Capitol Corridor: Difference between revisions
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{{Infobox rail service | {{Infobox rail service | ||
| box_width | | box_width = 300px<!-- Set to limit text wrapping --> | ||
| name | | name = ''Capitol Corridor'' | ||
| color | | color = {{rcr|Amtrak|Capitol Corridor}} | ||
| logo | | logo = Logo Capitol Corridor 03.svg | ||
| logo_width | | logo_width = 200px | ||
| image | | image = Capitol Corridor train crossing Alameda Creek, April 2024.JPG | ||
| image_width = 300px | | image_width = 300px | ||
| caption | | caption = A ''Capitol Corridor'' train in [[Fremont, California]], in 2024 | ||
| type | | type = [[Inter-city rail]], [[commuter rail]] | ||
| locale | | locale = [[Northern California]] | ||
| first | | first = {{Start date|1991|12|12}} | ||
| operator | | operator = Capitol Corridor Joint Powers Authority, in partnership with [[Amtrak]], [[Bay Area Rapid Transit District|BART]], [[Caltrans]] and Transit Services America | ||
| ridership2 | | ridership2 = {{Amtrak route ridership|Capitol Corridor}} | ||
| website | | website = {{URL|capitolcorridor.org}} | ||
| start | | start = {{amtk|Auburn}} | ||
| stops | | stops = 17 | ||
| end | | end = {{amtk|San Jose}} | ||
| distance | | distance = {{convert|168|mi}} | ||
| journeytime = 3{{Fraction|1|4}} hours | | journeytime = 3{{Fraction|1|4}} hours | ||
| frequency | | frequency = 14 round trips (weekdays)<br />11 round trips (weekends) | ||
| trainnumber = | | trainnumber = 520–551, 720–751 | ||
| class | | class = Coach Class | ||
| access | | access = Train lower level, all stations | ||
| seating | | seating = | ||
| catering | | catering = [[California Car (railcar)#Café cars|Café]] | ||
| baggage | | baggage = Overhead bins, luggage racks | ||
| stock | | stock = {{Unbulleted list | ||
| [[California Car (railcar)|California Car]] | | [[California Car (railcar)|California Car]] | ||
| [[EMD F59PHI]] | | [[EMD F59PHI]] | ||
| [[Siemens Charger]] | | [[Siemens Charger]] | ||
}} | }} | ||
| gauge | | gauge = {{Track gauge|ussg|allk=on}} | ||
| speed | | speed = | ||
| owners | | owners = [[Union Pacific Railroad|UP]], [[Caltrain|JPBX]] | ||
| map | | map = {{switcher | ||
| {{maplink-road|from=Capitol Corridor.map}} Capitol Corridor highlighted in black <hr /> | | {{maplink-road|from=Capitol Corridor.map}} Capitol Corridor highlighted in black <hr /> | ||
| Show interactive map | | Show interactive map | ||
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}} | }} | ||
The '''''Capitol Corridor''''' is a {{convert|168|mile|adj=on}} [[passenger train]] route in [[Northern California]] operated by [[Amtrak]] between [[San Jose, California|San Jose]], in the [[Bay Area]], and [[Auburn, California|Auburn]], in the [[Sacramento Valley]]. The route is named after the two points most trains operate between, San Jose (which was the first state capital of [[California]]) and [[Sacramento, California|Sacramento]] (the current capital, with the [[California State Capitol|State Capitol building]]). The route runs roughly parallel to [[Interstate 880 (California)|I-880]] and [[Interstate 80 in California|I-80]] | The '''''Capitol Corridor''''' is a {{convert|168|mile|adj=on}} [[passenger train]] route in [[Northern California]] operated by [[Amtrak]] between [[San Jose, California|San Jose]], in the [[Bay Area]], and [[Auburn, California|Auburn]], in the [[Sacramento Valley]]. The route is named after the two points most trains operate between, San Jose (which was the first state capital of [[California]]) and [[Sacramento, California|Sacramento]] (the current capital, with the [[California State Capitol|State Capitol building]]). The route runs roughly parallel to [[Interstate 880 (California)|I-880]] and [[Interstate 80 in California|I-80]]. A single daily round trip runs between San Jose and Auburn, in the foothills of the [[Sierra Nevada (U.S.)|Sierra Nevada]]. ''Capitol Corridor'' trains started in 1991. | ||
Like all [[Amtrak California|regional trains in California]], the ''Capitol Corridor'' is operated by a [[joint powers authority]]. The Capitol Corridor Joint Powers Authority (CCJPA) is governed by a board that includes two elected representatives from each of eight counties the train travels through. The CCJPA contracts with the [[Bay Area Rapid Transit District|San Francisco Bay Area Rapid Transit District]] to provide day-to-day management of the service, Amtrak to operate the trains, and Transit Services America to maintain the [[rolling stock]] (locomotives and passenger cars). | Like all [[Amtrak California|regional trains in California]], the ''Capitol Corridor'' is operated by a [[joint powers authority]]. The Capitol Corridor Joint Powers Authority (CCJPA) is governed by a board that includes two elected representatives from each of eight counties the train travels through. The CCJPA contracts with the [[Bay Area Rapid Transit District|San Francisco Bay Area Rapid Transit District]] to provide day-to-day management of the service, Amtrak to operate the trains, and Transit Services America to maintain the [[rolling stock]] (locomotives and passenger cars). [[Caltrans]] provides the funding to operate the service and also owns the rolling stock. | ||
== History == | == History == | ||
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=== ''Capitols'' === | === ''Capitols'' === | ||
[[File:AMTK 385 Sac Depot Feb 1995xRP - Flickr - drewj1946.jpg|thumb|left|A ''Capitols'' train at Sacramento in 1995]] | [[File:AMTK 385 Sac Depot Feb 1995xRP - Flickr - drewj1946.jpg|thumb|left|A ''Capitols'' train at Sacramento in 1995]] | ||
From the 1970s to the beginning of the 1990s, three [[Amtrak]] intercity trains operated in the Bay Area: the long-distance ''[[California Zephyr]]'' ([[Oakland, California|Oakland]]/[[Emeryville, California|Emeryville]]–[[Chicago]]) and ''[[Coast Starlight]]'' ([[Los Angeles]]–[[Seattle]]), and the regional ''[[San Joaquins]]'' ([[Bakersfield, California|Bakersfield]]–Oakland). | From the 1970s to the beginning of the 1990s, three [[Amtrak]] intercity trains operated in the Bay Area: the long-distance ''[[California Zephyr]]'' ([[Oakland, California|Oakland]]/[[Emeryville, California|Emeryville]]–[[Chicago]]) and ''[[Coast Starlight]]'' ([[Los Angeles]]–[[Seattle]]), and the regional ''[[Gold Runner|San Joaquins]]'' ([[Bakersfield, California|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.<ref>{{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}}</ref> | 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.<ref>{{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}}</ref> | ||
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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.<ref>{{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}}</ref><ref>{{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}}</ref> 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.<ref name=capitol />{{rp|73}} | 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.<ref>{{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}}</ref><ref>{{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}}</ref> 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.<ref name=capitol />{{rp|73}} | ||
Installation of [[positive train control]] along the route was completed by November 2018.<ref>{{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}}</ref> 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.<ref>{{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}}</ref> | Installation of [[positive train control]] along the route was completed by November 2018.<ref>{{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}}</ref> 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, but the route wasn't back to full service until December 8th, 2025.<ref>{{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}}</ref><ref name=":0" /> | ||
=== Proposed expansion === | === Proposed expansion === | ||
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==== Vision Plan and Realignment ==== | ==== Vision Plan and Realignment ==== | ||
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 | 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 & 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.<ref name=vision>{{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}}</ref> | ||
The 2018 [[Road Repair and Accountability Act|Senate Bill 1]] allocated $93 million in funds for the Capitol Corridor, partially for planning the realignment to the Coast Subdivision.<ref>{{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}}</ref> {{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.<ref name=june2020 /> The project is to have a single new station at the [[Ardenwood Park & Ride]] in Fremont; stations at Hayward (at [[California State Route 92|SR 92]]) and Newark Junction were considered but rejected.<ref name=june2020>{{cite web |url=https://southbayconnect.com/resources/SBC_ExecutiveSummFactSheet.pdf |title=Capitol Corridor South Bay Connect |date=June 2020<!--says Nov 2019, but elsewhere indicates it's actually from June 2020--> |publisher=Capitol Corridor Joint Powers Authority}}</ref><ref>{{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 }}</ref> | The 2018 [[Road Repair and Accountability Act|Senate Bill 1]] allocated $93 million in funds for the Capitol Corridor, partially for planning the realignment to the Coast Subdivision.<ref>{{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}}</ref> {{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.<ref name=june2020 /> The project is to have a single new station at the [[Ardenwood Park & Ride]] in Fremont; stations at Hayward (at [[California State Route 92|SR 92]]) and Newark Junction were considered but rejected.<ref name=june2020>{{cite web |url=https://southbayconnect.com/resources/SBC_ExecutiveSummFactSheet.pdf |title=Capitol Corridor South Bay Connect |date=June 2020<!--says Nov 2019, but elsewhere indicates it's actually from June 2020--> |publisher=Capitol Corridor Joint Powers Authority}}</ref><ref>{{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 }}</ref> | ||
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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]].<ref>{{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}}</ref> 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}}.<ref name=Salinas>{{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}}</ref> | 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]].<ref>{{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}}</ref> 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}}.<ref name=Salinas>{{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}}</ref> | ||
A third track between Sacramento and Roseville is planned to start construction in 2021,<ref name=BusPlan2019>{{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}}</ref> which would allow an initial increase from one round trip per day to three, with plans for up to ten.<ref name=BusPlan2019 /><ref>{{cite web |url=https://www.capitolcorridor.org/sac-roseville-third-track/ |title=Sac-Roseville Third Track |publisher=Capitol Corridor Joint Powers Authority}}</ref> 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,<ref name=vision /> though plans for such an expansion were studied in 2022<ref>{{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}}</ref> with 83% of respondents indicating they would use the service if more frequent passenger rail were provided between Sacramento and Reno.<ref>{{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}}</ref> | A third track between Sacramento and Roseville is planned to start construction in 2021,<ref name=BusPlan2019>{{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}}</ref> which would allow an initial increase from one round trip per day to three, with plans for up to ten.<ref name=BusPlan2019 /><ref>{{cite web |url=https://www.capitolcorridor.org/sac-roseville-third-track/ |title=Sac-Roseville Third Track |publisher=Capitol Corridor Joint Powers Authority}}</ref> 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,<ref name=vision /> though plans for such an expansion were studied in 2022<ref>{{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 |archive-url=https://web.archive.org/web/20230915043519/https://www.sacbee.com/news/local/transportation/article267915022.html |url-status=dead |archive-date=September 15, 2023 |access-date=October 30, 2022 |work=Sacramento Bee |date=October 27, 2022}}</ref> with 83% of respondents indicating they would use the service if more frequent passenger rail were provided between Sacramento and Reno.<ref>{{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}}</ref> | ||
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.<ref name=BusPlan2019 /><ref>{{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}}</ref> San Francisco has not had direct intercity rail service since 1971. | 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.<ref name=BusPlan2019 /><ref>{{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}}</ref> San Francisco has not had direct intercity rail service since 1971. | ||
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== Frequency and ridership == | == Frequency and ridership == | ||
[[File:Amtrak Capitol Corridor.svg|thumb|320px|''Capitol Corridor'' route map]] | [[File:Amtrak Capitol Corridor.svg|thumb|320px|''Capitol Corridor'' route map]] | ||
During [[fiscal year]] 2017 the ''Capitol Corridor'' service carried 1,607,277 passengers, a 2.9% increase over FY2016.<ref name="Performance Report 2017" /> Revenue in FY2017 was | During [[fiscal year]] 2017 the ''Capitol Corridor'' service carried 1,607,277 passengers, a 2.9% increase over FY2016.<ref name="Performance Report 2017" /> Revenue in FY2017 was $33,970,000, a 5.3% increase over FY2016, with a 57% [[farebox recovery ratio]].<ref name="Performance Report 2017">{{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}}</ref> 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.<ref name="CA17">{{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}}</ref> | ||
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,<ref>{{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 }}</ref> 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.<ref>{{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}}</ref> | 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,<ref>{{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 }}</ref> 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.<ref>{{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}}</ref> | ||
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.<ref>[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 }}</ref> 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]].<ref name="cap_news_2012_08">{{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.}}</ref> | 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.<ref>[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 }}</ref> 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]].<ref name="cap_news_2012_08">{{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.}}</ref> As of December 8th, 2025, the ''Capitol Corridor'' has resumed full service after running a reduced number of trains since the COVID-19 pandemic and makes a total of 15 weekday round trips.<ref name=":0">{{Cite web|url=https://www.capitolcorridor.org/wp-content/uploads/2025/12/Train_Schedules_12.8.2025_WEB.pdf|title=Capitol Corridor Schedule|date=December 1, 2025|access-date=December 1, 2025|website=[[Amtrak]]}}</ref> | ||
As of | As of December 2025, trains run as follows:<ref>{{cite web |date=June 2, 2025 |title=Capitol Corridor schedule |url=https://www.capitolcorridor.org/schedules/ |access-date=November 4, 2025 |publisher=[[Amtrak]]}}</ref> | ||
* Auburn – San Jose: 1 round trip daily | * Auburn – San Jose: 1 round trip daily | ||
* Sacramento – San Jose: | * Sacramento – San Jose: 6 round trips daily | ||
* Sacramento – Oakland Jack London Square: | * Sacramento – Oakland Jack London Square: 8 round trips on weekdays, 4 round trips on weekends | ||
== Stations and connections == | == Stations and connections == | ||
| Line 130: | Line 130: | ||
|{{amtk|Sacramento}} | |{{amtk|Sacramento}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint|us|amtrak}} Amtrak: ''California | | {{rint|us|amtrak}} Amtrak: ''California Zephyr'', {{lnl|Amtrak|Coast Starlight}}, {{lnl|Amtrak|Gold Runner}} | ||
| {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#3|3]] ({{amtk|Redding}}–Stockton), 20 (Reno), [[Amtrak Thruway#20C|20C]] ([[South Lake Tahoe, California|South Lake Tahoe]]) | | {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#3|3]] ({{amtk|Redding}}–Stockton), 20 (Reno), [[Amtrak Thruway#20C|20C]] ([[South Lake Tahoe, California|South Lake Tahoe]]) | ||
| {{rint| | | {{rint|sacramento}} [[SacRT light rail]]: {{rcb|SacRT|Gold|inline=route}} | ||
| {{bus icon}} [[El Dorado Transit]], [[Sacramento Regional Transit District|Sacramento RT]] | | {{bus icon}} [[El Dorado Transit]], [[Sacramento Regional Transit District|Sacramento RT]] | ||
}} | }} | ||
| Line 138: | Line 138: | ||
|{{amtk|Davis}} | |{{amtk|Davis}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint|us|amtrak}} Amtrak: ''California | | {{rint|us|amtrak}} Amtrak: ''California Zephyr'', ''Coast Starlight'' | ||
| {{rint|bus}} Amtrak Thruway: 3 (Redding–Sacramento–Stockton) | | {{rint|bus}} Amtrak Thruway: 3 (Redding–Sacramento–Stockton) | ||
| {{bus icon}} [[Unitrans]] | | {{bus icon}} [[Unitrans]] | ||
| Line 149: | Line 149: | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint|bus|1}} [[Rio Vista Delta Breeze|Delta Breeze]], FAST, [[VINE Transit|VINE]], [[SolTrans]] | | {{rint|bus|1}} [[Rio Vista Delta Breeze|Delta Breeze]], FAST, [[VINE Transit|VINE]], [[SolTrans]] | ||
| {{rint| | | {{rint|us|greyhound}} [[Greyhound Lines]] | ||
}} | }} | ||
|- | |- | ||
|{{amtk|Martinez}} | |{{amtk|Martinez}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint|us|amtrak}} Amtrak: ''California | | {{rint|us|amtrak}} Amtrak: ''California Zephyr'', ''Coast Starlight'', ''Gold Runner'' | ||
| {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#7|7]] ([[Soscol Gateway Transit Center|Napa]]–[[Coddingtown Mall|Santa Rosa]]–[[Arcata Transit Center|Arcata]]) | | {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#7|7]] ([[Soscol Gateway Transit Center|Napa]]–[[Coddingtown Mall|Santa Rosa]]–[[Arcata Transit Center|Arcata]]) | ||
| {{bus icon}} [[County Connection]], [[Tri Delta Transit]], [[WestCAT]] | | {{bus icon}} [[County Connection]], [[Tri Delta Transit]], [[WestCAT]] | ||
| Line 161: | Line 161: | ||
|{{amtk|Richmond}} | |{{amtk|Richmond}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint|us|amtrak}} Amtrak: ''California | | {{rint|us|amtrak}} Amtrak: ''California Zephyr'', ''Gold Runner'' | ||
| {{rint| | | {{rint|bart}} [[Bay Area Rapid Transit|BART]]: {{ric|BART|Orange|name=yes}}, {{ric|BART|Red|name=yes}} | ||
| {{rint|bus|1}} [[AC Transit]] | | {{rint|bus|1}} [[AC Transit]] | ||
| {{rint|bus}} [[FlixBus]] | | {{rint|flix|bus}} [[FlixBus]] | ||
}} | }} | ||
|- | |- | ||
| Line 172: | Line 172: | ||
|{{amtk|Emeryville}} | |{{amtk|Emeryville}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint|us|amtrak}} Amtrak: ''California | | {{rint|us|amtrak}} Amtrak: ''California Zephyr'', ''Coast Starlight'', ''Gold Runner'' | ||
| {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#99|99]] ([[San Francisco]]) | | {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#99|99]] ([[San Francisco]]) | ||
| {{bus icon}} AC Transit, [[Emery Go-Round]] | | {{bus icon}} AC Transit, [[Emery Go-Round]] | ||
| Line 179: | Line 179: | ||
|{{amtk|Oakland}} | |{{amtk|Oakland}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint|us|amtrak}} Amtrak: ''Coast | | {{rint|us|amtrak}} Amtrak: ''Coast Starlight'', ''Gold Runner'' | ||
| {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#17|17]] ({{amtk|San Jose}}–{{amtk|San Luis Obispo}}–{{amtk|Santa Barbara}}) | | {{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#17|17]] ({{amtk|San Jose}}–{{amtk|San Luis Obispo}}–{{amtk|Santa Barbara}}) | ||
| {{bus icon}} AC Transit | | {{bus icon}} AC Transit | ||
| Line 186: | Line 186: | ||
|{{amtk|Oakland Coliseum}} | |{{amtk|Oakland Coliseum}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint| | | {{rint|bart}} BART: {{ric|BART|Green|name=yes}}, {{ric|BART|Orange|name=yes}}, {{ric|BART|OAK|name=yes}} | ||
| {{bus icon}} AC Transit | | {{bus icon}} AC Transit | ||
}} | }} | ||
| Line 195: | Line 195: | ||
|{{amtk|Fremont}} | |{{amtk|Fremont}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint| | | {{rint|ace}} [[Altamont Corridor Express]] | ||
| {{bus icon}} AC Transit | | {{bus icon}} AC Transit | ||
}} | }} | ||
| Line 201: | Line 201: | ||
|{{amtk|Santa Clara–Great America}} | |{{amtk|Santa Clara–Great America}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint| | | {{rint|ace}} Altamont Corridor Express | ||
| {{rint| | | {{rint|santaclara}} [[VTA light rail]]: {{rint|santaclara|green}} [[Green Line (VTA)|Green Line]], {{rint|santaclara|orange}} [[Orange Line (VTA)|Orange Line]] {{small|(at {{stn|Lick Mill}})}} | ||
| {{bus icon}} [[List of Santa Clara VTA bus routes|VTA]] | | {{bus icon}} [[List of Santa Clara VTA bus routes|VTA]] | ||
}} | }} | ||
| Line 208: | Line 208: | ||
|{{amtk|Santa Clara}} | |{{amtk|Santa Clara}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
| {{rint| | | {{rint|ace}} Altamont Corridor Express | ||
| {{rint| | | {{rint|caltrain}} [[Caltrain]]: Local, Limited, Weekend Local | ||
| {{bus icon}} VTA | | {{bus icon}} VTA | ||
}} | }} | ||
| Line 215: | Line 215: | ||
|{{amtk|San Jose}} | |{{amtk|San Jose}} | ||
|{{Unbulleted list | |{{Unbulleted list | ||
|{{rint|us|amtrak}} Amtrak: ''Coast | |{{rint|us|amtrak}} Amtrak: ''Coast Starlight'' |{{rint|ace}} Altamont Corridor Express|{{rint|caltrain}} [[Caltrain]]: Express, Local, Limited, Weekend Local, South County Connector|{{rint|bus}} Amtrak Thruway: [[Amtrak Thruway#6|6]] (Stockton–Santa Cruz), 17 (Oakland–San Luis Obispo–Santa Barbara), [[Amtrak Thruway#21|21]] (San Luis Obispo–Santa Barbara)| {{rint|santaclara}} VTA light rail: {{rint|santaclara|green}} [[Green Line (VTA)|Green Line]]|{{bus icon}} [[Santa Cruz Metropolitan Transit District|Santa Cruz METRO]], VTA|{{rint|us|greyhound}} Greyhound Lines}} | ||
|} | |} | ||
| Line 233: | Line 233: | ||
===Locomotives=== | ===Locomotives=== | ||
The ''Capitol Corridor'' and '' | The ''Capitol Corridor'' and ''Gold Runner'' share a combined fleet of 13 [[EMD F59PHI]] and ten [[Siemens Charger|Siemens Charger SC-44]] locomotives.<ref name="SJJPA Business Plan">{{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}}</ref> | ||
The Charger locomotives meet EPA Tier IV emission standards and are capable of operating at 125 mph in revenue service.<ref name="SJJPA Business Plan" /> Many of the F59PHI have been re-engined to meet more stringent EPA Tier II emission standards.<ref>{{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}}</ref> | The Charger locomotives meet EPA Tier IV emission standards and are capable of operating at 125 mph in revenue service.<ref name="SJJPA Business Plan" /> Many of the F59PHI have been re-engined to meet more stringent EPA Tier II emission standards.<ref>{{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}}</ref> | ||
| Line 240: | Line 240: | ||
===Passenger cars=== | ===Passenger cars=== | ||
The ''Capitol Corridor'' service is equipped with [[Amtrak California]]'s fleet of [[California Car (railcar)|California Car]] bi-level, high-capacity passenger cars owned by | The ''Capitol Corridor'' service is equipped with [[Amtrak California]]'s fleet of [[California Car (railcar)|California Car]] bi-level, high-capacity passenger cars owned by [[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 car|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 train|push-pull mode]], which eliminates the need to turn the train at each end-point. | ||
Caltrans also owns several [[Surfliner (railcar)|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. | Caltrans also owns several [[Surfliner (railcar)|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. | ||
| Line 247: | Line 247: | ||
=== Maintenance === | === Maintenance === | ||
Daily inspections, cleaning, and maintenance of equipment are conducted in Sacramento and at the [[Amtrak Oakland Maintenance Facility|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 '' | Daily inspections, cleaning, and maintenance of equipment are conducted in Sacramento and at the [[Amtrak Oakland Maintenance Facility|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 ''Gold Runner'' 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.<ref name="SJJPA Business Plan" /><ref>{{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}}</ref> | ||
== References == | == References == | ||
Latest revision as of 22:29, 9 December 2025
Template:Short description Script error: No such module "redirect hatnote". Template:Italic title Template:Use American English Template:Use mdy dates Template:Infobox rail service
The Capitol Corridor is a Script error: No such module "convert". passenger train route in Northern California operated by Amtrak between San Jose, in the Bay Area, and Auburn, in the Sacramento Valley. The route is named after the two points most trains operate between, San Jose (which was the first state capital of California) and Sacramento (the current capital, with the State Capitol building). The route runs roughly parallel to I-880 and I-80. A single daily round trip runs between San Jose and Auburn, in the foothills of the Sierra Nevada. Capitol Corridor trains started in 1991.
Like all regional trains in California, the Capitol Corridor is operated by a joint powers authority. The Capitol Corridor Joint Powers Authority (CCJPA) is governed by a board that includes two elected representatives from each of eight counties the train travels through. The CCJPA contracts with the San Francisco Bay Area Rapid Transit District to provide day-to-day management of the service, Amtrak to operate the trains, and Transit Services America to maintain the rolling stock (locomotives and passenger cars). Caltrans provides the funding to operate the service and also owns the rolling stock.
History
Former service
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).[1]
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.[2]Template:Rp The two Oakland–San Jose trips on the Coast Line were discontinued on May 1, 1960.[2]Template:Rp The last local service between Oakland and Sacramento was the Senator, discontinued by the SP on May 31, 1962 (though long-distance service continued).[3]Template:Rp
Capitols
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.[4]
In 1990, California voters passed two ballot propositions providing $105 million (equivalent to $Expression error: Unrecognized punctuation character "[". million in Template:Inflation/year) 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.[5][6]
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.[2]Template:Rp The service was known as the Capitols until April 29, 2001, when Amtrak renamed it the Capitol Corridor.[7][8]
Service changes
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 Template:Amtk in 1993 and Template:Amtk in 1997.[2]Template:Rp 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 Template:Amtk in 1993 and Template:Amtk in 1995.[2]Template:Rp Additional infill stations were added at Template:Amtk in 1993, Oakland Coliseum (with a close connection to BART) in 2005, the Caltrain station in Template:Amtk in 2012, and Template:Amtk in 2017.[9]
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.[10][11] One daily round trip was extended east to Template:Amtk via Template:Amtk and Template:Amtk on January 26, 1998. The trip was cut back to Auburn (with the Rocklin stop retained) on February 27, 2000.[2]Template:Rp
Installation of positive train control along the route was completed by November 2018.[12] 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, but the route wasn't back to full service until December 8th, 2025.[13][14]
Proposed expansion
Infill stations
Infill stations have been proposed along the route at Hercules, Benicia,[15] and Dixon.[16]
Vision Plan and Realignment
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 & 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.[17]
The 2018 Senate Bill 1 allocated $93 million in funds for the Capitol Corridor, partially for planning the realignment to the Coast Subdivision.[18] since June 2020[update]Template:Dated maintenance category (articles)Script error: No such module "Check for unknown parameters"., 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.[19] 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.[19][20]
Extensions
Two daily Capitol Corridor round trips, along with some Caltrain service, were planned to be extended to Template:Amtk as part of the Monterey County Rail Extension.[21] Initial service will have intermediate stops at existing Caltrain stations at Template:Amtk, Template:Amtk, and Template:Amtk; future phases will add new stations at Template:Amtk and Template:Amtk.[22]
A third track between Sacramento and Roseville is planned to start construction in 2021,[23] which would allow an initial increase from one round trip per day to three, with plans for up to ten.[23][24] 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,[17] though plans for such an expansion were studied in 2022[25] with 83% of respondents indicating they would use the service if more frequent passenger rail were provided between Sacramento and Reno.[26]
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.[23][27] San Francisco has not had direct intercity rail service since 1971.
Frequency and ridership
During fiscal year 2017 the Capitol Corridor service carried 1,607,277 passengers, a 2.9% increase over FY2016.[28] Revenue in FY2017 was $33,970,000, a 5.3% increase over FY2016, with a 57% farebox recovery ratio.[28] 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, since 2017[update]Template:Dated maintenance category (articles)Script error: No such module "Check for unknown parameters"., Template:Amtk is the busiest station on the route, the seventh busiest in the Amtrak system and the second busiest in California.[29]
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,[30] 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.[31]
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.[32] 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.[33] As of December 8th, 2025, the Capitol Corridor has resumed full service after running a reduced number of trains since the COVID-19 pandemic and makes a total of 15 weekday round trips.[14]
As of December 2025, trains run as follows:[34]
- Auburn – San Jose: 1 round trip daily
- Sacramento – San Jose: 6 round trips daily
- Sacramento – Oakland Jack London Square: 8 round trips on weekdays, 4 round trips on weekends
Stations and connections
All stations are located in the U.S. state of California.
Governance
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.[35]
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)
Rolling stock
Locomotives
The Capitol Corridor and Gold Runner share a combined fleet of 13 EMD F59PHI and ten Siemens Charger SC-44 locomotives.[36]
The Charger locomotives meet EPA Tier IV emission standards and are capable of operating at 125 mph in revenue service.[36] Many of the F59PHI have been re-engined to meet more stringent EPA Tier II emission standards.[37]
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.
Passenger cars
The Capitol Corridor service is equipped with Amtrak California's fleet of California Car bi-level, high-capacity passenger cars owned by 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.[36]
Maintenance
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 Gold Runner 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.[36][38]
References
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Notes
External links
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