San Joaquin trains at Stockton Cabral station with future ACE Sunday service to 49er home games. On service enhancements and expansion Mr. Barnbaum noted that the San Joaquins terminate at Oakland Jack London Square whereas the Capitol Corridor trains continue to Oakland Coliseum which provide direct connection to BART and Coliseum events – this could be a low cost way of increasing ridership. On the establishment of fares, he said that fares need to be competitive with other modes. Mr. Barnbaum said that

Page 9 of 69 MegaBus.com is another competitor between the major markets that offers a low fare alternative. He said that Amtrak has to recognize this as a real threat to their ridership between major cities. He said that they look forward to working with SJJPA to coordinate a public meeting in the Sacramento area on the Draft Business Plan soon.

8. San Joaquin Rolling Stock Presentation

Brian Schmidt, Director of Operations, reported the latest information on the performance of the Comet Cars, and the potential deployment of a second set of Comet Cars.

Member Blalock asked if there were any staffing increases as a result of the Comet Car trainset deployment. Mr. Schmidt responded that the staffing at stations has remained the same. He said that Amtrak added one assistant conductor for the Comet Car trainset since the doors are manually opened so that conductor opens the doors and the assistant conductor goes out and assists with the ADA lift and also baggage and bicycles.

Member Blalock asked if all Comet Car trainset doors are opened. Mr. Schmidt responded that not all doors are opened. Only certain doors, they have to go to each door and physically open it with a key to people on and off, so only a select number of doors are opened. Mr. Schmidt said that it was a decision by Caltrans to have the doors be manually opened. He said that back east the Comet Cars had automated doors.

Member Harris asked where the San Joaquin Trains are dispatched from and what is the benefit of bringing them out to ride the trains. Mr. Schmidt said the BNSF dispatches out of Santa Barbara, San Bernardino and Fort Worth, Texas and the UPRR dispatches trains from Omaha. Mr. Schmidt noted this is done on the ACE and Capital Corridor services and has been very successful in having the dispatchers understand the service, the territory and meet the passengers they affect by decisions they make on a daily basis.

9. California Intercity Passenger Rail Leadership Coalition Update

Mr. Leavitt gave an update on the SJJPA’s activities with the CA Intercity Passenger Rail Leadership Coalition. Mr. Leavitt said he was proud to announce that just a few days ago they received confirmation that the Senate Select Committee on Passenger Rail has been established. He said Senator Jackson is Chair of that committee and Senator DeSaulnier is Vice Chair. Mr. Leavitt said that Senator DeSaulnier does represent the San Joaquin Corridor. He said that the committee also includes Senator Galgiani and Senator Cannella from the San Joaquin Corridor, so he said the San Joaquin Corridor is very well represented. He also noted that Thomas Reeves and he were working with our partners to get an Assembly Select Committee on Passenger Rail established as well as soon as possible. He said that they were looking to have the first Senate Select Committee meeting in March and that staff would let the Board know

Page 10 of 69 as soon as they had a date for that. He brought their attention to the “Issues Paper” that had been developed for the Select Committees and included in their book items. He said that the two key issues were securing stable capital and operational funding for the CIPR program and helping to promote, facilitate and expedite the transfer of administrative responsibilities of the services to JPAs.

Mr. Leavitt said a new CIPR promotional brochure is under development. The next meeting with the Chairs and Vice Chairs would be timed around the first Senate hearing in March. He said that the 2nd Annual Rail Summit would be April 2nd and 3rd in Los Angeles at LAUS/LA Metro and a flyer was included in their book items.

10. Station Area Development Grant Program

Mr. Leavitt reported that the Strategic Growth Council (SGC) is requesting proposals for the third round of its Sustainable Communities Round 3 Planning Grant and Incentives Program. He said that this $16 million grant program is meant to foster the development of sustainable communities throughout California and grant applications are due on February 28, 2014.

Mr. Leavitt said that Fresno COG is applying for a SGC grant on behalf of the eight county San Joaquin Valley region. The application would be a collaborative effort between the San Joaquin Valley Regional Transportation Planning Authorities (Fresno, Kern, Kings, Madera, Merced, San Joaquin, Stanislaus and Tulare) will continue their coordinated efforts to promote infill and compact development into the general plans of cities within the San Joaquin Valley. Thirteen of the eighteen stations for the San Joaquin intercity rail service are in San Joaquin Valley cities.

Mr. Leavitt said that the City of Sacramento intends on applying for a SGC grant for station area development planning. He also noted that other cities with a San Joaquin station or potential San Joaquin station are also considering applying for SGC grants for station area development planning.

Mr. Leavitt also reported that the CHSRA has made up to nearly $1 million available to the City of Fresno for station area development planning studies around the proposed Fresno HSR station. He said the study area has been defined as ½ mile around the proposed Fresno HSR station, but the City of Fresno has said that there is flexibility to the size of the study area. The Fresno Amtrak station is just over ½ mile from the proposed Fresno HSR station and therefore currently is not in within the proposed study area.

Mr. Leavitt reported that staff had three actions being requested by the Board for this time. Staff is recommending that the board approve the three letters of support included in their book items: letter of support for the Fresno COG grant application, letters of support for cities with San Joaquin stations (or planned stations) submitting grant

Page 11 of 69 applications for station area development, and a letter to the City of Fresno requesting that the extend the boundary of their CHSRA station area development study.

Hearing no questions or comments, Chair Pedrozo asked for a motion to approve all three requests under one motion.

M/S/C (Tatzin/Blalock) to approve letters of support for Strategic Growth Council Grants and for a letter to the City of Fresno asking to increase the boundaries of their CHSRA station area development study. Passed and Adopted by the San Joaquin Joint Powers Authority on January 24, 2014, by the following vote to wit:

Ayes: 8 Blalock, Harris, Tatzin, Chiesa, Ishida, Hume, Vice-Chair Perea, Chair Pedrozo Noes: 0 Abstain: 0 Absent: 2 Wheeler, Verboon

11. Board Member Comments

Chair Pedrozo asked for any Member comments. Chair Pedrozo said that they had been talking about getting a Finance/Audit Subcommittee established and that he had asked Member Tatzin to Chair that committee and he would like to get two other members to be part of that committee.

Members Ishida and Johnson were nominated to be members of the Finance/Audit Subcommittee, joining Member Tatzin. Member Harris asked about the San Joaquin improvement that Mr. Roberts had mentioned at the beginning of the meeting. He was wondering if this was for a grade separation. Mr. Schmidt replied that it would be for double-tracking to relieve congestion between Stockton and Escalon.

Member Blalock let the board know that there was a nice article recently in the Fremont newspaper about the new Airport Connector rail service between Oakland Airport and the Coliseum Amtrak/BART station providing a direct connection to the airport. This is something to look forward to and it will be opening later this year.

Member Ishida reported that he had attended the California Trade Advisory Committee meeting on Monday. He said the SJJPA should coordinate with the CA Trade Advisory Committee in regards to BNSF and UPRR improvements.

12. Administrative Matters or Announcements

Ms. Mortensen noted correspondence was included as part of their book items.

Ms. Mortensen said that negotiations between the state and Amtrak for FY 14-15 are underway and that the SJJPA is not a party or privy to those negotiations. These negotiations are confidential. She said that last year we had a pretty good idea of the

Page 12 of 69 cost increase needed and we were all able to advocate for increased funding. The program received the necessary $18 million to continue service without any reduction. She said we’ve heard rumors that the costs will increase again this year, but we do not know the magnitude at this time. She said there will be more PRIIA related costs this year, especially equipment costs from leased Amtrak equipment. She said she will be working with Bruce Roberts to try and get an idea of what to expect so we can be as helpful as possible with our lobbying efforts with the Legislature and Administration. We really need a target as soon as possible.

13. Adjournment

Chairperson Pedrozo thanked the San Joaquin Council of Governments and the City of Stockton for their hospitality in hosting the meeting and he thanked everyone in the audience for attending. Chair Pedrozo adjourned the meeting at 2:05 pm.

The next meeting of the SJJPA is scheduled for March 28, 2014.

Page 13 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT

Item 3.2 ACTION

Approve Next SJJPA Board Meeting Location and Start Time

Background: The Ad Hoc Staff Working Group proposes Sacramento at 2:00 pm as the location and time for the May 23, 2014 SJJPA Board Meeting. This meeting time is best coordinated with bus and train schedules. Fiscal Impact: There is no fiscal impact. Recommendation: Approve Next SJJPA Board Meeting Location/Time

Page 14 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT

Item 4 ACTION

Edits to SJJPA Bylaws (Election of Officers) and JEPA (SJJPA Board)

At the January 24, 2014 SJJPA Board Meeting, staff was directed by the Board to include an action item on the next board meeting agenda to change the term for the Chairperson and Vice Chairpersons from one year to two-years. This action requires changes to the SJJPA Bylaws and JEPA.

Section 2.1 (Election of Officers) of the SJJPA Bylaws defines the term of office for the Chairperson and Vice-Chairpersons as “one-year”. Based upon the Board request for a “two-year” term. Section 2.1 of the SJJPA Bylaws is to be amended to read:

Nomination and election of a Chairperson and at least one Vice-Chairperson shall be held at the first meeting of the Board and thereafter at the annual first meeting. The Chairperson and Vice-Chairperson(s) shall each be a Board Member. The terms of the office of the Chairperson and Vice-Chairperson(s) shall be for onetwo years to extend from the election of officers at the close of the regular meeting at which said officers are elected, or until a successor is duly elected. Any vacancy during the term shall be filled by nomination and election for the remainder of the term. No member may serve more than two consecutive yearsterms as Chairperson or Vice-Chairperson of the Board. Any Chairperson or Vice-Chairperson who does not complete a first or second twoone-year term shall nonetheless be deemed to have served a full twoone- year term for all purposes.

Since this is an administrative matter more appropriate for Board action related to the SJJPA Bylaws, Section 5.8 (SJJPA Board) of the SJJPA JEPA is to be amended to read:

The Board shall elect a chairperson and at least one vice-chairperson from among its members. The terms of office shall be one year. No member may serve more than two consecutive years as chairperson of the Board.

Any future discussions related to the terms of the Chair and Vice Chair(s) shall be directed through action related to the SJJPA Bylaws.

Recommendation:

Approve Resolution Adopting Edits to SJJPA Bylaws and JEPA

Page 15 of 69 RESOLUTION SJJPA __/__ - __

RESOLUTION OF THE BOARD OF DIRECTORS OF THE SAN JOAQUIN JOINT POWERS AUTHORITY ADOPTING EDITS TO SJJPA BYLAWS (ELECTION OF OFFICERS) AND JEPA (SJJPA BOARD)

WHEREAS, the Intercity Passenger Rail Act of 2012 provides for the creation of a San Joaquin Joint Powers Authority (SJJPA) which, if certain requirements are met, will manage the San Joaquin Intercity Rail Service; and

WHEREAS, ten (10) Member Agencies have approved a Joint Exercise of Powers Agreement to form the SJJPA and have appointed Board Members and Alternates; and

WHEREAS, edits to the Bylaws for “Election of Officers” and JEPA for “SJJPA Board” have been suggested by the SJJPA Board Members,

NOW THEREFOR BE IT RESOLVED, that the Board of Directors of the San Joaquin Joint Powers Authority hereby adopts the following edits for the SJJPA Bylaws:

1. Section 2.1 of the SJJPA Bylaws is amended to read: Nomination and election of a Chairperson and at least one Vice-Chairperson shall be held at the first meeting of the Board and thereafter at the annual first meeting. The Chairperson and Vice-Chairperson(s) shall each be a Board Member. The terms of the office of the Chairperson and Vice-Chairperson(s) shall be for onetwo years to extend from the election of officers at the close of the regular meeting at which said officers are elected, or until a successor is duly elected. Any vacancy during the term shall be filled by nomination and election for the remainder of the term. No member may serve more than two consecutive yearsterms as Chairperson or Vice-Chairperson of the Board. Any Chairperson or Vice-Chairperson who does not complete a first or second twoone-year term shall nonetheless be deemed to have served a full twoone- year term for all purposes.

2. Section 5.8 of the SJJPA JEPA is amended to read: The Board shall elect a chairperson and at least one vice-chairperson from among its members. The terms of office shall be one year. No member may serve more than two consecutive years as chairperson of the Board.

PASSED AND ADOPTED, by the Board of Directors this 28th day of March, 2014, by the following vote:

AYES: NOES: ABSENT: ABSTAIN:

ATTEST: SAN JOAQUIN JOINT POWERS AUTHORITY

______Stacey Mortensen, Secretary John Pedrozo, Chair Page 16 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT

Item 5 INFORMATION

Presentation on Madera

Background

SJJPA Board Member Tom Wheeler is a Madera County Supervisor (District 5). Member Wheeler will make a presentation to the SJJPA regarding the City of Madera and Madera County.

Recommendation:

This is an information item. There is no action being requested.

Page 17 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014 STAFF REPORT Item 6 INFORMATION Draft Chapters for SJJPA Business Plan

Background In order to take over the administrative responsibilities of the San Joaquin rail service, the SJJPA must develop and approve a Business Plan to be included and referenced as part of the Interagency Transfer Agreement (ITA). AB 1779 specifies that the earliest the ITA can be signed between the state and the SJJPA is June 30, 2014.

At the September 27, 2013 SJJPA Board Meeting the SJJPA approved a Draft Business Plan Outline and Proposed Interagency Transfer Agreement (ITA) Schedule which could enable the ITA to be signed by June 30, 2014. Based upon the approved ITA schedule, the Draft SJJPA Business Plan will be completed by the March 2014 SJJPA Board Meeting, however initial Draft Business Plan chapters were presented at the November 2013 and January 2014 SJJPA Board Meetings providing more opportunity for Board, agency and public input. The Final Business Plan will be presented at the May 2014 SJJPA Board Meeting after public review and revisions.

As specified in AB 1779, the business plan shall include a report on the recent as well as historical performance of the corridor service, an overall operating plan including proposed service enhancements to increase ridership and provide for increased traveler demands in the corridor for the upcoming year, short-term and long-term capital improvement programs, funding requirements for the upcoming fiscal year, and an action plan with specific performance goals and objections. The business plan shall document service improvements (rail and thruway/connecting bus) to provide the planned level of service, inclusion of operating plans to serve peak period work trips, and consideration of other service expansions and enhancements. This initial business plan shall be consistent with the immediately previously State Rail Plan developed by Caltrans Division of Rail (DOR) pursuant to Section 14036 and the January 2014 Business Plan to be developed by the High-Speed Rail Authority pursuant to Section 185033 of the Public Utilities Code. In addition, the business plan shall provide detailed staffing analysis which identifies the administrative cost savings from the transfer of the San Joaquin rail service to the SJJPA.

The Business Plan is expected to have the following chapters: Executive Summary 1. Introduction 2. Public Outreach 3. Historical Performance of the Service 4. Integration of San Joaquin Rail Service with High-Speed Rail 5. Comet Car Trainsets 6. Overall Operating Plan and Operating Strategies

Page 18 of 69 7. Short-Term and Long-Term Capital Improvement Programs 8. Action Plan and Performance Standards 9. Establishment of Fares 10. Service Amenities, Food Services, and Equipment 11. Marketing and Outreach 12. Advocacy 13. Annual Funding Requirement 14. Separation of Funding 15. Consideration of Other Service Expansions and Enhancements 16. Roles and Responsibilities: Caltrans DOR and SJJPA 17. Safety and Security 18. Station Area Development Appendices

Five draft chapters and the Executive Summary have been reviewed by the SJJPA Ad Hoc Staff Working Group and are included as attachments to this item for your review. They are: Executive Summary; 7. Short-Term and Long-Term Capital Improvements Program; 8. Action Plan and Performance Standards; 13. Annual Funding Requirement; 15. Consideration of Other Service Expansions and Enhancements; and 16. Roles and Responsibilities: Caltrans DOR and SJJPA.

Recommendation: This is an information item. There is no action being requested.

Page 19 of 69 EXECUTIVE SUMMARY

The Intercity Passenger Rail Act of 2012 (Assembly Bill 1779) signed by Governor Brown on September 29, 2012, permitted the establishment of the San Joaquin Joint Powers Authority (SJJPA), and enables SJJPA to enter into an Interagency Transfer Agreement (ITA) with the State to transfer the administrative responsibilities of the San Joaquin Rail Service from the State to SJJPA. The earliest date the ITA can be signed is June 30, 2014.

SJJPA is governed by a Board of Directors comprised of a Board Member and an Alternate representing each of the 10 Member Agencies along the 365-mile San Joaquin route. The Member Agencies are: • Alameda County • Contra Costa Transportation Authority • Sacramento Regional Transit District • San Joaquin Regional Rail Commission • Stanislaus Council of Governments • Merced County Association of Governments • Madera County Transportation Commission • Fresno Council of Governments • Kings County Association of Governments • Tulare County Association of Governments

The purpose of this Business Plan is to identify SJJPA’s intentions for State Fiscal Year (FY) 14/15 in its proposed management of the San Joaquin Rail Service (Bakersfield- Fresno-Stockton-Sacramento-Oakland). This Draft Business Plan summarizes the service and capital improvements that have contributed to the success of the San Joaquin service and identifies improvements to sustain its growth. The Final SJJPA Business Plan will be submitted to the Secretary of the California State Transportation Agency (CalSTA).

History of San Joaquin Service

The San Joaquin service began March 5, 1974 with one round-trip between Oakland and Bakersfield and a bus connection to Los Angeles. Under the management and administration of Caltrans Division of Rail, it has grown to the fifth busiest intercity passenger rail service in the nation carrying over 1.2 million passengers a year with six daily round trips (four between Oakland and Bakersfield and two between Sacramento and Bakersfield). San Joaquin revenue has been increasing since FY 1994/95 and the farebox ratio has been increasing since FY 2002/03. The farebox ratio in FY 2011/12 had risen to 55%, whereas it was only 40% in FY 2002/03. While San Joaquin ridership and revenue has been steadily increasing, there have been no additional frequency of service added for over a decade (since 2002), and no new service between Oakland and Bakersfield added in over 20 years. Amtrak operates all three state-supported

Page 20 of 69 intercity rail services under contracts with the State and the Capitol Corridor Joint Powers Authority (CCJPA).

The extensive network of dedicated Amtrak Thruway buses connecting with the San Joaquin is critical to the performance of this service. In addition to the Thruway bus service connections in Bakersfield, other Amtrak Thruway bus service connections are provided at Sacramento, Stockton, Oakland, Emeryville, Martinez, Merced, and Hanford. In 2012, nearly 45% of San Joaquin passengers used an Amtrak Thruway bus on at least one end of their trip.

Operating Plan and Service Expansion

The San Joaquin’s operating plan for FY 2014/2015 will maintain the same service level as FY 2013-14: 2 daily roundtrips between Sacramento and Bakersfield, and 4 daily roundtrips between Oakland and Bakersfield.

The San Joaquins have great potential for increased ridership, revenue, service coordination and performance. SJJPA will implement a number of strategies to improve the San Joaquins. Some of the strategies can be implemented with little or no additional resources, including improved train monitoring, train and connecting bus schedule adjustments, and improved service coordination.

Deployment of the 7th daily round trip is the highest priority for service expansion, and SJJPA will focus advocacy efforts on securing the required increase in state operating funds. It will also be a high priority for SJJPA to work with the State to secure the funding necessary for the capital improvements and the additional operating funds to enable the deployment of the 8th daily round trip.

Initiating early San Joaquin trains mid-corridor and having the last San Joaquin trains end mid-corridor may result in substantial increases in ridership and revenue. Merced appears to be well suited as the location to initiate mid-corridor starts. SJJPA will work with Caltrans, BNSF and UPRR to evaluate the possibility of having the 7th and 8th daily round trips be used by San Joaquin trains which start and end mid-corridor.

There is a great potential market for the San Joaquin service to Sacramento if the frequency of service can be increased and offered at the right time of day. SJJPA will work with CHSRA, CalSTA, Caltrans and the Central Valley Rail Working Group (CVRWG) to pursue improvements of the San Joaquin service to Sacramento.

Page 21 of 69 suggested that another station in Eastern Contra Costa be evaluated in coordination with a mid-corridor start.

Integration with High-Speed Rail

Like other HSR services throughout the world, California will need to have extensive networks of conventional intercity and commuter rail networks that complement and provide “feeder” service to the proposed HSR system for it to be successful. The San Joaquin service is the conventional passenger rail service that is most critical to the phased implementation of HSR in California. A recent Joint Policy Statement adopted by CHSRA, SJJPA and Caltrans, is intended to ensure cooperation and input of local communities on all decisions related to any changes in the San Joaquin service and consistent planning between these agencies.

As a result of the State’s funding agreement with the FRA, an independent utility option for some of the current or future San Joaquin trains to operate on the first HSR construction section was identified in the CHSRA’s 2012 Revised Business Plan. It is preferable the San Joaquin service never has to utilize the first construction section of the HSR system. However, should it become a necessity due to a significant delay of the HSR program, SJJPA will work through the framework of the Joint Policy Statement to develop an appropriate contingency plan for interim use of the first construction section by the San Joaquin service. SJJPA and the local communities along the corridor believe that any potential interim use of the first construction section must not be to the detriment of continuing San Joaquin service from Merced to Bakersfield along the existing BNSF alignment and continuing through service along the entire existing BNSF alignment.

Comet Car Trainsets

On October 21, 2013, Caltrans Division of Rail introduced the first trainset of refurbished Comet Cars into service on the San Joaquin route. Caltrans’ decision to purchase and use Comet Car trainsets on the San Joaquin route was intended to provide additional seating capacity through the running of longer train sets on the service. Caltrans has clearly stated to SJJPA that the use of the Comet Car trainsets is a short-term solution to add capacity to the San Joaquin service until the new bi-level equipment purchased by the State are delivered, and that the deployment of the Comet Car trainsets aims to increase the ridership and revenue of the San Joaquin service. Caltrans and SJJPA will work together to evaluate the performance of the initial Comet Car trainset, and consider whether the benefits associated with deploying the second Comet Car Trainset outweigh the additional costs.

While use of the Comet Car trainsets does increase the seating capacity of the San Joaquin service, there are some potential negative aspects to having single-level Comet

Page 22 of 69 Car trainsets deployed, including; high-level boarding (which requires all passengers to climb a steep set of stairs), narrow doors that are manually opened, use of a manually- cranked wheelchair lift at all stations, bike storage and large luggage stored in separate baggage cars, and costs associated with additional train attendants and maintenance.

Performance Standards

Pursuant to AB 1779, the Secretary of CalSTA is required to submit a set of uniform performance standards by June 30, 2014 for all state-supported intercity passenger rail corridors. These standards will allow the administrators and operators of these intercity services to control cost and improve efficiency. If necessary, the Secretary may modify these standards not later than July 30, 2015, or the effective date of the ITA, whichever comes first. In the past, three primary uniform performance standards have been used for the State supported intercity passenger rail services: route ridership, farebox return, and on-time performance. SJJPA already has, and will continue to develop strategies to maintain successful performance of the San Joaquin service.

In addition to typical performance standards, SJJPA has focused on also considering the environmental impact of the San Joaquin service and its role in helping to create a more sustainable California. Increases in San Joaquin ridership benefit the environment by reducing air pollution and greenhouse gas emissions and help to encourage sustainable, transit-oriented development. It is estimated that in FY 2012, the San Joaquin service (including Thruway buses) reduced well over 100 million miles of automobile vehicle-miles traveled and as a result had a net reduction of CO2 emissions of over 24 million pounds.1

Capital Improvement Program and Future Extensions

The State has invested almost $460 million since 1976 to increase and improve the San Joaquin service.2 There have been more than $240 million in San Joaquin Corridor improvements over the last 20 years. Caltrans is currently working to complete the improvements needed to enable the deployment of an additional daily round trip between Oakland and Bakersfield and has initiated planning for up to 11 daily round trips.

SJJPA strongly supports the completion of those capital projects that are currently underway to enable the deployment of an additional daily round trip between Oakland and Bakersfield (7th San Joaquin daily round trip). These capital projects are expected to be completed by mid to late 2015. SJJPA will also work with the State to secure funding and expedite the implementation of the projects needed to implement an 8th daily round trip (about $112 million needed) and mid-corridor start/ends. SJJPA will develop a comprehensive program of improvements to reduce travel time, increase ridership, and improve service reliability, and increase the frequency along the existing

1 California Intercity Passenger Rail (CIPR) Brochure, April 2013 2 Caltrans, 2013 State Rail Plan, May 2013 (page 225)

Page 23 of 69 San Joaquin intercity rail corridor. Potential future extensions of San Joaquin service to be investigated include:

• Extending rail service north 160 miles along the UPRR rail line from Sacramento to Redding to directly serve Yuba/Sutter, Butte, Tehama and Shasta counties.

• Extending San Joaquin trains 5 more miles past the Oakland Station to serve the existing Oakland Coliseum/BART (Oakland Airport).

• Utilization of the Altamont Corridor to bring San Joaquin service to additional Bay Area markets.

Marketing Strategies

For FY 14/15, SJJPA assumes $1.9 million for “Marketing Expenses”. The SJJPA Marketing and Outreach Plan will retain the successful elements of the existing San Joaquin marketing effort and introduce a more grassroots approach for the San Joaquin Corridor and potential passengers. SJJPA will retain small businesses or individuals who are active in community issues to act as a direct conduit between SJJPA and the various communities within the corridor. These team members will be passionate about their communities and ensure the San Joaquin service information gets to the right stakeholders and critical feedback gets to the agency. This approach is more direct and more cost effective than traditional advertising.

SJJPA will include specific strategies for reaching out to minority, non-English-speaking constituencies along the San Joaquin corridor. With Hispanics comprising well over 50% of the San Joaquin Valley population, but only 30% of the Amtrak ridership, a concerted effort will be made to tailor promotional materials in Spanish and utilize informational outlets that are more effective. The grass roots strategy will help SJJPA identify and address other markets throughout the San Joaquin Corridor that are underserved, or lacking information. SJJPA seeks to value all segments of people in the economic and social domains, and can achieve this by direct person-to-person contact through the utilization of outreach representatives – team members who live and breathe the very communities through which the train travels.

Visitor bureaus, business organizations, social services providers and non-profit groups involved in transportation, environmental or livability issues will be enlisted to support the distribution of information and generate support for the San Joaquin service. These local groups will help highlight the mobility options available and planning processes underway aimed at creating better connections to work, family, and attractions.

Page 24 of 69 SJJPA will coordinate with the State, host railroads, Amtrak, and local/regional agencies to ensure effective coverage of information through various media venues and create joint media and promotion opportunities to achieve cost-efficiencies in marketing the San Joaquin system. Communications and marketing to current and potential riders will be enhanced through bulletins, newsletters, informational brochures and timetables of connecting services, and special ridership promotions.

Advocacy

Major improvement or expansion of the San Joaquins will require additional funding. There is no ongoing, stable capital funding source for the California Intercity Passenger Rail Program (CIPRP). To increase the frequency of the San Joaquin service and improve travel times, a significant investment in the existing freight infrastructure will be required. A key to funding the future growth of the San Joaquin service is developing a much stronger political base of support. This needed advocacy was one of the key reasons for AB 1799 and for establishing SJJPA. One of the primary advantages of a regional governance, or Joint Powers Authority (JPA) model, is the ability for active advocacy at the local, regional, state and federal levels in support of the service.

While the ITA cannot be signed until after June 2014, SJJPA and affiliated agencies have been working hard to advocate for increased funding, improvements, and support for the overall state intercity rail program. SJJPA has already elevated the improvement of the San Joaquin service as an issue of importance in the San Joaquin Corridor. Through the SJJPA’s efforts, nearly 60 agencies, and organizations throughout the San Joaquin Corridor have already signed on as supporters for the San Joaquin service and the CIPRP – and this number will continue to grow.

Administrative Role and Action Plan

The primary role of the SJJPA will be the day-to-day management of the San Joaquin service. SJJPA selected the San Joaquin Regional Rail Commission (SJRRC) as their Managing Agency for an initial three-year term. SJRRC’s consolidated agency approach results in the most efficient and cost-effective management of the San Joaquin Valley’s two passenger rail services. SJJPA administrative costs for FY 14/15 are estimated at $1,304,985.

The San Joaquin service, as administered by the SJJPA, will remain a part of the State’s intercity rail system and continue to be funded by the State. SJJPA will provide the level of service consistent with funding appropriated by the State and any cost savings identified by SJJPA or revenues in excess of the Business Plan projections during the term of the ITA may be used by SJJPA for service improvements in the San Joaquin Corridor.

Page 25 of 69 In addition to the day-to-day management of the service, SJJPA’s FY 2014/15 “Action Plan” will include: • Negotiating revisions to Amtrak operating agreement to improve performance reporting and decrease costs for operating agreement starting October 2014. • Developing schedules and a service plan for implementing for 7th and 8th round- trip trains in conjunction with UPRR, BNSF, Amtrak and the State and also work on improvements to the existing 6 round-trip schedule. • Identifying improvements and costs needed for mid-corridor starts/ends. • Assist CalSTA in the development of its “Network Integration Strategic Service Plan for the California Passenger Rail Network.” • Evaluate measures to improve train and Thruway bus performance, including modifications to the service. • Work with UPRR, BNSF, Amtrak and State to continue ridership and revenue growth by improving reliability, adjusting the service plan, and/or implementing projects that add capacity and reduce travel times.

Annual Funding Requirement

The primary purpose of this Business Plan is to request the annual funds required by the SJJPA to operate, administer, and market the San Joaquin rail service for agreed- upon service levels. The ITA will set forth the fund request for FY 14/15 to identify the maximum amount of funds to be transferred to the SJJPA for FY 14/15 which will be incorporated into the FY 14/15 Legislative Budget process.

Based on the current San Joaquin operations, Amtrak is negotiating the operating costs for the San Joaquin Service for FY 14/15 with the Caltrans Division of Rail. The administrative responsibility of the San Joaquin service remains with the State until there is a signed ITA. These negotiations are ongoing and the costs for the San Joaquin rail and Thruway bus services are currently not available. The San Joaquin Operating Costs for FY 14/15 will be the number that is agreed upon between Amtrak and the State – which will be reflected in the ITA.

For the first third of FY 14 actual San Joaquin ticket revenue is about 9.33% less than was forecast by Amtrak ($12.82 million actual vs. $14.14 million forecast) and about 5.35% less than the ticket revenue for FY 13 ($12.82 million actual vs. $13.54 million actual). If passenger revenues continue to be less than forecast for FY 14, the San Joaquin farebox ratio could drop significantly as a result of decreased revenue and increased operational costs. Cost increases due to the introduction of the Comet Car trainsets, and continuing PRIIA Section 209 Amtrak charges are seen as the primary reasons for the expected reduction in farebox ratio.

Safety and Security

SJJPA Safety and Security activities include working with the various stakeholders, including the State, SJJPA member agencies, Amtrak, Union Pacific, Burlington Northern, Operation Lifesaver, Department of Homeland Security (DHS), Bus Operators

Page 26 of 69 and First Responders along the San Joaquin Corridor on assessing current Operation Lifesaver, Emergency Preparedness and Security training efforts. The program will be focused on areas around stations, and at railroad crossings, with an emphasis on rural areas having private crossings in the Central Valley, including emergency preparedness drills in coordination with Amtrak.

The FY 14/15 and 15/16 Safety and Security Program will use a network of rail safety education volunteers and free DHS security training resources along with safety and security grant programs to coordinate, develop new programs, and build upon and enhance programs currently undertaken by Amtrak.

Station Area Development

There are great benefits to enhancing development patterns and increasing development densities near San Joaquin stations. In addition to potential benefits from minimizing land consumption needs for new growth, increased dense development near San Joaquin stations concentrates activity conveniently located to these stations. This promotes increased use of the San Joaquins, generating additional ridership and revenue to benefit the State. A dense development pattern can better support a comprehensive and extensive local transit and shuttle system, bicycle and pedestrian paths, and related amenities that can serve the local communities as well as provide access to and egress from San Joaquin stations.

The responsibility and powers needed to focus growth and station area development guidelines in the areas around San Joaquin stations reside primarily with local government. To help ensure that the San Joaquins become an instrument for encouraging maximizing implementation of station area development principles the SJJPA will:

1. Encourage local governments to prepare/update and adopt station area plans, amend city and county general plans, and promote TOD in the vicinity of San Joaquin stations. 2. Assist local governments in securing grants/funding for planning and implementing TOD around San Joaquin stations. 3. Require any new San Joaquin station location to be a multi-modal transportation hub with a preference for traditional city centers and will have TOD in the station area.

Page 27 of 69 7. SHORT-TERM AND LONGER-TERM CAPITAL IMPROVEMENT PROGRAMS

The State has invested almost $460 million since 1976 to increase and improve the San Joaquin service.1 There have been more than $240 million in San Joaquin Corridor improvements over the last 20 years. Table 7.1 shows the major investments that were programmed for the San Joaquin Corridor between 1993 and 2012. Caltrans is currently working to complete the improvements needed to enable the deployment of an additional daily round trip between Oakland and Bakersfield and has initiated planning for up to 11 daily round trips.

Table 7.1: San Joaquin Capital Projects 1993 – 2012 ($ Millions)

Source: Caltrans DOR, August 30, 2012

1 Caltrans, 2013 State Rail Plan, May 2013 (page 225)

Page 28 of 69

A key goal of SJJPA is to build upon the state’s efforts to improve the performance and increase the frequency of the San Joaquin service and expand ridership through increased awareness of the service and the development of new ridership markets. In coordination with the state, the SJJPA will identify, evaluate, and implement capital improvements for the San Joaquin service to enable increased frequency, reliability, and safety, and to reduce travel times and operating costs.

Initial “Short-Term Improvements” presented below represent Caltrans’ current program for the capital investments needed to provide additional frequencies for the San Joaquin service. The Longer-Term Improvements represents an initial list of improvements highlighting possible future capital improvement projects for the San Joaquin service in the coming years. In subsequent years, SJJPA will establish an annual capital program in consultation with the state and the SJJPA constituents.

Short-term Capital Improvements

SJJPA strongly supports the completion of those capital projects that are currently underway to enable the deployment of an additional daily round trip between Oakland and Bakersfield (7th San Joaquin daily round trip). These capital projects, which are listed in Table 7.2, are expected to be completed by mid to late 2015.

Table 7.2: San Joaquin Capital Projects Underway ($ Millions)

Source: Caltrans DOR, August 30, 2012

Table 7.3 identifies the list of projects in the San Joaquin Corridor that Caltrans and BNSF have identified as necessary to enable an additional daily round trip on the San Joaquin route between Oakland and Bakersfield (8th Daily Round Trip at 79 mph). The “Merced-LeGrand Segment 1” and “Stockton-Escalon Segment 3” are fully funded and construction is expected to start in the next couple of months. Caltrans expects construction of these two sections will take about three years to complete. This table also identifies $15 million for a layover facility in Merced to enable mid-corridor

Page 29 of 69 starts/ends. SJJPA will work with the state to secure funding and expedite the implementation of the projects needed to implement an 8th daily round trip and mid- corridor start/ends.

SJJPA will work with the state to: • Secure funding for the projects • Ensure that the projects meet the project delivery schedule • Minimize the construction impacts of these projects • Maximize the benefits of these projects on overall service performance

Longer-term Capital Improvements

SJJPA will develop a comprehensive program of improvements to reduce travel time, increase ridership, and improve service reliability of the San Joaquin intercity rail service. An initial list of preliminary long-term improvements is identified below, which requires further review by SJJPA and is subject to approval from the state, Union Pacific, BNSF, local and regional agencies, and other interested parties. This list demonstrates some of the possibilities for the future of the San Joaquin service.

• Additional bi-level trainsets to achieve at least an eleven (11) round-trip schedule. • Construction of a new maintenance facility. • Track and signal improvements between Sacramento and Stockton on UPRR Fresno Subdivision or new track on r/w adjacent to UPRR Fresno Subdivision to enable increasing frequency of service to Sacramento. • Improvements to increase service between Oakland and Port Chicago • Improvements from Port Chicago to Bakersfield (see Table 7.3, “11 Daily Trains at 79 mph”)

Page 30 of 69 Table 7.3: San Joaquin Capital Projects for 8th – 11th Daily Round Trips ($ Millions)

Caltrans, 2013

Page 31 of 69 8. ACTION PLAN AND PERFORMANCE STANDARDS

Pursuant to AB 1779, the Secretary of CalSTA will submit a set of uniform performance standards by June 30, 2014 for all state-supported intercity passenger rail corridors. These standards will require the administrators and operators of these intercity services to control cost and improve efficiency. If necessary, the Secretary may modify the above standards not later than July 30, 2015, or the effective date of the ITA, whichever comes first.

In the past, three primary uniform performance standards have been used for the state supported intercity passenger rail services: route ridership, farebox return, and on-time performance.

Route Ridership: represents the usage of the service and measures the success in attracting and retaining riders.

Farebox Return: measures the “cost efficiency” of the service and will determine if the service is being delivered in accordance with the business plan and budget.

On-time Performance: measures the “service quality” and reliability of the train service.

In support of the state’s performance standards, upon the transfer of service, SJJPA will develop various measures to continuously monitor the financial, operational, ridership performance and outreach effectiveness of the San Joaquin Service. Additionally, SJJPA already has, and will continue to develop strategies to maintain successful performance of the San Joaquin service.

In addition to these typical performance standards, the SJJPA has focused on also considering the environmental impact of the San Joaquin service and its role in helping to create a more sustainable California. Increases in San Joaquin ridership benefit the environment by reducing air pollution and greenhouse gas emissions and help to encourage sustainable, transit-oriented development. It is estimated that in FY 2012, the San Joaquin service (including Thruway buses) reduced well over 100 million miles of automobile vehicle-miles traveled and as a result had a net reduction of CO2 emissions of over 24 million pounds.1

FY 2014/15 Action Plan

For FY 2014/15, SJJPA will continuously develop action plans with service criteria and objectives to increase ridership, control costs, improve quality, increase the benefits of the San Joaquin Corridor and better integrate all corridor public transit systems with the San Joaquin Service (including dedicated Thruway bus services). Each action will be part of SJJPA’s overall management of the San Joaquin service as a transportation product in a highly competitive travel market. The following is a list of areas to be covered:

1 California Intercity Passenger Rail (CIPR) Brochure, April 2013

Page 32 of 69

• Negotiate revisions to Amtrak operating agreement to improve performance reporting and decrease costs for operating agreement starting October 2014. • Develop schedules and a service plan for implementing for a 7th and 8th round- trip train in conjunction with UPRR, BNSF, Amtrak and the State and also work on improvements to the existing 6 round-trip schedule. • Identify improvements and costs needed for mid-corridor starts/ends. • Develop SJJPA policy for service standards (service levels and extensions, new station stops, train running times, station design criteria, etc.). • Prepare and implement a Public Communications and Information Program and Marketing Program. • Develop FY 15/16 Business Plan and update Performance Standards. • Assist CalSTA in the development of its “Network Integration Strategic Service Plan for the California Passenger Rail Network”. • Provide input on Caltrans’ Draft Program EIR for the San Joaquin Corridor and assist Caltrans with agency, organization, and public outreach and coordination. • Develop monthly and timely performance reporting procedures. • Establish operating coordination with UPRR, BNSF and Amtrak on schedule and train performance. • Conduct a market research program. • Monitor and report on status of Business Plan commitments. • Refine consolidated Capital Improvement Program. • Coordinate fares and service schedules with connecting transport systems. • Refine marketing program. • Review and monitor Thruway bus performance. • Identify future infrastructure (track, signal, and bridge) and facility projects to support increased service levels and extensions and improve performance of service. • Monitor and expand the programs with transit agencies to improve and promote connectivity between the trains and local transit services. • Evaluate measures to improve train and Thruway bus performance, including modifications to the service. • Work with Amtrak to increase performance tracking through direct data links to Amtrak’s ticketing, including e-Ticketing data, delay reporting, and food service databases. • Work with UPRR, BNSF, Amtrak and State to continue ridership and revenue growth by improving reliability, adjusting the service plan, and/or implementing projects that add capacity and reduce travel times. • Work with Amtrak to secure additional cost efficiencies to be reinvested in service enhancements. • Initiate planning for additional service to Sacramento in coordination with BNSF, UPRR, the State and the Central Valley Rail Working Group.

Page 33 of 69 13. ANNUAL FUNDING REQUIREMENT

The primary purpose of this Business Plan is to request the annual funds required by the SJJPA to operate, administer, and market the San Joaquin rail service for agreed- upon service levels. Previous chapters describe the proposed operating plan and strategies, planned service improvements, and capital improvements for FY 14/15. The ITA will set forth the fund request for FY 14/15 to identify the maximum amount of funds to be transferred to the SJJPA for FY 14/15 which will be incorporated into the FY 14/15 Legislative Budget process.

FY 2014/15 Operating Costs

Based on the current San Joaquin operations (which are consistent with the Overall Operating Plan and Operating Strategies presented in Chapter 6), Amtrak is negotiating the operating costs for the San Joaquin Service for FY 14/15 with the Caltrans Division of Rail. The administrative responsibility of the San Joaquin service remains with the State until there is a signed ITA. These negotiations are ongoing and the costs for the San Joaquin rail and Thruway bus services are currently not available. The San Joaquin Operating Costs for FY 14/15 will be the number that is agreed upon between Amtrak and the State – which will be reflected in the ITA.

FY 2014/15 Ridership and Revenue Projections

Ridership and revenue projections by Amtrak for FY 14 (October 2013 – September 2014) for the San Joaquin service suggest a modest 1.55% increase from FY 13 (increasing from 1.22 million in FY 13 to 1.24 million in FY 14).1 Amtrak forecasted an increase in ticket revenue of 5.48% (from $39.40 million to $41.56 million). FY 15 forecasts from Amtrak are not yet available. Amtrak’s FY 14 ridership and revenue forecasts are based upon current San Joaquin operations and are consistent with the Overall Operating Plan and Operating Strategies presented in this Business Plan. For the first third of FY 14 actual San Joaquin ridership is about 3.51% less than was forecast by Amtrak (383,746 actual vs. 397,687 forecast) and about 1.06% less than the ridership for FY 13 (383,746 actual vs. 387,857 actual adjusted2). For the first third of FY 14 actual San Joaquin ticket revenue is about 9.33% less than was forecast by Amtrak ($12.82 million actual vs. $14.14 million forecast) and about 5.35% less than the ticket revenue for FY 13 ($12.82 million actual vs. $13.54 million actual). If passenger revenues continue to be less than forecast for FY 14, the San Joaquin farebox ratio could drop significantly as a result of decreased revenue and increased operational costs. Cost increases due to the introduction of the Comet Car trainsets, and continuing PRIIA Section 209 Amtrak charges are seen as the primary reasons for the expected reduction in farebox ratio.

1 Amtrak Ridership Forecasts for San Joaquin service, Sept 2013 (provided by Caltrans DOR) 2 In FY 14, Amtrak began counting actual lifted ridership for multi-ride tickets (due to eTicketing), rather than the estimated multi-ride ridership previously used. The “actual adjusted” number for FY 13 uses the same method as FY 14.

Page 34 of 69 FY 2014/15 Marketing Expenses

For FY 14/15, SJJPA assumes $1.9 million for “Marketing Expenses”. This is in addition to the $1.2 million the state funds Amtrak annually for media advertising. The FY 14/15 marketing expenses for the SJJPA are consistent with the marketing strategies presented in Chapter 11, and the 2013 State Rail Plan which states “$3.8 million is allocated to marketing expenditures for the San Joaquin and Pacific Surfliner routes”.3 SJJPA will develop various marketing programs and a detailed Marketing Plan. The marketing expenses represent only those direct expenses attributed to the SJJPA and do not include any costs for marketing programs provided solely by Amtrak or the State.

FY 2014/15 Administrative Expenses

SJJPA administrative costs for FY 14/15 are estimated at $1,304,9854. Funds are required for the SJJPA to provide administrative support for the San Joaquin service. The primary role of the SJJPA will be the day-to-day management of the San Joaquin service. As directed by the SJJPA, the Managing Agency staff will perform the following general functions:

• Plan, supervise, and implement (through contracted operators) San Joaquin train and Thruway bus services and related capital projects/programs; • Coordinate the daily activities with and monitor the performance of the contract operator and other contracted entities; • Work with BNSF and UPRR in the oversight of train dispatching and railroad related issues; • Develop and implement marketing, public information, communications, and advocacy programs; • Coordinate the planning and implementation of the San Joaquin service with the State as part of the statewide intercity rail system; • Coordinate with the State and CCJPA for the allocation of rolling stock for the San Joaquin service; and • Coordinate with local, regional, state, and federal agencies and organizations to promote improved connectivity and accessibility, integration with other modes, and sustainable development. Address connectivity and integration with the rest of the intercity rail network, both state rail corridors and long distance trains.

SJJPA selected the San Joaquin Regional Rail Commission (SJRRC) as their Managing Agency for an initial three-year term. SJRRC is the owner/operator of the Altamont Corridor Express (ACE) rail service between Stockton and San Jose. SJRRC’s proposed shared and dedicated Managing Agency staffing for SJJPA for FY 2014-15 is shown on Table 13.1. SJRRC’s consolidated agency approach results in the

3 Caltrans, 2013 State Rail Plan, May 2013 (page 86) 4 SJRRC Managing Agency Proposal to the SJJPA, July 15, 2013

Page 35 of 69 most efficient and cost-effective management of the San Joaquin Valley’s two passenger rail services.

Table 13.1: Detailed SJJPA Staffing Plan for FY 2014-15

Page 36 of 69

Page 37 of 69 15. CONSIDERATION OF OTHER SERVICE EXPANSIONS AND ENHANCEMENTS

Planning and potential implementation for service expansion and enhancement beyond the state funding requirement for FY 14/15 and the existing 6 San Joaquin daily roundtrips will require securing capital improvements, additional operating funding and institutional agreements.

Although San Joaquin ridership and revenue has steadily increased over the years, there has been no additional frequency of service added between Oakland and Bakersfield in over two decades, and there has been no additional trains added between Sacramento and Bakersfield in more than twelve years. As compared to the Capitol Corridor (15 daily round trips between Oakland and Sacramento) and the Pacific Surfliner (12 daily round trips between Los Angeles and San Diego), the potential ridership for the San Joaquin service is particularly constrained by its much more limited frequency of service. San Joaquins ridership to/from Sacramento is most severely constrained with only two daily round trips between Sacramento and Bakersfield, with one of those trips arriving in Sacramento at 11:30 pm. Planning for the enhancement and expansion of the San Joaquin service is essential to ensure continued growth and increased benefits to the corridor and to the state.

7th and 8th Daily Round Trips

Caltrans Division of Rail is currently working to complete the improvements needed for a 5th daily round trip between Oakland and Bakersfield (the 7th total San Joaquin daily round trip – with two between Sacramento and Bakersfield). The capital improvements needed for this 7th daily round trip are fully funded, underway, and expected to be completed by mid to late 2015. SJJPA will work with Caltrans to ensure that the 7th train is deployed within the next three years. Providing increased frequency of service is essential to the continued growth of ridership and revenue for the San Joaquins. Deployment of the 7th daily round trip is the highest priority for service expansion, and SJJPA will focus advocacy efforts on securing the required increase in state operating funds. Caltrans is also planning for and has identified the improvements needed for an 8th daily round trip (between Oakland and Bakersfield). It will also be a high priority for SJJPA to work with the State to secure the funding necessary for the capital improvements and the additional operating funds to enable the deployment of the 8th daily round trip.

Mid-Corridor Starts/Ends

Initiating early San Joaquin trains mid-corridor and having the last San Joaquin trains end mid-corridor may result in substantial increases in ridership and revenue. Historically all San Joaquin trains have run from one end of the corridor to the other. Currently, the first San Joaquin northbound train leaves Bakersfield at 4:55 am and arrives at Oakland (Jack London Square) at 11:00 am. The first northbound train to Sacramento leaves Bakersfield at 7:15 am and arrives at Sacramento at 12:30 pm. The first southbound train leaves Sacramento at 6:40 am and arrives in Bakersfield at 12:02

Page 38 of 69 pm. SJJPA will evaluate the estimated costs of mid-corridor train starts along with the compatibility of cycling the equipment for maintenance. Based upon the current San Joaquin run times, Merced appears to be a logical location to initiate mid-corridor service. A Merced start point enables trains to begin at round 5:00 am and arrive at Oakland, Bakersfield by 8:00 am. A 5:38 start from Merced would enable a train to arrive in Sacramento by 8:00 am. In addition, Amtrak already uses Merced as a mid- point crewing location. Merced is also the northern terminus of the initial operating section (IOS) for the proposed California high-speed rail system. SJJPA will work with Caltrans, BNSF and UPRR to evaluate the possibility of having the 7th and 8th daily round trips be used by San Joaquin trains which start and end mid-corridor.

Additional Service to Sacramento

There is a great potential market for the San Joaquin service to Sacramento if the frequency of service can be increased and offered at the right time of day. Currently there are only two daily round trips between Bakersfield and Sacramento. The northbound San Joaquin trains arrive in Sacramento at 12:30 pm and 11:30 pm. Nevertheless, Sacramento station has the fourth highest San Joaquin ridership with about 110,000 rail passenger/year and another 57,000 using the Thruway buses from Stockton to the Sacramento area. SJJPA will work with the State to evaluate ridership potential to Sacramento with more optimal rail service. Additionally, the more than $50 million in Prop 1A funding (high-speed rail) allocated to the Sacramento to Merced corridor in SB 1029 could be a funding source for San Joaquin planning work for providing additional service to Sacramento and potentially some San Joaquin improvements associated with supporting the phased implementation of the high-speed rail system. SJJPA will work with CHSRA, CalSTA, Caltrans and the Central Valley Rail Working Group (CVRWG) to pursue improvements of the San Joaquin service to Sacramento.

Potential Additional Stations

Additional San Joaquin stations in key locations could improve access to the service and increase ridership. Working in partnership with local and regional agencies, SJJPA will assess viable new station locations, and promote the funding, design, and initiation of construction for new stations within the next three fiscal years. Additional stations discussed thus far include, Hercules, Berkeley, 65th Street Sacramento, Elk Grove, North Fresno, and Northwest Bakersfield. Contra Costa representatives have also suggested that another station in Eastern Contra Costa be evaluated in coordination with a mid-corridor start. Investigating potential additional stations in the San Joaquin Valley is particularly important to the future of the San Joaquin service considering the State’s plans for implementing HSR through the San Joaquin Valley. With the implementation of HSR, the San Joaquin service should stop at additional communities not directly served by HSR to better complement HSR and become an important feeder service.

Page 39 of 69 Planning for additional service between Oakland and Bakersfield

Initiation of mid-corridor starts could greatly increase the viability for providing additional service between Merced and Oakland and Merced and Bakersfield. In addition, the San Joaquin service will play an important role in providing rail connectivity to the Bay Area and Sacramento to the IOS of HSR. In coordination with BNSF, Caltrans has identified the capital improvements needed to deploy up to nine daily round trips between Bakersfield and Port Chicago (just east of Martinez). Building upon the 2013 State Rail Plan and the San Joaquin Corridor Service Development Plan, additional planning is needed to determine the improvements needed to increase San Joaquin service between Port Chicago and Oakland.

Network Integration Planning

CalSTA in coordination with rail transportation providers throughout California will be developing a “Network Integration Strategic Service Plan for the California Passenger Rail Network” throughout FY 2014-15. This statewide planning effort will include ridership and revenue forecasts, operations and services planning, capital improvement planning as well as network integration elements (fare integration, ticketing, joint timetables, etc.). The future improvement of the San Joaquin service will be a key element of this planning process. SJJPA will work closely with CalSTA throughout this planning effort which will provide key planning information for enhancing and expanding San Joaquin service.

Extension of San Joaquin Service

The 2013 State Rail Plan identifies a “San Joaquin Extension to Redding” as a potential expansion of the San Joaquin service. Extending rail service north from Sacramento to Redding would extend the San Joaquins 160 miles along the UPRR rail line serving Yuba/Sutter, Butte, Tehama and Shasta counties. This route is currently served by San Joaquin thruway buses with four daily round trips with stops at: Marysville, Oroville, Chico, Red Bluff, and Redding. In FY 2012 it is estimated that only 18,510 San Joaquin passengers used this thruway bus connection. The current population of the five counties is around 550,000. Redding is has the largest population of the cities potentially served with about 90,000, Marysville/Yuba City’s population is at about 87,000, Chico (which is home to Chico State University) has about 86,000 people, and Red Bluff about 15,000. The Coast Starlight has one daily round trip along the UP rail line (with stations at Chico and Redding), however the southbound Coast Starlight train arrives at Redding at 2:21 am and the northbound train leaves Redding at 3:14 am – providing for inconvenient access for travelers from this region. The 2013 State Rail Plan identifies that this corridor was studied in the 1995 “Northern Sacramento Valley Intercity Feasibility Study, Interim Findings Report” but is not included in SACOG’s regional transportation plan. Furthermore Caltrans notes that “UPRR—the owner/operator of this rail ROW—declined to consider additional passenger rail operations in this corridor beyond the daily Coast Starlight.”

Page 40 of 69 SJJPA proposes to work with the State to develop new ridership and revenue forecasts for a potential extension of the San Joaquin service to Redding and to develop preliminary cost estimates. If the findings are encouraging, SJJPA will begin discussions with the local and regional agencies and elected officials within the Redding – Sacramento Corridor as well as their representatives in the State Legislature to determine the level of interest in pursuing the extension of the San Joaquin service to Redding.

In addition to the potential extension of the San Joaquin service to Redding, SJJPA proposes to investigate continuing San Joaquin trains to serve the existing Oakland Coliseum/BART (Oakland Airport) station served by the Capitol Corridor. Extending the service just 5 more miles to this station would provide another direct link to BART, the Coliseum complex, and the new Oakland Airport Connector Automated Guideway Transit service which has begun testing and is scheduled to be operational this fall (see Figure 15.1). SJJPA will work with the state and CCJPA to develop initial cost and ridership projections. SJJPA also will begin to explore the possibility of having some San Joaquin service in the future utilize the Altamont Corridor to bring San Joaquin service to additional Bay Area markets.

Figure 15.1 Oakland Airport Connector

Source: BART website, 2014

Page 41 of 69 16. ROLES AND RESPONSIBILITIES: CALTRANS DOR AND SJJPA

Under the provisions of AB 1779, the State would continue to have prominent and very important roles with the San Joaquin intercity passenger rail service, even after the administration responsibility is turned over to SJJPA. The State will continue to provide the funding necessary for service operations, administration and marketing. Furthermore, the State would remain responsible for the development of the Statewide Rail Plan; the coordination and integration between the three state-supported intercity passenger rail services; the preparation of grant applications to the federal government; and the development of state budget requests – consistent with the role for the Capitol Corridor under the CCJPA agreement. The State remains the owner of the trainsets used for the San Joaquin and Capitol Corridor services and will continue to be responsible for the procurement of new equipment for the state-supported intercity passenger rail services. The ITA will describe the terms of use by SJJPA of car and locomotive trainsets and other equipment and property owned by the State and required for the San Joaquin service including the number of units to be provided, liability coverage, maintenance and warranty responsibilities, and indemnification issues.

SJJPA will work with CalSTA and Caltrans Division of Rail to reach agreement and fully define the roles and responsibilities of SJJPA and the State towards the operation, maintenance, planning, and improvement of the San Joaquin service. The agreed upon roles and responsibilities will be included as a key part of the ITA.

Page 42 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT

Item 7 INFORMATION

San Joaquin Rolling Stock Update

Staff will present an update on the Comet Car performance and the overall Service Performance at the Board Meeting.

Page 43 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT Item 8 INFORMATION California Intercity Passenger Rail (CIPR) Leadership Coalition Update

Background

The San Joaquin Joint Powers Authority (SJJPA) is working with the Capitol Corridor Joint Powers Authority, Los Angeles-San Diego-San Luis Obispo Joint Powers Authority, Coast Rail Coordinating Council, and the San Joaquin Valley Rail Committee to jointly advocate for the California Intercity Passenger Rail Program. This joint effort is referred to as the “California Intercity Passenger Rail (CIPR) Leadership Coalition”.

The CIPR Leadership Coalition is helping to establish “Select Committees” in the CA Legislature for conventional rail services to engage decision-makers to protect and grow the investment in the state’s conventional passenger rail network. Senator Jackson is the Chair of the Senate Select Committee on Passenger Rail, and efforts are being made by Assemblymember Gray to establish the Select Committee in the Assembly. The Select Committees will work to increase state funding to improve and expand the program and to leverage these investments by advocating for additional federal rail funds. The first Senate Select Committee hearing on Passenger Rail was held at the State Capitol on March 19th at 1 pm in room 112.

The CIPR Leadership Coalition has prepared a brochure for the CIPR titled “Connecting Cities, Connecting Regions, Connecting People” that has been included as an attachment to this agenda item. Please also see the latest list of “CIPR Supporters” attached. The CIPR Leadership Coalition met with Members of the Legislature on March 19 and March 20 and the Secretary of CalSTA on March 19. The Second Annual “Rail Summit” is being held on April 2-3, 2014 in Los Angeles.

Recommendation

This is an information item. There is no action being requested.

Page 44 of 69 Connecting Cities, Connecting Regions, Connecting People

CALIFORNIA’S INTERCITY PASSENGER RAIL PROGRAM

Page 45 of 69 Pacific Surfliner | Capitol Corridor | San Joaquin 1 CALL TO ACTION Imagine rail travel faster than car travel between most For over a decade, the CIPR corridors have worked California cities. Imagine trains running so often on together to promote the benefits of intercity rail California’s Intercity Passenger Rail (CIPR) lines that service in both Washington, DC and Sacramento. Californians could just show up and expect a train Recent efforts have focused on developing a broad without checking a schedule. Imagine if traveling coalition of stakeholder support, with the overall across California became known less for traffic goal to create a state and national voice for rail as a congestion and frustration, and more for comfort, safe, sustainable, and attractive travel option to move convenience, and unparalleled beauty. people and goods.

California already has one of the most successful The corridors have developed a set of principles to intercity passenger rail networks in the country. The guide future rail investments. Pacific Surfliner, Capitol Corridor, and San Joaquin services are among the highest-ridership lines nationwide, and ridership continues to grow as more Californians take advantage of a travel mode free of the stress and delays of driving on the state’s congested highways. In the process, CIPR is helping the state meet its clean air and sustainable development goals.

The California Intercity Passenger Rail (CIPR) program has achieved success through past state financial commitments, but in order to continue as a national model, CIPR corridors need a dedicated and protected source of funds to both maintain and expand the current system.

Page 46 of 69 2 CALIFORNIA PASSENGER RAIL GUIDING PRINCIPLES

1. Protect and enhance California’s investment in 2. Support priority investments in integrated the existing successful passenger rail system. passenger rail networks that connect both existing Specifically support: services and future high-speed service, which can in turn influence mode shift to make travel more a. A new recurring state source of capital sustainable and efficient and have positive impacts and operations funds to cover the existing on the environment. passenger rail corridors and emerging corridors throughout the state. 3. Procure a fleet of state-owned, standardized, b. A new program for state of good repair bi-level rolling stock to support existing and future improvements to existing rail corridors that intercity passenger service. facilitate the movement of passengers and 4. Continue partnerships at the federal, state, region- freight. al, and local levels in support of future passenger c. Allocations of State Propositions 1A, 1B, and rail investments which support safety, reliability, other current and future funds to transit ser- goods movement, job creation, sustainability, vices, including commuter and state-supported economic development, and quality of life. intercity passenger rail, that connect with the state’s planned high-speed train system. 5. Support lowering voter approval thresholds at the regional level in order to create new sources for d. “High-Speed and Intercity Passenger Rail” rail investments. (HSIPR) programs title in federal surface transportation reauthorization, funded by 6. Support state efforts to dedicate a significant sources other than the current Highway Trust portion of cap and trade funds for public Fund revenues. transportation systems and specifically for the e. The American Public Transit Association’s development and improvement of an integrated (APTA’s) recommendation for $50 billion in passenger rail network. federal funding over an initial six year period 7. Support streamlining of existing programs and for the development of a nationwide HSIPR policies to expedite efficient development of network. passenger rail improvements.

“Honestly, discovering this train’s proximity to my new workplace literally changed my life. If I had to trudge down 880 to Santa Clara from Oakland and back each day, I would cry myself to sleep.” (Capitol Corridor Rider)

Page 47 of 69 3 “I have a new appreciation for riding the train. Overall, a great way to get around and love that it has Wifi service so I can catch up on my work and make more productive use of my time. Best part of all, it’s one less car on the road.” (San Joaquin Rider)

protects California’s natural environment. Our state’s UNITED VOICE, investment of $3.2 billion in intercity passenger rail service operations and capital funds over the last SHARED VISION four decades has paid off. All three corridors rank in the top five for intercity rail ridership in the nation. CIPR’s interconnected network of passenger rail lines California has the highest Amtrak ridership of any include the Pacific Surfliner between San Diego, Los state in the country. Angeles, and San Luis Obispo; the Capitol Corridor between San Jose, Oakland, Sacramento, and Auburn; CIPR corridors share infrastructure with freight and and the San Joaquin between Bakersfield, Oakland, regional commuter trains. Capital investment in and Sacramento. passenger rail improvements also pays off for goods movement, benefiting the Ports of Los Angeles, Long Thruway bus services link these rail lines to 122 Beach, and Oakland. Many of these investments also additional destinations throughout California and to improve service for local commuter rail. The state’s Reno and Las Vegas. investments in CIPR have contributed to increased Emerging Corridors are the Coast Daylight/Pacific local commuter rail ridership in southern California Surfliner extension between Los Angeles and San that is equivalent to removing one traffic lane on Francisco; Coachella Valley between Los Angeles Interstate 5. and the greater Palm Springs area; and extension of existing Capitol Corridor service to Salinas in Monterey County.

An investment that pays off now and in the future Railroads have played a vital role in transporting people and goods in California since the state’s inception. Californians are once again choosing rail to provide fast, reliable connections to jobs, education, family, and recreation.

CIPR benefits more than 5.5 million Californians and visitors who ride it every year, enhances mobility choices, promotes economic development, and Page 48 of 69 4 Focusing on providing a high-amenity, customer-focused traveling experience helps BENEFITS CIPR attract a diverse ridership. 355 First-rate customer experience MILLION MILES REDUCED ANNUALLY CIPR is focused on customer experience. Today’s The number of Vehicle Miles traveling public wants modern amenities that make the Traveled reduced by taking most productive use of their time onboard and reduce intercity trains in California hassles. CIPR lines feature eTicketing, onboard WiFi, real-time train status, regional menus for onboard food annually—or nearly 1 million and beverage service, and online traveler information trips between Los Angeles systems to make travel by rail more appealing than and San Francisco. driving or flying.

Taming congestion—and carbon CIPR has a strong nexus with California’s clean $175M air goals (set by Assembly Bill 32) and sustainable IN WAGES communities strategies legislation (set by Senate Bill Annual wages that 2,617 375). CIPR trains emit 33% less greenhouse gas than Amtrak employees contribute automobile travel, and many of CIPR’s intermodal to the California economy. stations are the center of surrounding transit-oriented development. Since 2002, growth in the state’s intercity passenger rail ridership has outpaced population and highway vehicle miles traveled (VMT). Percentage Change Since 2002 70%

60%

50% 109M

40% POUNDS OF CO2 EMISSIONS 30% REDUCED ANNUALLY 20% The amount of CO2 emissions 10% the CIPR program prevents 0% from being released into the Ridership VMT Population atmosphere annually, the equivalent of planting Ready for high speed rail 270,000 trees. The proposed high-speed rail system in California will serve as the backbone of a system that will move millions of Californians across the state quickly and reliably for many generations to come. To make the most of this 117,000 investment, California will need an integrated network of NEW JOBS intercity and regional rail feeder systems. Estimated number of jobs CIPR will extend the high-speed rail system’s reach with created over the next 10 years connections in San Jose, Gilroy, Sacramento, Stockton, (pending funding) through Bakersfield, Los Angeles, Anaheim and San Diego. the completion of CIPR near- term capital investments. By investing in additional intercity rail and thruway bus connections, we can ensure that our investment in high-speed rail pays off far beyond the cities that high-speed rail serves directly. Page 49 of 69 5 to McKinleyville to Redding Reno SERVICE EXPANSION California Intercity Passenger Rail and Thruway Bus Services Sacramento Tahoe Rail AND VISION Thruway Bus CIPR service improvements aim to attract new riders Stockton Oakland Mammoth Lakes from the state’s congested freeways and airports, Yosemite improve air quality, and enhance mobility and quality San Jose of life for Californians. The 2013 California State Monterey Rail Plan calls for CIPR service to increase up to 40 Sequoia Las percent by 2020, by adding trains on existing routes Vegas and expanding service to the Emerging Corridors. Paso Robles Bakersﬁeld San Luis To alleviate crowded trains and build ridership, Obispo California is buying new rail cars to expand service on all of its corridors. The State has set aside $42 Los Angeles million to match $168 million in federal funds to Indio Hemet deliver 42 passenger cars and 6 locomotives for the three existing corridors. The first cars are being built now and are estimated to arrive in early 2016. San Diego

Future Service Plans To make this service expansion happen, CIPR needs more than just new cars—we also must upgrade the WEEKDAY TRIPS state’s aging rail infrastructure. CIPR has developed CORRIDOR EXISTING 2020 a program that will modernize our intercity rail Capitol Corridor network, increasing capacity, performance, safety and efficiency for passengers and freight rail. Sacramento-Auburn 2 4 Oakland-Sacramento 30 30 Each CIPR corridor identified a 10-year capital improvement program with nearly $4 billion in projects Oakland-San Jose 14 22 for new trains, station improvements, and track San Joaquin 12 16-22 capacity projects that will improve mobility, create Pacific Surfliner 22 26 jobs, benefit goods movement, and complement future high-speed rail service. Most importantly, these Emerging Corridors near-term upgrades will not only pay off in immediate Coast Daylight 0 2 service improvements—they are also a down payment Coachella Valley 0 4 on the intercity rail system of the future. Capitol Corridor 0 4 Extension to Salinas Estimated Ten-Year Capital Programs 10-YEAR Service expansions on the emerging CIPR corridors CORRIDOR CAPITAL PROGRAM will connect northern and southern California and Pacific Surfliner $1,565 M reach population centers on the Central Coast and in the Coachella Valley that are not currently accessible Capitol Corridor $952 M via intercity passenger rail services. Taken together, San Joaquin $725 M these corridors are expected to carry up to 400,000 Emerging Corridors $650 M passengers annually. TOTAL STATEWIDE $3,892 M

Page 50 of 69 6 Protecting California’s investment An achievable vision: with a stable funding source world-class rail in California Today’s intercity rail network exists thanks to Building upon CIPR service plans over the next decade, Californians who voted in 1990 to invest in rail by the shared long-term vision maximizes the benefits of passing two key bond measures that provided improve- the state’s existing investment and would make intercity ments that have allowed faster, more frequent, and passenger rail a central piece of the state’s transporta- more convenient service. Voters again invested in the tion network, providing a real alternative to automobile CIPR program with passage of Propositions 1B (2006) travel for many Californians. and 1A (2008). CIPR has leveraged this investment to secure nearly $400 million in federal capital grants for Specifically, CIPR envisions a network of the future that: equipment, capacity, and station improvements. These ▪▪ Provides truly seamless rail travel through the one-time state funds have now all been invested or integration of conventional and high-speed rail programmed, and will soon run out. services into a coordinated, sustainable, cost-effective, and efficient statewide network. Not all funding for the CIPR $4 billion capital plan must come from the state. A stable annual source ▪▪ Significantly increases rail’s market share and of state capital funds will help leverage funds from attractiveness by enhancing reliability and federal, regional, and private sources. convenience, increasing frequencies, reducing travel times, and expanding service to key new Future state funding sources for capital improve- destinations. ments could come in many forms. Cap and trade ▪▪ Is a modern, customer-focused, world-class revenues are one potential source; CIPR’s direct rail system. contribution to reducing vehicle miles traveled and ▪ Significantly reduces highway congestion, greenhouse gas emissions creates a clear connection. ▪ improving air quality, lowering greenhouse gas New bonds or other dedicated revenue streams could emissions, promoting local and regional economic also provide the state’s contribution. Ensuring the development, and supporting social equity for state’s support for operations is also essential to generations to come. maintain and expand the program. ▪▪ Provides an affordable travel option for those who do not or cannot drive. ▪▪ Fosters livable and vibrant communities through smart growth station area development at multi- modal “hub” stations. ▪▪ Enhances safety by building on CIPR’s stellar safety record and reducing vehicle accidents and fatalities on the state’s highways. California has already made a down payment on this vision, and the results are evident in improved service on the Pacific Surfliner, Capitol Corridor, and San Joaquin. With continued and expanded support, we can build upon this success, and make California’s rail network an engine of the state’s prosperity in the 21st Century.

“The train is the only way to go from San Diego to Los Angeles. I can work, sleep, or read and not have to worry about traffic or parking. And I get to see dolphins playing in the surf at Del Mar!” Images from: Flickr user Charles Hutchins, Flickr user Robert Couse-Baker, Flickr user (Pacific Surfliner Rider) Richard Masoner, California Dept. of Transportation (All rights reserved), Amtrak, Capitol Corridor Joint Powers Authority, San Diego Association of Governments Page 51 of 69 7 Existing State-Supported Intercity Passenger Rail Capitol Corridor San Joaquin Auburn Paciﬁc Surﬂiner

Sacramento Emerging Corridors Coast Daylight Route Capitol Corridor Extension Stockton Coachella Valley Route San Francisco Oakland

San Jose Merced

Fresno Salinas

Bakersﬁeld San Luis Obispo

Santa Barbara Los Angeles

Anaheim Riverside Indio

There are 183 total destinations in the CIPR network—61 rail stations and 122 additional bus stop locations. San Diego

www.capitolcorridor.org www.acerail.com www.lossan.org www.slocog.org www.rctc.org

Page 52 of 69 FEBRUARY 2014 Prepared by Nelson\Nygaard Consulting Associates CALIFORNIA INTERCITY PASSENGER RAIL PROGRAM SUPPORTERS

Agencies and Organizations Supporting the California Passenger Rail Guiding Principles and the Overall Program

Transportation: Valley Transportation Authority Bay Area Rapid Transit Government: Capitol Corridor Joint Powers Authority Metropolitan Transportation Commission Central Valley Rail Working Group Advocacy: Coast Rail Coordinating Council RailPAC LOSSAN Rail Corridor Agency Business: Placer County Transportation Planning Agency Paso Robles Chamber of Commerce Riverside County Transportation Commission Silicon Valley Leadership Group San Joaquin Joint Powers Authority Environmental: San Joaquin Regional Rail Commission COAST (Santa Barbara) Solano Transportation Authority Coastal Rail Now Transportation Agency for Monterey County TransForm

Agencies and Organizations Supporting the Overall Program

Transportation: City of Elk Grove Contra Costa Transportation Authority City of Fowler Sacramento Regional Transit District City of Goleta San Joaquin Regional Transit District City of Huron Labor: City of Indian Wells Brotherhood of Locomotive Engineers and City of Indio Trainmen (BLET) City of Jurupa Valley Operating Engineers Local Union #3 City of Kingsburg Government: City of Lodi Alameda County Transportation Commission City of Manteca City of Antioch City of Mendota City of Bakersfield City of Merced City of Calimesa City of Modesto City of Carpinteria City of Palm Desert City of Cathedral City City of Sacramento City of Corcoran City of Santa Barbara City of Corona City of Selma City of Eastvale City of Stockton

Last Updated March 13, 2014 Page 53 of 69

Agencies and Organizations Supporting the Overall Program (continued)

Government: San Francisco Planning and Urban Research City of Temecula Association (SPUR) City of Tracy San Joaquin Valley Air Pollution Control District City of Turlock San Luis Obispo County Air Pollution Control City of Tustin District City of Visalia Business: Contra Costa County CA Partnership for the San Joaquin Valley County of Santa Barbara California Central Valley Economic Development Fresno Council of Governments Corporation Fresno County East Bay Leadership Council Kern Council of Governments Fresno Regional Workforce Investment Board Kings County Association of Governments Greater Fresno Chamber of Commerce Madera County Transportation Commission Greater Stockton Chamber of Commerce Mayor of Fresno Lodi Chamber of Commerce Merced County Sacramento Metro Chamber of Commerce Merced County Association of Governments San Joaquin Partnership Sacramento Area Council of Governments San Joaquin Valley Regional Policy Council San Joaquin Council of Governments Santa Barbara Chamber of Commerce San Diego Association of Governments Transportation California Santa Barbara County Association of Governments Advocacy: Southern California Association of Governments East Bay Bicycle Coalition Stanislaus Council of Governments Local Government Commission Tulare County Association of Governments National Association of Railroad Passengers (NARP) Environmental: Train Riders Association of California (TRAC) Natural Resources Defense Council (NRDC)

Last Updated March 13, 2014 Page 54 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT

Item 9 INFORMATION

Update on Interagency Transfer Agreement and Schedule

Staff will present an update on the Interagency Transfer Agreement (ITA) and the schedule for the ITA and Final Business Plan. Staff will summarize recent meetings with CalSTA and Caltrans regarding the ITA and the ITA schedule.

Page 55 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT Item 10 INFORMATION Letters of Support for TIGER Grant Applications for Elk Grove Station, Hercules Station, and ACE Stockton Track Extension

Background

The Transportation Investment Generating Economic Recovery, or TIGER Discretionary Grant program, provides the federal Department of Transportation (DOT) the opportunity to invest in road, rail, transit and port projects that promise to achieve critical national objectives. Since 2009, Congress has dedicated more than $4.1 billion for six rounds to fund projects that have a significant impact on the Nation, a region or a metropolitan area.

On January 17th, the President signed the Consolidated Appropriations Act, 2014. The bill funds much of the federal government for fiscal year 2014 activities, including a $600 million authorization for National Infrastructure Investments, referred to by DOT as TIGER Discretionary Grants. Projects eligible for TIGER grants include highway and bridge projects, public transportation projects, passenger and freight rail transportation projects, port infrastructure investments, and intermodal projects. Grants may range in size from $10 million to $200 million, but no more than 25 percent of the funds made available for TIGER grants may be awarded to projects in a single state. Grants to rural areas may be less than $10 million, but must be more than $1 million. Grant applications are due on April 28, 2014.

The Consolidated Appropriations Act, 2014 requires that TIGER funds be obligated before September 30, 2016. In addition to project readiness, primary selection criteria include improving the condition of existing transportation facilities and systems; contributing to the economic competitiveness of the United States and creating and preserving jobs; increasing the creation of affordable and convenient transportation choices; improving energy efficiency, reducing dependence on oil, reducing greenhouse gas emissions, addressing stormwater through natural means, and mitigating environmental impacts; and improving safety.

The City of Elk Grove is applying for a FY 14 TIGER grant for the proposed San Joaquin station at Elk Grove. The Elk Grove Multimodal Station project would include the construction of a new rail stop along the existing Amtrak San Joaquin route. The project would include the following primary features: 600’ long passenger platform, up to 100 designated parking spaces, passenger and bus drop/off and loading zone, a new signalized intersection at Elk Grove-Florin Road, a new railroad siding, and a pedestrian/bicycle trail underpass serving the site. The project also includes funding for the purchase of five 40’ transit buses to improve service to the nearby light rail extension at the Cosumnes River College. The total estimated cost of construction and

Page 56 of 69 rolling stock procurement is $25.00 million dollars with roughly $2.2 million dollars for property acquisition. The construction cost of the station and associated improvements is approximately $21.3 million dollars and the associated rail improvements are $1.5 million dollars for the construction of a siding to serve the station site.

The City of Hercules is applying for a FY 14 TIGER grant for funding for the proposed Hercules Amtrak station project. Contra Costa Transportation Authority (CCTA), in partnership with the City of Hercules, intends to nominate the project for TIGER funding. The funds provided through the TIGER application will transform Union Pacific Railroad’s 4th most congested freight corridor that provides critical service to the Port of Oakland by leveraging the construction of an intercity rail station anchoring a transit oriented development. Combined with the $44 million that California and the region have already committed to the project, these TIGER funds will help to construct 8,000 feet of track that will be used as a passing track to benefit goods movement from the Port of Oakland when not in use as rail station track, construct an intermodal transit center to relieve congestion on Interstate-80 between Sacramento and San Francisco and provide regional transit alternatives via bus / rail and future ferry service, and provide infrastructure for one of thirteen California Catalyst Projects recognized by the California Department of Housing and Community Development for their implementation of sustainable communities strategies.

The SJRRC is applying for the Stockton Track Extension Phases 2-3 project for the ACE service. This project completes the construction of a dedicated passenger track through downtown Stockton between the SJRRC Regional Maintenance Facility (RMF) and the joint Stockton ACE and Amtrak station. The new track provides connectivity, congestion relief, and critically needed safety enhancements that benefit both passenger and freight service through the corridor. While this is an ACE application, this project also benefits the San Joaquin service and enables San Joaquin trains serving Stockton’s Cabral Station (Downtown) to use the new platform extension and fully clear the Weber Street crossing. Currently San Joaquin trains block Weber Street when stopped at this station, and some passengers get on and off in Weber Street. The total cost of the Stockton Track Extension Phase 2 & 3 is $21,634,755. SJRRC has over $11 million in Prop 1A Connectivity funds to use as matching funds for this project, so the proposed TIGER 6 grant application will be for $10,538,191 (49% of the estimated cost).

Recommendation

• Approve attached letter of support to City of Elk Grove for their TIGER grant application. • Approve attached letter of support to City of Hercules for their TIGER grant application. • Approve attached letter to support to SJRRC for their TIGER grant application. • Authorize staff to submit other letters of support to the SJJPA Chairperson for San Joaquin related applications.

Page 57 of 69 April __, 2014

Anthony Foxx, Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590

Dear Secretary Foxx:

Re: Support for City of Elk Grove’s FY14 TIGER Grant Application for Elk Grove Station

Please accept this letter of support from the San Joaquin Joint Powers Authority (SJJPA) in relation to the City of Elk Grove’s TIGER Grant application for the Elk Grove rail station which will serve the state-supported San Joaquin intercity passenger rail service.

The San Joaquin rail service extends 365 miles between the San Joaquin Valley, Sacramento and the Bay Area -- providing direct rail service to 11 counties with 17 stations along the route. Extensive connecting bus services bring the San Joaquins to Southern California and throughout the state. Since 2006, San Joaquin ridership has increased by 45%, and is now at about 1.2 million annual riders – the 5th most used Amtrak service in the nation. Increasing the frequency of the San Joaquin service to Sacramento and providing for additional stations are high priorities for the SJJPA. The Elk Grove station has been identified by the SJJPA as a key potential additional station en-route to Sacramento. The San Joaquins are a vital passenger rail service to the San Joaquin Corridor that needs support and expansion now.

The location of the Elk Grove Multimodal Station was deemed appropriate by the California Department of Transportation, Amtrak, and Union Pacific due to the growing ridership on the San Joaquin and Capital Corridor Amtrak lines, which serves Sacramento and the San Joaquin Valley. Currently, Amtrak has two stops in the Sacramento region, one in Sacramento and one in Lodi. An additional stop in Elk Grove is needed to provide direct rail access to this growing community of over 160,000 people. The station site sits in a Transit Oriented Development (TOD) zoning overlay to facilitate smart growth concepts around the station site.

The Elk Grove rail station will be a multi-modal transportation hub and is located in downtown Elk Grove. The SJJPA look forward to working with the City of Elk Grove to best promote improved connectivity and transit oriented development around the new Elk Grove rail station.

We greatly appreciate your sincere consideration for awarding TIGER Grant funds to the City of Elk Grove to implement the new Elk Grove rail station.

Respectfully, John Pedrozo, Chairperson San Joaquin Joint Powers Authority

Page 58 of 69 April __, 2014

Anthony Foxx, Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590

Dear Secretary Foxx:

Re: Support for City of Hercules’s FY14 TIGER Grant Application for Hercules Station

Please accept this letter of support from the San Joaquin Joint Powers Authority (SJJPA) in relation to the City of Hercules’s TIGER Grant application for the Hercules rail station which will serve the state- supported San Joaquin intercity passenger rail service.

The San Joaquin rail service extends 365 miles between the San Joaquin Valley, Sacramento and the Bay Area -- providing direct rail service to 11 counties with 17 stations along the route. Extensive connecting bus services bring the San Joaquins to Southern California and throughout the state. Since 2006, San Joaquin ridership has increased by 45%, and is now at about 1.2 million annual riders – the 5th most used Amtrak service in the nation. Increasing the frequency of the San Joaquin service to Oakland and providing for additional stations are high priorities for the SJJPA. The Hercules station has been identified by the SJJPA as a key potential additional station en-route to Oakland. The San Joaquins are a vital passenger rail service to the San Joaquin Corridor that needs support and expansion now.

The location of the Hercules was deemed appropriate by the California Department of Transportation, Amtrak, and Union Pacific due to the growing ridership on the San Joaquin and Capital Corridor Amtrak line. The station site sits in a Transit Oriented Development (TOD) zoning overlay to facilitate smart growth concepts around the station site.

Page 59 of 69 The Hercules rail station will be a multi-modal transportation hub. The SJJPA look forward to working with the City of Hercules to best promote improved connectivity and transit oriented development around the new Hercules rail station.

We greatly appreciate your sincere consideration for awarding TIGER Grant funds to the City of Hercules to implement the new Hercules rail station.

Respectfully, John Pedrozo, Chairperson San Joaquin Joint Powers Authority

Page 60 of 69 April __, 2014

Anthony Foxx, Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590

Dear Secretary Foxx:

Re: Support for City of Hercules’s FY14 TIGER Grant Application for Hercules Station

Please accept this letter of support from the San Joaquin Joint Powers Authority (SJJPA) in relation to the San Joaquin Regional Rail Commission’s (SJRRC’s) TIGER Grant application for the Stockton Track Extension Phases 2-3 project.

The Stockton Track Extension Phases 2-3 project completes the construction of a dedicated passenger track through downtown Stockton between the SJRRC Regional Maintenance Facility (RMF) and the joint Stockton ACE and Amtrak station. The new track provides connectivity, congestion relief, and critically needed safety enhancements that benefit both passenger and freight service through the corridor. While this is an ACE application, this project also benefits the San Joaquin service and enables San Joaquin trains serving Stockton’s Cabral Station (Downtown) to use the new platform extension and fully clear the Weber Street crossing. Currently San Joaquin trains block Weber Street when stopped at this station, and some passengers get on and off in Weber Street.

We greatly appreciate your sincere consideration for awarding TIGER Grant funds to the SJRRC for the Stockton Track Extension Phase 2-3 project.

Respectfully, John Pedrozo, Chairperson San Joaquin Joint Powers Authority

Page 61 of 69 SAN JOAQUIN JOINT POWERS AUTHORITY March 28, 2014

STAFF REPORT

Item 11 ACTION/INFORMATION

Administrative Matters

Correspondence: Please see the attached recent letters of support for the CIPR Program from City of Antioch, Alameda County Transportation Commission, East Bay Leadership Council and Brotherhood of Locomotive Engineers and Trainmen (BLET), a letter from Kern COG regarding comments on Draft SJJPA Business Plan chapters, an e-mail from Hank Fung regarding a Draft Business Plan chapter and e-mails from Carol Bender regarding adding an additional public meeting on the Draft SJJPA Business Plan in San Joaquin service in Bakersfield. Fiscal Impact: There is no fiscal impact. Recommendation: There is no action being requested.

Page 62 of 69 Page 63 of 69 Page 64 of 69 Page 65 of 69 e-mailed on 2/28

Dear Dan,

Thanks so much for thinking of us. We would love to be added as support to your California Inter City Passenger Rail Program. We appreciate the fine work the commission is doing, and feel greatly blessed that we have many who are and will be employed by the current and any future rail lines that will and should be created. I testified recently, in the California Legislature and elsewhere that the Authority/Commission is being proactive with future (near and distant) plans of building and increasing the railroads under the SJJPA/SJRRC. Your ideas of blending into the current infrastructure as well as the High Speed Rail project is greatly admired and should stand as a bellwether for all other transit lines.

Please add the Brotherhood of Locomotive Engineers and Trainmen (BLET) to your listing. We look forward to your next meeting. In the mean time, if there is any thing we may do to assist, please advise.

Sincerely,

Tim

Timothy Smith, State Chairman CSLB/BLET/IBT Rail Conference

Page 66 of 69 Page 67 of 69 On the fares chapter, some suggestions:

• SJJPA will continue to maintain through ticketing arrangement with Amtrak Thruway service and integrate other transit providers into the Amtrak Thruway system. • Ten trip ticket, per the new Amtrak e-ticketing policy, is now limited to the named rider only. • Indicate fare setting authority. As an intercity rail service SJJPA does not need to hold public hearings to modify fares. However, there should be clarity as to who in SJJPA is responsible for establishing fares and who ultimately makes the call (SJJPA, Caltrans, or Amtrak). My understanding is that there is a division of authority - SJJPA is responsible for coming up with an average revenue estimate while Amtrak is responsible for the actual mechanics of setting the buckets. • Will fares rise by CPI (similar to ACE), Amtrak expenses, or on a market basis?

Thanks, Hank Fung

Page 68 of 69 2/12/2014

Mr. Leavitt,

Can you tell me why there will be no public review sessions for the SJJPA Draft Business Plan in the southern San Joaquin Valley? It appears that the southern-most session is in Modesto, yet the "temporary service" contracts/plans for 90 mph Amtrak service from Madera to Bakersfield is certainly significant and relative to those residing in the southern-most tip of the valley.

I look forward to hearing from you.

Sincerely, Carol Bender 13340 Smoke Creek Ave Bakersfield, CA 93314

Reference: http://www.acerail.com/About/Regional-Governance-for-San-Joaquin-Rail-Service/Draft-Business-Plan

2/14/14

Good morning, Mr. Leavitt,

Thank you for getting back to me. I think it is a very good idea to include Bakersfield as a public meeting site during the review process of the Draft Business Plan. The general public knows very little about the SJJPA and the potential plans for use of Amtrak trains on tracks built with dedicated funds for the High Speed Rail Project. It is always better to have that material presented by those most directly involved in the process.

Please let me know if the SJJPA will add Bakersfield as a meeting site once you have discussed it with your group.

Best regards, Carol Bender

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