20 TRANSPORTATION RESEARCH RECORD 1308 Evaluation of th CalTrain Fdr Shuttl Program Srving Suburban Workplacs RocER HoosoN A 2-yar-old projct to provid small-vhicl fdr srvics btwn San Francisco Pninsula commutr train stations and suburban mploymnt cntrs is dscribd. Th typical passngr is wll ducatd, a nw train ridr, and could hav drivn a car to a fr parking spac at work. Th arly planning procss lading to dvlopmnt of contract spcifications and bidding is outlind. Oprational xprinc, ridrship growth (including th ffcts of th Octobr 1989 arthquak), markting activitis, th rsults of a passngr survy, and funding ar dscribd. Othr shuttl srvics on th San Francisco Pninsula and som xampls from othr U.S. citis ar assssd. Th California Dpartmnt of Transportation (Caltrans) manags th CalTrain commutr rail srvic, which runs 47 mi along th San Francisco Pninsula btwn San Francisco and San Jos. In Sptmbr 1988, Caltrans initiatd a smallvhicl fdr srvic btwn suburban train stations and largly nw mploymnt cntrs 1 to 4 mi away. Th numbr of routs opratd grw from thr initially to svn in lat 1990; almost 500 boarding ridrs pr wkday ar carrid. Srvic is comptitivly contractd and is providd by rlativly nw, high-roof van convrsions with 21 to 25 paddd, forward-facing sats. Vhicl xtriors display th CalTrain logo. On vhicl is opratd on ach rout during pak hours only, toward mploymnt cntrs in th morning and toward train stations in th vning. Four tu six morning trips and four to six aftrnoon trips ar opratd pr rout, all timd to mt trains. A total of 66 wkday trips ar providd. No far is chargd bcaus of th shortnss of th trip and th xpctd high administrativ cost of far collction, which could absorb much of th rvnu gnratd. Also, most shuttl passngrs ar nw to CalTrain, and thir train fars improv CalTrain's rvnu/cost ratio, bcaus thr ar virtually no marginal train costs involvd in srving this numbr of nw passngrs. Th srvic currntly costs an avrag of $54,000 pr rout annually. Funding coms from privat mployrs and dvloprs (28 prcnt), local transit districts (25 prcnt), Caltrans (25 prcnt), and citis srvd (22 prcnt). Th typical passngr is wll ducatd and could hav drivn a car to work instad of riding transit. Most passngrs did not us CalTrain bfor th shuttls wr introducd. This papr discusss all lmnts of th Caltrans program and provids a brif prspctiv on othr suburban shuttls conncting with CalTrain, as wll as a fw similar programs Rail Branch, California Dpartmnt of Transportation, P.O. Box 7310, San Francisco, Calif. 94120. lswhr in th nation. It concluds with a short assssmnt of th Caltrans program and a suggstion for th futur. SERVICE ORIGINS In its 1987 sssion, th California lgislatur passd Assmbly Bill 1675, which gav Caltrans $250,000 for a Ca!Train fdr dmonstration program. Th lgislatur wantd to promot comptitiv contracting in th provision of transit srvic, and Caltrans staff blivd that CalTrain suburban workplac fdrs would improv th train's accssibility, lik th longstablishd shuttl connction to San Francisco's financial district. In arly 1988, Caltrans staff mt with plannrs for San Francisco Pninsula transit districts, and a numbr of candidat shuttl routs wr chosn. Slction critria includd numbr of mploys srvd, thir hom locations, and distanc of th mploymnt ara from a train station (vhicls must mak a round trip in 25 min at most to mt trains vry half hour). Only aras without xisting transit links to stations wr considrd. Transit districts wr rcptiv bcaus, dspit public prssur to add lins to ths aras, thy could not afford to do so. Nxt, th local assmblyman sponsord a mting for businsss and citis in th affctd aras. A brif slid show dscribing Ca!Train and th shuttl concpt was prsntd by Caltrans staff; ky bnfits to companis wr outlind (Figur 1). Caltrans mad svral othr prsntations to mployr groups. On th basis of financial commitmnts from businsss and citis to contribut on-third of th stimatd cost of ach shuttl rout, Caltrans slctd four routs for start-up latr in 1988, two in San Mato County and two in Santa Clara County. THE CONTRACTING PROCESS In writing th initial contract spcifications, Caltrans staff consultd rqusts for proposal (RFPs) from svral othr agncis, including th Bay Ara Rapid Transit District's RFP for its BART Exprss bus srvic and a Los Angls RFP for rsidntial shuttls. Bcaus Caltrans was to issu a simpl invitation for bids, rathr than a full RFP, it was ncssary to b xplicit about drivr conduct, vhicl maintnanc, rporting rquirmnts, bonding, insuranc, indmnification, and othr mattrs.
Hoos on 21 BENEFITS THE SHUTTLES OFFER - Rducd Nd for Employ Parking Spacs - Pr - mpt Stat and Local Clan Air and Trallic Rduction Masurs - Incrasd Employ Timlinss and Productivity - Good Community Rlations FIGURE 1 Employr markting graphic. In th first contract, vhicls wr rquird to hav 19 to 25 passngr sats, intrior hadroom of at last 75 in., a gross vhicl wight rating lss than 18,000 lb, an ag of lss than 3 yars with odomtr milag lss than 75,000, and a radio link to a cntral dispatchr. With mor than 20 passngrs riding som trips, th currnt contract ffctiv July 1990 rquirs 21 to 30 sats and odomtr milag lss than 60,000. Th spcifications ar intndd to scur comfortabl, rliabl, and intimat vhicls that can travrs company parking lots and mak tight turns. Vhicls must b abl to display th CalTrain logo on ach sid, and th succssful biddr must provid significant additional vhicls and srvic hours if Caltrans wishs to xpand srvic. Th contract rquirs that vhicls b kpt clan and thir componnts in good working ordr. If th opration is shut down by th California Public Utilitis Commission for safty rasons, Caltrans can assss a pnalty of $500 pr vhicl pr day. Drivrs must carry an accurat timpic, b courtous, driv safly, and kp a log of passngr boardings by trip and dlayd or missing srvics. A prformanc bond or lttr of crdit in an amount sufficint to pay a substitut oprator for 2 months is initially rquird of nw contractors (rducd to 1 month aftr a satisfactory trial priod), as is a crtificat of insuranc providing at last $5 million covrag pr occurrnc. Th succssful biddr must also indmnify Caltrans and th county-lvl transit districts that financ th train srvic. An incntiv for on-tim opration was includd in th original contract. It providd that if 95 prcnt of trips arriv at thir last drop-off point within 2 to 3 min of schdul tim in a givn month, th contractor was ligibl to arn 3 prcnt xtra. Howvr, th succssful biddr apparntly blivd that th rcord kping ncssary to arn this bonus would b too tim-consuming and thrfor did not apply for it. Bcaus Caltrans subsquntly blivd that this provision could skw a contractor's rcord kping, th agncy did not includ it in th spcifications for th scond contract. Srvic providrs prfr contracts of at last 3 yars to rduc vhicl las-purchas costs. Howvr, bcaus of th Caltrans projct's initial dmonstration status, an unfavorabl 1-yar trm was applid to th first contract (an option to xtnd for 10 months was subsquntly xrcisd). Th currnt contract runs for 2 yars with an option to xtnd, th longst possibl priod givn that whthr Caltrans will continu to manag CalTrain is uncrtain. Bcaus 20 mi sparats th northrnmost and southrnmost routs, Cal trans allows biddrs th option of contsting only half th srvic. Caltrans slcts th rsponsiv bid or combination of bids that rsults in th lowst total cost. For both contracts, a list of about 20 potntial biddrs was assmbld by rfrring to both a dirctory issud by th rgional planning commission and th Yllow Pags (th succssful biddr is listd only in th Yllow Pags). Th first contst in mid-1988 attractd only two bids, apparntly bcaus of th contract's short duration. Th longr scond contract yildd fiv bids. Both contsts wr won by th sam immigrant-ownd firm, mploying mostly immigrant drivrs. Th rat was $42/vh-hr for th first contract and $50/ vh-hr for th scond. Th $50 bid is basd on an avrag of only 4 hr 17 min of srvic pr rout pr wkday and rsults in an annual cost pr rout of $54,000. INITIAL OPERA TIO NS Th first thr routs startd in Sptmbr 1988, and th fourth startd in Novmbr aftr corporat contributions wr scurd. About 1 wk bfor srvic bgan, Caltrans, city, and contractor staff rod th shuttl vhicl on th proposd rout during rush hour. Bfor srvic startd, a suprvisor showd drivrs th rout onc mor. At first, som drivrs had difficulty running prcisly to schdul and convrsing with passngrs in English. Rasonabl English fluncy was not rquird in th first contract (it was addd to th scond). Passngrs who startd riding som tim aftr a rout startd had an advantag bcaus thy could larn dtails from vtran ridrs. Manwhil, som (but not all) drivrs improvd thir languag skills. RECENT CONTRACTOR PERFORMANCE Sinc th start-up priod, th contractor has providd rliabl srvic. Trains ar rarly missd, and brakdowns ar infrqunt. Th 2V4-yar-old opration has bn ssntially accidnt fr. Vhicls hav passd all California Highway Patrol inspctions. Vhicls ar kpt clan. Aftr th firm won anothr major contract rcntly, it supplid Caltrans with nw vhicls that xcd spcifications. Rmaining minor issus includ th accuracy of som ridrship rports, occasional accounts of drivrs running slightly arly or lat, and som nw ridrs' complaints about drivrs' English fluncy (though informal passngr polling suggsts that this is not an issu for most). Th contractor has rqustd a 4 prcnt rat incras to cop with highr ful costs sinc August 1990, and th firm's insuranc company is attmpting to rais its classification. Caltrans rcntly dcidd to plac postpaid customr commnt cards in vhicls. So far, 90 prcnt of commnts hav bn complimntary. RIDERSHIP In arly 1989 a ridrship platau of about 200 daily boardings was rachd, and growth was unimprssiv (Figurs 2 and 3). Vhicl trips that avragd fwr than two passngrs wr discontinud. Howvr, concrtd corporat outrach fforts,
22 TRANSPORTATION RESEARCH RECORD 1308 500 450 R 400 i d 350 w r 300 s h k 250 I d p a 200 p y 150 100 50 0.1990 Growth - Nw Routs Jan.-Mar. Apr.-Jun D 1990 Growth - Ortglnal Routs July-Spt. 1989 Ridrship Oct.-Nov. FIGURE 2 CalTrain Shuttl ridrship. R i d w r s h k i d p a p y 160 140 120 100 80 r 40-60... 20 Mountain Viw North Baysho~ _ :""t /'"--_,:.a Mnlo Park,,;I',;I' (3 routs combind),,,...:~- --<>- - - - - - --o- - - - - -o- - - - - - :.:-: : ::-_ -0 - - - - -... -.. - D-... -... - o- - -... ~ - Cuprtino Valko JJ 0 Jan.- Apr.- July- Oct.- Jan.- Apr.- July- Oct.- Mar. 89 Jun 89 Spt. 89 Nov. 89 Mar. 90 Jun 90 Spt. 90 Nov. 90 FIGURE 3 CalTrain Shuttl ridrship by rout. including postr and schdul distribution, gav th Mountain Viw rout a major boost; ridrship has not stoppd growing sinc. A larg lctronics company mntiond th opration in its mploy nwslttr, and a land dvlopr publishd a front-pag color photograph of th vhicl in its glossy quartrly, but ridrship did not incras much on ths routs. Som companis, prhaps contnt to support "socially rsponsibl" transportation rgardlss of us, may not hav mad th ffort ncssary for major ridr gains in th fac of abundant fr parking and disprsd mploy trip pattrns. An unxpctd natural calamity provd to b th boost th shuttls ndd. Th Octobr 1989 arthquak closd frways and bridgs and ld to rnwd corporat publicity for th srvic. Mountain Viw and San Carlos ridrship incrasd rapidly, dspit a contraction of Mountain Viw srvic to only on vhicl instad of two, with 41 prcnt fwr runs mad. An qually significant ffct of th arthquak was th rapid introduction of two nw routs in Mnlo Park (to on of which th othr Mountain Viw vhicl was assignd), followd by a third rout thr in March 1990. Th arthquak causd a prviously rticnt major mployr to commit funds and to prssur th city and othr mployrs to do likwis. Ridrship on ths srvics is includd in Figurs 2 and 3 starting in th first quartr of 1990. Largly bcaus of postarthquak ridrship growth and nw routs, patronag in th ntir fourth quartr of 1989 (including Dcmbr) incrasd 44 prcnt ovr th third quartr. By th scond quartr of 1990, daily ridrship of 445 was mor than doubl that of a yar arlir; it was up 50 prcnt on th original routs. Octobr-Novmbr 1990 ridrship of 494 continud to b mor than doubl th 238 of a yar arlir, and th Mountain Viw rout xprincd a capacity problm.
Hooson 23 Mor than half th daily ridrship is in th morning; som commutrs appar to gt rids or walk in th aftrnoon. Ridrship pr vhicl trip now avrags 7.5; for th four original routs it is 8.3. Th most havily usd trips mad by th Mountain Viw and San Carlos shuttls carry mor than 20 passngrs. Dspit gnral ridrship succss, on rout has not don wll. Th location of Cuprtino's Valko Rsarch Park nar th prsnt south nd of th Ca!Train corridor mans that th train is a ralistic option only for commutrs who liv to th north, and fw nw mploys can afford to do so. Thos who do liv thr find that th uncongstd 1-280 frway is a tmpting altrnativ. A plannd southrn CalTrain xtnsion to nw housing in south San Jos, Morgan Hill, and Gilroy should hlp to addrss th problm. MARKETING Caltrans is rsponsibl for most shuttl publicity, but citis and a major dvlopr hav assistd with corporat outrach. Bcaus th shuttls srv a limitd st of mployrs, markting fforts hav bn concntratd thr. Contacts with som mployr rprsntativs had bn mad whn th initial routs wr chosn, but additional nams wr obtaind bfor srvic bgan. Th markting agncy usd by Caltrans dvlopd 11-in. x 17-in. postrs for company bulltin boards (siz rducd for Figur 4), distributd cards that could b rturnd for a fr CalTrain round-trip tickt, and supplid schdul holdrs for Caltrans-dsignd shuttl timtabls and rout maps. Both th postr and th schduls show th shuttl vhicl. Th popl who rally.gt ahad in tliis businss dodthav any driv! Cal1rain. It bats driving. Anothr ky markting tool is th CalTrain logo on vhicls. Wathrproof boards, about 5 ft long, ar installd in contractor-supplid mtal frams on vhicl sids blow th windows. Th display is rlativly subtl but clarly marks th vhicls as part of th CalTrain srvic. PASSENGER SURVEY RESULTS Caltrans conductd its scond survy of shuttl ridrs in May 1990. For th four "matur" routs oprating mor than 1 yar, ky rsults includ th following: Though th srvic is not rstrictd to CalTrain passngrs, 96 prcnt of rspondnts connct with th train. Eighty-nin prcnt rid th shuttl both morning and aftrnoon. Of th 11 prcnt who do not, 79 prcnt still tak CalTrain in th othr dirction, but thy us othr mans to gt to th station, chifly walking or gtting a rid. Sixty-svn prcnt us th srvic 5 days pr wk. This is an incras ovr th yar-ago lvl of 59 prcnt and is about th sam prcntag as CalTrain ridrs in gnral. Sixty-fiv prcnt buy a monthly train pass, up from 60 prcnt in th prvious survy. Anothr 16 prcnt buy tickts good for mor than a singl round trip. Sixty-on prcnt of thos who workd at thir prsnt location bfor th shuttls startd nvr, or hardly vr, usd CalTrain thn. Anothr 8 prcnt usd th train fwr than 3 days pr wk. This is mainly bcaus convnint connctions btwn stations and workplacs did not xist. Sixty-svn prcnt had a car availabl to thm on th day of th survy but chos to tak th train and shuttl instad. This prcntag is similar to train ridrs in gnral. Sixty-thr prcnt ar mal, a prcntag similar to train ridrs with work dstinations outsid th San Francisco cntral businss district. Th mdian ag is approximatly 34. Sixty-fiv prcnt hav at last a 4-yar collg dgr; 24 prcnt hav a graduat dgr. FUNDING Figur 5 indicats that th initial stat shar of 67 prcnt of funding dclind to 25 prcnt in fiscal yar 1990-1991. Th combind city and privat shar incrasd to 50 prcnt, and th transit districts mad up th rmaining 25 prcnt, sharing costs with th stat on th sam basis as thy do th CalTrain srvic. Th stat shar has dclind both bcaus th original dmonstration grant funds ar xhaustd and bcaus currnt stat policy is that mass transit srvics should b fundd locally. Caltrans dos not collct funds dirctly from th privat sctor. Instad, th agncy signs cooprativ agrmnts with citis in which th citis pldg to provid a spcifid sum, which currntly amounts to 50 prcnt of th shuttls' contract cost. Citis thn rcoup as much from privat intrsts as thy can. Th prcntag of th combind city/privat shar paid by th privat sctor has varid by city in th first 2 yars of th program, ranging from 18 to 67 prcnt and avraging 48
24 TRANSPORTATION RESEARCH RECORD 1308 100 90 BO p 70 60 n t 30 1988-89 1989-90 1990-91 I ~ Privat BCltls D Transit Dist. Stat FIGURE 5 CalTrain Shuttl funding. prcnt. In fiscal yar 1990-1991, two of four citis will obtain mor from mployrs and dvloprs, which will rsult in an avrag privat shar of 56 prcnt, or 28 prcnt of all shuttl funding. Companis voluntr to contribut, somtims on th basis of amounts suggstd by citis or dvloprs. No city ordinanc rquiring corporat participation has yt bn passd. Typical annual contributions for companis with lss than 1,000 shuttl-srvd mploys ar $1,000 to $2,500. On th Cuprtino rout, two larg computr businsss, ach with 2,500 to 5,000 srvd mploys, now contribut $8,855 pr firm, or on-third ach of th combind city/privat shar (thy had prviously split thir cost rsponsibility according to th numbr of mploys at ach company). Cuprtino, whos city managr took a lad rol in gtting th companis to giv so much, pays th rmaining on-third. FARE REVENUE Shuttl ridrs pay no far, so no rvnu is gnratd dirctly. Howvr, nw train rvnu is producd, and th passngr survy summarizd arlir allows it to b masurd. Rvnu from thos who usd th train bfor th shuttl startd is subtractd, xcpt for any additional travl. Rvnu from ridrs whos companis movd to th ara aftr shuttl srvic startd is partially countd. On th basis of ths formulas, in May 1990 nw train rvnu amountd to 26 prcnt of th cost of shuttl opration for th four original routs, up from 16 prcnt a yar arlir, and 20 prcnt of th cost of all routs, including th nw Mnlo Park srvics. Marginal train costs wr almost nothing. OTHER SUBURBAN WORKPLACE SHUTTLES SERVING CALTRAIN Th Caltrans-managd shuttl srvics discussd in this papr ar only on typ of transit link btwn train stations and workplacs in San Mato and Santa Clara countis. (Bcaus San Francisco and downtown San Jos ar traditional cntral citis, conncting srvics thr ar byond th rport's scop.) Th Santa Clara County Transit District oprats full-siz buss on four ddicatd train connction routs srving th hart of Silicon Vally mploymnt, th Goldn Triangl. Each rout mts about six morning and svn vning trains in th primary commut dirction and carris btwn 25 and 42 transfrring passngrs ach morning. Anothr fiv Santa Clara County Transit routs carry btwn 26 and 101 morning transfrs ach, but thy ar not train-ddicatd srvics. Passngrs with monthly or wkly train tickts rid County Transit fr whn travling away from trains. Altrnativly, for $18/month, passngrs may purchas a "Pninsula Pass" stickr affixd to th monthly CalTrain tickt, which prmits unlimitd travl on all County Transit lins and thos of nighboring countis. Th nxt most important link btwn CalTrain and suburban workplacs is th Margurit, a small-vhicl srvic contractd by and srving Stanford Univrsity. Each morning, about 135 passngrs transfr from th train to th Margurit. Vhicls ar high-roof van convrsions with about 15 primtr sats and considrabl standing room. At last four mployrs and thr land dvloprs oprat thir own shuttls to Ca!Train stations in San Mato and Santa Clara countis. High-roof van convrsions ar most commonly usd, although two companis oprat low-roof vans. Som firms contract for srvic, whras othrs own or las vhicls and provid thir own drivrs. A businss park that lass prfrs this to outright ownrship braus maintnanc is covrd. But anothr company, which bought a vhicl, is satisfid that major maintnanc is covrd undr an xtndd warranty. Drivr wag costs ar a minor or nonxistnt issu if drivrs can prform othr work th rst of th day, as is th cas at on company that uss mploys who wr alrady on th payroll. Most privat shuttls mak svral trips to and from th station ach pak priod. Of fiv oprations studid, th avrag numbr of daily morning transfrs is 20. Som companis charg usrs a nominal amount, whras othrs provid fr srvic. On firm that formrly assssd its mploys $10 pr month droppd th f: it was not covring th cost
Hooson of shuttl opration, and th shuttl was not that xpnsiv anyway. Companis offr svral rasons for initiating and fully funding thir own shuttls. Th two most common may b to rtain mploys aftr a corporat mov by offring an altrnativ to driving long distancs and, among dvloprs, to mak rmot offic lasing asir. A third rason is likly to bcom mor important: shuttls ar a way to satisfy govrnmnt rquirmnts to rduc solo driving and clan th air. SUBURBAN WORKPLACE SHUTTLES SERVING OTHER COMMUTER RAILROADS Thr ar othr U.S. locations whr public agncis ar at ~ast somwhat involvd in funding or managing shuttl srvics btwn suburban commutr rail stations and narby ~ploymnt cl~strs. Th following ar a fw xampls. Wholly pnvat oprations ar not discussd. Nar Princton, Nw Jrsy, a transportation managmnt association (TMA) contracts with a local limousin company to provid two small vhicls with drivrs for pak srvic btwn a Nw Jrsy Transit station and th Princton Forrstal offic complx locatd about 5 mi away. Startd with an l} rban '."lass Transportation Administration ntrprnunal srvics grant, th srvic is now supportd ntirly by th dvlopr of th complx and thr mployrs thr. TMA funding coms partly from th sam four firms and partly from th Nw Jrsy Dpartmnt of Transportation. Six morning trips and fiv vning trips ar opratd, conncting with both Nw York and Philadlphia trains. Th shuttl is fr to mploys of sponsoring firms. In suburban Philadlphia, th Southastrn Pnnsylvania Transportation Authority (SEPTA) oprats its own full-siz b.uss ~twn commutr rail stations and major mployrs (mcludmg a shopping mall) on fiv routs as of mid-1990. Many routs oprat all day. Ths srvics ar fully fundd ~y businsss that rqustd that SEPT A oprat thm. Many firms wr having difficulty rcruiting innr-city mploys. Buss ar timd to mt SEPT A's commutr trains and bus ti~tabl.s showing connctions ar radily availabl at ky tram stations. Passngrs rid fr by showing a rail pass. In suburban Chicago, th Pac public bus district contracts with privat oprators to run hom-orintd shuttls to and from slctd Mtra commutr rail stations. Som vhicls carry passngrs btwn stations and workplacs on rturn trips, but not many commutrs took advantag of th work link as of mid-1990. A major work-nd shuttl ntwork is ssntial to dvlopmnt of th Los Angls-Orang County commutr rail corridor, according to Orang County Transportation Commission mmbrs quotd in th Sptmbr 25, 1990, Los Angls Tims. Lik th San Francisco-San Jos corridor this on has substantial mploymnt clustrs along at last 4o mi of its 58-mi lngth, but businsss ar usually byond asy walking distanc. SUMMARY AND OUTLOOK Th 1989 Ca/Train Passngr Survy indicatd that 12 prcnt of tram passngrs going to work in San Mato and Santa Clara countis compltd thir trips on small vhicl shuttls, whr~as. an?thr 17 prcnt rod full-siz buss opratd by tra~s1t d1stncts on rgular routs (som ddicatd to mting trams, som not). In th yar sinc, th proportion of smallvhicl usrs has probably grown. Th CalTrain shuttl program has dmonstratd that rliabl, swift, and ddicatd connctors btwn train stations and workplacs can attract passngrs who hav th option of driving. Ridrship growth has bn strong sinc th Octobr 1989 arthquak, dspit th major handicaps of fr workplac parking and disprsd mploy trip pattrns. Employrs and dvloprs now contribut a gratr prcntag of th cost than initially. Public sourcs includ th stat, th thr San Francisco Pninsula transit districts and individual citis srvd. An incrasd privat rol ap~ars appropriat, but th involvmnt of svral public agncis and th xtra staff ndd for an xpandd program ar likly to mak srvic additions mor difficult. Thrfor, altrnativs such as partial public subsidy of company-managd shuttls ar undr study. As discussd arlir, svral mployrs alrady run thir own train shuttls, and workrs at othr firms ar prssuring thir companis to do so, particularly bcaus affordabl housing is so far away. In California's principal urban aras, th futur looks bright for rail-basd workplac shuttl srvics. Votrs hav fundd an ambitious program of rail improvmnts, but it may b som tim bfor major offic dvlopmnts ar locatd within walking distanc of a larg numbr of train stations. Until th.n, small vhicls abl to ngotiat company parking Jots will b ndd to mak th train systm accssibl. ACKNOWLEDGMENTS Th author is gratful to th California Dpartmnt of Transportation; th California lgislatur; th citis of Cuprtino, Mnlo Park, Mountain Viw, Rdwood City, and San Carlos; Rdwood Shors Proprtis; and many San Francisco Pninsula mployrs for providing CalTrain Shuttl financial support. Sinc July 1, 1990, San Francisco, San Francisco County, th San Mato County Transit District, and th Santa Clara County Transit District hav also supportd th srvic. Th following prsons wr kind nough to provid information on thir shuttl srvics in th San Francisco Pninsula: Gorg Dnis, Oystr Point Businss Park; Linda Edwards, Gatway Offic Park; Gorgina Lhn, GTE Corporation; Martha Mirs, Hwltt-Packard; and Dick Schaublin Hitachi Amrica. Dick Brazda, Pac Suburban Bus, Chicag~; Harry Garforth, SEPTA Commutr Rail, Philadlphia; and Nancy Podswa, Princton Forrstal TMA, Princton, Nw Jrsy, providd information on thir shuttl srvics. Thy ar not rsponsibl for factual rrors. Publication of this papr sponsord by Commi// on Commutr Rail Transportation. 25