On Wednesday September 2nd, a group of former colleagues gathered to join RailPAC’s Vice President, South, Paul Dyson, Vice President Long Distance Trains James Smith, and RailPAC member Mark Ehrhardt to commemorate Rick Peterson’s retirement. Rick’s career at Amtrak spanned 44 years, but he is best known for his work in establishing and managing the Thruway bus network. Because of the Pandemic Rick, like many other retirees, was unable to enjoy a celebration with his colleagues, so we hope that RailPAC helped to fill that gap. Many messages were received from around California and the country from friends who were unable to attend. Congratulations Rick, you will be missed by a lot of people.
May 28, 2020
Honorable Vito Chiesa, Chair
San Joaquin Joint Powers Authority
949 East Channel Street
Stockton, CA 95202
May 29, 2020 SJJPA Board Meeting Agenda Item 7, Thruway Bus Network Changes
Dear Chair Chiesa and Board Members.
At this difficult time the Rail Passenger Association of California and Nevada recognizes that with the reduction in ticket revenues those managing the San Joaquin service face tough challenges in keeping the operation solvent. Maintaining the service while balancing cost reductions while maintaining ridership and ticket revenues will represent a major endeavor. And needless to say, after years working to get SB742 passed shrinkage of the Thruway Bus Network is disheartening.
While it is critical to reduce expenses near term, at some point the country and economy will recover. These Thruway bus service reductions should be seen as temporary. As the market regrows the cities that temporarily lose service should still be seen as part of the San Joaquin franchise. Service may take another form than today, but the SJJPA should still keep its broad “border to border” perspective.
RailPAC has reviewed the Thruway Bus Network write-up and has the following comments and recommendations. The overall comments/recommendations are:
- A major shortfall of the report is the lack of financial analysis. What are the estimates of the cost savings from this initiative, the ticket revenue losses?
- The implementation of changes authorized by SB742 should be accelerated. This period provides an opportunity to develop multiple partnerships, new markets and an expanded bus network;
- There are suggestions that there are opportunities for local transit agencies operating parallel routes being able to undertake replacement service. But these agencies are most likely undertaking similar service reductions to save expenses. Some of these service reductions may be routes suggested as Thruway Bus alternatives;
- SJJPA staff should undertake a review after 6-months to evaluate the impact of these changes and the success or failure in expanding SB742 to additional routes, developing partnerships with local transit agencies and Greyhound;
- At the 6-month review point, an outline of the timeline and strategy for returning full train and restoring Thruway bus service (where partnerships have not been developed) based on the information available at that time regarding the pandemic.
The comments and recommendations on the specific routes are:
• Route 7 – Elimination of stops at Rio Del-Scotia, Leggett and Laytonville; it is not clear how the elimination of these stops save any costs. All are located on two-lane stretches of US 101 which should facilitate stopping with limited time penalty. Also one of the talking points for SB742 was service to rural areas such as these towns. Finally, shouldn’t these stops remain while the Greyhound partnership is negotiated?
• Route 1b – Elimination of service to Long Beach and San Pedro; an interline agreement with LA Metro for its Silver Line and eventually the Blue Line would appear to offer a large expansion in connectivity to replace the bus route. Would it be possible to originate a Silver Line trip at the LAUS bus bays? Otherwise passengers would have to be provided detailed information on the Union Station stops and Silver Line stops. Major cities (i.e. Long Beach) could be shown in the Amtrak reservation system.
• Route 19 – Elimination of service to Hemet/Indio; these discontinuances would leave a large part of the Inland Empire without service. Many communities along the route are underserved from the transportation perspective. Recommend that this change be postponed until a service plan in conjunction with RCTC is developed. In addition an interline agreement Metrolink for the Indio branch is exactly the market opportunity that SB742 was designed to facilitate.
• Route 9 – Elimination of Las Vegas route; this would seem to be an opportunity to develop an interline service with Greyhound; direct Bakersfield to Las Vegas or via Los Angeles. Greyhound already has an interline agreement with Amtrak and one schedule currently stops at LA Union Station.
• Route 12 – Elimination of Victorville route; RailPAC recommends an effort to reengage with Kern Transit to retain Palmdale and Lancaster ridership.
• Routes 10, 18a and 18b Elimination of service to Santa Barbara and the Central Coast; RailPAC is concerned that the combination of these two initiatives eliminates service to the fast growing Central Coast reducing the San Joaquin franchise. Also there may be ramifications on the political side. RailPAC recommends revisiting doing the combination of both of these initiatives. Which route change saves the most in costs?
As was noted earlier RailPAC understands the challenges that staff faces and we hope our comments are productive. Let me know if you have any questions.
Steve Roberts, President Rail Passenger Association of California and Nevada
cc: Dan Leavitt, SJRRC, RailPAC Board members