Message to Riderstag:www.capitolcorridor.org,2008:/about_ccjpa/message_to_riders//12008-02-18T08:28:17ZMovable Type Open Source 4.1Issue 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.
]]>
Issue 24, Feb. 10, 2006tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.72006-02-10T23:53:29Z2008-02-18T08:49:08ZMessage from the Director From me to you... What has happened to the reliability of our Capitol Corridor train service??? To borrow a line from The Kingston Trio's 1950's hit song Charlie on the MTA: "These are the times that...
Message from the Director
From me to you...
What has happened to the reliability of our Capitol Corridor train service???
To borrow a line from The Kingston Trio's 1950's hit song Charlie on the MTA: "These are the times that try men's souls."
This Message is, without a doubt, the most difficult one I have had to write to you-our riders and our customers. A year ago, on-time Capitol Corridor performance was higher than it has ever been, and Union Pacific's dispatching performance was nearly 100%.
How far down have we dropped?
From February 1, 2005 right up until February 3, 2006, it has been a downward spiral, with this past October, November and December being bad, and January being particularly horrific. Hundreds of you have written to me asking for an explanation, and asking when you can expect things to get better. I have stayed at the office late most nights so I can read your letters. I apologize to each and every one of you.
You have asked fair questions, and you deserve answers.
While I do not have a 'crystal ball' to predict the future, I can tell you what we have done, what we are doing, and I will try to give you a timeline for recovery. First, the ongoing track improvement program (replacement of deteriorated wood ties by Union Pacific crews) between Oakland and San Jose should be completed February 14. I guess we can call that "a St. Valentine's Day present". While we expected SOME disruption and delay, and we did put out an advance notice telling everyone about it, virtually every train that travels south of Oakland has been delayed, and not just by minutes, but sometimes by hours. Even trains that should NOT have been impacted at all by the trackwork, those that start or end their run in Oakland, have been badly delayed as well.
Union Pacific Railroad (UPRR) owns the entire 170 miles over which we operate, with the exception of about 2 miles. UPRR dispatchers control Capitol Corridor trains. While Union Pacific's freight business has grown substantially in the last two years, this growth has had a negative impact on the reliability of your passenger service. UPRR's handling of Capitol Corridor trains is not simply a matter of 'convenience' or 'preferential priority' for passenger trains. Union Pacific has a contract to operate our passenger trains at 90% on-time or better. UPRR also has the opportunity to earn an incentive payment when Capitol Corridor trains achieve an on-time monthly average of 92% or better. Disappointingly, no incentive money has been earned by UPRR since January 2005. This is the one check we WANT to write.
When the State of California made its initial $57 million investment into the then- Southern Pacific (SP, now UPRR) tracks between Oakland and Sacramento, on-time contractual provisions were included. Since then, the state through the CCJPA, has invested about another $60 million in capacity and reliability improvements to UPRR property along the Oakland-San Jose and across Yolo Causeway. These capital investments were made with the concurrence and support of UPRR, and each publicly funded project included a provision to accommodate additional growth of UPRR's freight business. The public now owns the right to operate 22 trains in each direction between Oakland and Sacramento. Only 16 of those slots are currently being utilized, and with the proposed Capitol Corridor train service increases in late August, 20 of the 22 publicly owned slots will be utilized.
UPRR has an obligation to the people of this state, who have paid for the improvements to UPRR's property and facilities, to operate these passenger trains at least 90% on-time, as per their contract, and on the schedule to which UPRR previously agreed.
Two years ago, almost to the day, UPRR crews completed building a second track across Yolo Causeway, eliminating the last major single track congestion point between Oakland and Sacramento. Everyone benefited from this investment. The following April, we reduced travel time by 10 minutes between Oakland and Sacramento, thereby getting Capitol Corridor passenger trains out of the way of freight trains 240 more minutes per day than in the previous schedule. The CCJPA's top priority for funding is now the installation of a universal crossover at the west end of the Yolo Causeway, a project that was planned but not initially constructed due to limited state capital dollars available when the second track across the Causeway was being built.
What happened to UPRR's Capitol Corridor performance following the April 2004 schedule change? The service never ran so well. UPRR delivered our trains on time for eight consecutive months at 90% or better, to you, our customers. UPRR's dispatching performance was between 96% and 98% on time. However, since February 2005, that top quality service performance has continually eroded, and is still in decline. During this entire time period, there was no change to the number of scheduled Capitol Corridor trains. Our train frequency is the same as it was in April 2003. January 2006 brought new havoc: rain, mudslides between Martinez and Pinole, and a BNSF track 'blitz' in the Central Valley that caused BNSF freights to be added to UPRR freights out of Oakland.
What have we done to try to improve the situation?
We have continued regular meetings with UPRR through the Corridor Improvement Team, but these meetings have not yet accomplished their intended goal of better reliability. The Chair of the Capitol Corridor Board, Roger Dickinson of Sacramento (and a Sacramento County Supervisor), went to Omaha and raised the issue of poor on time performance face-to-face with Mr. Dennis Duffy, Executive Vice President of Operation of UPRR. Mr. Dickinson conveyed his concern and displeasure with the UPRR's performance of our trains, based on his own experiences in using Capitol Corridor trains. Mr. Duffy explained the complex problems UPRR is facing in the growth of its freight business, but he did state that UPRR will make a concerted effort to deliver Capitol Corridor trains more reliably, and that this objective would be more likely to be achieved once the current track renewal work south of Oakland is completed. As I said earlier, this track work is slated to be complete by February 14.
Additionally, the crescendo of complaints has now reached officials far above my office. Many of these officials deal with issues involving freight service across the state and across the nation. Many participants in formulating state policy now actually ride the Capitol Corridor trains to/from Sacramento, and their personal experiences are coloring the public perception of UPRR among major California public funding agencies, agencies whose jurisdiction includes consideration of major capital funding programs that will also benefit freight railroads and goods movement. We have worked hard to establish a real partnership with Union Pacific, and we remain hopeful that Union Pacific will be able to deliver on its share of that partnership, as it was delivering a year ago.
So what's next?
Following February 14, we expect to make an announcement that regular riders, who have endured day-after-day of less-than-expected reliability, will be offered a substantial discount on monthly and 10-trip tickets for an upcoming month-most likely April. We recognize that it will do us no good to reduce the price of a ticket if the service doesn't get any better. We will monitor closely UPRR performance for a few weeks after February 14 before we say to you "come on down" and buy a ticket. The last thing we want is to have lots more folks coming back to our trains with bargain-priced tickets and then getting continued unreliable service. When you pay to ride our trains, you should get what you are entitled to: a train that runs on its published schedule, at least 90% of the time--maybe more, but certainly not less.
We will continue to work for you until you have the level of on-time service you deserve, and it is sustained. You have my personal commitment to this goal.
Again, this has been a very difficult Message for me to write, both because the news is not as good as it could be and because this situation has strained our good working relationship with Union Pacific. I would not normally talk about this in public. However, the current circumstances are not normal, and the conditions of Capitol Corridor train unreliability have become painfully public by themselves.
I do believe we will get through this difficult time by March or April, and that your service will once again be restored to the level of reliability you deserve.]]>
Issue 23, Dec. 8, 2005tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.82005-12-09T00:03:18Z2008-02-18T08:50:06ZMessage from the Director From me to you... Well, here it is St. Nicholas Day again (December 6), and, as has been my tradition for over 35 years, my holiday "Message" gets written. The Holiday Season is a special time...
Message from the Director
From me to you...
Well, here it is St. Nicholas Day again (December 6), and, as has been my tradition for over 35 years, my holiday "Message" gets written. The Holiday Season is a special time for me and all of us at the Capitol Corridor office to say "thank you" to you, our loyal customers and riders of the Capitol Corridor trains. May this festive season bring peace and hope to you, your families and friends, and may the coming year bring you all health, happiness and prosperity.
The Capitol Corridor trains are truly your trains--built, bought and operated with your passenger fares and state tax dollars. The Capitol Corridor office staff exists solely to serve you and provide you with the highest quality passenger rail service we can deliver. We know that it is not yet a perfect service, but we, along with our partners at Amtrak and Union Pacific Railroad, are striving to make it the best passenger service we can provide.
It has been another eventful year, with some real highs, and a few "not-so-highs." On the "not-so-high" side, our on-time performance has suffered, and reliability has not been where it should, can and must be, since January 2005. I can provide a list of reasons, none of which matter when you count on the train being on-time. Every effort is being made by the Capitol Corridor office, Amtrak and Union Pacific Railroad to restore the high level of on-time performance enjoyed prior to February 2005. The construction work between Oakland and San Jose (more tracks) and the maintenance work all along the line (tie replacements, new crossover switches, a dedicated UPRR track maintenance gang) will contribute substantially to our ability to deliver better on-time service when completed late next summer.
Virtually every other performance statistic indicates continuous growth and demand for our train service. Ridership increased 8% above the prior year, to a new record-high of more than 1,260,000 passengers, cementing the Capitol Corridor as the third busiest route in Amtrak's national system. More impressive, our revenue increased 16%, with big gains in off-peak and weekend travel, the places where we have had the greatest available capacity. On weekday mornings and evenings, it is no secret that some trains are close to full, which is compounded by some passengers still occupying more than one seat, thereby denying other passengers the opportunity to sit down until a conductor has to request removal of a body, parcels or feet from otherwise unoccupied seats.
This revenue growth also results in a cost-recovery-from-fares ratio of 43% (up from 38% last year), the highest in the history of Capitol Corridor service since 1998, and well on the way to achieving the state's goal of a 50% recovery.
All of this growth has happened with no change in the number of trains operated, for more than two-and-a-half years now. This is what the industry calls "pure growth".
Our successful ridership growth is putting pressure on the train equipment and track infrastructure - driving the need for capital investment for more locomotives and passenger coaches and railroad projects (double and triple track, added crossovers, new track alignments and bridges and/or structures).
Elimination of vehicular highway crossings is also high on our list for safety and security of the right-of-way, as is the provision of more modern technology for security upgrades at stations and on the trains, selling and collecting tickets, and establishing real-time passenger manifests (who is on-board) for every train. You will see increased emphasis on modernizing these functions in the coming years. You may also see some new on-board customer amenities involving electronic technology, as well as continuation of our efforts to provide wireless internet service on all our trains.
Probably the most visible changes, and the most attractive to riders, will be the expansion of Capitol Corridor train service next fall. There will be more trains to/from San Jose. At least 7 trains will operate each way daily, and there will also be a significant increase in service between Oakland and Sacramento, with as many as 16 trains each way on weekdays, and 12 on weekends. These new trains should spread the current ridership demand to the new trains, relieving some of the crowding pressure off of our most heavily traveled trains. Overall, this service expansion is the equivalent of a 25% increase in our scheduled seated capacity to try to better accommodate your needs and the needs of the new riders who seem to "discover" our trains every day.
The Capitol Corridor service exists for you, our riders. You are the reason we exist, and we are committed to making the Capitol Corridor the best public service offered by a transportation entity, anywhere. As I've said before, we are not where we want to be by a long shot, but we are in way better shape today than we were 7 years ago, and we are well on our way towards accomplishing the goals set for the Capitol Corridor by our Board some 4 years ago.
Happy Holidays!]]>
Issue 22, Nov. 1, 2005tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.92005-11-02T00:24:26Z2008-02-18T08:51:02ZMessage from the Director From me to you... Dear Capitol Corridor Riders and Friends, It's been quite a busy few months since my last message to you. There's a lot happening with Capitol Corridor that I'm excited to tell you...
Message from the Director
From me to you...
Dear Capitol Corridor Riders and Friends,
It's been quite a busy few months since my last message to you. There's a lot happening with Capitol Corridor that I'm excited to tell you about.
Oakland Coliseum Station
The new station opened as scheduled on June 6, and it has been doing a growing business, especially now that Raiders and A's fans have discovered how well the train works for catching weekend day games at the Coliseum.
Oakland-San Jose Construction Progress
Union Pacific track and signal forces have been building more capacity between Oakland and San Jose in anticipation of increased Capitol Corridor service to/from San Jose next year. Two of the three construction segments have been completed and are now in service. Unfortunately, the recent hurricanes in the south, and the unprecedented growth in the rail freight business have made the market for railroad parts (ballast, rail, ties, and signal components) much more competitive - resulting in later delivery times for some of our materials. Consequently, the start date for the expanded service to San Jose has changed from spring 2006 to late summer 2006. Caltrain is procuring and installing the signal materials for the junction in Santa Clara at "CP Coast" where the Capitol Corridor and ACE trains join the Caltrain Line into San Jose. Delivery time for those materials should allow for completion of the signal installation also in late summer.
Oakland-San Jose Track Improvement Program
To provide you with overall improved service, we have been trying to get the EXISTING tracks upgraded between now and the time the new service goes into effect. I am pleased to report that this effort has been successful. Union Pacific, ACE and Capitol Corridor are sharing in the cost of this track improvement program between Oakland and San Jose, with Union Pacific contributing the largest share of the cost. The first section (a wood tie installation/replacement program) started in mid-October and will be finished in mid-November. This has caused both Capitol Corridor and ACE trains to institute buses on certain days between Oakland or Fremont and San Jose. This has also caused delays to some trains operating between Oakland and Sacramento. We apologize for those delays, but we also want you to know that the "gain" after the "pain" will be more reliable service for all riders and a better ride quality, in addition to more frequent service.
By February or March of next year you will also see something relatively new along the Capitol Corridor: concrete ties. Union Pacific is upgrading its track construction standards by using more concrete ties throughout its system. Concrete ties are more stable and retain their alignment and placement for a longer time than wood ties. One of the first places you will see these ties is through station platform areas. The new second main track across Yolo Causeway (the track on the north side of the Causeway) was Union Pacific's first concrete tie installation on the Capitol Corridor route.
You may also have noticed that your ride is a bit smoother when traveling over switches along the Capitol Corridor. Once again, Union Pacific is installing a new component for these switches (called "a spring frog"). These devices dramatically reduce wear on the rail crossing points and reduce the "banging" on the wheels as the train moves more smoothly over the switch. As an added bonus, the spring frogs are more likely to keep the track within acceptable federal tolerances so trains are less likely to encounter "slow orders" due to damaged or worn "frogs". Spring frogs almost eliminate the need for welding at these crossing points, and more importantly, the need to reduce train speeds to 10 mph while repairs are being made. You don't see much of this from the train, and you may not even notice the new crossing points, but they have a lot to do with our efforts to keep your trains on time and provide you with a comfortable ride.
On-Time Performance
We know that on-time performance has slipped in the past month or so, in large part due to the trackwork along the Capitol Corridor route. Union Pacific replaced the rail on some curves along the route during September. The track improvement program will likely impact service until mid-November, and then again early in 2006 for a few weeks. When the construction dates are firm, we will post trackwork dates and information at stations, on board trains, as well as on our website and e-newsletter (CC Rail Mail).
Performance Statistics
How did we do for the Fiscal Year that just ended September 30, 2005? Pretty darn well. In fact, we can say with confidence that "it was our best year yet". Are we where we want to be or need to be? Not by a long shot, but every effort is being made to bring you the service you deserve. All our plans and our efforts are designed to accomplish this goal. Here are the FY2005 results compared to FY2004:
2004
2005
Change
Riders
1,100,000
1,253,000
+8%
Revenue
$13,5000,00
$15,200,000
+16%
Cost-recovery from Fares
38%
43%
+13%
On-Time Performance
85%
85%
n/c
New Call Center and Phone Number
Effective October 1, 2005, CCJPA initiated our next phase of improved customer service by opening a locally based call center. The new phone number is 1-877-9RIDECC (1-877-974-3322). What this means for our passengers is improved customer care with local representatives who are familiar with the Capitol Corridor service, route and connecting transit options. Localizing the call center also results in a cost savings that ultimately translates into more amenities and improved service for you.
Fare Changes
Even with the dramatic rise of fuel prices, we are not planning a Capitol Corridor fare change until spring of next year. We have been able to allocate other savings in our budget to cover fuel increases without having to come back to you with another fare increase. Our state funding is again flat (for the 5th consecutive year). However, with our regular, relatively small fare increases, we can continue to deliver a quality service to you and expand that service modestly, to give you more value for your money. Our fares, especially the discounted multi-ride fares, are now much more than competitive with costs for auto travel, and we want to keep them that way. Every dollar of increased revenue is reinvested into your service.
Federal Funding/ Amtrak
Congress is listening. The U.S. Senate adopted an Amtrak appropriation of $1.45 billion; while the House number is $1.2 billion. The final number will be agreed to in their "Conference Committee," and is likely to be somewhere between the two. This is good news for Amtrak and good news for the Capitol Corridor. You may want to let your Congressional representative know how important train service is to you during the Congressional recess.
We are also hopeful that Senate Bill 1516 (a bi-partisan comprehensive bill to improve our nation's passenger rail service) will be enacted this Congressional session. It contains a provision for establishment, for the first time ever, a federal share for states to invest in intercity passenger rail. As most of you know, California is the leader in passenger rail development and expansion, virtually all with state, voter-approved, tax dollars. The trains you are riding are owned by the State of California, and California is well positioned with existing matching funds to take immediate advantage of any new federal capital funding program.
California's Position on Intercity Passenger Rail: Both of California's legislative houses (Assembly and Senate) have adopted a joint resolution in support of Amtrak funding and the federal capital investment capital program. This places the highest elected legislative body of the most populated state in the nation (California) clearly on record with Congress as being in support of the major components of Senate Bill 1516. If you have the opportunity, say "thank you" to your state legislators for passing AJR-18 on August 30, 2005. AJR-18 was authored jointly by Assembly Members David Jones (D-Sacramento) and Tim Leslie (R-Tahoe City) and in the Senate by Senators Abel Maldonado (R-Santa Maria), Denise Ducheny (D-San Diego) and Christine Kehoe (D-San Diego).]]>
Issue 21, Jun. 1, 2005tag:www.capitolcorridor.org,2007:/about_ccjpa/message_to_riders_new//1.102005-06-01T23:35:19Z2008-02-18T08:51:45ZMessage from the Director From me to you... Dear Capitol Corridor Riders and Friends, New Timetable Date The new Timetable for the Capitol Corridor will become effective June 6, 2005. The only train schedule change is that train #544 will...
Message from the Director
From me to you...
Dear Capitol Corridor Riders and Friends,
New Timetable Date
The new Timetable for the Capitol Corridor will become effective June 6, 2005. The only train schedule change is that train #544 will depart a few minutes later from San Jose and service to Oakland Coliseum Station will start. There are some bus changes, including the termination of Amtrak Thruway bus service to Monterey (due to low ridership and the resulting high cost) and the transfer of the Grass Valley-Auburn motorcoach service to Gold Country Stage. We expect that you will see the next Timetable change in early 2006, and in it you will see major service improvements all along the Capitol Corridor.
Oakland Coliseum Station
The new Oakland Coliseum Capitol Corridor Station will go into service starting Monday, June 6, 2005. This City of Oakland station project completes the first of three segments in our Phase I work to expand service south of Oakland. Union Pacific Railroad (UPRR) constructed the tracks and signals for the new station under contract to the Capitol Corridor Joint Powers Authority (CCJPA); and the City of Oakland built and will maintain the station parking lot, ramp to the pedestrian overpass and associated improvements. The station provides direct Capitol Corridor access to sports and other events at the Oakland Coliseum/ Arena, and another direct BART connection for train riders. Connections to/from Oakland International Airport can also be made via AirBART shuttles or AC Transit buses that berth directly in front of the BART Station entrance on San Leandro Street.
More San Jose Service In Early 2006
During the summer and fall of this year, UPRR construction forces will complete Segment 2 (Newark Junction double track), and UPRR and Caltrain construction forces will complete Segment 3 (CP Coast double track in Santa Clara) of the Phase I track capacity improvement program between Oakland and San Jose. Starting about February, more Capitol Corridor trains will operate to/from San Jose, and travel times between Oakland and San Jose will be reduced. UPRR, ACE and the Capitol Corridor also hope to complete a major tie-renewal program on the existing tracks to allow for shorter travel time and better ride quality.
On-Time Performance
After a few weeks of 'hiccups' following the conversion of the UPRR's dispatch system in February and early March, on-time performance has stabilized at about 88%. Again, this is good, but not good enough. The CCJPA, Amtrak and UPRR are working together to get the Capitol Corridor service delivered to you, the customer, at 92% on-time or better. Even with the 'hiccups', the Capitol Corridor on-time performance is the best in its history, and it also vies for the best in the entire Amtrak system. You deserve reliable, ontime service, and I want to assure you that you have an entire team of railroad professionals working to see that you get it.
More Placer Service?
UPRR's freight operation is beginning to smooth out, but Roseville Yard continues to be a crucial component in UPRR's western railroad network. We are hopeful that, as the UPRR freight performance improves, capacity modeling will resume and the added Placer trains can commence when track/yard capacity improvements are made.
Fare Changes
As 'promised' in our Business Plan workshops in March, fares for one-way/round trip tickets will increase in June as part of Amtrak's national summer pricing program, and multi-ride tickets (monthly, 10-ride) will go up modestly (approximately 5%). We don't like raising fares any more than you do, but our locomotives 'pull up to the fuel pump' too. Our state funding is flat (4 years so far), and the same funding is proposed again for next year. However, with the regular, relatively small fare increases we make, we can continue to deliver a quality service to you and expand that service modestly to give you more value for your money. Our fares, especially the multi-ride ticket prices, are more than competitive with costs for auto travel, and we want to keep them that way. Every dollar of increased revenue is reinvested into your service.
Federal Funding/Amtrak
A lot has happened since the March 'Message' regarding federal funding and Amtrak. States, Chambers of Commerce and your Capitol Corridor staff (myself included) have been back to Washington, walking the halls of Capitol Hill and meeting with Members of Congress to convey the importance of preserving and improving our nation's intercity passenger rail system, and funding it adequately so it can do the job it is capable of doing. Many of you, our riders, have taken it upon yourselves to contact your elected Congressional representatives, and the message is being heard, indeed, from all across the land.
As an alternative to the U.S. DOT's budget proposal for Amtrak ('zero' budget, plus impractical and unimplementable 'reforms'), the Amtrak Board itself, all appointees of President Bush, prepared its own plan for reforming and adequately funding Amtrak. David Laney, Chair of the Amtrak Board presented the Board's plan (now commonly referred to as "The Laney Plan") before Congress and requested federal funding of $1.812 billion for 2006. Of this amount, only $575 million is for operations of the entire country's passenger rail system, with a substantial part of the balance being for capital investments, repairs and rolling stock, largely for the Northeast Corridor. The Laney Plan calls for Amtrak to 'remain whole' as an organization, but it also sets the stage for the introduction of new elements of competitive procurement.
The most important proposal for California and our sister states, is the call for establishing, for the first time, a federal matching program for capital investments in intercity passenger rail service. These funds would flow to the states, not Amtrak, and the states would have to come up with 20% of the project costs to draw down the 80% federal share, just as is done for highways. Many riders on the Capitol Corridor are surprised to learn that there is no federal funding in our service. The only two sources of revenue we have for operating costs is farebox revenue and state subsidy. For capital investments, it is 100% state funding. Your cars and locomotives were bought and paid for with state funds, and the 'Amtrak California' fleet is owned by the State of California. The voters of California approved the bonds for the state's passenger rail system in 1990, and the investment of those bond funds has made our state's passenger rail success story possible.
The CCJPA is eager for the establishment of a federal capital matching program, as we desperately need more rail cars and locomotives to handle our continuously growing ridership. Capitol Corridor JPA Chair Roger Dickinson (also Chair of the Sacramento County Board of Supervisors) has publicly put the CCJPA solidly behind the financial concepts in The Laney Plan, as well as the bi-partisan federal Amtrak/ intercity passenger rail funding bills HR 1630 and HR 1631.
In California, our state legislature has also been active in the passenger rail debate. A bi-partisan joint resolution of the California Assembly and the Senate has been introduced, identified as 'AJR-18'. AJR-18 has already passed the Assembly (55 to 11) and is expected to be heard in the Senate shortly. AJR is authored jointly by Assembly Members David Jones (D-Sacramento) and Tim Leslie (R-Tahoe City) and in the Senate by Senators Abel Maldonado (R-Santa Maria), Denise Ducheny (D-San Diego) and Christine Kehoe (D-San Diego). You may wish to thank these elected officials for representing your interests on this issue at the state level. Such local and state actions are seriously considered in Washington, as they clearly represent the will of the people 'back home', and this action by our state legislators may already have had a positive influence on the Washington scene.
As we have said before, the Capitol Corridor and the Amtrak-operated intercity passenger services in the State of California require the continued existence of Amtrak to carry out our services and programs. We are hopeful that The Laney Plan and its major components are adopted and funded by Congress soon. A federal matching share for capital investments for California cannot come too soon. We have proven that even here in California, the state known as 'the auto capitol of the planet', people will ride intercity passenger trains by the millions IF they are modern, frequent, reliable and reasonably time-competitive.]]>
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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