Message to Riderstag:www.capitolcorridor.org,2009:/about_ccjpa/message_to_riders//12009-03-31T15:15:22ZMovable Type Open Source 4.1Issue 35, April 2009tag:www.capitolcorridor.org,2009:/about_ccjpa/message_to_riders//1.2172009-03-31T15:10:56Z2009-03-31T15:15:22ZDear Capitol Corridor Riders & Friends, We are three months into 2009--more than five months into our Fiscal year--and, aside from the track project between Suisun and Davis, our overall performance is meeting our Business Plan standards. With completion of...Linseyhttp://www.capitolcorridor.org
Dear Capitol Corridor Riders & Friends,
We are three months into 2009--more than five months into our Fiscal year--and, aside from the track project between Suisun and Davis, our overall performance is meeting our Business Plan standards. With completion of all programmed track work by Union Pacific on March 15, as scheduled, we can look forward to train service returning to the high level of on-time performance we achieved before the track work.
Although track maintenance work causes some disruption and inconvenience, it is essential in keeping your trains on-time. The condition of the Union Pacific rails over which the Capitol Corridor service operates gives you the best ride-quality of any passenger service in the county. Additionally, it protects and preserves the initial State capital investments made on this route in the early 1990s.
This is the fourth year of Union Pacific's incremental program to maintain and upgrade the rail track structure (ties and ballast). Union Pacific Railroad--owner and maintainer of all but two miles (in San Jose) of the 170 miles along the Capitol Corridor route--pays for and implements this program. Also, Union Pacific used the work period to have their street-crossing crews do improvement work at road crossings, thereby avoiding disruptions to service for maintenance work later in the year. All this work was accomplished in a four-week period, as planned. Additionally, over the weekend of March 21-22, Union Pacific replaced worn rail on curves between Fremont and Santa Clara. Your patience during these construction periods is always appreciated.
What else is coming?
By May, you should begin to see advertisements promoting the return of the "Kids Ride Free on Weekends" promotion. Why is the program limited to weekends? Answer: There is no room to accommodate any additional riders on most weekday trains. Our plan is to offer affordable travel to family groups at the times when we have seats available, which is usually weekends. Check upcoming issues of the CC Rail Mail (our e-newsletter) for details on this family-friendly--and budget-friendly--promotion.
Why don't we just add more cars to the existing weekday trains to add capacity?
This is the million-dollar question, but with the growth of ridership on both the Capitol Corridor and San Joaquin trains, there are simply no more available coaches to add. We employ as many coaches as possible to these trains, while still allowing time for servicing and maintenance of the fleet to ensure that you have clean and reliably operating coaches for your trip.
Why don't we just buy more coaches?
The California Department of Transportation (Caltrans), the owner of the Amtrak California fleet is in the process of doing just that. California voters have already approved the bond funds to buy more trains. However, it is not like buying a car--there is no railroad car 'show room' where you can drop by and purchase railcars and have them delivered in a week, month or a year. This process can take up to four years. Caltrans has started the process, but it will take time before we see the first new passenger rail cars roll off the assembly line.
So what do we do in the meanwhile, ride on the roof?
No, thankfully. As a stop-gap measure, Caltrans has purchased at least two trainsets of 1970's stainless steel coaches from New Jersey. These coaches will be renovated to be suitable for California's intercity rail market and will likely replace existing trains on the San Joaquin route on an interim basis. The Amtrak California trainsets being replaced on the San Joaquin route will then make as many as 10 Amtrak California coach cars available to add to other state-supported trains, including some of the most crowded Capitol Corridor trains. These trains will be in addition to the five leased Amtrak coaches already in operation in Northern California.
Is the Capitol Corridor getting any of the $8 billion "Stimulus" funding designated for High Speed and Intercity Rail Service?
We certainly hope to. These new federal capital funds are part of the American Recovery & Reinvestment Act of 2009 (ARRA). Allocating federal capital funding for intercity passenger rail is a new role for the federal government. The Capitol Corridor, San Joaquin and Pacific Surfliner route improvements (locomotives, coaches, tracks, stations, parking, maintenance shops, etc.) have been almost exclusively funded by State of California voter-approved investments since the 1990 bond initiatives were passed.
Highways, public transit, airports, ports & waterways, bikeways, etc., all have had federal capital funding programs for decades, so there are formulas for distribution of ARRA funds for these modes of transport. The allocation of ARRA funds for these established programs is largely a mathematical calculation based upon long standing distribution formulas. Not so for the intercity rail capital funds. The US Department of Transportation is trying to figure out that process now.
We believe the Capitol Corridor is eligible for capital funding from several sections of the ARRA Stimulus Bill, including most components of the $8 billion designated for High Speed and Intercity Rail services. We are working with Caltrans and our sister rail agencies in California to present the federal decision makers with a solid, coordinated case for funding high speed and intercity rail in California. We will keep you posted on our progress. Caltrans Director Will Kempton (a regular Capitol Corridor rider, too!) is leading this charge for California's share of these ARRA capital funds.
How is everything else going?
While ridership growth has slowed (some of this is a seasonal trend, along with the trackwork disruptions), Capitol Corridor ridership has increased +4.6% above a year ago in the five months since the start of our fiscal year last October. Revenue has grown +8.6% in the same period, keeping us just about on budget. We do hope to see a larger ridership and revenue growth in the coming months, as we approach the busiest travel part of the year. Our revenue-to-cost ratio is a bit below plan at 45%, but we hope to be on-target at 50% recovery by the end of our fiscal year at the end of September, per our Business Plan. Our fares, even with the usual adjustments, are still among the best 'travel buys' on a per mile basis anywhere. We want to keep it that way. We only increase fares in small amounts, and only to keep pace with costs. Our goal is to keep up your service frequency and the quality of service that we, and our partners at Amtrak, deliver to you.
On-time performance has never been better--I always hate writing this for fear of jinxing things! Even with the disruptions from the recent track work, after five months, Capitol Corridor trains are averaging 91% on-time. Since the track work has been completed, that rate has jumped back to the 93-94% on-time level, and we expect this good reliability to continue. All these efforts to get additional rolling stock and to make track improvements are part of our plan to deliver to you the best quality transportation service we can. We focus on you, our customers. Even though our train service is supported partially with public dollars, I believe we should still operate a customer-focused and efficient rail transport service designed to serve and attract more riders. After 10 years of improvement and customer focus, I hope you, and all our riders, feel the same way.
Are we there yet? No, not by a long shot. We still have slip ups, and we can identify many situations where we can do something better. When those situations arise, none of you are shy about letting us know. Maybe surprisingly to you, we actually appreciate your feedback when things are not as they should be. We can only fix what we know about.
Although my staff and I do ride the trains often, we cannot always be on every train, or at every station. We do rely on you to be our eyes and ears. After all, the Capitol Corridor is your service, as your fares and tax dollars provide the resources to deliver it. The CCJPA staff exists as your advocacy organization, and we want to improve your service any way we can. We do continually strive to provide you with a quality product of good-value-for-money-paid. Progress is being made.
At-Seat Cart Service? What's that?
We are trying something new that is designed to be both a convenience for our riders, as well as relief for passengers waiting in the long lines at the café car during busy travel times. You will start to see At-Seat Cart Service offered on select heavily traveled Capitol Corridor trains. The cart attendant will come down the upper-level aisle of each car, offering beverages and snacks for sale as the train travels its route. From our food and beverage revenue reports, this cart service should make it easier for those of you wishing to purchase a beverage and/or snack. So, if you see the At-Seat Cart Service "trolley" (as they call it in Britain) making its rounds through the train during your trip, let us know what you think. We keep trying reasonable ideas that riders suggest that we think make good sense, and will make our service more attractive. If riders like the At-Seat Cart Service and use it, we will keep it.
Thank you for riding your Capitol Corridor trains!
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Issue 34, December 2008tag:www.capitolcorridor.org,2008:/about_ccjpa/message_to_riders//1.1782008-12-04T17:42:05Z2008-12-04T17:51:22ZFrom Me to you... Dear Capitol Corridor Riders & Friends, As hard as it is to imagine, another year has passed. Following tradition, this is my annual St. Nicholas Day (December 6) Holiday Message to you, with a review of...Linseyhttp://www.capitolcorridor.org
2008: A Year of Change
We certainly have seen some changes in the last 12 months! Through the rise and fall of gas prices, collapses on Wall Street, and the election of new national leadership, ridership on Capitol Corridor trains has continued to surge. While this last year has made us increasingly aware of the challenges in our country and across the world, as residents of the United States we still have many reasons to be thankful. Historically, our population has been the pioneers of the world, and to this day people are still willing to make incredible sacrifices to come here. They come for a brighter future, and it is this desire for a brighter future that distinguishes our country from almost any other on the planet.
Ridership, Revenue & Performance
Overall, we have had a banner year for ridership and revenue. In October, we smashed through ridership records again, carrying more than 1,716,000 passengers in a 12-month period. That is 17% growth over the prior year. Revenue also had a record year, growing 22%.
For us at the Capitol Corridor, and for our riders, there was some very good news during the past year in terms of reliability of our service. The Capitol Corridor service now operates better than all but one corridor route in the entire Amtrak system - and that route is Chicago-Milwaukee. They are operating at 93.2% on time, while Capitol Corridor trains are operating at 92.3%. We have our sights set on being the best performing passenger corridor service in the country and are working towards that goal.
The Capitol Corridor still has the most frequent Amtrak service anywhere in the country outside the Northeast Corridor (NEC). Even with fare increases, our fares are about 25% of fares for the same distance traveled on the NEC.
Your fares are paying up to 55% of the cost of the service; and since Amtrak expenses have risen and the state subsidy has been limited due to the state's budget crisis, we still need periodic fare increases. We do our best to raise fares in modest increments and still maintain the quality and quantity of your service, so you continue to receive good value for the fares you pay. We know that there is always room for improvement, and I want to assure you that we continue to work with Amtrak and Union Pacific Railroad, our operating partners, to deliver the best service we can for you.
2009 Capitol Corridor Work Plan
What is ahead for next year? From mid-February to mid-March, Union Pacific will again conduct a track-renewal project as part of the multi-year program. The work area will extend from just north of Suisun-Fairfield Station to just outside Davis. Some 50,000 ties will be installed on 30 track miles. This work will require some bussing of mid-day trains, but peak travel trains in the morning and evening will operate through the work area. This track renewal work assures us of good track conditions so that your trains can operate reliably throughout the year.
You will see completion of the new Bahia crossover in Benicia. This crossover will cut delays in half when there is a freight train on the lower level main track shifting cars into the auto yard. More crossovers are planned, and start of construction of the new Sacramento Station passenger platforms and tracks is expected during 2009, as are improvements to the Emeryville station tracks.
The high-speed rail bond measure was approved by the voters, and the Capitol Corridor will get at least $47.5 million in capital funding from that program for improvements to better connect to high-speed rail stations. Since San Jose will be the first major high-speed rail connection point for the Capitol Corridor service, much of those Prop 1A funds will support projects that allow us to increase service frequency to/from San Jose.
Amtrak police officers dedicated to the Capitol Corridor service are working with local police, Union Pacific police and member agency police departments all along our corridor to improve safety and reduce incidents that cause delays to passenger service, especially around grade crossings. Operation Lifesaver is also stepping up activities to educate young people of the hazards of being around, or walking along an active railroad right-of-way.
Discussions between the Capitol Corridor and Union Pacific to identify capacity improvements that are needed in order to operate more trains East of Sacramento to Placer County. This effort is voluntary on both sides, and we hope that a viable plan emerges in the upcoming year.
What About More Coaches on the Trains?
While Caltrans is in the procurement process of ordering new coaches (similar to the ones we currently have), the new California Cars will not be delivered for as many as four years. In the interim, Caltrans has contracted for the repair and use of several Superliner-type cars. Caltrans plans to acquire two trainsets of single-level equipment to supplement the Northern California fleet. We hope these measures will be adequate to accommodate ridership growth until the new cars arrive.
Meanwhile, the original 66 California Cars have been overhauled and major components renewed and replaced. The soaring number of riders is wearing out the upholstery and carpets faster than anticipated on the existing fleet, so you will begin to see coaches with rider requests), curtains on the windows of all cars.
The Future for Rail Depends on Federal Support
A major part of our fate will rest with funding decisions at the Federal level. The Amtrak reauthorization bill was passed by a wide bi-partisan margin in Congress in the fall, and signed into law by the President in October. This comprehensive bill authorizes, for the first time, major passenger rail investments across the country, and federal appropriators are addressing the bill as I write this. A major effort to fund the authorized intercity passenger rail programs is expected in Congress shortly after the new Congress is seated. This is about as optimistic as I have been in my life regarding the future of intercity passenger rail.
You might have noticed that there was a recent election in our country, and it appears that intercity passenger rail is (after 37 years of waiting) about to get a fair share of federal capital funding, similar to the way federal capital funds are provided to all the other modes of travel. California is ready. We have the local matching funds required to draw down as much federal capital funding as will be available to our state. The Capitol Corridor Joint Powers Authority has identified projects that are ready to go into construction. These will benefit both our service performance and the economy, as they will create construction jobs right away. We are also carefully monitoring the proposed economic stimulus bills in Washington so we can compete to get the resources we need to continue to grow. The new team in Washington seems to 'get' the economic benefits of infrastructure investment. Now, we need to get it - the capital money that is!
Holiday Greetings from CCJPA
In closing, to all of you, please accept my sincere thanks and best wishes for this Holiday Season. I have said it in prior years, and it continues to be true: this is your service, and we exist solely to deliver the best service to you that we can.
On behalf of the entire Capitol Corridor staff and our extended family at Amtrak, Union Pacific and Caltrans, we wish you and yours a safe, peaceful and joyful holiday season! Best wishes for a happy, healthy and prosperous New Year!
Feel free to call us at our toll-free Customer Service Line (1.877.9.RIDECC) or e-mail us at trains@capitolcorridor.org with any questions or comments.
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Special Message to Riderstag:www.capitolcorridor.org,2008:/about_ccjpa/message_to_riders//1.1672008-10-22T19:53:41Z2008-10-22T20:03:14ZMany of you experienced delays during your evening travel home on Monday evening (October 20, 2008) and I wanted to apologize for the lack of communication to you, our riders. First, what happened Monday evening? It started when a vehicle...Linseyhttp://www.capitolcorridor.org
Many of you experienced delays during your evening travel home on Monday evening (October 20, 2008) and I wanted to apologize for the lack of communication to you, our riders.
First, what happened Monday evening? It started when a vehicle ignored the crossing gates and bells just east of Richmond and attempted to cross the tracks ahead of San Joaquin train 713. The locomotive struck the rear bumper of the car and the driver of the car continued on without stopping. As a result of the incident, Union Pacific closed the railroad in both directions until the tracks were inspected and the investigation was complete, which is a normal safety procedure when an incident occurs at a grade crossing. Unfortunately, tracks remained closed for nearly an hour, which is more than usual for this type of incident, and the closure excessively delayed the operation of passenger and freight trains and resulted in the delays to trains 538, 540, and 549.
It is my understanding that our passengers were given limited information about this incident and ensuing delays. I understand how frustrating this can be and want to assure you that we are taking steps to improve our communication with passengers during service incidents. We know that timely information allows you to plan for your trip and make alternative arrangements, if needed. To that end, a joint committee of Amtrak and CCJPA staff has been assembled to review Monday's incident and improve procedures to enhance direct communication to our passengers when an incident such as this occurs. We hope to have an improved communications plan in place within the next month.
While I cannot change the situation you experienced, I felt that you were entitled to as complete an explanation as I can provide, and to apologize to those of you who were delayed without information during this service incident.
Issue 33, August 2008tag:www.capitolcorridor.org,2008:/about_ccjpa/message_to_riders//1.1432008-07-31T21:16:29Z2008-08-01T23:42:04ZFrom Me to You....... Only two topics are discussed in this issue: the just-completed track renewal project and the upcoming fare increase 2008 TRACK WORK COMPLETED The good news is that the 2008 track construction project is done. Most connecting...Linseyhttp://www.capitolcorridor.org
From Me to You.......
Only two topics are discussed in this issue: the just-completed track renewal project and the upcoming fare increase
2008 TRACK WORK COMPLETED
The good news is that the 2008 track construction project is done. Most connecting bus-bridge services operated as planned and Union Pacific Railroad completed the work on schedule. What caused disruption to the service during the trackwork period were mechanical problems on both freight and passenger trains, some difficulty in buses handling the number of wheelchair-bound passengers transferring to/from trains, and the usual errant problems along the right-of-way (trespassers, brush fires, and a few vehicles on or close to the tracks).
NEW FARES IN EFFECT AUGUST 12
The bad news I need to convey is about fare changes in August. As you might have noticed, we did not implement the planned June fare increase that we announced in January. It was my judgment that it was not fair to ask riders to dig deeper in your wallets in June, just as the track project was getting underway, with a midday bus bridge and less-than-reliable service performance during this time. So, we decided to postpone the new fares until August and the fare changes will go into effect on August 12. (Preview the new fares, effective August 12 [PDF])WHY THE INCREASE?
As you know, our trains operate on diesel fuel. For those of you who buy gas where diesel fuel is also sold, you might have noticed that diesel fuel is hovering above $5 per gallon. In past years, fuel has not been a major cost driver in our budget. However, this year (and likely for future years) fuel has become, and will most likely remain, a major cost factor, as diesel fuel prices have more than doubled in the last 12 months. Additionally, this year Amtrak reached accord with its labor unions after seven years of negotiations. The resulting contractual labor increases (up to 20%) are partially borne by all operations throughout the Amtrak system, including the Capitol Corridor.
While I never like increasing fares, I dislike cutting service even more. In order to continue operating all of the Capitol Corridor trains that more and more of you are riding (some 157,000 of you in May, the highest single month ever), we must raise fares. Now, some 56% percent of you are using discounted tickets (10-rides and Monthly tickets), mostly during peak travel times; but use of these discounted tickets generates only 30% of our revenue. Most regular riders travel during peak travel times (Monday-Friday) when we must also operate the maximum number of trains, employing the maximum number of train employees. The weekday peak travel times are, by nature of the demand for travel during this time period, the most costly time of day for us, yet we are generating the lowest fare per passenger.
Our primary effort for 10 years has been to INCREASE service in order to attract riders, and it certainly has worked better than anyone ever expected. Today, even with the fare increases we have had over the years, your fare per mile on our trains is still a fraction of your cost to drive by car. The American Automobile Association (AAA) estimates a cost-per-mile of $0.55 to drive a fuel-efficient vehicle, not including bridge tolls and parking. In comparison, the average cost-per-mile is between $0.11 and $0.15 cents using a monthly ticket on Capitol Corridor. Fares are three to four times higher on the Northeast Corridor for similar distances.
When we increase fares, we try to keep the increment the smallest we can, while maintaining the high quality and frequency of your train service.
MULTI-RIDE TICKETS
One-way ticket prices will not change very much, but some of you will see a significant change in the price of your Multi-Ride tickets. The discount for 10-Ride tickets is currently about 40% below the price of 10 full-fare tickets; and the discount jumps to about 50% for Monthly tickets, even when used only for business trips five days a week. Full-fare tickets cost an average of $0.22 cents to $0.30 cents per mile traveled; this rate is about equal to BART fares per mile in the San Francisco Bay Area. However, the fare-per-mile for the Capitol Corridor Multi-Ride tickets, especially Monthly tickets, is now to the point where we cannot generate the needed revenue to sustain the service quality and quantity without a change in the price of these discounted tickets.
So, while the full-fare tickets will generally only increase a small amount, Multi-Ride tickets will increase more. The amount of increase depends upon the distance between the stations where you start and complete your trip, the maximum load points of the trains; and the discount rate in relation to the price of a full-fare, one-way ticket between those two stations.
REVENUE MAINTAINS QUALITY SERVICE
Our goal is to generate enough revenue to maintain the quality and quantity of train service you have come to expect, and still be a reasonably priced option along the I-80, I-680 and I-880 highway corridors. Our only sources of operating funds to run the Capitol Corridor trains are your passenger fares and an annual allocation of state subsidy. However, state subsidy has been almost flat for seven years. There is neither a local tax contribution, nor a federal funding contribution. About half the cost of your transportation is paid in state subsidy, and your fares generate the other half.
CAPITOL CORRIDOR STILL A BARGAIN
Even with the new fares, most of you already know we are pretty good bargain compared to the cost of traveling any other way along the I-80, I-680 and I-880 highway corridors, and usually we are a more reliable and less stressful way to travel.
This fare change is a decision we did not make lightly, and I wanted you to know what we are doing, when and why. I also want to assure you that we are doing everything we can to deliver you the best train service we can at a competitive and affordable price (we know our service is not cheap), but we also know we are a relatively inexpensive way to travel along our route versus travel on the road, in the air, or on rails. This is your train service, and we know that having the train as a travel choice is important to you, especially now in the time of higher gas prices.
Thank you for riding the Capitol Corridor. As always, your input is welcome. You can contact us at www.capitolcorridor.org or by calling 877.974.3322]]>
Issue 32, February 2008tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.812008-02-01T08:09:42Z2008-02-18T08:28:17Zfrom the Managing Director to you... Dear Capitol Corridor Riders and Friends, By now you have heard about our on-board annual Business Plan Public Workshops, held February 4-7, 2008. (View the schedule here) If you are unable to attend, here's...
from the Managing Director to you...
Dear Capitol Corridor Riders and Friends,
By now you have heard about our on-board annual Business Plan Public Workshops, held February 4-7, 2008. (View the schedule here) If you are unable to attend, here's a snapshot of what to expect in the coming year.
Operating Budget and Fares
Many of you know that the Capitol Corridor is neither federally funded, nor funded by Amtrak even though Amtrak crews and operates the trains, staffs stations, performs maintenance on our state-owned trains and otherwise provides the necessary supervisory and support personnel to deliver the train service to you on a day-to-day basis.
The Capitol Corridor contracts with and pays Amtrak for these services with state provided operating funds. The Capitol Corridor train service has only two sources of operating revenue: passenger fares and annually allocated state funds, which have remained basically flat for seven years. To meet the state's goal of passengers paying at least half the service cost, we have incrementally increased fares on a regular basis every year to cover the increased cost of service (eg. fuel and materials) and still satisfy the state's criteria of a 50% recovery of the cost-of-service from passenger fares.
So, you can expect a modest 3% increase in fares this June (and possibly in November) to help us meet the state's expectations, and cover rising fuel and material costs. Depending upon Amtrak's projected operating costs, and the level of funding adopted in the state budget, these fare changes might be somewhat higher to enable us to offer you our current service level. In spite of these fare increases, the cost of travel on the Capitol Corridor is still competitive: a full fare ticket still costs only about 25 cents per mile. With the steep discounts of our ten-ride and Monthly tickets, on a cost-per mile basis, the 10-trip ticket costs about 16-20 cents per mile, and monthlies cost only about 12-15 cents per mile, if used five days a week for business travel. Compared to the current published American Automobile Association costs of driving (48-62 cents per mile), our train travel is a very good bargain in addition to all the other benefits (no traffic stress, opportunity to sleep, read the paper, work on your laptop, or have an afternoon glass of wine or cocktail) -- things that you can do on a train that you shouldn't do while driving!
We don't like higher fares any more than you do. However, if we have to, riders have told us they prefer smaller periodic increments, rather than a whopping increase every year or so.
We are planning "stay the course" on service frequencies and scheduled trains. Weekdays will remain at 32 trains, and 22 on weekend days. We know that some of the trains are now getting very crowded, particularly from the Sacramento-Davis area to the Bay Area on weekday mornings.
More Equipment
We are doing everything we can to convince our elected officials that we need to order more passenger cars and locomotives, and we need to do it now. Passengers cars take about four years for delivery, and if Caltrans cannot order these cars soon, train crowds four years from now will make today's crowding look like "the good old days." We hope that this new car order will be forthcoming, as voters specifically approved the bond funds for this purpose in November 2006. A new fleet of cars will also have a Business Class section, where you can reserve a seat on-line for additional cost on a specific train. This is in response to passenger requests on surveys from the past several years.
Wireless Network Update
Many of you have been aware of some wireless network testing we conducted over the past few years. While the test worked only so-so, we learned a lot from the results. We learned that a useful service has to be fast and reliable, something the test installations were not; and that there are a lot more uses for a wireless network than for just surfing the 'net many of them operational or safety related. For more than a year, we have been working with rail-experienced wireless network vendors and the Union Pacific Railroad. We had to define the needed capacity of a wireless network to support all the functions we'd like to offer that provides customers with a fast and reliable service. What we need involves a lot more time, effort and money than we first envisioned. Our Business Plan makes this wireless network a priority, for safety and operational functions, as well as for customer convenience.
Electronic Ticketing & Validation
Some significant changes are underway for how tickets are checked. We will soon begin testing electronic ticket readers, which will simplify and speed up ticket validation for train crews. We also hope to implement an online printable ticket option, similar to what airlines use, to eliminate cash fares on trains. We've installed Quik-Trak ticket vending machines at every station, laying the foundation for online ticket purchases as well as SMART card capabilities.
2008 Priorities
Our operating priorities will remain the same: reliability of train service, keeping the tracks in good condition so there are as few slow-orders as possible, trying to provide enough seating for riders during peak travel times, and implementing safety and security measures to continue to deliver quality and safe service.
Our marketing program continues the emphasis on keeping existing riders and filling seats on trains that have available seat. As in past years, due to the continued natural growth in peak hour passengers, we will not have targeted programs for these time slots. Marketing efforts will also increase awareness of trains as a "Green Way to Travel" to help decrease greenhouse gas emissions and help the effort to reduce global warming.
Our capital investment program will focus on reliability and ride quality improvements, capitalized maintenance (with increased service investments targeted for the San Jose end of our line and for increased frequency of service to Roseville, Rocklin and Auburn). Union Pacific tie renewal work will continue in 2008 between approximately Suisun City and Dixon. Passengers can expect a bus bridge during the work period, which has not yet been finalized.
Capital projects we hope to have funded and built are at Benicia, Emeryville, Yolo Causeway and Santa Clara, plus advancement of Trade Corridor Improvement funds for freight capacity/fluidity improvements along the Capitol Corridor route that also benefit our passenger service and that of the San Joaquins.
Look How We've Grown
The Capitol Corridor has been built from basically ground zero since 1991. The voter-initiated capital bond funds approved in 1990 provides the capital investments needed to establish and deliver the intercity passenger rail service we have today. Our Capitol Corridor Joint Powers Authority (CCJPA) Board of Directors is comprised of two members from each of our eight-county district and each of them must also be a Board Member of one of our six member transit agencies (Sound complicated? Somewhat, but it seems to work!).
Since the Capitol Corridor is a complex series of arrangements between the CCJPA Board, BART, Amtrak, Union Pacific Railroad, the California Department of Transportation (Caltrans), the state Business, Transportation & Housing Agency (BT&H), the California Transportation Commission (CTC), our six member transit agencies - Santa Clara Valley Transportation Authority, the San Francisco Bay Area Rapid Transit District (BART), Solano Transportation Authority (STA), Yolo County Transportation District (YCTD), Sacramento Regional Transit District (SacRT), and the Placer County Transportation Planning Agency (PCTPA), some have commented that it is a miracle that it works at all. We believe in miracles, and we now have the third busiest intercity passenger route in the country, called The Capitol Corridor. We offer more intercity service than anywhere else in the nation outside of Amtrak's busy Northeast Corridor.
We have grown from 8 trains a day in 1998, to 32 trains a day, and we have stabilized the state funding required to due so. We are running a 32 train schedule for about the same level of state funding that we were allocated in 2002 for an 18-train schedule. At the same time, our farebox recovery ratio has jumped from 29% in 1998 to 48% in 2007, and is up over 50% for the first quarter of 2008, meeting the state's 50% goal.
Few public service agencies can claim such an impressive record of stewardship of public funding. What has made this possible? We would like to think that prudent "run it like a business" management has had something to do with it, but we also know that the availability of capital money to invest, build, maintain and improve the railroad, the trains and facilities we need to continue to deliver this service to the people of California also had a lot to do with it. This is why we believe California voters supported the Governor's Proposition 1B in 2006, because it had additional capital bond funds to continue our successful, nationally recognized intercity passenger rail program.]]>
Issue 31, December 2007tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.842007-12-01T08:29:22Z2008-02-18T08:59:58Zfrom the Managing Director to you... Dear Capitol Corridor Riders and Friends, Another year has managed to slip by, and as has been my annual custom, I prepare this Holiday Message when St. Nicholas Day (December 6) rolls around. With...
from the Managing Director to you...
Dear Capitol Corridor Riders and Friends,
Another year has managed to slip by, and as has been my annual custom, I prepare this Holiday Message when St. Nicholas Day (December 6) rolls around. With the holiday spirit once again emerging, the sound of carols, the jingling of bells and cash registers, and people generally in a happier mood, it seems a good time to take stock of where we've been, where we are and where we are going. It is also a good time to remember how fortunate we are to live in these United States of America. While no place on this Earth may be perfect, we do have much to be thankful for, living in this land of plenty.
Looking Back at 2007
On the Capitol Corridor line, we have had a very good year, overall. There have been some ups and downs - particularly early in the year with service performance - but as the year went on, reliability improvements came along too. During the last 12 months, there have been some significant changes, mostly good. Our ridership is at an all-time high, and continuing to grow by an annual rate of at least 10%. There are now a million and a half of you on our trains, compared to less than a half-million only nine years ago. While the price of gas is not hurting our growth, most of you started riding well before the big jump in gas prices. As the frequency of our service increased, more riders showed up to take our Capitol Corridor train.
The cost-of-service level paid by the riders is nearly to the state's goal. Last year, riders paid 48% of the cost of service, while the state paid the remaining 52%. The state's goal is for riders to pay at least 50% of the cost of service, and we are almost there. This is a pretty remarkable feat, as nine years ago riders were paying only 29.8% of the costs, and the future of the service was in doubt. Not so today.
Less Expensive AND Greener
Even with our relatively modest fare increases, we are very competitive with other travel options. The average cost for a full-fare ticket is between 20 and 22 cents per mile traveled. If you use a 45-day 10-trip ticket, or a monthly pass, your cost per mile is between 11 cents and 16 cents per mile. The American Automobile Association (AAA) just reported that the average cost to drive your car today is now between 49 and 62 cents per mile, not including bridge tolls or parking. While we are not immune to fuel price increases, our Capitol Corridor car can average 100 passenger-miles per gallon, so we can keep fare increases to a minimum as the number of riders grow.
Besides saving money, riding the train is an environmentally friendly way to travel. By using Capitol Corridor, you are part of a growing trend of people who are making more environmentally conscious decisions. Cars are the number one source of harmful air pollutants in Northern California, so leaving your car home for just one day eliminates almost one pound of smog-forming pollution and 30 pounds of greenhouse gases. More riders are making the choice to ride Capitol Corridor because trains are an efficient option to get to their destinations. Rail travel relieves congestion, cuts pollution and reduces your personal carbon footprint.
More Riders, More Cars
Of course, there is a downside to more riders as well. Trains are getting full. People often cannot occupy more than one seat and every once in a while a train has standees. I guess this is the price of success. We are working with Caltrans (California Department of Transportation, Division of Rail) to assist them in procuring more rail cars and locomotives so that we can offer riders longer trains to comfortably accommodate passengers. This will take time, perhaps as long as 3 to 4 years. In the interim, Caltrans has made a deal with Amtrak to pay for the repair and upgrading of as many as seven Superliner coaches sidelined for wreck-damage; in exchange, California will have the use of these cars for 6 years. Two of these cars are already in service on the Capitol Corridor and San Joaquin trains. This innovative arrangement will give us some breathing room until the new California Cars arrive. Kudos to Caltrans for this program.
2008 Trackwork
Last February and March, Union Pacific conducted a major track renewal and upgrade program between Richmond and Martinez. The Capitol Corridor reduced mid-day service by 4 round-trips to give the track crews more uninterrupted time to complete their work. This year's track work will most likely take place in late Spring between Martinez and Suisun City/Fairfield. While we will provide uninterrupted work windows for the track crews to get the work done as quickly as possible, this year we will provide a bus bridge on late-morning and mid-day trains between Suisun/Fairfield and Martinez. There are simply too many riders now on the Capitol Corridor to curtail service like last year, and this bus-bridge plan actually can help Union Pacific track forces get the work done faster. More will be published about this in March.
What's Planned for Next Year?
We continue to work for additional capital funding from the state, as there are still needs for reliability improvements, but the prospect for state capital funding is about as bleak as I have seen in the last nine years. All the programmed funds for intercity passenger rail that were supposed to come through the Public Transit Account (PTA) have been raided for other purposes, leaving us with virtually no useable capital funding for track and signal improvements in Davis (Yolo crossovers), Benicia crossovers, Emeryville Station track/platform improvements and extended double track in Santa Clara County. Union Pacific has these projects designed and ready-to-build; but each time we think the capital money is about to flow, another state "sleight-of-hand" diverts the funds somewhere else.
All I Want for Christmas is...More Capital Funding!
My concern is that in order to both serve our growing number of riders and increase the reliability of our service, we need a steady stream of a modest amount of capital funding to invest in our service. All four of our above referenced projects will cost a total of $45 million. Rebuilding one highway interchange can cost anywhere from $100 million to $250 million. The Capitol Corridor and the state's intercity passenger rail service need to be recognized as an important component of the state's transportation network, and funding must come along with that recognition. We have the success in California because the voters said they wanted these trains, and they approved the initial capital funding back in 1990 to make it happen. The nearly $2 billion investment of your state tax dollars into the three intercity rail services must be protected with a modest regular stream of capital funding. We are working to accomplish this, but if you have the chance to talk to any of our state legislators, you might want to let them know what this service means to you, and ask for their help in getting this steady stream of capital funding. We can manage the operating costs, if we get some annual capital funding. I am going to ask Santa Claus for some regular capital funding in MY stocking!
While we all have been frustrated by the inability to get more Capitol Corridor trains to Placer County, some recent state developments on the Trade Corridors funding front may present an opportunity to make progress. The level of state funding now projected to be available for Northern California may allow us to carry out some substantial capacity improvements along Union Pacific's Central Corridor (which includes the Capitol Corridor Route). These improvements would address capacity constraints jointly with Union Pacific, the Port of Oakland, the City of Sacramento (for the Sacramento station) and Placer County.
While we do have some challenges, the operation of our Capitol Corridor service is improving, there is steady growth in our ridership and revenue, and the cooperation with Amtrak, Union Pacific Railroad and Caltrans, has really never been better. That is a lot to be thankful for.
Happy Holidays!
To each of you who ride or help deliver our Capitol Corridor service every day, I extend a heartfelt "thank you" to every one of you. We are here to serve the riding public. You are the reason we exist.
On behalf of myself and the entire Capitol Corridor staff and family, we wish each of you a safe, peaceful and happy holiday season! Best wishes for a happy, healthy and prosperous new year!]]>
Special Issue: September 2007tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.862007-09-30T07:35:23Z2008-02-18T08:41:24ZDear Capitol Corridor riders and friends, What happened to Capitol Corridor service on Monday evening October 1? October 1, the first day of our fiscal year started out with a continuation of September's good record for on-time performance. Then, about...
Dear Capitol Corridor riders and friends,
What happened to Capitol Corridor service on Monday evening October 1?
October 1, the first day of our fiscal year started out with a continuation of September's good record for on-time performance. Then, about 5.30 pm, as train #540 approached Martinez Station, the locomotive pushing the train derailed adjacent to Union Pacific Ozol Yard. After the derailment, train #540's locomotive also apparently sideswiped a Union Pacific locomotive parked on an adjacent track. While train #540's locomotive derailed, all passenger cars remained on the tracks, and most passengers were not initially aware of the derailment.
The tracks at the derailment were moved a considerable distance (approximately 4ft.) by the impact of the derailment and all trains in both directions were halted on both sides of the scene. Union Pacific had inspectors on the site to determine if the adjacent main track was in operable condition. Good fortune was on our side and the adjacent main track was determined to be in operable condition, meaning that passenger trains could pass by the derailment site on the other main track once temporary repairs were completed. This all took some time, and Amtrak opened an operations conference call line to ensure that up-to-date information was being provided to the crews, to passengers on trains, and at stations up and down the line, as well as keeping telephone information operators informed of the latest updates. Amtrak police were also dispatched to the scene to assist operating personnel. In addition to train #540, trains #542, 544, 545, 547 and 549 also experienced lengthy delays. The longest delay was for passengers on board train #540, at about 4 hours. San Joaquin trains were also delayed through this area.
Derailments are extremely rare in passenger service and cannot be predicted, and this is the first such incident we have had in more than nine years on the Capitol Corridor involving a scheduled train with passengers on board. A thorough investigation is being conducted by Amtrak and Union Pacific to determine the cause of the derailment and implement any identifiable measures that can be taken to help prevent such incidents in the future.
Union Pacific Railroad estimates that repairs to the damaged track could take 36 to 48 hours. Capitol Corridor trains will continue to operate on one main track, which may result in additional delays through the work area.
To make matters more difficult, this derailment occurred in one of Union Pacific Railroad's busiest routes in Northern California. Please bear with us while repairs are made, so that normal operations can commence. Once again, I apologize for the delay.]]>
Special Issue: August 17th Incidenttag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.852007-08-07T07:32:18Z2008-02-18T08:42:11ZDear Capitol Corridor riders and friends- An apology and a report to you on the events of Friday afternoon and evening, August 17th For those of you who were caught up in the events of Friday afternoon and evening, and...
Dear Capitol Corridor riders and friends- An apology and a report to you on the events of Friday afternoon and evening, August 17th
For those of you who were caught up in the events of Friday afternoon and evening, and there were some two thousand of you on several trains, I apologize to you for your experiences and your delays.I do not need to tell you that this was the worst series of delays, both in terms of duration and numbers of trains and passengers impacted, in the history of the Capitol Corridor service.
First is my apology to you for your delay, and second is my apology to you for the things that did not go right after the incident, particularly on the communication front.
No sooner had we just printed my latest regular quarterly "Message to Riders" (issue #30), wherein I refer to some days being like encountering 'The Perils of Pauline', than the events of Friday made these words harsh reality.
Let me describe to you the events, what was attempted to be done, and what actually happened and why.There are several 'lessons learned' that have emerged from this situation that identify things we need to do better.
I welcome any comments, criticisms and suggestions for improvement from any of you that were caught in this event.(trains@capitolcorridor.org, telephone:1.877.9 RIDE CC, regular mail: Capitol Corridor JPA, 300 Lakeside Drive, 14th floor, Oakland, CA 94568)
What happened?
At about 3.15 pm, Westbound Capitol Corridor train #541 was traveling towards Oakland from Sacramento on Union Pacific Main Track #2, just south of Suisun-Fairfield Station.At a street crossing on Union Pacific Main Track #1 (the location is identified as MilePost 40.1), three trucks with the special ability to travel on the tracks were being positioned to travel along Main Track #1, to pick up debris along the tracks from recently completed trackwork done by railroad forces in days prior.These vehicles belong to an experienced railroad contractor that Union Pacific had engaged specifically for the debris removal work.At the time train #541 was approaching the crossing on track #2, two-of the three vehicles had been properly mounted on the rails on track #1, and they were awaiting the completion of the mounting of the third vehicle, which was still being positioned on track #1.This is the vehicle which was hit by Train #541.It appears that the vehicle was positioned too far into the clearance envelop of track #2, and was struck by the locomotive of train #541.The incident also damaged adjacent signal indicators.
Union Pacific is investigating in detail the circumstances and conformance to mandatory procedures employed regarding this entire incident .However, it is known that Train #541 had been cleared by dispatchers for travel on Track #2, and was operating according the railroad rules and within authorized speed limits.The contractor and the vehicles getting prepared to work on track #1 had been given permission by the railroad dispatchers to occupy track #1.Union Pacific's operating and safety rules are very specific about the circumstances, procedures and conditions when tracks may be occupied by any vehicles that are not freight or passenger trains.These operating procedures and safety rules are recognized as among the best and safest in the industry, and they meet or exceed all Federal Railroad Administration (FRA) standards.
As a result of the ensuing collision, Train #541 was stopped and all service on both main tracks was terminated for a five-hour period while emergency crews removed the one contractor employee with a broken arm and the locomotive engineer (removal of the injured locomotive engineer took several hours due to getting access for a stretcher into the cab), and treated the one passenger for minor injuries, and inspected the railroad facilities (track and signals).Some 149 passengers were on Train #541, but also impacted were trains #543, #547, #549, #536, #538, #540, #542, #544, and all later evening trains.During the 5 hour delay, more than 2,000 Capitol Corridor passengers were delayed, many for the full 5 hours.
At about 3.30 pm when an emergency notice went out to all operating people about the magnitude of the collision and the expected magnitude of delay to trains, immediate actions were implemented.Union Pacific Railroad forces were deployed from Roseville to the site.Amtrak supervisors were dispatched to the site.Carl Malvo, Capitol Corridor's Transportation Officer was at the site and on the phone during the entire event to try to assist Amtrak.An instruction was conveyed by Amtrak to all food service attendants in dining and cafe cars of Capitol Corridor trains already en-route and caught in the delay, to offer food and non-alcoholic beverages to passengers without charge, recognizing that the delay was going to be extensive, although no one anticipated that the delay could be as long as 5 hours, which it was.
Crews were asked to make announcements that an incident had occurred and that the delays would be lengthy.Union Pacific and Amtrak tried to move as many trains as possible into station platform locations to allow passengers to get off the train to try to make alternate travel arrangements.Buses were called to try to build a bus-bridge between Martinez and Suisun-Fairfield Station in an attempt to get passengers to their destinations.At the time buses finally arrived, word was received from Union Pacific that the tracks would be opened shortly.Buses which had boarded passengers transferred them back to trains, only to find out after the buses were released that there was a fuel spill from the truck, and the local fire department would not release the tracks for use until the fuel spill was taken care of.Too many folks, this looked like a saga from the old "Keystone Kops" comedy movies, maybe justifiably so.
Complicating all of this was both the location of the incident, a difficult site along the marsh land in Benicia, and the fact that this occurred on a Friday afternoon (the busiest day for Capitol Corridor travel at the start of the busiest time for travel) during the peak travel hours.Both Union Pacific and Amtrak personnel were caught in heavy traffic on I-80 and I-680 en route to the site.Traffic was so bad that the injured contractor's employee and the train engineer were removed from the site by helicopter. The attempt to get buses deployed was also complicated because it was peak travel time on a Friday, and the traffic on the roads to the train stations that buses would use were also jammed with congested traffic.
Making the frustration level even higher is that the communication system (electronic boards and telephone lines) were not providing specific information that might have useful to passengers.Only one complaint was received about 'not being told anything by the train crew', so I assume that crews told passengers what they knew, which may not have been much.One report from a passenger advised me that the telephone information he was given is that 'all trains are operating on time'.Other passengers were told that trains would be moving within an hour, when in fact, it was several hours.Clearly, we at the Capitol Corridor and Amtrak need to do a better job of using the resources we already have to provide better, accurate and more frequent information updates.
While I cannot recreate Friday and try to change things for the better, I promise you that we will review every aspect of this incident, and, together with our partners at Amtrak and Union Pacific, we will identify what should be done, by whom, and when, if ever an incident like this occurs again that causes the level of disruption to our service that this incident caused.
I am sorry that this report is so long, but I felt each of you that were caught up in Friday's event deserve as complete an explanation as I can provide.
Again, I apologize to all of you who were caught up in this incident and its ensuing extensive delays.]]>
Issue 30, August 2007tag:www.capitolcorridor.org,2008:/about_ccjpa/message_to_riders_new//1.832007-08-01T07:25:12Z2008-02-18T08:42:43ZDear Capitol Corridor riders and friends, In our annual Public Workshops on the Business Plan Update for the Capitol Corridor, you asked us about the results of the on-board surveys that are taken every 6 months or so. Fair enough....
Dear Capitol Corridor riders and friends,
In our annual Public Workshops on the Business Plan Update for the Capitol Corridor, you asked us about the results of the on-board surveys that are taken every 6 months or so. Fair enough.
In this message I will tell you the results, and more importantly, what they mean in general for you as riders, as well as for us as managers of the Capitol Corridor service.
First, when you see or encounter people on the trains conducting these surveys, they are professional survey takers, employed by an independent firm whose sole business is conducting surveys for companies and their customers. The results are assembled and sent to our office and we report them with no modifications. Here's what you told us in the surveys:
You have given us a clear indication where you as riders and taxpayers who support this service want us to make improvements as we plan investments and service schedules for the future. While this service is technically classified as public transport, we make every attempt to operate it as if it were a business trying to satisfy its customers. As we have said in the past, our job is to provide you with the best possible service within the resources made available to us. Our job is to deliver reliable, frequent and convenient train service, and to provide you with good value for the fare you pay to ride. We may not be the cheapest service out there, but we surely want to be the best service out there.
Where we are, what is occurring and why
If you ride the Capitol Corridor often, you may have noticed days with very reliable service, and days that service is erratic at best. We are painfully aware of these fluctuations and we are doing our best to deliver consistently reliable service. In July we finally reached reliability in the above-80% on range. Better, but far from the 90% or better that is our standard. August, so far, has not been so good.
The reasons read like the Perils of Pauline. There has been an epidemic of automotive vehicles and trucks placed on the tracks, and when a collision with a train occurs, even if a fatality is not involved, train traffic is delayed at least an hour while law enforcement and railroad accident investigation teams conduct their interviews and prepare their reports. Additional inspection of possible damage to the rail (track area) must also be conducted before trains are released from the site. Track renewal work, rail gangs replacing worn rail, and tie gangs installing new wooden ties also have caused some delay, along with several signal failures due to power outages or other electrical related problems. Once signal problems are reported, trains must by law and operating rules slow travel speeds until repairs are made. We have also had an unexpected increase in mechanical problems with the trains, either locomotive related problems or issues with control systems. It seems that the more sophisticated state-of-the-art components that are installed on the trains, the greater the likelihood something will not work right and then delay the train. Usually, it is some mundane component requiring a reset or a computer reboot; but on other items, it takes time to find and fix the problem. These issues all delay your trains. We are working with Amtrak mechanical forces, Caltrans, and Union Pacific to try to get a handle on these issues and get them fixed.
We work for you, and getting your Capitol Corridor service to run right is our highest priority. We need to hear about the good things out there, as well as the not-so-good-things. We can only fix what we know about. You are additional sets of eyes and ears for us, so let us know what you see, and what might need attention.]]>
Issue 29, April 07, 2007tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.12007-04-07T18:25:54Z2008-02-18T08:43:41ZDear Capitol Corridor riders and friends, Well, we made it through the track reconstruction program. Unfortunately, we are now dealing with the aftermath of the big trestle fire in Sacramento, resulting in delays due to freight train reroutes and construction...
Dear Capitol Corridor riders and friends,
Well, we made it through the track reconstruction program. Unfortunately, we are now dealing with the aftermath of the big trestle fire in Sacramento, resulting in delays due to freight train reroutes and construction of the replacement trestle. An interim bus bridge is operating for our Placer County riders between Auburn and Sacramento until the tracks are restored.
Proposition 1B Funds
Expectations were high in November when the voters approved Proposition 1B including an additional $400 million for capital investment in our state's intercity passenger rail system. However, it now seems we also need a legislative appropriation to be able to use any of those funds. We are seeking an appropriation of at least $150 million (of the voter-authorized $400 million) in the state budget for the coming year so that Caltrans can go out for bids for more passenger rail cars for our service. It takes about four to five years from the time they are ordered until they are delivered, and I think most of you know we could surely use about ten more coaches on our existing trains today. The order needs to be placed as soon as possible, due to the long delivery time and escalating worldwide steel prices.
We are currently working with state Assemblymembers and Senators on securing this $150 million in Proposition 1B funds. We are hopeful when the state budget is adopted in June (or thereabouts), it will include the appropriation of the $150 million so Caltrans can START the bid process for the new passenger rail cars.
With Success Comes Challenge
In the day-to-day complexities of trying to operate this Capitol Corridor service for you, sometimes I hear the words of Gilda Radner's character "Roseanne Rosannadanna" ringing in my ears. When she performed years ago on Saturday Night Live, her character Roseanne would quote the nonsensical famous sayings of her fictitious father, saying with profound conviction: "It's always something. If it isn't one thing, then it's another."
That's a bit how we feel right now.
With unparalleled passenger rail success, not just on the Capitol Corridor, but all across California, the challenges remain the same: improve on-time performance, minimize freight train conflicts, secure funds to install more crossover switches for operating flexibility, getting more rail cars to accommodate all the folks who want to ride our trains. So, we are staying focused on these basics.
Working with UP on Improvements
Nonetheless , there are some very positive signs that improvement is coming. First, of course, is that the major Union Pacific trackwork for this year is completed. Second, Union Pacific is going to test a new operating plan to improve Capitol Corridor service.
Ridership Keeps Growing
Additionally, we have more riders now than ever. Since the expanded 32 train service plan went into effect late last August, ridership for the first five months of our fiscal year (starting with October 2006) is up 12%. We now carry more than 1,334,000 riders annually, and that number is growing with each passing month. Again, I make a plea to you to make room for the added riders by keeping seats clear of personal belongings. The revenue from every new rider whom we accommodate on the trains allows us to keep your fares unchanged.
Public Workshops
We finished the Public Workshops for our upcoming annual Business Plan Update the first week of March. Some 280 riders participated in nine on-board workshops and one land-side workshop. Thank you to all who attended and commented or made suggestions. Virtually without exception, the riders tell us how much they appreciate our service, and if it would run on-time on a consistent basis, nothing could top it.
Our Goals for the Future
Based on our plans, and your comments, our highest priority for the coming two to four years is improved and consistent reliability of your trains. Everything we are doing, on both the operations side as well as the capital investment side, is focused on improving the on-time reliability of your Capitol Corridor trains.
We know our service is very popular with the riding public, and our management team has an obligation to you - an obligation we take very seriously - to deliver a quality train service when you ride the Capitol Corridor. We are making progress, but we know there is much more to be done. I want you to know that we are working hard to achieve that goal of reliable, quality passenger train service for you.
On-board Survey Results
As many of you know, a third party conducts semi-annual on-board as a means of letting us (both CCJPA and Amtrak) know how you, our passengers, feel about the Capitol Corridor service. Stay tuned in the coming weeks to www.capitolcorridor.org to view ratings of the service.]]>
Issue 29, April 2007tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.822007-04-01T07:22:20Z2008-02-18T08:44:31ZDear Capitol Corridor riders and friends, Well, we made it through the track reconstruction program. Unfortunately, we are now dealing with the aftermath of the big trestle fire in Sacramento, resulting in delays due to freight train reroutes and construction...
Dear Capitol Corridor riders and friends,
Well, we made it through the track reconstruction program. Unfortunately, we are now dealing with the aftermath of the big trestle fire in Sacramento, resulting in delays due to freight train reroutes and construction of the replacement trestle. An interim bus bridge is operating for our Placer County riders between Auburn and Sacramento until the tracks are restored.
Proposition 1B Funds
Expectations were high in November when the voters approved Proposition 1B including an additional $400 million for capital investment in our state's intercity passenger rail system. However, it now seems we also need a legislative appropriation to be able to use any of those funds. We are seeking an appropriation of at least $150 million (of the voter-authorized $400 million) in the state budget for the coming year so that Caltrans can go out for bids for more passenger rail cars for our service. It takes about four to five years from the time they are ordered until they are delivered, and I think most of you know we could surely use about ten more coaches on our existing trains today. The order needs to be placed as soon as possible, due to the long delivery time and escalating worldwide steel prices.
We are currently working with state Assemblymembers and Senators on securing this $150 million in Proposition 1B funds. We are hopeful when the state budget is adopted in June (or thereabouts), it will include the appropriation of the $150 million so Caltrans can START the bid process for the new passenger rail cars.
With Success Comes Challenge
In the day-to-day complexities of trying to operate this Capitol Corridor service for you, sometimes I hear the words of Gilda Radner's character "Roseanne Rosannadanna" ringing in my ears. When she performed years ago on Saturday Night Live, her character Roseanne would quote the nonsensical famous sayings of her fictitious father, saying with profound conviction: "It's always something. If it isn't one thing, then it's another."
That's a bit how we feel right now.
With unparalleled passenger rail success, not just on the Capitol Corridor, but all across California, the challenges remain the same: improve on-time performance, minimize freight train conflicts, secure funds to install more crossover switches for operating flexibility, getting more rail cars to accommodate all the folks who want to ride our trains. So, we are staying focused on these basics.
Working with UP on Improvements
Nonetheless, there are some very positive signs that improvement is coming. First, of course, is that the major Union Pacific trackwork for this year is completed. Second, Union Pacific is going to test a new operating plan to improve Capitol Corridor service.
Ridership Keeps Growing
Additionally, we have more riders now than ever. Since the expanded 32 train service plan went into effect late last August, ridership for the first five months of our fiscal year (starting with October 2006) is up 12%. We now carry more than 1,334,000 riders annually, and that number is growing with each passing month. Again, I make a plea to you to make room for the added riders by keeping seats clear of personal belongings. The revenue from every new rider whom we accommodate on the trains allows us to keep your fares unchanged.
Public Workshops
We finished the Public Workshops for our upcoming annual Business Plan Update the first week of March. Some 280 riders participated in nine on-board workshops and one land-side workshop. Thank you to all who attended and commented or made suggestions. Virtually without exception, the riders tell us how much they appreciate our service, and if it would run on-time on a consistent basis, nothing could top it.
Our Goals for the Future
Based on our plans, and your comments, our highest priority for the coming two to four years is improved and consistent reliability of your trains. Everything we are doing, on both the operations side as well as the capital investment side, is focused on improving the on-time reliability of your Capitol Corridor trains.
We know our service is very popular with the riding public, and our management team has an obligation to you - an obligation we take very seriously - to deliver a quality train service when you ride the Capitol Corridor. We are making progress, but we know there is much more to be done. I want you to know that we are working hard to achieve that goal of reliable, quality passenger train service for you.
On-board Survey Results
As many of you know, a third party conducts semi-annual on-board as a means of letting us (both CCJPA and Amtrak) know how you, our passengers, feel about the Capitol Corridor service. Stay tuned in the coming weeks to www.capitolcorridor.org to view ratings of the service.]]>
Issue 28, December 6, 2006tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.22006-12-06T20:05:25Z2008-02-18T08:45:28ZDear Capitol Corridor riders and friends, Happy Holidays! Here it is, that time of year again, with the December holidays just ahead. As has been my custom every year, I write my Holiday "Message" on December 6, St. Nicholas Day....
Dear Capitol Corridor riders and friends,
Happy Holidays!
Here it is, that time of year again, with the December holidays just ahead. As has been my custom every year, I write my Holiday "Message" on December 6, St. Nicholas Day. Please let me extend to each of you, and your families, my personal "Best Wishes" for a happy holiday season, and to extend these same wishes to you on behalf of the all the dedicated folks on the Capitol Corridor staff, Amtrak's Capitol Corridor management team, and the folks at Union Pacific Railroad, who are all working with us to build a better Capitol Corridor service for you.
15 Years and Counting
In addition to all the holiday excitement, your Capitol Corridor service is also celebrating its 15th birthday. We'll be celebrating with a party at the Sacramento station on December 12th at 12:30pm, and we'd love for you to join us. As our way of thanking you for all your support and loyalty over the years, we're offering our passengers 15% off of any Capitol Corridor ticket (including multi-rides) purchased between December 16 and December 31, 2006. Visit our website for more details.
Where Are We Now?
It hardly seems possible that 5 years have flown by since our 10th birthday. Looking back at just the past year, there were some mighty big changes that happened to your Capitol Corridor. After a very wet and disruptive January and February, things dried out, service improved, and construction work to San Jose was completed in the summer. The single largest increase in service frequency on any Amtrak-operated route went into effect on August 28 on your Capitol Corridor. Travel choices went from 8 to 14 frequencies to/from San Jose on weekdays (+75%), and from 24 to 32 weekday frequencies between Oakland and Sacramento (+33%). Between Sacramento and Oakland, you now have as many daily travel choices as Amtrak riders have between Boston and New York. This is the most frequent intercity passenger rail service in the country outside of the Northeast Corridor. Not too shabby an accomplishment for a new route that first began in December 1991, with just three daily trains each way.
Reliability still isn't where it needs to be yet, but we are focusing virtually all of our efforts now on making reliability improvements (track and signal improvements designed to keep trains on-time).
We also have a pressing need for more passenger coaches to operate longer trains, as our ridership is still growing. For 8 consecutive years, each year has produced a new, record-high level of riders, over-and-above the prior year. Who says Americans won't ride trains? You have proven wrong almost every demographic study done in past decades about Americans' attitude toward train travel. If anything, Capitol Corridor's success has proven that if we build a modern, frequent, reliable and time-competitive passenger train service, Americans will ride trains in droves. You are doing just that, even though we know we still need to work on the reliability of our service.
Thank You California Voters!
There is much we have to be thankful for. Most recently, the voters of California have decided, by approving Propositions 1A and 1B last November 7 that a continued investment in our state's intercity passenger rail should be made. New rail coaches and locomotives are on the state's agenda for purchase. Funds will also be invested in tracks, signals, and other railroad components that increase the capacity of rail lines, both for passenger services as well as for goods movement. I won't say that "Santa Claus delivered," but clearly the voters of California "delivered."
So, What's in Store for 2007?
The first major investment is rebuilding tracks between Richmond and the north side of the Martinez-Benicia drawbridge. This multi-million dollar project will be done between January 22 and February 17. Union Pacific will be installing some 40,000 new wood ties at their own expense. This is the first installment of a multi-year track upgrade project that will eventually extend to Sacramento, and perhaps beyond. It has been more than 10 years since the line was last rebuilt, and, just like on the highways, keeping the road (or railroad) in good condition is critical to being able to operate reliably. On weekdays, there will need to be a 4 week suspension of some late-morning and mid-day trains during the construction period to give the track workers time to do the rebuilding. To complete the work as quickly as possible, Union Pacific forces will work 7 days a week during this 4 week blitz. We will post the interim schedules in stations, on trains, and on the website as soon as times are final.
January/February Service Disruption
The weekday trains that WILL NOT OPERATE during this 4 week window (January 22 through February 17 are expected to be:
#518
#526
#527
#530
#531
#533
#534
#541
(#529 will operate thru to San Jose)
Other trains will operate (some with adjustments to their schedule), although some trains passing through the work area between 8am and 3pm might also experience a few minutes delay.
Weekend and Holiday service should not be significantly impacted, and no changes are planned in the weekends/holiday schedules. Upon completion of the work in February, the full present weekday schedule will be restored. We are letting you know about this as early as we can in the event that your travel plans will be impacted during the work window period. This "short term pain for long term gain" is part of the effort to improve your train reliability. I think all of you know me well enough by now that I would not go along with this plan unless I was convinced it was the best way to get the work done with as little inconvenience to our riders as possible.
More to Come...
During the next year, we expect to see a contract awarded by the state for purchase of more coaches and locomotives, and also release of capital funds from the approved bonds to make several track improvements designed to improve reliability, especially at Emeryville, Benicia-Bahia, and at West Causeway in Davis. Additional double track to San Jose is on the list, as are plans for a new passenger track going east from Sacramento to Roseville to better serve Placer County with more trains. Sacramento Station development is moving along, and the first major project will likely be relocation of the tracks just to the north of the existing station. You will also see construction of new passenger platforms and passenger station tracks, separate from the freight tracks. The Sacramento Station plan, and proposed development around it, is one of the country's most exciting and ambitious transit-oriented development projects. At long last, we may see a train station that indeed is a fitting arrival in the capitol city of the nation's most populated state.
So here we go, off into 2007! Thank you for riding the Capitol Corridor. We know that we work for you, and you have our commitment that we will do everything we can do to make your Capitol Corridor service the best we can make it. As always, please feel free to contact us at info@capitolcorridor.org or at 510.464.6995 to leave a message.
Again, please accept my best wishes to each and every one of you for a wonderful holiday season, and for a happy, healthy and prosperous new year!]]>
Issue 27, September 29, 2006tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.42006-09-29T22:08:45Z2008-02-18T08:46:38ZMessage from the Director From me to you... The New Service Expansion Well, we did it. August 28 came and went, and by any account, things went quite well considering the magnitude of the changes. More intercity trains were added...
Message from the Director
From me to you...
The New Service Expansion
Well, we did it. August 28 came and went, and by any account, things went quite well considering the magnitude of the changes. More intercity trains were added to the Capitol Corridor route than have been added to any single intercity train service in the past four decades, maybe longer. It's a bit hard to tell, as there are few railroad folks around who can remember much further back than that! We added 52% more service to/from San Jose, and 35% more service to/from Sacramento. Now we're running 14 daily trains to/from San Jose, and a whopping 32 weekday and 22 weekend trains between Sacramento and Oakland. I love telling everyone that there are as many trains now running between Sacramento and Oakland as Amtrak runs between Boston and New York on the much-talked-about Northeast Corridor.
Yes, we had a few hiccups and there is still some ongoing "finishing work", but overall, the new schedule is actually operating more efficiently than the former 24 train schedule.
Union Pacific dispatchers in Omaha and Caltrain dispatchers in San Jose (dispatchers control all our train movements) took time to meet with us personally, studied the schedules and tracks and facilities that were built, and in turn, made the best use of these new facilities in keeping our trains moving on or close to schedule. This was no small feat. Union Pacific Railroad now hosts an intercity rail corridor with more frequent passenger service than anywhere else in America, except for the Northeast Corridor. This is not a bad accomplishment for a state that has long been proclaimed "the automobile capital of the planet," and for a railroad that some say is not passenger-friendly!
This new service did not just happen. Aside from the hard work by Capitol Corridor staff, Amtrak and Union Pacific Railroad, the real reason this service happened is that you, the voters of California, approved bond measures back in 1990 directing the state to build an intercity passenger rail system, and those bonds (Propositions 108, 111 and 116) supported the mandate with several billion dollars in state capital funding to carry it out. That vote was, and still is, the only time in America voters were given a chance at the ballot box to take a position regarding intercity passenger trains. It has taken 15 years to deliver the voter mandate, but today California boasts three of Amtrak's top five busiest routes, and 20% of all Amtrak's passengers.
The November Ballot: Propositions 1A and 1B
On November 7, 2006, California voters will again be given a chance again to vote on transportation bond measures. Proposition 1B includes $400 million of additional capital funding for intercity passenger rail. At least $125M of this amount would be allocated for more new passenger coaches and locomotives to help us accommodate the growing intercity rail ridership in California. Proposition 1A seeks to close a loophole in the previously voter-approved Proposition 42 by limiting the ability of the Governor and Legislature to suspend the annual transfer of the sales tax on gas tax to the state's transportation fund. Primarily, any loans from this fund can occur only twice every ten years and that any loans are repaid with interest. To become more informed of these propositions, study the state's voter information brochure that you should be receiving in the mail some time soon.
Several of our new trains are already carrying much heavier loads than we expected after four weeks of operation, so it appears the additional trains were scheduled in the right time slots. We know there are still a few slots that need service, especially leaving Oakland for Sacramento around 6pm, but we simply cannot fill this gap yet without additional coaches and locomotives.
It is the start of the new budget year, and we are having a 5% fare increase in October. The added revenue will help us both pay for the added service and keep up with escalated labor and material prices and fuel costs (thankfully, fuel is in temporary decline). We strive to keep fares as low as we can, and even with the new rates, our average fare will still only be about 20 cents per mile. That's a pretty good value considering the cost per mile is much higher for virtually every other means of travel in the corridorÖwell, maybe bicycle travel is still less costly. We do try to keep our fare increases in smaller bites, and most fares will not change by much more than 5%. As with past fare changes, every dollar of increased revenue is reinvested into your service. Our goal is to deliver you the best quality service we can. We strive for perfection.
Lastly, I would like to thank all of you for your patience during delays suffered during construction of these track projects, and during the weather-related delays of last winter. Improvements in the tracks have been made and the level of regular track maintenance has been increased, all with the goal of delivering a more reliable passenger train service to you. As I've mentioned, we exist to serve you. This is your service.]]>
Issue 26, July 7, 2006tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.52006-07-07T22:31:30Z2008-02-18T08:47:31ZMessage from the Director From me to you... I am going to discuss only two issues in this Message. The first is the great news about expanded train service and the new schedules that will go into effect on August...
Message from the Director
From me to you...
I am going to discuss only two issues in this Message. The first is the great news about expanded train service and the new schedules that will go into effect on August 28. The other is a plea for cooperation from you, our riders. It is a follow-up to my discussion about seat occupancy in the last Message.
Well it is finally going to happen! More trains to/from San Jose, every day. We worked hard to utilize our train sets and the Amtrak crews as efficiently as possible to give you the service you have asked for, and have long awaited.
We will now offer a total of 32 weekday trains, and 22 weekend/holiday trains. Long-time riders will remember that less than eight years ago, there were only 4 trains each way.
We have worked hard to provide you with as much service as we can, given the constraints of available locomotives and coaches and limited state funding. A big thank you is also in order for our partners in this effort: Amtrak, Caltrans, and Union Pacific Railroad. Union Pacific's completion of the State-funded construction projects between Oakland and San Jose has made this service expansion possible. Like they say on highway projects, "These are your tax dollars at work."
More Ways to San Jose
Weekdays, the first two trains to San Jose will stay in their existing slots, but there will be a later morning train (for those late sleepers) arriving in San Jose at 10:00am, and another that arrives at 1:15pm. A new mid-late afternoon train will get to San Jose at 6:45pm. Existing trains will continue to run in about the same time slots as they do now. Trip times between Oakland and San Jose will be reduced by 5-10 minutes. Heading north, existing trains will stay about where they are. However, there will be a new departure from San Jose at 9:10 am, and an earlier afternoon train at 3:05 pm. The "last bus" will be transformed into the "last train," leaving San Jose at 7:15 pm. This last train is probably the single most-requested service we have had on the route.
On weekends, the schedule will be the same as now, but with the addition of an afternoon departure from San Jose at 4:25 pm (the same as the new weekday departure time) and an arrival at 6:45 pm in San Jose, again, the same as the new weekday train.
Nearly all the San Jose trains will operate directly to/from Sacramento via Oakland. We are still finalizing the schedule, so there may be minor changes to what I've listed here, but overall, we are very pleased to bring you additional service. New schedules will be posted in advance at all stations. Some train numbers will change, even if the train times remain unchanged.
More trains to/from Sacramento, too!
Weekdays, the schedule will increase from 12 trains each way to 16.From Sacramento, additional morning trains will leave at 7:00 am, and 8:30 am. Existing train times are revised for later morning trains at 9:20 am, and 10:10 am. The big hole between 2:10 pm and 4:40 pm from Sacramento to Oakland (and San Jose) will be filled with a new departure at 3:35 pm and a new train at 7:40 pm. The last train will run a half-hour later at 9:10 pm. Going to Sacramento, there will be a new early bird train from Oakland at 4:30 am, arriving in Sacramento at 6:30 am. The current 10:45 am train from Oakland will run earlier at 10:15 am. Afternoon departures from Oakland will be at 12:15, 1:25, 2:50, 3:30, 4:10, 4:50, and 5:30 pm, a major improvement. The 3:30 train will still run through to Roseville and Auburn. There will also be a new later train from Oakland to Sacramento at 9:20 pm, again, by popular request.
On weekends, service will increase from 9 trains to 11 trains each way. As with weekdays, the two added round-trips will fill big gaps in afternoon and evening service. The 3:35 pm departure from Sacramento will go all the way to San Jose, just as it will on weekdays. A new 7:10 pm train from Sacramento will provide added choices for riders to travel to the Bay Area, and connect by bus to points south as far as Santa Barbara. From Oakland to Sacramento there will be new trains leaving Oakland at 4:25 pm, and 7:55 pm, again filling service gaps. And, the train to Roseville and Auburn will operate two hours later on weekends/holidays, giving day train-travelers two more hours in San Jose, San Francisco or Sacramento on weekends. Again, this last change is among the most popular rider requested changes.
Joint Ticketing with San Joaquin trains
As an added bonus, by arrangement with Caltrans (California Department of Transportation, Division of Rail), all passengers between Oakland and Martinez will be able to use any train operating between those two points using any valid Capitol Corridor or San Joaquin ticket. For riders in this busy part of our corridor, this will offer you 20 trains per weekday in each direction, or 40 weekday travel choices. San Joaquin trains stop at Oakland, Emeryville, Richmond and Martinez. They DO NOT stop in Berkeley. These San Joaquin trains will now be shown in the Capitol Corridor Timetable as a convenience to our riders.
Seat Occupancy
Now for the "flip side" of all this good news. We need your help and cooperation to continue to improve the Capitol Corridor service, and to use all the state-owned trains in the most efficient manner possible (to generate as much farebox revenue and keep fare increases as low as possible). I wrote about this issue in my last Message. Please do not be a "Seat Hog." We try to provide every passenger with a seat. There are more seats on every train we run than there are passengers, even on those described as "crowded". These trains are only "crowded" (meaning riders cannot find a seat without someone or something in it) because passengers are placing themselves or their belongings on more than one seat.
Please, limit yourself to one seat so that others may be able to sit. A seat with a person in it generates revenue to help us run the Capitol Corridor. A seat with "stuff" or legs and feet traveling on one ticket denies us the revenue from that seat. We need to fill as many seats as possible to generate revenue, otherwise YOUR fare will have to be increased because a paying passenger's seat is filled with "non-revenue" stuff. So please help here. Use the overhead bins/racks to stow your extra belongings. Conductors may ask you to move your things to make room for others who are looking for seatsóplease cooperate. If you want to stretch out, take a window seat, but leave the seat next to you free for another rider.
I am personally riding those trains I get complaints about, and I am counting all seats filled with stuff or extended bodies occupying seats that should be available for paying customers. Soon, you can expect me personally to be asking you to remove these items to make room for other passengers. It is not a job I relish, but if I need to be a "church usher" on the trains, that's what I will be doing. That is how important this issue is right now.
I ask, beg, and plead for your help and cooperation on this issue. It is key to our continued success.
We hope you are looking forward to the added service, and as always, we appreciate your continued patronage.]]>
Issue 25, April 13, 2006tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.62006-04-13T22:51:59Z2008-02-18T08:48:22ZMessage from the Director From me to you... How are things going now? I probably don't have to tell you that service performance has improved dramatically since my February "doom and gloom" message. We are now averaging well above 80%...
Message from the Director
From me to you...
How are things going now?
I probably don't have to tell you that service performance has improved dramatically since my February "doom and gloom" message. We are now averaging well above 80% on-time even with some remaining slow orders, some maintenance and construction work, lots of rain (which hopefully will go away soon!), and just as much freight and passenger traffic along the Capitol Corridor Route as at any time in recent memory.
So, what has changed?
Several things: The major track improvement program between San Jose and Oakland was largely completed by Union Pacific (UP). Only selected street-crossing work remains, and this work will be done on weekends. Also, UP has implemented some management changes in its Omaha Dispatching Center, and track maintenance crews have worked to catch up with the slow orders imposed early in the year, mostly due to the rainy weather. This series of events has really made a positive difference in the delivery of on-time performance of our trains. Again, we aren't there yet, but we are clearly moving in the right direction.
We are sorry for the Winter delays
To sincerely apologize to you, our riders, and to invite back those who had given up on us, we are offering a discount of 10% on the purchase of your May 2006 Monthly Tickets (they went on sale on April 16), and are also offering a 10% reduction in the price of 10-Ride Tickets sold between April 16 and May 15. You can pick the start date of your 10-ride ticket, and the tickets are good for 45 days.
Are there grace periods on tickets?
THERE ARE NO GRACE PERIODS ON TICKETS. PERIOD.
There is a long-standing Amtrak and Capitol Corridor policy regarding the dates during which tickets are valid. Tickets are valid ONLY for the dates indicated on the ticket, after that, they have NO VALUE. When an expired ticket is presented, the conductor must collect that ticket and charge an applicable regular one-way fare for travel. The passenger is entitled to keep the coupon stub receipt only.I am addressing this issue because some passengers have become angered at the conductor when asked to pay the regular full fare when their out-of-date ticket is not accepted. PLEASE abide by the rules. A conductor can lose his/her job for failure to abide by these long-established rules. Discounted tickets are offered as an incentive for frequent travel, and abuse of the rules jeopardizes that benefit for everyone. Just as it is when traveling by airplane, tickets have a valid time period and are NOT valid for use outside the dates printed on the ticket. Again, please abide by the rules. I trust I have cleared up any misunderstanding on this issue. This same information will be printed in our Timetable so that everyone is aware of the policy and guidelines of use of discounted tickets.
Why can't I find a seat on some trains?
I have received several complaints about lack of available seats on some trains. Yes, some trains are very crowded, particularly train #523 and train #538. In fact, train #538 handles more passengers than any other train we operate. That is why you will often see an extra car (if we have it available) on Friday nights. We handle about 1,000 more people on a Friday than any other day of the week.
How crowded is it?
It is sometimes difficult to find a seat, but it is usually because people who are paying for only one seat are occupying two or more seats with their body or their belongings. This situation is neither right nor fair.
I am asking all our riders to PLEASE MAKE ROOM FOR OTHER RIDERS TO SIT DOWN. The ability to accommodate more riders on our trains is essential if we are to generate the revenue we need to control fare increases and improve service. We have a limited number of coaches, so we must deploy what we have in the most efficient way possible. We ask for your cooperation. Empty seats are being counted at the maximum load points (when there are the highest number of people on board) on every train to try to deploy the right number of seats on each train. The general policy is never to have a train with more than 80% of its seats occupied at its maximum load point, and to try to increase the number of seats when that load point gets to 72% of available revenue seats.
Again, we need your help.
We aren't magicians who can make more train cars appear overnight. We are desperately trying to deliver you the best service we can, but frankly, from my own countings on trains, there are a lot of potentially available seats if "stuff" (e.g. feet, pillows, entire bodies) are relocated to allow each paying passenger to occupy one seat. If you want to pay for a second seat, please inform the conductor when your ticket is collected, and he/she will gladly sell you the extra seat, and will issue you a second seat-check for the additional seat. Our seats give you a lot more room than in any airplane, and we will try not to stuff you into about two square feet of floor space, as do airplanes. But we do need your cooperation to make efficient use of the state-owned train cars and the seats that are in them.
So what does the August schedule look like?
A new timetable comes out on April 24, 2006 with minor changes to schedule. However, the August 28, 2006 schedule will reflect a major increase in frequency of service. Every day there will be 14 trains (7 each way) between Sacramento and San Jose. On weekdays there will be 32 trains (16 each way) between Oakland and Sacramento, and 22 trains (11 each way) on weekends and holidays. There will still be only the two daily trains (1 each way) between Sacramento and Auburn.
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You have given us a clear indication where you as riders and taxpayers who support this service want us to make improvements as we plan investments and service schedules for the future. While this service is technically classified as public transport, we make every attempt to operate it as if it were a business trying to satisfy its customers. As we have said in the past, our job is to provide you with the best possible service within the resources made available to us. Our job is to deliver reliable, frequent and convenient train service, and to provide you with good value for the fare you pay to ride. We may not be the cheapest service out there, but we surely want to be the best service out there.
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