RailPAC's California State Rail Plan:2025 Update
Steve Roberts
The 2024 California State Rail plan was released in January 2025. The state rail plan is a comprehensive vision by CalSTA of California’s future rail network. While outlining a comprehensive vision RailPAC, while strongly supporting the majority of the Plan initiatives, feels it has some shortcomings that will leave California short of offering the network it aspires to, that travelers can ride today in Switzerland.
That is the reason for the picture, a fully electrified Stadler Intercity KISS trainset traveling on the Swiss Federal Railways, the vision for California.
In the 2nd Quarter 2023 Steel Wheels, RailPAC, based on the draft of the Rail Plan, published its vision of the “stretch goals” needed to move forward. RailPAC’s 2025 update, while similar to the 2023 overview, adjusts for projects completed and modifies some of RailPAC’s recommendations regarding proposed projects to achieve service goals more rapidly. However, like the 2023 RailPAC comments, RailPAC is still disappointed by the slow progress made in delivering expanded service and the infrastructure needed to support that service.
Southern California Region Metrolink/Coaster
Objective
To create Swiss style clockface regional rail service with local transit connections to provide door to door mobility throughout the region. It should be noted that the whole country of Switzerland would fit between Palm Springs and Santa Barbara and has a system that provides door to door transit with bus connections at 30-minute intervals for most of the country.
Near-Term Construction / Funding
- Complete Sierra Siding North.
- Begin construction on Fullerton Jct. realignment.
- Replace CA 1 overcrossing in Dana Point and extend Serra Siding.
- Complete Irvine train maintenance facility.
- Complete double track Brighton – Roxford.
- Realign CP Maple (Olive Subdivision Jct.) for faster speeds.
- Add additional capacity Raymer – Bernson; double track extensions from Raymer and Bernsten, mid-segment siding or relocated Northridge Station with a double track center platform station.
- Continue to move forward in constructing double track on Metrolink’s San Bernardino Line.
- Move forward and complete as a priority, LinkUS Phase A (Los Angeles Union Station Through Tracks).
- Complete EIR, move to 100% design, and pre-construction, Del Mar Bypass Tunnel.
- Complete double track projects not associated with bypass tunnels in San Diego County.
- In conjunction with Caltrans, SCRRA should undertake a test of discontinuous catenary by installing a key segment on catenary on a route with demanding power requirements (grades) such as Metrolink’s Antelope Valley Line.
Mid-Term Planning/Funding
- Move forward in identifying the recommended option, environmental planning, funding strategy and 30% design for the San Juan Capistrano/ San Clemente Bypass Tunnel. As part of planning effort, evaluate the option of retaining battery EMU local service on a stub branch to beach stations in lieu of a costly underground station within the San Clemente tunnel.
- Develop funding strategy to accelerate LINKUS Phase B.
- As funding becomes available, begin 30% design and pre-construction activities (mapping, geotechnical, utility identification for the three grade separations required by BNSF to fully utilize the capacity of the third main track Redondo Jct. To Fullerton. These grade separations have independent utility and widespread near-term benefits.
- Begin planning process for Miramar bypass tunnel.
- Initiate planning for overhead electrification Moorpark – San Diego (either full or segment overhead electrification (See HSR Policy Section).
- Begin planning process for overhead electrification Via Princessa – Burbank. .
- Begin planning process for overhead electrification San Bernardino – LAUS.
Near-Term Service
- The goal is thirty-minute clockface schedules on the core lines.
- Continue to conduct a review of ridership and schedules on other lines to determine the optimum all-day service given the current post-pandemic demand patterns with a special focus on developing new ridership markets.
- Establish a pool agreement between NCTD and SCRRA for through commuter rail service San Diego – Lancaster and San Diego – San Bernardino.
- Better integrate Pacific Surfliner service with Metrolink and Coaster.
- Evaluate fare/promotion opportunities as a result of the Integrated Ticketing Project to provide more flexibility for riders.
- Also evaluate opportunities where Metrolink/Coaster service can act as feeder or replacement service to key hub transfer stations enabling the LOSSAN Corridor to provide limited stop service Los Angeles – San Diego.
- Alternatively, explore operating LOSSAN Corridor trains as a three-class service with expanded frequencies. See LOSSAN Corridor section for additional details),
Mid-Term Service
- Utilize the overhead electrification on the San Bernardino Line to operate Brightline trains from Las Vegas to serve Los Angeles Union Station directly by operating on the San Bernardino Line from Rancho Cucamonga.
Long-Term Service
- Utilizing CAHSRA’s Palmdale – Burbank tunnel, operate Metrolink regional rail service from Lancaster to Orange County.
LOSSAN
The Los Angeles San Diego San Luis Obispo Rail Corridor is the busiest in the State and second busiest in the nation. However, total passenger ridership from the three services (Amtrak Surfliner, Coaster and Metrolink) is only a few thousand per day, far below the state’s Vehicle Miles Traveled 2045 reduction goals and is way below the potential that the population could support (See Figure 1 below). Since RailPAC and other groups successfully campaigned for the expansion of service in the 1980’s, progress has been painfully slow. While the number of trains has increased, infrastructure improvements lag behind resulting in poor punctuality and reliability. Journey times have not improved since the 1960s. Now, the line’s very existence is in jeopardy from coastal erosion. RailPAC is reiterating its call for a major investment program to upgrade the line to provide a service appropriate for the population and importance of the coastal region.
Near-Term Construction / Planning
- Complete defensive works to protect vulnerable coastal areas from flooding, coastal erosion, storm surge and sea level rise.
- Complete Serra Siding north, replace CA 1 over crossing bridge in Dana Point and extend Serra Siding south.
- Complete double-track projects not associated with bypass tunnels in San Diego County.
- Complete extension of the Leesdale siding.
- Complete construction of Ortega spur track as a passenger train siding.
- Complete construction of Goleta and Central Coast (San Luis Obispo) layover and service facilities.
- Complete construction of the Rice Ave. grade separation.
- Move forward and complete as a priority, LinkUS Phase A (Los Angeles Union Station Through Tracks).
- Identify and begin planning process for the San Diego layover, service and maintenance facility.
- Complete Environmental Study, move to 70% design and pre-construction for the Del Mar Bypass Tunnel.
- Reconstruct Carpentaria Station as a double track, center platform facility.
- Move forward with additional capacity between Raymer – Bernson.
- Move to LOSSAN Corridor to Step Two of Corridor ID process.
Mid-Term Planning / Funding
- Move with urgency in identifying recommended option, environmental planning, funding strategy and 30% design for the San Juan Capistrano/ San Clemente Bypass Tunnel.
- Develop funding strategy to accelerate LINKUS Phase B.
- Begin planning process for Miramar bypass tunnel.
- Initiate planning for the overhead electrification Moorpark – San Diego (supplemented with segments of overhead electrification, See HSR Policy Section).
Near-Term Service Improvements
- Better integrate Pacific Surfliner service with Metrolink and Coaster. Evaluate fare/promotion opportunities facilitated by the Integrated Ticketing Project (ITS) to provide more flexibility for the rider.
- In addition, evaluate opportunities where additional Metrolink/Coaster service can act as feeder or replacement service to certain stations enabling the Pacific Surfliners to provide limited stop service Los Angeles – San Diego.
- Consider operating some San Diego – LA 500 series trains to Palmdale/Lancaster providing a one seat ride from the western high-desert to Orange County/San Diego and laying the foundation for connections to high-speed rail (while the Burbank tunnel is being constructed).
A strategy that would simplify and somewhat mitigate the overlap of multiple track ownership and service providers would be to more clearly delineate the cities and markets served by each carrier. Under this strategy LOSSAN would provide three classes of service, Economy Coach (unreserved), Reserved Coach and Business Class. The fares for Business Class and Reserved Coach would mirror current Pacific Surfliner fares while Economy Coach would mirror current Metrolink and Coaster fare levels. The Caltrans all-agency Integrated Ticketing System (ITS) would facilitate this three-class service.
Mid-Term Service Improvements
Focus the LOSSAN service on longer distance city pairs (within Metrolink/Coaster Service areas) and local service north of Moorpark and between Laguna Niguel and Oceanside. Coordinated schedules combined with ITS would facilitate transfers from Pacific Surfliner trains and Metrolink/Coaster trains at key transfer stations.
Metrolink’s service area along the corridor would run from Moorpark to Laguna Niguel. Additional Pacific Surfliner frequencies utilizing the current Metrolink track slots would operate north of Moorpark and between Laguna Niguel and Oceanside. As a result, both Metrolink and Coaster’s service area would match county track ownership boundaries.
The expanded three-class Pacific Surfliner service with discount Economy Class would aid in integrating all three services from the customer perspective. It would also bring discount economy service to additional city pairs and riders and expand local service to Ventura and Santa Barbara County.
Long-Term Service Improvements
- Using overhead catenary, electrify Moorpark – San Diego with overhead catenary for regional and intercity trains.
- Operate dual-mode through High-Speed trains Sacramento– San Diego via the electrified LOSSAN Corridor.
Figure 1.
Objective: An intercity and local passenger train service that is comparable to the London-Birmingham route in the UK
|
2019 CORRIDOR COMPARISONS |
LOS ANGELES – SAN DIEGO |
LONDON – BIRMINGHAM |
|
Route Miles |
128 miles |
112 miles |
|
Population of Combined Metro Areas |
18 million |
11.7 million |
|
Driving Time (no traffic) |
2 hours |
2 hours 30 minutes |
|
Fasted Train Trip |
2 Hours 55 Minutes |
1 hour 22 minutes |
|
Peak Hour Frequency |
1 train/hour |
6 trains/hour |
|
Punctuality |
75% within 5 minutes |
70% within 5 minutes |
|
Average Train Speed |
43 MPH |
81 MPH |
Corridor ID
The Corridor Identification and Development (Corridor ID) Program is a comprehensive intercity passenger rail planning and development program consisting of three discreet steps that will help guide intercity passenger rail development throughout the country and create a pipeline of intercity passenger rail projects ready for implementation.
The Corridor ID initiative for the LOSSAN Corridor is the extension of the corridor to San Ysidro to more directly serve the Tijuana, Mexico Metro area (2.2 million in population) and enhancing the LOSSAN Corridor with more frequencies and improved reliability. The LOSSAN Corridor is currently in Step 1.
Coast Line (Los Angeles – San Jose)
Objective
Develop this underutilized right-of-way to benefit tourism, local mobility and commerce. The northern and southern connections into San Jose and Los Angeles are already publicly owned and the owner of the center section of the line, Union Pacific, has very little freight business other than between Oxnard and Los Angeles.
Action
- State purchase from Union Pacific the remainder of the line not in public ownership from Burbank Junction to Lick (south of San Jose).
- Union Pacific to retain overhead trackage rights but relinquish local freight service.
- Encourage operation of additional freight including intermodal and transload with short-line freight operator.
Near-Term Planning / Construction
- Construction to Strengthen defenses against flooding, coastal erosion, storm surge and sea level rise.
- Complete construction of Orcutt Road left-hand crossover (San Luis Obispo).
- Complete construction of Templeton Siding into a signaled siding with power switches integrated into signal system for dispatcher-controlled train meets.
- Complete construction of Positive Train Control Gilroy to San Luis Obispo,
- Complete King City station, platform and upgraded controlled siding for train meets.
- Complete infrastructure needs study for Capitol Corridor extension to Salinas.
- Move Coast Line to Step Two of Corridor ID process.
Mid-Term Planning / Funding
- Identify, prioritize and schedule enhanced track maintenance to allow higher speeds facilitated by Positive Train Control (90 mph along key segments rather than 79 mph).
- While undertaking enhanced track maintenance, adjust curve rail superelevation for passenger train speeds rather than freight train speeds
- Additional siding signal system upgrades and siding rehabilitation Santa Margarita through Salinas to facilitate additional frequencies between San Jose and San Luis Obispo.
Identify and prioritized selected speed restricted curves for straightening for higher speeds as outlined in plans dating back to the 1960’s. Coastal resiliency investments may provide an opportunity for such right-of-way improvements.
Near-Term Service Improvements
- Local service Ventura – Santa Barbara per 101 in Motion Plan.
- Extended Caltrain service sponsored by the Transportation Authority of Monterey County between Gilroy and Salinas.
- Early morning “Start-up” frequency San Luis Obispo to San Jose with a late afternoon return.
Mid-Term Service Improvements
- Overnight service, based on recent European models, between Los Angeles and San Francisco.
- Southern extension of Capitol Corridor service from San Jose to Salinas and eventually to San Luis Obispo.
- Coordinated schedules and eventually joint through service by Capitol Corridor and LOSSAN JPA’s to provide a second daytime frequency Los Angeles to the Bay Area.
Corridor ID
The Corridor ID initiative for the Coast Line, LA to the Bay Area, is to provide additional service between San Jose and San Luis Obispo by providing new frequencies along this route segment. These additional frequencies would likely be extensions of current frequencies now terminating at San Jose or San Luis Obispo. These new frequencies would be in addition to Amtrak’s Coast Starlight. The Coast Line is currently in Step 1.
Long Distance Trains (National Network)
Overview
Amtrak’s long-distance routes provide convenient and in places the only available public transportation for many Californians. Most passengers on long-distance trains are not traveling between major endpoint cities. They are traveling between small and medium size cities, small cities and large cities often connecting at major hub cities to other trains. Many of these city pairs are within California which means travel within the state, while many travelers are visitors from other states, and many more are visitors from overseas. One train of note is the Coast Starlight which serves dozens of California cities the length of California. It also enhances two California corridors, Los Angeles – San Luis Obispo and Salinas – Sacramento and is a placeholder for two other corridors San Luis Obispo – San Jose and Sacramento – Chico.
Service
- It is critical that Federal funding be maintained to retain the service currently operating.
- Full dining car service should be available to all passengers.
- Premium Coach class should be introduced on all trains.
Long Term Objective
- As traffic grows with these additional frequencies explore with Amtrak adding additional capacity to the long-distance train to accommodate increased shorter distance travel.
Examples of such route segments are:- Coast Starlight: San Luis Obispo – San Jose
- Coast Starlight: Sacramento – Chico
- California Zephyr: Sacramento – Reno/Sparks
- Sunset Limited: Los Angeles – Indio
- Sunset Limited: Los Angeles – Phoenix/Tucson
- Enhance service on key long-distance routes by adding state sponsored frequencies to segments along these routes. This would represent a second frequency along the route.
Rolling Stock
- There is an urgent need for equipment renewal; while a procurement initiative is underway the existing long-distance fleet is slowly shrinking by attrition putting long-distance rail service at risk.
It is critical that California provides strong support for the current initiative to replace Amtrak’s long-distance fleet.
- In addition, Amtrak needs steady funding to keep its current life-expired fleet of cars in a state of good repair while the procurement and manufacturing process for new cars plays out. Otherwise train capacity (available seats) will continue to shrink and routes will be discontinued as the car fleet shrinks below the minimum needed for the current network.
Interstate Passenger Rail Compact / Construction
Coordinate with State of Arizona, Sun Valley communities and Riverside County in linking Phoenix/ Tucson and Southern California by forming a Sunset Route Interstate Rail Compact. A key goal is the reroute of the Sunset Limited via Phoenix using Federal Infrastructure funds to rehabilitate the rail line between Wellton and Phoenix.
Northern Region
Objective
To build a northern California rail network, with the busiest sections electrified, in coordination with local and regional transit services to provide door-to-door mobility. The twin cores of the system would be an expanded and improved Capitol Corridor from Sparks NV to Salinas CA, and the ACE/San Joaquin network Chico/Sacramento – Merced (with connections to High-Speed Rail) and Merced to San Jose.
Near-Term Planning / Construction
Capitol Corridor
- Complete Santa Clara interlocking construction.
- Complete Agnew Siding (Santa Clara) construction.
- Complete Albrae siding extension to Mowry (Newark).
- Complete infrastructure needs study and Service Development Plan for Capitol Corridor extension from San Jose to Salinas.
- Complete Third main track construction Sacramento to Roseville.
- Begin construction of a new center platform, serving both tracks, at the Davis Station.
- Move to Capitol Corridor route extensions to Step Two of Corridor ID process.
- Complete planning, design and begin pre-construction of South Bay Connect, double track on the Coast Subdivision South Elmhurst (Oakland) to Newark – and rerouting of passenger trains via the Coast subdivision.
- Begin construction of new station at Ardenwood on the Coast Subdivision.
Altamont Commuter Express (ACE) / San Joaquins
- Complete “mini-high” platforms on San Joaquin route to facilitate level boarding of Venture Cars.
- Complete Stockton Flyover eliminating UP/BNSF level crossing in Stockton.
- Begin construction of new relocated Madera Station (will eventually serve as HSR station for Madera).
- Complete construction of Valley Rail capacity upgrades (ACE and San Joaquins) on both UP and BNSF between Merced, Stockton. Sacramento and Natomas.
- Move to San Joaquin Valley Corridor to Step Two of Corridor ID process.
- Merced Intermodal Track Connection linking the BNSF San Joaquin route to the downtown Merced HSR station.
- Begin construction of Valley Link between Dublin/Pleasanton and Lathrop connecting San Joaquin Valley to BART.
Caltrain/Transportation Authority of Monterey County (TAMC) /
Sonoma Marin Area Rail Transit (SMART)
- Begin acceptance testing and in service testing of the Stadler Battery/electric catenary trainset San Francisco – San Jose – Gilroy.
- Complete SMART extension to Windsor.
- Continue construction of the Caltrain extension to the SalesForce Transit Center.
- Complete Positive Train Control Gilroy – Salinas.
- Continue Planning, design pre-construction and construction (Phases 1 – 3) for extension Caltrain service (sponsored by TAMC), from Gilroy to Salinas.
- Begin construction of SMART extension to Healdsburg.
- Complete planning and design for SMART extension to Cloverdale.
Mid-Term Planning / Funding
Capitol Corridor
- Complete EIR/EIS for a new double track viaduct over the Alviso wetlands.
- Complete Service Development Plan San Jose to Salinas to facilitate extension of the Capitol Corridor route to Salinas.
- Continue planning for extension of route to Reno/Sparks.
- Begin planning efforts to electrify Sacramento – San Jose.
- Continue planning efforts for the second transbay rail crossing Oakland to San Francisco, Link21.
ACE / San Joaquins
- Extension of San Joaquin Valley route to Marysville/Chico.
- Planning for ACE tunnel bypassing Niles Canyon.
- Begin Planning to electrify ACE/San Joaquins Natomas – Stockton and electrify ACE Stockton – Newark.
Capitol Corridor / ACE / San Joaquins
- Develop plans for new interchange station in Sacramento where the Roseville Line (Capitol Corridor) crosses the Natomas Line (ACE/San Joaquins).
Caltrain / SMART
- In conjunction with CAHSRA acquire UP right-of-way Gilroy – San Jose and construct a double track electrified rail line.
- Planning and design to extend SMART to Larkspur ferry terminal.
- Begin construction to extend SMART to Cloverdale.
- Planning to move SMART Extension Novato – Suisun to Step Two of Corridor ID process.
Near-Term Equipment
- Complete deliveries of new Venture cars into San Joaquin service.
- Test hydrogen BEMU’s between Merced and Natomas and between Stockton and Dublin-Pleasanton.
- Test battery/electric catenary trainset in service San Francisco – San Jose – Gilroy.
- Develop new Northern California network equipment requirements. Bi-level dual-mode cars for regional service to San Francisco and dual–mode single level cars for through HSR service from Sacramento to San Diego via the LOSSAN Corridor.
Near-Term Service Improvements
- Development of an innovative quality food service accessed through multiple customer point of contacts, offering a wide variety of products, on the San Joaquins, Capitol Corridor trains and perhaps on longer-distance ACE trains.
- Introduction of Business Class service on San Joaquins.
- Develop and implement ACE/San Joaquin/HSR integrated branding and services.
- Extend ACE service from Merced to Sacramento/Natomas and Merced to San Jose.
- Extend San Joaquin service from Merced to Sacramento/Natomas.
- Additional San Joaquin frequencies between Merced and Sacramento/Natomas.
- Begin Caltrain Service extension from Gilroy to Salinas.
Mid-Term Service Improvements
- Begin HSR operations Merced to Bakersfield, integrate ACE and San Joaquin networks into HSR trunk line.
- Extend San Joaquin Service from Merced to Union City.
Corridor ID
The Corridor ID initiative for the Capitol Corridor is the extension of the corridor to San Francisco to directly serve the SalesForce Transit Center, Reno/Sparks to more directly serve Trans Sierra market and to Salinas to serve Monterey County. It would also enhance the Capitol Corridor with more frequencies. The Capitol Corridor is currently in Step 1.
Another Corridor ID initiative is linking SMART service and the Capitol Corridor with a new service between Suisun and Novato, CA. This initiative is currently in Step 1.
The Corridor ID initiative for the San Joaquin Valley Corridor (ACE and San Joaquins) is the extension of the corridor to Marysville and Chico to serve the Sacramento Valley. This initiative would also enhance the San Joaquin Valley Corridor with more frequencies. The San Joaquin Valley Corridor is currently in Step 1.
High Speed Rail
Objective
Integrate the Northern California passenger rail network into the High-Speed Rail’s Initial Operating Segment and begin passenger operations. Expedite construction of the rest of the High-Speed Rail system.
Near-Term Management / Construction
- Utilizing best management and engineering practices, within the funding available, complete and initiate service on the Merced – Bakersfield operating segment as an overhead electrified High-Speed Rail corridor using dedicated high-speed trainsets.
Near-Term Service
- Begin HSR high-frequency demonstration service linked with a cross-platform transfer at Merced to the San Joaquins and ACE trains. Expand Thruway bus routes with greater frequencies to link all of California to the HSR trunk line.
Near-Term Planning / Engineering
- As funding is available, concurrent with the ramp-up of initial operations, begin pre-construction activities (mapping, geotechnical boring, utility identification and 70% design) for the Gilroy to Carlucci Rd and Bakersfield to Palmdale segments. Explore the cost/feasibility/timeline impacts of initially constructing only one tunnel for each of the longest tunnels of these extensions.
- Coordinate with Caltrain and the Union Pacific on the purchase of the San Jose to Gilroy HSR/ Caltrain right-of-way. Begin pre-construction activities to build an overhead catenary electrified double track rail line.
Mid-Term Management / Construction:
Begin concurrent construction of the San Francisco/San Jose to Carlucci Rd and Bakersfield to Palmdale segments.
Mid-Term Service
With the original HSR trainsets shifted to the San Francisco to Palmdale route, explore the acquisition of dual mode high-speed trainsets. This will enable one-seat auto competitive service between Sacramento and Los Angeles.
Near-Term Southern California Planning and Service:
- Integrate Brightline and Metrolink San Bernardino Line Service with through fares and upgraded car on each consist for Brightline passengers.
- Assist and coordinate with Brightline in the establishment of Thruway Bus connecting routes south to Perris, Escondido, eastern San Diego and Otay Mesa (Tijuana Airport) and routes east to Riverside, Palm Springs and the Coachella Valley.
- Leveraging Metrolink’s Zero Emission Vehicle initiative, implement and test Discontinuous Catenary on Metrolink’s Antelope Valley Line as a precursor to through HSR service using dual mode trainsets Sacramento – Los Angeles.
- LA Metro, Metrolink and Brightline coordinate on design and timeline for the construction of full overhead catenary between Rancho Cucamonga and Los Angeles.
- Coordinate with Brightline and the High Desert Corridor JPA to move to preconstruction and construction of the High Desert Corridor between Victorville and Palmdale.
- Explore non-high-speed rail funding sources to begin grade separation projects on the Burbank – Anaheim Rail Corridor. Grade separations are critical projects for the corridor and have the advantage of having independent utility, wide-spread near-term benefits and as was noted above can funded through non-HSR sources.
- As funding is available begin pre-construction activities (mapping, geotechnical, utility identification and 30% design) for the Burbank – Anaheim Rail Corridor fourth main track.
Mid-Term Southern California Planning and Construction
- Develop funding strategy and begin construction on LINKUS Phase B.
- Complete construction of High Desert Corridor between Victorville and Palmdale.
- Complete construction of full overhead catenary Rancho Cucamonga to Los Angeles Union Station to allow through service between Los Angeles and Las Vegas.
Long-Term Southern California Service
- With the high-speed line completed to Palmdale begin service connection with LOSSAN Corridor trains at Palmdale.
- Utilizing the High-Desert Corridor, also operate Brightline between Merced and Las Vegas service while CAHSR can operate fully electrified trains from San Francisco to Rancho Cucamonga.
- Utilizing dual mode HSR trainsets begin through service Sacramento to Los Angeles.
Electrification and Rolling Stock
The Transition from Diesel Traction.
Ultimate goal: Efficient Overhead Electrification, is the World standard.
- Issues – Hydrogen: Hydrogen is far less efficient than overhead catenary and even batteries; 39%, 90% and 77% respectively. This means to power trains by hydrogen require about two and half times more electrical generating capacity than if the train was powered directly, via overhead catenary, from the stationary power source. Also, there are concerns regarding the cost and source of hydrogen (grey or green) and doubts that hydrogen will have the capability to provide sufficient power and range for intercity and longer distance regional services.
- Issues – Batteries: Range, weight, recharge time and the grid improvements required for the single point recharging facility (at stations).
- Issues – Overhead electrification: primarily cost and lineside opposition.
One option to explore is the overhead electrification of key route segments such as key stations along with high-power demand sections (grades). This investment would extend the range of dual mode battery OCS electric rolling stock. This dual mode rolling stock with a modest number of batteries, frequently recharged enroute, and batteries not taxed by high power demand segments have the potential to deliver the best balance of start-up cost, reliability, range and performance while minimizing lineside issues.
Priority electrification routes
LOSSAN Corridor Moorpark – San Diego (electrification facilitates the new long tunnels required along the coast).
- Metrolink
- Moorpark – Laguna Niguel
- Via Princessa – Burbank
- Los Angeles – San Bernardino (would enable Brightline trains from Las Vegas to serve Los Angeles Union Station directly)
- Capitol Corridor
- Sacramento – San Jose
- ACE/San Joaquins
- Natomas – Stockton
- ACE Stockton
- Newark
Rolling Stock
There is an urgent need to start planning for a replacement of the California Cars. The largest order possible will drive car builder interest and pricing. To generate the largest order possible a standard design for a double-deck car for both intercity and regional, either loco hauled or multiple -unit, is required. For example, the Stadler KISS cars, newly introduced by Caltrain, are available with different interior designs and these different designs are in use as regional trains and intercity trains. The intercity trains offer first-class seating and dining/café car service.
A double- deck car design delivers maximum efficiency and is recommended because of 154 stations in California, only SMART has high level platforms. Systemwide high level boarding is costly and not necessary. A single car design can serve both high-level and low-level platforms. For example, the Stadler KISS cars, used by Caltrain, have doors that serve low-level platforms and doors that serve high-level platforms.
Near-Term
- Caltrans should establish an engineering/project management task force to identify and develop actionable solutions to the factors causing the cost per mile of overhead catenary system construction in California to exceed per mile costs, by a large measure, of OCS construction in peer European countries.
- In addition to testing the Stadler battery/electric catenary trainset in service San Francisco – San Jose – Gilroy, Caltrans should also support a test of discontinuous catenary by installing a key segment on catenary on a route with more demanding requirements (grades) such as Metrolink’s Antelope Valley Line.
- Extend AB2503, the passenger rail exemption for overhead catenary electrification on existing rail rights-of-way from the California Environmental Quality Act, beyond 2030.
Governance and Statewide Planning and Initiatives
Governance
Multiple crises in Southern California demand a strong focus on moving forward with solutions. The combined existential threats of a transformation in the demand for business and work travel, together with multiple infrastructure failures on the busiest passenger rail route, resulting in line closure for prolonged periods, have highlighted the shortcomings found in the current governance structure. The current structure has been found to be lacking in its ability to move forward to meet the challenges outlined above.
In an effort to address this situation, SB1098, the Southern California Rail Revitalization Act, was passed by the Legislature and signed by the Governor. This act reengages Caltrans Division of Rail to be the lead agency tasked, along a specific timeline, to coordinate planning and prioritization of projects designed to move the LOSSAN Corridor forward. The goal is to improve current services and achieve ridership growth and performance consistent with State Rail Plan goals.
The strong expectation of RailPAC and other stakeholders is that Caltrans will bring strong leadership and a regional perspective for the LOSSAN Corridor megaproject vision and to the decision-making process that has been hampered by local parochial concerns in recent years. To meet this expectation, it is critical that several environmentally approved core capacity projects, vital for Metrolink and LOSSAN reliability and ridership growth, begin construction in the Near-Term.
While the Legislature left the current governance structure intact, local county ownership of rail rights-of-way and multiple JPA’s operating the service, SB1098 tasked Caltrans and corridor stakeholders with exploring alternative management and operations models or structures that improve intercity and regional rail services.
RailPAC Recommends the Following:
- That Caltrans’s Division of Rail takes the proactive lead in the direction of planning and development of the LOSSAN Corridor.
- That Caltrans Division of Rail should become the statewide focal point of leadership, expertise and institutional knowledge of rail within California.
- That Caltrans would continue to lead the initiative to establish a statewide all-agency ticketing system for public transportation, its Integrated Ticketing System.
- Likewise, Caltrans in managing the transition from diesel traction to zero emission along the LOSSAN Corridor, should recommend a ZEV technology commensurate with the goal of a high-performance, high-frequency and higher-speed service. It should also recommend a “future proof” technology that can seamlessly interface with the HSR overhead catenary system and operate safely in tunnels.
- Caltrans should pursue a standard rolling stock design compatible with high-level and low-level platforms (similar to Caltrain’s KISS units).
Legislature
- Extend Cap & Trade from 2030 through 2045; retain current transportation allocations and provide a fixed funding allocation to California High-Speed Rail.
- Extend AB2503, the passenger rail exemption for overhead catenary electrification on existing rail rights-of-way from the California Environmental Quality Act, beyond 2030.
- Fully develop the guidelines developed as part of the SB445 legislation to speed up construction permitting and third-party agreements.
- Environmental metrics should be reevaluated. As a result of the public and economic benefits generated and because continuous right-of-way is critical to their operations, railroads have been given eminent domain powers and exempted from local laws. The California Environmental Quality Act should be modified to reflect the environmental and regional public benefits (more efficient land use and energy efficiency) of increased rail transportation. Currently the views of lineside stakeholders are over weighted while the community benefits to regional and statewide stakeholders are underweighted in the environmental analysis.
- Alternatively, the legislature could categorically exempt key rail network projects built within the current right-of-way. The operation of additional energy efficient trains on an existing right-of-way should not be considered a negative impact. Also given the issues RailPAC sees in implementing hydrogen and battery ZEV power, constructing overhead catenary should also not be considered a negative impact.
Other Statewide Initiatives
- Public ownership of the Coast Line between Moorpark to Lick (South of San Jose).
- Continue to work with Brightline and other private operators of rail service (e.g. Dreamstar Lines overnight LA-SF Coast Service) to facilitate the implementation of these services.
