REGIONAL RAIL RIGHT OF WAY ACTION PLAN TECHNICAL MEMORANDUM #1 RIGHT OF WAY INVENTORY This memorandum provides an update to the description of corridor planning contained in the 2007 MTC Regional Rail Plan. This update provides one of the inputs for the development of a right of way Action Plan. Because the Action plan focuses on a strategy for existing rail corridors, the planning update helps provide a sense of priorities and timing for the potential passenger services in those corridors. Project staff traveled throughout the greater Bay Area from Salinas in the south to Santa Rosa to Stockton. Meetings or interviews were held with staff from the following agencies: Altamont Commuter Express (ACE) Bay Area Rapid Transit District (BART) California High Speed Rail Authority (CHSRA) Capitol Corridor Joint Powers Authority (CCJPA) Napa County Transportation & Planning Agency (NCTPA) North Coast Railroad Authority (NCRA) Peninsula Corridor Joint Powers Board (JPB) Santa Clara Valley Transportation Authority (VTA) Santa Cruz County Regional Transportation Commission (SCCRTC) Sonoma-Marin Area Rail Transit (SMART) Transportation Agency for Monterey County (TAMC) Based upon these meetings, updated descriptions of nineteen specific corridors were prepared in draft form for review. Copies of the draft were provided to all participants and follow up meeting held at MTC to finalize the descriptions. The result is provide as Technical Memorandum #1
Included Rights of Way Segment Page Number 1 SMART Corridor 3 a. Cloverdale to Ignacio b. Ignacio to Larkspur 2 Ignacio to Fairfield/Suisun 4 a. Ignacio to Napa River b. Napa River to Fairfield/Suisun 3 Calistoga to Vallejo 5 a. Calistoga to Krug b. Krug to Napa c. Napa to Vallejo 4 Sacramento to Oakland 6 a. Sacramento to Martinez b. Martinez to Oakland 5 Auburn to Sacramento 7 6 Stockton to Oakland 8 a. Stockton to Port Chicago b. Port Chicago to Stege c. Port Chicago to Martinez d. Martinez to Oakland 7 Lathrop to Martinez (Mococo Line) 9 a. Lathrop to Tracy b. Tracy to Antioch c. Antioch to Port Chicago d. Port Chicago to Martinez 8 Sacramento to Merced 10 9 Tracy to Los Banos 11 1
Segment Page Number 10 Niles Junction to Stockton (Altamont Corridor) 12 a. Niles Junction to Stockton b. Niles Junction to Tracy 13 11 Oakland to San Jose 14 a.i) Elmhurst to Newark a.ii) Newark to Santa Clara a.iii) Santa Clara to San Jose Diridon b.i) West Oakland to Jack London Square Station 15 b.ii) Jack London Square Station to Elmhurst b.iii) Elmhurst to Niles Junction b.iv) Niles Junction to Newark (Centerville Line) c.i) Melrose to Union City 16 c.ii) Union City to Niles Junction d.i) Niles Junction to Milpitas d.ii) Milpitas to San Jose e.i) Niles Junction to Paseo Padre Blvd. e.ii) Paseo Padre Blvd. to San Jose 12 San Francisco to San Jose 17 13 Redwood Junction to Newark (Dumbarton Line) 18 14 San Jose to Salinas 19 a. San Jose to Gilroy b. Gilroy to Salinas 15 Iron Horse Trail 20 16 Santa Cruz to Watsonville Junction (Santa Cruz Branch) 21 17 Castroville to Monterey (Monterey Branch) 22 18 Carnadero to Hollister (Hollister Branch) 23 19 Old Sacramento Northern Corridor 24 2
CORRIDOR 1 CLOVERDALE TO LARKSPUR Ownership: SMART & NCRA 1a) Cloverdale to Ignacio (60 miles) Projections of 14 round trips per day by 2014 Projection of 3 round trips per week beginning Fall 2009 and 12 round trips per week in the long term 1b) Ignacio to Corte Madera (12 miles) Projections of 14 round trips per day by 2014 to Larkspur None running or planned for this segment None Corridor is currently publicly owned. SMART and NCRA are coordinating passenger and freight operations. 3
CORRIDOR 2 IGNACIO TO FAIRFIELD/SUISUN 2a) Ignacio to Napa River (23 miles) Ownership: SMART None currently running or contemplated Projections of 3 round trips per week beginning Fall 2009 and 12 round trips per week in the long term None Right of Way is currently publicly owned. No additional right of way or trackage rights are needed. This segment may have potential as a passenger route in the long-term future. 2b) Napa River to Fairfield/Suisun (16 miles), leased to California Northern None currently running or contemplated Projections same as Corridor 2a + 3 trains per day run by California Northern Potential for right of way acquisition for preservation purposes, given the recent closure of Napa Pipe Company, which represented approximately 70% of the freight on this line. Timeframe: 20+ years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: Low 4
CORRIDOR 3 CALISTOGA TO VALLEJO 3a) Calistoga to Krug (7 miles) This segment is abandoned and not included in this study. 3b) Krug to Napa (22 miles) Ownership: Napa Valley Railroad Specialty Wine Train tourist service No change in ownership, trackage rights or service proposed for this right of way. 3c) Napa to Vallejo (13 miles) None currently running or contemplated Approximately 2 trains per day Acquire for ROW preservation. Segment may be suitable for passenger service in the long-term: Timeframe: 20+ years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: Low 5
CORRIDOR 4 SACRAMENTO TO OAKLAND 4a) Sacramento to Martinez (56 miles) 32 Capitol Corridor trains per day; 4 Amtrak long distance trains per day Projected growth up to 36 Capitol Corridor trains per day As many as 50 freight trains per day, primarily from the Port of Oakland, Numi and the Richmond Auto Terminal Continue UPRR ownership and acquire additional passenger trackage rights: Timeframe: 5 years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: High 4b) Martinez to Oakland (30 miles) 32 Capitol Corridor trains per day; 8 San Joaquin route trains per day; 4 Amtrak long distance trains per day Projected growth up to 36 Capitol Corridor trains per day; 12 San Joaquin trains per day As many as 50 freight trains per day, primarily from the Port of Oakland Continue UPRR ownership and acquire additional passenger trackage rights: Timeframe: 5 years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: High 6
CORRIDOR 5 AUBURN TO SACRAMENTO Length: 18 miles 6 Capitol Corridor trains per day between Sacramento and Roseville, and 4 trains per day between Roseville and Auburn. Projected growth up to 20 Capitol Corridor trains per day between Sacramento and Roseville, and 8 trains per day between Roseville and Auburn 12 16 trains per day, which is expected to increase significantly when the tunnels over Donner Pass are heightened to accommodate doublestacked container trains. Acquire additional trackage rights to allow enhanced passenger service. Timeframe: 5 years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: High Priority: Medium 7
CORRIDOR 6 STOCKTON TO OAKLAND 6a) Stockton to Port Chicago (43 miles) Ownership: BNSF 8 Amtrak long distance& San Joaquin trains per day 18 trains per day Continue BNSF ownership for freight & Amtrak passenger service. Risk of Corridor Loss: Low 6b) Port Chicago to Stege (28 miles) Ownership: BNSF 6c) Port Chicago to Martinez (6 miles) 8 Amtrak long distance & San Joaquin trains per day 2 4 trains per day Continue UPRR ownership for freight and Amtrak service only 6d) Martinez to Oakland (30 miles) PLEASE SEE 4b ON PAGE 6 No current or planned passenger service 4 6 trains per day No change 8
CORRIDOR 7 LATHROP TO MARTINEZ 7a) Lathrop to Tracy (10 miles) No current service, but being studied as part of the Altamont High Speed Rail Study 2 3 trains per day 7b) Tracy to Antioch (30 miles) No current passenger service ebart projects up to 40 trains per day along this alignment if utilized for an extension of ebart to Tracy No current freight service Acquire right of way or adjacent alignment for the potential expansion of ebart past Antioch. Timeframe: 5-10 years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: Medium Potential right of way acquisition. This segment is part of the short term project level and long-term program level EIR/S for the Altamont High Speed Rail Study. Timeframe: 10 Years Risk of Corridor Loss: Low Priority: Medium 7c) Antioch to Port Chicago (12 miles) No current or planned passenger service 2 trains per day Continue UPRR ownership for freight service only 7d) Port Chicago to Martinez (6 miles) PLEASE SEE 6c ON PAGE 8 9
CORRIDOR 8 SACRAMENTO TO MERCED This corridor is outside of the study area for this project. 10
CORRIDOR 9 TRACY TO LOS BANOS This corridor is outside of the study area for this project. 11
CORRIDOR 10 NILES JUNCTION TO STOCKTON 10a) Niles Junction to Stockton (63 miles) Owner: UPRR ACE operates 8 trains per day ACE projects future short-term growth to 12 trains per day, and long-term growth to 24 trains per day; BART extension to Livermore could potentially utilize this alignment between Pleasanton and Livermore 4 8 trains per day Proposed Inland Port projects up to 6 trains per day by 2030 A study of the Stockton to San Jose corridor is being conducted by the California High Speed Rail Authority in cooperation with ACE, BART and local agencies. This study is expected to identify a plan for a high level of passenger service in the corridor. The preferred project may involve staged implementation to increase service over a period of time. The extent to which the existing UPRR right of way between Niles Junction and Stockton would be a part of expanded passenger service will be investigated as a part of the CHSRA study. Final recommendations are expected in 2012. 12
10b) Niles Junction to Tracy (42 miles) Owner: Alameda County Department of Public Works No current passenger service Freight Rail Service: No current freight passenger service Niles to Bernal Avenue (Pleasanton) This portion of the right of way is currently utilized by the Niles Canyon Historical Railway. This segment is intact and typically 100 feet wide. The track infrastructure would require significant modernization for passenger rail use. Bernal Avenue to Valley Avenue (Pleasanton) This portion has been sold off to residential interests and built over and is no longer available for transportation use. Valley Avenue to N. Murrietta Boulevard (Livermore) This segment is intact and typically 100 feet wide. It is currently used for UPRR rail car storage and represents a great opportunity for future passenger rail use. The segment also is part of the BART to Livermore Program EIR. Murrietta Boulevard to Contractors Court (Livermore) This portion has been sold off to residential interests and built over and is no longer available for transportation use. Contractors Court to Alameda/San Joaquin County Line For the most part, it is intact and 100 feet wide, although the tracks have mostly been removed. Portions of this segment have been included in the BART to Livermore Program EIR. County Line to Tracy This portion of the right of way is largely being used for freight car storage, with some infrequent freight usage. It could be used for future passenger rail service. Evaluate the opportunity for the viable sections to be utilized for future passenger rail service in coordination with future plans for the Altamont High Speed Rail and BART service to Livermore. Timeframe: 10 Years Risk of Corridor Loss: Medium Priority: Medium 13
CORRIDOR 11 OAKLAND TO SAN JOSE Subdivisions: 11a) Coast Subdivision (34 miles) 11b) Niles Subdivision (31 miles) 11c) Oakland Subidivision (20 miles) 11d) Warm Springs Subdivision (18 miles) 11e) San Jose Branch (19 miles) 11a.i) Elmhurst to Newark 2 Amtrak long distance trains per day 4 6 trains per day 11a.ii) Newark to Santa Clara 14 Capitol Corridor trains per day; 8 ACE trains per day; 2 Amtrak long distance trains per day Projected increase to: 32 Capitol Corridor trains per day; 12 ACE trains per day short-term and 24 long-term 4 6 trains per day Acquire trackage rights Timeframe: 5-10 years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: High Continue UPRR ownership 11a.iii) Santa Clara to San Jose Diridon Ownership: Caltrain 98 Caltrain trains per day; 14 Capitol Corridor trains per day; 8 ACE trains per day; 2 Amtrak trains per day Projected increase to: 132 Caltrain trains per day; 32 Capitol Corridor trains per day; 12 ACE trains per day short-term and 24 long-term, along with High Speed Rail trains 10 trains per day This segment is already publicly owned, however additional capacity improvements will be required to accommodate planned services. 14
CORRIDOR 11 OAKLAND TO SAN JOSE: Niles Subdivision 11b.i) West Oakland to Jack London Square Station 8 San Joaquin trains per day; 14 Capitol Corridor trains per day; 2 Amtrak trains per day Projected increase to 32 Capitol Corridor trains per day and 12 San Joaquin trains per day 14 trains per day Continue UPRR ownership. Upgrade sections per Capitol Corridor plans. 11b.ii) Jack London Square Station to Elmhurst 14 Capitol Corridor trains per day; 2 Amtrak long distance trains per day Projected increase to 32 Capitol Corridor trains per day 14 trains per day Continue UPRR ownership. Upgrade sections per Capitol Corridor plans. 11b.iii) Elmhurst to Niles Junction 14 Capitol Corridor trains per day Projected increase to 32 Capitol Corridor trains per day 4 6 trains per day Acquire additional trackage rights based on the Capitol Corridor plan. 11b.iv) Niles Junction to Newark (Centerville Line) 14 Capitol Corridor trains per day; 8 ACE trains per day Projected increase to: 32 Capitol Corridor trains per day; 12 ACE trains per day short-term and 24 trains per day longterm; 6 Dumbarton trains per day 4 8 trains per day Acquire additional trackage rights based upon ACE, Capitol Corridor and Dumbarton Rail plans. Timeframe: 5-10 years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: High 15
CORRIDOR 11 OAKLAND TO SAN JOSE Oakland Subdivision: (20 miles) 11c.i) Melrose to Union City 11c.ii) Union City to Niles Junction No current passenger service The northern portion of this line is being studied for future BART uses The southern portion of this line (from South Hayward to Niles Junction) is a part of the Dumbarton Rail Project. The remaining segment to the north is subject of a study by Alameda County in which its potential for pedestrian and bicycle uses is being evaluated. Warm Springs Subdivision: (18 miles) 11d.i) Niles Junction to Milpitas 11d.ii) Milpitas to San Jose No current passenger service. 2 8 trains per day Remain in UPRR ownership for local freight use. Minimal local freight service Proposed Inland Port projects up to 6 trains per day by 2030 Acquire Oakland Subdivision for public use. Timeframe: 5 years San Jose Branch: (19 miles) 11e.i) Niles Junction to Paseo Padre Blvd. 11e.ii) Paseo Padre Blvd. to San Jose Ownership: VTA No current passenger service Risk of Corridor Loss: High A portion of this line is for the BART Risk of Passenger Capacity Loss: extension to San Jose High Priority: High Industrial freight switching in the Fremont/Milpitas area. None The segment is already publicly owned 16
CORRIDOR 12 SAN FRANCISCO TO SAN JOSE Length: 47 miles Ownership: Caltrain (PCJPB) Caltrain operates 98 trains per day Projected growth in Caltrain service up to 132 trains per day by 2025, in addition to unknown High Speed Rail. Caltrain and High Speed Rail have entered into a coordination MOU and High Speeed Rail is currently preparing a project level EIR/S for the corridor. Additional proposals include TAMC-sponsored service between San Francisco and Salinas, as well as Coast Daylight service between San Francisco and Los Angeles. 4 trains per day None The corridor is already publicly owned 17
CORRIDOR 13 REDWOOD JUNCTION TO NEWARK Length: 11 miles Ownership: SamTrans No current service The Dumbarton Rail Corridor project projects 6 trains per day by 2025. No current service, but service could be reinstated if the corridor is reconstructed. UPRR retains freight trackage rights. None This right of way is already publicly owned 18
CORRIDOR 14 SAN JOSE TO SALINAS 14b) Gilroy to Salinas (38 miles) Amtrak Coast Starlight service currently runs 2 trains per day. TAMC projects additional service that would extend to Salinas for a total of 4 trains per day by 2020. 4 6 trains per day 14a) San Jose to Gilroy (30 miles) Caltrain operates 6 trains per day; Amtrak Coast Starlight service currently runs 2 trains per day TAMC projects additional service that would extend to Salinas for a total of 4 trains per day by 2020. 4 6 trains per day No change - VTA currently owns enough trackage rights to accommodate service increases proposed by TAMC. High Speed Rail and Coast Daylight service could potentially change this strategy. Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Acquire trackage rights for passenger service between Gilroy and Salinas. Timeline: 0-5 years Risk of Corridor Loss: Low Risk of Passenger Capacity Loss: Low Priority: Medium 19
CORRIDOR 15 IRON HORSE TRAIL This corridor is abandoned and not part of this study 20
CORRIDOR 16 SANTA CRUZ TO WATSONVILLE JUNCTION Length: 21 miles No current or planned passenger service. Up to 4 trains per day, primarily from the cement factory Acquire the right of way to preserve it for potential future passenger and freight use. Timeframe: 0-5 years Risk of Corridor Loss: Medium Risk of Passenger Capacity Loss: Medium Priority: Medium 21
CORRIDOR 17 CASTROVILLE TO MONTEREY Length: 13 miles Ownership: TAMC No current service TAMC is undergoing an alternatives study to determine the best type of fixed guideway transit service for the future. Environmental study should take place in 2009-2010, with service to begin in 2014. None None The right of way is publicly owned and is planned to provide transit service between Monterey and Castroville, potentially connecting with proposed commuter rail service between Gilroy and Salinas. 22
CORRIDOR 18 CARNADERO TO HOLLISTER Length: 13 miles No current or planned service Less than one train per day None A planned community developer (DMB) is currently in the process of entitling and developing El Rancho San Benito, a 5,792 acre property. This alignment runs through the middle of the proposed development, and may be seen as a future commuter connection to Gilroy. As a result, DMB holds an option to acquire the right of way from UPRR. 23
CORRIDOR 19 OLD SACRAMENTO NORTHERN CORRIDOR Ownership: Yolo Short Line (portion) This corridor is not part of this study 24