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Re: How long til Oakland figures out new tunnels = Amtrak rerouting from JLS to run via SF to SJ?
Author: FUD
Date: 10-02-2019 - 20:50
Yes, already got a "ghetto gauge" comment as expected.
Really, though, Amtrak Cap Corridor provides a commuter train through the East Bay to San Jose. Even under current conditions, it's faster than is likely with a diversion to SF then Caltrain. It can stay as an "express" or "limited" run even with BART going to San Jose; BART would provide the local service. And even if Caltrain has room (it doesn't now, and won't unless it gets a full 4-track line, and even then the approaches to the Transbay Terminal will limit train frequencies). Then, who's going to electrify the UP (if UP would let you) from Oakland to Sacramento or even Auburn, to let the Cap Corridor be electrified; it works only if HSR builds a new line in the corridor which ain't gonna happen if the other Bay Area stuff sucks up the $100B.
Assuming a second BART tunnel is built, with additional tracks for Amtrak etc., a better arrangement would be for Caltrain to extend to a suitable connection in the East Bay. Or BART might want to route the new line via JLS or Emeryville for an Amtrak connection (BART-Amtrak connections at the moment are kind of funky, not centrally located). Perhaps the long-distance trains (if they still exist after the next 4 years) could change locomotives at Emeryville and go into SF. But Cap Corridor would (like San Joaquins did when adding Sacramento trains) need to provide direct SF service using additional trains (or rerouting those that end at JLS) rather than rerouting existing San Jose trains.
Really, though, Amtrak Cap Corridor provides a commuter train through the East Bay to San Jose. Even under current conditions, it's faster than is likely with a diversion to SF then Caltrain. It can stay as an "express" or "limited" run even with BART going to San Jose; BART would provide the local service. And even if Caltrain has room (it doesn't now, and won't unless it gets a full 4-track line, and even then the approaches to the Transbay Terminal will limit train frequencies). Then, who's going to electrify the UP (if UP would let you) from Oakland to Sacramento or even Auburn, to let the Cap Corridor be electrified; it works only if HSR builds a new line in the corridor which ain't gonna happen if the other Bay Area stuff sucks up the $100B.
Assuming a second BART tunnel is built, with additional tracks for Amtrak etc., a better arrangement would be for Caltrain to extend to a suitable connection in the East Bay. Or BART might want to route the new line via JLS or Emeryville for an Amtrak connection (BART-Amtrak connections at the moment are kind of funky, not centrally located). Perhaps the long-distance trains (if they still exist after the next 4 years) could change locomotives at Emeryville and go into SF. But Cap Corridor would (like San Joaquins did when adding Sacramento trains) need to provide direct SF service using additional trains (or rerouting those that end at JLS) rather than rerouting existing San Jose trains.
