Capitol Corridor#Vision Plan

The First transcontinental railroad was completed to Oakland from the south in 1869. Following the completion of the California Pacific Railroad in 1879, most long-distance service of the Southern Pacific (SP) reached Oakland from the north. Long-distance service from the south ran to San Francisco via the Peninsula; some trains had Oakland sections. The Western Pacific Railroad (completed to Oakland in 1910) and Santa Fe Railroad (completed to Oakland in 1903 over the former California and Nevada Railroad track) ran primarily long-distance service with limited local stops. Commuter service around Oakland was largely provided by the electric interurban trains of the SP-owned East Bay Electric Lines (1911–1941) and Key System (1901–1958).

By the end of the 1930s, the SP operated five daily local round trips plus a number of long-distance trains between Oakland and Sacramento. The Oakland Lark and an unnamed local train (an Oakland connection for the Coast Daylight) provided local service between Oakland and San Jose on the Coast Line. The inland Niles Subdivision was served by a daily Oakland–Tracy local and a commute-timed Oakland–San Jose local (which ran via Centerville and part of the Coast Line on the northbound trip and Milpitas southbound).{{cite web |url=http://wx4.org/to/foam/sp/maps/zukasETT/1939-08-01SP_Western229.pdf |title=Time Table for the Western Division #229 To Take Effect Tuesday, August 1, 1939 at 12:01 A. M. |publisher=Southern Pacific Railroad |date=August 1, 1939}}

The increasing prevalence of auto ownership and improvements in local roads meant that numerous commuters began to drive their own vehicles rather than take the train. The decline in ridership resulted in SP discontinuing the Oakland–San Jose trip on the Niles Subdivision on September 29, 1940, followed by ending the Oakland–Tracy trip in 1941.{{rp|37,40}} The two Oakland–San Jose trips on the Coast Line were discontinued on May 1, 1960.{{rp|7}} The last local service between Oakland and Sacramento was the Senator, discontinued by the SP on May 31, 1962 (though long-distance service continued).{{cite book |title=Southern Pacific Passenger Trains |first=Brian |last=Solomon |year=2005 |publisher=Voyageur Press |isbn=978-1-61060-507-6 |url=https://books.google.com/books?id=QxYx-iC0FFQC}}{{rp|140}}

File:AMTK 385 Sac Depot Feb 1995xRP - Flickr - drewj1946.jpg

From the 1970s to the beginning of the 1990s, three Amtrak intercity trains operated in the Bay Area: the long-distance California Zephyr (Oakland/Emeryville–Chicago) and Coast Starlight (Los Angeles–Seattle), and the regional San Joaquins (Bakersfield–Oakland).

Of the three lines, only the Coast Starlight ran between San Jose and Sacramento—once a day in each direction, and at inconvenient times (southbound early in the morning, northbound in the evening). In 1977, Amtrak approved an additional Oakland–Sacramento round trip, the Sacramentan; the service was never operated.{{cite news |url=https://www.newspapers.com/clip/64440675/the-sacramento-bee/ |title=Amtrak-Bart Station Opens |first=Richard |last=Rodda |date=October 28, 1977 |newspaper=Sacramento Bee |page=3 |via=Newspapers.com}} {{open access}}

In 1990, California voters passed two ballot propositions providing $105 million (equivalent to ${{inflation|US|105|1990}} million in {{Inflation/year|US}}) to expand service along the route. The new service, named Capitols, debuted on December 12, 1991, with three daily round trips between San Jose and Sacramento. Of these, a single round trip continued to Roseville, an eastern Sacramento suburb.{{cite news |url=https://news.google.com/newspapers?id=WZczAAAAIBAJ&pg=5076,5355820 |title=Train links Sacramento, Bay Area |newspaper=Lodi News-Sentinel |date=December 12, 1991 |via=Google News}}{{cite news |url=https://www.newspapers.com/article/the-sacramento-bee/125747330/ |title=New route serves variety of passenger needs |newspaper=Sacramento Bee |date=December 13, 1991 |pages=A1, [https://www.newspapers.com/article/the-sacramento-bee/125747291/ A26] ([https://www.newspapers.com/article/the-sacramento-bee/125747308/ second column]) |via=Newspapers.com}}

One of the ballot propositions, Proposition 116, provided the name Capitol Corridor—so named because it links the location of California's first state capital, San Jose, with the current capital, Sacramento. State Capitol buildings were operated in each city.{{Vurek-Capitol Corridor}}{{rp|7}} The service was known as the Capitols until April 29, 2001, when Amtrak renamed it the Capitol Corridor.{{cite book |title=Amtrak National Timetable: Spring-Summer 2001 |url=http://www.timetables.org/browse/?group=20010429n&item=0062 |page=62 |date=April 29, 2001 |publisher=Amtrak |via=Museum of Railway Timetables}}{{cite book |title=National Timetable: Winter 2000 – Spring 2001 |url=http://www.timetables.org/browse/?group=20001029n&item=0062 |page=62 |date=October 29, 2000 |publisher=Amtrak |via=Museum of Railway Timetables}}

File:Amtrak Capitol Corridor interior with bay in the background, 2022.jpg

The Capitols originally ran via the Coast Line from Elmhurst to Santa Clara, with no stops between Oakland and San Jose. In 1992, after the completion of track and signal work, the Capitols were rerouted onto the Niles Subdivision further inland between Elmhurst and Newark. The new route allowed the addition of infill stations at {{amtk|Fremont}} in 1993 and {{amtk|Hayward}} in 1997.{{rp|33}} The Oakland 16th Street station, which had been damaged by the 1989 Loma Prieta earthquake, was closed in 1994. It was replaced by new stations at {{amtk|Emeryville}} in 1993 and {{amtk|Oakland-Jack London Square}} in 1995.{{rp|33}} Additional infill stations were added at {{amtk|Santa Clara – Great America}} in 1993, Oakland Coliseum (with a close connection to BART) in 2005, the Caltrain station in {{amtk|Santa Clara-University}} in 2012, and {{amtk|Fairfield–Vacaville}} in 2017.{{cite press release |url=https://www.capitolcorridor.org/whats-new/coming-monday-november-13-new-schedule-opening-fairfield-vacaville-station/ |title=Coming Monday, November 13: New Schedule and Opening of Fairfield–Vacaville Station |publisher=Capitol Corridor Joint Powers Authority |date=November 2, 2017}}

After financial concerns in the mid-1990s, service was gradually increased from the original three daily round trips. A fourth round trip was added in April 1996, a fifth in November 1998, and a sixth in February 1999.{{cite journal |url=http://onlinepubs.trb.org/onlinepubs/IRPS/IRPSno6.pdf |journal=Intercity Rail Passenger Systems Update |issue=6 |date=December 1999 |page=11 |title=Caltrans Increases Service}}{{cite news |url=https://www.newspapers.com/article/the-sacramento-bee/144520427/ |first=Ted |last=Bell |title=Fourth daily train to Oakland starting |newspaper=The Sacramento Bee |date=April 11, 1996 |page=16 |via=Newspapers.com}} One daily round trip was extended east to {{amtk|Colfax}} via {{amtk|Rocklin}} and {{amtk|Auburn}} on January 26, 1998. The trip was cut back to Auburn (with the Rocklin stop retained) on February 27, 2000.{{rp|73}}

Installation of positive train control along the route was completed by November 2018.{{cite news |title=Capitol Corridor ready to start fleet PTC implementation |url=https://www.progressiverailroading.com/ptc/news/Capitol-Corridor-ready-to-start-fleet-PTC-implementation--56043 |access-date=November 8, 2018 |work=Progressive Railroading |date=November 6, 2018}} In response to low ridership as a result of the COVID-19 pandemic, the Capitol Corridor schedule was reduced to five daily trips on March 21, 2020, with discontinued Auburn service and many trips ending in Oakland. Three runs were added back on June 1 and Auburn service restored.{{cite news |last1=Hamann |first1=Emily |title=Capitol Corridor adds back Amtrak service |url=https://www.bizjournals.com/sacramento/news/2020/06/04/capitol-corridor-ramps-train-service-back-up.html |access-date=June 18, 2020 |work=Sacramento Business Journal |date=June 4, 2020}}

Infill stations have been proposed along the route at Hercules, Benicia,{{cite news|url=https://beniciaheraldonline.com/report-outlines-why-benicia-train-station-is-unlikely/|title=Report outlines why Benicia train station is unlikely|date=2015-04-24|access-date=2025-03-24|first=Donna Beth|last=Weilenman|work=Benicia Herald}} and Dixon.{{cite news |last1=Bizjak |first1=Tony |title=Dixon's downtown depot: Will the train ever stop here? |url=https://www.sacbee.com/news/local/transportation/article4203314.html |access-date=17 July 2024 |work=Sacramento Bee |date=November 29, 2014}}

The Capitol Corridor Vision Implementation Plan is a long-range outline of possible improvements to the service; several realignments along existing and new right-of-ways were considered and studied. Near-term suggested improvements include double tracking between San Jose and a realignment to the Coast Subdivision, and a new station at the Ardenwood Park-and-Ride, followed by track improvements between Emeryville and Richmond. Later goals include tunneling under Jack London Square to eliminate the street-running section there, rerouting freight traffic over another right-of-way between Sacramento and Martinez, and eventual electrification of the line.{{cite web|title=CAPITOL CORRIDOR VISION IMPLEMENTATION PLAN|url=http://www.capitolcorridor.org/wp-content/uploads/2016/12/CCVIP-FINAL-REPORT.pdf|website=Capitol Corridor|publisher=Capitol Corridor Joint Powers Authority|access-date=June 21, 2017}}

The 2018 Senate Bill 1 allocated $93 million in funds for the Capitol Corridor, partially for planning the realignment to the Coast Subdivision.{{cite press release|url=https://www.capitolcorridor.org/whats-new/new-funding-new-enhancements-to-the-capitol-corridor/|publisher=Capitol Corridor Joint Powers Authority|date=October 9, 2018|access-date=October 27, 2018|title=New Funding, New Enhancements to the Capitol Corridor}} {{As of|June 2020}}, the Draft Environmental Impact Report for the realignment (branded as South Bay Connect) is expected to be completed at the end of 2020, followed by the Final Environmental Impact Report a year later. Design is to take place in 2022–23, with construction beginning in 2024. The project is to have a single new station at the Ardenwood Park & Ride in Fremont; stations at Hayward (at SR 92) and Newark Junction were considered but rejected.{{cite web |url=https://southbayconnect.com/resources/SBC_ExecutiveSummFactSheet.pdf |title=Capitol Corridor South Bay Connect |date=June 2020 |publisher=Capitol Corridor Joint Powers Authority}}{{cite web |url=https://southbayconnect.com/resources/SBC_DefinitionReportandAppendices.pdf |title=Capitol Corridor South Bay Connect: Project Definition Report |date=November 2019 |publisher=Capitol Corridor Joint Powers Authority |access-date=July 9, 2020 |archive-date=July 9, 2020 |archive-url=https://web.archive.org/web/20200709212710/https://southbayconnect.com/resources/SBC_DefinitionReportandAppendices.pdf |url-status=dead }}

Two daily Capitol Corridor round trips, along with some Caltrain service, were planned to be extended to {{amtk|Salinas}} as part of the Monterey County Rail Extension.{{cite news |last1=Rahaim |first1=Nick |title=Frank's Fish Market will close to pave way for new Salinas train station |url=http://www.montereycountyweekly.com/news/local_news/frank-s-fish-market-will-close-to-pave-way-for/article_a037d32a-d2ce-11e6-afcc-a3a114db3548.html |publisher=Monterey County Weekly |date=January 5, 2017}} Initial service will have intermediate stops at existing Caltrain stations at {{amtk|Tamien}}, {{amtk|Morgan Hill}}, and {{amtk|Gilroy}}; future phases will add new stations at {{amtk|Castroville}} and {{amtk|Pajaro/Watsonville}}.{{cite news|title=TAMC Selects LAN as Part of Construction Management Team for Salinas Rail Extension|url=http://www.masstransitmag.com/press_release/12389038/tamc-selects-lan-as-part-of-construction-management-team-for-salinas-rail-extension|access-date=February 2, 2018|work=Mass Transit|date=January 3, 2018}}

A third track between Sacramento and Roseville is planned to start construction in 2021,{{cite web |title=CAPITOL CORRIDOR INTERCITY PASSENGER RAIL SERVICE ANNUAL BUSINESS PLAN FY2019-20–FY2020-21 |url=https://images.capitolcorridor.org/wp-content/uploads/2019/04/CCJPABizPlanFY1920_04.12.19.pdf |website=Capitol Corridor |publisher=CCJPA |access-date=May 8, 2019}} which would allow an initial increase from one round trip per day to three, with plans for up to ten.{{cite web |url=https://www.capitolcorridor.org/sac-roseville-third-track/ |title=Sac-Roseville Third Track |publisher=Capitol Corridor Joint Powers Authority}} Extension east to Reno, Nevada was deemed unlikely in the Vision Implementation Plan due to heavy freight traffic over Donner Pass and lack of funding, though plans for such an expansion were studied in 2022{{cite news |last1=Sullivan |first1=Molly |title=Capitol Corridor to Reno? Caltrans, Placer transit planners seeking feedback on train expansion |url=https://www.sacbee.com/news/local/transportation/article267915022.html |access-date=October 30, 2022 |work=Sacramento Bee |date=October 27, 2022}} with 83% of respondents indicating they would use the service if more frequent passenger rail were provided between Sacramento and Reno.{{Cite web |title=Rail Study {{!}} PDF {{!}} Public Transport {{!}} Reno |url=https://www.scribd.com/document/629783109/Rail-study |access-date=April 29, 2023 |website=Scribd |language=en}}

Extending service to downtown San Francisco by crossing the bay is being considered as part of a proposed second Transbay Tube. A study of a joint project providing a second crossing for BART began in 2019.{{cite news|url=https://www.sfchronicle.com/bayarea/philmatier/article/BART-Amtrak-assess-building-new-shared-transbay-13592133.php|title=BART, Amtrak assess building new shared transbay crossing - |work=SF Chronicle|first=Phil |last=Matier|date= February 6, 2019|access-date=February 6, 2019}} San Francisco has not had direct intercity rail service since 1971.

File:Amtrak Capitol Corridor.svg

During fiscal year 2017 the Capitol Corridor service carried 1,607,277 passengers, a 2.9% increase over FY2016. Revenue in FY2017 was $33,970,000, a 5.3% increase over FY2016, with a 57% farebox recovery ratio.{{cite web |url=https://www.capitolcorridor.org/wp-content/uploads/2018/02/CCJPA_Report_2017.pdf |title=Performance Report 2017 |publisher=Capitol Corridor Joint Powers Authority}} It is the fourth busiest Amtrak route by ridership, surpassed only by the Northeast Regional, Acela Express, and Pacific Surfliner. In large part due to the route's success, {{as of|2017|lc=y}}, {{amtk|Sacramento}} is the busiest station on the route, the seventh busiest in the Amtrak system and the second busiest in California.{{cite web |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/corporate/statefactsheets/CALIFORNIA17.pdf |title=State of California FY2017 Fact Sheet |publisher=Amtrak |date=November 2017 |access-date=June 6, 2018}}

The Capitol Corridor is used by commuters between the Sacramento area and the Bay Area as an alternative to driving on congested Interstate 80. Monthly passes and discounted trip tickets are available. Many politicians, lobbyists, and aides live in the Bay Area and commute to their jobs in Sacramento, including those connecting to the train via Amtrak Thruway from San Francisco,{{cite news |first=Sam |last=Whiting |url=https://www.sfgate.com/magazine/article/Riding-That-Train-3229890.php |title=Riding That Train |newspaper=San Francisco Chronicle |date=February 3, 2008 }} while workers in the Oakland, San Francisco, and Silicon Valley employment centers take the Capitol Corridor trains from their less expensive homes in Solano County and the Sacramento metropolitan area.{{cite news |url=http://www.sfgate.com/cgi-bin/article.cgi?file=/chronicle/archive/2000/12/26/MN141592.DTL |title=Capitol Corridor Ridership Grows On Stretching Bay Area Commutes |newspaper=San Francisco Chronicle | first=Michael |last=Cabanatuan |date=December 26, 2000}}

Starting on August 28, 2006, the Capitol Corridor had 16 weekday trains each way between Oakland and Sacramento, up from twelve in 2005 and three in 1992. (Seven of the sixteen ran to/from San Jose.) According to its management, ridership on the Capitol Corridor trains tripled between 1998 and 2005.[http://www.capitolcorridor.org/about_ccjpa/press_room/060609_ServiceExpansion.php Capitol Corridor's Largest Service Increase Ever Brings More Direct Trains To Sacramento] {{webarchive |url=https://web.archive.org/web/20061013025022/http://www.capitolcorridor.org/about_ccjpa/press_room/060609_ServiceExpansion.php |date=October 13, 2006 }} On August 13, 2012, the Capitol Corridor dropped from 16 to 15 weekday round trips between Oakland and Sacramento; one round trip was discontinued due to high fuel costs, low ridership, and a new ability to store an extra train overnight in a Sacramento railyard.{{cite web |url=http://www.capitolcorridor.org/news/service-alerts/capitol-corridor-to-adjust-service-between-oakland-and-sacramento/ |title=Capitol Corridor to Adjust Service Between Oakland and Sacramento |publisher=Capitol Corridor Joint Powers Authority |date=August 7, 2012 |quote=Effective Monday, August 13, 2012, for the first time in 20 years of service the Capitol Corridor Joint Powers Authority (CCJPA) will reduce the number of weekday trains it operates. On August 13 the CCJPA will discontinue Trains 518 and 553.}} The Capitol Corridor has run on reduced schedules since the COVID-19 pandemic and currently makes a total of 12 weekday round trips.

As of October 2022, trains run as follows:{{cite web|url=https://www.capitolcorridor.org/schedules/|title=Capitol Corridor schedule|publisher=Amtrak|date=June 17, 2019|access-date=January 19, 2023}}

• Auburn – San Jose: 1 round trip daily
• Sacramento – San Jose: 5 round trips on weekdays, 6 round trips on weekends
• Sacramento – Oakland Jack London Square: 6 round trips on weekdays, 4 round trips on weekends (1 weekend train continues to Oakland Coliseum in the westbound direction only)

All stations are located in the U.S. state of California.

The Capitol Corridor is fully funded by the state through Caltrans Division of Rail and Mass Transportation (DRMT). Caltrans managed the line from its inception in 1991 to 1997, but in 1998 the administration of the route was transferred to Capitol Corridor Joint Powers Authority (CCJPA), formed by transit agencies of which the Capitol Corridor serves in order to have more local control, while still funded by Caltrans. CCJPA in turn contracted with BART for day-to-day management and staff support; also, CCJPA makes decisions on the service level of Capitol Corridor, capital improvements along the route, and passenger amenities aboard the trains.{{cite news|url=http://www.fresnobee.com/news/local/article25646398.html|title=Valley agency takes control of Amtrak San Joaquin trains|first=Tim |last=Sheehan |newspaper=Fresno Bee|date=June 26, 2015|access-date=February 11, 2016}}

The Capitol Corridor Joint Powers Authority is governed by a board of directors which consists of 16 representatives from its member agencies:

• Placer County Transportation Planning Agency (PCTPA)
• Solano Transportation Authority (STA)
• Yolo County Transportation District (YCTD)
• Sacramento Regional Transit District (SacRT)
• San Francisco Bay Area Rapid Transit District (BART)
• Santa Clara Valley Transportation Authority (VTA)

File:Amtrak 727 in Benicia cropped and sharpened.jpg

The Capitol Corridor and San Joaquins share a combined fleet of 13 EMD F59PHI and ten Siemens Charger SC-44 locomotives.{{Cite web |title=Public Review Draft 2024 SJJPA Business Plan Update |url=https://cdn.sjjpa.com/wp-content/uploads/20240305161430/DRAFT-2024-SJJPA-Business-Plan-Update_Public-Review.pdf |access-date=2024-03-08 |website=San Joaquin Joint Powers Authority |pages=18–21}}

The Charger locomotives meet EPA Tier IV emission standards and are capable of operating at 125 mph in revenue service. Many of the F59PHI have been re-engined to meet more stringent EPA Tier II emission standards.{{Cite news |last=Vantuono |first=William C. |date=July 16, 2009 |title=Caltrans touts EMD "green" machines |url=https://www.railwayage.com/news/caltrans-touts-emd-green-machines/ |access-date=March 8, 2024 |work=Railway Age}}

These locomotives are owned by Caltrans and carry its CDTX reporting marks. Amtrak-owned locomotives are also occasionally used on the Capitol Corridor, including the P42DC.

The Capitol Corridor service is equipped with Amtrak California's fleet of California Car bi-level, high-capacity passenger cars owned by the California Department of Transportation (Caltrans). Each trainset typically consists of one or two coach cars, a coach/baggage car, a café (food service) car, and a cab/coach car. The cab/coach car is similar to other coaches but with an engineer's operating cab and headlights on one end, allowing the train to be operated in push-pull mode, which eliminates the need to turn the train at each end-point.

Caltrans also owns several Surfliner bi-level cars that are used on some Capitol Corridor trainsets. The newer cars look very similar to the California Car fleet but feature reclining seats, open overhead luggage racks, and a restroom on the upper level of each car.

The bi-level cars have doors that can operated remotely on either side of the train from a single point of control. This feature allows the operator to maximize passenger flow in boarding and alighting operations, and thereby minimizing station dwell time.

Daily inspections, cleaning, and maintenance of equipment are conducted in Sacramento and at the Oakland Maintenance Facility. Heavy maintenance is performed by Transit Services America in Stockton. Previously, all maintenance took place in Oakland, but both the Capitol Corridor and San Joaquins voted to shift to a new contractor in 2023, citing the contractor's ability to adhere to high maintenance quality and cleanliness and be more agile with overhaul projects.{{Cite web |date=January 2024 |title=Public Review Draft 2024 CCJPA Business Plan Update |url=https://www.capitolcorridor.org/wp-content/uploads/2024/01/CCJPA-DRAFT-FY25-FY26-Annual-Business-Plan-Jan-2024.pdf |website=Capitol Corridor Joint Powers Authority |page=18}}

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Category:Passenger rail transportation in California

Category:Railway services introduced in 1991