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San Joaquin Corridor

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					San Joaquin Corridor
S T R AT E G I C P L A N
                      Richmond
                                        Martinez Sacramento
                San Francisco    Emeryville
                                Oakland
                                              Antioch

                                                                     Lodi

                                                                  Stockton




                                                 Modesto

                                          Turlock-Denair




                                                           Merced




                                                                  Madera
Prepared for CALIFORNIA DEPARTMENT OF TRANSPORTATION January 2008
                                                                    Fresno




                                                          Hanford

                                                                                 Visalia
                                                   Corcoran
                                                                     Tulare


                                                                                 Porterville
                                                                      Delano
                                                Wasco


                                                                                      DRAFT
                                        Wheeler Ridge

                                                                   Tehachapi




                                                                   Rosamond

                                                        Newhall
                                                                         Lancaster




                                     Los Angeles
                                                                               San Joaquin Corridor Strategic Plan



TABLE OF CONTENTS


1.0     EXECUTIVE SUMMARY ............................................................................. 1-1
  1.1         PURPOSE AND NEED FOR IMPROVEMENTS ............................................................................. 1-1
  1.2         OVERVIEW OF THE SAN JOAQUIN CORRIDOR ......................................................................... 1-2
  1.3         COMMUNITY AND STAKEHOLDER OUTREACH ......................................................................... 1-4
      1.3.1          Short-Term ..............................................................................................................1-4
      1.3.2          Medium-Term ..........................................................................................................1-4
      1.3.3          Long-Term...............................................................................................................1-5
  1.4         DEFINITION OF ALTERNATIVES .............................................................................................. 1-5
      1.4.1          Alternative 1: Capacity and Service Enhancements ................................................1-5
      1.4.2          Alternative 2: Overnight Service to Los Angeles......................................................1-5
      1.4.3          Alternative 3: Service to Wheeler Ridge ..................................................................1-5
      1.4.4          Alternative 3a: Pacific Surfliner or Metrolink Service Expansion to Newhall ............1-5
      1.4.5          Alternative 4: Service Extension to Visalia...............................................................1-6
      1.4.6          Alternative 5: Service Extension to Porterville .........................................................1-6
  1.5         COMPARISON OF ALTERNATIVES........................................................................................... 1-2
      1.5.1          Service and Performance ........................................................................................1-2
      1.5.2          Cost-Effectiveness ..................................................................................................1-2
      1.5.3          Community Benefits or Impacts...............................................................................1-2
      1.5.4          Environmental Benefits or Impacts ..........................................................................1-2
  1.6         PREFERRED ALTERNATIVE AND IMPROVEMENTS .................................................................... 1-2
      1.6.1          Immediate Improvements ........................................................................................1-3
      1.6.2          Short-Term Improvements.......................................................................................1-3
      1.6.3          Medium-Term Improvements...................................................................................1-3
      1.6.4          Long-Term Improvements .......................................................................................1-4
  1.7         POTENTIAL SAFETY IMPROVEMENTS ..................................................................................... 1-6
      1.7.1          Grade Crossing Safety ............................................................................................1-6
      1.7.2          Station Safety Improvements...................................................................................1-6
  1.8         RAIL PROJECT FUNDING ....................................................................................................... 1-6
  1.9         INSTITUTIONAL ISSUES AND NEXT STEPS ............................................................................... 1-7
2.0     INTRODUCTION.......................................................................................... 2-1
  2.1         WHAT IS THE STRATEGIC PLAN?........................................................................................... 2-1
3.0     PURPOSE AND NEED FOR IMPROVEMENTS ......................................... 3-1
  3.1         THE PURPOSE ...................................................................................................................... 3-1
  3.2         THE NEED FOR IMPROVEMENTS ............................................................................................ 3-1
      3.2.1          Growth.....................................................................................................................3-2
      3.2.2          Reliability.................................................................................................................3-2
      3.2.3          Capacity ..................................................................................................................3-2
      3.2.4          Air Quality/Environmental Issues.............................................................................3-2



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4.0      OVERVIEW OF THE SAN JOAQUIN CORRIDOR......................................4-1
   4.1        HISTORICAL CONTEXT .......................................................................................................... 4-1
   4.2        EXISTING CONDITIONS ......................................................................................................... 4-2
   4.3        SAN JOAQUIN CORRIDOR REGIONS ...................................................................................... 4-4
      4.3.1          Northern Regions.................................................................................................... 4-4
      4.3.2          Central Counties ..................................................................................................... 4-6
      4.3.3          Southern Region..................................................................................................... 4-7
   4.4        TRAVEL MARKETS ............................................................................................................... 4-8
   4.5        RAIL SERVICES IN THE VALLEY ............................................................................................. 4-9
      4.5.1          BNSF Railway......................................................................................................... 4-9
      4.5.2          Union Pacific Railroad............................................................................................. 4-9
      4.5.3          San Joaquin Valley Railroad ................................................................................... 4-9
      4.5.4          Amtrak / Amtrak California .................................................................................... 4-10
      4.5.5          Altamont Commuter Express (ACE) ..................................................................... 4-10
   4.6        RELATED PLANNING STUDIES............................................................................................. 4-11
      4.6.1          ACE Corridor Analysis and Service Expansion Analysis....................................... 4-11
      4.6.2          California High-Speed Rail.................................................................................... 4-11
      4.6.3          Metropolitan Transportation Commission Bay Area Regional Rail Plan ................ 4-12
5.0      COMMUNITY AND STAKEHOLDER OUTREACH .....................................5-1
   5.1        PUBLIC OUTREACH ACTIVITIES ............................................................................................. 5-1
      5.1.1          Print Materials......................................................................................................... 5-1
      5.1.2          Public Workshops ................................................................................................... 5-1
      5.1.3          Presentations.......................................................................................................... 5-2
      5.1.4          Seat Drops.............................................................................................................. 5-2
      5.1.5          Distribution of Materials at Events........................................................................... 5-3
      5.1.6          Distribution of Materials to Stations......................................................................... 5-3
      5.1.7          Hotline Log.............................................................................................................. 5-3
      5.1.8          Web Site ................................................................................................................. 5-3
      5.1.9          Other....................................................................................................................... 5-3
      5.1.10         Newsletter............................................................................................................... 5-3
   5.2        COMMENTS AND QUESTIONS BY STAKEHOLDERS .................................................................. 5-3
      5.2.1          On-time Performance and Reliability ...................................................................... 5-4
      5.2.2          Service Quality........................................................................................................ 5-4
      5.2.3          Destinations ............................................................................................................ 5-5
      5.2.4          Frequency, Timing, Scheduling, and Interregional Service ..................................... 5-5
      5.2.5          Safety and Security................................................................................................. 5-6
      5.2.6          Grade Crossings, Separations and Consolidations................................................. 5-6
      5.2.7          Travel Time............................................................................................................. 5-6
      5.2.8          Direct Connections ................................................................................................. 5-6
      5.2.9          Bus Connections, Bus/Train/Air Transfers and Cross-ticketing ............................... 5-6
      5.2.10         Environmental Issues.............................................................................................. 5-7
      5.2.11         Cost of Rail; Cost to Riders..................................................................................... 5-7
      5.2.12         Infrastructure and Equipment.................................................................................. 5-7
      5.2.13         Additional Stations and Stops ................................................................................. 5-8
      5.2.14         Research, Planning and the Strategic Plan............................................................. 5-8
      5.2.15         Building Political Support for Rail ............................................................................ 5-9


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                                                                               San Joaquin Corridor Strategic Plan



      5.2.16         Other .......................................................................................................................5-9
  5.3         FEEDBACK FROM THE OUTREACH PROCESS .......................................................................... 5-9
      5.3.1          Short-Term ..............................................................................................................5-9
      5.3.2          Medium-Term ..........................................................................................................5-9
      5.3.3          Long-Term............................................................................................................. 5-10
6.0     DEFINITION OF ALTERNATIVES .............................................................. 6-1
  6.1         ALTERNATIVE 1: CAPACITY AND SERVICE ENHANCEMENTS .................................................... 6-1
  6.2         ALTERNATIVE 2: OVERNIGHT SERVICE TO LOS ANGELES ....................................................... 6-1
  6.3         ALTERNATIVE 3: SERVICE TO WHEELER RIDGE ..................................................................... 6-1
  6.4         ALTERNATIVE 3A: PACIFIC SURFLINER OR METROLINK SERVICE EXPANSION TO NEWHALL ..... 6-1
  6.5         ALTERNATIVE 4: SERVICE EXTENSION TO VISALIA ................................................................. 6-2
  6.6         ALTERNATIVE 5: SERVICE EXTENSION TO PORTERVILLE ........................................................ 6-2
7.0     COMPARISON OF ALTERNATIVES .......................................................... 7-1
  7.1         CRITERIA FOR ALTERNATIVE COMPARISON ........................................................................... 7-1
      7.1.1          Service and Performance ........................................................................................7-1
      7.1.2          Cost-Effectiveness ..................................................................................................7-1
      7.1.3          Community Benefits / Impacts .................................................................................7-2
      7.1.4          Environmental Benefits / Impacts ............................................................................7-2
  7.2         EVALUATION OF ALTERNATIVES ............................................................................................ 7-3
      7.2.1          Service and Performance ........................................................................................7-3
      7.2.2          Cost-Effectiveness ..................................................................................................7-8
      7.2.3          Community Benefits or Impacts............................................................................. 7-13
      7.2.4          Environmental Benefits or Impacts ........................................................................ 7-16
8.0     PREFERRED ALTERNATIVE AND IMPROVEMENTS .............................. 8-1
  8.1         CAPACITY AND PERFORMANCE ANALYSIS ............................................................................. 8-1
  8.2         IDENTIFICATION OF IMPROVEMENT PROJECTS ........................................................................ 8-2
      8.2.1          Immediate Improvements ........................................................................................8-2
      8.2.2          Short-Term Improvements.......................................................................................8-2
      8.2.3          Medium-Term Improvements...................................................................................8-3
      8.2.4          Long-Term Improvements .......................................................................................8-4
  8.3         PASSENGER VS FREIGHT PROJECTS ..................................................................................... 8-6
9.0     POTENTIAL SAFETY IMPROVEMENTS.................................................... 9-1
  9.1         GRADE CROSSING SAFETY ................................................................................................... 9-1
      9.1.1          Federal Funds .........................................................................................................9-1
      9.1.2          State Funds .............................................................................................................9-2
      9.1.3          Local Funds.............................................................................................................9-2
      9.1.4          Quiet Zones.............................................................................................................9-3
  9.2         STATION SAFETY IMPROVEMENTS ......................................................................................... 9-3
      9.2.1          Bakersfield...............................................................................................................9-4
      9.2.2          Wasco .....................................................................................................................9-4



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       9.2.3       Corcoran................................................................................................................. 9-5
       9.2.4       Hanford................................................................................................................... 9-5
       9.2.5       Fresno .................................................................................................................... 9-6
       9.2.6       Madera ................................................................................................................... 9-7
       9.2.7       Merced.................................................................................................................... 9-7
       9.2.8       Turlock-Denair ........................................................................................................ 9-8
       9.2.9       Modesto.................................................................................................................. 9-8
       9.2.10      Stockton Stations.................................................................................................... 9-9
       9.2.11      Lodi....................................................................................................................... 9-10
       9.2.12      Antioch.................................................................................................................. 9-10
       9.2.13      Sacramento .......................................................................................................... 9-11
       9.2.14      Martinez................................................................................................................ 9-11
       9.2.15      Richmond ............................................................................................................. 9-12
       9.2.16      Emeryville ............................................................................................................. 9-12
       9.2.17      Oakland Jack London Square............................................................................... 9-13
10.0      RAIL PROJECT FUNDING ........................................................................10-1
   10.1     RAIL PROJECTS ON SAN JOAQUIN CORRIDOR ..................................................................... 10-1
   10.2     EXISTING FUNDING............................................................................................................. 10-1
       10.2.1      Existing Funds Available for Underway, Programmed, and Proposed Immediate
                   Projects................................................................................................................. 10-1
       10.2.2      Existing Funding Sources Available for Proposed Short-, Medium-, and Long-Term
                   Projects................................................................................................................. 10-4
   10.3     FUNDING SOURCES ............................................................................................................ 10-6
       10.3.1      Federal ................................................................................................................. 10-6
       10.3.2      State ..................................................................................................................... 10-7
       10.3.3      Regional ............................................................................................................... 10-8
       10.3.4      Local ..................................................................................................................... 10-8
   10.4     FUNDS FROM POTENTIAL NEW SOURCES ............................................................................ 10-9
       10.4.1      California High Speed Rail Bond........................................................................... 10-9
       10.4.2      The Regional Rail Plan ......................................................................................... 10-9
11.0      INSTITUTIONAL ISSUES AND NEXT STEPS ..........................................11-1
   11.1     HISTORY OF THE SAN JOAQUIN RAIL COMMITTEE................................................................ 11-1
   11.2     ROLES OF THE MEMBERS TO THE SERVICE AND ON THE COMMITTEE ..................................... 11-1
       11.2.1      Division of Rail ...................................................................................................... 11-1
       11.2.2      Amtrak .................................................................................................................. 11-2
       11.2.3      The San Joaquin Valley Rail Committee............................................................... 11-3
       11.2.4      The Strategic Plan and the Committee ................................................................. 11-3




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                                                                        San Joaquin Corridor Strategic Plan



LIST OF FIGURES
Figure 1.2.1 San Joaquin Intercity Rail and Feeder Bus Routes .......................................................1-3
Figure 1.4.1 San Joaquin Corridor Alternatives.................................................................................1-1
Figure 1.6.1 Preferred Improvement Alternative ...............................................................................1-5
Figure 4.2.1 San Joaquin Intercity Rail and Feeder Bus Routes .......................................................4-3
Figure 4.6.1 Bay Area 2050 System Map without High Speed Rail................................................. 4-14
Figure 4.6.2 Bay Area 2050 System Map with High Speed Rail (Altamont and Pacheco Pass)...... 4-15
Figure 6.0.1 San Joaquin Corridor Alternatives.................................................................................6-3
Figure 6.1.1 Alternative 1: Capacity and Service Enhancements......................................................6-4
Figure 6.2.1 Alternative 2: Overnight Service to Los Angeles ...........................................................6-5
Figure 6.3.1 Alternative 3: Service to Wheeler Ridge........................................................................6-6
Figure 6.4.1 Alternative 3A: Pacific Surfliner or Metrolink Service Expansion to Newhall..................6-7
Figure 6.5.1 Alternative 4: Extension to Visalia .................................................................................6-8
Figure 6.6.1 Alternative 5: Extension to Porterville............................................................................6-9
Figure 8.2.1 Preferred Improvement Alternative ...............................................................................8-5



LIST OF TABLES
Table 4.3.1 Station Facilities in Northern Regions.............................................................................4-6
Table 4.3.2 Station Facilities in Central Regions ...............................................................................4-7
Table 4.3.3 Station Facilities in Southern Regions ............................................................................4-8
Table 5.1.1 List of Public Workshops Held........................................................................................5-2
Table 7.2.1 Forecast Ridership Estimates for San Joaquin Corridor .................................................7-4
Table 7.2.2 Forecast Ridership Estimates for Overnight Service to Los Angeles..............................7-4
Table 7.2.3 Forecast Ridership Estimates for Service to Wheeler Ridge ..........................................7-5
Table 7.2.4 Forecast Ridership Estimates for Service Extension to Newhall.....................................7-6
Table 7.2.5 Forecast Ridership Estimates for Extension to Porterville ..............................................7-8
Table 7.2.6 Estimated Increase of O&M Costs for Alternative 1........................................................7-9
Table 7.2.7 Estimated Increase of O&M Costs for Alternative 2...................................................... 7-10
Table 7.2.8 Estimated Increase of O&M Costs for Alternative 3...................................................... 7-11
Table 7.2.9 Estimated Increase of O&M Costs for Alternative 4...................................................... 7-12
Table 7.2.10 Estimated Increase of O&M Costs for Alternative 5.................................................... 7-13
Table 9.1.1 Crash Sites with Multiple Incidents 1995-2004 ...............................................................9-1
Table 10.3.1 Details of Underway, Programmed, and Proposed Immediate Capital Projects ........ 10-2
Table 10.3.2 Details of Proposed Short-, Medium-, and Long-term Capital Projects...................... 10-4



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                                                              San Joaquin Corridor Strategic Plan



1.0       EXECUTIVE SUMMARY
The California Department of Transportation (Caltrans) initiated the development of this Strategic
Plan to formalize the short-, medium-, and long-term visions of the San Joaquin Corridor, given the
anticipated population growth, the need to address the importance of rail as a transportation option in
the Central Valley, and the funding availability to meet the projected needs.

Through an extensive public outreach program, project alternatives for the corridor have been defined
and assessed. This Plan presents a summary of these alternatives and the relative merits of each
based on order-of-magnitude cost estimates and collaboratively-developed evaluation criteria. The
screening process involved an evaluation of the constructability, service and performance, community
benefits and impacts, and environmental benefits and impacts of each alternative.

This Plan then concludes with a proposed timeline and schedule of recommended projects based on
these evaluations and screening efforts, thus creating a plan of action for the corridor over the short-,
medium-, and long-term.

1.1     PURPOSE AND NEED FOR IMPROVEMENTS
The purpose of the San Joaquin Corridor Strategic Plan is to develop a program of improvements that
would increase rail ridership, revenue, capacity, reliability, and safety within the corridor. Key
stakeholders include Amtrak, BNSF Railway, Union Pacific Railroad, and metropolitan planning
organizations and/or regional transportation planning agencies throughout the corridor. They provided
input on the proposed improvements through a series of pubic meetings and workshops.

Objectives of the Strategic Plan include the following:

      Foster better communication and understanding among stakeholders at all levels (owners and
      operators of the rail corridor, government agencies, elected representatives, and the public).

      Using existing inventories and databases, analyze current technologies utilized to protect at-
      grade crossings and develop a menu of options that can be deployed to enhance safety and
      reduce delays to trains as a result of accidents. In addition, prioritize a list of crossings along the
      corridor needing immediate enhanced protections.

      Screen design options at key locations, so as to focus future work on the most promising
      alternatives.

      Evaluate the potential market and operational feasibility for scheduling additional train
      frequencies between Stockton and Oakland, as well as between Stockton and Sacramento.

      Compare alternatives for possible extensions of train service to Wheeler Ridge (near Grapevine)
      and/or overnight trains across the Tehachapi Pass from Bakersfield to Los Angeles.

      Develop short- and long-term visions for the corridor, contemplating a program of projects for the
      next 20 years.

The need for strategic rail improvements within the corridor relates to:

      Increased congestion and travel delays on roadways associated with the continued growth in the
      region.

      Unreliability of the existing travel modes due to congestion, delays, weather conditions, accidents
      and other conditions.

      The limited capacity of the existing transportation system to effectively move goods and people.


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      Air quality and environmental issues associated with the increasing number of motor vehicles and
      additional highway construction.

      Increased potential for accidents at at-grade crossings as automobile and rail traffic volumes
      increase.

The San Joaquin Corridor Strategic Plan will develop a set of strategies for meeting these needs in
the San Joaquin Corridor while laying out a plan to guide improvements in the corridor over time.

1.2     OVERVIEW OF THE SAN JOAQUIN CORRIDOR
The San Joaquin Corridor (Bakersfield to Oakland and Sacramento) is a major transportation
resource between Southern and Northern California and boasts the fifth highest ridership of any
Amtrak service in the country. It serves a vital function in providing intercity service within and
between cities in California’s Central Valley.

The 363-miles of the San Joaquin Corridor carry intercity passenger rail and freight service, with
connections to commuter rail services in Stockton. The current operating schedule includes six daily
round trip trains: four between Oakland and Bakersfield and two between Sacramento and
Bakersfield. All trains run between Stockton and Bakersfield. In order to provide the six-frequency
service between all points on the route, connecting buses are provided between Stockton and
Sacramento for trains serving Oakland - Bakersfield; and for trains serving Sacramento - Bakersfield,
connecting buses are provided between Stockton, Oakland and San Francisco. See Figure 1.2.1 for a
San Joaquin route map including the connecting bus service.

The average run time between Oakland and Bakersfield is 6 hours and 13 minutes with an overall
average speed, including station dwell time, of 50 miles per hour. Between Sacramento and
Bakersfield, the average run time is approximately 5 hours and 19 minutes with an overall average
speed of 53 miles per hour. The maximum track speed on the San Joaquin Corridor is 79 miles per
hour.

Amtrak operates the San Joaquin line under provisions of its contracts with the BNSF and UPRR.
Predominant right-of-way ownership is by the BNSF which owns the 276 miles of track from Port
Chicago to Bakersfield. The UPRR owns 39 miles at the north end of the route between Oakland and
Port Chicago and 49 miles in the segment between Stockton and Sacramento.

Chapter 2 provides a detailed description of the corridor, including information on the cities along the
route, existing stations, and rail services provided in those areas, and related planning studies that
are currently underway.




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                                                             San Joaquin Corridor Strategic Plan



                                                Figure 1.2.1
                              San Joaquin Intercity Rail and Feeder Bus Routes




Source: California State Rail Plan, 2005




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A partnership of Caltrans and Amtrak




1.3     COMMUNITY AND STAKEHOLDER OUTREACH
An extensive community and stakeholder outreach program was undertaken for the Strategic Plan,
which included informational flyers, notifications and public meetings at 10 locations across the
Central Valley that were held between November 2006 and March 2007. Built around the theme of
“Let’s Talk Train Travel,” the program included public outreach and input in the following forms:

      Development of print materials;

      Public workshops held in the counties of Contra Costa, Sacramento, San Joaquin, Stanislaus,
      Merced, Madera, Fresno, Kern and Tulare;

      Presentations to groups;

      Seat drops on trains (flyers or surveys placed on each seat of the train);

      Distribution of print materials at events such as the Sacramento Light Rail Transit (LRT) grand
      opening;

      Distribution of print materials at stations;

      Hotlines—e-mail and toll-free telephone—and mailed comment cards and letters;

      Web site; and

      Informal contacts.

The information and many suggestions received through the public outreach program include
potential considerations for short-term (3 to 5 years), medium-term (6 to 10 years) and long-term (11
to 25 years) rail improvements. On-time performance was identified as a critical area for
improvement. Most of the other short- and issues that could be addressed originated with this
reliability factor. Following are the most frequently mentioned issues. Many riders offered specific,
thoughtful solutions for dealing with the issues.

1.3.1     Short-Term

Communication
      Riders and potential riders want information, education, and reassurance. They want it in writing,
      from rail staff and from station staff; and they want more of it. Especially useful would be
      information before and during their travel about connecting with other transit providers.
      Communication becomes especially critical because of the reliability, on-time performance factor.

Safety and security
      Riders want to know their cars will be in the parking lot, untouched, when they return. And, they
      want to feel safe getting to and from their cars and in the stations.

1.3.2     Medium-Term

Scheduling
      More frequency and a lengthening of the schedule day would provide helpful intermediate
      solutions. Riders want more time at their destinations.




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                                                            San Joaquin Corridor Strategic Plan



More stations
      More stations and stops would help to address growth issues and lessen travel times, especially
      for commuters, and address requests for interregional service.

1.3.3    Long-Term

UPRR Corridor
      Add passenger rail to the UPRR corridor.

Direct connections
      Consider direct connections to Los Angeles, the Bay Area, and other points north, south, and
      east.

1.4     DEFINITION OF ALTERNATIVES
Based on public comment and stakeholder input, a set of alternatives for improving San Joaquin
Corridor passenger service was developed, including potential improvements not only along the
existing corridor, but also for enhancing passenger service to Los Angeles and introducing new
services to the east San Joaquin Valley cities of Visalia, Tulare and Porterville. These alternatives are
summarized in Figure 1.4.1 and described below.

1.4.1    Alternative 1: Capacity and Service Enhancements
Alternative 1 focuses improvements for the San Joaquin Corridor on providing a phased approach to
implementing service and capacity improvements along the existing San Joaquin Corridor. Relying on
service projects, public input and existing plans, this alternative would prioritize projects into four
categories of improvements that include “Immediate”, “Near-Term”, “Medium-Term”, and “Long-Term”
projects.

1.4.2    Alternative 2: Overnight Service to Los Angeles
This alternative focuses improvements for the San Joaquin Corridor on returning passenger service
between Bakersfield and Los Angeles over the Tehachapi mountain range. To minimize impacts to
freight traffic over the pass, passenger operations would be limited to no more than two overnight
trips, departing either Bakersfield or Los Angeles during night time hours, arriving at either location in
the early morning hours, providing additional connections with northbound San Joaquin service in
Bakersfield, or southbound Pacific Surfliner or Metrolink trains in Los Angeles.

1.4.3    Alternative 3: Service to Wheeler Ridge
This alternative focuses improvements for the San Joaquin Corridor on providing additional
infrastructure in support of an extension of the San Joaquin service south of Bakersfield to the
Wheeler Ridge/Grapevine area along a largely new right-of-way. This service expansion is intended
to coincide with expanded Pacific Surfliner or Metrolink services to the Newhall station, north of Los
Angeles. The purpose for this service expansion would be to shorten the length of the bus connection
between Los Angeles and the San Joaquin Corridor.

1.4.4    Alternative 3a: Pacific Surfliner or Metrolink Service Expansion to Newhall
Similar to the previous service expansion alternative, this alternative focuses improvements for the
San Joaquin Corridor on expanding Surfliner or Metrolink services to the Newhall station, north of Los
Angeles, without a service expansion to the Wheeler Ridge/Grapevine area. Again, the purpose of
this service expansion would be to shorten the length of the bus connection between Los Angeles
and the San Joaquin Corridor. This alternative is seen as a lower cost alternative to Alternative 3.


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1.4.5    Alternative 4: Service Extension to Visalia
This alternative focuses improvements for the San Joaquin Corridor on providing a service extension
to the Visalia and Tulare areas via the Union Pacific and San Joaquin Valley Railroad out of Fresno.
This would likely operate as a separate train from the San Joaquin service, however depending on
schedules, splitting or joining trains in Fresno may be possible. This service would provide peak
period connections between Fresno and the Visalia/Tulare area.

1.4.6    Alternative 5: Service Extension to Porterville
This alternative is a modification of Alternative 4 that focuses improvements for the San Joaquin
Corridor on extending the service south of Visalia and Tulare to Porterville, with possible bus
connections then between Porterville and Bakersfield. As with Alternative 3, this would likely operate
as a separate train from the San Joaquin service, again depending on schedules, splitting or joining
trains in Fresno may be possible. This service would also provide peak period connections between
Fresno and the Visalia/Tulare and Porterville areas.




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                        San Joaquin Corridor Strategic Plan



          Figure 1.4.1
San Joaquin Corridor Alternatives




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Amtrak California
A partnership of Caltrans and Amtrak




1.5     COMPARISON OF ALTERNATIVES
The alternatives were compared and prioritized in terms of service and performance, cost-
effectiveness, community acceptance and environmental effect. The purpose of the comparison was
to identify a preferred alternative that is implementable and maximizes the overall benefit of the
corridor in the most cost-effective manner.

1.5.1    Service and Performance
The alternatives identified in this strategic plan provide a range of service and performance benefits
to the overall San Joaquin service. Travel time, ridership and overall service benefits or impacts of
each of the alternatives were compared in order to highlight the alternative with the greatest potential
for enhancing the overall operation of the San Joaquin service.

1.5.2    Cost-Effectiveness
The cost-effectiveness, or cost-benefit, of each alternative was evaluated based on estimated capital
or operating costs for implementing the proposed or expanded services, compared to the incremental
increase in ridership forecasted.

1.5.3    Community Benefits or Impacts
As part of the alternative comparison process, several factors relating to the community interests
were reviewed at a high level in order to identify any possible fatal flaws associated with any
alternative. These community based factors include the potential impacts associated with noise and
aesthetic changes; impacts to cultural resources; and impacts to social and economic resources.

1.5.4    Environmental Benefits or Impacts
The environmental impacts of each alternative were also considered during the alternative
comparison process. The existing environmental conditions within the San Joaquin Corridor, including
geological conditions, hydrological conditions, hazardous materials, and natural resources, provided
the baseline upon which the environmental analysis of each alternative was preformed.

Detailed results of the alternatives comparison are discussed in Chapter 7.

1.6     PREFERRED ALTERNATIVE AND IMPROVEMENTS
Based on the comparison of alternatives, the alternative that presented the greatest overall benefit for
the San Joaquin service was Alternative 1. This recommendation is not to completely reject the
concepts of the other alternatives however at this time the overall cost versus benefit of the additional
alternatives does not present a plan that can be funded, implemented and provide the greatest
benefit to existing and future passengers over the next two decades. The remaining alternatives
should however continue to be revisited as the population demand in the Central Valley continues to
increase over the next 25 years.

To assist in identifying the most critical projects to be included in the “Immediate” and “Short-term”
horizons, an operational review that focused on a capacity and performance analysis was conducted
by the BNSF Railway. The analysis tested the train performances across the San Joaquin Corridor
between Richmond and Bakersfield in four simulation scenarios.

The analysis used the Berkeley Simulation Software Rail Traffic Controller (RTC) simulation model to
identify locations where infrastructure projects are and will be required in the short-term and 5-year
time frame to maintain “fluid” movement of all trains (freight and passenger) along the corridor. For




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                                                            San Joaquin Corridor Strategic Plan



the purposes of this analysis, “fluid” has been identified as an overall delay ratio of 25 percent or less
for the entire length of the corridor.

Based on the results of the BNSF Capacity and Performance Analysis, the following projects were
identified and categorized into "Immediate" (1 to 2 year) and "Short-Term" (3 to 5 year) projects.
Those projects identified under the "Medium-Term" (6 to 10 year) and "Long-Term" (11 to 25 year)
are projects that have been identified by the Caltrans Division of Rail in previous studies and reports
as being necessary to accommodate planned service increases beyond the 5-year horizon.

1.6.1   Immediate Improvements
    Second Main Track between Hanford and Kings Park

    Siding Extension at Pittsburg

    Second Main Track between Walnut and Duffy

    Second Main Track between Merced and Le Grand

    Siding Extension at Gregg

    Station Security Improvements

1.6.2   Short-Term Improvements
    Additional Second Main Track between Merced and Le Grand

    Second Main Track between Duffy and Escalon

    Siding Extension at Figarden

    Additional Second Main Track between Oakley and Port Chicago

    Second Main Track Extension at Shirley

    Second Main Track between Jastro and Shafter

    Corridorwide Signal Upgrades

1.6.3   Medium-Term Improvements
    PTC/ETMS Installation

    Stockton to Holt Second Main Track

    Riverbank Second Main Track

    Merced to Winton Second Main Track

    Fresno Grade Crossings and Track Improvements with Second Main Track

    Hammond Siding Extension

    Angiola to Corcoran Second Main Track

    Orwood Siding Extension

    Akers to Lodi Second Main Track




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    Madera to Planada Second Main Track and Curve Realignment

1.6.4    Long-Term Improvements
    Bixler Curve Realignment

    Merced River Curve Realignment

    Wasco to Corcoran Curve Realignment and Track Upgrades

    Modesto Curve Realignment

    Jastro Curve Realignment

    Complete Double-Tracking of San Joaquin Corridor




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                        San Joaquin Corridor Strategic Plan



           Figure 1.6.1
Preferred Improvement Alternative




              - 1-5 -
Amtrak California
A partnership of Caltrans and Amtrak




1.7     POTENTIAL SAFETY IMPROVEMENTS
1.7.1    Grade Crossing Safety
The San Joaquins have over 400 public and private at-grade crossings on the corridor on both the
Union Pacific and the BNSF Railway. On the BNSF Railway alone there are 362 at-grade crossings
with 255 public and 107 private crossings. While these at-grade crossings are critical for the daily
function of many cities, towns and farms, they also pose a hazard to rail operations. On a statewide
basis, the San Joaquin Corridor has 3 out of the top 10 and 8 out of the top 20 at-grade crossings
with the most accidents between 1995 and 2004.1

Generally it is up to the local agency (city, county) to improve grade crossings with state, federal and
local funds that are routinely available to them for roadway projects. The Bellevue Avenue crossing
has the highest number of accidents in the state. In spite of this distinction there are no known plans
for improvements or grade separation at this location. Funding for grade crossing improvements is
scarce. Most of the responsibility for funding grade crossing improvements falls on local jurisdictions.
Section 9.1 provides a description of the available funding sources for grade crossing improvements.

1.7.2    Station Safety Improvements
The San Joaquins have 12 unique stations to the corridor and five shared stations with the Capitol
Corridor on the rail system. The public outreach process identified a great concern for passenger
safety at the stations throughout the San Joaquin Valley. In particular, secure parking was identified
as a primary deterrent to passengers using the train for trips that would require an overnight visit for
fear that their car would be burglarized or vandalized at the station while they were gone. The public
also stated that it was important to have stations that were considered safe so that if someone was
forced to wait for a delayed train, that they would have a comfortable, secure environment to wait for
the train. Section 9.2 provides a list of the stations, their current status and possible improvements.

1.8     RAIL PROJECT FUNDING
Rail project funding relies primarily on state and federal support. However, more and more cities,
counties, and regional agencies are taking funding of commuter and intercity/interregional rail service
into their own hands. This is especially true for relatively low-cost capital projects. Funding allocations
for past, present, and programmed projects on San Joaquin corridor are no different.

Potential funding sources for projects can be classified under three funding categories based on
availability of funds. These are

      Funds currently available – applicable for underway, programmed, and proposed immediate
      projects,

      Funds from potential existing sources – applicable for proposed near-, medium-, and long-term
      projects; and

      Funds from potential new sources.

Since specific details of projects so far into the future can not be ascertained at this stage, specific
funding sources cannot be identified for all projects. Instead, there are various federal, state, local
and other funding sources that have been identified and that may be available. Most of these sources
are currently being used to fund improvements on the San Joaquin Corridor, and are expected to be
available well into the future.


1
 Cooper, Douglas and Ragland, David, Driver Behavior at Rail Crossings. Traffic Safety Center, Berkeley, CA, April 2007. P.
37.



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                                                            San Joaquin Corridor Strategic Plan



At the Federal level, there have been a number of proposals for an ongoing intercity rail capital grant
program, but to date, no program has been enacted. It is difficult to develop long-range service plans
that are dependent upon new equipment and capital projects when funding levels are uncertain. Also,
it is difficult to determine what are the most const-effective capital projects in the short-term, when the
magnitude of the long-term capital program is uncertain. Some sources of existing Federal funds
include:

      The Federal Section 1010/1103 Program and the Federal Section 130 Program

      Federal Excise Fuel Tax

      Transportation Infrastructure Finance and Innovation Act

In addition to Federal funds, the State of California supports many intercity rail projects each through
its many funding programs. These funding programs include:

      Section 190

      Proposition 1B

      State Fuel Excise Tax

      State Sales Tax, Prop 42, and Prop 1A

Regional measures are also a source of funding, particularly in response to Regional Transportation
Plans and Congestion Management Plans. These include:

      Regional Measure 2

As federal and state funding for rail projects become constrained, increasing rail services are relying
on local sources for funding. Local sources include city and county funds secured though general
fund apportionments, local bond measures, or taxes. These funding sources include:

      Local Sales Tax

      -    Fresno County Measure C

      -    San Joaquin Measure K

      General Fund

In addition to existing sources of funding, new sources might be available soon to fund some of the
identified projects. These new sources of funding include:

      California High Speed Rail Bond

      The Regional Rail Plan

1.9       INSTITUTIONAL ISSUES AND NEXT STEPS
The institutional structure of the San Joaquin Valley Rail Committee (SJVRC) and how its
membership currently functions were examined. Based on this assessment, recommendations as to
opportunities for the committee to leverage its role not only as an advisory committee, but also a
political force were developed.




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The Caltrans Division of Rail provides staff support for the SJVRC, which was established February
11, 1987 to "discuss and formulate plans, suggestions, and ideas for changes and improvements to
passenger train service" within the 13 counties which originally made up the San Joaquin Corridor.

In 1987, the 13 counties were Alameda, Contra Costa, Fresno, Kern, Kings, Los Angeles, Madera,
Merced, Sacramento, San Joaquin, San Mateo, Stanislaus and Tulare. In September 2002, San
Mateo County asked to be removed from the Committee. In 2007 Mariposa County became a full
member of the Committee.

Each county may have two representatives, one of whom must be an elected official. Associate
members represent Amtrak, the Public Utilities commission, BNSF, UP, the Metropolitan
Transportation Commission (MTC), Southern California Association of Governments (SCAG), and
Caltrans.

The Committee’s current focus has been on the existing service, its quality and possible service
improvements. However, the Committee could provide more direction in its planning, suggestions and
ideas for improvement to the passenger train service. One way of encouraging the ownership of the
issues by the Committee would be to assign Committee members to planning and analysis reports or
programs that are under development, which are traditionally found under “Item 6 – Reports” in the
package of material presented to the committee. By assigning the committee members with a
reporting function, they will need to interact with the technical and or Caltrans staff to understand the
issues and bring them to the full committee. For example Committee member Dianne Fritz took the
initiative to bring the issue of the Bay Area Regional Rail plan to the Committee. Perhaps she could
be the Long Range Planning liaison for the Committee. Other possible categories would include:
Marketing and Customer Service, Train Operations, Bus Operations, Budget and Legislative and
Capital Projects. Each of the Committee members would be asked to give a report on each of the
topics and possibly craft motions for the committee to act on.

The Strategic Plan has identified an operating plan and the capital projects necessary to produce a
considerable return on investment in ridership and revenue.

The Committee should adopt a strategy and make the tracking of progress a central theme of their
meetings. With a well-established strategy, the Committee could focus on how it will fund projects or
prioritize those projects based on available funding.

The Committee’s adopted strategy should have guiding principles that will be the litmus test as to if a
project or suggestion should be pursued. For example some guiding principals for the committee
could be:

    Run the trains on schedule.

    Make all stations on the corridor safe and attractive.

    Increase the number of round trips.

    Increase ridership cost effectively.




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                                                             San Joaquin Corridor Strategic Plan



2.0       INTRODUCTION
California’s Central Valley, largely known for its agricultural production, has become one of the fastest
growing population centers in California. The population of the San Joaquin Valley was approximately
3.3 million in 2000 and is projected to grow to approximately 5.3 million residents by 2020 (Great
Valley Center, Population Projections for the San Joaquin Valley by County (2000-2050)). With
regional roadway congestion already at an unacceptable level and expected to worsen, the 365-mile
San Joaquin Rail Corridor (which provides through-train service between Bakersfield and both
Sacramento and Oakland/San Francisco via the San Joaquin Valley), is a vital transportation option
throughout the Central Valley. The San Joaquin service has the potential to position itself as the
preferred mode of choice for Valley travelers.

The California Department of Transportation (Caltrans) initiated the development of this Strategic
Plan to formalize the short and long-term visions of the San Joaquin rail corridor given the anticipated
population growth and the need to address the growing importance of rail for the Valley and the
funding availability to meet the projected needs.

Through an extensive public outreach program, project alternatives for the corridor have been defined
and assessed. This Plan presents a summary of these alternatives and the relative merits of each
based on order of magnitude cost estimates and collaboratively-developed evaluation criteria. The
screening process involved an evaluation of the constructability, service and performance, community
benefits and impacts, and environmental benefits and impacts of each alternative.

This Plan concludes with a proposed timeline and schedule of recommended projects based on these
evaluations and screening efforts, thus creating a plan of action for the corridor over the short-,
medium-, and long-term.

2.1     WHAT IS THE STRATEGIC PLAN?
This Strategic Plan provides the formal guide for reaching the stated goals and visions of the San
Joaquin Corridor. It outlines the basic strategies that will be used to achieve the defined short and
long-term goals.

The strategic planning process provides many benefits to the San Joaquin Corridor. It provides a
mechanism for communication among the public, stakeholders and decision makers. Through this
communication process a true understanding of corridor needs has been developed. The planning
process explored various technologies and measures to provide a safer environment along the
corridor in addition to different operational and service options designed to improve service. An
established screening process based on measurable criteria was developed to eliminate impractical
or unfeasible design options and alternatives in order to narrow the focus to those elements that can
realistically be implemented in the short or long term.

The specific purpose of the San Joaquin Corridor Strategic Planning Process includes:

      Fostering better communication and understanding among stakeholders at all levels;

      Analyzing current technologies to enhance safety and operating efficiency;

      Screening out impractical design options or alternatives;

      Evaluating the potential market and operational feasibility of increasing train service; and




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    Examining the potential extension of train service within the San Joaquin Valley and/or to Los
    Angeles.

This document has been structured to formulate a vision for the future of passenger rail in the San
Joaquin Valley based on the outcomes of the strategic planning process. The Plan identifies how to
prioritize operating goals and the requisite capital projects to meet the service needs of the corridor in
the immediate (1 to 2 years), short (3 to 5 years), medium (6 to 10 years) and long term (11 to 25
years).




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                                                               San Joaquin Corridor Strategic Plan



3.0       PURPOSE AND NEED FOR IMPROVEMENTS
3.1     THE PURPOSE
The purpose of the San Joaquin Corridor Strategic Plan (the business plan) is to develop a program
of improvements that would increase ridership, revenue, capacity, reliability, and safety. Key
stakeholders include Amtrak, BNSF Railway, Union Pacific Railroad, and metropolitan planning
organizations and/or regional transportation planning agencies throughout the corridor. They provide
input on the aforementioned improvements through a series of pubic workshops, meetings and
written communications.

Objectives of the business plan include the following:

      Fostering better communication and understanding among stakeholders at all levels (owners and
      operators of the rail corridor, government agencies, elected representatives, and the public).

      Using existing inventories and databases, analysis of current technologies utilized to protect at-
      grade crossings, development of a menu of options that can be deployed to enhance safety and
      reduce delays to trains as a result of accidents. In addition, prioritizing a list of crossings along the
      corridor needing immediate enhanced protections.

      The screening of design options at key locations, so as to focus future work on the most
      promising alternatives.

      Evaluate the potential market and operational feasibility for scheduling additional train
      frequencies between Stockton and Oakland, as well as between Stockton and Sacramento.

      Compare alternatives for possible extensions of train service to Wheeler Ridge (near Grapevine)
      and/or overnight trains across the Tehachapi Pass from Bakersfield to Los Angeles.

      Develop short- and long-term visions for the corridor, contemplating a program of projects for the
      next 20 years.

3.2     THE NEED FOR IMPROVEMENTS
Over the next 20 years substantial growth is expected within the San Joaquin Valley. A result of the
burgeoning population growth is the increase in regional roadway congestion, travel delays and
associated air quality impacts. With the increasing growth and roadway congestion in the region,
reliable and efficient intercity rail service on the corridor is clearly needed.

The need for strategic rail improvements within the corridor relates to the following reasons:

      Increased congestion and travel delays on roadways associated with the continued growth in the
      region.

      Unreliability of the existing travel modes due to congestion, delays, weather, accidents and other
      conditions.

      Limited capacity of the existing transportation system to effectively move goods and people.

      Air quality and environmental issues associated with the increasing number of motor vehicles and
      additional highway construction.

      Increased potential for accidents at at-grade crossings as vehicular and rail traffic volumes
      increase.




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The San Joaquin Corridor Strategic Plan (the business plan) will develop a set of strategies to guide
the San Joaquin Corridor in meeting those needs while laying out a plan to guide improvements in the
corridor over time.

3.2.1       Growth
The population of the San Joaquin Valley is expected to grow to 9.5 million by 2050 (Great Valley
Center, Population Projections for the San Joaquin Valley by County (2000-2050)). This substantial
growth will contribute to deteriorating roadway conditions with increased congestion and travel delays
as more and more vehicles crowd the highways. Rail service provides an alternate mode of
transportation to lessen the strain placed on the existing airports and roadways and can move people
more efficiently around the region and state.

3.2.2       Reliability
The reliability of the transportation system is becoming increasingly vulnerable. Existing travel modes
within the San Joaquin Corridor are subject to the effects of increased congestion, delays, weather,
accidents and other conditions. The various conditions placing additional strain on the existing
roadway infrastructure jeopardize its viability as a reliable means of transportation. Unlike automobile
and air traffic, rail operations are not affected by the weather as often. Rail services also typically
provide an alternative mode of transportation that can take travelers away from the daily roadway
congestion and delays.

3.2.3       Capacity
The existing transportation infrastructure has limited capacity to effectively move goods and people.
Future population growth and economic expansion will place further demands on the highways and
airports, as many are already operating at or beyond capacity. An effort is underway statewide to
improve the intercity transportation system, however recent budget cuts have made the
implementation of these improvements extremely difficult.

The level of passenger and freight services operating along the San Joaquin Corridor is constrained
by a corridor that includes extensive sections of single-track. By necessity, only a single train at a
time can be present along any one section of single-track, causing other trains to stack at either end
of these sections. This results in delays, which affects the reliability of the service and therefore its
ability to attract additional riders.

3.2.4       Air Quality/Environmental Issues
A by-product of the increased growth and automobile usage is an increase in emissions and
deterioration of the local air quality. In addition, the growth in population will likely lead to increased
development of roads and highways which would potentially require the removal of and disruption of
valuable natural communities and farmland. The increase in roadways and paved surfaces can lead
to greater degradation of water resources. Caltrans’ Climate Action Program was established to help
achieve the State’s renewable energy goals set forth in AB 32. This Program promotes clean and
energy efficient transportation. Moving passengers by rail will aid in achieving the State goals by
reducing green house gas emissions and providing a means of transportation that is reliable and
efficient and therefore an attractive alternative that can help lower the rate of growth in fuel
consumption and emissions from vehicles.1




1
    California State Rail Plan 2007-08 to 2017-18



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                                                            San Joaquin Corridor Strategic Plan



4.0       OVERVIEW OF THE SAN JOAQUIN CORRIDOR
The San Joaquin Corridor (Bakersfield to Oakland and Sacramento) is a major transportation
resource between Southern and Northern California and boasts the fifth highest ridership of any
Amtrak service in the country. It serves a vital function in providing intercity service within and
between cities in California’s Central Valley.

The 363-miles of the San Joaquin Corridor carry both intercity passenger rail and freight service, with
connections to commuter rail services in Stockton. This chapter gives an overview of the corridor,
including information on the cities along the route, existing stations, the rail services provided in those
areas and related planning studies that are currently underway.

4.1     HISTORICAL CONTEXT
Rail service in the San Joaquin Valley has a long history, dating back to 1865 with establishment of
the Southern Pacific Railroad. Originally formed to construct a rail connection between San Francisco
and San Diego, the Southern Pacific soon established itself as California’s passenger rail provider.
The line to Bakersfield was completed in 1874, and in 1876 the line was extended across the
Tehachapi Mountains and south to Los Angeles.

In 1884 a second railroad began providing service to the San Joaquin Valley. With the purchase of
various rights-of-way and trackage rights from the Southern Pacific, the Atlantic and Pacific
(predecessor to the Atchison, Topeka & Santa Fe Railway [Santa Fe]) began operation between
Bakersfield and the Oakland/San Francisco Bay Area. By the mid-20th century two regular service
passenger trains were being provided by both the Southern Pacific Railroad and Santa Fe to
residents and businesses in the San Joaquin Valley. The Southern Pacific operated the San Joaquin
Daylight which ran between Oakland and Los Angeles and a connecting train, the Sacramento
Daylight, which ran from Sacramento to Tracy. Cross-platform connecting service between the
Sacramento Daylight and San Joaquin Daylight was provided in Tracy. The Santa Fe operated the
San Francisco Chief between the San Francisco Bay Area and Chicago via Stockton, Fresno and
Bakersfield and the Golden Gate between the Bay Area and Bakersfield, with a bus connection to Los
Angeles. Today, the Southern Pacific has been replaced by the Union Pacific Railroad (UPRR), which
acquired the Southern Pacific in 1996. Also in 1996, the Santa Fe was purchased by the Burlington
Northern Railroad to form the BNSF Railway (BNSF).

In May of 1971, Amtrak inherited all nationwide intercity passenger rail services. All passenger
service in the San Joaquin ended at this time, when Amtrak discontinued the San Joaquin Daylight
and San Francisco Chief services in favor of using the Coast Line for service between Northern and
Southern California (Santa Fe had already discontinued Golden Gate service on April 28, 1968).
Amtrak service in the San Joaquin Valley was not reintroduced until 1974. For this revival of service,
Amtrak selected a joint Southern Pacific-Santa Fe route using a connection between the two railroads
at Port Chicago (near Martinez). In March 1974, the new San Joaquins entered into service with one
daily round trip between Oakland and Bakersfield and was entirely funded by Amtrak. State support
for the San Joaquin route started in 1980 when a second Oakland to Bakersfield round trip was
added.

Over time, service on the San Joaquin Corridor has increased from the initial single round trip to the
current level of six daily round trips. Additional service was added as follows:

      February 3, 1980 - second Oakland to Bakersfield round-trip added.

      December 17, 1989 - third Oakland to Bakersfield round-trip added.

      October 25, 1992 – fourth Oakland to Bakersfield round-trip added.



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      February 21, 1999 – service is extended from Stockton to Sacramento with a fifth round trip
      between Stockton and Bakersfield.

      March 18, 2002 – second Sacramento to Bakersfield round-trip added (sixth total round-trip on
      route).

4.2     EXISTING CONDITIONS
The San Joaquin line provides service along the central corridor of the state and with connections to
Thruway Motor Coaches, it services all major cities and numerous communities along the route. The
San Joaquin line is comprised of 363 route miles which extend 314 miles between Oakland and
Bakersfield with 13 intermediate stops, and 49 miles between Sacramento and Stockton with one
additional intermediate stop. See Figure 4.2.1 for a San Joaquin route map including the connecting
bus service.

The current operating schedule includes six daily round trip trains: four between Oakland and
Bakersfield and two between Sacramento and Bakersfield. All trains run between Stockton and
Bakersfield. In order to provide the six-frequency service between all points on the route, connecting
buses are provided between Stockton and Sacramento for trains serving Oakland - Bakersfield; and
for trains serving Sacramento - Bakersfield, connecting buses are provided between Stockton,
Oakland and San Francisco.

The average run time between Oakland and Bakersfield is 6 hours and 13 minutes with an overall
average speed, including station dwell time, of 50 miles per hour. Between Sacramento and
Bakersfield, the average run time is approximately 5 hours and 19 minutes with an overall average
speed of 53 miles per hour. The maximum track speed on the San Joaquin Corridor is 79 miles per
hour.

Amtrak operates the San Joaquin line under provisions of its contracts with the BNSF and UPRR.
BNSF has predominant right-of-way ownership, which includes the tracks from Port Chicago to
Bakersfield. The UPRR owns 39 miles at the north end of the route between Oakland and Port
Chicago and 49 miles in the segment between Stockton and Sacramento.




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                                                             San Joaquin Corridor Strategic Plan



                                                Figure 4.2.1
                              San Joaquin Intercity Rail and Feeder Bus Routes




Source: California State Rail Plan, 2005




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Amtrak California
A partnership of Caltrans and Amtrak




4.3     SAN JOAQUIN CORRIDOR REGIONS
The San Joaquin rail corridor traverses a region with tremendous variation in the nature of the built
and natural environments. The following subsections describe the communities along the rail corridor,
existing rail stations (serving Amtrak intercity rail, commuter rail and local transit services), and some
of the land uses surrounding the corridor. These subsections include:

      Northern Region: San Francisco, Oakland, Emeryville, Richmond, Martinez,                   Antioch,
      Sacramento, Stockton, Modesto, and Turlock

      Central Region: Merced, Madera, Fresno, and Hanford

      Southern Region: Corcoran, Wasco, Bakersfield, and Los Angeles

4.3.1    Northern Regions
The Northern Counties include portions of the San Francisco Bay Area, Metropolitan Sacramento and
northern portion of the Central Valley. The built environment is comprised of largely urban and
suburban areas; however, parts of Contra Costa, San Joaquin, Sacramento, and Stanislaus Counties
include rural and agricultural areas. The San Joaquin and Capitol Corridor Amtrak routes overlap
between Oakland and Martinez in this region. Transfers to Bay Area Rapid Transit (BART), Altamont
Commuter Express (ACE), Amtrak buses, and local public transit services are available at the
stations. See Table 4.3.1 for a summary of the station facilities in this region. Major population
centers and stations in this region include:

City of San Francisco
While Oakland is the northern terminus of the San Joaquin rail service, San Francisco is the northern
terminus for the San Joaquin Corridor with Thruway bus connections between Emeryville, the San
Francisco Ferry Terminal, and the Caltrain Station off Fourth and King Streets in San Francisco. The
Caltrain station provides connections with Caltrain Peninsula Commuter trains, Muni Metro and a host
of local and regional bus connections.

City of Oakland
The San Joaquin line originates at Oakland’s Jack London Square, which is just west of downtown
Oakland and adjacent to the Port of Oakland. Jack London Square provides a ferry connection to San
Francisco, as well as bus connections to Alameda-Contra Costa Transit (AC Transit). An Amtrak train
maintenance facility and UPRR freight yards are located near the Port of Oakland in West Oakland.
The port is one of the largest containerized freight hubs on the West Coast.

City of Emeryville
Following the 1989 Loma Prieta earthquake, the historic Southern Pacific Sixteenth Street Station in
Oakland closed which led to development of the Emeryville Station to provide Amtrak service. The
Emeryville Station serves as the transfer point for passengers traveling to and from San Francisco on
Amtrak's Thruway motorcoach shuttle. Connections to Berkeley and the University of California,
Berkeley are available via Alameda County Transit (AC Transit) from this station. Transfers between
San Joaquin and Capitol Corridor trains are also available.

City of Richmond
The Richmond Station offers the only direct connection to the BART system from San Joaquin trains.
BART provides commuter rail service in the East Bay, San Francisco and areas south of San
Francisco including the San Francisco International Airport. The Port of Richmond is a major seaport



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                                                         San Joaquin Corridor Strategic Plan



dealing primarily with the movement of oil and other petroleum products. The only tunnel along the
San Joaquin Corridor lies between the Richmond and Martinez stations.

City of Martinez
The Martinez Station provides connections via Amtrak Thruway buses to a regional theme park in
Vallejo, Napa, Santa Rosa, and Redwood Empire points in Northern California. In addition,
connections to long distance Amtrak trains serving the Pacific Northwest and Midwest are available.

City of Antioch
The Antioch Station is not staffed and is intended to provide rail service to the growing residential
populations within the area. The area is also home to heavy industries located along the Suisun Bay.
The rural areas of the Central Valley begin just south Antioch. A drawbridge at Orwood is the only
operating drawbridge along the San Joaquin Corridor.

City of Sacramento
As previously mentioned, rail service to the City of Sacramento along the San Joaquin Corridor did
not begin until 1999. Connecting service at the Sacramento Station is available to the California
Zephyr, Capitol Corridor, and Coast Starlight routes plus local Sacramento Regional Transit (RT)
buses and light rail for destinations within the Sacramento region. Amtrak California also provides
connections from this station via their Thruway bus services to Medford (via Redding), Reno (via Lake
Tahoe), Carson City, Grass Valley, and Stockton.

City of Stockton
The San Joaquin route includes two stations in the City of Stockton. The Stockton Amtrak Station
provides service along the BSNF line and serves the San Joaquin route between Oakland and
Bakersfield. Connecting service to local destinations is provided by San Joaquin Regional Transit
(SJRT). The second station is the Stockton ACE station, which primarily serves ACE trains. Only the
San Joaquin trains operating to/from Sacramento stop at the Stockton ACE station. Here,
connections are available to ACE trains and local transit service operated by the SJRT.

City of Modesto
Modesto is the county seat of Stanislaus County and has seen rapid growth in recent years. The new
Modesto Station opened in 1999 and provides transfers to the local public transit system, Modesto
Area Express (MAX) and Stanislaus Regional Transit (StaRT). East of Modesto is the community of
Empire, which has a major freight hub on the BNSF line.

City of Turlock
The unstaffed Turlock/Denair Station is located in the unincorporated community of Denair which is
just east of the City of Turlock. The surrounding region is comprised primarily of agricultural land.
Local transportation connections at the station include the Bus Line Service of Turlock (BLST).




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Amtrak California
A partnership of Caltrans and Amtrak




                                                    Table 4.3.1
                                      Station Facilities in Northern Regions
     Station                       Users                            Staffed   Station Ownership
                        1
     Sacramento                    Amtrak, Regional Transit         Yes       UPRR
     Lodi                          Amtrak, Lodi Bus Terminal        Yes       City of Lodi
     Stockton (ACE)                Amtrak                           Yes       ACE
     San Francisco (Ferry          Amtrak                           Yes       San Francisco Port Authority
     Terminal)
     San Francisco (Caltrain       Caltrain, Muni Metro,            Yes       Peninsula Joint Powers Authority
     Station at Fourth & King)     Amtrak
     Oakland (Jack London          Amtrak                           Yes       Port of Oakland
             1
     Square)
                    1
     Emeryville                    Amtrak                           Yes       City of Emeryville
     San Francisco Ferry           Amtrak                           Yes       Port of San Francisco
     Building
     Richmond                      BART, Amtrak                     No        City of Richmond
                1
     Martinez                      Amtrak                           Yes       City of Martinez
     Antioch                       Amtrak                           No        City of Antioch
     Stockton                      Amtrak                           Yes       BNSF
     Stockton ACE                  ACE, Amtrak                      Yes       ACE
     Modesto                       Amtrak                           Yes       City of Modesto
     Turlock/Denair                Amtrak                           No        BNSF
NOTES:
1 Also served by Capitol Corridor and Amtrak long-distance trains

4.3.2       Central Counties
As the rail corridor moves south, the character of the surrounding area is increasingly rural, although
with sectors of urban development. Rail ridership is less commuter-oriented, with a focus instead on
longer-distance, intercity travel. See Table 4.3.2 for a summary of the station facilities in this region.
The major population centers and stations in this region include:

City of Merced
The Merced Station is located in downtown Merced. Merced serves as the “Gateway to Yosemite,”
with the station serving as a transfer point for motorcoaches serving Yosemite National Park.
Motorcoach service is also available to the Salinas and Monterey Bay area to the west. Additional
regional transit service to and from the station is provided by Merced County Transit, UC Merced
Campus Shuttle Bus Service (CaTracks Shuttle), and Yosemite Area Regional Transportation System
(YARTS).

City of Madera
The small city of Madera is located approximately 18 miles north of Fresno. The Madera Station is
unstaffed.




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                                                                San Joaquin Corridor Strategic Plan



City of Fresno
The Fresno Station is located in the heart of the Central Valley. From the station, regional transit
connections are available on Fresno Area Express and Coalinga Transit which offers once a day
service between Coalinga and the Amtrak Station. Just south of downtown is Calwa, BNSF’s major
Fresno yard and terminal facility.

City of Hanford
The Hanford Station building is the oldest station building along the San Joaquin Corridor. It is one of
the busiest stops on the Amtrak San Joaquin route with ridership usually ranking second or third in
the Valley. The station is a connecting point for Amtrak motorcoaches serving the east to Visalia, and
west across the coastal mountains to Paso Robles and San Luis Obispo. Regional transit is provided
by Kings Area Regional Transit (KART).

                                             Table 4.3.2
                                Station Facilities in Central Regions
    Station                  Users                          Staffed       Station Ownership
    Merced                   Amtrak                         Yes           Caltrans
    Madera                   Amtrak                         No            BNSF
    Fresno                   Amtrak                         Yes           City of Fresno
    Hanford                  Amtrak, Local Agencies         Yes           City of Hanford


4.3.3   Southern Region
The southern region is primarily dominated by agricultural uses. See Table 4.3.3 for a summary of the
station facilities in this region. The major population centers and stations in this region include:

City of Corcoran
The unstaffed Corcoran Station serves the small town which has a mostly agricultural economy,
although Corcoran is also home to the state’s largest prison. A new rail station was built in 1999 and
has regional transit connections on Corcoran Area Transit with advance reservations.

City of Wasco
The small City of Wasco is located 25 miles north of Bakersfield. The Wasco Intermodal Station was
completed in 2006. Regional transit service connections are available with Kern Regional Transit and
Wasco Dial-A-Ride.

City of Bakersfield
The southern rail terminus of the San Joaquin route is in the City of Bakersfield. A new multimodal
passenger facility opened in 2000 and offers connecting service via Amtrak Thruway coaches to Los
Angeles and other Southern California destinations including Santa Barbara, Long Beach, San
Fernando Valley, Hemet, Indio, Victorville, Imperial County, and Las Vegas. Local transit connections
are available through Golden Empire Transit District (Metro Bakersfield) and Kern Regional Transit.

City of Los Angeles
While Bakersfield is the southern terminus of the San Joaquin rail service, Los Angeles is the
southern terminus for the San Joaquin Corridor with Thruway bus connections between Bakersfield
and Los Angeles Union Station. Union Station provides connections with Metrolink commuter trains,
Amtrak’s Pacific Surfliner, Southwest Chief, Sunset Limited and Coast Starlight, LA Metro Red,
Purple and Gold Lines and a host of local and regional bus connections.



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Amtrak California
A partnership of Caltrans and Amtrak




                                                    Table 4.3.3
                                     Station Facilities in Southern Regions
      Station                      Users                          Staffed           Station Ownership
      Corcoran                     Amtrak, Local Agencies         Yes               City of Corcoran
      Wasco                        Amtrak, Local Agencies         Yes               City of Wasco
      Bakersfield                  Amtrak                         Yes               City of Bakersfield
      Los Angeles Union Station    Amtrak, Metrolink, LA          Yes               ProLogis
                                   Metro


4.4     TRAVEL MARKETS
The San Joaquin Corridor provides services to distinct travel markets. One of the simplest indicators
of travel markets is an examination of top city pairs and markets they serve1. In broad terms, the
markets can be described as:

      Bay Area to Central Valley (26% of all trips)

      Bakersfield/Southern California to Central Valley (26% of all trips)

      Bakersfield/Southern California to Bay Area (17% of all trips)

      Sacramento/Stockton to Bakersfield/Southern California (16% of all trips).

      Sacramento/Stockton to Central Valley (15% of all trips)

Each of these travel markets has distinct ridership profiles, but overall they share these common
attributes:

Travel Behavior
      Approximately 75% of all trips on the San Joaquins are for leisure

      Approximately 11% are trips for business

      66% are traveling alone, with only 11% traveling with children, and 23% traveling with other
      adults

      Approximately 50% of patrons used a car to get to and from the station; about 25% used
      connecting Amtrak bus and 25% by other modes

      For most individuals the length of travel time to the station was 22-30 minutes

      If not using the train to their destination:

                 46% would have driven,

                 21% would have taken the bus,

                 13% would have flown,

                 10% would have not taken the trip, and

                 7% would have used a rental or company car.

1
 Amtrak, California Corridors Ridership Information Kit “Report #4 Four Season Demographic, Behavioral, and Attitudinal
Profile of San Joaquin Riders by Major Super City Pairs” September 3, 2004.



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                                                            San Joaquin Corridor Strategic Plan



Traveler Profile
      The majority are women (about 60%)

      60% are employed

      They are fairly affluent (44% with incomes over $50,000)

      They are fairly well-educated; 38% have 4-year college plus; 37% some college / technical
      training and 26% no education beyond high school

      57% Caucasian, 22% Hispanic, 11% African American, 6% Asian

This information is useful when considering the types of projects and amenities that should be
developed for the San Joaquin service.

4.5     RAIL SERVICES IN THE VALLEY
The San Joaquin Corridor is identified as a “shared-use” corridor, which identifies it as hosting
multiple rail services and functions. In this case, the corridor provides both passenger and freight
services. This section outlines passenger and freight owners and operators of the corridor and the
existing or planned service integration that may exist between them.

4.5.1     BNSF Railway
The BNSF Railway (BNSF), headquartered in Fort Worth, Texas, is a railroad corporation that
specializes in transporting freight. The BNSF is one of the four remaining transcontinental railroads
and hosts the second largest railroad network in North America. With globalization, the
transcontinental railroads are a critical trade corridors for goods traveling to and from countries of the
Pacific Rim. As a result of this importance, the BNSF Railway moves more goods than any other rail
system in the world.

BNSF is the primary owner of the railroad right-of-way used by the San Joaquins. The railroad owns a
276-mile section of the San Joaquin Corridor from Bakersfield to Port Chicago. The railroad along this
corridor is primarily single track with 26.10 miles of double track divided among five segments.

4.5.2     Union Pacific Railroad
The Union Pacific Railroad (UPRR) was incorporated on July 1, 1862 in the wake of the Pacific
Railroad Act of 1862. The UPRR was one of two railroads that came together at Promontory Summit,
Utah in 1869 to establish the first transcontinental railroad in North America. Today it is the largest
railroad in North America, operating in the western two-thirds of the United States. The railroad
serves 23 states, linking every major West Coast and Gulf Coast port and provides service to the east
through four major gateways located in Chicago, St. Louis, Memphis and New Orleans. Additionally,
the UPRR operates key north/south corridors,serves all six major gateways to Mexico, and connects
with the Canadian rail systems.

Like the BNSF, the UPRR owns a portion of the railroad right-of-way used by the San Joaquins
including the portion from Port Chicago to Oakland and from Stockton through Lodi to Sacramento.
The 49-mile section of the San Joaquin Corridor on UPRR track from Sacramento to Stockton has
9.30 miles of double track in two segments.

4.5.3     San Joaquin Valley Railroad
The San Joaquin Valley Railroad (SJVRR) is one of several short line railroad companies and is part
of the Sunset Division of Rail America. It operates about 207 miles of track on several lines in
California's Central Valley/San Joaquin Valley, primarily near Fresno and Bakersfield. The SJVRR



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has trackage rights over the UPRR from Fresno - Goshen Junction - Famoso - Bakersfield - Algoso.
The SJVRR also operates for the Tulare Valley Railroad (TVRR) from Calwa to Corcoran and
Famoso. Currently, the SJVRR interchanges with the BNSF Railway at Fresno and Bakersfield and
with the Union Pacific at Fresno and Goshen Junction.

4.5.4    Amtrak / Amtrak California
Currently four Amtrak operated trains travel within the San Joaquin Corridor territory. They include the
San Joaquin, Capitol Corridor, Coast Starlight, and California Zephyr. Several connections to the San
Joaquin are also provided by Thruway bus services from the Pacific Surfliner and Southwest Chief at
both Los Angeles and Barstow.

San Joaquin Corridor
The San Joaquin Corridor is one of three State-sponsored rail services in California. San Joaquin
service is provided between Bakersfield, Oakland and Sacramento serving many of the cities and
communities in the Central Valley. Thruway bus connections are also provided between Bakersfield
and Los Angeles and Oakland and San Francisco. This corridor is the focus of this Strategic Plan.

Capitol Corridor
The Capitol Corridor is another State-sponsored rail service in California and provides service
between San Jose, Oakland, Sacramento and Auburn. It operates seven daily roundtrips between
Oakland/San Francisco and Sacramento, four between San Jose and Oakland and Sacramento, with
one between Sacramento and Auburn. The Capitol Corridor traverses the San Joaquin Corridor along
the UPRR between Martinez and Oakland, a distance of just over 30 miles.

Coast Starlight
Often considered to be one of the most scenic routes in the Amtrak long-distance system, the Coast
Starlight connects the largest metropolitan areas on America's West Coast, from Seattle to Los
Angeles, via Portland, Sacramento, and Oakland. As with the Capitol Corridor, the Coast Starlight
traverses the San Joaquin Corridor along the UPRR between Martinez and Oakland.

California Zephyr
Like the Coast Starlight, the California Zephyr is one of Amtrak’s long distance trains providing
service between the Bay Area (Emeryville) and Chicago. Again, as with the Capitol Corridor and
Coast Starlight, the California Zephyr traverses the San Joaquin Corridor along the UPRR between
Martinez and Oakland.

4.5.5    Altamont Commuter Express (ACE)
In 1989, passenger rail service across the Altamont was considered only a pipe dream that might be
worth discussing in twenty years. However, that same year, the San Joaquin Council of
Governments, the Stockton Chamber of Commerce and the Building Industry Association of the Delta
began the development of a 20-year transportation plan for a future sales tax vote in San Joaquin
County. Measure K, the half-cent sales tax for transportation was strongly supported by voters in
1990, and the number one project identified for funding was Altamont passenger rail service. In 1995,
the seven cities and the County of San Joaquin formed a joint powers agreement that established the
San Joaquin Regional Rail Commission to implement the rail plan, and to explore agreements with
the counties of Santa Clara and Alameda..

In May 1997, the San Joaquin Regional Rail Commission (SJRRC), the Alameda County Congestion
Management Agency (ACCMA), and the Santa Clara Valley Transportation Authority (VTA) executed
an agreement to create the Altamont Commuter Express (ACE) Joint Powers Authority (JPA). The



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                                                          San Joaquin Corridor Strategic Plan



Agreement stipulated the JPA membership and powers, specifies financial commitments of each
member agency, and details other administrative procedures. Three members represent each
member agency on the JPA Board of Directors.

On June 30, 2003 the ACE JPA was dissolved and a Cooperative Services Agreement was entered
into between SJRRC, ACCMA and VTA. The Cooperative Services Agreement identified SJRRC as
the owner/operator of the ACE service and identified how the operations and capital projects for the
ACE service would be funded by the three parties. At that time the SJRRC Board was reconfigured
as an eight member board consisting of six elected officials from San Joaquin County and two elected
officials from Alameda County. They are voting members on issues relating to the ACE service.

ACE commuter service became operational on October 19, 1998 and initially consisted of two
westbound morning trains and two eastbound evening trains. On March 5th, 2001, a third roundtrip
for ACE passengers was launched to provide a third commute trip in the mornings and evenings. A
fourth ACE train was initiated on August 28, 2006 in coordination with Caltrans Division of Rail and
Caltrans District 10 to provide midday service between Stockton and San Jose as part of the
Caltrans/Amtrak San Joaquins intercity service and as a mitigation measure for the construction of
Interstate 205 in the Tracy area.

4.6     RELATED PLANNING STUDIES
Having reviewed the existing conditions and services in the San Joaquin Corridor, this section
highlights several of the more prominent planning studies that are in progress that have the potential
to impact service on the San Joaquins.

4.6.1    ACE Corridor Analysis and Service Expansion Analysis

Background
ACE is currently sponsoring two studies that have a direct relationship to the San Joaquin Strategic
Plan. One is a Corridor Analysis that illustrates how ACE could improve its existing service and
operating corridor to provide better service. In addition to this examination of the existing service
between Stockton and San Jose, ACE has sponsored a “Service Expansion Analysis” which is
charged with analyzing potential new markets and potential expansion plans for the railroad over the
short-, medium- and long-term.

Current Status
At the time of the writing of this report ACE does not have any public reports. However, in
conversations between the Caltrans Division of Rail and ACE, ACE has expressed interest in
expanding service both north and south from Stockton. Service to the south would extend to Merced
and would run on the existing UPRR Fresno Subdivision line between Stockton and Merced. It would
operate, at least initially, in the AM and PM peaks heading north from Merced in the morning and
south to Merced in the afternoon. Service to the north from Stockton would also operate in a peak
direction heading north towards Sacramento along the existing UPRR Fresno Subdivision in the
morning and south towards Fresno in the afternoon. Discussions between ACE and the Division of
Rail are critical to rationalizing the services in the Sacramento Valley.

4.6.2    California High-Speed Rail

Background
Established in 1996, the California High-Speed Rail Authority is charged with the planning, designing,
constructing and operating a state of the art high-speed train system.




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Amtrak California
A partnership of Caltrans and Amtrak




The proposed system stretches from San Francisco, Oakland and Sacramento in the north -- with
service to the Central Valley -- to Los Angeles and San Diego in the south. With bullet trains
operating at speeds up to 220 mph, the express travel time from downtown San Francisco to Los
Angeles is just under 2½ hours. Intercity travelers (trips between metropolitan regions) along with
longer-distance commuters would enjoy the benefits of a system designed to connect with existing
rail, air and highway systems.

Consisting of nine members (five appointed by the Governor, two appointed by the Senate Rules
Committee, and two by the Speaker of the Assembly), the Authority is responsible for implementing a
statewide high-speed train system for California.

The 700-mile proposed system would serve many of the same major cities currently served by the
San Joaquin service including Fresno, Merced, Stockton, Bakersfield, Sacramento, San Francisco
and/or Oakland and Los Angeles. The primary difference between the two services is in the speed of
the train and the markets that it would serve. The high-speed train would travel at a top speed of 220
mph and would have a separate right-of-way from the existing rail corridors in the Central Valley. The
San Joaquin service’s maximum authorized speed is currently 79 mph however this could be
improved over time if deemed beneficial. The San Joaquins serve the same cities listed above
however they also serve smaller cities such as Antioch, Hanford, Corcoran and Lodi.

Current Status
There is considerable speculation regarding the relationship between the proposed high-speed rail
system and the existing San Joaquin service in the Central Valley. It is debatable that the San
Joaquins as they are known today will be necessary if high-speed rail is implemented. However, as
with other rail services throughout the state, the San Joaquins have the opportunity to interface with
high-speed rail to serve as a collector distributor for high-speed rail system. What will be critical are
joint stations at major cities such as Fresno, Bakersfield, Sacramento and Merced. These interchange
points would allow for passengers to transfer to and from the San Joaquins to high-speed rail. Other
opportunities would be for the San Joaquins to “bridge” the high-speed rail service as it is under
construction in different regions such as the Bay Area between the San Francisco Bay Area and
Merced and between Los Angeles and Palmdale. The San Joaquins could act as a Central Valley
corridor bridge connecting the high-speed rail corridors in the north and the south.

4.6.3    Metropolitan Transportation Commission Bay Area Regional Rail Plan

Background
The Metropolitan Transportation Commission (MTC), California High-Speed Rail Authority, BART,
and Caltrain, along with a coalition of rail passenger and freight operators, are currently preparing a
comprehensive Regional Rail Plan for the Bay Area, as required by the voters in the Regional
Measure 2 (RM2) Traffic Congestion Relief Program.

The Regional Rail Plan will examine ways to incorporate passenger trains into existing rail systems,
improve connections to other trains and transit, expand the regional rapid transit network, increase
rail capacity and coordinate rail investment around transit-friendly communities and businesses. The
plan will also include a detailed analysis of potential high-speed rail routes between the Bay Area and
the Central Valley for the Rail Authority’s environmental review of the proposed rail lines.




                                                 - 4-12 -
                                                            San Joaquin Corridor Strategic Plan



Overall, the plan will look at improvements and extensions of railroad, rapid transit, and high-speed
rail services for the near (5 to 10 years), medium (10 to 25 years), and long-term (beyond 25 years).

Current Status
After many months of analysis and stakeholder involvement, MTC, BART, and Caltrain unveiled a
blueprint for expanding the region's network of rail lines through a series of regional rail workshops in
August 2007. The Regional Rail Plan's Draft Report Summary identifies potential rail passenger
improvements over the next 50 years.

The best summary of the two alternative visions for the Bay Area rail system is with the maps below:




                                                 - 4-13 -
Amtrak California
A partnership of Caltrans and Amtrak




                                            Figure 4.6.1
                         Bay Area 2050 System Map without High Speed Rail




Source (MTC, 2007)




                                              - 4-14 -
                                                     San Joaquin Corridor Strategic Plan



                                        Figure 4.6.2
         Bay Area 2050 System Map with High Speed Rail (Altamont and Pacheco Pass)




(Source: MTC, 2007)




                                          - 4-15 -
Amtrak California
A partnership of Caltrans and Amtrak




The report specifically calls attention to serving “in-commuters” from the Central Valley. The report
notes that “The greatest increase in travel growth into the Bay Area over the next few decades is
anticipated to come from these neighbors to the east. By 2030, in-commute into the Bay Area by
commuters from the Sacramento Valley will rise over 200 percent (+49,000 commuters) and San
Joaquin Valley will grow by 112 percent (+60,000 commuters). Without stronger transit systems
leading to the main Central Valley cities and connecting them to each other, there will be fewer
opportunities for the cities to plan for the kind of contact development that the Bay Area is moving
towards.”

The plan includes “expansion of regional service in the Central Valley to provide a regional corridor
service between Sacramento and Merced over the long-term, interlined with ACE services and
complementing the San Joaquin long haul trains. Regional trains would operate on hourly schedules
between Merced and Sacramento. Additional trains would operate from Modesto to Oakland or San
Jose also on an hourly schedule resulting in 30-minute service over the Altamont Pass between the
San Joaquin Valley and the Bay Area.”

These plans are consistent with ACE’s long-term plans (see above) and are reflective of the Division
of Rail’s plans to have hourly service on the San Joaquins over the long-term also.




                                               - 4-16 -
                                                               San Joaquin Corridor Strategic Plan



5.0       COMMUNITY AND STAKEHOLDER OUTREACH
This section summarizes the extensive community and stakeholder outreach program, which included
informational flyers, notifications and public meetings at 10 locations across the Central Valley that
were held between November 2006 and March 2007. Built around the theme of “Let’s Talk Train
Travel”, the program included public outreach and input in the following forms:

      Development of print materials;

      Public workshops held in the counties of Contra Costa, Sacramento, San Joaquin, Stanislaus,
      Merced, Madera, Fresno, Kern and Tulare;

      Presentations to groups;

      Seat drops on trains (flyers or surveys placed on each seat of the train);

      Distribution of print materials at events such as the Sacramento Light Rail Transit (LRT) grand
      opening;

      Distribution of print materials at stations;

      Hotlines—e-mail and toll-free telephone—and mailed comment cards and letters;

      Web site; and

      Informal contacts.

This section also includes a summary of comments and questions received by the project team from
stakeholders, and a summary of what people interested in train travel are trying to tell us.

5.1     PUBLIC OUTREACH ACTIVITIES
5.1.1     Print Materials
Print materials, which highlighted the theme of “Let’s Talk Train Travel,” included the following items:

      A four-color, glossy brochure to inform members of the public about the project and encourage
      their participation;

      Direct mail invitations to workshops;

      Displays, e.g., a map of California with the route of the San Joaquins, survey entitled “What’s
      Important to You,” welcome signs, directional signs;

      Agendas;

      Comment cards;

      Surveys: “What’s Important to you?”; and

      Newsletter.

5.1.2     Public Workshops
Public workshops were held in Bakersfield, Hanford, Fresno, Merced, Martinez, Stockton,
Sacramento, Lodi (Chamber of Commerce), and Modesto (Stanislaus Council of Governments). At
each meeting, Judith Buethe, Buethe Public Relations, welcomed the audience, provided



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Amtrak California
A partnership of Caltrans and Amtrak




housekeeping details and the means to remain connected to the project, and introduced key persons
associated with the project. Dominic Spaethling, Project Manager, PB Americas, introduced the
concept and process for a Strategic Plan and invited the audience to offer suggestions on how
improvements can be made to ensure safe, reliable, and convenient rail transportation. Additionally,
at the meetings in Merced and Hanford, Dick Friedman of Caltrans presented an informative slide
show entitled, “Your Amtrak California.” At each public workshop, Judith Buethe recorded the
questions and comments received from the audience.

Members of the public were invited using the following tactics:

    Direct mail invitations to the Rail Committee, elected and appointed officials, civic and community
    groups, and other potentially interested parties;

    News releases to both mainstream and alternative media;

    Print advertising; and

    Informal contacts and requests for assistance in publicizing the workshops.

Following are the numbers of persons who signed in at each of the meetings, exclusive of Caltrans,
ACE, Amtrak, or consultant staff; the number of questions/comments recorded; and the number of
comment cards received at each workshop.

                                                  Table 5.1.1
                                        List of Public Workshops Held
        Location                   # Signed In   # Questions / Comments   # Comment Cards Received
        Bakersfield                17            44                       2
        Fresno                     9             31                       2
        Fresno COG Rail Comte      10            28                       0
        Hanford                    9             23                       3
        Lodi                       23            22                       8
        Martinez                   11            42                       5
        Merced                     39            34                       11
        Modesto                    20            3                        0
        Sacramento                 20            26                       8
        Stockton                   17            44                       2
        Totals                     175           297                      41


At each meeting, “What’s Important to You” surveys were distributed.

5.1.3    Presentations
Dominic Spaethling, Project Manager, made presentations to the Tulare County Board of Supervisors
and to the Capitol Corridor JPA Board of Directors.

5.1.4    Seat Drops
The “Let’s Talk Train Travel” brochures were dropped on train seats by Caltrans and Judith Buethe
Public Relations.




                                                       - 5-2 -
                                                            San Joaquin Corridor Strategic Plan



5.1.5     Distribution of Materials at Events
Brochures, the survey, and an invitation to the Sacramento public meeting were distributed at the
Sacramento LRT grand opening. Brochures were also distributed through community groups.

5.1.6     Distribution of Materials to Stations
One hundred and fifty brochures (100 English/50 Spanish) were sent with cover letters to the
following stations: Modesto, Hanford, Merced, Stockton ACE, and Stockton. Brochures and handouts
inviting people to public meetings were also sent to Bakersfield, Sacramento, and Martinez.

5.1.7     Hotline Log
As of September 4, 2007, the Hotline Log included 75 telephone calls, e-mails, and letters or
comment sheets sent by U.S. Mail.

5.1.8     Web Site
A website was established and publicized news releases and other print material.

5.1.9     Other
Other means of publicizing the project and meetings included e-mails sent by organizations
supportive of our efforts, such as the Greater Stockton Chamber of Commerce and Bakersfield
Californian.

5.1.10 Newsletter
A newsletter was sent to the entire stakeholder list in summer 2007.

5.2     COMMENTS AND QUESTIONS BY STAKEHOLDERS
Comments and questions have been grouped into the following categories:

      On-time Performance and Reliability

      Service Quality

      Destinations

      Frequency, Timing, Scheduling, and Interregional Service

      Safety/security

      Grade Crossings, Separations and Consolidations

      Travel Time

      Direct Connections

      Bus Connections, Bus/train/air transfers and Cross-ticketing

      Environmental Issues

      Cost

      Infrastructure and Equipment

      Additional Stations and Stops



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Amtrak California
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    Research, Planning and the Strategic Plan

    Building Political Support for Rail

    Other

5.2.1    On-time Performance and Reliability
    On-time performance and reliability were of prime importance to every group that was met.
    Several suggestions were offered to improve on-time performance, such as increase train speed;
    consider whether increased passenger train speed would conflict with freight trains; examine
    whether freight trains should have priority over passenger trains; require bus drivers to maintain
    schedules; and write realistic, conservative schedules to that trains always arrive on time. “People
    need to depend on the service.”

    Other questions and comments: How much does Amtrak pay the railroads to get on-time service?
    Does the Delta segment create time performance concerns? How can the competition with freight
    haulers be resolved? The lack of on-time performance creates difficulties in making connections.
    Do on-time incentives and/or penalties exist for the San Joaquins?

5.2.2    Service Quality

Fare and ticketing policies
    While riders acknowledge that reservations requirements are generally acceptable, they asked for
    improvements, such as eliminate reservations except for long-distance trips and business class,
    discontinue reservations during off-peak times, do not charge a fee to change a reservation, and
    re-examine the concept of “standing-room only” tickets.

    Rail providers should offer and publicize discounts to military personnel, students, veterans, and
    senior citizens.

Amenities
    Institute business-class service similar to that on the Surfliner.

    Offer videos and movies, provide internet access, cell phone-free zones, quiet cars, electricity for
    laptops and medical equipment.

    Opinions on the quality of food service varied. Riders would like to have food service on the lower
    levels of trains, and they would like to have more people providing the service. Also, they would
    like to have food and beverages available at all the stations.

    Provide socialization options for groups, (e.g., card players).

Service issues
    Some felt on-board service is generally responsive and courteous. Others felt conductor attitudes
    vary greatly, and that conductors and brakemen need more training in customer service, such as
    facilitating transfers; getting luggage on/off the trains for older or disabled people, or mothers with
    young children; and providing a system of boarding and seating for young parents with children,
    similar to the senior program.

    Service by station agents is perceived to vary and be sometimes less than courteous.
    Specifically, the depot in Sacramento was termed “awful” due to inconsistent air conditioning,
    beverage service, and the condition of the ladies’ room.




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                                                            San Joaquin Corridor Strategic Plan



Information
    Riders want more information—to purchase tickets, work with schedules, get on and off trains,
    research the availability of transfers, make transfers, use the escort service, cope with delays,
    etc. They asked that the schedule brochure be redesigned to make it easier to read and inclusive
    of information for all trains. Other comments revolved around the need for a single phone number
    for all rail providers.

    Julie (the Amtrak automated telephone menu) needs to be improved, perhaps with shortcuts. A
    Spanish prompt earlier in her program could be helpful. Julie was termed “awkward and
    frustrating.” Or, perhaps replace Julie with a live human being to handle inquiries.

    Make it easier for visually impaired persons to get information and ride the trains.

    Improve the advertising, by generally having more of it and by having more of it in Spanish, and
    by advertising the benefits of train travel, e.g., its “all-weather” capabilities.

    Web page is good and convenient, especially the “What if?” feature.

    Provide more brochure racks for stations, to facilitate the display of more print material, including
    timetables for the buses and tourist information for cities/destinations up and down the Valley.

    Consider a cooperative effort to promote train travel to destination entities/markets, e.g. resorts.

Operational issues
    Riders want the trains kept clean. Travelers enjoy the scenery and want schedules and conditions
    that allow them to see out the windows.

5.2.3   Destinations
    Comments and suggestions about destinations were both specific and general. Desired direct
    destinations included Sacramento, Redding, Los Angeles, San Francisco, Pier 39, Lake Shasta,
    Reno-Tahoe, Metrolink/Santa Clarita, San Jose and the Oakland/Arena Coliseum rather than
    Jack London Square, and Orange County. Riders would like bus service to the Central Coast and
    Hearst Castle. Riders would like flexibility for special trains on weekends or for special events
    e.g., Grizzlies and River Cats games. Also desirable would be trains traveling along the SR99
    (UPRR) corridor. Build a passenger shade structure at Colonel Allensworth State Historic Park.

5.2.4   Frequency, Timing, Scheduling, and Interregional Service
    Generally, riders would like schedule improvements to permit commuters to ride the trains and
    would like longer stays at their destinations on one-day trips for business, pleasure, or shopping.
    For example, northbound trains should operate earlier into the Bay Area and into Sacramento as
    late as 10:00pm. Riders would like an increase in the number and frequency of trains between
    Central Valley cities and the Bay Area. Add trains to the Bay Area from Contra Costa County,
    especially in the morning, plus an additional stop in the evening. Riders asked to increase train
    speed, along with adding more trains. Rather than arriving at 3:00am at a destination, an
    overnight train should be considered.

    Earlier service to Sacramento from the Central Valley would allow more and better connections or
    to permit a more productive business day. Along with arriving in Sacramento earlier, riders would
    like the San Joaquin to depart Sacramento earlier to permit better connections in Los Angeles.
    Fresno riders want more round trip opportunities, especially to Sacramento.

    And, there are interregional issues: Riders would like earlier service to Fresno from Bakersfield;
    non-stop service from Merced to Bakersfield and generally more service between Bakersfield and



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    Merced; service from Bakersfield to Visalia, Delano, Tulare, Selma, Kingsburg, Fowler and
    Fresno. Perhaps Amtrak could work with employers to promote monthly tickets for commuters
    from Fresno to Merced.

    Some riders advocated express trains that only stop at Oakland, Stockton, Fresno and
    Bakersfield.

5.2.5    Safety and Security
    Riders want clean, safe stations, along with secure, low-cost, nearby, well-lighted, long-term day-
    and-night parking, and shuttle service at stations like Stockton. Paid parking with more security
    was generally considered to be worth the cost.

    Some riders want train whistles as a security feature; some want consideration of “quiet zones”
    without train whistles.

5.2.6    Grade Crossings, Separations and Consolidations
    Grade crossing definitions and issues could be better explained to the public. Grade separations
    are thought to be desirable, quieter, safer and likely to increase on-time performance. Riders
    want the maximum amount of time a train can block a crossing to be enforced. People seem to
    understand the additional cost of grade separations but are unaware of its magnitude.

    An overpass over a north-south street in Merced is vital and has been discussed since at least
    1946.

    Connect the San Joaquins with Amtrak Interstate Services.

    Is consolidation being considered?

5.2.7    Travel Time
    Generally, riders want travel time to be reduced and asked for ways that might be accomplished.
    One person noted that the same amount of time (approximately 5.5 hours) is required to travel to
    Los Angeles from Merced by car, train, bus or plane.

5.2.8    Direct Connections
    Riders are largely supportive of direct connections but understand that costs and technology may
    hinder achieving those goals. Direct connections to Los Angeles and San Francisco were seen by
    nearly everyone as desirable. Other direct connections of interest were from Los Angeles to Las
    Vegas, from Stockton to University of California, Davis, from Stockton to Sacramento to the Bay
    Area, Fresno to Seattle, and Stockton to Medford, Oregon. Generally, riders feel that the numbers
    of transfers should be lowered.

    Is it possible to have direct service to San Jose from Bakersfield-Fresno to Stockton with San
    Joaquin trains continuing to San Jose via the ACE rail corridor?

    Is it possible to have direct service into San Francisco from the San Joaquins via the BART tracks
    and tube?

5.2.9    Bus Connections, Bus/Train/Air Transfers and Cross-ticketing
    Riders are generally pleased with the bus service and understand that buses are necessary now,
    but over time, want to see buses replaced by rail service and want transfers to work better to
    lessen confusion and avoid missed trains/buses. They also want more frequent bus connections,
    e.g., from Bakersfield to Los Angeles and other destinations, such as Barstow. Riders also



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                                                           San Joaquin Corridor Strategic Plan



    suggested more coordination with local bus providers, such as those to tourist destinations in
    Yosemite National Park. Shorten the bus trip to Yosemite by having the first and last trains of
    each day stop at Planada.

    Specific suggestions were made regarding the need for improvements to the San Bernardino,
    Riverside, Santa Rosa, Eureka, Redding and Chico bus lines. Passengers should be bused
    directly from Wheeler Ridge straight through to Los Angeles.

    Riders want better coordination between rail providers, e.g., more train-to-train connections, such
    as transferring from Amtrak to ACE in Stockton and use of the ACE train to San Jose should be
    expanded.

    Cross-ticketing between air, bus and rail was suggested. A related suggestion was a provision for
    shuttle service, such as transportation from the Sacramento train station to the Sacramento
    airport.

    Whether transfers or cross-ticketing, keep it simple!

5.2.10 Environmental Issues
    Attendees at the workshops perceived that trains are environmentally preferable to certain other
    forms of travel and suggest advertising the environmental benefits of train travel, such as the fuel
    efficiency per train passenger compared to auto, bus, and truck travel; and altering the pattern of
    “sprawling growth that has resulted in deteriorating urban air quality and human health, increased
    emissions of greenhouse gases, limited transportation and housing choice, inefficient use of
    infrastructure.” The San Joaquin Valley Air District Indirect Source Review (ISR) fee is targeted to
    fund uses that remove diesel truck trips and emissions from San Joaquin Valley highways.
    Combining freight to the SJV Amtrak run could leverage this funding source for both rolling stock
    and track improvements. A rider asked if the business plan will be sufficient to incorporate the
    more pessimistic forecasts of liquid fuel depletion.

5.2.11 Cost of Rail; Cost to Riders
    Most of the public input supported the continuation and/or increase of rail subsidies, because
    auto and air travel are subsidized. (An opposing view suggested that subsidies are not desirable.)
    Is a list of “hidden” transportation subsidies available, especially for autos/highways, to help
    advocate for rail subsidies? Suggestions were made for incentives targeted to regular commuters
    and senior citizens.

    An attendee suggested subsidizing passenger service with short-haul container freight service
    between the Valley and the Port of Oakland. Working models of combined freight and passenger
    service can be found on the Alaska Railway between Anchorage and Fairbanks which operates
    at a profit.

    What are the cost/benefits of additional track?

    People questioned whether rail is presently cost effective for passengers, e.g., cost of riding to
    and from Sacramento from Stockton or to and from Berkeley from Elk Grove is more than driving
    a car.

5.2.12 Infrastructure and Equipment

Infrastructure
    Many workshop attendees were knowledgeable about rail infrastructure and equipment and had
    specific suggestions or comments. Most desirable is the concept of dedicated tracks for



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Amtrak California
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    passenger trains. They also want passenger service on the UPRR corridor along with the
    possibility of rail service to both sides of the Central Valley. Attendees noted that Proposition 1B
    may offer opportunities for infrastructure improvements. Often mentioned was the need for
    sidings to be lengthened and more double-track to be installed. Traffic controllers similar to air
    traffic controllers were suggested. High-speed rail and its viability were discussed at nearly every
    meeting. Of some interest was a tunnel through the Tehachapi’s and/or Martinez, although most
    people recognized the cost was probably prohibitive. Using the Franklin Tunnel was also
    mentioned. Maintenance was a concern—who does it and when? Riders realize that
    infrastructure affects speed. Light rail to Yosemite National Park via the State Route (SR) 140
    corridor was suggested. Cities on the east side of the Valley, such as Visalia and Porterville, are
    perceived to need train service.

Equipment
    People asked how they and other members of the public could influence the number and design
    of train cars—seat size, seat comfort, overhead compartments—along with the need for
    upgrades, luggage storage, baggage cars, package express, and upper-floor rest rooms.

    People offered specific suggestions to extend service by using existing/new equipment or by
    cooperative efforts with other rail providers. A unique suggestion was to place concrete ties for
    the railroad tracks onto one lane on each side of a freeway.

    High-speed rail was generally favored with one dissenting voice declaring that it is a waste of
    money and would not benefit the general populace, in part because the Central Valley cities are
    spread too far apart.

5.2.13 Additional Stations and Stops
    People had specific suggestions and reasons for additional stations and stops, such as adding a
    north Stockton station and creating a new Stockton station downtown to serve all rail customers.
    (However, one person suggested it be next to the BNSF’s Mormon Yard.) Recognizing growth
    patterns, new stations should be added in eastern Contra Costa County, e.g., Oakley and
    Brentwood; in north Fresno (Shaw-Marks area) and at Sharon Siding to accommodate
    Chowchilla and Women’s Correctional Facility. Stations were requested to be sited near
    California State University Sacramento, in Elk Grove, Berkeley, Hercules, Dixon, Tehachapi,
    Mojave, Lancaster and Santa Clarita.

5.2.14 Research, Planning and the Strategic Plan
    Questions were asked about the structure and development of the Strategic Plan. Examples of
    those questions are the following: What can be done to influence the list of potential projects that
    Caltrans will develop? What is the planning horizon—5, 20, 20 years? Will the Strategic Plan be
    project-specific? How can stakeholders be involved in the selection process? How will the
    projects be prioritized? Will disparity studies be included and environmental justice issues be
    considered? Why is it called a Strategic Plan? Is it a part of the Draft 2006-07 Business Plan?
    What is the overall level of coordination with other agencies and other studies? Will anything from
    this study affect the October 2007 schedule? One person admonished the project team: “Stretch!
    Do not adopt a Business Plan that is too modest.”

    People were curious about the research that has been or is being done, e.g., can the project
    document the assertion that trains fill as they run north? Ridership increases over the last five and
    ten years? The percentage of the population riding trains? The number of people likely to benefit
    from more rail service opportunities? One person suggested that buses and Dial-a-Ride service
    would be better uses of taxpayer money. Is the possibility of systemic issues of fuel availability
    and cost a part of the planning process?



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                                                             San Joaquin Corridor Strategic Plan



      And, people want feedback. They suggested that this project be presented to the eight counties
      involved in the Valley Blueprint project and to local governments for their planning use. They
      asked how they can follow the project’s progress, and there was a request for a copy of the
      concerns raised at the meetings.

5.2.15 Building Political Support for Rail
      Many people are happy with the trains and feel that overall train travel is a great benefit. They are
      eager to help influence the state and federal governmental decision-makers to support efforts to
      improve train travel. Several people commended the project team for having the public meetings.

5.2.16 Other
      Miscellaneous comments included a request for information on how to become a vendor to wash
      trains.

5.3     FEEDBACK FROM THE OUTREACH PROCESS
We have developed much information and many suggestions that can be considered for short-,
medium- and long-term rail improvements. On-time performance is the critical area for improvement.
Most of the other short- and issues that could be addressed originated with this reliability factor.
Following are the most frequently mentioned issues. Many riders offered specific, thoughtful solutions
for dealing with the issues.

5.3.1     Short-Term

Communication
      Riders and potential riders want information, education, and reassurance. They want it in writing,
      from rail staff and from station staff; and they want more of it. Especially useful would be
      information before and during their travel about connecting with other transit providers.
      Communication becomes especially critical because of the reliability, on-time performance factor.

Safety and security
      Riders want to know their cars will be in the parking lot, untouched, when they return. And, they
      want to feel safe getting to and from their cars and in the stations.

5.3.2     Medium-Term

Scheduling
      More frequency and a lengthening of the schedule day would provide helpful intermediate
      solutions. Riders want more time at their destinations if returning the same day.

More stations
      More stations and stops would help to address growth issues and lessen travel times, especially
      for commuters, and address requests for interregional service.




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Amtrak California
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5.3.3    Long-Term

UPRR Corridor
    Add passenger rail to the UPRR corridor.

Direct connections
    Consider direct connections to Los Angeles, the Bay Area, and other points north, south, and
    east.




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                                                           San Joaquin Corridor Strategic Plan



6.0     DEFINITION OF ALTERNATIVES
This section outlines various alternatives for improving San Joaquin Corridor passenger service.
These alternatives were developed based on public comment and stakeholder input and identify
alternatives not only along the existing corridor, but also for enhancing passenger service to Los
Angeles and introducing new services to the east San Joaquin Valley cities of Visalia, Tulare and
Porterville. These alternatives are summarized in Figure 6.0.1 and described in more detail below.

6.1   ALTERNATIVE 1: CAPACITY AND SERVICE ENHANCEMENTS
Alternative 1, illustrated in Figure 6.1.1, focuses improvements for the San Joaquin Corridor on
providing a phased approach to implementing service and capacity improvements along the existing
San Joaquin Corridor. Relying on service projects, public input and existing plans, this alternative
would prioritize projects into four categories of improvements that include “Immediate”, “Near-Term”,
“Medium-Term”, and “Long-Term” projects.

6.2   ALTERNATIVE 2: OVERNIGHT SERVICE TO LOS ANGELES
This alternative, illustrated in Figure 6.2.1, focuses improvements for the San Joaquin Corridor on
returning passenger service between Bakersfield and Los Angeles over the Tehachapi mountain
range. To minimize impacts to freight traffic over the pass, passenger operations would be limited to
no more than two overnight trips, departing either Bakersfield or Los Angeles during night time hours,
arriving at either location in the early morning hours, providing additional connections with northbound
San Joaquin’s in Bakersfield, or southbound Pacific Surfliner or Metrolink trains in Los Angeles.

6.3   ALTERNATIVE 3: SERVICE TO WHEELER RIDGE
This alternative, illustrated in Figure 6.3.1, focuses improvements for the San Joaquin Corridor on
providing additional infrastructure in support of an extension of the San Joaquin service south of
Bakersfield to the Wheeler Ridge/Grapevine area along a largely new right-of-way. This service
expansion is intended to coincide with expanded Pacific Surfliner or Metrolink services to the Newhall
station, north of Los Angeles. The purpose for this service expansion would be to shorten the length
of the bus connection between Los Angeles and the San Joaquin train in Bakersfield.

6.4   ALTERNATIVE 3A: PACIFIC SURFLINER OR METROLINK SERVICE EXPANSION TO
      NEWHALL
Similar to the previous service expansion alternative, this alternative, illustrated in Figure 6.4.1,
focuses improvements for the San Joaquin Corridor on expanding Surfliner or Metrolink services to
the Newhall station, north of Los Angeles, without a service expansion to the Wheeler
Ridge/Grapevine area. Again, the purpose of this service expansion would be to shorten the length of
the bus connection between Los Angeles and the San Joaquin train. This alternative is seen as a
lower cost alternative to Alternative 3.




                                                 - 6-1 -
Amtrak California
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6.5    ALTERNATIVE 4: SERVICE EXTENSION TO VISALIA
This alternative, illustrated in Figure 6.5.1, focuses improvements for the San Joaquin Corridor on
providing a service extension to the Visalia and Tulare areas via the Union Pacific and San Joaquin
Valley Railroad out of Fresno. This would likely operate as a separate train from the San Joaquin
service, however depending on schedules, splitting or joining trains in Fresno may be possible. This
service would provide peak period connections between Fresno and the Visalia/Tulare area.

6.6    ALTERNATIVE 5: SERVICE EXTENSION TO PORTERVILLE
This alternative, illustrated in Figure 6.6.1, is a modification of Alternative 4 that focuses
improvements for the San Joaquin Corridor on extending the service south of Visalia and Tulare to
Porterville, with possible bus connections then between Porterville and Bakersfield. As with
Alternative 3, this would likely operate as a separate train from the San Joaquin service, again
depending on schedules, splitting or joining trains in Fresno may be possible. This service would also
provide peak period connections between Fresno and the Visalia/Tulare and Porterville areas.




                                                - 6-2 -
                        San Joaquin Corridor Strategic Plan



          Figure 6.0.1
San Joaquin Corridor Alternatives




              - 6-3 -
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                                             Figure 6.1.1
                          Alternative 1: Capacity and Service Enhancements




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                               San Joaquin Corridor Strategic Plan



                  Figure 6.2.1
Alternative 2: Overnight Service to Los Angeles




                     - 6-5 -
Amtrak California
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                                                Figure 6.3.1
                                 Alternative 3: Service to Wheeler Ridge




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                                            San Joaquin Corridor Strategic Plan



                                 Figure 6.4.1
Alternative 3A: Pacific Surfliner or Metrolink Service Expansion to Newhall




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Amtrak California
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                                                  Figure 6.5.1
                                       Alternative 4: Extension to Visalia




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                          San Joaquin Corridor Strategic Plan



             Figure 6.6.1
Alternative 5: Extension to Porterville




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7.0       COMPARISON OF ALTERNATIVES
The comparison of alternatives in this chapter focuses on prioritizing the alternatives in terms of
service and performance, cost-effectiveness, community acceptance and environmental effect. The
end result will be a preferred alternative that can be implemented and maximizes the overall benefit of
the corridor in the most cost-effective manner. The purpose of this comparison is not to reject the
concepts of the other alternatives, but to provide direction for funding priority that can produce
improvements quickly, with available funds and provide the greatest overall benefit to performance
and ridership to the San Joaquins. It will be the recommendation of this report that remaining
alternatives be revisited as solutions to address the population demand in the valley as it continues to
increase over the next 25 years.

7.1     CRITERIA FOR ALTERNATIVE COMPARISON
This section highlights the criteria that were developed in order to present an even comparison of
alternatives in order to prioritize improvement projects. The criteria have been broken down into four
categories that include service and performance improvements, cost-effectiveness, community
benefits or impacts, and environmental benefits or impacts.

7.1.1     Service and Performance

Maximize the reliability
      An important performance criterion is improvement in overall reliability. Reliability is a major
      concern for passengers and is critical in the ability of a service to attract additional riders.

Minimize the travel times
      A key attraction for passengers is the travel time performance between origin and destination. As
      a result, the travel time improvements associated with each alternative will be a key element in
      rating their overall benefit.

Maximize ridership potential
      Related to both travel time and reliability improvement is the overall ability for an alternative to
      attract additional ridership. This can include station locations, new markets, affordability and the
      ability to provide the desired service level and frequency.

Maximize comfort and safety
      From a passengers’ perspective, comfort and safety are important components to address in
      promoting service and performance. The alternatives will be rated in their ability to maintain or
      enhance the comfort and safety of travel based on overall travel times and the number of
      transfers required.

7.1.2     Cost-Effectiveness

Maximize the Cost-effectiveness
      The focus of this criterion is to analyze how the alternatives compare in terms of service
      improvements versus the cost. In other words, how much benefit will be provided for the cost of
      the improvement?




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Maximize the feasibility
    Another criterion related to cost-effectiveness is whether the improvements or route extensions
    make sense physically from a constructability point of view. This criterion focuses on reviewing
    how extensive the improvements are that have been identified and determining whether or not
    they can realistically be constructed or implemented.

Minimize the financial cost
    Key to any improvement project is the overall cost. This criterion focuses on whether the
    alternatives can be constructed or implemented within existing funding sources.

7.1.3    Community Benefits / Impacts

Minimize potential noise
    This criterion will review how the alternatives compare in their ability to maintain or reduce the
    impact from noise and vibration.

Minimize potential aesthetic impacts
    Visual impacts have proven to be a concern with all transportation improvement projects in the
    state. This criterion will review the visual or aesthetic impacts to the communities from each
    alternative.

Minimize impacts on cultural resources
    This criterion focuses on comparing the alternatives to determine their affect on cultural
    resources. An example would be how increased frequency or the introduction of new service may
    impact adjacent historical or cultural resources.

Minimize impacts on social and economic resources
    The alternatives will be compared on whether they avoid or minimize impacts to known social or
    economic resources.

Maximize safety (includes at-grade crossings)
    Safety is of primary concern when proposing any type of rail improvement. This criterion therefore
    compares each alternative on their ability to allow for safety improvements at key grade crossing
    locations (both pedestrian and vehicle).

7.1.4    Environmental Benefits / Impacts

Maximize avoidance of areas with geological and soils constraints
    Using available information, this criterion will compare each alternative and whether their
    alignments or improvements minimize areas of known geological and/or soil constraints. This
    may be of particular concern for alternatives that cross flood plains or channels.

Maximize avoidance of areas with potential hazardous materials
    Again, using available information, this criterion will compare each alternative and whether their
    alignments or improvements avoid known areas of hazardous waste or materials.




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                                                           San Joaquin Corridor Strategic Plan



Minimize impacts on natural resources
      Impacts to natural resources are a primary concern for any infrastructure improvement project in
      the State of California. In order to minimize the potential environmental impacts of any service
      expansion, each alternative will be compared against existing environmental data to determine
      possible impacts to natural resources.

7.2     EVALUATION OF ALTERNATIVES
Using the evaluation criteria presented in Section 7.1, the alternatives were compared and evaluated
in order to identify a preferred alternative that has the greatest chance for implementation in a
relatively short time frame, using existing funding sources and which provides the greatest overall
benefit to the riders. The results of the comparisons between alternatives are presented below.

7.2.1     Service and Performance
The alternatives identified in this Strategic Plan provide a range of service and performance benefits
to the overall San Joaquin service. This section compares the travel time, ridership and overall
service benefits or impacts of each of the alternatives in order to highlight the alternative with the
greatest potential for enhancing the overall operation of the San Joaquins. A summary of the ridership
methodology and forecasts conducted by Amtrak for this analysis is provided in Appendix B.

Alternative 1: Capacity and Service Enhancements to Existing San Joaquin Corridor
Alternative 1 focuses improvements for the San Joaquin Corridor on providing a phased approach to
implementing service and capacity improvements along the existing San Joaquin Corridor. Relying on
service projects, public input and existing plans, this alternative would prioritize projects into four
categories of improvements that include “Immediate” (0-2 years), “Near-Term” (3 to 5 year), “Medium-
Term” (6 to 10 years), and “Long-Term” (11 to 25 years) projects.

Ridership simulations conducted for the service enhancements on the existing San Joaquin service
over the next 5, 10 and 15 years present a 38-50, 64-78 and 125-144 percent increase in patronage
depending on whether the on-time performance (OTP) is assumed to be 70, 80, 90 or 95 percent.
This analysis was based on schedules developed by Caltrans on additional passenger train
frequencies for each alternative over the forecast time periods. These schedules are provided for
review in Appendix C. The results of the ridership analysis are summarized in Table 7.2.1 below.




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Amtrak California
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                                             Table 7.2.1
                        Forecast Ridership Estimates for San Joaquin Corridor
        Forecast Year              Assumed OTP               Forecast Ridership          % Increase from Base

        Base                       70%                       779,200                     n/a

        2012                       70%                       1,073,900                   38%
                                   80%                       1,140,500                   46%
                                   90%                       1,161,000                   49%
                                   95%                       1,165,100                   50%

        2017                       70%                       1,277,700                   64%
                                   80%                       1,356,900                   74%
                                   90%                       1,381,300                   77%
                                   95%                       1,386,100                   78%

        2032                       70%                       1,750,900                   125%
                                   80%                       1,859,500                   139%
                                   90%                       1,892,900                   143%
                                   95%                       1,899,600                   144%
Source: Amtrak Ridership Forecasting Model

Alternative 2: Overnight Service to Los Angeles
This service extension would reintroduce direct through service to and from Los Angeles and the San
Joaquin Valley over Tehachapi Pass. The introduction of this service would eliminate the need for
some of the bus connections between Los Angeles and Bakersfield. The impact to the freight
railroads is anticipated to be minimized by operating overnight service. Extension of the service to
Los Angeles, depending on the OTP assumed, is projected to generate an additional 29,500 to
31,600 passengers over the next 10 years and 37,600 to 40,300 passengers over the next 25 years
over the projected baseline ridership of each forecast year for the San Joaquins (see Table 7.2.2).

                                            Table 7.2.2
                 Forecast Ridership Estimates for Overnight Service to Los Angeles
        Forecast Year        Assumed OTP         Total Ridership for     Incremental           % of Total
                                                 Alternative 2           Ridership for         Ridership
                                                                         Service to LA

        2017                 70%                 1,307,200               29,500                2%
                             80%                 1,388,200               31,300                2%
                             90%                 1,412,800               31,500                2%
                             95%                 1,417,700               31,600                2%

        2032                 70%                 1,788,500               37,600                2%
                             80%                 1,899,400               39,900                2%
                             90%                 1,933,200               40,300                2%
                             95%                 1,939,900               40,300                2%
Source: Amtrak Ridership Forecasting Model




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                                                             San Joaquin Corridor Strategic Plan



Service south of Bakersfield along this corridor however would require approval of the Union Pacific
Railroad, who is the owner and operator of the corridor traveling across Tehachapi Pass and into the
Palmdale/Lancaster city limits. Union Pacific currently has a no passenger train policy over Tehachapi
Pass due to capacity constraints over the mountain pass. Extensive infrastructure improvements
would be required to satisfy the UPRR capacity requirements, and even then passenger operations
over the pass would not be guaranteed.

The travel time between Bakersfield and Los Angeles is estimated to be 6 hours and 10 minutes,
based on the last schedule developed for passenger service over the Tehachapi Pass. This is an
additional 3 hours and 55 minutes over the existing travel time for the bus trip between Bakersfield
and Los Angeles.

On-time performance and reliability for this alternative would likely struggle given the history of
capacity constraints over Tehachapi Pass and the possible conflicts with early morning Metrolink
commuter trains departing from Palmdale and Lancaster. In addition, the distance of the service
extension lends to the increased probability of conflicts that can affect on-time performance,
especially when travel over Tehachapi Pass is considered. The rail network in this region is currently
saturated by BNSF and UPRR freight trains. Despite additional planned infrastructure improvements
over Tehachapi Pass, freight traffic is also projected to increase and would likely consume the
additional capacity provided by the planned improvements.

Without having existing data to reference, comfort and safety is being reviewed on the basis of overall
travel time and the number of transfers required. For this alternative, passenger comfort may suffer
due to the increased travel time between Bakersfield and Los Angeles over the existing bus ride
travel time. By contrast however, overall passenger safety and comfort may improve due to the
elimination of transfers at Bakersfield.

Alternative 3: Service to Wheeler Ridge
This alternative would introduce a new alignment that extends south of Bakersfield to the Wheeler
Ridge/Grapevine area along Interstate 5. This extension of the San Joaquin service, in conjunction
with a service extension of the Pacific Surfliner to the Newhall Metrolink station (or the modification of
Metrolink service between Los Angeles and Newhall) would significantly shorten the travel time of the
connecting bus service. Shortening the bus connection time by extending the services to Wheeler
Ridge and Newhall, depending on the OTP assumed, is projected to generate an additional 37,300 to
40,100 passengers over the next 10 years and 48,200 to 51,800 passengers over the next 25 years
over the projected baseline ridership of each forecast year for the San Joaquins (see Table 7.2.3).

                                               Table 7.2.3
                        Forecast Ridership Estimates for Service to Wheeler Ridge
        Forecast Year        Assumed OTP     Total Ridership for   Incremental             % of Total
                                             Alternative 3         Ridership for Ext. to   Ridership
                                                                   Wheeler Ridge

        2017                 70%             1,315,000             37,300                  3%
                             80%             1,396,500             39,600                  3%
                             90%             1,421,200             39,900                  3%
                             95%             1,426,200             40,100                  3%

        2032                 70%             1,799,100             48,200                  3%
                             80%             1,910,700             51,200                  3%
                             90%             1,944,600             51,700                  3%
                             95%             1,951,400             51,800                  3%
Source: Amtrak Ridership Forecasting Model



                                                   - 7-5 -
Amtrak California
A partnership of Caltrans and Amtrak




The acquisition of new right-of-way and construction of new infrastructure will make for a high capital
cost of this service extension. Coordination with Metrolink along their Antelope Valley Line, as well as
modifications to the Metrolink or Pacific Surfliner equipment rotations and service timetables will be
required. The high capital cost and extent of existing service modification may prove prohibitive to
implementing this service extension.

Despite shortening the distance of the thruway bus connection, the travel time between Bakersfield
and Los Angeles is estimated around 2 hours and 53 minutes. This is an additional 38 minutes over
the existing travel time for the bus trip between Los Angeles and Bakersfield.

Though this alternative lengthens the overall distance of the corridor, assuming this service
expansion is along a dedicated right-of-way, on-time performance would likely increase as a result of
reduced conflicts.

Safety and comfort however would likely remain the same using overall travel time and the number of
transfers as criteria.

Alternative 3a: Pacific Surfliner or Metrolink Service Expansion to Newhall
The alternative focuses solely on improvements for the San Joaquin Corridor by expanding Surfliner
or Metrolink services to the Newhall station, north of Los Angeles, without a service expansion to the
Wheeler Ridge/Grapevine area. As with Alternative 3, this enhancement would shorten, though to a
lesser extent, the length of the thruway bus connection between the Pacific Surfliner and San Joaquin
Corridors. Shortening the bus connection time by extending service to Newhall is projected to
generate an additional 20,800 passengers in the next 10 years and 25,200 passengers in the next 25
years over the projected baseline ridership of each forecast year for the San Joaquins (see Table
7.2.4).

                                             Table 7.2.4
                    Forecast Ridership Estimates for Service Extension to Newhall
        Forecast Year        Assumed OTP     Total Ridership for   Incremental             % of Total
                                             Alternative 3A        Ridership for Ext. to   Ridership
                                                                   Newhall

        2017                 70%             1,298,500             20,800                  2%
                             80%             1,379,000             22,100                  2%
                             90%             1,403,400             22,100                  2%
                             95%             1,408,300             22,200                  2%

        2032                 70%             1,776,100             25,200                  1%
                             80%             1,886,200             26,700                  1%
                             90%             1,919,700             26,800                  1%
                             95%             1,926,400             26,800                  1%
Source: Amtrak Ridership Forecasting Model



Though the overall capital cost will be less than for Alternative 3, coordination with Metrolink along
their Antelope Valley Line, as well as modifications to the Metrolink or Pacific Surfliner equipment
rotations and service timetables will be required. This effort will require new shared-use agreements
to be negotiated, additional equipment to be purchased and additional infrastructure to be constructed
to accommodate the additional frequencies that will be required between Los Angeles and Newhall.
The capital cost and extent of existing service modification may prove prohibitive to implementing this
service extension.




                                                   - 7-6 -
                                                            San Joaquin Corridor Strategic Plan



As with Alternative 3, despite shortening the distance of the thruway bus connection, the travel time
between Bakersfield and Los Angeles is estimated around 2 hours and 25 minutes. This is an
additional 10 minutes over the existing travel time for the bus trip between Los Angeles and
Bakersfield.

This alternative either provides a Metrolink connection to the San Joaquin at Newhall or extends
Pacific Surfliner service to Newhall from Los Angeles. Assuming a Metrolink connection at Newhall,
overall passenger comfort would like decrease due to the additional transfers that would be required.
In addition, assuming an extension of the Pacific Surfliner service, due to the addition of another rail
service along this corridor, on-time performance would likely suffer as Pacific Surfliner trains would
increase the potential for conflicts with Metrolink trains.

Alternative 4: Service Extension to Visalia
Extending the San Joaquin service to Visalia allows for the San Joaquin to expand its service area,
providing the major population centers along the eastern perimeter of the valley access to passenger
rail service. This extension would join with the existing San Joaquin Corridor in Fresno, and could be
used for those that commute between the Visalia and Fresno urban areas. The ridership forecasting
methodology for this alternative assumed the full extension south to Porterville. A separate ridership
analysis just for the extension to Visalia was not performed, so the projected ridership for the 10 and
25 year horizons is summarized in Table 7.2.5 under Alternative 5: Service Extension to Porterville.

Service south of Fresno to Visalia would require approval from the UPRR, who is the owner and
operator of the majority of right-of-way traveling across the eastern side of the valley. There are no
passenger services that currently operate along the UPRR south of Stockton. Extensive infrastructure
improvements would likely be required to satisfy the Union Pacific capacity requirements,. In addition
to the Union Pacific, coordination with and approval from the San Joaquin Valley Railroad would also
be necessary. The SJVRR is the owner and operator of the branch lines that connect the Union
Pacific right-of-way to Visalia and surrounding communities. Significant infrastructure improvements
would be required to upgrade the SJVRR to a level that can support passenger train operations.

With passenger service proposed along several miles of Union Pacific right-of-way between Fresno
and Visalia, on-time performance may be affected due to the volume of freight trains. The high
volume of trains has the potential to create conflicts with any new service along this corridor. Service
along the San Joaquin Valley Railroad is not expected to pose as great of an issue for on-time
performance due to fewer freight trains operating on this segment.

Depending on how the service is operated, passenger comfort may worsen if a transfer between
trains is required in Fresno.

Alternative 5: Service Extension to Porterville
As with Alternative 4, extending the San Joaquin service to Porterville allows for the San Joaquin to
expand its service area, providing the major population centers along the east valley access to
passenger rail service. This alternative would extend the service beyond Visalia to the population
areas around Porterville and would join with the existing San Joaquin Corridor in Fresno. This service
could also be used for those that commute between the Porterville, Visalia and Fresno urban areas.
This service expansion to Porterville (through Visalia) is projected to generate an additional 25,400
passengers in the next 10 years and 89,600 passengers in the next 25 years over the projected
baseline ridership of each forecast year for the San Joaquins, with an estimated travel time between
Fresno, Visalia and Porterville of 1 hour and 12 minutes (see Table 7.2.5).




                                                  - 7-7 -
Amtrak California
A partnership of Caltrans and Amtrak




                                              Table 7.2.5
                        Forecast Ridership Estimates for Extension to Porterville
        Forecast Year        Assumed OTP     Total Ridership for   Incremental             % of Total
                                             Alternative 5         Ridership for Ext. to   Ridership
                                                                   Porterville

        2017                 70%             1,303,100             25,400                  2%
                             80%             1,383,900             27,000                  2%
                             90%             1,408,700             27,400                  2%
                             95%             1,413,700             27,600                  2%

        2032                 70%             1,840,500             89,600                  5%
                             80%             1,954,700             95,200                  5%
                             90%             1,989,900             97,000                  5%
                             95%             1,996,900             97,300                  5%
Source: Amtrak Ridership Forecasting Model



Service south of Fresno to Visalia would require approval from the Union Pacific Railroad, who is the
owner and operator of the majority of right-of-way traveling across the east valley. There are no
passenger services that currently operate along the Union Pacific south of Stockton. Extensive
infrastructure improvements would likely be required to satisfy the Union Pacific capacity
requirements. In addition to the Union Pacific, coordination with and approval from the San Joaquin
Valley Railroad would also be necessary. The SJVRR is the owner and operator of the branch lines
that connect the Union Pacific right-of-way to Visalia and surrounding communities, and of the right-
of-way that extends south to Porterville. Significant infrastructure improvements would be required to
upgrade the SJVRR to a level that can support passenger train operations.

As with Alternative 4, service is proposed along several miles of Union Pacific right-of-way between
Fresno and Visalia. Again on-time performance may be affected due to the volume of freight trains
operated by the Union Pacific. The high volume of trains has the potential to create conflicts with any
new service along this corridor. Service along the San Joaquin Valley Railroad south to Porterville is
not expected to pose as great of an issue for on-time performance due to fewer freight trains
operating on this segment.

Again, depending on how the service is set up to operate, passenger comfort may worsen if a transfer
between trains is required in Fresno.

7.2.2    Cost-Effectiveness
Cost-effectiveness is often used to determine the overall benefit of a project. It weighs the benefit of
the project against the cost to subsidize its implementation and operation. This section reviews the
cost-effectiveness, or cost-benefit, of each alternative based on the ridership presented in Section
7.2.1 and weighs it against the estimated capital or operating costs for implementing the proposed or
expanded services.

Alternative 1: Capacity and Service Enhancements to Existing San Joaquin Corridor
The estimated cost for implementing capacity and infrastructure enhancements along the existing
San Joaquin Corridor will depend on the further review of the output provided by the BNSF
Operational Analysis, and will be included as part of the Final Strategic Plan document. The projects
identified in this document were those projects identified in previous reports and evaluations
conducted along the corridor over the past decade. These projects were used as an initial base for
improvement projects analyzed in the Operational Analysis.


                                                   - 7-8 -
                                                                         San Joaquin Corridor Strategic Plan



A rough order of magnitude cost estimate for the annual increase of operations and maintenance
costs for this alternative over the existing conditions for the 10 and 25 year horizon is provided in
Table 7.2.6 below.

                                                 Table 7.2.6
                              Estimated Increase of O&M Costs for Alternative 1
                                                                        Annual Increase In    Estimated Increase In
   Item                                  Unit Cost
                                                                        Train Miles           Annual Cost

                                        Amtrak California – San Joaquin
   Train Crew Labor                      $9 per train mile              648,240 - 1,178,220   $5.83 - $10.6 Million
   Operations & Maintenance              $21 per train mile             648,240 - 1,178,220   $13.6 - $24.7 Million

   MOW / Access Charges                  $1.43 per train mile           648,240 - 1,178,220   $0.93 - $1.68 Million
   General & Administrative              5.5% of other costs            N/A                   $1.12 - $2.03 Million
   TOTAL O&M COST                                                                             $21.5 - $39.0 Million

   TOTAL ESTIMATED O&M COST PER PASSENGER OVER ALTERNATIVE 1
                                                                                              $43 - $40 per person
   (Based on Incremental Ridership for 10 and 25 year horizon)
Unit Costs Based on Amtrak Statistics and CA State Rail Plan.



These costs will be the base line for comparison of the subsequent alternatives in evaluating their
overall impact to the annual operations and maintenance (O&M) costs to the corridor.

Alternative 2: Overnight Service to Los Angeles
The cost of extending service to Los Angeles over Tehachapi Pass is dependant on cooperative
agreements with both Union Pacific and Metrolink. The annual costs of these agreements can vary
and typically include certain infrastructure improvements to be paid by Amtrak California for
compensation for the use of right-of-way. It is unknown at this time which infrastructure improvements
would be requested by either the Union Pacific or Metrolink. However the existing agreements in
place for the San Joaquin Corridor segments between Stockton and Sacramento and Port Chicago
and Oakland suggest an annual fee of around $1.43 per train mile, for use of the right-of-way, in
addition to the cost of specified infrastructure improvements. A rough order of magnitude cost
estimate for the annual increase of operations and maintenance costs for this alternative over the
base line costs set for the 10 and 25 year horizon in Alternative 1 is provided in Table 7.2.7 below.




                                                              - 7-9 -
Amtrak California
A partnership of Caltrans and Amtrak




                                                 Table 7.2.7
                              Estimated Increase of O&M Costs for Alternative 2
                                                                    Annual Increase In   Estimated Increase In
   Item                                  Unit Cost
                                                                    Train Miles          Annual Cost

                                        Amtrak California – San Joaquin
   Train Crew Labor                      $9 per train mile          124,100 – 248,200    $1.12 - $2.23 Million

   Operations & Maintenance              $21 per train mile         124,100 – 248,200    $2.61 - $5.21 Million

   MOW / Access Charges                  $1.43 per train mile       124,100 – 248,200    $0.18 - $0.35 Million
   General & Administrative              5.5% of other costs        N/A                  $0.22 - $0.43 Million

   TOTAL O&M COST                                                                        $4.13 - $8.22 Million
   TOTAL ESTIMATED O&M COST PER PASSENGER OVER ALTERNATIVE 1
                                                                                         $140 - $219 per person
   (Based on Incremental Ridership for 10 and 25 year horizon)
Unit Costs Based on Amtrak Statistics and CA State Rail Plan.



Given the limited number of trains that would be extended to Los Angeles, even in the 25 year
forecast, the $219 per person cost appears excessive for the benefit that would be provided by
extending San Joaquin service through to Los Angeles.

Alternative 3: Service to Wheeler Ridge
The proposed service to Wheeler Ridge would extend the San Joaquin rail service an additional 40
miles to the Grapevine/Wheeler Ridge area adjacent to Interstate 5, at the foot of the San Gabriel
Mountains. The capital cost of this extension, which would require the acquisition and construction of
new right-of-way, is estimated to be approximately $93 million, which includes a new station
constructed at the Wheeler Ridge terminal.

In addition to the capital improvements necessary for implementing this alternative, there are
increased O&M costs for the San Joaquin service increases, which are estimated to be around $13.4
to 16.8 Million per year, as well as unknown costs associated with modified cooperative agreements
between the BNSF, UPRR and Amtrak California for service extensions south of the existing
Bakersfield station.

Beyond the costs associated with the San Joaquin rail service, modifications to the Pacific Surfliner or
Metrolink trains between Los Angeles and Newhall would also increase the O&M costs, as well as
require a modification of the cooperative agreement between Amtrak California and Metrolink. These
additional annual O&M costs for the Pacific Surfliner and/or Metrolink, along with the increased
annual O&M costs for the San Joaquin trains over the base line costs set for the 10 and 25 year
horizon in Alternative 1 are summarized in Table 7.2.8 below.




                                                             - 7-10 -
                                                                         San Joaquin Corridor Strategic Plan




                                                  Table 7.2.8
                               Estimated Increase of O&M Costs for Alternative 3
                                                                   Annual Increase In      Estimated Increase In
    Item                             Unit Cost
                                                                   Train Miles             Annual Cost

                                          Amtrak California – San Joaquin
    Train Crew Labor                 $9 per train mile             233,600 - 292,000       $2.10 - $2.63 Million

    Operations & Maintenance         $21 per train mile            233,600 - 292,000       $4.91 - $6.13 Million

    MOW / Access Charges             $1.43 per train mile          67,160 - 83,950         $0.10 - $0.12 Million
    General & Administrative         5.5% of other costs           N/A                     $0.39 - $0.49 Million

    TOTAL O&M COST                                                                         $7.50 - $9.37 Million

                                       Amtrak California – Pacific Surfliner*
    Train Crew Labor                 $9 per train mile             175,200 - 219,000       $1.58 - $1.97 Million
    Operations & Maintenance         $21 per train mile            175,200 - 219,000       $3.68 - $4.60 Million

    MOW / Access Charges             $1.43 per train mile          175,200 - 219,000       $0.25 - $0.31 Million
    General & Administrative         5.5% of other costs           N/A                     $0.30 - $0.38 Million

    TOTAL O&M COST                                                                         $5.81 - $7.26 Million

                                                            Metrolink*
    Overall O&M Cost                 $59 per train mile            175,200 - 219,000       $10.3 - $12.9 Million

    General & Administrative         5.5% of other costs           N/A                     $0.57 - $0.71 Million
    TOTAL O&M COST                                                                         $10.9 - $13.6 Million

    ALT 3 - TOTAL ESTIMATED O&M COST PER PASSENGER OVER ALTERNATIVE 1
                                                                                           $357 - $345 per person
    (Based on Ridership)

    ALT 3A - TOTAL ESTIMATED O&M COST PER PASSENGER OVER ALTERNATIVE 1
                                                                                           $279 - $288 per person
    (Based on Incremental Ridership for 10 and 25 year horizon)
Unit costs based on SCRRA Operating Statistics for Antelope Valley Line and LOSSAN North Corridor Strategic Plan – in
2006 dollars.
*O&M costs would be for either the Pacific Surfliner OR Metrolink, not both.



Though the extension to Wheeler Ridge of the San Joaquin trains, as well as the extension of intercity
service from Los Angeles to Newhall would reduce the overall travel time of the thruway bus, it results
in a high capital and operating cost budget. With an estimated benefit of only 48,000 additional riders
over the next 25 years, the cost of this alternative does not seem to outweigh the overall benefit.

Alternative 3a: Pacific Surfliner or Metrolink Service Expansion to Newhall
Though major infrastructure improvements would not be required for this alternative, other than those
specified in a modified cooperative agreement between Amtrak California and Metrolink, there would
be an unknown cost associated with station improvements (to allow for Amtrak California bus
connections in Newhall) and operations and maintenance for additional Pacific Surfliner service. The
additional annual costs associated with this Pacific Surfliner or Metrolink service expansion were
provided in Table 7.2.8 above.

Like Alternative 3, O&M costs for Amtrak California thruway bus connections would be reduced as a
result of the shorter distance. However the additional cost of O&M for expanded Pacific Surfliner



                                                              - 7-11 -
Amtrak California
A partnership of Caltrans and Amtrak




service in conjunction with the increased annual fee from a modified cooperative agreement between
Metrolink and Amtrak California would not appear to justify the cost for this alternative to increase
ridership by only 20,000 to 25,000 passengers over the next 10 to 15 years.

Alternative 4: Service Extension to Visalia
Similar to Alternative 2, the cost of extending service to Visalia is dependant on cooperative
agreements with both Union Pacific and the San Joaquin Valley Railroad (SJVRR). The annual costs
of these agreements can vary and typically include certain infrastructure improvements to be paid by
Amtrak California for compensation for the use of right-of-way. It is unknown at this time the exact
infrastructure improvements that would be requested by either the Union Pacific or the SJVRR,
however capital costs are estimated to be approximately $72 million. A rough order of magnitude cost
estimate for the annual increase of operations and maintenance costs for this alternative over the
base line costs set for the 10 and 25 year horizon in Alternative 1 is provided in Table 7.2.9 below.

                                                 Table 7.2.9
                              Estimated Increase of O&M Costs for Alternative 4
                                                                    Annual Increase In   Estimated Increase In
   Item                                  Unit Cost
                                                                    Train Miles          Annual Cost

                                        Amtrak California – San Joaquin
   Train Crew Labor                      $9 per train mile          81,760 - 163,520     $0.74 - $1.47 Million
   Operations & Maintenance              $21 per train mile         81,760 - 163,520     $1.72 - $3.43 Million
   MOW / Access Charges                  $1.43 per train mile       81,760 - 163,520     $0.12 - $0.23 Million

   General & Administrative              5.5% of other costs        N/A                  $0.14 - $0.28 Million
   TOTAL O&M COST                                                                        $2.72 - $5.41 Million

   TOTAL ESTIMATED O&M COST PER PASSENGER OVER ALTERNATIVE 1
                                                                                         $107 - $60 per person
   (Based on Incremental Ridership for 10 and 25 year horizon)
Unit Costs Based on Amtrak Statistics and CA State Rail Plan.



Given the limited number of trains that would be extended to Visalia, the $60 per person cost appears
excessive for the benefit that would be provided by extending San Joaquin service to Visalia in the
short-term. Over the 25-year horizon however, population projections indicate a sizable increase in
the population of the Visalia and Tulare areas that may warrant a revisit of this alternative over the
next decade.

Alternative 5: Service Extension to Porterville
This alternative is an extension of service provided in Alternative 4. The same cost variations would
exist in this alternative as did in Alternative 4 but for longer distances. The estimated capital
improvement costs of extending service from Visalia to Porterville are approximately $26 million, in
addition to the cost estimate for Alternative 4. A rough order of magnitude cost estimate for the
annual increase of operations and maintenance costs for this alternative over the base line costs set
for the 10 and 25 year horizon in Alternative 1 is provided in Table 7.2.10 below.




                                                             - 7-12 -
                                                                        San Joaquin Corridor Strategic Plan



                                                Table 7.2.10
                              Estimated Increase of O&M Costs for Alternative 5
                                                                    Annual Increase In   Estimated Increase In
   Item                                  Unit Cost
                                                                    Train Miles          Annual Cost

                                        Amtrak California – San Joaquin
   Train Crew Labor                      $9 per train mile          108,040 – 216,080    $0.97 - $1.94 Million
   Operations & Maintenance              $21 per train mile         108,040 – 216,080    $2.27 - $4.54 Million

   MOW / Access Charges                  $1.43 per train mile       108,040 – 216,080    $0.15 - $0.31 Million
   General & Administrative              5.5% of other costs        N/A                  $0.19 - $0.37 Million

   TOTAL O&M COST                                                                        $3.58 - $7.16 Million
   TOTAL ESTIMATED O&M COST PER PASSENGER OVER ALTERNATIVE 1
                                                                                         $141 - $80 per person
   (Based on Incremental Ridership for 10 and 25 year horizon)
Unit Costs Based on Amtrak Statistics and CA State Rail Plan.



Similar to Alternative 4, over the 25-year horizon, population projections indicate a sizable increase in
the population in the area that may warrant a revisit of this alternative over the next decade.

7.2.3     Community Benefits or Impacts
As part of the alternative comparison process, several factors relating to the public interests were
reviewed at a high level in order to identify possible fatal flaws associated with any alternative. These
community based factors include the potential impacts associated with noise, aesthetic changes;
impacts to cultural resources; and impacts to social and economic resources.

Noise – Along the San Joaquin Corridor, the ambient noise levels are dominated by train noise from
freight and passenger trains. A second noise source within the region is from motor vehicles. Along
the corridor, the day-night average sound levels (Ldn) are between 50 to 58 decibels (dBA) for rural
and quiet suburban areas and Ldn 60 to 68 dBA for noisy suburban urban areas (Wilson, Ihrig &
Associates, Inc. 2004). The typical noise level for trains is 75 decibels at 50 feet.

Noise levels from traffic and transit sources depend on volume, speed and type of vehicle. Generally,
an increase in volume, speed or vehicle size increases traffic noise levels. Vehicular noise is a
combination of noises from the engine, exhaust, and tires or wheels. Among conditions affecting
traffic noise are defective mufflers, steep grades, terrain, vegetation, distance from the roadway, and
shielding by barriers and buildings. Additional noise sources associated with trains are the warning
bells located at at-grade crossings and train horn.

Aesthetics – The landscape of the San Joaquin Corridor is primarily dominated by the rural
agricultural landscapes associated with the Central Valley. In addition to the agricultural landscapes,
small traditional urban communities and larger urban mixed-use landscapes are present in the
corridor. The small urban communities range from clustered residential subdivisions located outside
of communities such as Pixley to a more mixed commercial and residential town like Madera. The
larger urban landscapes with a mix of commercial, industrial, residential and traditional downtowns
are found in the Sacramento area, Stockton, Modesto, Fresno, Bakersfield and the portion of the
corridor from Antioch to Oakland.

Views from the corridor are primarily sweeping vistas of the agricultural landscape and smaller urban
communities. Views of Suisun and San Pablo Bays are available from Pittsburg to Richmond.

Cultural Resources – The San Joaquin Corridor passes through an area of rich cultural history. The
area includes the traditional lands of four ethnohistorically-known Native American Groups: The


                                                             - 7-13 -
Amtrak California
A partnership of Caltrans and Amtrak




Nissenan, Plains Miwok, Northern Valley Yokuts, and Southern Valley Yokuts (Applied Earthworks
2004). Historic and prehistoric cultural resources and historic structures and features are found
throughout the San Joaquin Corridor.

Social and Economic Resources – The San Joaquin Corridor traverses an important economic region
of California with some of the nation’s top producing agricultural land. It is a rapidly growing area with
a diverse population. Located throughout the San Joaquin Valley in the major urban centers to the
small towns are social and economic resources such as schools, hospitals, libraries, parks, farmland,
and orchards which serve the people and provide jobs.

Alternative 1: Capacity and Service Enhancements to Existing San Joaquin Corridor
Implementation of Alternative 1 would result in an increase in train noise and vibration throughout the
corridor. The increase in passenger service and capacity would put more trains in operation resulting
in an increase in the number of instances a train would pass by sensitive receptors, intersection
warning bells would signal and train horns would sound.

From an aesthetic stand point, the increase in train operations associated with Alternative 1 would not
present a major change to the existing visual landscape of the corridor. Trains would continue
operating along an established rail corridor and would not be introduced to new areas.

Alternative 1 would potentially impact cultural resources. Any ground disturbances associated with
the changes to the existing rail infrastructure have the potential to encounter and destroy unknown
cultural resources which may be buried within the corridor.

As previously mentioned, there will be an increase in train volume and instances of warning bells and
train horns. This increase in noise may affect those social or economic resources located adjacent
the rail corridor and which are particularly sensitive to noise and/or vibration.

The additional train volume associated with Alternative 1 increases the safety risks along the corridor.
With more trains in operation there is a greater probability of an accident along the tracks, at a grade-
crossing, or at a station.

Alternative 2: Overnight Service to Los Angeles
Alternative 2 would result in a minimal increase in train related noise. Implementation of overnight
passenger service to Los Angeles would be limited to no more than two additional round trips and
would therefore result in two or four additional instances in which a train would pass by sensitive
receptors, intersection warning bells would signal and train horns would blow. A large portion of the
corridor on which the overnight service would operate is through the undeveloped area of the
Tehachapi Mountains, although the noise increases would occur in those developed areas of the
southern portion of Bakersfield, Lancaster, Palmdale, and along the segment of corridor from Santa
Clarita to downtown Los Angeles.

From an aesthetic stand point, the increase in train operations associated with Alternative 2 would not
present a major change to the existing visual landscape. Trains would continue operating along an
established rail corridor and would not be introduced to new areas. In addition the trains would
operate during the overnight hours.

There is the potential that the infrastructure improvements required for this alternative would include
ground disturbing activities and therefore have the potential to encounter and destroy unknown
cultural resources which may be buried within the corridor.

As previously mentioned, there will be a minimal increase in train volume and instances of warning
bells and train horns. This increase in noise may affect those social or economic resources located
adjacent the rail corridor and which are particularly sensitive to noise and/or vibration.



                                                  - 7-14 -
                                                            San Joaquin Corridor Strategic Plan



The additional train volume associated with Alternative 2 increases the safety risks along the corridor.
With more trains traveling along the corridor there is a greater probability of an accident along the
tracks, at a grade-crossing, or at a station.

Alternative 3: Service to Wheeler Ridge
Implementation of Alternative 3 would result in increased train noise in the southern portions of the
City of Bakersfield. Under this alternative, the San Joaquin line would be extended south of the
Bakersfield station to a new bus transfer station in the Wheeler Ridge area. The extension would be
partially along an existing rail line through portions of Bakersfield to the Town of Lamont. The
remaining portion of the extension would require the creation of a new railroad right-of-way along an
existing utility corridor. The extended service along the portion of existing track would increase the
amount of train related noise and vibration experienced along the rail line. The placement of new
track would introduce train noise and vibration in areas where it currently does not exist, although this
segment of the extension is located primarily through open agricultural land.

As stated above, the extension of service from Bakersfield to Wheeler Ridge would introduce rail
service through an area where none currently exists. The placement of the tracks and ancillary
facilities and operation of rail service would introduce new visual elements to the existing landscape.
The area is currently open agricultural land which would be visually impacted by the extended rail
service.

Alternative 3 would potentially impact cultural resources. Any ground disturbing work associated with
the extension of rail infrastructure has the potential to encounter and destroy unknown cultural
resources buried in the area.

With the extension of rail service there will be increase in train volume and instances of warning bells
and train horns. This increase in noise may affect those social or economic resources located
adjacent the rail corridor and which are particularly sensitive to noise and/or vibration.

The extension of rail service associated with Alternative 3 increases the safety risks along the
corridor. The extension of the corridor increases the chances of an accident along the tracks or at a
grade-crossing.

Alternative 3a: Pacific Surfliner or Metrolink Service Expansion to Newhall
Alternative 3a would have similar effects as Alternative 1. The expanded service would cause an
increase in train related noise and vibration along existing rail corridors. There would be no major
changes to the visual landscape of the area nor would there be any impacts to cultural resources.
The increased rail volume may result in minor affects to those sensitive social and economic
resources located adjacent the rail corridor. The additional train volume associated with Alternative 3a
increases the safety risks along the corridor. With more trains traveling along the corridor there is a
greater probability of an accident along the tracks, at a grade-crossing, or at a station.

Alternative 4: Service Extension to Visalia
Implementation of Alternative 4 would result in the increase in train related noise and vibration along
the portion of the San Joaquin Corridor between Fresno and the Visalia and Tulare area. Similar to
Alternative 1, the increase in passenger service between Fresno and Visalia would put more trains in
operation resulting in an increase in the number of instances in which a train would pass by sensitive
receptors, intersection warning bells would signal and train horns would sound.

There would be no major changes to the existing visual landscape with the extended service. Trains
would continue operating along an established rail corridor and would not be introduced to new areas.




                                                 - 7-15 -
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There would be no impacts to cultural resources but there will be an increase in noise and vibration
due to increased train volumes which may affect those social or economic resources located adjacent
the rail corridor and which are particularly sensitive to noise and/or vibration.

Alternative 5: Service Extension to Porterville
The impacts associated with Alternative 5 are similar to those as Alternative 4 with an extended area
of affect to Porterville.

7.2.4    Environmental Benefits or Impacts
The environmental impacts of each alternative were also considered during the alternative
comparison process. The following is a brief description of the general environmental characteristics
found within the San Joaquin Corridor. These existing environmental conditions provide the baseline
upon which the environmental analysis of each alternative was preformed.

Geological Conditions – The majority of the existing San Joaquin Corridor traverses the relatively
uniform and gentle terrain of the Central Valley. This area is characterized by a long and narrow,
north-south trending valley underlain by thousands of feet of alluvial and floodplain deposits. The
large alluvial basin of the Central Valley is surrounded by the mountainous terrain of the Tehachapi
Mountains to the south, the Sierra Nevada Mountains to the east, and moderately rugged mountains
of the Coast Ranges to the west. Between Stockton and Oakland, the corridor follows the low land
along the Sacramento River Delta and Suisun Bay around Mount Diablo and East Bay Hills.

Seismic hazards with the corridor include ground motion, liquefaction, and other seismically induced
ground movement primarily caused by the movement along faults. There are numerous active faults
near the San Joaquin Corridor. The north and south segments of the San Joaquin Fault lie to the
west of the corridor near Stockton. Just south of the corridor below the City of Bakersfield is the San
Andreas Fault zone and Garlock Fault zone. The Hayward Fault zone crosses the Stockton to
Oakland segment of the corridor between the City of Richmond and City of Martinez.

The State of California requires essential and critical public facilities be designed to mitigate against
catastrophic failure based on the Upper Bound Event (10 percent probability of exceedance in 100
years), or UBE. Within the Central Valley, this region is generally characterized as having a 15-20
percent chance of UBE within 100 years while the foothills of the Coastal and Tehachapi ranges, this
probability increases to up to 60-70 percent (Kleinfelder, Inc. 2004).

Hydrological Conditions – There are over two dozen major rivers and canals that are crossed by the
San Joaquin Corridor. From Sacramento to Bakersfield the major crossing include (from north to
south): Cosumnes River; the Folsom South Canal; Dry Creek; the Mokelumne, Calaveras, Stanislaus,
Tuolumne, Merced, Chowchilla, Fresno, San Joaquin, Kings, Kaweah, and Tule Rivers; the Friant-
Kern Canal; and the Kern River. From Stockton to Oakland the major crossings include: Mokelumne
Aqueduct, Middle River, Old River, Marsh Creek, Pacheo Creek, and San Pablo Creek.

The majority of the minor creeks and streams located throughout the corridor are located within the
100-year flood hazard zone and may be inundated during a 100-year (or greater magnitude) storm
event. The 100-year floodplains as delineated by the U.S. Federal Emergency Management Agency
(FEMA) exist primarily in the rural areas of the region and in low-lying land subject to frequent shallow
flooding. In urban areas and along most of the reaches of the major rivers, the 100-year floodplains
are contained within the riverbanks. In urban areas, protection from flooding is controlled by levees
and floodwalls which restrict the rivers’ flows, many of which also are controlled by upstream dams.

Hazardous Materials – Numerous hazardous waste sites are likely located near or adjacent to the
San Joaquin Corridor based on the historic uses that were traditionally located along railroad lines
and materials that were used in the construction of the railroad including phenol and creosol
compounds used to treat cross ties. Typically, contaminated sites are more often found in commercial


                                                  - 7-16 -
                                                             San Joaquin Corridor Strategic Plan



and industrial areas but contaminated sites are also known to occur in rural areas. In addition,
asbestos and lead based paint may be encountered along the rail corridor in the coatings of bridge
structures, wrapped utility lines, bridge expansion joints, concrete water lines, or other buildings
materials found within the corridor.

Natural Resources – The San Joaquin Corridor between Sacramento and Bakersfield crosses the
Central Valley, a relatively flat plain that once was an area of lush stands of riparian vegetation,
extensive wetlands, and variety of wildlife. Colonization by European settlers brought dramatic
change to the Valley with the introduction of agriculture. Today the Central Valley is dominated by a
multitude of agricultural activities which has resulted in the removal of native vegetation communities
and wetlands and has reduced the wildlife distribution and abundance throughout the region. While
urbanization and agriculture have reduced the abundance of native habitats, remnants still exist and
provide the necessary habitat for sensitive plants and animals. Based on the data provided in the
Sacramento to Bakersfield Biological Resources Technical Evaluation, California High-Speed Train
Program EIR/EIS (EIP Associates 2004), 13 vegetation communities can be found in the Central
Valley between Sacramento and Bakersfield (Lake and River categories are not included in this total)
with the largest area covered by agricultural lands (over 185,000 acres) and the smallest by blue oak
woodland (approximately 10 acres). The California Natural Diversity Database (CNDDB) reports
occurrences of 24 species of sensitive flora and fauna (14 sensitive plants, and 10 animals) within the
region (EIP Associates 2004). Between Stockton and Oakland the corridor crosses agricultural land,
various marsh habitats and urban landscapes. The marsh habitats found along the corridor include
several significant ecological areas which support a variety of rare, threatened or endangered wildlife
species.

Alternative 1: Capacity and Service Enhancements to Existing San Joaquin Corridor
Implementation of Alternative 1 with capacity and service enhancements along the existing corridor
would have the potential to affect sensitive natural resources. The service and capacity improvements
would involve minor changes to the existing rail infrastructure. Construction activities associated with
the enhancements would occur within the existing rail right-of-way and would potentially impact
vegetation, biological resources and wetland habitats which are located within the right-of-way.

Any excavation work within the railroad right-of-way may encounter hazardous materials conditions
which may be harmful to the construction workers or surrounding wildlife. If contaminated soils, rock
or groundwater is encountered, strict regulations regarding the handling and disposal of such
materials would be applied. Implementation of appropriate Best Management Practices (BMPs)
during construction would minimize the potential for impacts associated with hazardous materials or
waste.

Enhanced capacity and/or service along the corridor would be subject to those environmental
hazards which currently affect the corridor. A major seismic event along one of the numerous faults in
the vicinity of the corridor could result in impacts to the rail infrastructure and operations as a result of
damage caused by significant groundshaking, fault rupture or liquefaction. Areas of the railroad
located within flood zones would be subject to potential damage as a result of inundation during a
100-year (or greater magnitude) storm event.

Alternative 2: Overnight Service to Los Angeles
The implementation of Alternative 2 would not impact environmental resources. The operation of
overnight passenger service from Bakersfield to Los Angeles would occur on existing tracks and
would not require any construction activities for track enhancements or creation of new tracks.

Similar to Alternative 1, operation of overnight service to Los Angeles would be subject to those
environmental hazards which currently affect the corridor along which the trains would operate.




                                                  - 7-17 -
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Potential hazards could include, but not limited to, damage caused by significant groundshaking, fault
rupture or liquefaction, landslides, and flooding.

Alternative 3: Service to Wheeler Ridge
Alternative 3 would involve the construction of new railroad right-of-way in order to extend service to
Wheeler Ridge. The route of the extension would travel along an existing rail line parallel to
Weedpatch Highway. At Di Giorigio Road in the town of Lamont the rail line would continue south
following an existing utility line easement till reaching Wheeler Ridge Road. At this point the rail line
would parallel Wheeler Ridge Road to the intersection of I-5 and the location of a new rail/bus transfer
station.

The creation of approximately 19 miles of new railroad right-of-way would result in the loss of
agricultural land and wildlife habitat which could potentially impact sensitive and/or protected species.
The placement of a new railroad corridor may also affect wildlife corridors through the area.

Similar to Alternative 1, excavation work may encounter hazardous materials conditions which may
be harmful to the construction workers or surrounding natural community.

Additionally the extended rail line would be subject to natural hazards such as severe seismic events
and flooding.

Alternative 3a: Pacific Surfliner or Metrolink Service Expansion to Newhall
Similar to Alternative 2, the implementation of Alternative 3a would not result in impacts to
environmental resources. The proposed expansion of the Pacific Surfliner or Metrolink to Newhall
would occur over existing tracks through a primarily urban environment. As with all alternatives, the
expanded rail service would be subject to various natural hazards which currently exist such as a
major seismic event, flooding or landslides.

Alternative 4: Service Extension to Visalia
The implementation of a service extension to Visalia would not result in impacts to environmental
resources. Similar to Alternatives 2 and 3a, Alternative 4 would implement the service extension on
an existing rail line. As with all alternatives, the expanded rail service would be subject to various
natural hazards which currently exist such as a major seismic event, flooding or landslides.

Alternative 5: Service Extension to Porterville
Alternative 5 would have same the outcomes as Alternatives 2, 3a and 4.




                                                  - 7-18 -
                                                             San Joaquin Corridor Strategic Plan




8.0       PREFERRED ALTERNATIVE AND IMPROVEMENTS
Based on the comparison of alternatives presented in Chapter 7, the alternative that presents the
greatest overall benefit for the San Joaquin service is Alternative 1. Alternative 1 focuses on
improvements to the existing and established passenger corridor, which gives it the highest cost-
effectiveness and greatest potential for increases in overall ridership. The remaining alternatives
should be revisited as the population demand in the valley continues to increase over the next 25
years.

This chapter focuses on identifying the projects associated with Alternative 1 and categorizing them
into Immediate, Short-term, Medium-term, and Long-term phases that focuses on addressing the
most critical needs of the corridor.

8.1     CAPACITY AND PERFORMANCE ANALYSIS
To assist in identifying the most critical projects to be included in the “Immediate” and “Short-term”
horizons, an operational review that focused on a capacity and performance analysis was conducted
by the BNSF Railway. The analysis tested the train performances across the San Joaquin Corridor
between Richmond and Bakersfield in four simulation scenarios:

      Existing conditions (Base Case),

      Existing train levels with enhanced infrastructure to delay to the current schedule,

      Proposed short-term passenger train increases, and

      Proposed 5-Year passenger train increases.

The proposed increases in the Amtrak San Joaquin service over the short-term and 5-Year horizons
that were input into the capacity and performance analysis simulations were provided by the Division
of Rail and are included in Appendix C of this report.

The analysis conducted by the BNSF Railway used the Berkeley Simulation Software Rail Traffic
Controller (RTC) simulation model to identify locations where infrastructure projects are and will be
required in the short-term and 5-year time frame to maintain “fluid” movement of all trains (freight and
passenger) along the corridor. For the purposes of this analysis, “fluid” has been identified as an
overall delay ratio of 25 percent or less for the entire length of the corridor. The delay ratio is defined
as the number of delay hours incurred in the week divided by the time needed under perfect
conditions to make a particular train’s run. The complete analysis from the BNSF operations review,
including a comparative measure of the different passenger performance levels for each simulation
case and the passenger train schedules developed for this analysis, is provided in Appendix D.




                                                   - 8-1 -
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8.2     IDENTIFICATION OF IMPROVEMENT PROJECTS
Based on the results of the BNSF Capacity and Performance Analysis, the following projects have
been identified and categorized into "Immediate" and "Near-Term" projects. Those projects
designated under the "Medium-Term" and "Long-Term" are projects that have been identified by the
Division of Rail in previous studies and reports as being necessary to accommodate planned service
increases beyond the 5-year horizon. The projects identified under “Immediate” and “Near-Term” are
ranked only in terms of their operating utility, not in terms of the capital cost or constructability.
Several of the projects however have already been engineered by the BNSF, for which some initial
environmental screening has also been conducted. See Figure 8.2.1 for the general location of the
various project categories.

8.2.1     Immediate Improvements
The improvements identified in this section are those determined to be necessary to maintain “fluid”
freight and passenger operations assuming existing train volumes as of April 2007 in the BNSF
Capacity and Performance Analysis. Since the service assumption was based on existing conditions,
these projects were identified as “immediate”, or within 1 and 2 years.

      Second Main Track between Hanford and Kings Park – This project provides an eastward
      extension of the second main track from Hanford, past Kings Park, to connect with the west end
      of the existing controlled siding at Guernsey. This would create 6 miles of a continuous double
      track section that would help reduce the delay of the trains.

      Siding Extension at Pittsburg – An eastward extension of the controlled sidings at Pittsburg of
      about 4.1 miles to MP 1152.7.

      Second Main Track between Walnut and Duffy – This project adds 9.9 miles of second main track
      between Walnut (MP 1116.9) and east of Duffy (1107.0).

      Second Main Track between Merced and Le Grand – The first phase of the 17-mile long
      extension of second main track from Merced east to Le Grand. This first phase extends two main
      track sections from west Le Grand (MP 1041.9) to west Planada (MP 1050.3).

      Siding Extension at Gregg – This project upgrades and extends the controlled siding at Gregg to
      become a 5-mile second main track.

      Station Security Improvements – This was identified by the Caltrans Division of Rail as an on-
      going safety improvement process for all stations along the San Joaquin Corridor. Recent and
      future projects are summarized in Section 9.2.

8.2.2     Short-Term Improvements
The “Short-Term” improvements (3 to 5 years) presented in this section were identified as necessary
to maintain “fluid” passenger and freight operations assuming the short-term and 5-Year horizon
passenger train schedules in the BNSF Capacity and Performance Analysis.

      Additional Second Main Track between Merced and Le Grand - The remainder of the proposed
      Merced-Planada-Le Grand second main track is completed. This project would extend the second
      track an additional 6.3 miles from east of Merced to MP 1039.9.

      Second Main Track between Duffy and Escalon – A further eastward extension of two main
      tracks from Duffy to the west end of controlled siding at Escalon. This will extend the double track
      section another 8.5 miles to the east.




                                                   - 8-2 -
                                                           San Joaquin Corridor Strategic Plan



    Siding Extension at Figarden – This project will be a 2.6 mile extension to the west of the siding at
    Figarden from the existing west end to the San Joaquin River bridge.

    Additional Second Main Track between Oakley and Port Chicago - This project will create a new
    7.15 mile second main track between MP 1152.75 on the east and MP 1159.9 on the west, as
    well as a right-hand power crossover at about MP 1155.75 and a left-hand mate at about MP
    1158.05. This will allow engines to switch at Hill Yard without interrupting the traffic on the first
    main track.

    Second Main Track Extension at Shirley - This project will include the westward extension of two
    main tracks at Shirley, to MP 974.24, plus retention of the existing controlled siding at Shirley,
    which is north of Main 1.

    Second Main Track between Jastro and Shafter – This would extend the existing double track
    approximately 10 to 12 miles north from just north of Jastro through to Shafter.

    Corridorwide Signal Upgrades – This includes communications and signal improvements that
    would likely include signal respacing programs related to the construction of additional track
    infrastructure and would be an on-going process along the corridor.

8.2.3   Medium-Term Improvements
The projects identified for “Medium-Term” are those projects that have been identified by the State of
California and the BNSF Railway as necessary and can realistically be implemented in the 5 to 10
year horizon.

    PTC/ETMS Installation – This has been identified by the BNSF Railway as an important project
    along the San Joaquin Corridor. However the implementation of this new control system on the
    railroad could be delayed depending on approval from the Federal Railroad Administration (FRA).

    Stockton to Holt Second Main Track – This would join two existing double tracked segments by
    providing a second main track for approximately 7 miles between north Stockton and Holt.

    Riverbank Second Main Track – This adds 2 to 4 miles of second main track through Riverbank.

    Merced to Winton Second Main Track – This adds approximately 9 miles of second track north of
    Merced through Pritchard and Fluhr.

    Fresno Grade Crossings and Track Improvements with Second Main Track – This adds additional
    second track through sections of Fresno while also providing for safety improvements to several
    of the at-grade crossings through the City of Fresno.

    Hammond Siding – This extends the existing siding just north of Fresno to allow for running
    meets between trains.

    Angiola to Corcoran Second Main Track – This project provides for a new 8 to 9 mile double track
    section south from Corcoran to Angiola.

    Orwood Siding Extension – This provides an extension of the Orwood siding between the double
    track sections of track that currently terminate at Bixler and Trull.

    Akers to Lodi Second Main Track – This improvement would provide additional double track
    along the Union Pacific alignment between Stockton and Sacramento.

    Madera to Planada Second Main Track and Curve Realignment – This would replace existing
    passing sidings with approximately 25 to 30 miles of double-track railroad, while improving the
    travel times by straightening curves to allow for increased operating speeds.


                                                 - 8-3 -
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8.2.4    Long-Term Improvements
The following “Long-Term” improvements are focused primarily on improving travel times versus
providing additional capacity. The exception is the last bullet, which is identified as the ultimate goal
of providing for a fully double-track system between Bakersfield, Oakland and Sacramento.

    Bixler Curve Realignment

    Merced River Curve Realignment

    Wasco to Corcoran Curve Realignment and Track Upgrades

    Modesto Curve Realignment

    Jastro Curve Realignment

    Complete Double-Tracking of San Joaquin Corridor




                                                 - 8-4 -
                        San Joaquin Corridor Strategic Plan



           Figure 8.2.1
Preferred Improvement Alternative




              - 8-5 -
Amtrak California
A partnership of Caltrans and Amtrak




8.3     PASSENGER VS FREIGHT PROJECTS
In 2000, Amtrak published the 20-Year Improvement Plan that identified infrastructure projects
designed to enhance passenger operations across the State of California over the next 20 years.
Several of the projects identified benefited the San Joaquin and were categorized by the time frame
in which they would occur. The projects initially identified in this Strategic Plan referenced the projects
outlined in the 20-Year Improvement Plan that to-date had not yet been completed or were not
underway. To assist in the further revision of the priority projects along the San Joaquin, the BNSF
conducted an immediate-term and short-term operational analysis to prioritize improvement projects
based on revised freight and passenger volumes and forecasts. The results of this analysis confirmed
some of the projects initially identified under the 20-Year Improvement Plan but also identified several
additional projects.

Many of the projects identified by the BNSF are intended to improve the flow of freight traffic along
the San Joaquin Corridor. While improvement in the “flow” of freight traffic does benefit the ability for
the San Joaquins to maintain reliability, it does not always provide justification for providing local,
state or federal funds to construct infrastructure improvements for passenger services. This section is
intended to help separate those projects that are identified as necessary for the continual
improvement of passenger service along the San Joaquin Corridor, and therefore are justified in the
funding that is put forth by local, state or federal sources on infrastructure improvements, with those
that may focus on more of a benefit to freight operations. It should be noted that benefits to both
freight and passenger services are commonly achieved no matter what the focus of the improvement
is, however to achieve the greatest benefit for the cost, it will be important that the State focus on
providing funding to those projects that present the greatest overall benefit to passenger services.

The operations analysis provided by BNSF did identify some projects that would provide significant
benefit to passenger services. Some of these projects are already underway or have been identified
by the State as key improvements to the passenger services. These include:

      Additional Second Main Track between Oakley and Port Chicago – This project is currently
      “underway” with identified funding through the State of California, as is presented in Chapter 10:
      Rail Project Funding of this document.

      Track and signal improvements between Stockton and Bakersfield – There is no specific project
      identified under the San Joaquin Business Plan FFY07-08, however the Plan does identify
      funding for “Track and signal improvements between Stockton and Bakersfield”. The operations
      analysis conducted by the BNSF identified several specific projects within this segment of the
      corridor, which can be refined in order to highlight the projects that provide the greatest benefit to
      passenger services.

It will be important to identify which projects will be necessary for passenger service improvements
versus those intended to primarily benefit freight operations so that the appropriate cost sharing
agreements can be established. Further analysis by Caltrans Division of Rail will be conducted on the
output of the BNSF operations analysis to help identify these projects and present an updated
strategy for implementing these improvements to meet the projected passenger demand over the
short-, medium-, and long-term time frames.




                                                    - 8-6 -
                                                                      San Joaquin Corridor Strategic Plan



9.0       POTENTIAL SAFETY IMPROVEMENTS
9.1      GRADE CROSSING SAFETY
The San Joaquins have over 360 public and private at-grade crossings along the corridor on both the
Union Pacific and the BNSF Railway portions. On the BNSF Railway alone there are 362 at-grade
crossings with 255 public and 107 private crossings. While these at-grade crossings are critical for
the daily function of many cities, towns and farms, they also pose a hazard to rail operations. On a
statewide basis, the San Joaquin Corridor has 3 out of the top 10 and 8 out of the top 20 at-grade
crossings with the most train-vehicular accidents between 1995 and 2004.3 The top 10 crossings for
accidents along the corridor are shown in Table 9.1.1 below.

                                                  Table 9.1.1
                                 Crash Sites with Multiple Incidents 1995-2004
    Rank on         Road, City                   Railroad                  Federal ID#          Number of Accidents
    Corridor
    1               Bellevue Ave, (near)         BNSF                      028688J              12
                    Merced
    2               Divisidaro St, Fresno        BNSF                      028553D              6
    3               Hamilton Ave, Fresno         BNSF                      028527N              5
    4               Kratzmyr & Rudd Ave,         BNSF                      028380R              4
                    near Shafter
    5               Poplar Ave., near Shafter    BNSF                      028394Y              4
    6               California Ave., Fresno      BNSF                      028517H              4
    7               Palm Ave, Fresno             BNSF                      028582N              4
    8               Shaw Ave, Fresno             BNSF                      028586R              4
    9               Reina Rd., near Shafter      BNSF                      028379W              3
    10              Kimberlina Rd., near         BNSF                      028397U              3
                    Wasco


As shown on the table above, the Bellevue Avenue crossing has the highest number of train/car
collisions in the state. In spite of this distinction there are no known plans for improvements or grade
separation at this location as funding for grade crossing improvements is scarce.

Generally it is up to the local agency (city or county) to improve grade crossings with state, federal
and local funds that are available for roadway projects. As described below, most of the responsibility
for funding grade crossing improvements falls on local jurisdictions. The following section provides a
brief overview on available funding sources for grade crossing improvements or separations. It should
be noted that a public agency interested in proposing a grade separation is responsible for the
financing of that project.

9.1.1     Federal Funds
Grade crossings may be improved with federal highway funds when the improvement is part of a
federal aid project on a road that is part of the National Highway System (this would include principal
and minor arterials on urban and rural roads). These funds are available for operational
improvements and construction projects funded under Title 23 USC 104(b), including congestion
management and air quality (CMAQ) projects and surface transportation projects (STP). Title 23 USC

3
 Cooper, Douglas and Ragland, David, Driver Behavior at Rail Crossings. Traffic Safety Center, Berkeley, CA, April 2007. P.
37.



                                                            - 9-1 -
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109(e) and 23 CFR 646.214 set forth specific requirements for the improvement of grade crossing
when the crossing is within or near the project limits of a federal aid project. Cities along the corridor
would not be precluded from using these funds to improve a grade crossing as part of a larger federal
aid project.

Local transportation agencies would program these projects in their Federal Transportation
Improvement Program using the federal funds available to them.

The purpose of the Caltrans Division of Rail’s Federal Aid Railroad-Highway Grade Crossing Program
is to eliminate hazards to vehicles and pedestrians at existing railroad crossings. This program is
authorized by Title 23, United States Code, Section 130 (23 U.S.C. 130).4 Although the Federal
Highway Administration (FHWA) is responsible for this program, responsibility has been delegated to
the states. Under the Section 130 program, each state is required to maintain a survey of all
highways in order to identify those railroad crossings that may require separation, relocation, or
protection devices, and establish and implement a schedule of projects for this purpose. Section 130
funds are only available to eliminate hazards at existing crossings. Projects are selected using a
federal process and formula. Since a Quiet Zone project is not considered a hazard related project,
Section 130 funds cannot be used to improve crossings in a proposed Quiet Zone.

9.1.2    State Funds
Local agencies receive 75 percent of the state transportation funds. These are the best source of
funds for railroad crossing improvements other than development impact fees.

State funding is available for grade separation projects that eliminate one or more Highway-Rail
Grade Crossings. The California Public Utilities Commission (CPUC) is responsible for establishing
priority lists of grade separation projects which are in need of funding. These lists are determined on
the basis of criteria established by the CPUC.

California Streets and Highways (S&H) Code Section 190 funds may be used for grade separations
of any public road. Section 190 of the S&H Code requires the State’s annual budget to include $15
million for funding qualified projects on the Grade Separation Priority List Program as ranked by the
CPUC. Section 2450 et seq. of the S&H Code sets out the procedure for administering these funds,
and Section 2453 gives Caltrans responsibility for allocating the funds to qualified projects.

9.1.3    Local Funds
An example of the use of local funds are cities such as Elk Grove, which funded many of its most
recent grade crossing improvement projects based on road fees. In some cases, it was able to
assemble a mix of federal, state and local funds. The City of Elk Grove was able to obtain the
following funding for the Elk Grove ‘Old Town’ improvements:

    $98,500        Federal bike

    $792,000       State Transportation Improvement Program (STIP)

    $1,500,000 Regional Surface Transportation Program (RSTP)

The railroad improvements are incidental to the overall improvement project in parts of the city like
Old Town. Bond and Sheldon Roads in Elk Grove were improved with Elk Grove road fees. The
majority of the Grant Line Road over crossing is funded with Elk Grove road fees. In addition to the
road fees, the City has applied to the UPRR for funds for the grade separation at Grant Line Road,


4
 Please see Caltrans Division of Rail Federal Aid Railroad-Highway Grade Crossing Program, available at
http://www.dot.ca.gov/hq/rail/dorwebsite/sec130.htm, for more information.



                                                          - 9-2 -
                                                                      San Joaquin Corridor Strategic Plan



but at the time of the writing of this document, no funding had been received.5 With the exception of
the Grant Line grade separation which is already funded, the City of Elk Grove does not have any
grade separations planned for the near future.

9.1.4       Quiet Zones
After several years of investigation by the Federal Railroad Administration (FRA), on December 18,
2003 the FRA published its Interim Final Rule on the Use of Locomotive Horns at Highway-Rail
Grade Crossings. After a lengthy comment period, on April 27, 2005 FRA issued the Final Rule on
Use of Locomotive Horns at Highway-Rail Grade Crossings, 70 Fed. Reg. 21844 (2005) (“Final Rule”)
with an effective date of June 24, 2005. It requires locomotive horn use at all public highway-rail
grade crossings in the nation except in certain qualifying areas known as “Quiet Zones.” The Quiet
Zone exception is designed to enable state and local authorities like the City of Elk Grove, or other
cities on the corridor, to prohibit or otherwise restrict the use of locomotive horns in residential
neighborhoods and other designated areas that have appropriate grade crossing safety mechanisms
in place.6 The establishment or maintenance of Quiet Zones will ensure that railroad noise mitigation
measures are implemented in a manner that is consistent with federal railroad safety requirements.
The City of Elk Grove was well positioned to pursue Quiet Zones given the residents’ interest in the
reduction of train whistle and horn noise.

Richmond, Elk Grove, Stockton and Bakersfield are a few of the communities that have either
implemented or are investigating the implementation of Quiet Zones along the San Joaquin corridor.
Quiet Zones should not have an impact on the San Joaquins daily operations, but it is likely that
communities along the route will request information about Quiet Zones and their implementation
process.

9.2       STATION SAFETY IMPROVEMENTS
The San Joaquins have 12 unique stations along the corridor and five shared stations that it shares
with the Capitol Corridor system. The public outreach process identified a great concern for
passenger safety at the stations throughout the San Joaquin Valley. In particular, secure parking was
identified as a primary deterrent to passengers using the train for trips that would require an overnight
visit. The fear is that their car would be vandalized at the station while they were gone. The public
also stated that it was important to have stations that were considered safe so that if someone was
forced to wait for a delayed train, that they would have a comfortable, secure environment to wait for
the train. Below is a list of the stations their current status and possible improvements.




5
    Correspondence with Gwen Owens, City of Elk Grove, January 6, 2006.
6
 Under the Rule, a locomotive engineer retains the discretion to sound the locomotive horn within a Quiet Zone in the event of
certain specified hazards.



                                                            - 9-3 -
Amtrak California
A partnership of Caltrans and Amtrak




9.2.1    Bakersfield
The Bakersfield station is currently owned and maintained
by the City of Bakersfield. The station provides
approximately 100 short- and long-term surface parking
spaces. Station security is provided by Amtrak Police. A
list of recent and proposed improvements related to station
security is provided below.

Recent Improvements
    Quik Trak machine onsite.

    Platform tactile repairs.

    Bollards at far end of platform.                                 Bakersfield
    Yellow safety striping with verbiage.

     “Do Not Cross Tracks” signage.

    Upgraded surveillance system.

    Storage sheds for bus and mechanical departments.

    Wireless platform mic.

Future Improvements:
    Fenced-in parking area.

    Additional bollards for platform security.

    Train & Engine Crew entrance for additional internal security.




9.2.2    Wasco
The Wasco station is currently owned and maintained by
the City of Wasco. The station provides 10 short- and
long-term surface parking spaces. A list of recent and
proposed improvements related to station security is
provided below.

Recent Improvements
    City office presence.

    Platform tactile repairs. (40% replacement.)

    Distribution of promotional materials.

    Through Transit Office onsite.

    Yellow safety striping with verbiage.



                                                   - 9-4 -
                                                          San Joaquin Corridor Strategic Plan



Future Improvements
    Quik Trak machine onsite.

    Finish parking lot and landscaping.

    Welcome signage.

    Additional benches.

    Repaint railings

    “Do Not Cross Tracks” signage.




9.2.3   Corcoran
The Corcoran station is currently owned and maintained
by the City of Corcoran. The station provides 20 short- and
long-term surface parking spaces. Station security is
provided by Amtrak Police. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    City office presence.

    Quik Trak machine onsite.

Future Improvements
                                                                         Corcoran
    Upgraded platform signage.

    Additional benches.

    Minor tactile repairs.

    “Do Not Cross Tracks” signs.




9.2.4   Hanford
The Hanford station is currently owned and maintained by
the City of Hanford. The station provides 12 short- and
long-term surface parking spaces. Station security is
provided by Amtrak Police. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    Platform tactile and striping w/verbiage.

    Surveillance system added.



                                                - 9-5 -
Amtrak California
A partnership of Caltrans and Amtrak




    Upgraded P.A. system.

    New roll-up baggage door.

    Increased outdoor baggage area cage.

Future Improvements
    Second platform (currently under construction by
    BNSF.)

    Expansion of internal baggage room.

    Quik Trak machine.

    Upgrade logo signs.




9.2.5    Fresno
The Fresno station is currently owned and maintained by
the City of Fresno. The station provides 50 short- and
long-term surface parking spaces. Station security is
provided by the City of Fresno Police and a private
security company. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    Police Patrol Stop & night guard.

    Station Host Program.

    ADA jitney.

    Upgraded surveillance system.

    Quik Trak machine.

Future Improvements
    Phase II: improved parking lot, platform, canopy,
    expanded platform area.

    Surveillance system pilot project.

    Upgraded P.A. system.

    Finish baggage room floor.

    Bike racks.

    Waiting room ceiling fans.

    Additional exterior lighting.




                                                - 9-6 -
                                                          San Joaquin Corridor Strategic Plan



9.2.6   Madera
The Madera station is currently owned and maintained by
the City of Madera. The station provides 6 short- and long-
term surface parking spaces. Station security is provided
by Amtrak Police. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    Clean platform and parking area.

    Old shelter removed (safety hazard.)

    Railing repaired for safety.
                                                                          Madera
Future Improvements
    Eventual move to more accessible area.

    Signage improvement.




9.2.7   Merced
The Merced station is currently owned and maintained by
the City of Merced. The station provides 18 short- and
long-term surface parking spaces. Station security is
provided by Amtrak Police. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    T&E crew base onsite.

    Upgraded lighting.

    Upgraded surveillance system.

    Painted railings.

    Secured light bollards to minimize vandalism.

    Parking lot striping.

    Restroom upgrades.

Future Improvements
    Fenced-in parking area.

    Police Patrol Stop.

    Quik Trak machine.

    Enclosed trash area.



                                                - 9-7 -
Amtrak California
A partnership of Caltrans and Amtrak




9.2.8    Turlock-Denair
The Turlock-Denair station is currently owned and
maintained by the City of Turlock. The station provides 8
short- and long-term surface parking spaces. Station
security is provided by Amtrak Police. A list of recent and
proposed improvements related to station security is
provided below.

Recent Improvements
    Unstaffed stop.

    Clean and well-kept platform with shelter.

    Yellow line with verbiage.

    Tactile repair.

    Slip/trip repairs.

Future Improvements
    General upkeep as needed.




9.2.9    Modesto
The Modesto station is currently owned and maintained by
the City of Modesto. The station provides for 50 short- and
long-term surface parking spaces. Station security is
provided by Amtrak Police. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    New counter with security glass.

    Police Patrol Stop.

    Additional cameras.

    Fenced-in parking.

    Exterior paint.

    Quik Trak machine.




                                                 - 9-8 -
                                                          San Joaquin Corridor Strategic Plan



Future Improvements
    Staffed Police Patrol Stop.

    Fenced-in parking lot.

    Security upgrades.

    Quik Trak machine.

    Slurry coat all asphalt surfaces.

    Improved surveillance system.

    Paint exterior and interior of building.

    Security glass at ticket counter.

    Bus canopies.




9.2.10 Stockton Stations
Stockton is unique in that it has two stations servicing the San Joaquin Corridor. One station provides
service to the trains originating and terminating in Sacramento while the other station serves the
trains traveling to and from Oakland, with limited to no connections between the two stations. This
provides for a lot of confusion and inconvenience for passengers and is the focus of a subsequent
analysis presented in Appendix A of this report.

One of the stations is referred to as the Stockton ACE
station and is currently owned and maintained by the San
Joaquin Valley Rail Committee, which oversees the
operation of the Altamont Commuter Express (ACE)
commuter rail service between Stockton and San Jose.
The station provides for XXX short- and long-term surface
parking spaces. The station is staffed by ACE personnel.
A list of recent and proposed improvements related to
station security is provided below.

ACE Station

Recent Improvements
    Station renovation and staffing by ACE personnel.

Future Improvements
    Quik Trak machine proposed.

Stockton Amtrak Station

The second station is referred to as the Stockton Amtrak station and is currently owned and
maintained by the City of Stockton and staffed by Amtrak personnel. The station provides for no
short- or long-term parking spaces and provides no security. However an Amtrak Detective’s office is
located on site. No improvements to this station have been performed recently or are planned.



                                                - 9-9 -
Amtrak California
A partnership of Caltrans and Amtrak




9.2.11 Lodi
The Lodi station is currently owned and maintained by the
City of Lodi. The station provides 6 short- and long-term
surface parking spaces. Station security is provided by the
local police department. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    Clean, well-kept platform and waiting room.

    City office presence.

    Quik Trak machine.

Future Improvements
    Significant tactile repair




9.2.12 Antioch
The Antioch station is currently owned and maintained by
the City of Antioch. The station provides XXX short- and
long-term surface parking spaces. A list of recent and
proposed improvements related to station security is
provided below.

Recent Improvements
    Improved signage.

    Local volunteer presence.

Future Improvements
    Platform improvements.

    Tactile repairs.




                                                  - 9-10 -
                                                           San Joaquin Corridor Strategic Plan



9.2.13 Sacramento
The Sacramento station is currently owned and
maintained by the City of Sacramento. The station
provides 20 short-term surface parking spaces. There are
no specific long-term spaces provided. Station security is
provided by a private security company. A list of recent
and proposed improvements related to station security is
provided below.

Recent Improvements
    Baggage counter.

    Station Host Program.

    2 new Quik Trak machines.

    Upgraded surveillance system.

    Security desk in lobby.

    Tactile repairs.

Future Improvements
    Upgraded interior Public Announcement system.

    2 computers for baggage counter to expand ticketing slots when needed.

    Upgrade camera recording system.

    New entrance sign.

    Parking/pedestrian flow improvements.

    Permanent bus canopies.

    Increased exterior security at overflow parking.




9.2.14 Martinez
The Martinez station is currently owned and maintained by
the City of Martinez. The station provides 50 short- and
long-term surface parking spaces and no security is
provided. A list of recent and proposed improvements
related to station security is provided below.

Recent Improvements
    Wood benches refinished.

    Added trash receptacles.

    1 new Quik Trak machine.


                                                - 9-11 -
Amtrak California
A partnership of Caltrans and Amtrak




    Station Host Program.

    Security curtain in baggage area.

    Railing repairs.

Future Improvements
    Improved Public Announcement system.

    Tactile repairs.

    Paint administration areas.

    Logo replacement.




9.2.15 Richmond

The Richmond station is currently owned and maintained
by Bay Area Rapid Transit District (BART). The station
provides 12 short- and long-term surface parking spaces.
Station security is provided by BART police and the City of
Richmond Police. A list of recent and proposed
improvements related to station security is provided below.

Recent Improvements
    Major transit oriented development.

    Platform and signage improvements

    Two new Quik Trak machines

Future Improvements
    No new improvements are currently planned for this station




9.2.16 Emeryville
The Emeryville station is currently owned and maintained
by the City of Emeryville. The station provides no short- or
long-term parking spaces. Station security is provided by
the Emeryville police department. A list of recent and
proposed improvements related to station security is
provided below.

Recent Improvements
    Security glass at ticket counter.




                                                - 9-12 -
                                                           San Joaquin Corridor Strategic Plan



    1 Quik Trak machine.

    Station Host Program.

Future Improvements
    Improved Public Announcement system.

    Major tactile repairs.




9.2.17 Oakland Jack London Square
The Oakland Jack London Square station is currently
owned and maintained by the City of Oakland. The station
provides no short- or long-term parking spaces. Station
security is provided by the Oakland Police. A list of recent
and proposed improvements related to station security is
provided below.

Recent Improvements
    Security glass at ticket counter.

    1 Quik Trak machine.

    Station Host Program.

    Improved Public Announcement system.

Future Improvements
    ADA compliant ticket counter.

    Remove slip/trip hazards from brick platform area.




                                                - 9-13 -
Amtrak California
A partnership of Caltrans and Amtrak




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                                                    - 9-14 -
                                                             San Joaquin Corridor Strategic Plan



10.0 RAIL PROJECT FUNDING
Rail project funding relies primarily on state and federal support. However, more and more cities,
counties, and regional agencies are taking funding of commuter and intercity/interregional rail service
into their own hands. This is especially true for relatively low-cost capital projects. Funding allocations
for past, present, and programmed projects on San Joaquin corridor are no different. However, to be
able to ensure “bigger bang for the buck” from projects underway, programmed, or planned, Division
of Rail needs a funding plan based on prioritization of projects. This chapter includes an analysis of
potential funding for implementation of various improvement projects along the San Joaquin corridor.
A key element to the funding will continue to be state and federal funding programs, however,
contributions generated from local taxes levied in cities and counties will be increasingly important.

10.1 RAIL PROJECTS ON SAN JOAQUIN CORRIDOR
The San Joaquin Route FFY 2007-08 Business Plan includes details on projects that are currently
underway or programmed. The business plan provides description of these projects and their funding
allocations. In addition, this strategic business plan proposes many projects identified by the project
team in close coordination with the BNSF. The projects were classified as immediate, near-, medium-
, and long-term based on the anticipated demand for, and needs of the service. Some of the projects
are already included in the business plan or other plans for the route, while others are being
introduced as part of this strategic business plan. Therefore, this strategic business plan classifies
projects into following six categories.

    Underway

    Programmed

    Proposed immediate

    Proposed near-term

    Proposed medium-term

    Proposed long-term

10.2 EXISTING FUNDING
Potential funding sources for projects under some of the above identified categories are not very
different from those under some of the other categories. Therefore, based on type of funding sources,
the six project categories can be further classified under three funding categories based on
availability of funds. These are

    Funds currently available – applicable for underway, programmed, and proposed immediate
    projects,

    Funds from potential existing sources – applicable for proposed near-, medium-, and long-term
    projects; and

    Funds from potential new sources.

10.2.1 Existing Funds Available for Underway, Programmed, and Proposed Immediate
       Projects
Funding for underway, programmed, and proposed immediate projects cannot depend upon future
funding, and has to come from funds available for larger ongoing or programmed projects. A detailed
list of all underway, programmed, and proposed “immediate” projects is included in Table 10.3.1.


                                                  - 10-1 -
Amtrak California
A partnership of Caltrans and Amtrak




Short term capital projects are included in the short-term capital plan, which currently consists of
$91.5 million in underway projects, and $79.4 million in programmed projects. Thus, the short-term
capital plan includes $170.9 million in projects. The projects are funded through the State
Transportation Improvement Program (STIP), the Traffic Congestion Relief Program (TCRP),
Proposition 116 Bond Program, and local, federal, and private funding sources.

Projects are defined as underway if state funds have been allocated by the California Transportation
Commission (CTC), or if other funding sources (such as Amtrak, local, or federal) are under contract.
Larger projects are often funded and completed in phases. Therefore, certain projects listed in the
table also have programmed funding allocations. These are the funds not available currently, but will
be at a future date. Such projects are called programmed projects. A project could be on both
underway and programmed projects lists. Currently, the short term capital plan includes $79.4 million
in programmed projects.

In section 8.2.1, this strategic business plan identifies “immediate”, or within one and two years,
improvements necessary to maintain “fluid” freight and passenger operations of existing train
volumes.

                                        Table 10.3.1
          Details of Underway, Programmed, and Proposed Immediate Capital Projects
Line     Project Name                                                         Funding Amount   Funding Source
Item
No.
Underway Projects
1        Second main track between Port Chicago and Oakley                    33,900,000       State
2        Upgrade four bridges and twenty five rail between Port Chicago       15,050,000       Other
         and Fresno
3        Construct grade crossing at Wilbur Avenue                            539,000          Other
4        Upgrade BNSF wayside signal system                                   7,118,000        Other
5        Upgrade crossing with lighting between Stockton and Fresno           250,000          Other
6        Construct grade crossing between Denair to Fluhr                     2,515,000        Other
7        Construct grade crossing between Merced and Le Grand                 2,553,000        Other
8        Construct grade crossing at Santa Fe Drive                           629,000          Other
9        Construct grade crossing between Calwa and Bowles                    2,361,000        Other
10       Construct grade crossing at Manning Ave                              264.,000         Other
11       Construct grade crossing between Bowles and Conejo                   1,111,000        Other
12       Construct grade crossing between Conejo and Corcoran                 689,000          Other
13       Construct grade crossing between Conejo and Laton                    1,002,000        Other
14       Design bus terminal and parking structure, construct station         109,000          State
         improvements at Emeryville                                           + 1,324,000      + Other
                                                                              (4,310,000)      (Programmed)
15       Design and construct a new station and an 800 space parking          959,000          State
         garage at Richmond                                                   + 4,944,000      + Other
                                                                              (4,320,000)      (Programmed)
16       Improve parking lots, auto and bus circulation, lighting, and        725,000          State
         addition of a canopy over the bus
17       Construct 8” above top rail platform with shelter lighting for the   150,000          State
         new station                                                          (650,000)        (Programmed)




                                                            - 10-2 -
                                                                      San Joaquin Corridor Strategic Plan



Line     Project Name                                                       Funding Amount        Funding Source
Item
No.
18       Design and environmental document for new Stockton-Amtrak          370,000               State
         station (BNSF)                                                     (7,200,000)           (Programmed)
19       Construct a two-lane access road, parking, platform, shelter for   95,000                State
         new station and Madera                                             (705,000)             (Programmed)
20       Construct station parking at Fresno                                626,000               State
21       Rebuild 66 California cars                                         14,188,000            State
Programmed Projects
22       Track and signal capitalized maintenance                           2,000,000             State
23       Design, purchase land, and construct track connection at           5,000,0000            State
         Stockton Northwest Quadrant
24       Track and signal improvements between Stockton and                 45,312,000            State
         Bakersfield
25       Construct bus terminal and parking structure at Emeryville         4,310,000             State
26       Design and construct parking garage at Richmond                    4,320,000             State
27       Acquire land for additional parking at Martinez                    5,500,000             State
28       Construct platform and lighting for station at Elk Grove           650,000               State
29       Complete design and construct new station at Stockton-Amtrak       7,200,000             State
30       Renovate former SP depot for use by ACE and San Joaquin            4,400,000             State
         Route including upgrading platform and shelter for a new
         station at Stockton-ACE (SP)
31       Construct access road, parking lot, platform, and shelter for a    705,000               State
         new station at Madera
Proposed Immediate Projects
32        Second Main track between Hanford and Kings Park                  Fund as part of San
                                                                            Joaquin Route
                                                                            Capacity
                                                                            Improvements
                                                                            (programmed)
33        Siding extension at Pittsburg                                     Fund as part of
                                                                            Port Chicago to
                                                                            Oakley double
                                                                            track project
                                                                            (underway)
34        Second main track between Walnut and Duffy                        TBD
35        Second main track between Merced and Le Grand                     Fund as part of San
                                                                            Joaquin Route
                                                                            Capacity
                                                                            Improvements
                                                                            (programmed)
36        Siding extension at Gregg                                         Fund as part of San
                                                                            Joaquin Route
                                                                            Capacity
                                                                            Improvements
                                                                            (programmed)
37        Station security improvements                                     Fund as part of
                                                                            respective cities
                                                                            budget cycles




                                                           - 10-3 -
Amtrak California
A partnership of Caltrans and Amtrak




Underway projects include engineering and design to double track Port Chicago to Oakley, bridge
and track improvements between Port Chicago and Fresno, a number of grade crossing
improvements, station area improvements such as new terminals or parking facilities, and rebuilding
of 66 California rail cars. Large track and signal projects, such as double tracking between Port
Chicago and Oakley (line item no. 1), and equipment projects, such as rebuilding of rail cars (line item
no. 21), are entirely funded by state funds, and most of the smaller projects such as grade crossing
improvements (line item no. 5 through 13) are funded entirely by non-state funding sources such as
cities. Station projects (line item no. 14 through 20) are funded from both state and local funds.

Programmed projects include track and signal upgrades, route capacity improvement, and a number
of station area improvements. Projects are considered as “programmed” when a state or federal
funding source has been identified for the project. However, most state and feral funding programs
require local match in order to be used. When such a local match is available, project is categorized
as “underway”. Therefore, projects in above table have only state or federal funds, and still need local
match to move to list of underway projects. The local match required generally varies between 10 and
50 percent, and can be made available through local annual budget cycles, tax measures, or bond
monies. Some larger cities, such as Stockton, along San Joaquin corridor already have one or more
sources in place to provide local match. However, other smaller cities rely on county funding
programs to provide local match.

Since “immediate” projects should be implemented within a year or two, they cannot rely on securing
funding from new sources. Therefore, such projects must be funded as part of larger projects or
programs either already underway or programmed. One of the projects (viz. line item # 2) is located
between Port Chicago and Oakley, and could be funded as part of the underway Port Chicago to
Oakley double track project with $33.9 million in state funding. Three proposed track and signal
projects (viz. line item # 1, 4, and 5) are located between Stockton and Bakersfield, and could be
funded as part of the programmed San Joaquin Route Capacity Improvements with $45.312 million in
state funding. Station security improvements line item, summarized in section 9.2, includes station
improvements at Bakersfield, Wasco, Corcoran, Hanford, Fresno, Madera, Merced, Turlock-Denair,
Modesto, Stockton, Lodi, Antioch, Sacramento, Martinez, Richmond, Emeryville, and Oakland. These
station improvements, like many underway or programmed, should be funded by respective cities,
with or without assistance extended by the state through its many funding programs. The cities could
provide local match to state funds either through annual budget cycles, or as part of an existing or
future bond measure.

10.2.2 Existing Funding Sources Available for Proposed Short-, Medium-, and Long-Term
       Projects
This strategic business plan identifies many short-, medium-, and long-term projects in preceding
sections. Table 10.3.2 includes a list of these projects.

                                           Table 10.3.2
               Details of Proposed Short-, Medium-, and Long-term Capital Projects
   Line Item      Project Name                                      Potential Funding Source
   No.
   Short-term Projects
   1              Additional second main track between Merced and   Fund as part of San Joaquin Route Capacity
                  Le Grand                                          Improvements (programmed)
   2              Second main track between Duffy and Escalon       Fund as part of San Joaquin Route Capacity
                                                                    Improvements (programmed)
   3              Siding extension at Figarden                      TBD




                                                      - 10-4 -
                                                                     San Joaquin Corridor Strategic Plan



   Line Item     Project Name                                           Potential Funding Source
   No.
   4             Additional second main track between Oakley and        Fund as part of Port Chicago to Oakley double
                 Port Chicago                                           track project (underway)
   5             Second main track extension at Shirley                 TBD
   6             Second main track between Jastro and Shafter           TBD
   7             Corridor wide signal upgrades                          Fund as part of San Joaquin Route Capacity
                                                                        Improvements (programmed)
   Medium-term Projects
   1              PTC/ETMS Installation                                 TBD
   2              Second main track between Stockton and Holt           Between Stockton and Oakland
   3              Second main track at Riverbank                        TBD
   4              Second main track between Merced and Winton           Fund as part of San Joaquin Route Capacity
                                                                        Improvements (programmed)
   5              Grade crossing and track Improvements with            Fund as part of San Joaquin Route Capacity
                  second main track at Fresno                           Improvements (programmed) for track
                                                                        improvements and local funds for grade
                                                                        crossing
   6              Hammond siding                                        TBD
   7              Second main track between Angiola to Corcoran         Fund as part of San Joaquin Route Capacity
                                                                        Improvements (programmed)
   8              Orwood siding extension                               TBD
   9              Second main track between Akers and Lodi              Between Stockton and Sacramento
   10             Second main track and curve realignment between       Fund as part of San Joaquin Route Capacity
                  Madera and Planada                                    Improvements (programmed)
   Long-term Projects
   1              Bixler curve realignment                              TBD
   2              Merced river curve realignment                        TBD
   3              Wasco to Corcoran curve realignment and track         TBD
                  upgrades
   4              Modesto curve realignment                             TBD
   5              Jastro curve realignment                              TBD
   6              Complete double tracking of San Joaquin corridor      TBD



Proposed short-, medium-, and long-term projects can rely on federal, state, local, and other funding
sources that are already in place. Lead agencies can plan well in advance and make comprehensive
applications to the funding sources to apportion funds for the projects.

Short-term projects can be realistically implemented within two to five years. All of the proposed
short-term projects are track and signal projects. One of the projects (viz. line item # 4) is located
between Port Chicago and Oakley, and could be funded as part of the underway Port Chicago to
Oakley double track project. Two of the proposed projects (viz. line item # 1 and 2) are located
between Stockton and Bakersfield, and could be funded as part of the programmed San Joaquin
Route Capacity Improvements. In addition, some of the signal upgrades, between Stockton and
Bakersfield, under the proposed corridor wide signal upgrades (line item # 7) could also be funded as
part of the San Joaquin Route and Capacity Improvements. In addition, remaining funds available




                                                          - 10-5 -
Amtrak California
A partnership of Caltrans and Amtrak




from intercity bond programs, or freight mobility elements of proposition 1B bond program might also
be available.

In addition to the proposed projects, Division of Rail / Caltrans anticipates that within the next ten
years there will be sufficient demand to support eight train round trips along the corridor, with two
additional round trips operating between Oakland and Stockton. The proposed service expansion is
anticipated in 2011-12 and 2014-15, and would require procurement of new equipment. Equipment
has, in the past, been funded from special sources, such as one-time budget appropriations from the
GF. Additionally, existing equipment requires funding for maintenance and overhaul. To date PTA
funds have been used for this purpose. However, as existing equipment ages and new equipment is
acquired, overhaul needs will increase, and additional funds will be needed.

In addition, short-term projects, along with the proposed medium- and long-term projects do not have
to be funded through underway project funds or programmed funds. State and Federal funding might
be available for these projects in the form of existing programs. However, adequate State funding
might not be available to fund all the projects. The only ongoing and guaranteed capital funding
source is the nine percent of the Interregional Transportation Improvement Program (ITIP) that was
provided by State Bill 45. Other major funding sources, such as Proposition 108 and 116 bond funds
and Traffic Congestion Relief Program (TCRP) funds did not provide ongoing funding. Funding from
source such as General Fund (GF) was on a project specific basis. Following sections include
potential sources each type of project.

10.3 FUNDING SOURCES
Since specific details of projects so far into the future can not be ascertained at this stage, specific
funding sources can not be identified. Instead, this section identifies various federal, state, local and
other funding sources that might be available. Most of these sources are currently being used to fund
improvements on the San Joaquin corridor, and are expected to be available well into the future.

10.3.1 Federal
There have been a number of proposals on the Federal level for an ongoing intercity rail capital grant
program, but to date, no program has been enacted. It is difficult to develop long-range service plans
that are dependent upon new equipment and capital projects when funding levels are uncertain. Also,
it is difficult to determine what are the most const-effective capital projects in the short-term, when the
magnitude of the long-term capital program is uncertain.

The Federal Section 1010/1103 Program and the Federal Section 130 Program
The Federal Section 1010/1103 Program and the Federal Section 130 Program focus on improving
safety and operations at grade crossings. Federal Section 1010/1103(C) Railway-Highway Crossing
Hazard Elimination in High Speed Rail Corridors Program provides funds for elimination of hazards at
railway-highway crossings. San Joaquin comprises one of the nationally designated corridors eligible
to compete for the Section 1010 funding. The funds can be used for improvements in signaling at
grade crossings, private grade crossing closures, and other grade crossing safety improvements.

Section 130 Crossing Improvement Program provides funds for grade crossing safety projects.
California Department of Transportation supplements this program each year with other Federal
funds to pay for grade crossing improvements on state routes. Improvement could include installation
grade crossing safety devices such as flashers, gates, cantilevered flashing lights, constant time
warning devices, surface improvements, crossing closures and coordinated traffic signal preemption
at crossings. The program funds 90 percent of the cost of the improvements, including all signal nad
surfacing work projects. Other ten percent is usually paid by the local entity responsible for the road
or highway involved, generally a city or county. However, projects involving railroad-protective
devices only are 100 percent federally funded.



                                                  - 10-6 -
                                                            San Joaquin Corridor Strategic Plan



According to the Draft California State Rail Plan 2007-08 to 2017-18, the California Department of
Transportation has approximately $30 million apportionment funds available. Some of the medium-
term projects could be eligible for Section 130 funds. Explain what needs to be done to secure this
funding. Under Federal law, the annual grade crossing improvements must be included in the
Transportation Improvement Programs (TIPs) of the appropriate Metropolitan Planning Organizations
prior to obligation of funding.

Federal Excise Fuel Tax
A federal excise fuel tax is charged on each gallon of fuel purchased, and approximately 20 percent
of revenues are made available for mass transit projects nationwide through the Safe, Accountable,
Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU).

Transportation Infrastructure Finance and Innovation Act (TIFIA)
The U.S. Department of Transportation provides credit assistance, for surface transportation projects
of national or regional significance, through Transportation Infrastructure Finance and Innovation Act
of 1998. The project sponsors eligible for the credits may include state departments of transportation,
transit operators, special authorities, local governments, and private entities.

10.3.2 State
In addition to Federal funds, the State of California supports many intercity rail projects each through
its many funding programs.

Regional measures are also a source of funding, particularly in response to Regional Transportation
Plans and Congestion Management Plans.

Section 190
Section 190 Program focuses on constructing grade separation projects prioritized on the basis of a
formula that incorporates such factors as traffic volumes (both roadway and railroad), projected State
contribution, accident history, and physical condition at the crossing to be eliminated. The State
contribution is limited to 80 percent, and railroad must contribute a minimum of ten percent of the cost
of the project, and the lead agency must cover the rest. Projects that include multiple grade
separations are eligible to receive up to $20 million if they provide projected cost savings of at least
50 percent to the State and/or local jurisdiction by eliminating need for future projects, and if they
alleviate traffic and safety problems or provide improved rail service not otherwise possible. Such
projects are funded over multiyear period lasting up to five years, with up to $5 million allocated each
year. If a project only receives a partial allocation because of limited funding, it will be automatically
eligible for the balance of its funding in the following FY.

Article XIX and Proposition 1B
Article XIX of the State Constitution does not allow rail equipment to be funded from State Highway
Account (SHA) funds that are generated by excise taxes on fuel. The required equipment will be
purchased using funds made available by the Highway Safety, Traffic Reduction, Air Quality, and Port
Security Bond Act of 2006, approved by the voters as Proposition 1B. The proposition includes $150
million to purchase 36 bi-level intercity rail cars, part of which is apportioned for the San Joaquins.

State Fuel Excise Tax
In addition to the federal excise tax imposed on each gallon of gasoline and diesel fuel, the state
imposes its own excise tax of 18 cents per gallon. This is known as “gas” tax. The revenues are
available for specifically for transportation purposes.




                                                 - 10-7 -
Amtrak California
A partnership of Caltrans and Amtrak




State Sales Tax, Prop 42, and Prop 1A
A 6 percent sales tax is levied by the state on sale of fuel, and as required by Prop 42 and protected
by Prop 1A, the revenues are diverted to the Transportation Investment Fund.

10.3.3 Regional
Regional measures are also a source of funding, particularly in response to Regional Transportation
Plans and Congestion Management Plans.

Regional Measure 2
Regional Measure 2 (RM2) raised the toll on the seven State-owned toll bridges in the San Francisco
Bay Area by $1.00 in order to fund various transportation projects within the region that have been
determined to reduce congestion or to make improvements to travel in the toll bridge corridors, as
identified in SB 916 (Chapter 715, Statutes of 2004). Specifically, RM2 establishes the Regional
Traffic Relief Plan and identifies specific transit operating assistance and capital projects and
programs eligible to receive RM2 funding.

10.3.4 Local
As federal and state funding for rail projects become constrained, increasing rail services are relying
on local sources for funding. Local sources include city and county funds secured though general
fund apportionments, local bond measures, or taxes. Some cities, especially larger ones, such as
Stockton and Fresno, fund rail improvement projects. Smaller cities and counties often find it difficult
to fund even smaller projects, and depend upon counties.

Local Sales Tax
Most urban and some rural counties have adopted voter-approved sales tax measures dedicated to
transportation programs. Typically, one-fourth of the total revenues collected are made available for
transit projects. Such sales tax measures serve as a source of regular funding, but are generally
limited to a few hundred thousand dollars a year.

Fresno County Measure C: Fresno County voters, in November 2006 election, chose to continue the
one-half cent sales tax under Measure C for another twenty years. Funds to the order of
approximately $400 million are available fore regional public transit improvements through this
measure.

San Joaquin Measure K: The measure is led by the San Joaquin Council of Governments, and has
$130 million for passenger rail and bus services. The measure uses sales tax revenue to match and
supplement state and federal funds or projects such as multi-modal stations for commuter and
intercity services like San Joaquins. The measure identifies Stockton, Lodi, Manteca and Tracy as
candidate projects eligible for funding. In addition, the measure promises funds for rail corridor
development in the Stockton-Bay Area corridor.

General Fund
Many cities and counties fund small and medium size rail improvement projects, such as station or
signal improvements, within their jurisdictions through general fund apportionments.




                                                - 10-8 -
                                                            San Joaquin Corridor Strategic Plan



10.4 FUNDS FROM POTENTIAL NEW SOURCES
In addition to existing sources of funding, new sources might be available soon to fund some of the
identified projects.

10.4.1 California High Speed Rail Bond
Proposed California High Speed Rail (CHSR) is one of the largest rail projects currently under
consideration that can significantly influence funding availability for many existing rail corridors
including the San Joaquin corridor. The $9.95 billion bond measure for implementation of CHSR is on
the November 2008 ballot, with $9 billion for implementation of the project and $950 million for
improvements to other rail services that connect to the high-speed rail service. In light of the fact that
the total annual State funding for rail capital projects is xx dollars, potential funding from CHSR is a
“big deal” for the rail services eligible for it. If they become available, CHSR funds could be used for
all types of improvements along the corridor.

10.4.2 The Regional Rail Plan
Prepared by MTC, this Plan proposes to augment the CHSR funding through Regional Measure 2
funds to develop a Regional Rail overlay that could be used for conventional service in north San
Joaquin valley and throughout the State.




                                                 - 10-9 -
Amtrak California
A partnership of Caltrans and Amtrak




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                                                 - 10-10 -
                                                          San Joaquin Corridor Strategic Plan



11.0 INSTITUTIONAL ISSUES AND NEXT STEPS
This section examines the institutional structure of the San Joaquin Valley Rail Committee (SJVRC)
and how its membership currently functions. It provides recommendations for opportunities that the
committee can use to leverage its role not only as an advisory committee, but also a political force.
This section will illustrate the make-up of the SJVRC memberships and will highlight:

    Current roles and responsibilities

    What they can do

    What they can’t do (by statute)

Below is a brief background on how the committee has functioned in the past.

11.1 HISTORY OF THE SAN JOAQUIN RAIL COMMITTEE
The San Joaquin Valley Rail Committee was established February 11, 1987 to "discuss and formulate
plans, suggestions, and ideas for changes and improvements to passenger train service" within the
thirteen counties which originally made up the San Joaquin Corridor. The California Department of
Transportation Division of Rail (Caltrans) provides staff support for the San Joaquin Valley Rail
Committee.

In 1987, the thirteen counties were Alameda, Contra Costa, Fresno, Kern, Kings, Los Angeles,
Madera, Merced, Sacramento, San Joaquin, San Mateo, Stanislaus and Tulare. In September 2002,
San Mateo County asked to be removed from the Committee. In 2007 Mariposa County became a full
member of the Committee.

Each county has two representatives, one of whom must be an elected official. Associate members
represent Amtrak, the California Public Utilities Commission, BNSF, UPRR, the Metropolitan
Transportation Commission (MTC), Southern California Association of Governments (SCAG), and
Caltrans.

11.2 ROLES OF THE MEMBERS TO THE SERVICE AND ON THE COMMITTEE
11.2.1 Division of Rail

Current Roles and Responsibilities
Caltrans Division of Rail has supported the San Joaquin service since 1973 when service in the
corridor was provided with a single train. Since then the role of the Division of Rail has increased
tremendously. As the San Joaquin service has grown so has their responsibilities. Below is a
summary of what Division of Rail staff has authority to do and what they cannot do by statute.

The Division of Rail facilitates and provides support for SJVRC meetings including:

    Setting up meetings and organizing meeting facilities

    Writing meeting minutes

    Providing transportation to the non-elected committee members

    Maintenance of the San Joaquin Rail Committee’s records




                                               - 11-1 -
Amtrak California
A partnership of Caltrans and Amtrak




What They Can Do
    Focus on funding and operating corridor service

    Continue to support SJVRC. Identify corridor planning and funding priorities that SJVRC can
    pursue funding for

    Negotiate new provisions for frequencies and on time performance

What They Can’t Do
    Lobby for funding from the legislature

11.2.2 Amtrak

Current Roles and Responsibilities
Amtrak is the operator of the San Joaquin rail service and contractor of bus service. They are a vital
partner in the San Joaquin service. Under federal law they are the only intercity rail provider that is
allowed access rights to the existing rail network at an “incremental cost.” Until there is a change in
federal law, Amtrak has the monopoly on providing intercity service at the “incremental cost” rate.

Amtrak is a significant partner with the Division of rail in the overall provision of service and considers
the Division of Rail “one of its most important customers.” Consequently Amtrak is a vocal and
important participant in the SJVRC. Amtrak provides the following information as part of the SJVRC
meetings:

    Regular updates on the performance of the corridor

    Customer satisfaction reports

    Updates on on-time performance

    Legislative updates on Amtrak’s federal status and funding

    Reports on stations and facilities

    Reports on connecting motor coach performance

    Other topics as requested

What They Can Do
    Lobby Congress for operational and capital subsidy

    Continue to make equipment available for the San Joaquins

What They Can’t Do
    Amtrak is subject to its national agreements with the host railroads and can rarely, if ever,
    negotiate a separate agreement with them for better on time performance. The Capitol Corridor
    Joint Powers Authority (CCJPA) has negotiated separate on time performance clauses with
    UPRR with Amtrak’s concurrence. However this is a separate agreement between the CCJPA
    and UPRR.




                                                  - 11-2 -
                                                             San Joaquin Corridor Strategic Plan




11.2.3 The San Joaquin Valley Rail Committee
Current Roles and Responsibilities

The San Joaquin Valley Rail Committee’s (the Committee) primary focus as stated in its mission
statement has been to "discuss and formulate plans, suggestions, and ideas for changes and
improvements to passenger train service." The Committee meets quarterly to review and discuss the
current state of the San Joaquins. While the above mission statement has proved to be a central
function of the committee. It is worth considering revising the mission of the committee to include
tasks that Amtrak and the Division of Rail cannot, or do not have the capacity to, participate in.

What They Can Do

    Depending on the Committee member’s status (elected official or appointee) they can lobby for
    rail funding from the state and federal legislature.

    Provide policy direction to Caltrans Division of Rail

    Promote rail in their jurisdiction and statewide.

    As a Committee they can write letters of support to virtually any legislative or executive body
    supporting rail projects.

    Comment on Caltrans plans and policies.

What They Can’t Do

The Committee is an advisory body with no legal powers, therefore they cannot enable any laws or
specific actions.

The Committee’s current focus has been on the existing service, its quality and possible service
improvements. However, the Committee could provide more direction in its planning, suggestions and
ideas for improvement to the passenger train service. One way of encouraging the ownership of the
various issues brought forth by the Committee would be to assign Committee members to planning
and analysis reports or programs that are under development. These reports and programs under
development are traditionally found under “Item 6 – Reports” in the package of material presented to
the committee. By assigning the committee members a reporting function, they would need to interact
with the technical and or Caltrans staff to understand the issues and bring them to the full committee.
For example Committee member Supervisor Dianne Fritz took the initiative to bring the issue of the
Bay Area Regional Rail plan to the Committee. Perhaps she could be the Long Range Planning
liaison for the Committee. Other possible categories would include: Marketing and Customer Service,
Train Operations, Bus Operations, Budget and Legislative, and Capital Projects. Each of the
Committee members would be asked to give a report on a different topic and possibly craft motions
for the committee to act on.

11.2.4 The Strategic Plan and the Committee
The Strategic Plan has identified an operating plan and the capital projects necessary to facilitate that
plan which will produce a considerable return on investment in ridership and revenue.

The Committee should adopt a plan and make the tracking of progress a central theme of their
meetings. With a well established plan, the Committee can focus on how it will fund projects or
prioritize projects based on available funding.




                                                  - 11-3 -
Amtrak California
A partnership of Caltrans and Amtrak




The Committee’s adopted plan should have guiding principles to serve as the litmus test as to if a
project or suggestion should be pursued. For example some guiding principals for the committee
could be:

    Run the trains on schedule

    Make all stations on the corridor safe and attractive

    Increase the number of round trips

    Increase ridership cost effectively




                                                 - 11-4 -
Appendix A
Stockton Station Analysis
             Richmond
                               Martinez Sacramento
       San Francisco    Emeryville
                       Oakland
                                     Antioch

                                                            Lodi

                                                         Stockton




                                        Modesto

                                 Turlock-Denair




                                                  Merced




                                                         Madera



                                                           Fresno




                                                 Hanford

                                                                        Visalia
                                          Corcoran
                                                            Tulare


                                                                        Porterville
                                                             Delano
                                       Wasco




                               Wheeler Ridge

                                                          Tehachapi




                                                          Rosamond

                                               Newhall
                                                                Lancaster




                            Los Angeles
                                                                                   APPENDIX A
                                                             San Joaquin Corridor Strategic Plan




A.0     Stockton Station Analysis
Currently, there are two actively used passenger rail stations in Stockton. The first is commonly
referred to as the ACE station, because it serves as the eastern terminal for the Altamont Commuter
Express (ACE) commuter trains between Stockton and San Jose. In addition to ACE trains, this
station also serves the Amtrak San Joaquins that are traveling to and from Sacramento. The second
station is commonly referred to simply as the Amtrak station because it is served only by Amtrak San
Joaquin service to and from Oakland and the Bay Area. Current facilities at the Amtrak station are
insufficient to meet the increasing demands, and it requires extensive capital improvements and
repairs. In addition, the distance between the two stations severely limits potential transfers between
the services. Therefore, the Caltrans Division of Rail is considering a joint station to serve both
commuter and intercity passengers through a single terminal.

This analysis focuses on reviewing several satellite platform and joint station sites near the location of
Stockton Junction. The analysis takes into consideration the work performed previously in the 1991
and 2000 reports that sought to identify a joint station location for intercity services in the City, as well
as develop a list of criteria to rate each site to ensure the preferred site(s) could sufficiently provide
for the service, passenger convenience and safety being required by the Division of Rail.

The analysis provided here has been broken down into 5 distinct sections in order to provide the
information necessary to narrow the number of sites recommended for further detailed evaluation and
review. These sections include:

    Review of Previous Studies

    Strategy Options

    Identification of Potential Station Sites

    Evaluation Criteria and Needs Assessment

    Recommendations and Limitations

A.1 REVIEW OF PREVIOUS STUDIES
In 1991, San Joaquin County Department of Public Works commissioned a Stockton Multimodal
Transportation Facility Site Feasibility Study and Needs Assessment. The study identified five
possible sites on both the UP and BNSF railroad lines near the Stockton Tower interlocking to identify
a site that would best serve as a multimodal facility. The study emphasized that the existing station
site on San Joaquin Street is unsuited for expansion due to inefficiencies associated with the current
footprint, and operational needs including parking for passengers and buses. With the advent of the
fifth train in 1999, these deficiencies extended to an inability to serve trains traveling to and from
Sacramento. The study concluded by identifying the former Southern Pacific/Union Pacific Terminal
as the preferred site for the multimodal center.

In 2000, the California Department of Transportation (Caltrans) District 10 commissioned a “New
Stockton Intercity Passenger Rail Station Feasibility Study”. The study examined an approximately
three-mile corridor from the Stockton Tower interlocking to east of State Highway 99 on the BNSF
mainline. It found two potential sites; one was located just east of the interlocking, and the other at
Station Drive. The interlocking site was ruled out from further consideration due to opposition from
both the BNSF and UP railroads, higher cost and environmental uncertainties. The Station Drive site,
which was accepted as a potential new station location by BNSF, was selected for a more detailed
study.




                                                   - A-1 -
Amtrak California
A partnership of Caltrans and Amtrak




In 2001, Caltrans prepared a Project Study Report (PSR) that estimated annual passenger trips, and
prepared two conceptual plan alternatives for the a new intercity passenger rail station at Station
Drive just to the east of SR 99 off Mariposa Road. The PSR recommended advance land acquisition
to ensure availability of this site for the future Intercity Passenger Rail Station, and reported that
Caltrans has already completed a categorical exemption under the California Environmental Quality
Act required for advanced acquisition of the site.

Recent efforts at this location have been uneventful and as of Summer of 2007, the desire and ability
to construct a new station at this location had diminished.

A.2 STRATEGY OPTIONS
With a change in direction on a new Stockton Station and the desire to have it closer to the downtown
and redevelopment areas, the Division of Rail has identified three major strategy options to identify a
station location that can now serve both commuter and intercity passengers through a single terminal.
These strategies range in size and cost and include:

Direct Connection of San Joaquins to the ACE Station
This option consists of having all San Joaquins trains serve the existing ACE station via the BNSF
and UPRR tracks. This option would require some creative operating agreements by have those
trains traveling to and from Oakland reverse either into or out of the station from the BNSF, then
continue on to the Bay Area or Central Valley. This option effectively turns the Stockton station into a
stub end terminal for all trains to and from the Bay Area.

Satellite Platform Options
This option consists of consolidating all ticketing and processing of passengers at the existing ACE
station, and then providing a shuttle to a remote satellite platform along the BNSF line near Stockton
Junction. This option would require the satellite platform to remain relatively close to the ACE station
to minimize traffic delays in transporting passengers between the main station and the platform.

A New Joint Station
This option proposes a new joint station for ACE and the San Joaquins. The location of this station
would need to be near the Stockton Junction interlocking in order to be convenient to both ACE and
San Joaquin operations given they operate on different railroads.

A.3 IDENTIFICATION OF POTENTIAL STATION SITES
Based on the above-mentioned strategy options, seven sites were identified. These sites include all
but one of the sites identified in the Stockton Multimodal Transportation Facility-Site Feasibility Study
and Needs Assessment (1991), Though “Site 4” in the report, located at Charter Way at the Southern
Pacific Tracks, was eliminated early in that analysis, the site was included again in this study as one
of the alternative sites since rail operations have changed significantly since that analysis was
published.

Similarly, the “Station Drive” site from the “New Stockton Intercity Passenger Rail Station Feasibility
Study” was also included in this study as one of the alternative sites so that all potential site options
could be compared impartially in this analysis.




                                                 - A-2 -
                                                                                   APPENDIX A
                                                             San Joaquin Corridor Strategic Plan



Following is the list of all sites evaluated as part of this study. Figure 10.3.1 highlights the location of
each of these sites geographically within the City of Stockton and along the railroads.

    Site 1: Existing ACE station (joint station)

    Site 2: At the existing Amtrak station (satellite platform)

    Site 3: At the northwest quadrant of the interlock (satellite platform)

    Site 4: At the southeast quadrant of the diamond (satellite/joint platform)

    Site 5: At Worth Street between Airport Way and Wilson Way east of the diamond (satellite
    platform)

    Site 6: Charter Way at the Southern Pacific tracks (joint station)

    Site 7: Station Drive at Duck Creek Drive (joint station)



                                            Figure A.3.1
                                  Stockton Station Site Alternatives




                                                   - A-3 -
Amtrak California
A partnership of Caltrans and Amtrak




A.4 EVALUATION CRITERIA AND SITE ANALYSIS
The following section outlines the criteria identified to support safe, efficient operations for a new
passenger train station in Stockton. Each site option was evaluated against each criterion to
determine the applicability of each site, and to determine which site can support the greatest number
of criteria.

This section includes a brief description of each identified criteria, and a tabulation of the evaluation of
each site with respect to that criteria. The evaluation includes observation(s) and a rating, which are
based on a 3-point scale as defined below

    0 = Location DOES NOT meet the criteria

    1 = Location COULD meet criteria if additional improvements or actions are met

    2 = Location DOES meet the criteria

The ratings of each location option are summarized in a table at this end of this report. The table
sums up the ratings to compute the total score for each location option, which is used to identify the
preferred site.

A.4.1    Rail Operations

Would the site facilitate efficient rail operation of both ACE and San Joaquin services without
significantly interfering with the operation of freight trains?
This criterion is critical to the freight operators, which are the owners and operators of the right-of-way
that is used by both the San Joaquin and ACE services. It is therefore important that any station site
considered presents little or no impact to freight operations.

          Site No.      Observation                                                                 Rating
          1             San Joaquin train would lose time slot in freight operations, potentially   0
                        delaying freight trains when train enters again onto BNSF.
          2             No issues identified                                                        2
          3             Safety concerns from freight operations                                     0
          4             Safety concerns from, and potential concerns for freight operations         0
          5             No issues identified                                                        2
          6             San Joaquin train would lose time slot in freight operations, potentially   0
                        delaying freight trains when train enters again onto BNSF.
          7             No issues identified                                                        2



Any of the sites that require passenger operations to leave a freight corridor to serve the station and
require the freight railroad to hold the time slot of the passenger train until the passenger train leaves
the station to resume its time slot on the freight corridor will result in impacts to the freight operations
of the corridor. This scenario is created with site alternatives 1 and 6, and is strongly opposed by the
BNSF Railway. There is also the concern of locating a station at a heavily used diamond interlocking
where multiple trains cross paths several times a day. This raises a safety concern for the railroad
operators and owners. For these reasons, sites 2, 5 and 7 represent the least impact to freight
operations.




                                                          - A-4 -
                                                                                      APPENDIX A
                                                                San Joaquin Corridor Strategic Plan



A.4.2   Platform Length

Does the location provide sufficient length for platforms to accommodate both existing and planned
ACE and San Joaquin train lengths?
The location should be able to accommodate platform lengths of no less than 600-feet to
accommodate entire length of the trains stopping at the station. The ability to construct longer
platform lengths should also be available to allow for maximum flexibility in accommodating the train
lengths planned by ACE for future operations.

         Site No.    Observation                                                       Rating
         1           Yes                                                               2
         2           Yes                                                               2
         3           Would require acquisition across two blocks                       1
         4           No                                                                0
         5           Yes                                                               2
         6           Yes                                                               2
         7           Yes                                                               2



The majority of the sites identified provide the ability to accommodate at a minimum a 600 foot
platform. Site 3 would require additional land acquisition and a street closures to accommodate this,
but it is possible. The only site that would not have the ability to accommodate a 600 foot platform is
Site 4. This site is located adjacent to Stockton Junction and would require the platform to stretch
across the rail connection between the BNSF and UPRR, which is utilized by the San Joaquin trains
traveling to and from Sacramento. To require a passenger

A.4.3   Direct Transfers

Does the location facilitate direct transfer between the San Joaquin and ACE trains?
The passengers should be able to transfer between the Amtrak and ACE services without the use of
other modes.

         Site No.    Observation                                                       Rating
         1           Yes                                                               2
         2           Would require use of shuttle service                              1
         3           Would require use of shuttle service                              1
         4           Would require use of shuttle service                              1
         5           Would require use of shuttle service                              1
         6           Yes                                                               2
         7           Yes                                                               2



Passenger convenience is an important factor for any public transportation system. Though
connections and transfers are undesirable for any system, where they are necessary it is crucial to
make them as convenient and seamless as possible. For that reason, the ability for any new station
alternative to accommodate transfers between San Joaquin or ACE trains will be important. Of the 7
station alternatives identified, 3 are able to provide direct connections between the services. These



                                                      - A-5 -
Amtrak California
A partnership of Caltrans and Amtrak




include sites 1, 6 and 7. The remaining 4 sites would require a transfer to another location off-site
through the use of a shuttle system. For these reasons, sites 1, 6 and 7 are preferred sites in their
ability to provide direct transfers.

A.4.4    Access

Can the location facilitate easy access to the proposed station by autos, bikes, pedestrians, and
buses?
This criterion focuses on the sites ability to provide for easy and safe access from major arterials and
highways. This includes access for private vehicles and buses, which have certain clearance
requirements due to their size since many of the buses that will be serving these stations are the
coaches operated by Amtrak California. In addition, the ability to accommodate pedestrian or bike
ways should also be considered in any site selected for additional analysis.

          Site No.      Observation                                                        Rating
          1             Yes                                                                2
          2             Yes                                                                2
          3             Would require road improvements                                    1
          4             Would require road improvements                                    1
          5             Yes                                                                2
          6             Would require road improvements                                    1
          7             Would require road improvements                                    1



There are no sites identified that would prohibit easy access for all modes of transportation, however
there are 4 sites that would require some modifications to accommodate this criterion. For this
reason, sites 1, 2, and 5 are identified as the preferred sites for providing easy access to the station.

A.4.5    Traffic Circulation

Does the location allow for maintaining or minimizing the impact to the existing arterial configuration
in the immediate vicinity?
The station site will put additional traffic on existing roads in the immediate vicinity of the location. To
minimize the overall impact on the City, the site should be located where impacts to the local arterials
are minimal in order to limit the increase on the overall level of service.

          Site No.      Observation                                                        Rating
          1             Yes                                                                2
          2             Yes                                                                2
          3             Yes                                                                2
          4             Yes                                                                2
          5             Yes                                                                2
          6             No                                                                 0
          7             No                                                                 0




                                                      - A-6 -
                                                                                        APPENDIX A
                                                                  San Joaquin Corridor Strategic Plan



Without a detailed traffic analysis, it is difficult to quantify the impact to the adjacent arterials. The
level of impact will also be dependant on whether the site is assumed to be a joint station or remote
platform. This being the case, this report presents a qualitative analysis based on the assumption that
satellite platforms will see minimal increases in arterial levels of service because this increase is
assumed to be based only on the number of buses that will serve the satellite platform each day, and
not private vehicles parking at the existing station. In addition, the increase in the arterial level of
service for Site option 1 is assumed to be minimal given the location already serves as a joint station.
For these reasons, Sites 1 through 5 have been identified as the preferred locations in minimizing the
impact on existing traffic circulation.

A.4.6   Parking Availability

Does the location have sufficient space for parking and bus bays?
In addition to being able to accommodate easy access for all modes of transportation, the A large
number of passengers are expected to access the station using private automobile, and would
require parking spaces. Therefore, sufficient open land should be available to accommodate the
estimated number of parking spaces that may be required.

         Site No.     Observation                                                           Rating
         1            Yes, to the south of the station on both sides of tracks              2
         2            Yes, to the west of the station                                       2
         3            No                                                                    0
         4            Yes, to the northeast of connecting track                             2
         5            Possible depending on size of property acquired                       1
         6            Possible depending on size of property acquired                       1
         7            Yes, to the northeast of tracks                                       2



Since an actual parking demand is not known without a more through analysis, a qualitative review
was made to determine if any significant area was available near to or adjacent to the site that could
accommodate several parking spaces. Based on this qualitative review, Sites 1, 2, 4 and 7 meet this
requirement and are therefore the preferred sites regarding parking availability.

A.4.7   Route Revisions

Does the site require significant revisions to the existing transit routes in order to provide service to
the station?
This criterion reviews the proximity of existing transit routes or services to the proposed site locations
to determine if significant rerouting of these services would be required in order to provide access to
the sites.

         Site No.     Observation                                                           Rating
         1            No                                                                    2
         2            No                                                                    2
         3            Yes                                                                   1
         4            Yes                                                                   1
         5            No                                                                    2




                                                        - A-7 -
Amtrak California
A partnership of Caltrans and Amtrak




          Site No.      Observation                                                        Rating
          6             No                                                                 2
          7             Yes                                                                1



Upon review of the San Joaquin RTD routes in Stockton, 4 of the 7 station sites are along existing
transit routes and would require little to no rerouting of the services. This is not to say that the San
Joaquin RTD may not choose to increase service to the station location, but for the purposes of
identifying a station site adjacent to or already served by a transit route, this criterion is satisfied by
sites 1, 2, 5 and 6.

A.4.8    Safety and Security

Does the site location provide a safe and secure environment for the passengers?
In identifying a station or platform location it is important to consider whether passengers perceive the
location in a remote area as safe and secure. The locations of many of these sites are in an older and
somewhat industrial area of Stockton where it will be critical to maintain the safety and security of the
passengers using the services. Negative perception of a site could impact patronage.

          Site No.      Observation                                                        Rating
          1             Yes                                                                2
          2             Safety and security concerns observed                              0
          3             Possible                                                           1
          4             Possible                                                           1
          5             Possible                                                           1
          6             Possible                                                           1
          7             Possible                                                           1



Since the majority of the sites are currently undeveloped, it is assumed that improvements can be
made during construction that will provide a safe and secure environment for the passengers, and the
existing ACE station already has security provided during operating hours. The exception is the
existing Amtrak station which has been identified to be in a less than favorable location and currently
presents safety and security issues for passengers. Since the station already exists and there is
existing security at the site, Site 1 was identified as the preferred site for safety and security.

A.4.9    Environmental Compatibility

Does the site location pose any known adverse affects on environmental conditions at the location?
The proposed development should not adversely affect the environmental conditions of the site or
surrounding area. Since the locations identified are along railroad property, the likelihood of
environmental impacts and cleanup is higher.

          Site No.      Observation                                                        Rating
          1             No                                                                 2
          2             No                                                                 2
          3             Possible                                                           1




                                                       - A-8 -
                                                                                 APPENDIX A
                                                           San Joaquin Corridor Strategic Plan



         Site No.     Observation                                                       Rating
         4            Possible                                                          1
         5            Possible                                                          1
         6            Possible                                                          1
         7            Possible                                                          1



The only sites that potential environmental impacts or cleanup will not need to be considered are the
existing station locations identified in sites 1 and 2. The remaining 5 sites present the potential for
environmental impacts, until a formal environmental review is conducted to determine the severity of
the impacts. For this reason, sites 1 and 2 have been identified as the preferred sites for
environmental compatibility.

A.4.10 Cultural/Historic Compatibility

Does the site location pose any known adverse affects on cultural and historic resources at or near
the location?
The proposed development should not adversely affect the structures and landmarks of cultural,
historic, or social importance.

         Site No.     Observation                                                       Rating
         1            No known impacts                                                  2
         2            No known impacts                                                  2
         3            No known impacts                                                  2
         4            No known impacts                                                  2
         5            No known impacts                                                  2
         6            No known impacts                                                  2
         7            No known impacts                                                  2



The 7 sites identified do not present any known conflicts with cultural or historical resources around
the area. The locations are largely undeveloped or industrial businesses that are or have been part of
the railroad operations. For these reasons, all sites are weighted equally as a preferred location for
cultural and historic compatibility.

A.4.11 Constructability and Cost

Does the site location require complex engineering and construction techniques that may increase
costs?
This criterion focuses on the location from a constructability view. Would the station construction
require closer of existing arterials or would the platform require extension over a grade separation.
This criterion is not intended to include property acquisition costs, because this is assumed at all but
the existing station locations.

         Site No.     Observation                                                       Rating
         1            No                                                                2
         2            No                                                                2




                                                 - A-9 -
Amtrak California
A partnership of Caltrans and Amtrak




          Site No.      Observation                                                              Rating
          3             Would require closure of south Aurora Street                             0
          4             Would require platform to cross track connection between UPRR and BNSF   0
          5             Possible – may require relocation of existing crossover on BNSF          1
          6             Depending on location, may require platform extension across grade sep   1
          7             No                                                                       2



The sites for this criterion are pretty evenly distributed. Sites 3 and 4 would require either street
closures or the extension of a platform across a main track. Sites 5 and 6 may require some
modification of track or highway infrastructure but are both possible. This leaves sites 1, 2 and 7 with
little or no complex engineering or construction requirements anticipated and are therefore identified
as the preferred site locations for constructability and cost.

A.4.12 Site Availability / Acquisition

Does the site location require significant land acquisition or displacement of existing establishments?
If the location is currently occupied, it might require displacement of existing establishments to an
alternate location.

          Site No.      Observation                                                              Rating
          1             No                                                                       2
          2             No                                                                       2
          3             Would require displacement of current establishments                     0
          4             May require negotiation or purchase from the railroads                   1
          5             Would require displacement of current establishments                     0
          6             Might require demolition of existing structures                          1
          7             May require negotiation or purchase from current owner                   1



All but the 2 existing station sites would require some manner of property acquisition or lease
negotiation in order to construct a new platform or station facility. Those sites with existing businesses
or buildings were ranked the lowest because the cost for the property was assumed to be higher than
for vacant parcels. Since no property acquisition or new lease negotiations are required for the
existing station sites, sites 1 and 2 were identified as the preferred site locations regarding site
availability and acquisition.

A.4.13 Economic Development

Does the site location have the ability to foster economic development near the location?
The proposed station can initiate or support economic development of nearby establishment,
especially retail and residential, near the location.

          Site No.      Observation                                                              Rating
          1             Yes                                                                      2
          2             Yes                                                                      2




                                                         - A-10 -
                                                                                       APPENDIX A
                                                                 San Joaquin Corridor Strategic Plan



         Site No.     Observation                                                                 Rating
         3            Yes                                                                         2
         4            Yes                                                                         2
         5            Yes                                                                         2
         6            Possible – zoned mostly industrial around the station location              1
         7            No                                                                          0



Most of the site locations are located within the South Stockton Redevelopment Plan and therefore
have the potential to assist and support economic development in the area. This redevelopment plan
will focus on housing projects, business assistance, and infrastructure Improvements. According to
the Cities General Plan, the areas surrounding sites 2, 3, 4, 5 and 6 within the South Stockton
Redevelopment Area are zoned for industrial uses adjacent to the railroads, with low density
residential away from the tracks. However some high density residential is zoned adjacent to Site 3.
Site 1 is within the West End Redevelopment Area, which focuses on the downtown and waterfront
redevelopment. The only site not included within an existing redevelopment area is Site 7. For these
reasons, Sites 1 through 5 have been identified as the preferred sites with regards to having the
ability to help in fostering economic development.

A.4.14 Potential for Expansion

Does the site location have potential for future expansion?
The preferred site should have the potential for sustaining future expansion of the terminal needed to
support increasing future demand.

         Site No.     Observation                                                                 Rating
         1            Might require acquisitions of nearby establishments                         1
         2            Would require acquisition of property across track to provide 2 platforms   1
         3            Might require acquisition of nearby establishments                          1
         4            Might require acquisition of nearby establishments                          1
         5            Would require acquisition of nearby establishments                          0
         6            Might require acquisition of nearby establishments                          1
         7            Depends on existing availability of land after new developments             1



There are no sites identified that do not present at least some difficulties in their ability to expand to
address future demand. This difficulty stems from the necessity to acquire additional properties in
order to accommodate either parking expansions or station facility and platform expansions. Though
it will not be without issues, the preferred site locations identified with at least some potential for
expansion are sites 1, 2, 3, 4, 6 and 7.

A.4.15 California High Speed Rail (CHSR)

Does the site location accommodate plans for the California High Speed Rail Project?
The location should be able to serve the proposed CHSR service along the Sacramento-Fresno
corridor.




                                                      - A-11 -
Amtrak California
A partnership of Caltrans and Amtrak




          Site No.        Observation                                                                Rating
          1               Yes                                                                        2
          2               No                                                                         0
          3               Yes                                                                        2
          4               Yes                                                                        2
          5               Possible                                                                   1
          6               Yes                                                                        2
          7               No                                                                         0



Based on the preferred alignments identified by the California High Speed Rail Authority in the
Program Environmental Documents, 4 of the 7 sites identified could accommodate plans for a
Stockton station for high speed trains. Site 5 is within close proximity to the proposed alignment, but
would require a connection to any planned high speed train station via either a rubber tired or fixed
guideway shuttle. The alignment is planned to serve Stockton by utilizing the Union Pacific right-of-
way, along the ACE corridor. For this reason, sites 1, 3, 4, 5 and 6 have been identified as preferred
site locations to accommodate a high speed train station in Stockton.

A.5 EVALUATION OF POTENTIAL SITES
Following table summarizes the performance ratings for each site with respect to the identified
criteria.

          Sr. No.    Criteria / Site No.    Site 1   Site 2      Site 3   Site 4   Site 5   Site 6       Site 7
          1          Rail Operations        0        2           0        0        2        0            2
          2          Platform Length        2        2           1        0        2        2            2
          3          Direct Transfers       2        1           1        1        1        2            2
          4          Access                 2        2           1        1        2        1            1
          5          Traffic Circulation    2        2           2        2        2        0            0
          6          Parking Availability   2        2           0        2        1        1            2
          7          Route Revisions        2        2           1        1        2        2            1
          8          Safety and Security    2        0           1        1        1        1            1
          9          Environmental          2        2           1        1        1        1            1
                     Compatibility
          10         Cultural/Historic      2        2           2        2        2        2            2
                     Compatibility
          11         Constructability and   2        2           0        0        1        1            2
                     Cost
          12         Site Availability      2        2           0        2        0        1            2
          13         Economic               2        2           2        2        2        1            0
                     Development
          14         Potential for          1        1           1        1        0        1            1
                     Expansion
          15         CHSR                   2        0           2        2        1        2            0
          Total                             27       24          15       18       20       18           19




                                                      - A-12 -
                                                                                   APPENDIX A
                                                             San Joaquin Corridor Strategic Plan



Based on this preliminary review of the evaluation criteria the two sites that stand apart from the rest
are the two existing station sites, sites 1 and 2. Most of the other site locations ranked relatively
equally with Site 5 ranking slightly higher than the remaining 5. Therefore sites 1, 2, and 5 have been
identified as the top three site locations for consideration based on the evaluation criteria. To review,
the three sites are:

    Site No. 1 – Existing ACE station (joint station)

    Site No. 2 – Existing Amtrak station (satellite platform)

    Site No. 5 – At Worth Street between Airport Way and Wilson Way east of the diamond (satellite
    platform)

A.6 RECOMMENDATIONS AND LIMITATIONS
Since site no. 1, 2, and 5 have the highest scores, these sites are identified as the preferred locations
for the proposed station and are recommended for additional detailed analysis in order to narrow the
site options further. Site no. 1 is suitable for a joint station, whereas sites no. 2 and 5 are suitable for
a satellite platform.

It is important to note that the above evaluation is based on a comprehensive list of criteria. However,
the criteria were not weighted and based entirely off a qualitative review of the available information.
Though each criterion is not necessarily equally critical, each was assigned equal weight in this
analysis.

Some of the evaluation criteria could also serve as elimination criteria because if a location does not
meet the requirements of those criteria, it cannot support one or more basic functions necessary for
functioning of the proposed station.




                                                  - A-13 -
Appendix B
Ridership Analysis
Methodology Richmond
                              Martinez Sacramento
      San Francisco    Emeryville
                      Oakland
                                    Antioch

                                                           Lodi

                                                        Stockton




                                       Modesto

                                Turlock-Denair




                                                 Merced




                                                        Madera



                                                          Fresno




                                                Hanford

                                                                       Visalia
                                         Corcoran
                                                           Tulare


                                                                       Porterville
                                                            Delano
                                      Wasco




                              Wheeler Ridge

                                                         Tehachapi




                                                         Rosamond

                                              Newhall
                                                               Lancaster




                           Los Angeles
   Caltrans/Amtrak

California Intercity Rail
  Ridership/Revenue
  Forecasting Model




          2007
Introduction

The California Intercity Rail Ridership and Revenue Forecasting Model is designed for
Caltrans and Amtrak to provide accurate and consistent ridership and ticket revenue
forecasts in support of short and long term route planning in California. The model is
based on extensive market and traveler behavior research throughout California (and
nationwide), historical rail ridership and revenue data from California and nationwide,
and demographic data.

Caltrans and Amtrak use the model for a variety of purposes, including short and long
term business planning. Caltrans and Amtrak use the model to support annual budget and
corridor development plans, and the model supports Caltrans’ 10-year horizon California
State Rail Plan. In addition to business planning, the model is used to support the
evaluation of service changes in existing rail corridors and proposed service in new rail
corridors. The model addressed the impacts of a variety of intercity rail service changes
including travel times, frequency, stopping patterns, pricing, the addition of new stations
and markets, and the extension of existing routes. Additionally, the model predicts the
impacts on rail ridership based on changes in the time and cost assumptions of competing
modes (auto and air).

The provides coverage across the three major California rail corridors, and addresses
travel by intercity passenger rail, auto, and air (for trips between Northern and Southern
California).

   •   Northern and Central California
          o San Joaquins (Bay Area / Sacramento – Bakersfield)
          o Capitol Corridor (San Jose – Auburn)
   •   Southern California
          o Pacific Surfliner (San Diego – Los Angeles – San Luis Obispo)
   •   Links between Northern and Southern California
          o Coast Route (via San Luis Obispo)
          o San Joaquíns (via Bakersfield)

The model also includes major thruway bus connections to/from rail service in the three
corridors.




                                                                                             1
Figure 1 below displays the rail corridors addressed by the California Intercity Rail
Ridership and Revenue Forecasting Model.




Figure 1: California Rail Corridors

Amtrak and Caltrans provided funding to support the original data collection and model
development, and continue to provide funding used to support on-going research
programs, and model updates, and revisions. AECOM Consult developed, maintains, and
applies the model. AECOM Consult consistently validates the accuracy of the model
through comparisons of ridership and revenue forecasts with actual impacts observed in
near-term service initiatives.




                                                                                        2
Model Inputs

The forecasting model is based on a number of inputs developed through extensive
market research and analysis conducted in California and supplemented by nationwide
data where needed. Highway and rail travel surveys conducted in California provide the
basis for the existing travel market data. The over 100,000 completed surveys provide
data on trip origins and destinations, trip purposes, departure times, and traveler
demographics. The survey data are supplemented by additional sources, including
market analysis performed in California and nationwide, historical Amtrak ridership and
revenue data and trends, rail service characteristics, service characteristics of competing
modes, and demographic data and forecasts. Four key types of data used by the model
are described below: travel market research, travel market data, travel service data,
demographic data, and additional market research and analysis.

Travel Market Research

Over 700,000 auto and rail surveys were distributed between 1992 and 2006 across
California, with over 130,000 surveys returned. The goal of both sets of surveys was to
understand the travel patterns and develop demographic profiles for intercity travelers
within California.

Two different types of highway survey techniques were employed to collect data.
License plate surveys were conducted in urban areas and corridors with higher traffic
volumes, while rest area surveys were conducted in lower volume and semi-rural
locations. The initial set of surveys was conducted in 1992, with additional surveys
conducted throughout the 1990s. In 2005 and 2006, new surveys were conducted at some
of the original locations in order to update the data collected in the 1990s. Over the next
few years, the remaining locations will be also be updated. The surveys were conducted
throughout California, as displayed in Figure 2 below.




                                                                                              3
Figure 2: Highway Survey Locations

The highway surveys were conducted at the following locations (with date of most recent
survey noted):

   •   Northern/Central California
          o I-80/680 in Solano County [May 20 & 21, 2005]
          o I-580 near Altamont Pass [September 29 & October 1, 2005]
          o Route 152 near Pacheco Pass [October 2 & 4, 2005]
          o US 101 near Gilroy [October 7 & 9, 1999]
          o I-5 and Route 99 near Lodi [October 19 & 21, 2006]
          o Rest Areas on I-5 & Route 99 within the Central Valley [May 10-14, 2006
              and October 12-18, 2006]
   •   Southern California
          o I-5 near Santa Clarita [May 11 & 13, 2005]
          o US 101 near Camarillo [September 25 & 27, 1997]
          o I-5 near San Juan Capistrano [September 20 & 23, 1997]
          o I-10 near Beaumont [November 8 & 10, 1992]




                                                                                      4
At locations using the license plate technique, license plate numbers were videotaped
from all California based passenger vehicles traveling through the survey site during
daylight hours. The license plate numbers were extracted from the videotape and the
California DMV provided the registered name and address associated with each license
plate. Surveys were mailed to addresses provided by the DMV, with the option of
mailing the survey back postage pre-paid or completing the survey online.

The rest area survey technique involved personal interviews with travelers voluntarily
passing through rest areas. Though signage on the main road alerted travelers to the
survey being conducted at the rest area, stopping at the rest area and participating in the
survey were both voluntary. Survey interviewers approached travelers in the rest areas
and asked if they would be interested in completing the brief interview, in return for their
participation, a bottle of water and small incentive were provided. The incentives
included a Caltrans fan, pen, children’s activity book, and other inexpensive items.

Table 1 below summarizes the most recent survey year and number of completed
highway surveys for that year by location.
                                                           Most Recent Number of
Survey Location
                                                           Survey Year    Surveys
Northern/Central California
   I-80/680 in Solano County                                  2005            5,200
   I-580 near Altamont Pass                                   2005            7,500
   Route 152 near Pacheco Pass                                2005            1,800
   US 101 near Gilroy (Monterey)                              1999            6,400
   I-5 & Route 99 near Lodi (Sacramento-Stockton)             2006            5,600
   Rest Areas on I-5 & Route 99 within the Central Valley     2006            5,500
   SUBTOTAL                                                                  32,000
Southern California
   I-5 near Santa Clarita                                     2005            6,500
   US 101 near Camarillo                                      1997           11,800
   I-5 near San Juan Capistrano                               1997           11,600
   I-10 near Beaumont (Coachella)                             1992            7,000
   SUBTOTAL                                                                  36,900
TOTAL                                                                        68,900
Table 1: Summary of Highway Surveys by Location

The rail surveys have been distributed in several rounds of market research over the past
decade on-board the three Amtrak California trains:
   • Capitol Corridor
   • Pacific Surfliner
   • San Joaquins

The rail surveys were completed and collected on-board, with about 27,000 surveys
completed and returned.




                                                                                            5
Both the highway and rail surveys asked respondents to provide particular information
about their intercity trip corresponding with the survey data and location. In the case of
the license plate survey, the survey respondents were asked to recall their trip through the
survey location on the day they were captured by video, if they could not recall that
particular trip, they were asked to recall their most recent trip through the survey site.
The rest area and rail survey respondents were asked questions related their current trip.
The key information requested in all surveys included:

    •   Trip origin and destination, specific to city, zip code, landmark, or cross streets.
    •   Trip purpose
    •   Departure and arrival times
    •   Group size or vehicle occupancy
    •   Trip frequency
    •   Traveler characteristics such as age and gender
    •   Household characteristics such as household size, vehicle ownership, and annual
        income

Travel Market Data

The highway and rail surveys provide the basis to quantifying the existing travel market
by mode, purpose, and geography. All returned surveys were key-entered and
subsequently coded, checked for consistency, and weighted/expanded. The methodology
for factoring and expanding useable highway data collected from the highway survey
consisted of three steps:

•   Hourly Expansion
    The hourly expansion factor was obtained by dividing the number of passenger
    vehicles (which is based on hourly traffic count data provided by Caltrans and the
    license plate data showing the mix of passenger vehicles and trucks) by the number of
    complete useable survey records for that hour
•   Daily Expansion and Seasonal Adjustment
    The daily expansion factor was computed by dividing the Annual Average ADT
    counts by the total of the hourly Caltrans traffic counts for the hours during which
    complete useable auto surveys were obtained
•   Annual Expansion
    The annual expansion factor transforms the factored daily data to reflect annual
    travel, and it was calculated assuming a full year with 253 weekdays and 112
    weekend and holiday days

For each combination of route, direction of travel, day of travel and hour of travel, the
useable survey counts were summed up and hourly factors, daily factors and annual
factors were calculated as mentioned above. These expansion factors were then
appropriately appended to each survey record. The final expansion factor, which is a
product of the above three factors, was used to weight survey responses to represent total
annual vehicles. The expanded highway surveys provided a basis for estimating the total
auto travel market within the corridors in the study area.


                                                                                               6
The rail surveys were expanded in a similar fashion, using actual annual Amtrak ridership
data by route and station pair to expand the sample to represent annual travel. The
expanded rail surveys provide one component of the rail travel market. In addition to the
data collected through the survey, Amtrak provided actual ridership and revenue data for
all corridors. The data includes ridership and revenue by station pair, route, train, and
connecting thruway buses.

In order to capture the air passenger market for travel between Northern and Southern
California, Amtrak provided airline ridership data by airport pair for the study area. The
data provided passenger volumes for airports in Sacramento, the Bay Area, Bakersfield,
Los Angeles, Santa Barbara, Orange County, and San Diego.

Travel Service Data

Travel service characteristics are the key independent variable in the mode choice model,
including travel time, travel cost, frequency (for rail and air), and time of day.

The intercity rail travel characteristics are based published timetables, ridership and
revenue data provided by Amtrak, and the highway network. The timetables provide the
rail travel time and frequency for each market, and also include the travel times and
frequencies of thruway bus connections. Amtrak ridership and revenue data was used to
estimate average fares in each market.

Auto times, distances, and costs are developed for each market pair combination in the
study area. A GIS-based intercity highway network provided the basis for highway travel
times, distances, and costs. The highway costs are based on tolls and average vehicle
operating costs per mile, and are calculated separately for business and non-business
travel. The business travel cost represents a fully allocated cost, including fixed costs
reflected in typical business travel reimbursement policies, while the non-business cost
reflects only the incremental out-of-pocket costs. The rate per mile is updated annually
to reflect changes in the IRS reimbursement guidelines and fluctuations in auto operating
costs, including fuel prices. This same methodology was used to calculate the rail station
access/egress service characteristics. In addition to the highway access times, other times
and costs associated with the rail stations such as terminal time and parking costs are
included in the access/egress characteristics.

Similar to the rail service characteristics, airline travel times and frequencies are provided
through published timetables. Average air fares are derived from the air passenger
ridership and revenue data provided by Amtrak. Highway access and egress times,
distances, and costs between markets and airports are developed using the GIS-based
highway network and include assumed parking costs and terminal times.

Socioeconomic Data




                                                                                             7
Socioeconomic data and forecasts provide the basis for measuring market size and
growth. The key indicators used in the model include total population, total employment,
and per capita income. The California Department of Finance provides the population
data, while various state and local entities provide the employment and income data.
These data items are constantly updated to reflect the most recently available data.

Additional Market Research and Analysis

Amtrak and Caltrans have supported research studies to assess the impact of additional
measures on ridership, including parking, on-time performance, and business class.
Amtrak has also conducted extensive market research nationwide, addressing a variety of
issues. The results of those studies have been used to aid in route planning and
development and are incorporated into this model.

Model Structure

The travel demand model utilizes a two-stage model system. The first stage forecasts the
growth in the total number of person trips in each market and the second stage predicts
the market share captured by each available mode in each market. Both stages are
dependent on the service characteristics of each mode and the characteristics of the
corridor population. The key market segments addressed in the forecasting model system
are defined and evaluated by origin-destination market pair and trip purpose (commute,
business, recreation, and other). Figure 3 below provides an illustrative overview of the
model and its components.




                                                                                       8
                                                      Existing Travel
                                                     Volumes/Patterns


 Socio-Economic Growth
  Population                                         Travel Market
  Employment                                            Growth
  Income


                                                      Future Travel
                                                     Volumes/Patterns


 Rail*, Auto & Air Service Characteristics
  Travel Time                                         Rail*/Auto/Air
  Travel Cost                                         Market Share
  Departure Frequency


                                         Future Rail     Future Auto      Future Air
                                         Ridership        Volumes          Volumes
   * includes Thruway Bus
Figure 3: Model Structure

The first stage addresses the growth in the total intercity person travel volumes. This
includes “natural” growth and “induced” demand. The “natural” growth component
refers to changes in travel volumes due to changes in population and employment. The
“induced” component refers to changes in travel volumes due to improvements (or
reductions) in the level of service of all modes. “Induced” demand is captured by
including a measure of the composite level of modal service within the total travel model.

The second stage of the model is the mode share component, which estimates the share of
total person travel by mode. Three different modes of intercity travel are considered:
auto, intercity rail, and air. The key variables in the mode share model include:

   •   Line-haul travel time for all modes
   •   Access/egress time for intercity rail and air
   •   Travel cost or fare
   •   Frequency of service for intercity rail and air
   •   Income variables to account for differences in value of time
   •   Mode specific constants reflecting all differences between modes which are not
       accounted for in the other independent variables.

A number of different functional forms of travel characteristics were developed for the
model, including:



                                                                                          9
   •   Damped frequency of intercity rail and air
   •   A non-linear transformation of travel time and cost
   •   Time-of-day weighting

“Damped” frequency refers to the incrementally smaller benefit of an additional
frequency. For example, one additional round trip when the base is only one round trip
has a much larger impact on ridership than one additional round trip on a base of ten
round trips.

The model includes a number of different non-linear, distance-based transformations of
travel time and cost. The transformations help counter the trip length scaling of time and
cost elasticities in the model. For example, a simple linear representation of time and
cost would yield elasticities that are perfectly correlated with distance, i.e., a 200-mile
trip will have twice the sensitivity to time and cost as compared with a 100-mile trip. The
non-linear transformations of time and cost in the model allow for time and cost
sensitivity to increase at a decreasing rate as the trip length increases, i.e. a 200-mile trip
will have less than twice the time and cost sensitivity of a 100-mile trip.

In addition to total time; access, egress, and terminal time were included in a second
variable to account for the added valuation of this time to travelers. Most intercity choice
models exhibit greater sensitivity to access and terminal times than to line haul times.
This sensitivity has distinct variations as follows:




                                                                                            10
   •   As access and terminal times increase, the disutility increases at an increasing rate
   •   As overall trip length increases, access and terminal time disutility decreases.

Finally, total market-to-market frequencies were scaled based on arrival and departure
times of each train serving the market. Research studies conducted using California and
nationwide data has allowed AECOM Consult to create time-of-day factors for arrival
and departure time. A train’s utility and market share for each station pair is determined
by the combination of arrival and departure factors along with the time to the previous
and subsequent trains, travel time, cost, and access/egress times.

The model parameters and sensitivities used in the mode choice evaluation are based on
the extensive analysis of historical data and trends as described in the preceding section
and research completed by AECOM for additional models developed for Amtrak and
other states. Other models providing a foundation for the California forecasting model
include models developed for Amtrak’s Northeast Corridor, Washington State and
Oregon, Florida and the Southeastern States, and Wisconsin and Illinois.




                                                                                         11
Model Validation

The model is consistently checked for accuracy through comparison of incremental
ridership and revenue forecasts of near tem service changes with the actual ridership and
revenue incrments resulting from the initiative. Table 2 below summarizes three
benchmark analyses conducted in the last three years. The first two examples, the
Capitol Corridor and Pacific Surfliner, are cases where the forecasts were highly
accurate. The ridership estimates in these examples were within 0.5% or less of the
actual, and the revenue estimates were within 4% or less of the actual. In the third
example, the San Joaquin, there is a significant difference between the forecast estimate
and the actual ridership following the initiative. The actual results would have been
higher, except the travel time was 5 minutes slower than assumed in the forecasts, and the
on-time performance declined about 15 points compared with the previous year.


                                      Forecast             Actual Results              Difference
Capitol Corridor - Faster times between Oakland and Sacramento (April 2004)
             Ridership               82,100                    82,047                    -0.1%

         Ticket Revenue
                                       $0.99                   $1.00                     1.3%
             (millions)
Second Pacific Surfliner San Luis Obispo Frequency (November 2004)
             Ridership               83,300                    83,622                    0.4%
         Ticket Revenue
                                    $1.67                       $1.61                    -3.7%
            (millions)
Second San Joaquin frequency Sacramento - Bakersfield and faster time Sacramento - Stockton (April 2002)
             Ridership               83,300                    83,622                    0.4%

          Ticket Revenue
                                      $1.67                    $1.61                     -3.7%
             (millions)
Table 2: Model Validation Results




                                                                                                      12
California Intercity Rail Ridership &
 Ticket Revenue Forecasting Model




       Market Research and Analysis

              February 2007




                      -1-
Table of Contents


      Introduction and Model Overview                         3

      Model Scope, Dimension and Structure                    6

      Traveler Surveys                                        10

      Supporting Market Analysis & Data                       13

      California Demand Model – Forecasts vs Actual Results   14




                                          -2-
Introduction

      Purpose
       • The California Intercity Rail Ridership & Ticket Revenue Demand Model is
          designed to provide accurate ridership and ticket revenue forecasts to support
          service, budget and short and long term route planning

      Key Model Features
       • The key inputs of the model are approximately 134,000 completed rail and auto
          surveys with data on trip origin/destination, departure/arrival times, trip purpose,
          and traveler demographics
       • In addition, data on departure/arrival times and trip lengths from thousands of rail
          trips in California as well as throughout the Amtrak system is reflected in the
          model’s parameters
       • Forecasts are based on stated consumer travel choices, historical data of actual
          observed rail travel, travel market size and ratio of business/leisure travel

      Amtrak & Caltrans
       • Provide funding & oversight of model
          - initiated original data collection and model development
          - maintain an ongoing program of model updates/revisions

      AECOM Consult, Inc. (formerly KPMG)
       • Responsible for developing, maintaining, & applying the model for Caltrans &
         Amtrak




                                           -3-
Model Uses

     Model used to address changes in …
      • Station stop locations
      • Train travel times
      • Train departure/arrival times/time-of-day
      • Frequency (number of trains)
      • Rail fares/yields
      • Auto travel time & cost

     Model parameters derived from …
      • Survey data
      • In-depth analysis of historical data & trends

     Model is used as an Amtrak/Caltrans business planning tool
      • Amtrak: annual budget development
      • Caltrans: yearly Corridor Business Plans
      • Caltrans: California State Rail Plan (10-year horizon)

     Evaluation of service changes on existing routes
      • Train schedules (time & frequency)
      • Pricing

     New route studies
      • New corridors
      • Extensions of existing corridors




                                           -4-
Comparison to Other Travel Forecasting Models

      The California Demand Model’s combination of traveler survey data and historical
      trends analysis lends a much higher level of confidence in its ridership and ticket
      revenue estimates than for other less comprehensive models

      The model benefits from synergy with other intercity passenger models developed by
      AECOM for Amtrak and other states
       • Amtrak NEC
       • Washington State & Oregon
       • Florida & Southeastern States
       • Wisconsin & Illinois

      Model accuracy is constantly tested through its use in forecasting incremental impacts
      of near-term service changes
       • Several benchmark analyses have been conducted over the years to validate the
          accuracy of the model




                                          -5-
Model Scope

     Corridors
      • Northern & Central California
          - San Joaquins (Bay Area / Sacramento – Bakersfield)
          - Capitol Corridor (San Jose – Auburn)
          - Corridor extensions (Placer/Tahoe/Reno, Monterey, etc.)
      • Southern California
          - Pacific Surfliner (San Diego – Los Angeles – San Luis Obispo)
          - Coachella Valley (Los Angeles – Coachella – Calexico)
      • Linking Northern and Southern California
          - Coast Route (via San Luis Obispo)
          - San Joaquin Route (via Bakersfield)
      • Includes major Thruway Bus connections

     Modes
      • Intercity passenger rail
      • Auto (private car, van or truck)
      • Air (relevant for Northern – Southern California market)




                                        -6-
Model Dimensions

     Travel market growth variables
      • Population
      • Income
      • Employment

     Travel market share variables
      • Travel time
         - line haul
         - access/egress
      • Travel cost
      • Frequency (number of trains & departure/arrival time-of-day)

     Trip purpose market segments
      • Commute, business, leisure & other

     Each origin-destination market is analyzed with a separate set of calculations by trip
     purpose




                                          -7-
Key Model Components

     Model development steps
      • Conduct travel surveys
         - 738,000 rail and auto surveys distributed
         - 134,000 completed rail and auto surveys
      • Input socio-economic data/survey data
      • Develop service parameters/assumptions
      • Run travel demand models

     Key inputs
      • Rail service characteristics
          - train schedules
             o travel time
             o frequency (departure/arrival time-of-day)
          - revenue yield/fares
          - station access (highway time & cost)
      • Competing auto & air service characteristics
      • Socio-economic data & forecasts
          - population, employment & income




                                        -8-
                          Structure of the Model
                                              Existing Travel
                                             Volumes/Patterns


Socio-Economic Growth
 Population                                 Travel Market
 Employment                                    Growth
 Income


                                              Future Travel
                                             Volumes/Patterns


Rail*, Auto & Air Service Characteristics
 Travel Time                                 Rail*/Auto/Air
 Travel Cost                                 Market Share
 Departure Frequency


                                  Future Rail* Future Auto Future Air
                                  Ridership     Volumes     Volumes

 * includes Thruway Bus



                                   -9-
Rail & Highway Survey Methodology

      Distribute self-administered survey forms to passengers on-board Amtrak California
      trains – Capitol Corridor,
        San Joaquins, Pacific Surfliner
        • Collect completed surveys on-board
            - 27,000 completed surveys of rail travelers
        • Key-enter completed Surveys

      License plate survey technique
       • Videotape license plates
       • Reduce data and enter observed plates
       • Obtain addresses from California DMV
       • Mail-out surveys
       • Completed surveys returned by mail & key-entered
           - 104,500 completed surveys of auto travelers
       • Or, respondent option to complete survey by Internet

      Rest area survey technique
       • Interview travelers in a rest area
       • Data collected and entered during the interview
           - 2,500 completed surveys of auto travelers
       • Best suited for lower volume semi-rural locations where local traffic is not as
          significant




                                          - 10 -
Rail & Highway Survey Content

      Origin & destination
       • Location (5-digit zip code)
       • Type/trip purpose
       • Departure/arrival times

      Group size / vehicle occupancy

      Trip frequency

      Traveler characteristics
       • Age & gender

      Household characteristics
       • Size
       • Number of vehicles
       • Annual income




                                       - 11 -
Highway Survey Locations

      Northern/Central California

       • I-80/680 in Solano County
       • I-580 near Altamont Pass
       • Route 152 near Pacheco Pass
       • US101 near Gilroy (Monterey)
       • I-5 & Route 99 near Lodi
         (Sacramento-Stockton)
       • Rest Areas on I-5 & Route 99
         within the Central Valley

      Southern California

       • I-5 near Santa Clarita
       • US101 near Camarillo
       • I-5 near San Juan Capistrano
       • I-10 near Beaumont (Coachella)




                                        - 12 -
Supporting Market Analysis & Data

     Other Amtrak market research & analysis
      • Analysis of historical demand elasticities of price & frequency changes in
         California as well as nationwide
      • Study of parking, on-time performance & Business Class on the Pacific Surfliner

     Amtrak ridership & ticket revenue
      • By station pair, train & route
      • Includes connecting train & Thruway Bus riders
      • Provides a complete universe of frequencies, schedules and travel times

     Air passenger data




                                        - 13 -
California Demand Model – Forecasts vs Actual Results

      Forecasts of near-term service changes provide on-going validation/feedback on the
      forecast methodology
       • Faster Capitol Corridor travel times between Oakland and Sacramento (effective
          April 2004)
                                 Forecast              Actual Results         Difference %
                                                                              (forecast/actual)
                  Ridership        82,100                   82,041                -0.1%
                  Ticket Rev       $0.99                    $1.0                   1.3%
                   (Millions)

       • Second Pacific Surfliner San Luis Obispo frequency (effective November 2004)
                                 Forecast              Actual Results         Difference %
                                                                              (forecast/actual)
                  Ridership       83,300                    83,622                0.4%
                  Ticket Rev      $1.67                     $1.61                -3.5%
                   (Millions)

       • Second San Joaquin frequency Sacramento - Bakersfield and faster run time
         Sacramento – Stockton (effective April 2002) is an example of a difference, forecast
         compared to results. Actual results would have been higher but the final schedule
         operated was 5” slower than the schedule assumed for the forecast, and during the
         1st year of operation on-time performance for the route declined approximately 15
         points compared to the previous year.
                                 Forecast              Actual Results         Difference %
                                                                              (forecast/actual)
                  Ridership       77,900                    53,964              -30.7%
                  Ticket Rev       $1.84                    $1.32               -28.5%
                   (Millions)




                                            - 14 -
Appendix C
San Joaquin Service Increase
Timetables  Richmond
                              Martinez Sacramento
      San Francisco    Emeryville
                      Oakland
                                    Antioch

                                                           Lodi

                                                        Stockton




                                       Modesto

                                Turlock-Denair




                                                 Merced




                                                        Madera



                                                          Fresno




                                                Hanford

                                                                       Visalia
                                         Corcoran
                                                           Tulare


                                                                       Porterville
                                                            Delano
                                      Wasco




                              Wheeler Ridge

                                                         Tehachapi




                                                         Rosamond

                                              Newhall
                                                               Lancaster




                           Los Angeles
                                                                        SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                     PROPOSED "5-YEAR EXPANSION" SCHEDULES FOR BNSF SCHEDULE MODELING
                                                       Adds seventh round trip on BNSF and third Sacramento round trip on UP. Requires new Stockton station east of Keddie Junction (old Stockton Tower).
                                                                Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN        TRAIN      TRAIN     TRAIN      TRAIN                     TRAIN SERVICE                          TRAIN        TRAIN      TRAIN     TRAIN      TRAIN      TRAIN     TRAIN     TRAIN      TRAIN     TRAIN     TRAIN
#1708      #718     #1706      #706      #716      #714      #1704         #704       #712      #702       #710                            Amtrak                          #1705         #701      #1701      #711       #713       #703     #1703      #715       #717      #705      #719
 Daily     Daily     Daily     Daily     Daily     Daily      Daily        Daily      Daily     Daily      Daily                                                            Daily        Daily      Daily     Daily      Daily      Daily     Daily     Daily      Daily     Daily     Daily
 6:30 p    5:15 p    3:35 p             12:35 p   10:35 a     8:45 a                  7:05 a                          Lv    SAN FRANCISCO--Ferry Bldg. (CC)         Ar       7:50 a                10:40 a   12:45 p     2:45 p               4:40 p     7:50 p   10:10 p
                                                                                                                                (Via Bus to/from Emeryville)
7:00 p    5:50 p    4:05 p              1:05 p     11:05 a     9:15 a                 7:30 a                          Lv   OAKLAND (Jack London Sq)-UP (CC)         Ar       7:20 a                10:10 a   12:15 p      2:15 p             4:10 p     7:20 p    9:40 p
7:10 p    6:00 p    4:15 p              1:15 p     11:15 a     9:25 a                 7:40 a                          Lv          EMERYVILLE-UP (CC)                Lv       7:08 a                 9:58 a   12:03 p      2:03 p             3:58 p     7:08 p    9:28 p
7:20 p    6:10 p    4:25 p              1:25 p     11:25 a     9:35 a                 7:50 a                          Lv        Richmond-UP (CC,BART) §             Lv       6:52 a                 9:42 a    11:40 a     1:40 p             3:42 p     6:45 p    9:05 p
7:50 p    6:40 p    4:55 p              1:55 p     11:55 a    10:05 a                 8:20 a                          Ar           MARTINEZ-UP (CC,7)               Lv       6:27 a                 9:17 a    11:13 a     1:13 p             3:17 p     6:18 p    8:38 p
7:53 p    6:43 p    4:58 p              1:58 p     11:58 a    10:08 a                 8:23 a                          Lv           MARTINEZ-UP (CC,7)               Ar       6:24 a                 9:14 a    11:10 a     1:10 p             3:14 p     6:15 p    8:35 p
8:01 p    6:51 p    5:06 p              2:06 p    12:06 p    10:16 a                 8:31 a                           Lv    UP-Port Chicago-BNSF (not a stop)       Lv      6:16 a                 9:06 a    11:02 a     1:02 p              3:06 p     6:07 p    8:27 p
8:13 p    7:03 p    5:18 p              2:18 p    12:18 p     10:28 a                 8:43 a                          Lv              Antioch-BNSF §                Lv       6:04 a                 8:54 a    10:47 a   12:47 p              2:54 p     5:52 p    8:12 p
8:43 p    7:33 p    5:48 p              2:48 p    12:48 p    10:58 a                 9:13 a                           By    Stockton Santa Fe-BNSF (not a stop)     By      5:32 a                 8:22 a    10:15 a    12:15 p              2:22 p     5:20 p    7:40 p
8:45 p    7:35 p    5:50 p              2:50 p    12:50 p    11:00 a                 9:15 a                           By        Keddie Jct-BNSF (not a stop)        By      5:30 a                 8:20 a    10:13 a    12:13 p              2:20 p     5:18 p    7:38 p
8:55 p    7:40 p    6:00 p              2:55 p    12:55 p     11:10 a                 9:20 a                          Ar   STOCKTON New Amtrak-BNSF (3,6)           Lv       5:25 a                 8:15 a    10:08 a   12:08 p              2:15 p     5:13 p    7:33 p
           6:30 p             4:50 p     1:45 p   11:45 a                  10:00 a    8:10 a    6:35 a                Lv  SACRAMENTO-UP (CC,3,20,23)                Ar                    9:30 a             11:10 a     1:10 p     3:30 p               6:15 p    8:35 p   11:10 p
                              5:45 p                                       10:55 a              7:30 a                Lv    Stockton (ACE)-UP (3,6,34) §            Lv                    8:20 a                                    2:20 p                                  10:01 p
                              5:53 p                                      11:03 a              7:38 a                 Ar   UP-Keddie Jct-BNSF (not a stop)          Lv                    8:15 a                                    2:15 p                                   9:56 p
           7:30 p             5:58 p     2:45 p   12:45 p                  11:08 a    9:10 a    7:43 a                Ar STOCKTON New Amtrak-BNSF (3,6)             Lv                    8:10 a             10:10 a    12:10 p     2:10 p               5:15 p    7:35 p    9:51 p
           7:44 p             6:10 p     2:59 p   12:59 p                  11:18 a    9:24 a    7:48 a                Lv STOCKTON New Amtrak-BNSF (3,6)             Ar                    8:05 a             10:04 a    12:04 p     2:05 p               5:09 p    7:29 p    9:49 p
           8:07 p             6:33 p     3:22 p    1:22 p                  11:41 a    9:47 a    8:11 a                Lv          MODESTO-BNSF                      Lv                    7:40 a              9:39 a    11:39 a     1:39 p               4:44 p    7:04 p    9:24 p
           8:21 p             6:46 p     3:35 p    1:35 p                  11:54 a   10:01 a    8:25 a                Lv       Turlock/Denair-BNSF §                Lv                    7:24 a              9:24 a    11:24 a     1:24 p               4:29 p    6:49 p    9:09 p
           8:46 p             7:10 p     4:02 p    2:02 p                 12:18 p    10:28 a    8:48 a                Lv   MERCED-BNSF (Yosemite bus)               Lv                    7:03 a              9:03 a    11:03 a     1:03 p               4:08 p    6:28 p    8:48 p
           9:18 p             7:41 p     4:33 p    2:33 p                 12:49 p    10:59 a    9:19 a                Lv           Madera-BNSF §                    Lv                    6:26 a              8:29 a    10:29 a    12:29 p               3:34 p    5:54 p    8:14 p
           9:45 p             8:20 p     4:58 p    2:58 p                   1:18 p   11:25 a    9:48 a                Ar        FRESNO-BNSF (33)                    Lv                    6:05 a              8:05 a    10:05 a    12:05 p               3:10 p    5:30 p    7:50 p
           9:49 p              8:25 p    5:02 p    3:02 p                   1:22 p   11:29 a    9:52 a      7:05 a    Lv       FRESNO-BNSF (33)          Ar                               5:50 a              8:01 a    10:01 a    12:01 p               3:06 p    5:26 p    7:46 p    9:59 p
          10:22 p                        5:38 p    3:38 p                   1:58 p   12:05 p   10:25 a      7:38 a    Lv     HANFORD-BNSF (2,18)         Lv                                                   7:27 a     9:27 a    11:27 a               2:32 p    4:52 p    7:12 p    9:15 p
          10:38 p                        5:54 p    3:54 p                   2:14 p   12:21 p   10:41 a      7:54 a    Lv        Corcoran-BNSF §          Lv                                                   7:09 a     9:09 a    11:09 a               2:14 p    4:34 p    6:54 p    8:57 p
          11:09 p                        6:25 p    4:25 p                   2:45 p   12:49 p   11:12 a      8:25 a    Lv         Wasco-BNSF §            Lv                                                   6:37 a     8:37 a    10:37 a               1:42 p    4:02 p    6:22 p    8:27 p
          11:48 p             10:20 p    7:06 p    5:06 p                   3:25 p    1:30 p   11:55 a      8:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19) Lv                               4:00 a              6:10 a     8:10 a    10:10 a               1:15 p    3:35 p    5:55 p    8:00 p
          11:50 p             10:30 p    7:15 p    5:15 p                   3:35 p    1:40 p   12:05 p      9:05 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19) Ar                               3:50 a              5:55 a     7:55 a     9:55 a               1:00 p    3:20 p    5:40 p    7:45 p
           2:35 a              1:15 a   x9:35 p   x7:35 p                  x5:55 p   x4:00 p   x2:25 p    x11:25 a    Ar  LOS ANGELES (via Bus) (SD,1,4) Lv                              12:30 a              2:35 a     4:35 a    x7:40 a             x10:45 a   x1:05 p   x3:10 p   x5:15 p


                                         #596      #792                    #590      #784      #582         #774               Pacific Surfliner Train Number                            #595       #597                                                #565       #769     #775       #579     #577
                                        Daily      Daily                   FSSH      Daily     Daily       Daily                     (not all stops shown)                               Daily     FSSH                                                 Daily     Daily     Daily     Mon-Fri   SSH
           2:40 a              1:20 a   10:10 p    8:00 p                   7:00 p   5:10 p    4:05 p      12:25 p    Lv              LOS ANGELES                   Ar                   11:05 p   11:59 p    2:25 a     4:25 a     7:30 a               9:50 a   12:15 p   2:40 p     4:05 p   3:35 p
           3:30 a              2:10 a   11:00 p    8:50 p                   7:50 p   6:00 p    4:55 p       1:15 p    Lv               SANTA ANA                    Lv                   10:09 p   11:06 p    1:20 a     3:20 a     6:25 a               8:55 a   11:17 a   1:49 p     3:14 p   2:39 p
           4:40 a                       11:56 p    9:48 p                   8:49 p    6:58 p    5:51 p      2:13 p    Lv               OCEANSIDE                    Lv                    9:08 p   10:03 p   12:05 a                                     7:55 a   10:18 a   12:49 p    2:13 p    1:43 p
           5:25 a                       12:50 p   10:45 p                   9:40 p    7:50 p    6:55 p      3:10 p    Ar               SAN DIEGO                    Lv                    8:20 p    9:15 p   11:10 p                                     7:05 a    9:30 a   12:00 p    1:25 p   12:55 p
                                                                                                 Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                     No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                            SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                         PROPOSED "10-YEAR EXPANSION" SCHEDULES FOR BNSF SCHEDULE MODELING
                                                                         Adds eighth round trip on BNSF and fourth Sacramento round trip on UP. Requires new Stockton station east of Keddie Junction (old Stockton Tower).
                                                                                  Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN        TRAIN       TRAIN     TRAIN      TRAIN                    TRAIN SERVICE                         TRAIN        TRAIN      TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN     TRAIN      TRAIN      TRAIN     TRAIN     TRAIN
#1718      #716     #1714      #714      #712     #1710      #710      #708      #1706         #706        #704      #702       #720                           Amtrak                         #1719         #701      #1701      #703       #705     #1705       #707      #709      #711      #1711       #713      #715      #717
 Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily      Daily        Daily       Daily     Daily      Daily                                                          Daily        Daily      Daily     Daily      Daily     Daily      Daily     Daily     Daily      Daily      Daily     Daily     Daily
 6:30 p    5:20 p    3:50 p              2:35 p   12:35 p             10:35 a     8:20 a                   7:00 a                          Lv SAN FRANCISCO--Ferry Bldg. (CC) Ar                7:50 a                10:40 a   12:45 p               2:40 p     4:45 p    6:15 p                8:10 p   10:15 p
                                                                                                                                                  (Via Bus to/from Emeryville)
 7:00 p    5:50 p    4:20 p              3:05 p    1:05 p              11:05 a     8:50 a                  7:30 a                          Lv OAKLAND (Jack London Sq)-UP (CC) Ar               7:20 a                10:10 a    12:15 p               2:10 p    4:15 p    5:45 p                7:40 p    9:45 p
 7:10 p    6:00 p    4:30 p              3:15 p    1:15 p              11:15 a     9:00 a                  7:40 a                          Lv       EMERYVILLE-UP (CC)            Lv            7:08 a                 9:58 a    12:03 p               1:58 p    4:03 p    5:33 p                7:28 p    9:33 p
7:20 p     6:10 p    4:40 p              3:25 p    1:25 p              11:25 a     9:10 a                  7:50 a                          Lv     Richmond-UP (CC,BART) §         Lv            6:52 a                 9:42 a    11:40 a               1:42 p    3:40 p    5:10 p                7:12 p    9:10 p
7:50 p     6:40 p    5:10 p              3:55 p    1:55 p              11:55 a     9:40 a                  8:20 a                          Ar       MARTINEZ-UP (CC,7)            Lv            6:27 a                 9:17 a    11:13 a               1:17 p    3:13 p    4:43 p                6:47 p    8:43 p
7:53 p     6:43 p    5:13 p              3:58 p    1:58 p              11:58 a     9:43 a                  8:23 a                          Lv       MARTINEZ-UP (CC,7)            Ar            6:24 a                 9:14 a    11:10 a               1:14 p    3:10 p    4:40 p                6:44 p    8:40 p
8:01 p    6:51 p    5:21 p              4:06 p    2:06 p              12:06 p     9:51 a                  8:31 a                           Lv UP-Port Chicago-BNSF (not a stop) Lv             6:16 a                 9:06 a    11:02 a               1:06 p    3:02 p    4:32 p                6:36 p    8:32 p
8:13 p     7:03 p    5:33 p              4:18 p    2:18 p              12:18 p    10:03 a                  8:43 a                          Lv           Antioch-BNSF §            Lv            6:04 a                 8:54 a    10:47 a              12:54 p    2:47 p    4:17 p                6:24 p    8:17 p
8:43 p    7:33 p    6:03 p              4:48 p    2:48 p              12:48 p    10:33 a                  9:13 a                           By Stockton Santa Fe-BNSF (not a stop) By           5:32 a                 8:22 a    10:15 a              12:22 p    2:15 p    3:45 p                5:52 p    7:45 p
8:45 p    7:35 p    6:05 p              4:50 p    2:50 p              12:50 p    10:35 a                  9:15 a                           By     Keddie Jct-BNSF (not a stop)    By           5:30 a                 8:20 a    10:13 a              12:20 p    2:13 p    3:43 p                5:50 p    7:43 p
8:55 p     7:40 p    6:15 p              4:55 p    3:00 p              12:55 p    10:45 a                  9:20 a                          Ar STOCKTON New Amtrak-BNSF (3,6) Lv                 5:25 a                 8:15 a    10:08 a              12:15 p    2:08 p    3:38 p                5:45 p    7:38 p
           6:30 p              5:05 p    3:45 p              1:50 p   11:45 a                   9:35 a     8:10 a    6:35 a                Lv   SACRAMENTO-UP (CC,3,20,23)             Ar                    9:30 a             11:10 a     1:30 p               3:10 p    4:40 p     7:00 p               8:40 p   11:10 p
                               6:00 p                        2:45 p                            10:30 a               7:30 a                Lv    Stockton (ACE)-UP (3,6,34) §          Lv                    8:20 a                        12:20 p                                    5:50 p                        10:01 p
                              6:08 p                        2:53 p                            10:38 a               7:38 a                 Ar   UP-Keddie Jct-BNSF (not a stop)        Lv                    8:15 a                        12:15 p                                    5:45 p                         9:56 p
           7:30 p              6:13 p    4:45 p              2:58 p   12:45 p                  10:43 a     9:10 a    7:43 a                Ar STOCKTON New Amtrak-BNSF (3,6)           Lv                    8:10 a             10:10 a    12:10 p               2:10 p    3:40 p     5:40 p               7:40 p    9:51 p
           7:44 p              6:25 p    4:59 p              3:10 p   12:59 p                  10:53 a     9:24 a    7:48 a                Lv STOCKTON New Amtrak-BNSF (3,6)           Ar                    8:05 a             10:04 a    12:05 p               2:04 p    3:34 p     5:35 p               7:34 p    9:49 p
           8:07 p              6:48 p    5:22 p              3:33 p    1:22 p                  11:16 a     9:47 a    8:11 a                Lv          MODESTO-BNSF                    Lv                    7:40 a              9:39 a    11:39 a               1:39 p    3:09 p     5:09 p               7:09 p    9:24 p
           8:21 p              7:01 p    5:35 p              3:46 p    1:35 p                  11:29 a    10:01 a    8:25 a                Lv       Turlock/Denair-BNSF §              Lv                    7:24 a              9:24 a    11:24 a               1:24 p    2:54 p     4:54 p               6:54 p    9:09 p
           8:46 p              7:25 p    6:02 p              4:13 p    2:02 p                  11:53 a    10:28 a    8:48 a                Lv    MERCED-BNSF (Yosemite bus)            Lv                    7:03 a              9:03 a    11:03 a               1:03 p    2:33 p     4:33 p               6:33 p    8:48 p
           9:18 p              7:56 p    6:33 p              4:44 p    2:33 p                  12:24 p    10:59 a    9:19 a                Lv           Madera-BNSF §                  Lv                    6:26 a              8:29 a    10:29 a              12:29 p    1:59 p     3:59 p               5:59 p    8:14 p
           9:45 p              8:35 p    6:58 p              5:09 p    2:58 p                  12:53 p    11:25 a    9:48 a                Ar        FRESNO-BNSF (33)                  Lv                    6:05 a              8:05 a    10:05 a              12:05 p    1:35 p     3:35 p               5:35 p    7:50 p
           9:49 p              8:40 p    7:02 p              5:13 p    3:02 p                  12:57 p    11:29 a    9:52 a      7:05 a    Lv      FRESNO-BNSF (33)           Ar                             5:50 a              8:01 a    10:01 a              12:01 p    1:31 p     3:31 p               5:31 p    7:46 p    9:59 p
          10:22 p                        7:38 p              5:49 p    3:38 p                   1:33 p    12:05 p   10:25 a      7:38 a    Lv     HANFORD-BNSF (2,18)         Lv                                                 7:27 a     9:27 a              11:27 a   12:57 p     2:57 p               4:57 p    7:12 p    9:15 p
          10:38 p                        7:54 p              6:05 p    3:54 p                   1:49 p    12:21 p   10:41 a      7:54 a    Lv       Corcoran-BNSF §           Lv                                                 7:09 a     9:09 a              11:09 a   12:39 p     2:39 p               4:39 p    6:54 p    8:57 p
          11:09 p                        8:25 p              6:36 p    4:25 p                   2:20 p    12:49 p   11:12 a      8:25 a    Lv        Wasco-BNSF §             Lv                                                 6:37 a     8:37 a              10:37 a   12:07 p     2:07 p               4:07 p    6:22 p    8:27 p
          11:48 p             10:35 p    9:06 p              7:17 p    5:06 p                   3:00 p     1:30 p   11:55 a      8:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19) Lv                             4:00 a              6:10 a     8:10 a              10:10 a   11:40 a     1:40 p               3:40 p    5:55 p    8:00 p
          11:50 p             10:45 p    9:15 p              7:25 p    5:15 p                   3:10 p     1:40 p   12:05 p      9:05 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19) Ar                             3:50 a              5:55 a     7:55 a               9:55 a   11:25 a     1:25 p               3:25 p    5:40 p    7:45 p
           2:35 a              1:30 a   12:00 a             x9:45 p   x7:35 p                  x5:30 p    x4:00 p   x2:25 p    x11:25 a    Ar LOS ANGELES (via Bus) (SD,1,4) Lv                             12:30 a              2:35 a     4:35 a              x7:40 a   x9:10 a   x11:10 a              x1:10 p   x3:10 p   x5:15 p


                                                             #596      #792                    #590       #784      #582         #774              Pacific Surfliner Train Number                            #595      #597                                               #763       #565       #567       #769     #775       #579     #577
                                                            Daily      Daily                   FSSH       Daily     Daily       Daily                    (not all stops shown)                              Daily     FSSH                                                Daily      Daily     Mon-Fri    Daily     Daily     Mon-Fri   SSH
           2:40 a              1:35 a   12:05 a             10:10 p    8:00 p                   7:00 p    5:10 p    4:05 p      12:25 p    Lv             LOS ANGELES                   Ar                  11:05 p   11:59 p    2:25 a     4:25 a               7:30 a    8:50 a     9:50 a   10:50 a    12:15 p   2:40 p     4:05 p   3:35 p
           3:30 a              2:25 a   12:55 a             11:00 p    8:50 p                   7:50 p    6:00 p    4:55 p       1:15 p    Lv              SANTA ANA                    Lv                  10:09 p   11:06 p    1:20 a     3:20 a               6:25 a    7:58 a     8:55 a     9:56 a   11:17 a   1:49 p     3:14 p   2:39 p
           4:40 a                                           11:56 p    9:48 p                   8:49 p     6:58 p    5:51 p      2:13 p    Lv               OCEANSIDE                   Lv                   9:08 p   10:03 p   12:05 a                                    7:03 a     7:55 a     8:58 a   10:18 a   12:49 p    2:13 p    1:43 p
           5:25 a                                           12:50 p   10:45 p                   9:40 p     7:50 p    6:55 p      3:10 p    Ar               SAN DIEGO                   Lv                   8:20 p    9:15 p   11:10 p                                    6:15 a     7:05 a     8:10 a    9:30 a   12:00 p    1:25 p   12:55 p
                                                                                                                     Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                         No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                                                                           SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                                                                           PROPOSED "25-YEAR EXPANSION" SCHEDULES FOR BNSF SCHEDULE MODELING
                                                                                                                                                                Adds ninth & tenth round trips on BNSF and fifth & sixth Sacramento round trips on UP.
                                                                                                                                       Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN      TRAIN      TRAIN      TRAIN     TRAIN       TRAIN     TRAIN       TRAIN                    TRAIN SERVICE                         TRAIN        TRAIN      TRAIN     TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN      TRAIN     TRAIN     TRAIN     TRAIN
 #720     #1718      #718     #1716      #716      #714     #1712      #712      #710     #1708       #708      #1706       #706       #704     #1702        #702     #1724       #1722                           Amtrak                         #1721         #701      #1701      #703     #1703       #705     #1705       #707      #709      #711     #1711      #713       #715      #1715      #717      #719      #721
 Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily      Daily      Daily      Daily      Daily     Daily       Daily     Daily       Daily                                                          Daily        Daily      Daily     Daily     Daily      Daily     Daily      Daily     Daily     Daily     Daily     Daily      Daily      Daily     Daily     Daily     Daily
 7:05 p    5:20 p              3:35 p              2:05 p   12:35 p             11:35 a   10:00 a                8:00 a                7:00 a     5:10 a                                     Lv SAN FRANCISCO--Ferry Bldg. (CC) Ar                 7:50 a                10:40 a             12:40 p               2:10 p     3:45 p    4:45 p              6:10 p     7:45 p               9:10 p   10:45 p
                                                                                                                                                                                                    (Via Bus to/from Emeryville)
7:35 p    5:50 p              4:05 p              2:35 p    1:05 p              12:05 p    10:30 a                8:30 a               7:30 a     5:40 a                                     Lv OAKLAND (Jack London Sq)-UP (CC) Ar                7:20 a                10:10 a             12:10 p                1:40 p   3:15 p    4:15 p              5:40 p     7:15 p               8:40 p    10:15 p
7:45 p    6:00 p              4:15 p              2:45 p    1:15 p              12:15 p    10:40 a                8:40 a               7:40 a     5:50 a                                     Lv       EMERYVILLE-UP (CC)            Lv             7:08 a                 9:58 a              11:58 a               1:28 p   3:03 p    4:03 p              5:28 p     7:03 p               8:28 p    10:03 p
7:55 p    6:10 p              4:25 p              2:55 p    1:25 p              12:25 p    10:50 a                8:50 a               7:50 a     6:00 a                                     Lv     Richmond-UP (CC,BART) §         Lv             6:52 a                 9:42 a              11:42 a               1:12 p   2:40 p    3:40 p              5:12 p     6:40 p               8:12 p     9:40 p
8:25 p    6:40 p              4:55 p              3:25 p    1:55 p              12:55 p    11:20 a                9:20 a               8:20 a     6:30 a                                     Ar       MARTINEZ-UP (CC,7)            Lv             6:27 a                 9:17 a              11:17 a             12:47 p    2:13 p    3:13 p              4:47 p     6:13 p               7:47 p     9:13 p
8:28 p    6:43 p              4:58 p              3:28 p    1:58 p              12:58 p    11:23 a                9:23 a               8:23 a     6:33 a                                     Lv       MARTINEZ-UP (CC,7)            Ar             6:24 a                 9:14 a              11:14 a             12:44 p    2:10 p    3:10 p              4:44 p     6:10 p               7:44 p     9:10 p
8:36 p    6:51 p              5:06 p              3:36 p    2:06 p               1:06 p   11:31 a                9:31 a               8:31 a     6:41 a                                      Lv UP-Port Chicago-BNSF (not a stop) Lv              6:16 a                 9:06 a              11:06 a              12:36 p    2:02 p    3:02 p              4:36 p     6:02 p               7:36 p     9:02 p
8:48 p    7:03 p              5:18 p              3:48 p    2:18 p               1:18 p    11:43 a                9:43 a               8:43 a     6:53 a                                     Lv           Antioch-BNSF §            Lv             6:04 a                 8:54 a              10:54 a             12:24 p    1:47 p    2:47 p              4:24 p     5:47 p               7:24 p     8:47 p
9:18 p    7:33 p              5:48 p              4:18 p    2:48 p               1:48 p   12:13 p               10:13 a               9:13 a     7:23 a                                      By Stockton Santa Fe-BNSF (not a stop) By            5:32 a                 8:22 a              10:22 a              11:52 a    1:15 p    2:15 p              3:52 p     5:15 p               6:52 p     8:15 p
9:20 p    7:35 p              5:50 p              4:20 p    2:50 p               1:50 p   12:15 p               10:15 a               9:15 a     7:25 a                                      By     Keddie Jct-BNSF (not a stop)    By            5:30 a                 8:20 a              10:20 a              11:50 a    1:13 p    2:13 p              3:50 p     5:13 p               6:50 p     8:13 p
9:25 p    7:45 p              6:00 p              4:25 p    3:00 p               1:55 p   12:25 p                10:25 a               9:20 a     7:35 a                                     Ar STOCKTON New Amtrak-BNSF (3,6) Lv                  5:25 a                 8:15 a              10:15 a              11:45 a   1:08 p    2:08 p              3:45 p     5:08 p               6:45 p     8:08 p
 8:15 p             6:35 p              4:50 p     3:15 p             1:50 p    12:45 p               11:15 a                9:15 a    8:10 a                6:25 a                           Lv   SACRAMENTO-UP (CC,3,20,23)             Ar                    9:30 a             11:30 a               1:00 p               2:10 p    3:10 p    5:00 p               6:10 p     8:00 p              9:10 p   11:10 p
                    7:30 p              5:45 p                        2:45 p                         12:10 p                10:10 a                          7:20 a                           Lv    Stockton (ACE)-UP (3,6,34) §          Lv                    8:20 a             10:20 a              11:50 a                                   3:50 p                          6:50 p                       10:01 p
                    7:38 p              5:53 p                        2:53 p                         12:18 p               10:18 a                          7:28 a                            Ar   UP-Keddie Jct-BNSF (not a stop)        Lv                    8:15 a             10:15 a              11:45 a                                   3:45 p                          6:45 p                        9:56 p
 9:15 p             7:43 p              5:58 p     4:15 p             2:58 p     1:45 p              12:23 p                10:23 a    9:10 a                7:33 a                           Ar STOCKTON New Amtrak-BNSF (3,6)           Lv                    8:10 a             10:10 a              11:40 a               1:10 p    2:10 p    3:40 p               5:10 p     6:40 p              8:10 p    9:51 p
 9:29 p             7:55 p              6:10 p     4:29 p             3:10 p     1:59 p              12:35 p                10:35 a    9:24 a                7:45 a                           Lv STOCKTON New Amtrak-BNSF (3,6)           Ar                    8:05 a             10:05 a              11:35 a               1:04 p    2:04 p    3:35 p               5:04 p     6:35 p              8:04 p    9:49 p
 9:52 p             8:18 p              6:33 p     4:52 p             3:33 p     2:22 p              12:58 p                10:58 a    9:47 a                8:08 a                           Lv         MODESTO-BNSF                     Lv                    7:40 a              9:39 a              11:09 a              12:39 p    1:39 p    3:09 p               4:39 p     6:09 p              7:39 p    9:24 p
10:06 p             8:32 p              6:46 p     5:05 p             3:46 p     2:35 p                1:11 p               11:11 a   10:01 a                8:22 a                           Lv       Turlock/Denair-BNSF §              Lv                    7:24 a              9:24 a              10:54 a              12:24 p    1:24 p    2:54 p               4:24 p     5:54 p              7:24 p    9:09 p
10:31 p             8:57 p              7:10 p     5:32 p             4:13 p     3:02 p                1:38 p               11:35 a   10:28 a                8:45 a                           Lv    MERCED-BNSF (Yosemite bus)            Lv                    7:03 a              9:03 a              10:33 a              12:03 p    1:03 p    2:33 p               4:03 p     5:33 p              7:03 p    8:48 p
11:03 p             9:29 p              7:41 p     6:03 p             4:44 p     3:33 p                2:09 p              12:06 p    10:59 a                9:16 a                           Lv          Madera-BNSF §                   Lv                    6:26 a              8:29 a               9:59 a              11:29 a   12:29 p    1:59 p               3:29 p     4:59 p              6:29 p    8:14 p
11:40 p             9:56 p              8:20 p     6:28 p             5:09 p     3:58 p                2:34 p              12:35 p    11:25 a                9:45 a                           Ar        FRESNO-BNSF (33)                  Lv                    6:05 a              8:05 a               9:35 a              11:05 a   12:05 p    1:35 p               3:05 p     4:35 p              6:05 p    7:50 p
                    10:00 p              8:25 p    6:32 p              5:13 p    4:02 p               2:38 p               12:39 p    11:29 a                9:49 a    7:35 a       6:05 a    Lv      FRESNO-BNSF (33)           Ar                             5:50 a              8:01 a               9:31 a              11:01 a   12:01 p    1:31 p               3:01 p     4:31 p              6:01 p    7:46 p    9:59 p
                    10:33 p                        7:08 p              5:49 p    4:38 p               3:14 p                1:15 p    12:05 p               10:22 a    8:08 a       6:38 a    Lv     HANFORD-BNSF (2,18)         Lv                                                 7:27 a               8:57 a              10:27 a   11:27 a   12:57 p               2:27 p     3:57 p              5:27 p    7:12 p    9:15 p
                    10:49 p                        7:24 p              6:05 p    4:54 p               3:30 p                1:31 p    12:21 p               10:38 a    8:24 a       6:54 a    Lv       Corcoran-BNSF §           Lv                                                 7:09 a               8:39 a              10:09 a   11:09 a   12:39 p               2:09 p     3:39 p              5:09 p    6:54 p    8:57 p
                    11:20 p                        7:55 p              6:36 p    5:25 p               4:01 p                2:02 p    12:49 p               11:09 a    8:55 a       7:25 a    Lv        Wasco-BNSF §             Lv                                                 6:37 a               8:07 a               9:37 a   10:37 a   12:07 p               1:37 p     3:07 p              4:37 p    6:22 p    8:27 p
                    11:57 p             10:20 p    8:36 p              7:17 p    6:06 p               4:42 p                2:42 p     1:30 p               11:52 a    9:29 a       7:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19) Lv                             4:00 a              6:10 a               7:40 a               9:10 a   10:10 a   11:40 a               1:10 p     2:40 p              4:10 p    5:55 p    8:00 p
                    11:59 p             10:30 p    8:45 p              7:25 p    6:15 p               4:50 p                2:50 p     1:40 p               12:00 p    9:35 a       8:05 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19) Ar                             3:50 a              5:55 a               7:25 a               8:55 a    9:55 a   11:25 a              12:55 p     2:25 p              3:55 p    5:40 p    7:45 p
                     2:45 a              1:15 a   11:30 p             x9:45 p   x8:35 p              x7:10 p               x5:10 p    x4:00 p               x2:20 p   11:55 a      10:25 a    Ar LOS ANGELES (via Bus) (SD,1,4) Lv                             12:30 a              2:35 a               4:05 a              x6:40 a   x7:40 a   x9:10 a             x10:40 a   x12:10 p             x1:40 p   x3:05 p   x5:10 p


                                                                       #596                           #792                 #590       #784       #580       #582       #774        #572               Pacific Surfliner Train Number                            #595      #597                                                                   #763                 #565       #567       #571      #769     #775       #579     #577
                                                                      Daily                           Daily                FSSH       Daily      SSH        Daily     Daily       Daily                     (not all stops shown)                              Daily     FSSH                                                                    Daily                Daily     Mon-Fri     SSH      Daily     Daily     Mon-Fri   SSH
                     2:50 a              1:20 a   11:35 p             10:10 p                         8:00 p                7:00 p    5:10 p     3:00 p     4:05 p    12:25 p     11:10 a     Lv             LOS ANGELES                   Ar                  11:05 p   11:59 p    2:25 a               3:55 a               6:30 a    7:30 a   8:50 a               9:50 a    10:50 a     1:15 p   12:15 p   2:40 p     4:05 p   3:35 p
                     3:40 a              2:10 a   12:25 a             11:00 p                         8:50 p                7:50 p    6:00 p     3:50 p     4:55 p     1:15 p     12:00 p     Lv              SANTA ANA                    Lv                  10:09 p   11:06 p    1:20 a               2:50 a               5:25 a    6:25 a   7:58 a               8:55 a      9:56 a   12:20 p   11:17 a   1:49 p     3:14 p   2:39 p
                     4:50 a                                           11:56 p                         9:48 p                8:49 p     6:58 p     4:53 p     5:51 p    2:13 p       1:00 p    Lv              OCEANSIDE                    Lv                   9:08 p   10:03 p   12:05 a                                                        7:03 a               7:55 a     8:58 a   11:24 a   10:18 a   12:49 p    2:13 p    1:43 p
                     5:35 a                                           12:50 p                        10:45 p                9:40 p     7:50 p     5:45 p     6:55 p    3:10 p       1:55 p    Ar              SAN DIEGO                    Lv                   8:20 p    9:15 p   11:10 p                                                        6:15 a               7:05 a     8:10 a   10:35 a    9:30 a   12:00 p    1:25 p   12:55 p
                                                                                                                                                                         Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                                                             No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                                 SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                  PROPOSED "10-YEAR EXPANSION" SCHEDULES FOR EXTENSION TO LOS ANGELES VIA TEHACHAPI
                                                 Adds eighth round trip on BNSF and fourth Sacramento round trip on UP. Requires new Stockton station east of Keddie Junction (old Stockton Tower). Extends two trains in each direction to travel to/from Los Angeles
                                                                                          Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN       TRAIN      TRAIN     TRAIN       TRAIN        TRAIN      TRAIN      TRAIN        TRAIN                     TRAIN SERVICE                          TRAIN        TRAIN      TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN
#1718      #716     #1714      #714      #712       #1710       #710      #708       #1706         #706       #704       #702         #720                            Amtrak                          #1719         #701      #1701      #703       #705     #1705       #707      #709      #711      #1711      #713       #715      #717
 Daily     Daily     Daily     Daily     Daily       Daily      Daily     Daily       Daily        Daily      Daily      Daily        Daily                                                            Daily        Daily      Daily     Daily      Daily     Daily      Daily     Daily     Daily      Daily     Daily      Daily     Daily
 6:30 p    5:20 p    3:50 p              2:35 p      12:35 p               10:35 a      8:20 a                7:00 a                             Lv    SAN FRANCISCO--Ferry Bldg. (CC)         Ar       7:50 a                10:40 a    12:45 p               2:40 p    4:45 p    6:15 p               8:10 p    10:15 p
                                                                                                                                                           (Via Bus to/from Emeryville)
 7:00 p    5:50 p    4:20 p              3:05 p      1:05 p                11:05 a      8:50 a                 7:30 a                            Lv   OAKLAND (Jack London Sq)-UP (CC)         Ar       7:20 a                10:10 a   12:15 p                2:10 p    4:15 p    5:45 p               7:40 p    9:45 p
 7:10 p    6:00 p    4:30 p              3:15 p      1:15 p                11:15 a      9:00 a                 7:40 a                            Lv          EMERYVILLE-UP (CC)                Lv       7:08 a                 9:58 a   12:03 p                1:58 p    4:03 p    5:33 p               7:28 p    9:33 p
 7:20 p    6:10 p    4:40 p              3:25 p      1:25 p                11:25 a      9:10 a                 7:50 a                            Lv        Richmond-UP (CC,BART) §             Lv       6:52 a                 9:42 a    11:40 a               1:42 p    3:40 p    5:10 p               7:12 p    9:10 p
 7:50 p    6:40 p    5:10 p              3:55 p      1:55 p                11:55 a      9:40 a                 8:20 a                            Ar          MARTINEZ-UP (CC,7)                Lv       6:27 a                 9:17 a    11:13 a               1:17 p    3:13 p    4:43 p               6:47 p    8:43 p
 7:53 p    6:43 p    5:13 p              3:58 p      1:58 p                11:58 a      9:43 a                 8:23 a                            Lv          MARTINEZ-UP (CC,7)                Ar       6:24 a                 9:14 a    11:10 a               1:14 p    3:10 p    4:40 p               6:44 p    8:40 p
 8:01 p    6:51 p    5:21 p              4:06 p      2:06 p               12:06 p      9:51 a                 8:31 a                             Lv    UP-Port Chicago-BNSF (not a stop)       Lv      6:16 a                 9:06 a    11:02 a                1:06 p    3:02 p    4:32 p               6:36 p    8:32 p
 8:13 p    7:03 p    5:33 p              4:18 p      2:18 p               12:18 p      10:03 a                 8:43 a                            Lv              Antioch-BNSF §                Lv       6:04 a                 8:54 a    10:47 a              12:54 p    2:47 p    4:17 p               6:24 p    8:17 p
 8:43 p    7:33 p    6:03 p              4:48 p      2:48 p               12:48 p     10:33 a                 9:13 a                             By    Stockton Santa Fe-BNSF (not a stop)     By      5:32 a                 8:22 a    10:15 a               12:22 p    2:15 p    3:45 p               5:52 p    7:45 p
 8:45 p    7:35 p    6:05 p              4:50 p      2:50 p               12:50 p     10:35 a                 9:15 a                             By        Keddie Jct-BNSF (not a stop)        By      5:30 a                 8:20 a    10:13 a               12:20 p    2:13 p    3:43 p               5:50 p    7:43 p
 8:55 p    7:40 p    6:15 p              4:55 p      3:00 p               12:55 p      10:45 a                 9:20 a                            Ar   STOCKTON New Amtrak-BNSF (3,6)           Lv       5:25 a                 8:15 a    10:08 a              12:15 p    2:08 p    3:38 p               5:45 p    7:38 p
           6:30 p              5:05 p    3:45 p                 1:50 p     11:45 a                  9:35 a    8:10 a      6:35 a                 Lv   SACRAMENTO-UP (CC,3,20,23)               Ar                    9:30 a              11:10 a    1:30 p               3:10 p    4:40 p     7:00 p               8:40 p   11:10 p
                               6:00 p                           2:45 p                             10:30 a                7:30 a                 Lv    Stockton (ACE)-UP (3,6,34) §            Lv                    8:20 a                        12:20 p                                    5:50 p                        10:01 p
                               6:08 p                           2:53 p                            10:38 a                7:38 a                  Ar   UP-Keddie Jct-BNSF (not a stop)          Lv                    8:15 a                        12:15 p                                    5:45 p                         9:56 p
           7:30 p              6:13 p    4:45 p                 2:58 p     12:45 p                 10:43 a    9:10 a      7:43 a                 Ar STOCKTON New Amtrak-BNSF (3,6)             Lv                    8:10 a              10:10 a   12:10 p               2:10 p    3:40 p     5:40 p               7:40 p    9:51 p
           7:44 p              6:25 p    4:59 p                 3:10 p     12:59 p                 10:53 a    9:24 a      7:48 a                 Lv STOCKTON New Amtrak-BNSF (3,6)             Ar                    8:05 a              10:04 a   12:05 p               2:04 p    3:34 p     5:35 p               7:34 p    9:49 p
           8:07 p              6:48 p    5:22 p                 3:33 p      1:22 p                 11:16 a    9:47 a      8:11 a                 Lv          MODESTO-BNSF                      Lv                    7:40 a               9:39 a   11:39 a               1:39 p    3:09 p     5:09 p               7:09 p    9:24 p
           8:21 p              7:01 p    5:35 p                 3:46 p      1:35 p                 11:29 a   10:01 a      8:25 a                 Lv       Turlock/Denair-BNSF §                Lv                    7:24 a               9:24 a   11:24 a               1:24 p    2:54 p     4:54 p               6:54 p    9:09 p
           8:46 p              7:25 p    6:02 p                 4:13 p      2:02 p                 11:53 a   10:28 a      8:48 a                 Lv    MERCED-BNSF (Yosemite bus)              Lv                    7:03 a               9:03 a   11:03 a               1:03 p    2:33 p     4:33 p               6:33 p    8:48 p
           9:18 p              7:56 p    6:33 p                 4:44 p      2:33 p                12:24 p    10:59 a      9:19 a                 Lv           Madera-BNSF §                    Lv                    6:26 a               8:29 a   10:29 a              12:29 p    1:59 p     3:59 p               5:59 p    8:14 p
           9:45 p              8:35 p    6:58 p                 5:09 p      2:58 p                12:53 p    11:25 a      9:48 a                 Ar        FRESNO-BNSF (33)                    Lv                    6:05 a               8:05 a   10:05 a              12:05 p    1:35 p     3:35 p               5:35 p    7:50 p
           9:49 p              8:40 p    7:02 p                 5:13 p      3:02 p                 12:57 p   11:29 a     9:52 a        7:05 a    Lv      FRESNO-BNSF (33)           Ar                               5:50 a               8:01 a   10:01 a              12:01 p    1:31 p     3:31 p               5:31 p    7:46 p    9:59 p
          10:22 p                        7:38 p                 5:49 p      3:38 p                  1:33 p   12:05 p    10:25 a        7:38 a    Lv     HANFORD-BNSF (2,18)         Lv                                                    7:27 a    9:27 a              11:27 a   12:57 p     2:57 p               4:57 p    7:12 p    9:15 p
          10:38 p                        7:54 p                 6:05 p      3:54 p                  1:49 p   12:21 p    10:41 a        7:54 a    Lv       Corcoran-BNSF §           Lv                                                    7:09 a    9:09 a              11:09 a   12:39 p     2:39 p               4:39 p    6:54 p    8:57 p
          11:09 p                        8:25 p                 6:36 p      4:25 p                  2:20 p   12:49 p    11:12 a        8:25 a    Lv        Wasco-BNSF §             Lv                                                    6:37 a    8:37 a              10:37 a   12:07 p     2:07 p               4:07 p    6:22 p    8:27 p
          11:48 p             10:35 p    9:06 p                 7:17 p      5:06 p                  3:00 p    1:30 p    11:55 a        8:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19) Lv                               4:00 a               6:10 a    8:10 a              10:10 a   11:40 a     1:40 p               3:40 p    5:55 p    8:00 p
          11:53 p             10:45 p    9:16 p                 7:27 p      5:16 p                  3:10 p    1:40 p    12:05 p        9:09 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19) Ar                               3:50 a               6:05 a    8:00 a              10:00 a   11:33 a     1:30 p               3:30 p    5:45 p    7:50 p
                                                                                                                                                 Lv       TEHACHAPI (T)             Lv
                                                                                                                                                 Lv         MOJAVE (T)              Lv
           3:53 a                                                                                                                                Ar        PALMDALE (T)             Lv                                                    2:05 a
                              12:25 a   10:56 p                 9:07 p      6:56 p                  4:50 p    3:20 p     1:45 p       10:49 a             NEWHALL (T,B)                                              2:15 a                         6:15 a               8:15 a    9:58 a    11:55 a               1:55 p    4:00 p    6:05 p
          x6:00 a              1:05 a   11:36 p                 9:47 p      7:36 p                  5:30 p    4:00 p     2:25 p       11:29 a    Ar     LOS ANGELES (SD,1,4)        Lv                               1:35 a             x11:55 p    5:25 a               7:15 a    8:58 a    11:05 a               1:05 p    3:00 p    5:05 p


          #562                                                 #596       #792                     #590                 #582          #774                Pacific Surfliner Train Number                            #597                #595                                      #763                           #769       #775       #579     #577
          Daily                                                Daily      Daily                    FSSH                 Daily         Daily                     (not all stops shown)                               FSSH                Daily                                     Daily                          Daily      Daily     Mon-Fri   SSH
           6:30 a              1:10 a   11:41 p                10:10 p      8:00 p                  7:00 p               4:05 p       12:25 p    Lv              LOS ANGELES                   Ar                   11:59 p              11:05 p    5:15 a               7:05 a    8:50 a                         12:15 p    2:40 p    4:05 p    3:35 p
           7:26 a              2:00 a   12:31 a                11:00 p      8:50 p                  7:50 p               4:55 p        1:15 p    Lv               SANTA ANA                    Lv                   11:06 p              10:09 p    4:10 a               6:00 a    7:58 a                         11:17 a    1:49 p    3:14 p    2:39 p
           8:22 a                                              11:56 p      9:48 p                  8:49 p               5:51 p        2:13 p    Lv               OCEANSIDE                    Lv                   10:03 p               9:08 p                                   7:03 a                         10:18 a   12:49 p    2:13 p    1:43 p
           9:20 a                                              12:50 p     10:45 p                  9:40 p               6:55 p        3:10 p    Ar               SAN DIEGO                    Lv                    9:15 p               8:20 p                                   6:15 a                          9:30 a   12:00 p    1:25 p   12:55 p
                                                                                                                            Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                                                                                SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                                                                 PROPOSED "25-YEAR EXPANSION" SCHEDULES FOR EXTENSION TO LOS ANGELES VIA TEHACHAPI
                                                                                                                             Adds ninth & tenth round trips on BNSF and fifth & sixth Sacramento round trips on UP. Extends two trains in each direction to travel to/from Los Angeles
                                                                                                                                       Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN      TRAIN      TRAIN      TRAIN       TRAIN      TRAIN     TRAIN      TRAIN                     TRAIN SERVICE                          TRAIN        TRAIN      TRAIN     TRAIN      TRAIN       TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN
 #720     #1718      #718     #1716      #716      #714     #1712      #712      #710     #1708       #708      #1706       #706       #704       #1702       #702     #1724      #1722                            Amtrak                          #1721         #701      #1701      #703      #1703        #705     #1705       #707      #709      #711     #1711      #713      #715      #1715      #717       #719      #721
 Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily      Daily      Daily      Daily      Daily       Daily      Daily     Daily      Daily                                                            Daily        Daily      Daily     Daily      Daily       Daily     Daily      Daily     Daily     Daily     Daily     Daily     Daily      Daily     Daily      Daily     Daily
 7:00 p    5:20 p              3:35 p              2:05 p   12:35 p             11:35 a    10:00 a                8:00 a               7:00 a      5:10 a                                     Lv SAN FRANCISCO--Ferry Bldg. (CC)            Ar       7:50 a                10:40 a               12:40 p               2:10 p     3:45 p    4:45 p              6:10 p    7:45 p               9:10 p    10:45 p
                                                                                                                                                                                                     (Via Bus to/from Emeryville)
7:35 p    5:50 p              4:05 p              2:35 p    1:05 p              12:05 p    10:30 a                8:30 a               7:30 a       5:40 a                                    Lv OAKLAND (Jack London Sq)-UP (CC)           Ar       7:20 a                10:10 a               12:10 p                1:40 p   3:15 p    4:15 p              5:40 p     7:15 p              8:40 p     10:15 p
7:45 p    6:00 p              4:15 p              2:45 p    1:15 p              12:15 p    10:40 a                8:40 a               7:40 a       5:50 a                                    Lv       EMERYVILLE-UP (CC)                   Lv       7:08 a                 9:58 a                11:58 a               1:28 p   3:03 p    4:03 p              5:28 p     7:03 p              8:28 p     10:03 p
7:55 p    6:10 p              4:25 p              2:55 p    1:25 p              12:25 p    10:50 a                8:50 a               7:50 a       6:00 a                                    Lv     Richmond-UP (CC,BART) §                Lv       6:52 a                 9:42 a                11:42 a               1:12 p   2:40 p    3:40 p              5:12 p     6:40 p              8:12 p      9:40 p
8:25 p    6:40 p              4:55 p              3:25 p    1:55 p              12:55 p    11:20 a                9:20 a               8:20 a       6:30 a                                    Ar       MARTINEZ-UP (CC,7)                   Lv       6:27 a                 9:17 a                11:17 a             12:47 p    2:13 p    3:13 p              4:47 p     6:13 p              7:47 p      9:13 p
8:28 p    6:43 p              4:58 p              3:28 p    1:58 p              12:58 p    11:23 a                9:23 a               8:23 a       6:33 a                                    Lv       MARTINEZ-UP (CC,7)                   Ar       6:24 a                 9:14 a                11:14 a             12:44 p    2:10 p    3:10 p              4:44 p     6:10 p              7:44 p      9:10 p
8:36 p    6:51 p              5:06 p              3:36 p    2:06 p               1:06 p   11:31 a                9:31 a               8:31 a       6:41 a                                     Lv UP-Port Chicago-BNSF (not a stop)          Lv      6:16 a                 9:06 a                11:06 a              12:36 p    2:02 p    3:02 p              4:36 p     6:02 p              7:36 p      9:02 p
8:48 p    7:03 p              5:18 p              3:48 p    2:18 p               1:18 p    11:43 a                9:43 a               8:43 a       6:53 a                                    Lv           Antioch-BNSF §                   Lv       6:04 a                 8:54 a                10:54 a             12:24 p    1:47 p    2:47 p              4:24 p     5:47 p              7:24 p      8:47 p
9:18 p    7:33 p              5:48 p              4:18 p    2:48 p               1:48 p   12:13 p               10:13 a               9:13 a       7:23 a                                     By Stockton Santa Fe-BNSF (not a stop)        By      5:32 a                 8:22 a                10:22 a              11:52 a    1:15 p    2:15 p              3:52 p     5:15 p              6:52 p      8:15 p
9:20 p    7:35 p              5:50 p              4:20 p    2:50 p               1:50 p   12:15 p               10:15 a               9:15 a       7:25 a                                     By     Keddie Jct-BNSF (not a stop)           By      5:30 a                 8:20 a                10:20 a              11:50 a    1:13 p    2:13 p              3:50 p     5:13 p              6:50 p      8:13 p
9:25 p    7:45 p              6:00 p              4:25 p    3:00 p               1:55 p   12:25 p                10:25 a               9:20 a       7:35 a                                    Ar STOCKTON New Amtrak-BNSF (3,6)             Lv       5:25 a                 8:15 a                10:15 a              11:45 a   1:08 p    2:08 p              3:45 p     5:08 p              6:45 p      8:08 p
 8:15 p             6:35 p              4:50 p     3:15 p             1:50 p    12:45 p               11:15 a                9:15 a    8:10 a                 6:25 a                          Lv   SACRAMENTO-UP (CC,3,20,23)               Ar                    9:30 a              11:30 a                1:00 p               2:10 p    3:10 p    5:00 p              6:10 p     8:00 p               9:10 p   11:10 p
                    7:30 p              5:45 p                        2:45 p                         12:10 p                10:10 a                           7:20 a                          Lv    Stockton (ACE)-UP (3,6,34) §            Lv                    8:20 a              10:20 a               11:50 a                                   3:50 p                         6:50 p                        10:01 p
                    7:38 p              5:53 p                        2:53 p                         12:18 p               10:18 a                           7:28 a                           Ar   UP-Keddie Jct-BNSF (not a stop)          Lv                    8:15 a              10:15 a               11:45 a                                   3:45 p                         6:45 p                         9:56 p
 9:15 p             7:43 p              5:58 p     4:15 p             2:58 p     1:45 p              12:23 p                10:23 a    9:10 a                 7:33 a                          Ar STOCKTON New Amtrak-BNSF (3,6)             Lv                    8:10 a              10:10 a               11:40 a               1:10 p    2:10 p    3:40 p              5:10 p     6:40 p               8:10 p    9:51 p
 9:29 p             7:55 p              6:10 p     4:29 p             3:10 p     1:59 p              12:35 p                10:35 a    9:24 a                 7:45 a                          Lv STOCKTON New Amtrak-BNSF (3,6)             Ar                    8:05 a              10:05 a               11:35 a               1:04 p    2:04 p    3:35 p              5:04 p     6:35 p               8:04 p    9:49 p
 9:52 p             8:18 p              6:33 p     4:52 p             3:33 p     2:22 p              12:58 p                10:58 a    9:47 a                 8:08 a                          Lv          MODESTO-BNSF                      Lv                    7:40 a               9:39 a               11:09 a              12:39 p    1:39 p    3:09 p              4:39 p     6:09 p               7:39 p    9:24 p
10:06 p             8:32 p              6:46 p     5:05 p             3:46 p     2:35 p                1:11 p               11:11 a   10:01 a                 8:22 a                          Lv       Turlock/Denair-BNSF §                Lv                    7:24 a               9:24 a               10:54 a              12:24 p    1:24 p    2:54 p              4:24 p     5:54 p               7:24 p    9:09 p
10:31 p             8:57 p              7:10 p     5:32 p             4:13 p     3:02 p                1:38 p               11:35 a   10:28 a                 8:45 a                          Lv    MERCED-BNSF (Yosemite bus)              Lv                    7:03 a               9:03 a               10:33 a              12:03 p    1:03 p    2:33 p              4:03 p     5:33 p               7:03 p    8:48 p
11:03 p             9:29 p              7:41 p     6:03 p             4:44 p     3:33 p                2:09 p              12:06 p    10:59 a                 9:16 a                          Lv           Madera-BNSF §                    Lv                    6:26 a               8:29 a                9:59 a              11:29 a   12:29 p    1:59 p              3:29 p     4:59 p               6:29 p    8:14 p
11:40 p             9:56 p              8:20 p     6:28 p             5:09 p     3:58 p                2:34 p              12:35 p    11:25 a                 9:45 a                          Ar        FRESNO-BNSF (33)                    Lv                    6:05 a               8:05 a                9:35 a              11:05 a   12:05 p    1:35 p              3:05 p     4:35 p               6:05 p    7:50 p
                    10:00 p              8:25 p    6:32 p              5:13 p    4:02 p                2:38 p              12:39 p    11:29 a                 9:49 a    7:35 a      6:05 a    Lv      FRESNO-BNSF (33)                      Ar                    5:50 a               8:01 a                9:31 a              11:01 a   12:01 p    1:31 p              3:01 p     4:31 p               6:01 p    7:46 p    9:59 p
                    10:33 p                        7:08 p              5:49 p    4:38 p                3:14 p               1:15 p    12:05 p                10:22 a    8:08 a      6:38 a    Lv     HANFORD-BNSF (2,18)                    Lv                                         7:27 a                8:57 a              10:27 a   11:27 a   12:57 p              2:27 p     3:57 p               5:27 p    7:12 p    9:15 p
                    10:49 p                        7:24 p              6:05 p    4:54 p                3:30 p               1:31 p    12:21 p                10:38 a    8:24 a      6:54 a    Lv       Corcoran-BNSF §                      Lv                                         7:09 a                8:39 a              10:09 a   11:09 a   12:39 p              2:09 p     3:39 p               5:09 p    6:54 p    8:57 p
                    11:20 p                        7:55 p              6:36 p    5:25 p                4:01 p               2:02 p    12:49 p                11:09 a    8:55 a      7:25 a    Lv        Wasco-BNSF §                        Lv                                         6:37 a                8:07 a               9:37 a   10:37 a   12:07 p              1:37 p     3:07 p               4:37 p    6:22 p    8:27 p
                    11:57 p             10:20 p    8:36 p              7:17 p    6:06 p                4:42 p               2:42 p     1:30 p                11:52 a    9:29 a      7:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19)            Lv                    4:00 a               6:10 a                7:40 a               9:10 a   10:10 a   11:40 a              1:10 p     2:40 p               4:10 p    5:55 p    8:00 p
                    12:02 a             10:30 p    8:46 p              7:27 p    6:16 p                4:52 p               2:45 p     1:40 p                12:02 p    9:39 a      8:09 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19)            Ar                    3:50 a               6:05 a                7:30 a               9:00 a   10:00 a   11:30 a                         2:35 p               4:00 p    5:45 p    7:50 p
                                                                                                                                                                                              Lv       TEHACHAPI (T)                        Lv
                                                                                                                                                                                              Lv         MOJAVE (T)                         Lv
                     4:02 a                                                                                                 6:45 p                                                            Ar        PALMDALE (T)                        Lv                                         2:05 a                                                                                       10:35 a
                                        12:10 a   10:26 p              9:07 p    7:56 p                6:32 p                          3:15 p                 1:42 p   11:19 a      9:49 a    Lv       NEWHALL (T,B)                        Lv                    1:55 a                                     5:35 a               7:05 a    8:05 a    9:35 a                                              2:05 p    3:50 p    5:55 p
                    x6:00 a             12:50 a   11:06 p              9:47 p    8:36 p                7:12 p              x8:43 p     3:55 p                 2:22 p   11:59 a     10:29 a    Ar     LOS ANGELES (SD,1,4)                   Lv                    1:15 a             x11:55 p                4:55 a               6:25 a    7:25 a    8:55 a                        x8:40 a               1:25 p    3:10 p    5:15 p


                    #562                                              #596                                                 #1590      #582                    #580     #774        #572                Pacific Surfliner Train Number                            #597                 #595                                                                                         #763        #571      #573      #775       #579     #577
                    Daily                                             Daily                                                Daily      Daily                   SSH      Daily       Daily                     (not all stops shown)                               Daily                Daily                                                                                        Daily       SSH      Mon-Fri    Daily     Mon-Fri   SSH
                     6:30 a             12:55 a   11:11 p             10:10 p                                               9:00 p     4:05 p                 3:00 p   12:25 p     11:10 a    Lv              LOS ANGELES                   Ar                  11:59 p               11:05 p                4:45 a               6:15 a    7:15 a                                   8:35 a    1:15 p     1:35 p    2:40 p    4:05 p    3:35 p
                     7:26 a              1:45 a   12:01 a             11:00 p                                               9:56 p     4:55 p                 3:50 p    1:15 p     12:00 p    Lv               SANTA ANA                    Lv                  11:06 p               10:09 p                3:40 a               5:10 a    6:10 a                                   7:45 a   12:20 p    12:38 p    1:49 p    3:14 p    2:39 p
                     8:22 a                                           11:56 p                                              10:52 p     5:51 p                 4:53 p    2:13 p      1:00 p    Lv               OCEANSIDE                    Lv                  10:03 p                9:08 p                                                                                        6:50 a   11:24 a    11:39 a   12:49 p    2:13 p    1:43 p
                     9:20 a                                           12:50 p                                              11:50 p     6:55 p                 5:45 p    3:10 p      1:55 p    Ar               SAN DIEGO                    Lv                   9:15 p                8:20 p                                                                                        6:00 a   10:35 a    10:50 a   12:00 p    1:25 p   12:55 p
                                                                                                                                                                         Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                                                             No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                                 SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                    PROPOSED "10-YEAR EXPANSION" SCHEDULES FOR EXTENSION TO WHEELER RIDGE AND BUS BRIDGE TO NEWHALL & SURFLINER EXTENSION
                                                                                Adds eighth round trip on BNSF and fourth Sacramento round trip on UP. Requires new Stockton station east of Keddie Junction (old Stockton Tower).
                                                                                         Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN         TRAIN         TRAIN      TRAIN     TRAIN       TRAIN                     TRAIN SERVICE                         TRAIN        TRAIN      TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN
#1718      #716     #1714      #714      #712     #1710      #710       #708         #1706          #706       #704      #702        #720                            Amtrak                         #1719         #701      #1701      #703       #705     #1705       #707      #709      #711      #1711      #713      #715      #717
 Daily     Daily     Daily     Daily     Daily     Daily     Daily      Daily         Daily         Daily      Daily     Daily       Daily                                                           Daily        Daily      Daily     Daily      Daily     Daily      Daily     Daily     Daily      Daily     Daily     Daily     Daily
 6:30 p    5:20 p    3:50 p              2:35 p   12:35 p               10:35 a        8:20 a                  7:00 a                           Lv SAN FRANCISCO--Ferry Bldg. (CC)            Ar      7:50 a                10:40 a    12:45 p               2:40 p    4:45 p    6:15 p               8:10 p   10:15 p
                                                                                                                                                       (Via Bus to/from Emeryville)
7:00 p    5:50 p    4:20 p              3:05 p    1:05 p                 11:05 a        8:50 a                 7:30 a                           Lv OAKLAND (Jack London Sq)-UP (CC)          Ar       7:20 a                10:10 a   12:15 p               2:10 p    4:15 p    5:45 p               7:40 p    9:45 p
7:10 p    6:00 p    4:30 p              3:15 p    1:15 p                 11:15 a        9:00 a                 7:40 a                           Lv       EMERYVILLE-UP (CC)                  Lv       7:08 a                 9:58 a   12:03 p               1:58 p    4:03 p    5:33 p               7:28 p    9:33 p
7:20 p    6:10 p    4:40 p              3:25 p    1:25 p                 11:25 a        9:10 a                 7:50 a                           Lv     Richmond-UP (CC,BART) §               Lv       6:52 a                 9:42 a    11:40 a              1:42 p    3:40 p    5:10 p               7:12 p    9:10 p
7:50 p    6:40 p    5:10 p              3:55 p    1:55 p                 11:55 a        9:40 a                 8:20 a                           Ar       MARTINEZ-UP (CC,7)                  Lv       6:27 a                 9:17 a    11:13 a              1:17 p    3:13 p    4:43 p               6:47 p    8:43 p
7:53 p    6:43 p    5:13 p              3:58 p    1:58 p                 11:58 a        9:43 a                 8:23 a                           Lv       MARTINEZ-UP (CC,7)                  Ar       6:24 a                 9:14 a    11:10 a              1:14 p    3:10 p    4:40 p               6:44 p    8:40 p
8:01 p    6:51 p    5:21 p              4:06 p    2:06 p                12:06 p        9:51 a                 8:31 a                            Lv UP-Port Chicago-BNSF (not a stop)         Lv      6:16 a                 9:06 a    11:02 a               1:06 p    3:02 p    4:32 p               6:36 p    8:32 p
8:13 p    7:03 p    5:33 p              4:18 p    2:18 p                12:18 p        10:03 a                 8:43 a                           Lv           Antioch-BNSF §                  Lv       6:04 a                 8:54 a    10:47 a             12:54 p    2:47 p    4:17 p               6:24 p    8:17 p
8:43 p    7:33 p    6:03 p              4:48 p    2:48 p                12:48 p       10:33 a                 9:13 a                            By Stockton Santa Fe-BNSF (not a stop)       By      5:32 a                 8:22 a    10:15 a              12:22 p    2:15 p    3:45 p               5:52 p    7:45 p
8:45 p    7:35 p    6:05 p              4:50 p    2:50 p                12:50 p       10:35 a                 9:15 a                            By     Keddie Jct-BNSF (not a stop)          By      5:30 a                 8:20 a    10:13 a              12:20 p    2:13 p    3:43 p               5:50 p    7:43 p
8:55 p    7:40 p    6:15 p              4:55 p    3:00 p                12:55 p        10:45 a                 9:20 a                           Ar STOCKTON New Amtrak-BNSF (3,6)            Lv       5:25 a                 8:15 a    10:08 a             12:15 p    2:08 p    3:38 p               5:45 p    7:38 p
           6:30 p             5:05 p     3:45 p             1:50 p      11:45 a                      9:35 a    8:10 a     6:35 a                 Lv   SACRAMENTO-UP (CC,3,20,23)             Ar                    9:30 a              11:10 a    1:30 p               3:10 p    4:40 p     7:00 p              8:40 p   11:10 p
                              6:00 p                        2:45 p                                  10:30 a               7:30 a                 Lv    Stockton (ACE)-UP (3,6,34) §          Lv                    8:20 a                        12:20 p                                    5:50 p                       10:01 p
                              6:08 p                        2:53 p                                 10:38 a               7:38 a                  Ar   UP-Keddie Jct-BNSF (not a stop)        Lv                    8:15 a                        12:15 p                                    5:45 p                        9:56 p
           7:30 p             6:13 p     4:45 p             2:58 p      12:45 p                     10:43 a    9:10 a     7:43 a                 Ar STOCKTON New Amtrak-BNSF (3,6)           Lv                    8:10 a              10:10 a   12:10 p               2:10 p    3:40 p     5:40 p              7:40 p    9:51 p
           7:44 p             6:25 p     4:59 p             3:10 p      12:59 p                     10:53 a    9:24 a     7:48 a                 Lv STOCKTON New Amtrak-BNSF (3,6)           Ar                    8:05 a              10:04 a   12:05 p               2:04 p    3:34 p     5:35 p              7:34 p    9:49 p
           8:07 p             6:48 p     5:22 p             3:33 p       1:22 p                     11:16 a    9:47 a     8:11 a                 Lv          MODESTO-BNSF                    Lv                    7:40 a               9:39 a   11:39 a               1:39 p    3:09 p     5:09 p              7:09 p    9:24 p
           8:21 p             7:01 p     5:35 p             3:46 p       1:35 p                     11:29 a   10:01 a     8:25 a                 Lv       Turlock/Denair-BNSF §              Lv                    7:24 a               9:24 a   11:24 a               1:24 p    2:54 p     4:54 p              6:54 p    9:09 p
           8:46 p             7:25 p     6:02 p             4:13 p       2:02 p                     11:53 a   10:28 a     8:48 a                 Lv    MERCED-BNSF (Yosemite bus)            Lv                    7:03 a               9:03 a   11:03 a               1:03 p    2:33 p     4:33 p              6:33 p    8:48 p
           9:18 p             7:56 p     6:33 p             4:44 p       2:33 p                    12:24 p    10:59 a     9:19 a                 Lv          Madera-BNSF §                   Lv                    6:26 a               8:29 a   10:29 a              12:29 p    1:59 p     3:59 p              5:59 p    8:14 p
           9:45 p             8:35 p     6:58 p             5:09 p       2:58 p                    12:53 p    11:25 a     9:48 a                 Ar        FRESNO-BNSF (33)                  Lv                    6:05 a               8:05 a   10:05 a              12:05 p    1:35 p     3:35 p              5:35 p    7:50 p
           9:49 p              8:40 p    7:02 p              5:13 p      3:02 p                     12:57 p   11:29 a    9:52 a        7:05 a    Lv      FRESNO-BNSF (33)           Ar                             5:50 a               8:01 a   10:01 a              12:01 p    1:31 p    3:31 p               5:31 p    7:46 p    9:59 p
          10:22 p                        7:38 p              5:49 p      3:38 p                      1:33 p   12:05 p   10:25 a        7:38 a    Lv     HANFORD-BNSF (2,18)         Lv                                                  7:27 a    9:27 a              11:27 a   12:57 p    2:57 p               4:57 p    7:12 p    9:15 p
          10:38 p                        7:54 p              6:05 p      3:54 p                      1:49 p   12:21 p   10:41 a        7:54 a    Lv       Corcoran-BNSF §           Lv                                                  7:09 a    9:09 a              11:09 a   12:39 p    2:39 p               4:39 p    6:54 p    8:57 p
          11:09 p                        8:25 p              6:36 p      4:25 p                      2:20 p   12:49 p   11:12 a        8:25 a    Lv        Wasco-BNSF §             Lv                                                  6:37 a    8:37 a              10:37 a   12:07 p    2:07 p               4:07 p    6:22 p    8:27 p
          11:48 p             10:35 p    9:06 p              7:17 p      5:06 p                      3:00 p    1:30 p   11:55 a        8:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19) Lv                             4:00 a               6:10 a    8:10 a              10:10 a   11:40 a    1:40 p               3:40 p    5:55 p    8:00 p
          11:50 p             10:45 p    9:08 p              7:19 p      5:08 p                      3:02 p    1:32 p   11:57 a        9:01 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19) Ar                             3:50 a               6:08 a    8:08 a              10:08 a   11:38 a    1:38 p               3:38 p    5:53 p    7:58 p
          12:25 a                        9:43 p              7:54 p      5:43 p                      3:37 p    2:07 p   12:32 p        9:36 a    Ar       WHEELER RIDGE             Lv                                                  5:33 a    7:33 a               9:33 a   11:03 a    1:03 p               3:03 p    5:18 p    7:23 p
          12:35 a                        9:53 p              8:04 p      5:50 p                      3:44 p    2:22 p   12:42 p        9:46 a    Lv WHEELER RIDGE (Bus Connection) Ar                                                   5:23 a    7:23 a               9:27 a   10:53 a   12:53 p               2:53 p    5:08 p    7:13 p
           1:50 a             12:20 a   11:08 p              9:19 p      7:05 p                      5:03 p    3:42 p    1:57 p       11:01 a    Ar   NEWHALL (Bus Connection)      Lv                             2:15 a               4:08 a    6:08 a               8:12 a    9:38 a   11:38 a               1:38 p    3:43 p    5:48 p
           1:53 a             12:23 a   11:11 p              9:29 p      7:12 p                      5:10 p    3:57 p    2:07 p       11:11 a    Lv   NEWHALL (Bus Connection)      Ar                             2:12 a               4:05 a    6:05 a               8:09 a    9:28 a   11:28 a               1:28 p    3:33 p    5:38 p
           2:33 a              1:03 a   11:51 p             10:09 p      7:52 p                      5:50 p    4:37 p    2:47 p       11:51 a    Ar     LOS ANGELES (SD,1,4)        Lv                             1:32 a               3:23 a    5:25 a               7:29 a    8:48 a   10:48 a              12:48 p    2:53 p    4:58 p


                                                            #596        #792                        #1588     #784       #580        #1572               Pacific Surfliner Train Number                           #597                                                          #763      #567                 #571      #775      #579
                                                            Daily       Daily                       Daily     Daily      Daily       Daily                     (not all stops shown)                              Daily                                                         Daily     Daily                Daily     Daily     Daily
           2:38 a              1:08 a   11:56 p             10:30 p      8:00 p                      6:00 p    5:00 p     3:00 p     12:00 p     Lv             LOS ANGELES                  Ar                   12:35 a               3:13 a    5:15 a               7:19 a    8:35 a    10:35 a             12:35 p    2:35 p    4:35 p
           3:28 a              1:58 a   12:46 a             11:20 p      8:50 p                      6:50 p    5:50 p     3:50 p     12:50 p     Lv              SANTA ANA                   Lv                   11:45 p               2:08 a    4:10 a               6:14 a    7:45 a     9:45 a             11:45 a    1:45 p    3:45 p
           4:38 a                                           12:15 a      9:45 p                      7:45 p    6:45 p     4:45 p       1:45 p    Lv               OCEANSIDE                  Lv                   10:50 p              12:53 a                                   6:50 a     8:50 a             10:50 a   12:50 p    2:50 p
           5:23 a                                            1:05 a     10:35 p                      8:35 p    7:35 p     5:35 p       2:35 p    Ar               SAN DIEGO                  Lv                   10:00 p              11:58 p                                   6:00 a     8:00 a             10:00 a   12:00 p    2:00 p
                                                                                                                           Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                               No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                           * NOTE: Direct bus connections from Wheeler Ridge to Los Angeles will still be provided for those terminating their trips in downtown Los Angeles.
                                                                                                                                                SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                                  PROPOSED "25-YEAR EXPANSION" SCHEDULES FOR EXTENSION TO WHEELER RIDGE AND BUS BRIDGE TO NEWHALL & SURFLINER EXTENSION
                                                                                                                                                                  Adds ninth & tenth round trips on BNSF and fifth & sixth Sacramento round trips on UP.
                                                                                                                                       Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN      TRAIN      TRAIN      TRAIN       TRAIN      TRAIN     TRAIN        TRAIN                    TRAIN SERVICE                          TRAIN        TRAIN      TRAIN     TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN
 #720     #1718      #718     #1716      #716      #714     #1712      #712      #710     #1708       #708      #1706       #706       #704       #1702       #702     #1724        #1722                           Amtrak                          #1721         #701      #1701      #703     #1703       #705     #1705       #707      #709      #711     #1711      #713      #715     #1715      #717      #719      #721
 Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily      Daily      Daily      Daily      Daily       Daily      Daily     Daily        Daily                                                           Daily        Daily      Daily     Daily     Daily      Daily     Daily      Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily
 7:05 p    5:20 p              3:35 p              2:05 p   12:35 p             11:35 a    10:00 a                8:00 a               7:05 a      5:10 a                                      Lv SAN FRANCISCO--Ferry Bldg. (CC)            Ar       7:50 a                10:40 a              12:40 p               2:10 p    3:45 p    4:45 p              6:10 p    7:45 p              9:10 p   10:45 p
                                                                                                                                                                                                      (Via Bus to/from Emeryville)
7:35 p    5:50 p              4:05 p              2:35 p    1:05 p              12:05 p    10:30 a                8:30 a               7:30 a       5:40 a                                     Lv OAKLAND (Jack London Sq)-UP (CC)           Ar       7:20 a                10:10 a             12:10 p                1:40 p   3:15 p    4:15 p              5:40 p    7:15 p              8:40 p    10:15 p
7:45 p    6:00 p              4:15 p              2:45 p    1:15 p              12:15 p    10:40 a                8:40 a               7:40 a       5:50 a                                     Lv       EMERYVILLE-UP (CC)                   Lv       7:08 a                 9:58 a              11:58 a               1:28 p   3:03 p    4:03 p              5:28 p    7:03 p              8:28 p    10:03 p
7:55 p    6:10 p              4:25 p              2:55 p    1:25 p              12:25 p    10:50 a                8:50 a               7:50 a       6:00 a                                     Lv     Richmond-UP (CC,BART) §                Lv       6:52 a                 9:42 a              11:42 a               1:12 p   2:40 p    3:40 p              5:12 p    6:40 p              8:12 p     9:40 p
8:25 p    6:40 p              4:55 p              3:25 p    1:55 p              12:55 p    11:20 a                9:20 a               8:20 a       6:30 a                                     Ar       MARTINEZ-UP (CC,7)                   Lv       6:27 a                 9:17 a              11:17 a             12:47 p    2:13 p    3:13 p              4:47 p    6:13 p              7:47 p     9:13 p
8:28 p    6:43 p              4:58 p              3:28 p    1:58 p              12:58 p    11:23 a                9:23 a               8:23 a       6:33 a                                     Lv       MARTINEZ-UP (CC,7)                   Ar       6:24 a                 9:14 a              11:14 a             12:44 p    2:10 p    3:10 p              4:44 p    6:10 p              7:44 p     9:10 p
8:36 p    6:51 p              5:06 p              3:36 p    2:06 p               1:06 p   11:31 a                9:31 a               8:31 a       6:41 a                                      Lv UP-Port Chicago-BNSF (not a stop)          Lv      6:16 a                 9:06 a              11:06 a              12:36 p    2:02 p    3:02 p              4:36 p    6:02 p              7:36 p     9:02 p
8:48 p    7:03 p              5:18 p              3:48 p    2:18 p               1:18 p    11:43 a                9:43 a               8:43 a       6:53 a                                     Lv           Antioch-BNSF §                   Lv       6:04 a                 8:54 a              10:54 a             12:24 p    1:47 p    2:47 p              4:24 p    5:47 p              7:24 p     8:47 p
9:18 p    7:33 p              5:48 p              4:18 p    2:48 p               1:48 p   12:13 p               10:13 a               9:13 a       7:23 a                                      By Stockton Santa Fe-BNSF (not a stop)        By      5:32 a                 8:22 a              10:22 a              11:52 a    1:15 p    2:15 p              3:52 p    5:15 p              6:52 p     8:15 p
9:20 p    7:35 p              5:50 p              4:20 p    2:50 p               1:50 p   12:15 p               10:15 a               9:15 a       7:25 a                                      By     Keddie Jct-BNSF (not a stop)           By      5:30 a                 8:20 a              10:20 a              11:50 a    1:13 p    2:13 p              3:50 p    5:13 p              6:50 p     8:13 p
9:25 p    7:45 p              6:00 p              4:25 p    3:00 p               1:55 p   12:25 p                10:25 a               9:20 a       7:35 a                                     Ar STOCKTON New Amtrak-BNSF (3,6)             Lv       5:25 a                 8:15 a              10:15 a              11:45 a   1:08 p    2:08 p              3:45 p    5:08 p              6:45 p     8:08 p
 8:15 p             6:35 p              4:50 p     3:15 p             1:50 p    12:45 p               11:15 a                9:15 a    8:10 a                 6:25 a                            Lv   SACRAMENTO-UP (CC,3,20,23)              Ar                    9:30 a             11:30 a               1:00 p               2:10 p    3:10 p    5:00 p              6:10 p    8:00 p              9:10 p   11:10 p
                    7:30 p              5:45 p                        2:45 p                         12:10 p                10:10 a                           7:20 a                            Lv    Stockton (ACE)-UP (3,6,34) §           Lv                    8:20 a             10:20 a              11:50 a                                   3:50 p                        6:50 p                       10:01 p
                    7:38 p              5:53 p                        2:53 p                         12:18 p               10:18 a                           7:28 a                             Ar   UP-Keddie Jct-BNSF (not a stop)         Lv                    8:15 a             10:15 a              11:45 a                                   3:45 p                        6:45 p                        9:56 p
 9:15 p             7:43 p              5:58 p     4:15 p             2:58 p     1:45 p              12:23 p                10:23 a    9:10 a                 7:33 a                            Ar STOCKTON New Amtrak-BNSF (3,6)            Lv                    8:10 a             10:10 a              11:40 a               1:10 p    2:10 p    3:40 p              5:10 p    6:40 p              8:10 p    9:51 p
 9:29 p             7:55 p              6:10 p     4:29 p             3:10 p     1:59 p              12:35 p                10:35 a    9:24 a                 7:45 a                            Lv STOCKTON New Amtrak-BNSF (3,6)            Ar                    8:05 a             10:05 a              11:35 a               1:04 p    2:04 p    3:35 p              5:04 p    6:35 p              8:04 p    9:49 p
 9:52 p             8:18 p              6:33 p     4:52 p             3:33 p     2:22 p              12:58 p                10:58 a    9:47 a                 8:08 a                            Lv          MODESTO-BNSF                     Lv                    7:40 a              9:39 a              11:09 a              12:39 p    1:39 p    3:09 p              4:39 p    6:09 p              7:39 p    9:24 p
10:06 p             8:32 p              6:46 p     5:05 p             3:46 p     2:35 p                1:11 p               11:11 a   10:01 a                 8:22 a                            Lv       Turlock/Denair-BNSF §               Lv                    7:24 a              9:24 a              10:54 a              12:24 p    1:24 p    2:54 p              4:24 p    5:54 p              7:24 p    9:09 p
10:31 p             8:57 p              7:10 p     5:32 p             4:13 p     3:02 p                1:38 p               11:35 a   10:28 a                 8:45 a                            Lv    MERCED-BNSF (Yosemite bus)             Lv                    7:03 a              9:03 a              10:33 a              12:03 p    1:03 p    2:33 p              4:03 p    5:33 p              7:03 p    8:48 p
11:03 p             9:29 p              7:41 p     6:03 p             4:44 p     3:33 p                2:09 p              12:06 p    10:59 a                 9:16 a                            Lv           Madera-BNSF §                   Lv                    6:26 a              8:29 a               9:59 a              11:29 a   12:29 p    1:59 p              3:29 p    4:59 p              6:29 p    8:14 p
11:40 p             9:56 p              8:20 p     6:28 p             5:09 p     3:58 p                2:34 p              12:35 p    11:25 a                 9:45 a                            Ar        FRESNO-BNSF (33)                   Lv                    6:05 a              8:05 a               9:35 a              11:05 a   12:05 p    1:35 p              3:05 p    4:35 p              6:05 p    7:50 p
                    10:00 p              8:25 p    6:32 p              5:13 p    4:02 p                2:38 p              12:39 p    11:29 a                 9:49 a     7:35 a      6:05 a     Lv      FRESNO-BNSF (33)           Ar                              5:55 a              8:01 a               9:31 a              11:01 a   12:01 p    1:31 p              3:01 p    4:31 p              6:01 p    7:46 p    9:59 p
                    10:33 p                        7:08 p              5:49 p    4:38 p                3:14 p               1:15 p    12:05 p                10:22 a     8:08 a      6:38 a     Lv     HANFORD-BNSF (2,18)         Lv                                                  7:27 a               8:57 a              10:27 a   11:27 a   12:57 p              2:27 p    3:57 p              5:27 p    7:12 p    9:15 p
                    10:49 p                        7:24 p              6:05 p    4:54 p                3:30 p               1:31 p    12:21 p                10:38 a     8:24 a      6:54 a     Lv       Corcoran-BNSF §           Lv                                                  7:09 a               8:39 a              10:09 a   11:09 a   12:39 p              2:09 p    3:39 p              5:09 p    6:54 p    8:57 p
                    11:20 p                        7:55 p              6:36 p    5:25 p                4:01 p               2:02 p    12:49 p                11:09 a     8:55 a      7:25 a     Lv        Wasco-BNSF §             Lv                                                  6:37 a               8:07 a               9:37 a   10:37 a   12:07 p              1:37 p    3:07 p              4:37 p    6:22 p    8:27 p
                    11:57 p             10:20 p    8:36 p              7:17 p    6:06 p                4:42 p               2:42 p     1:30 p                11:52 a     9:29 a      7:59 a     Ar BAKERSFIELD-BNSF (1,9,10,12,19) Lv                              4:05 a              6:10 a               7:40 a               9:10 a   10:10 a   11:40 a              1:10 p    2:40 p              4:10 p    5:55 p    8:00 p
                    11:59 p             10:30 p    8:38 p              7:19 p    6:08 p                4:44 p               2:44 p     1:32 p                11:54 a     9:31 a      8:01 a     Lv BAKERSFIELD-BNSF (1,9,10,12,19) Ar                              3:55 a              6:08 a               7:38 a               9:08 a   10:08 a   11:38 a              1:08 p    2:38 p              4:08 p    5:53 p    7:58 p
                    12:34 a                        9:13 p              7:54 p    6:43 p                5:19 p               3:19 p     2:07 p                12:29 p    10:06 a      8:36 a     Ar      WHEELER RIDGE (T)          Lv                                                  5:33 a               7:03 a               8:33 a    9:33 a   11:03 a             12:33 p    2:03 p              3:33 p    5:18 p    7:23 p
                    12:44 a                        9:23 p              8:04 p    6:53 p                5:29 p               3:29 p     2:17 p                12:39 p    10:16 a      8:46 a     Lv WHEELER RIDGE (Bus Connection) Ar                                                   5:23 a               6:53 a               8:23 a    9:23 a   10:55 a             12:23 p    1:53 p              3:18 p    5:08 p    7:13 p
                     1:59 a             12:00 a   10:38 p              9:19 p    8:08 p                6:44 p               4:44 p     3:32 p                 1:54 p    11:31 a     10:01 a     Ar   NEWHALL (Bus Connection)      Lv                              2:15 a              4:08 a               5:38 a               7:08 a    8:08 a    9:40 a             11:03 a   12:38 p              1:58 p    3:53 p    5:58 p
                     2:02 a             12:03 a   10:41 p              9:29 p    8:11 p                6:59 p               4:59 p     3:52 p                 2:09 p    11:51 a     10:11 a     Lv NEWHALL (Surfliner Connection)  Ar                              2:12 a              4:05 a               5:35 a               7:05 a    8:05 a    9:25 a             10:48 a   12:28 p              1:43 p    3:38 p    5:43 p
                     2:38 a             12:39 a   11:17 p             10:09 p    8:47 p                7:39 p               5:39 p     4:32 p                 2:49 p    12:31 p     10:51 a     Ar     LOS ANGELES (SD,1,4)        Lv                             12:47 a              3:29 a               4:59 a               6:29 a    7:29 a    8:45 a             10:08 a   11:48 a              1:03 p    2:58 p    5:03 p


                                                                       #596                          #792                  #1588      #784                   #580       #774        #572                Pacific Surfliner Train Number                             #597                                                                             #763                #565      #769                 #571     #775      #579
                                                                      Daily                          Daily                 Daily      Daily                  Daily      Daily       Daily                     (not all stops shown)                               Daily                                                                             Daily               Daily     Daily               Daily     Daily     Daily
                     2:43 a             12:44 a   11:22 p             10:30 p                         8:00 p                6:00 p    5:00 p                 3:00 p     1:00 p      11:00 a     Lv              LOS ANGELES                  Ar                   12:35 a              3:19 a               4:49 a               6:19 a    7:19 a    8:35 a              9:35 a   11:35 a             12:35 p   2:35 p    4:35 p
                     3:33 a              1:34 a   12:12 a             11:20 p                         8:50 p                6:50 p    5:50 p                 3:50 p     1:50 p      11:50 a     Lv               SANTA ANA                   Lv                   11:45 p              2:14 a               3:44 a               5:14 a    6:14 a    7:45 a              8:45 a   10:45 a             11:45 a   1:45 p    3:45 p
                     4:43 a                                           12:15 a                          9:45 p               7:45 p     6:45 p                 4:45 p     2:45 p     12:45 p     Lv               OCEANSIDE                   Lv                   10:50 p             12:59 a                                                        6:50 a              7:50 a    9:50 a             10:50 a   12:50 p    2:50 p
                     5:28 a                                            1:05 a                         10:35 p               8:35 p     7:35 p                 5:35 p     3:35 p      1:35 p     Ar               SAN DIEGO                   Lv                   10:00 p             12:04 a                                                        6:00 a              7:00 a    9:00 a             10:00 a   12:00 p    2:00 p
                                                                                                                                                                          Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                                                              No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                                                                          * NOTE: Direct bus connections from Wheeler Ridge to Los Angeles will still be provided for those terminating their trips in downtown Los Angeles.
                                                                                                SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                          PROPOSED "10-YEAR EXPANSION" SCHEDULES FOR BUS BRIDGE FROM BAKERSFIELD TO NEWHALL & SURFLINER EXTENSION
                                                                               Adds eighth round trip on BNSF and fourth Sacramento round trip on UP. Requires new Stockton station east of Keddie Junction (old Stockton Tower).
                                                                                        Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.



TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN         TRAIN         TRAIN      TRAIN       TRAIN        TRAIN                     TRAIN SERVICE                         TRAIN        TRAIN       TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN
#1718      #716     #1714      #714      #712     #1710      #710      #708         #1706          #706       #704        #702         #720                           Amtrak                          #1719         #701       #1701      #703       #705     #1705       #707      #709      #711      #1711      #713      #715      #717
 Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily         Daily         Daily      Daily       Daily        Daily                                                           Daily        Daily       Daily     Daily      Daily     Daily      Daily     Daily     Daily      Daily     Daily     Daily     Daily
 6:30 p    5:20 p    3:50 p              2:35 p   12:35 p              10:35 a        8:20 a                   7:00 a                             Lv SAN FRANCISCO--Ferry Bldg. (CC)            Ar      7:50 a                 10:40 a    12:45 p               2:40 p    4:45 p    6:15 p               8:10 p   10:15 p
                                                                                                                                                         (Via Bus to/from Emeryville)
7:00 p    5:50 p    4:20 p              3:05 p    1:05 p               11:05 a         8:50 a                  7:30 a                             Lv OAKLAND (Jack London Sq)-UP (CC)          Ar        7:20 a                10:10 a   12:15 p               2:10 p    4:15 p    5:45 p               7:40 p    9:45 p
7:10 p    6:00 p    4:30 p              3:15 p    1:15 p               11:15 a         9:00 a                  7:40 a                             Lv       EMERYVILLE-UP (CC)                  Lv        7:08 a                 9:58 a   12:03 p               1:58 p    4:03 p    5:33 p               7:28 p    9:33 p
7:20 p    6:10 p    4:40 p              3:25 p    1:25 p               11:25 a         9:10 a                  7:50 a                             Lv     Richmond-UP (CC,BART) §               Lv        6:52 a                 9:42 a    11:40 a              1:42 p    3:40 p    5:10 p               7:12 p    9:10 p
7:50 p    6:40 p    5:10 p              3:55 p    1:55 p               11:55 a         9:40 a                  8:20 a                             Ar       MARTINEZ-UP (CC,7)                  Lv        6:27 a                 9:17 a    11:13 a              1:17 p    3:13 p    4:43 p               6:47 p    8:43 p
7:53 p    6:43 p    5:13 p              3:58 p    1:58 p               11:58 a         9:43 a                  8:23 a                             Lv       MARTINEZ-UP (CC,7)                  Ar        6:24 a                 9:14 a    11:10 a              1:14 p    3:10 p    4:40 p               6:44 p    8:40 p
8:01 p    6:51 p    5:21 p              4:06 p    2:06 p              12:06 p         9:51 a                  8:31 a                              Lv UP-Port Chicago-BNSF (not a stop)         Lv       6:16 a                 9:06 a    11:02 a               1:06 p    3:02 p    4:32 p               6:36 p    8:32 p
8:13 p    7:03 p    5:33 p              4:18 p    2:18 p              12:18 p         10:03 a                  8:43 a                             Lv           Antioch-BNSF §                  Lv        6:04 a                 8:54 a    10:47 a             12:54 p    2:47 p    4:17 p               6:24 p    8:17 p
8:43 p    7:33 p    6:03 p              4:48 p    2:48 p              12:48 p        10:33 a                  9:13 a                              By Stockton Santa Fe-BNSF (not a stop)       By       5:32 a                 8:22 a    10:15 a              12:22 p    2:15 p    3:45 p               5:52 p    7:45 p
8:45 p    7:35 p    6:05 p              4:50 p    2:50 p              12:50 p        10:35 a                  9:15 a                              By     Keddie Jct-BNSF (not a stop)          By       5:30 a                 8:20 a    10:13 a              12:20 p    2:13 p    3:43 p               5:50 p    7:43 p
8:55 p    7:40 p    6:15 p              4:55 p    3:00 p              12:55 p         10:45 a                  9:20 a                             Ar STOCKTON New Amtrak-BNSF (3,6)            Lv        5:25 a                 8:15 a    10:08 a             12:15 p    2:08 p    3:38 p               5:45 p    7:38 p
          6:30 p              5:05 p    3:45 p              1:50 p     11:45 a                      9:35 a     8:10 a      6:35 a                 Lv   SACRAMENTO-UP (CC,3,20,23)              Ar                    9:30 a               11:10 a    1:30 p              3:10 p    4:40 p      7:00 p             8:40 p    11:10 p
                              6:00 p                        2:45 p                                 10:30 a                 7:30 a                 Lv    Stockton (ACE)-UP (3,6,34) §           Lv                    8:20 a                         12:20 p                                    5:50 p                       10:01 p
                              6:08 p                        2:53 p                                10:38 a                 7:38 a                  Ar   UP-Keddie Jct-BNSF (not a stop)         Lv                    8:15 a                         12:15 p                                    5:45 p                        9:56 p
           7:30 p             6:13 p     4:45 p             2:58 p     12:45 p                     10:43 a     9:10 a      7:43 a                 Ar STOCKTON New Amtrak-BNSF (3,6)            Lv                    8:10 a               10:10 a   12:10 p               2:10 p    3:40 p     5:40 p              7:40 p    9:51 p
           7:44 p             6:25 p     4:59 p             3:10 p     12:59 p                     10:53 a     9:24 a      7:48 a                 Lv STOCKTON New Amtrak-BNSF (3,6)            Ar                    8:05 a               10:04 a   12:05 p               2:04 p    3:34 p     5:35 p              7:34 p    9:49 p
           8:07 p             6:48 p     5:22 p             3:33 p      1:22 p                     11:16 a     9:47 a      8:11 a                 Lv          MODESTO-BNSF                     Lv                    7:40 a                9:39 a   11:39 a               1:39 p    3:09 p     5:09 p              7:09 p    9:24 p
           8:21 p             7:01 p     5:35 p             3:46 p      1:35 p                     11:29 a    10:01 a      8:25 a                 Lv       Turlock/Denair-BNSF §               Lv                    7:24 a                9:24 a   11:24 a               1:24 p    2:54 p     4:54 p              6:54 p    9:09 p
           8:46 p             7:25 p     6:02 p             4:13 p      2:02 p                     11:53 a    10:28 a      8:48 a                 Lv    MERCED-BNSF (Yosemite bus)             Lv                    7:03 a                9:03 a   11:03 a               1:03 p    2:33 p     4:33 p              6:33 p    8:48 p
           9:18 p             7:56 p     6:33 p             4:44 p      2:33 p                    12:24 p     10:59 a      9:19 a                 Lv           Madera-BNSF §                   Lv                    6:26 a                8:29 a   10:29 a              12:29 p    1:59 p     3:59 p              5:59 p    8:14 p
           9:45 p             8:35 p     6:58 p             5:09 p      2:58 p                    12:53 p     11:25 a      9:48 a                 Ar        FRESNO-BNSF (33)                   Lv                    6:05 a                8:05 a   10:05 a              12:05 p    1:35 p     3:35 p              5:35 p    7:50 p
           9:49 p             8:40 p     7:02 p             5:13 p      3:02 p                    12:57 p     11:29 a      9:52 a       7:05 a    Lv        FRESNO-BNSF (33)                   Ar                    5:50 a                8:01 a   10:01 a              12:01 p    1:31 p     3:31 p              5:31 p    7:46 p    9:59 p
          10:22 p                        7:38 p             5:49 p      3:38 p                      1:33 p    12:05 p    10:25 a        7:38 a    Lv       HANFORD-BNSF (2,18)                 Lv                                          7:27 a    9:27 a              11:27 a   12:57 p     2:57 p              4:57 p    7:12 p    9:15 p
          10:38 p                        7:54 p             6:05 p      3:54 p                      1:49 p    12:21 p    10:41 a        7:54 a    Lv          Corcoran-BNSF §                  Lv                                          7:09 a    9:09 a              11:09 a   12:39 p     2:39 p              4:39 p    6:54 p    8:57 p
          11:09 p                        8:25 p             6:36 p      4:25 p                      2:20 p    12:49 p    11:12 a        8:25 a    Lv           Wasco-BNSF §                    Lv                                          6:37 a    8:37 a              10:37 a   12:07 p     2:07 p              4:07 p    6:22 p    8:27 p
          11:48 p             10:35 p    9:06 p             7:17 p      5:06 p                      3:00 p     1:30 p    11:55 a        8:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19)           Lv                    4:00 a                6:10 a    8:10 a              10:10 a   11:40 a     1:40 p              3:40 p    5:55 p    8:00 p
          11:50 p             10:45 p    9:16 p             7:27 p      5:16 p                      3:10 p     1:37 p    12:05 p        9:09 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19)           Ar                    3:50 a                6:00 a    8:00 a              10:00 a   11:35 a     1:35 p              3:33 p    5:45 p    7:53 p
           1:50 a             12:15 a   10:46 p             8:52 p      6:56 p                      4:50 p     3:02 p     1:45 p       10:49 a    Ar     NEWHALL (Bus Connection)              Lv                    2:10 a                4:20 a    6:20 a               8:20 a    9:55 a    11:55 a              1:53 p    4:00 p    6:28 p
           1:53 a             12:18 a   10:49 p             9:02 p      7:06 p                      5:05 p     3:09 p     2:00 p       11:04 a    Lv     NEWHALL (Bus Connection)              Ar                    2:07 a                4:17 a    6:17 a               8:17 a    9:50 a    11:50 a              1:46 p    3:50 p    6:21 p
           2:29 a             12:54 a   11:25 p             9:42 p      7:46 p                      5:45 p     3:49 p     2:40 p       11:44 a    Ar       LOS ANGELES (SD,1,4)                Lv                   12:42 a                2:52 a    4:52 a               6:52 a    9:10 a    11:10 a              1:08 p    3:10 p    5:43 p

                                                             #596     #792                         #1588      #582        #580        #1572              Pacific Surfliner Train Number                              #597                                                          #763      #567                  #571      #775     #583
                                                            Daily     Daily                        Daily      Daily       Daily        Daily                   (not all stops shown)                                 Daily                                                         Daily     Daily                Daily     Daily     Daily
           2:34 a             12:59 a   11:30 p             10:00 p    8:00 p                       6:00 p    4:00 p      3:00 p       12:00 p Lv                LOS ANGELES                   Ar                    12:35 a               2:42 a    4:42 a               6:42 a   8:35 a    10:35 a              12:35 p    2:35 p   5:35 p
           3:24 a              1:49 a   12:20 a             10:50 p    8:50 p                       6:50 p    4:50 p      3:50 p       12:50 p Lv                 SANTA ANA                    Lv                   11:45 p                1:37 a    3:37 a               5:37 a   7:45 a     9:45 a              11:45 a    1:45 p   4:45 p
           4:34 a                                           11:45 p    9:45 p                       7:45 p    5:45 p      4:45 p         1:45 p Lv                OCEANSIDE                    Lv                   10:50 p               12:22 a                                  6:50 a     8:50 a              10:50 a   12:50 p   3:50 p
           5:19 a                                           12:35 a   10:35 p                       8:35 p    6:35 p      5:35 p         2:35 p   Ar              SAN DIEGO                    Lv                   10:00 p               11:27 p                                  6:00 a     8:00 a              10:00 a   12:00 p   3:00 p
                                                                                                                            Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                 No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                             * NOTE: Direct bus connections from Bakersfield to Los Angeles will still be provided for those terminating their trips in downtown Los Angeles.
                                                                                                                                                 SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                                             PROPOSED "25-YEAR EXPANSION" SCHEDULES FOR BUS BRIDGE FROM BAKERSFIELD TO NEWHALL & SURFLINER EXTENSION
                                                                                                                                                                     Adds ninth & tenth round trips on BNSF and fifth & sixth Sacramento round trips on UP.
                                                                                                                                        Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.



TRAIN     TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN      TRAIN      TRAIN      TRAIN        TRAIN       TRAIN       TRAIN       TRAIN                    TRAIN SERVICE                          TRAIN       TRAIN       TRAIN     TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN
 #720     #1718      #718      #1716      #716      #714     #1712      #712      #710     #1708       #708      #1706       #706       #704        #1702        #702       #1724       #1722                          Amtrak                           #1721        #701       #1701      #703     #1703       #705     #1705       #707      #709      #711     #1711      #713      #715     #1715      #717      #719      #721
 Daily     Daily     Daily      Daily     Daily     Daily     Daily     Daily     Daily     Daily      Daily      Daily      Daily      Daily        Daily       Daily       Daily       Daily                                                           Daily       Daily       Daily     Daily     Daily      Daily     Daily      Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily     Daily
 7:05 p    5:20 p               3:35 p              2:05 p   12:35 p             11:35 a    10:00 a                8:00 a               7:00 a        5:10 a                                        Lv    SAN FRANCISCO--Ferry Bldg. (CC)        Ar      7:50 a                 10:40 a              12:40 p               2:10 p    3:45 p    4:45 p              6:10 p    7:45 p              9:10 p   10:45 p
                                                                                                                                                                                                              (Via Bus to/from Emeryville)
7:35 p    5:50 p               4:05 p              2:35 p    1:05 p              12:05 p    10:30 a                8:30 a               7:30 a        5:40 a                                       Lv    OAKLAND (Jack London Sq)-UP (CC)       Ar        7:20 a                10:10 a             12:10 p                1:40 p   3:15 p    4:15 p              5:40 p    7:15 p              8:40 p    10:15 p
7:45 p    6:00 p               4:15 p              2:45 p    1:15 p              12:15 p    10:40 a                8:40 a               7:40 a        5:50 a                                       Lv           EMERYVILLE-UP (CC)              Lv        7:08 a                 9:58 a              11:58 a               1:28 p   3:03 p    4:03 p              5:28 p    7:03 p              8:28 p    10:03 p
7:55 p    6:10 p               4:25 p              2:55 p    1:25 p              12:25 p    10:50 a                8:50 a               7:50 a        6:00 a                                       Lv         Richmond-UP (CC,BART) §           Lv        6:52 a                 9:42 a              11:42 a               1:12 p   2:40 p    3:40 p              5:12 p    6:40 p              8:12 p     9:40 p
8:25 p    6:40 p               4:55 p              3:25 p    1:55 p              12:55 p    11:20 a                9:20 a               8:20 a        6:30 a                                       Ar           MARTINEZ-UP (CC,7)              Lv        6:27 a                 9:17 a              11:17 a             12:47 p    2:13 p    3:13 p              4:47 p    6:13 p              7:47 p     9:13 p
8:28 p    6:43 p               4:58 p              3:28 p    1:58 p              12:58 p    11:23 a                9:23 a               8:23 a        6:33 a                                       Lv           MARTINEZ-UP (CC,7)              Ar        6:24 a                 9:14 a              11:14 a             12:44 p    2:10 p    3:10 p              4:44 p    6:10 p              7:44 p     9:10 p
8:36 p    6:51 p               5:06 p              3:36 p    2:06 p               1:06 p   11:31 a                9:31 a               8:31 a        6:41 a                                        Lv     UP-Port Chicago-BNSF (not a stop)     Lv       6:16 a                 9:06 a              11:06 a              12:36 p    2:02 p    3:02 p              4:36 p    6:02 p              7:36 p     9:02 p
8:48 p    7:03 p               5:18 p              3:48 p    2:18 p               1:18 p    11:43 a                9:43 a               8:43 a        6:53 a                                       Lv               Antioch-BNSF §              Lv        6:04 a                 8:54 a              10:54 a             12:24 p    1:47 p    2:47 p              4:24 p    5:47 p              7:24 p     8:47 p
9:18 p    7:33 p               5:48 p              4:18 p    2:48 p               1:48 p   12:13 p               10:13 a               9:13 a        7:23 a                                        By     Stockton Santa Fe-BNSF (not a stop)   By       5:32 a                 8:22 a              10:22 a              11:52 a    1:15 p    2:15 p              3:52 p    5:15 p              6:52 p     8:15 p
9:20 p    7:35 p               5:50 p              4:20 p    2:50 p               1:50 p   12:15 p               10:15 a               9:15 a        7:25 a                                        By         Keddie Jct-BNSF (not a stop)      By       5:30 a                 8:20 a              10:20 a              11:50 a    1:13 p    2:13 p              3:50 p    5:13 p              6:50 p     8:13 p
9:25 p    7:45 p               6:00 p              4:25 p    3:00 p               1:55 p   12:25 p                10:25 a               9:20 a        7:35 a                                       Ar    STOCKTON New Amtrak-BNSF (3,6)         Lv        5:25 a                 8:15 a              10:15 a              11:45 a   1:08 p    2:08 p              3:45 p    5:08 p              6:45 p     8:08 p
8:15 p               6:35 p              4:50 p    3:15 p              1:50 p    12:45 p               11:15 a                9:15 a    8:10 a                    6:25 a                           Lv      SACRAMENTO-UP (CC,3,20,23)           Ar                    9:30 a              11:30 a               1:00 p              2:10 p    3:10 p     5:00 p             6:10 p     8:00 p              9:10 p   11:10 p
                     7:30 p              5:45 p                        2:45 p                         12:10 p                10:10 a                              7:20 a                           Lv        Stockton (ACE)-UP (3,6,34) §       Lv                    8:20 a              10:20 a              11:50 a                                   3:50 p                        6:50 p                       10:01 p
                     7:38 p              5:53 p                        2:53 p                         12:18 p               10:18 a                              7:28 a                            Ar       UP-Keddie Jct-BNSF (not a stop)     Lv                    8:15 a              10:15 a              11:45 a                                   3:45 p                        6:45 p                        9:56 p
 9:15 p              7:43 p              5:58 p     4:15 p             2:58 p     1:45 p              12:23 p                10:23 a    9:10 a                    7:33 a                           Ar    STOCKTON New Amtrak-BNSF (3,6)         Lv                    8:10 a              10:10 a              11:40 a               1:10 p    2:10 p    3:40 p              5:10 p    6:40 p              8:10 p    9:51 p
 9:29 p              7:55 p              6:10 p     4:29 p             3:10 p     1:59 p              12:35 p                10:35 a    9:24 a                    7:45 a                           Lv    STOCKTON New Amtrak-BNSF (3,6)         Ar                    8:05 a              10:05 a              11:35 a               1:04 p    2:04 p    3:35 p              5:04 p    6:35 p              8:04 p    9:49 p
 9:52 p              8:18 p              6:33 p     4:52 p             3:33 p     2:22 p              12:58 p                10:58 a    9:47 a                    8:08 a                           Lv              MODESTO-BNSF                 Lv                    7:40 a               9:39 a              11:09 a              12:39 p    1:39 p    3:09 p              4:39 p    6:09 p              7:39 p    9:24 p
10:06 p              8:32 p              6:46 p     5:05 p             3:46 p     2:35 p                1:11 p               11:11 a   10:01 a                    8:22 a                           Lv           Turlock/Denair-BNSF §           Lv                    7:24 a               9:24 a              10:54 a              12:24 p    1:24 p    2:54 p              4:24 p    5:54 p              7:24 p    9:09 p
10:31 p              8:57 p              7:10 p     5:32 p             4:13 p     3:02 p                1:38 p               11:35 a   10:28 a                    8:45 a                           Lv       MERCED-BNSF (Yosemite bus)          Lv                    7:03 a               9:03 a              10:33 a              12:03 p    1:03 p    2:33 p              4:03 p    5:33 p              7:03 p    8:48 p
11:03 p              9:29 p              7:41 p     6:03 p             4:44 p     3:33 p                2:09 p              12:06 p    10:59 a                    9:16 a                           Lv               Madera-BNSF §               Lv                    6:26 a               8:29 a               9:59 a              11:29 a   12:29 p    1:59 p              3:29 p    4:59 p              6:29 p    8:14 p
11:40 p              9:56 p              8:20 p     6:28 p             5:09 p     3:58 p                2:34 p              12:35 p    11:25 a                    9:45 a                           Ar             FRESNO-BNSF (33)              Lv                    6:05 a               8:05 a               9:35 a              11:05 a   12:05 p    1:35 p              3:05 p    4:35 p              6:05 p    7:50 p
                    10:00 p              8:25 p     6:32 p             5:13 p     4:02 p                2:38 p              12:39 p    11:29 a                    9:49 a     7:35 a       6:05 a   Lv             FRESNO-BNSF (33)              Ar                    5:50 a               8:01 a               9:31 a              11:01 a   12:01 p    1:31 p              3:01 p    4:31 p              6:01 p    7:46 p    9:59 p
                    10:33 p                         7:08 p             5:49 p     4:38 p                3:14 p                1:15 p   12:05 p                  10:22 a      8:08 a       6:38 a   Lv           HANFORD-BNSF (2,18)             Lv                                         7:27 a               8:57 a              10:27 a   11:27 a   12:57 p              2:27 p    3:57 p              5:27 p    7:12 p    9:15 p
                    10:49 p                         7:24 p             6:05 p     4:54 p                3:30 p                1:31 p   12:21 p                  10:38 a      8:24 a       6:54 a   Lv              Corcoran-BNSF §              Lv                                         7:09 a               8:39 a              10:09 a   11:09 a   12:39 p              2:09 p    3:39 p              5:09 p    6:54 p    8:57 p
                    11:20 p                         7:55 p             6:36 p     5:25 p                4:01 p                2:02 p   12:49 p                  11:09 a      8:55 a       7:25 a   Lv               Wasco-BNSF §                Lv                                         6:37 a               8:07 a               9:37 a   10:37 a   12:07 p              1:37 p    3:07 p              4:37 p    6:22 p    8:27 p
                    11:57 p              10:20 p    8:36 p             7:17 p     6:06 p                4:42 p                2:42 p    1:30 p                  11:52 a      9:29 a       7:59 a   Ar    BAKERSFIELD-BNSF (1,9,10,12,19)        Lv                    3:50 a               6:10 a               7:40 a               9:10 a   10:10 a   11:40 a              1:10 p    2:40 p              4:10 p    5:55 p    8:00 p
                    12:07 a              10:30 p    8:46 p             7:27 p     6:16 p                4:57 p                2:57 p    1:37 p                  12:07 p      9:36 a       8:09 a   Lv      BAKERSFIELD-BNSF (Bus Conn)          Ar                    3:40 a               6:00 a               7:30 a               9:00 a   10:00 a   11:30 a              1:03 p    2:30 p              3:55 p    5:45 p    7:50 p
                      1:37 a             12:00 a   10:16 p             8:57 p     7:46 p                6:42 p                4:42 p    3:02 p                   1:47 p     11:01 a       9:49 a   Ar        NEWHALL (Bus Connection)           Lv                    1:55 a               4:30 a               6:00 a               7:15 a    8:15 a    9:45 a             11:33 a   12:45 p              2:00 p    3:50 p    6:00 p
                      1:40 a             12:03 a   10:26 p             9:07 p     7:49 p                6:57 p                4:57 p    3:09 p                   2:02 p     11:08 a       9:59 a   Lv      NEWHALL (Surfliner Connection)       Ar                    1:45 a               4:27 a               5:57 a               7:12 a    8:12 a    9:30 a             11:26 a   12:35 p              1:45 p    3:35 p    5:45 p
                      2:16 a             12:39 a   11:02 p             9:47 p     8:25 p                7:37 p                5:37 p    3:49 p                   2:42 p     11:48 a      10:39 a   Ar           LOS ANGELES (SD,1,4)            Lv                    1:09 a               3:51 a               5:21 a               6:36 a    7:36 a    8:50 a             10:46 a   11:55 a              1:05 p    2:55 p    5:05 p

                                                                        #596                          #792                  #1588      #582                      #580       #1572        #572              Pacific Surfliner Train Number                              #597                                                                             #763                #567      #769                 #571      #775     #579
                                                                       Daily                          Daily                 Daily      Daily                     Daily      Daily        Daily                   (not all stops shown)                                 Daily                                                                            Daily               Daily     Daily               Daily     Daily     Daily
                     2:21 a              12:44 a   11:07 p             10:00 a                         8:00 p                6:00 p    4:00 p                    3:00 p     12:00 p     11:00 a    Lv              LOS ANGELES                   Ar                   12:35 a              3:41 a               5:11 a               6:26 a    7:26 a    8:35 a             10:35 a   11:35 a             12:35 p    2:35 p   4:35 p
                     3:11 a               1:34 a   11:57 p             10:50 a                         8:50 p                6:50 p    4:50 p                    3:50 p     12:50 p     11:50 a    Lv               SANTA ANA                    Lv                   11:45 p              2:36 a               4:06 a               5:21 a    6:21 a    7:45 a              9:45 a   10:45 a             11:45 a    1:45 p   3:45 p
                     4:21 a                                            11:45 a                         9:45 p                7:45 p    5:45 p                    4:45 p      1:45 p     12:45 p    Lv               OCEANSIDE                    Lv                   10:50 p              1:21 a                                                        6:50 a              8:50 a    9:50 a             10:50 a   12:50 p   2:50 p
                     5:06 a                                            12:35 p                        10:35 p                8:35 p    6:35 p                    5:35 p      2:35 p      1:35 p    Ar               SAN DIEGO                    Lv                   10:00 p             12:26 a                                                        6:00 a              8:00 a    9:00 a             10:00 a   12:00 p   2:00 p
                                                                                                                                                                              Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                                                                  No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                                                                                * NOTE: Direct bus connections from Bakersfield to Los Angeles will still be provided for those terminating their trips in downtown Los Angeles.
                                                                                                           SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                    PROPOSED "10-YEAR EXPANSION" SCHEDULES W/ EXTENSION TO PORTERVILLE VIA VISALIA ALONG SJVRR
                                                                      Adds eighth round trip on BNSF and fourth Sacramento round trip on UP. Requires new Stockton station east of Keddie Junction (old Stockton Tower). Extension to Visalia included over UPRR.
                                                                                                  Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN     TRAIN        TRAIN       TRAIN      TRAIN        TRAIN                TRAIN       TRAIN                    TRAIN SERVICE                          TRAIN        TRAIN      TRAIN     TRAIN      TRAIN     TRAIN      TRAIN               TRAIN     TRAIN      TRAIN     TRAIN     TRAIN     TRAIN
#1718      #716     #1714      #714      #712     #1710      #710         #708       #1706       #706         #704                 #702        #720                           Amtrak                          #1719         #701      #1701      #703       #705     #1705       #707                #709      #711      #1711      #713      #715      #717
 Daily     Daily     Daily     Daily     Daily     Daily     Daily        Daily       Daily      Daily        Daily                Daily       Daily                                                           Daily        Daily      Daily     Daily      Daily     Daily      Daily               Daily     Daily      Daily     Daily     Daily     Daily
 6:30 p    5:20 p    3:50 p              2:35 p   12:35 p                 10:35 a      8:20 a                  7:00 a                                     Lv SAN FRANCISCO--Ferry Bldg. (CC)           Ar       7:50 a                10:40 a    12:45 p               2:40 p    4:45 p              6:15 p               8:10 p   10:15 p
                                                                                                                                                                 (Via Bus to/from Emeryville)
7:00 p    5:50 p    4:20 p              3:05 p    1:05 p                   11:05 a     8:50 a                  7:30 a                                     Lv OAKLAND (Jack London Sq)-UP (CC)          Ar       7:20 a                10:10 a   12:15 p               2:10 p    4:15 p              5:45 p                7:40 p   9:45 p
7:10 p    6:00 p    4:30 p              3:15 p    1:15 p                   11:15 a     9:00 a                  7:40 a                                     Lv       EMERYVILLE-UP (CC)                  Lv       7:08 a                 9:58 a   12:03 p               1:58 p    4:03 p              5:33 p                7:28 p   9:33 p
7:20 p    6:10 p    4:40 p              3:25 p    1:25 p                   11:25 a     9:10 a                  7:50 a                                     Lv     Richmond-UP (CC,BART) §               Lv       6:52 a                 9:42 a    11:40 a              1:42 p    3:40 p              5:10 p                7:12 p   9:10 p
7:50 p    6:40 p    5:10 p              3:55 p    1:55 p                   11:55 a     9:40 a                  8:20 a                                     Ar       MARTINEZ-UP (CC,7)                  Lv       6:27 a                 9:17 a    11:13 a              1:17 p    3:13 p              4:43 p                6:47 p   8:43 p
7:53 p    6:43 p    5:13 p              3:58 p    1:58 p                   11:58 a     9:43 a                  8:23 a                                     Lv       MARTINEZ-UP (CC,7)                  Ar       6:24 a                 9:14 a    11:10 a              1:14 p    3:10 p              4:40 p                6:44 p   8:40 p
8:01 p    6:51 p    5:21 p              4:06 p    2:06 p                  12:06 p     9:51 a                  8:31 a                                      Lv UP-Port Chicago-BNSF (not a stop)         Lv      6:16 a                 9:06 a    11:02 a               1:06 p    3:02 p              4:32 p                6:36 p   8:32 p
8:13 p    7:03 p    5:33 p              4:18 p    2:18 p                  12:18 p     10:03 a                  8:43 a                                     Lv           Antioch-BNSF §                  Lv       6:04 a                 8:54 a    10:47 a             12:54 p    2:47 p              4:17 p                6:24 p   8:17 p
8:43 p    7:33 p    6:03 p              4:48 p    2:48 p                  12:48 p    10:33 a                  9:13 a                                      By Stockton Santa Fe-BNSF (not a stop)       By      5:32 a                 8:22 a    10:15 a              12:22 p    2:15 p              3:45 p                5:52 p   7:45 p
8:45 p    7:35 p    6:05 p              4:50 p    2:50 p                  12:50 p    10:35 a                  9:15 a                                      By     Keddie Jct-BNSF (not a stop)          By      5:30 a                 8:20 a    10:13 a              12:20 p    2:13 p              3:43 p                5:50 p   7:43 p
8:55 p    7:40 p    6:15 p              4:55 p    3:00 p                  12:55 p     10:45 a                  9:20 a                                     Ar STOCKTON New Amtrak-BNSF (3,6)            Lv       5:25 a                 8:15 a    10:08 a             12:15 p    2:08 p              3:38 p                5:45 p   7:38 p
          6:30 p              5:05 p    3:45 p              1:50 p         11:45 a                9:35 a       8:10 a              6:35 a                 Lv   SACRAMENTO-UP (CC,3,20,23)              Ar                    9:30 a              11:10 a    1:30 p              3:10 p              4:40 p      7:00 p             8:40 p    11:10 p
                              6:00 p                        2:45 p                               10:30 a                           7:30 a                 Lv    Stockton (ACE)-UP (3,6,34) §           Lv                    8:20 a                        12:20 p                                              5:50 p                       10:01 p
                              6:08 p                        2:53 p                              10:38 a                           7:38 a                  Ar   UP-Keddie Jct-BNSF (not a stop)         Lv                    8:15 a                        12:15 p                                              5:45 p                        9:56 p
           7:30 p             6:13 p     4:45 p             2:58 p        12:45 p                10:43 a       9:10 a              7:43 a                 Ar STOCKTON New Amtrak-BNSF (3,6)            Lv                    8:10 a              10:10 a   12:10 p               2:10 p              3:40 p     5:40 p              7:40 p    9:51 p
           7:44 p             6:25 p     4:59 p             3:10 p        12:59 p                10:53 a       9:24 a              7:48 a                 Lv STOCKTON New Amtrak-BNSF (3,6)            Ar                    8:05 a              10:04 a   12:05 p               2:04 p              3:34 p     5:35 p              7:34 p    9:49 p
           8:07 p             6:48 p     5:22 p             3:33 p         1:22 p                11:16 a       9:47 a              8:11 a                 Lv          MODESTO-BNSF                     Lv                    7:40 a               9:39 a   11:39 a               1:39 p              3:09 p     5:09 p              7:09 p    9:24 p
           8:21 p             7:01 p     5:35 p             3:46 p         1:35 p                11:29 a      10:01 a              8:25 a                 Lv       Turlock/Denair-BNSF §               Lv                    7:24 a               9:24 a   11:24 a               1:24 p              2:54 p     4:54 p              6:54 p    9:09 p
           8:46 p             7:25 p     6:02 p             4:13 p         2:02 p                11:53 a      10:28 a              8:48 a                 Lv    MERCED-BNSF (Yosemite bus)             Lv                    7:03 a               9:03 a   11:03 a               1:03 p              2:33 p     4:33 p              6:33 p    8:48 p
           9:18 p             7:56 p     6:33 p             4:44 p         2:33 p               12:24 p       10:59 a              9:19 a                 Lv           Madera-BNSF §                   Lv                    6:26 a               8:29 a   10:29 a              12:29 p              1:59 p     3:59 p              5:59 p    8:14 p
           9:45 p             8:35 p     6:58 p             5:09 p         2:58 p               12:53 p       11:25 a              9:48 a                 Ar         FRESNO-BNSF (33)                  Lv                    6:05 a               8:05 a   10:05 a              12:05 p              1:35 p     3:35 p              5:35 p    7:50 p
           9:49 p             8:40 p     7:02 p    5:18 p   5:13 p         3:02 p               12:57 p       11:29 a    9:57 a    9:52 a       7:05 a    Lv         FRESNO-BNSF (33)                  Ar                    5:50 a    7:50 a     8:01 a   10:01 a              12:01 p    1:20 p    1:31 p     3:31 p              5:31 p    7:46 p    9:59 p
                                                   5:36 p                                                               10:15 a                           Lv            KINGSBURG                      Lv                              7:32 a                                              1:02 p
                                                   5:57 p                                                               10:36 a                           Lv               VISALIA                     Lv                              7:11 a                                             12:41 p
                                                   6:09 p                                                               10:48 a                           Lv               EXETER                      Lv                              6:59 a                                             12:29 p
                                                   6:18 p                                                               10:57 a                           Lv              LINDSAY                      Lv                              6:50 a                                             12:20 p
                                                   6:30 p                                                               11:09 a                           Lv           PORTERVILLE                     Lv                              6:38 a                                             12:08 p
          10:22 p                        7:38 p              5:49 p        3:38 p                1:33 p      12:05 p              10:25 a       7:38 a    Lv       HANFORD-BNSF (2,18)                 Lv                                         7:27 a    9:27 a              11:27 a             12:57 p     2:57 p              4:57 p    7:12 p    9:15 p
          10:38 p                        7:54 p              6:05 p        3:54 p                1:49 p      12:21 p              10:41 a       7:54 a    Lv          Corcoran-BNSF §                  Lv                                         7:09 a    9:09 a              11:09 a             12:39 p     2:39 p              4:39 p    6:54 p    8:57 p
          11:09 p                        8:25 p              6:36 p        4:25 p                2:20 p      12:49 p              11:12 a       8:25 a    Lv           Wasco-BNSF §                    Lv                                         6:37 a    8:37 a              10:37 a             12:07 p     2:07 p              4:07 p    6:22 p    8:27 p
          11:48 p             10:35 p    9:06 p              7:17 p        5:06 p                3:00 p       1:30 p              11:55 a       8:59 a    Ar BAKERSFIELD-BNSF (1,9,10,12,19)           Lv                   4:00 a                6:10 a    8:10 a              10:10 a             11:40 a     1:40 p              3:40 p    5:55 p    8:00 p
          11:50 p             10:45 p    9:15 p              7:25 p        5:15 p                3:10 p       1:40 p              12:05 p       9:05 a    Lv BAKERSFIELD-BNSF (1,9,10,12,19)           Ar                   3:50 a                5:55 a    7:55 a               9:55 a             11:25 a     1:25 p              3:25 p    5:40 p    7:45 p
           2:35 a              1:30 a   12:00 a             x9:45 p       x7:35 p               x5:30 p      x4:00 p              x2:25 p     x11:25 a    Ar LOS ANGELES (via Bus) (SD,1,4)            Lv                  12:30 a                2:35 a    4:35 a              x7:40 a             x9:10 a   x11:10 a             x1:10 p   x3:10 p   x5:15 p


                                                             #596         #792                  #590          #784                #582         #774                Pacific Surfliner Train Number                           #595       #597                                                         #763       #565       #567      #769      #775      #579      #577
                                                             Daily        Daily                 FSSH          Daily               Daily        Daily                    (not all stops shown)                               Daily     FSSH                                                          Daily      Daily     Mon-Fri    Daily     Daily    Mon-Fri    SSH
           2:40 a              1:35 a   12:05 a             10:10 p        8:00 p                7:00 p       5:10 p              4:05 p       12:25 p    Lv              LOS ANGELES                  Ar                  11:05 p    11:59 p     2:25 a    4:25 a               7:30 a             8:50 a      9:50 a   10:50 a   12:15 p    2:40 p    4:05 p    3:35 p
           3:30 a              2:25 a   12:55 a             11:00 p        8:50 p                7:50 p       6:00 p              4:55 p        1:15 p    Lv               SANTA ANA                   Lv                  10:09 p    11:06 p     1:20 a    3:20 a               6:25 a             7:58 a      8:55 a    9:56 a   11:17 a    1:49 p    3:14 p    2:39 p
           4:40 a                                           11:56 p        9:48 p                8:49 p       6:58 p              5:51 p        2:13 p    Lv               OCEANSIDE                   Lv                   9:08 p    10:03 p    12:05 a                                            7:03 a      7:55 a    8:58 a   10:18 a   12:49 p    2:13 p    1:43 p
           5:25 a                                           12:50 p       10:45 p                9:40 p       7:50 p              6:55 p        3:10 p    Ar               SAN DIEGO                   Lv                   8:20 p     9:15 p    11:10 p                                            6:15 a      7:05 a              9:30 a   12:00 p    1:25 p   12:55 p
                                                                                                                                     Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                         No distinction made between switching cars vs. cross-platform transfer in Stockton.
                                                                                                                                                            SAN JOAQUIN ROUTE -- Sacramento/San Francisco - Stockton - Fresno - Bakersfield - Los Angeles
                                                                                                                                                         PROPOSED "25-YEAR EXPANSION" SCHEDULES W/ EXTENSION TO PORTERVILLE VIA VISALIA ALONG SJVRR
                                                                                                                                                             Adds ninth & tenth round trips on BNSF and fifth & sixth Sacramento round trips on UP. Extension to Visalia included over UPRR.
                                                                                                                                                          Stringing based on six-train schedule effective 2 April 2007, with adjustments for capital improvements recently completed or currently underway.


TRAIN     TRAIN     TRAIN     TRAIN     TRAIN              TRAIN     TRAIN     TRAIN     TRAIN     TRAIN      TRAIN      TRAIN      TRAIN                TRAIN     TRAIN      TRAIN      TRAIN      TRAIN                    TRAIN SERVICE                          TRAIN        TRAIN     TRAIN      TRAIN     TRAIN      TRAIN     TRAIN      TRAIN               TRAIN     TRAIN     TRAIN     TRAIN      TRAIN      TRAIN     TRAIN     TRAIN     TRAIN
 #720     #1718      #718     #1716      #716               #714     #1712      #712      #710     #1708       #708      #1706       #706                 #704     #1702       #702      #1724      #1722                           Amtrak                          #1721         #701     #1701       #703     #1703       #705     #1705       #707                #709      #711     #1711      #713       #715      #1715      #717      #719      #721
 Daily     Daily     Daily     Daily     Daily              Daily     Daily     Daily     Daily     Daily      Daily      Daily      Daily                Daily     Daily      Daily      Daily      Daily                                                           Daily        Daily     Daily      Daily     Daily      Daily     Daily      Daily               Daily     Daily     Daily     Daily      Daily      Daily     Daily     Daily     Daily
 7:05 p    5:20 p              3:35 p                       2:05 p   12:35 p             11:35 a   10:00 a                8:00 a                          7:00 a    5:10 a                                     Lv SAN FRANCISCO--Ferry Bldg. (CC) Ar                 7:50 a                10:40 a              12:40 p               2:10 p     3:45 p              4:45 p              6:10 p     7:45 p               9:10 p   10:45 p
                                                                                                                                                                                                                      (Via Bus to/from Emeryville)
7:35 p    5:50 p              4:05 p                       2:35 p    1:05 p              12:05 p    10:30 a                8:30 a                         7:30 a     5:40 a                                    Lv OAKLAND (Jack London Sq)-UP (CC) Ar                 7:20 a               10:10 a              12:10 p                1:40 p   3:15 p              4:15 p              5:40 p     7:15 p               8:40 p    10:15 p
7:45 p    6:00 p              4:15 p                       2:45 p    1:15 p              12:15 p    10:40 a                8:40 a                         7:40 a     5:50 a                                    Lv       EMERYVILLE-UP (CC)            Lv              7:08 a                 9:58 a              11:58 a               1:28 p   3:03 p              4:03 p              5:28 p     7:03 p               8:28 p    10:03 p
7:55 p    6:10 p              4:25 p                       2:55 p    1:25 p              12:25 p    10:50 a                8:50 a                         7:50 a     6:00 a                                    Lv     Richmond-UP (CC,BART) §         Lv              6:52 a                 9:42 a              11:42 a               1:12 p   2:40 p              3:40 p              5:12 p     6:40 p               8:12 p     9:40 p
8:25 p    6:40 p              4:55 p                       3:25 p    1:55 p              12:55 p    11:20 a                9:20 a                         8:20 a     6:30 a                                    Ar        MARTINEZ-UP (CC,7)           Lv              6:27 a                 9:17 a              11:17 a             12:47 p    2:13 p              3:13 p              4:47 p     6:13 p               7:47 p     9:13 p
8:28 p    6:43 p              4:58 p                       3:28 p    1:58 p              12:58 p    11:23 a                9:23 a                         8:23 a     6:33 a                                    Lv        MARTINEZ-UP (CC,7)           Ar              6:24 a                 9:14 a              11:14 a             12:44 p    2:10 p              3:10 p              4:44 p     6:10 p               7:44 p     9:10 p
8:36 p    6:51 p              5:06 p                       3:36 p    2:06 p               1:06 p   11:31 a                9:31 a                         8:31 a     6:41 a                                     Lv UP-Port Chicago-BNSF (not a stop) Lv               6:16 a                9:06 a               11:06 a              12:36 p    2:02 p              3:02 p              4:36 p     6:02 p               7:36 p     9:02 p
8:48 p    7:03 p              5:18 p                       3:48 p    2:18 p               1:18 p    11:43 a                9:43 a                         8:43 a     6:53 a                                    Lv           Antioch-BNSF §            Lv              6:04 a                 8:54 a              10:54 a             12:24 p    1:47 p              2:47 p              4:24 p     5:47 p               7:24 p     8:47 p
9:18 p    7:33 p              5:48 p                       4:18 p    2:48 p               1:48 p   12:13 p               10:13 a                         9:13 a     7:23 a                                     By Stockton Santa Fe-BNSF (not a stop) By             5:32 a                 8:22 a              10:22 a              11:52 a    1:15 p              2:15 p              3:52 p     5:15 p               6:52 p     8:15 p
9:20 p    7:35 p              5:50 p                       4:20 p    2:50 p               1:50 p   12:15 p               10:15 a                         9:15 a     7:25 a                                     By     Keddie Jct-BNSF (not a stop)    By             5:30 a                 8:20 a              10:20 a              11:50 a    1:13 p              2:13 p              3:50 p     5:13 p               6:50 p     8:13 p
9:25 p    7:45 p              6:00 p                       4:25 p    3:00 p               1:55 p   12:25 p                10:25 a                         9:20 a     7:35 a                                    Ar STOCKTON New Amtrak-BNSF (3,6) Lv                   5:25 a                8:15 a               10:15 a              11:45 a   1:08 p              2:08 p              3:45 p     5:08 p               6:45 p     8:08 p
 8:15 p              6:35 p             4:50 p              3:15 p             1:50 p    12:45 p               11:15 a                9:15 a              8:10 a                6:25 a                          Lv     SACRAMENTO-UP (CC,3,20,23)            Ar                   9:30 a              11:30 a               1:00 p               2:10 p              3:10 p    5:00 p               6:10 p     8:00 p              9:10 p   11:10 p
                     7:30 p             5:45 p                                 2:45 p                         12:10 p                10:10 a                                    7:20 a                          Lv       Stockton (ACE)-UP (3,6,34) §        Lv                   8:20 a              10:20 a              11:50 a                                             3:50 p                          6:50 p                       10:01 p
                     7:38 p             5:53 p                                 2:53 p                         12:18 p               10:18 a                                    7:28 a                           Ar     UP-Keddie Jct-BNSF (not a stop)       Lv                   8:15 a              10:15 a              11:45 a                                             3:45 p                          6:45 p                        9:56 p
 9:15 p              7:43 p             5:58 p              4:15 p             2:58 p     1:45 p              12:23 p                10:23 a              9:10 a                7:33 a                          Ar   STOCKTON New Amtrak-BNSF (3,6)          Lv                   8:10 a              10:10 a              11:40 a               1:10 p              2:10 p    3:40 p               5:10 p     6:40 p              8:10 p    9:51 p
 9:29 p              7:55 p             6:10 p              4:29 p             3:10 p     1:59 p              12:35 p                10:35 a              9:24 a                7:45 a                          Lv   STOCKTON New Amtrak-BNSF (3,6)          Ar                   8:05 a              10:05 a              11:35 a               1:04 p              2:04 p    3:35 p               5:04 p     6:35 p              8:04 p    9:49 p
 9:52 p              8:18 p             6:33 p              4:52 p             3:33 p     2:22 p              12:58 p                10:58 a              9:47 a                8:08 a                          Lv            MODESTO-BNSF                   Lv                   7:40 a               9:39 a              11:09 a              12:39 p              1:39 p    3:09 p               4:39 p     6:09 p              7:39 p    9:24 p
10:06 p              8:32 p             6:46 p              5:05 p             3:46 p     2:35 p                1:11 p               11:11 a             10:01 a                8:22 a                          Lv          Turlock/Denair-BNSF §            Lv                   7:24 a               9:24 a              10:54 a              12:24 p              1:24 p    2:54 p               4:24 p     5:54 p              7:24 p    9:09 p
10:31 p              8:57 p             7:10 p              5:32 p             4:13 p     3:02 p                1:38 p               11:35 a             10:28 a                8:45 a                          Lv      MERCED-BNSF (Yosemite bus)           Lv                   7:03 a               9:03 a              10:33 a              12:03 p              1:03 p    2:33 p               4:03 p     5:33 p              7:03 p    8:48 p
11:03 p              9:29 p             7:41 p              6:03 p             4:44 p     3:33 p                2:09 p              12:06 p              10:59 a                9:16 a                          Lv             Madera-BNSF §                 Lv                   6:26 a               8:29 a               9:59 a              11:29 a             12:29 p    1:59 p               3:29 p     4:59 p              6:29 p    8:14 p
11:40 p              9:56 p             8:20 p              6:28 p             5:09 p     3:58 p                2:34 p              12:35 p              11:25 a                9:45 a                          Ar           FRESNO-BNSF (33)                Lv                   6:05 a               8:05 a               9:35 a              11:05 a             12:05 p    1:35 p               3:05 p     4:35 p              6:05 p    7:50 p
                    10:00 p             8:25 p    6:40 p    6:32 p    5:21 p   5:13 p     4:02 p    2:41 p      2:38 p              12:39 p    11:35 a   11:29 a    9:55 a      9:49 a    7:35 a      6:05 a    Lv           FRESNO-BNSF (33)                Ar                   5:50 a    7:50 a     8:01 a    9:20 a     9:31 a              11:01 a    1:20 p   12:01 p    1:31 p    2:50 p     3:01 p     4:31 p    5:55 p    6:01 p    7:46 p    9:59 p
                                                  6:58 p              5:39 p                        2:59 p                                     11:53 a             10:13 a                                      Lv               KINGSBURG                   Lv                             7:32 a               9:02 a                                    1:02 p                        2:32 p                          5:37 p
                                                  7:19 p              6:00 p                        3:20 p                                     12:14 p             10:34 a                                      Lv                 VISALIA                   Lv                             7:11 a               8:41 a                                   12:41 p                        2:11 p                          5:16 p
                                                  7:31 p              6:12 p                        3:32 p                                     12:26 p             10:46 a                                      Lv                 EXETER                    Lv                             6:59 a               8:29 a                                   12:29 p                        1:59 p                          5:04 p
                                                  7:40 p              6:21 p                        3:41 p                                     12:35 p             10:55 a                                      Lv                 LINDSAY                   Lv                             6:50 a               8:20 a                                   12:20 p                        1:50 p                          4:55 p
                                                  7:52 p              6:33 p                        3:53 p                                     12:47 p             11:07 a                                      Lv              PORTERVILLE                  Lv                             6:38 a               8:08 a                                   12:08 p                        1:38 p                          4:43 p
                    10:33 p                                 7:08 p              5:49 p    4:38 p               3:14 p                1:15 p              12:05 p              10:22 a     8:08 a      6:38 a    Lv         HANFORD-BNSF (2,18)               Lv                                        7:27 a               8:57 a              10:27 a             11:27 a   12:57 p               2:27 p     3:57 p              5:27 p    7:12 p    9:15 p
                    10:49 p                                 7:24 p              6:05 p    4:54 p               3:30 p                1:31 p              12:21 p              10:38 a     8:24 a      6:54 a    Lv            Corcoran-BNSF §                Lv                                        7:09 a               8:39 a              10:09 a             11:09 a   12:39 p               2:09 p     3:39 p              5:09 p    6:54 p    8:57 p
                    11:20 p                                 7:55 p              6:36 p    5:25 p               4:01 p                2:02 p              12:49 p              11:09 a     8:55 a      7:25 a    Lv              Wasco-BNSF §                 Lv                                        6:37 a               8:07 a               9:37 a             10:37 a   12:07 p               1:37 p     3:07 p              4:37 p    6:22 p    8:27 p
                    11:57 p             10:20 p             8:36 p              7:17 p    6:06 p               4:42 p                2:42 p               1:30 p              11:52 a     9:29 a      7:59 a    Ar   BAKERSFIELD-BNSF (1,9,10,12,19)         Lv                   4:00 a               6:10 a               7:40 a               9:10 a             10:10 a   11:40 a               1:10 p     2:40 p              4:10 p    5:55 p    8:00 p
                    11:59 p             10:30 p             8:45 p              7:25 p    6:15 p               4:50 p                2:50 p               1:40 p              12:00 p     9:35 a      8:05 a    Lv   BAKERSFIELD-BNSF (1,9,10,12,19)         Ar                   3:50 a               5:55 a               7:25 a               8:55 a              9:55 a   11:25 a              12:55 p     2:25 p              3:55 p    5:40 p    7:45 p
                     2:45 a              1:15 a            11:30 p             x9:45 p   x8:35 p              x7:10 p               x5:10 p              x4:00 p              x2:20 p    11:55 a     10:25 a    Ar    LOS ANGELES (via Bus) (SD,1,4)         Lv                  12:30 a               2:35 a               4:05 a              x6:40 a             x7:40 a   x9:10 a             x10:40 a   x12:10 p             x1:40 p   x3:05 p   x5:10 p


                                                                                #596                          #792                  #590                 #784       #580      #582        #774        #572              Pacific Surfliner Train Number                           #595       #597                                                                              #763                #565        #567       #571     #769       #775      #579      #577
                                                                               Daily                          Daily                 FSSH                 Daily      SSH       Daily      Daily       Daily                    (not all stops shown)                              Daily     FSSH                                                                               Daily               Daily      Mon-Fri     SSH      Daily     Daily     Mon-Fri    SSH
                     2:50 a              1:20 a            11:35 p             10:10 p                         8:00 p                7:00 p              5:10 p     3:00 p    4:05 p     12:25 p     11:10 a    Lv              LOS ANGELES                  Ar                  11:05 p   11:59 p     2:25 a               3:55 a               6:30 a              7:30 a    8:50 a              9:50 a     10:50 a    1:15 p   12:15 p    2:40 p    4:05 p    3:35 p
                     3:40 a              2:10 a            12:25 a             11:00 p                         8:50 p                7:50 p              6:00 p     3:50 p    4:55 p      1:15 p     12:00 p    Lv               SANTA ANA                   Lv                  10:09 p   11:06 p     1:20 a               2:50 a               5:25 a              6:25 a    7:58 a              8:55 a      9:56 a   12:20 p   11:17 a    1:49 p    3:14 p    2:39 p
                     4:50 a                                                    11:56 p                         9:48 p                8:49 p              6:58 p     4:53 p    5:51 p      2:13 p      1:00 p    Lv               OCEANSIDE                   Lv                   9:08 p   10:03 p    12:05 a                                                                 7:03 a               7:55 a      8:58 a   11:24 a   10:18 a   12:49 p    2:13 p    1:43 p
                     5:35 a                                                    12:50 p                        10:45 p                9:40 p              7:50 p     5:45 p    6:55 p      3:10 p      1:55 p    Ar               SAN DIEGO                   Lv                   8:20 p    9:15 p    11:10 p                                                                 6:15 a               7:05 a      8:10 a   10:35 a    9:30 a   12:00 p    1:25 p   12:55 p
                                                                                                                                                                                           Five minute allowances for meeting other Amtrak trains on single-track sidings not included.
                                                                                                                                                                                               No distinction made between switching cars vs. cross-platform transfer in Stockton.
Appendix D
Operations Analysis
Comparative Measures of
Pa s s e n g e r P e r f o r m a n c e
                Richmond
                                  Martinez Sacramento
          San Francisco    Emeryville
                          Oakland
                                        Antioch

                                                               Lodi

                                                            Stockton




                                           Modesto

                                    Turlock-Denair




                                                     Merced




                                                            Madera



                                                              Fresno




                                                    Hanford

                                                                           Visalia
                                             Corcoran
                                                               Tulare


                                                                           Porterville
                                                                Delano
                                          Wasco




                                  Wheeler Ridge

                                                             Tehachapi




                                                             Rosamond

                                                  Newhall
                                                                   Lancaster




                               Los Angeles
  SYNOPSIS OF RTC SIMULATIONS

SAN JOAQUIN VALLEY CAPACITY AND
     PERFORMANCE ANALYSIS


              Revised Report




                  Prepared for

             BNSF Railway Company
              in association with the
     California Department of Transportation




                       by

       Willard F Keeney & Associates

                 December 2007
        COMPARATIVE MEASURES OF PASSENGER PERFORMANCE


The following tables show in detail how the performance of the passenger trains changes
in response to changes in the physical plant, and to increases in the number of passenger
schedules operated. For each resolved case, the table shows the train number, the model's
calculation of that schedule's ideal running time, the worst individual performance
measured, the best individual performance measured, and the average performance
measured for that schedule.

In all tables, the average performance has been calculated from the seven measured trains
operated on that schedule over one consecutive week. In addition to the two base cases
and three planning cases described in the text of this report, a table has been created to
show the impact of the proposed "Phase 1" project at Kings Park, which was modeled
separately (see also page 3 preceding).


The Base Case

                                TABLE 1
                     BASE CASE PASSENGER PERFORMANCE

Train   Ideal Run Time Worst Performance Best Performance Average

701         4'07''            5'27"                4'10"            4'32"
702         4'15"             5'38"                4'20"            4'51"
703         4'11"             4'25"                4'11"            4'19"
704         4'19"             6'36"                4'21"            4'58"
711         4'54"             5'36"                5'02"            5'15"
712         5'00"             6'13"                5'10"            5'33"
713         5'06"             5'30"                5'10"            5'19"
714         5'04"             5'40"                5'07"            5'24"
715         5'06"             5'43"                5'06"            5'29"
716         5'00"             5'33"                5'07"            5'21"
717         5'10"             5'33"                5'10"            5'19"
718         4'58"             9'01"                5'09"            6'04"

Comments:

The Base Case passenger performance is characterized by large variations between the
best and worst individual train instances of a given schedule. Much of the delay suffered
by the worst train instances occurred between Hanford and Guernsey due to congestion
around Kings Park. That led directly to the Kings Park-specific model runs.




                                        7
The Kings Park Case

This case modeled the "Phase 1" improvements at Kings Park. This first phase did not
extend the second main track all the way east to Guernsey, nor did it include construction
of all the proposed north side "grain" track. It did provide an open main track around the
local work at Kings Park.

                           TABLE 2
             KINGS PARK CASE PASSENGER PERFORMANCE

Train   Ideal Run Time      Worst Perf.       Best Perf.   Average    Versus Base

701         4'07"            5'16"            4'07"        4'30"        - 2"
702         4'15"            5'05"            4'20"        4'42"        - 9"
703         4'11"            4'45"            4'11"        4'26"       + 7"
704         4'19"            4'52"            4'20"        4'35"       -23"
711         4'54"            5'17"            4'58"        5'09"        - 6"
712         5'00"            5'33"            5'06"        5'22"       -11"
713         5'06"            6'12"            5'12"        5'29"      +10"
714         5'04"            5'42"            5'05"        5'20"        - 4"
715         5'06"            5'29"            5'06"        5'16"       -13"
716         5'00"            6'02"            5'08"        5'30"       + 9"
717         5'10"            5'21"            5'10"        5'15"       - 4"
718         4'58"            5'40"            4'58"        5'16"      -48"

Comments:

This project by itself confers little additional through capacity on the Bakersfield
Subdivision, and would not support any additional passenger frequencies. It does relieve
the congestion at Kings Park: the last column shows the change in minutes between the
average performance for each schedule in the Base Case and the average performance in
the "Phase 1" Kings Park Case. All of the major delays to passenger trains at or near
Kings Park disappeared in this case, but some delay simply moved elsewhere on the
Bakersfield Subdivision, or even to the Stockton Subdivision.


The Fluid Base Case

This case was driven by assumed freight and passenger performance standards, as
described earlier (see page 5 preceding). It includes the Escalon siding extension, the full
build-out at Kings Park, Option 2 at Pittsburg, the East Mormon – Duffy improvements,
Phase 1 of Planada – Le Grand, and the Gregg siding extension.




                                          8
                           TABLE 3
             FLUID BASE CASE PASSENGER PERFORMANCE

Train   Ideal   Worst Perf.    Best Perf.   Average Vs Base Vs Kings Park

701     4'07"      4'59"        4'07"        4'21"     -11"         - 9"
702     4'15"      5'16"        4'28"        4'43"     - 8"        + 1"
703     4'11"      4'29"        4'11"        4'18"     - 1"         - 8"
704     4'19"      4'43"        4'19"        4'26"     -32"         - 9"
711     4'54"      5'31"        4'55"        5'06"     - 9"         - 3"
712     5'00"      5'32"        5'05"        5'14"     -19"         - 8"
713     5'06"      5'32"        5'06"        5'17"     - 2"         -12"
714     5'04"      5'30"        5'04"        5'14"     -10"         - 6"
715     5'06"      5'27"        5'06"        5'13"     -16"         - 3"
716     5'00"      5'36"        5'07"        5'19"     - 2"         -11"
717     5'10"      5'25"        5'11"        5'15"     - 4"        same
718     4'58"      5'16"        4'59"        5'03"     -61"         -13"

Comments:

Again, the last two columns compare average performance for each schedule in the Fluid
Case against average performance for each schedule in both the Base Case and the Kings
Park Case.

The Fluid Case does not include any additional freight or passenger trains. All of the
improvements entered into the Fluid Base Case were utilized in the model just to improve
freight and passenger performance to the desired standard. As the comparison shows, the
passenger service benefits from a significant improvement in its performance: some
schedules realize more than the 22 1/2% gain in overall system performance.


The Short-Term Expansion Case

This case added the fifth and sixth round trip passenger schedules west of Stockton, and
split one round trip in the Valley into two parts, north and south of Fresno. It was
intentionally resolved to a performance level "the same or better than" the Base Case,
rather than to Fluid Base Case performance. In other words, this case was constructed to
provide for more passenger trains while ensuring that freight and passenger performance
was no worse than modeled in the Base Case.

As it turned out, the plant improvements required to support the additional passenger
service with no decay in system performance were the same improvements as those
required to bring the Base Case to fluid performance (namely, full Kings Park, Option 2
at Pittsburg, East Mormon – Duffy, Planada – Le Grand Phase 1, and the Gregg siding
extension).




                                        9
                         TABLE 4
       SHORT-TERM EXPANSION CASE PASSENGER PERFORMANCE

Train Ideal Run Time       Worst Performance       Best Performance Average

1701         56"               1'03"                  58"               1'01"
1705       1'00"               1'07"                1'00"               1'02"
1706         51"               1'02"                  51"                 56"
1708         51"               1'19"                  56"               1'01"
701        2'13"               2'35"                2'15"               2'23"
702        4'15"               5'57"                4'20"               4'51"
705        4'17"               5'07"                4'17"               4'27"
706        2'18"               2'57"                2'23"               2'36"
710        2'06"               2'34"                2'08"               2'12"
711        5'15"               5'40"                5'15"               5'22"
712        5'00"               6'01"                5'12"               5'31"
713        5'10"               5'37"                5'10"               5'21"
714        5'06"               5'42"                5'09"               5'20"
715        5'06"               5'40"                5'06"               5'16"
716        5'01"               5'23"                5'03"               5'09"
717        5'07"               5'24"                5'11"               5'17"
718        4'54"               5'48"                4'55"               5'10"
719        2'03"               2'19"                2'04"               2'11"

Comments:

The passenger performance in the Short-Term Case is quite a bit better than it is in the
Base Case, while the freight performance is somewhat better. Overall, applying the Fluid
Base Case package of improvements to the Short-Term Expansion Case results in about
30 less hours of system delay per week than modeled in the Base Case, and about 85
more hours of system delay per week than modeled in the Fluid Base Case.

In other words, this is an example that shows how the utility of a particular package of
improvements can be applied entirely to support an improvement in service, or it can be
applied to support expanded passenger schedules, plus some improvement in service.

The individual schedules in the Short-Term Expansion Case cannot be compared to those
in the Base Cases, or the Kings Park case: the timetable is quite different, and some train
numbers are reallocated to other schedules. Consequently, Table 4 does not include any
comparison columns.




                                         10
The Five Year Plan Case

The Five Year Plan adds the equivalent of a seventh round trip to the Valley between
Stockton and Bakersfield (with one trip split at Fresno in each direction), and also has
seven round trips between Stockton and Port Chicago.

This case, like the Short-Term Expansion case, was resolved to a performance standard
"the same as or better than" the Base Case. That standard required adding the full build-
out of the Planada – Le Grand second main track, and the siding extension at Figarden, to
the package of improvements used in both the Fluid Base case and the Short-Term
Expansion case.

                           TABLE 5
             FIVE YEAR PLAN CASE PASSENGER PERFORMANCE

Train Ideal Run Time       Worst Performance      Best Performance Average

1701       1'00"                1'06"                 1'00"            1'03"
1703       1'00"                1'03"                 1'00"            1'01"
1704        51"                  56"                    51"              54"
1705       1'00"                1'07"                 1'00"            1'03"
1706        51"                 1'04"                  51"               57"
1708        51"                  58"                    51"              55"
701        2'13"                2'26"                 2'15"            2'20"
702        4'15"                5'00"                 4'22"            4'46"
703        4'02"                4'53"                 4'04"            4'23"
704        4'55"                5'00"                 4'57"            4'58"
705        4'05"                4'39"                 4'05"            4'20"
706        2'18"                2'36"                 2'18"            2'27"
710        2'06"                2'36"                 2'07"            2'16"
711        4'55"                5'30"                 5'00"            5'14"
712        5'00"                5'45"                 5'09"            5'19"
713        4'55"                5'28"                 5'09"            5'15"
714        5'04"                5'44"                 5'13"            5'27"
715        5'06"                5'52"                 5'07"            5'23"
716        5'01"                5'31"                 5'06"            5'13"
717        4'56"                5'45"                 5'01"            5'15"
718        4'54"                5'59"                 4'56"            5'17"
719        2'03"                2'18"                 2'03"            2'08"

Comments:

This case produced about the same passenger performance overall as the Short-Term
Case. Some schedules (e.g. 1708, 702, 705, 706, 711, and 712) performed better; others
(e.g. 710, 713, 714, 716, and 718) worse. Freight performance was a little worse. Overall,
system performance was almost the same as the Base Case: 510 delay hours per week
against 515 in the Base Case.


                                        11
The Fluid Five Year Plan

This case was run to establish what it would take to produce fluid performance while
supporting the Five Year Plan passenger schedule. The added projects that were required
to provide fluid performance, as noted on page 6, include the remainder of the Oakley –
Port Chicago build-out, the Jastro – Shafter second main track, and the extension of the
second main track at Shirley West.

                           TABLE 6
           FLUID FIVE YEAR PLAN PASSENGER PERFORMANCE

Train Ideal Run Time       Worst Perf.    Best Perf.   Average Versus Five Year

1701       1'00"            1'03"             1'00"    1'01"       - 2"
1703       1'00"            1'01"             1'00"    1'00"       - 1"
1704        51"              55"                51"      53"       - 1"
1705       1'00"            1'03"             1'00"    1'01"       - 2"
1706        51"             1'02"              55"       56"       - 1"
1708        51"             1'06"              51"       57"       + 2"
701        2'13"            2'33"             2'13"    2'18"       - 2"
702        4'15"            5'00"             4'20"    4'39"       - 7"
703        4'02"            4'45"             4'03"    4'24"       + 1"
704        4'55"            5'04"             4'57"    4'59"       + 1"
705        4'05"            4'37"             4'12"    4'22"       + 2"
706        2'18"            2'40"             2'18"    2'31"       + 4"
710        2'06"            2'30"             2'11"    2'20"       + 4"
711        4'55"            5'22"             4'58"    5'07"       - 7"
712        5'00"            5'32"             5'08"    5'19"      same
713        4'55"            5'22"             5'02"    5'11"       - 4"
714        5'04"            5'43"             5'06"    5'20"       - 7"
715        5'06"            5'32"             5'06"    5'16"       - 7"
716        5'01"            5'32"             5'05"    5'14"       + 1"
717        4'56"            5'17"             5'00"    5'09"       - 6"
718        4'54"            5'24"             4'56"    5'10"       - 7"
719        2'03"            2'16"             2'04"    2'10"       + 2"

Comments:

This case is comparable to the Five Year Plan Case, so a comparison column is again
included. Passenger performance on some schedules improved; on others it declined, but
on the whole, passenger performance improved in this case relative to the Five Year Plan
Case run against the Base Case performance standard.

Overall, delay hours in the Fluid Five Year case declined to 440 hours per week from
510; of that decrease, passenger trains saved 4.5 hours.




                                         12
      Richmond
                        Martinez Sacramento
San Francisco    Emeryville
                Oakland
                              Antioch

                                                     Lodi

                                                  Stockton




                                 Modesto

                          Turlock-Denair




                                           Merced




                                                  Madera



                                                    Fresno




                                          Hanford

                                                                 Visalia
                                   Corcoran
                                                     Tulare


                                                                 Porterville
                                                      Delano
                                Wasco




                        Wheeler Ridge

                                                   Tehachapi




                                                   Rosamond

                                        Newhall
                                                         Lancaster




                     Los Angeles

				
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