Answer: All of the above....

Frieght traffic is actually back up a bit on several of these lines, but their have been some capital improvements that have made a big difference. A little more double track for the increasing intermodal volumes on the Sunset route, to improve freight reliability and capacity, has done a lot for Sunset reliablity.

Davidson is gone and the current UP management, while being very hard nosed, is in serious negotiations to get signinficant upgrades and additional capital plant to accomodate more passenger (as BNSF has successfully done with Amtrak, and local commute operators) which also benefits their freight operations. I would venture to say that much of the hullaballoo over Colton crossing funding has been a negotiating ploy over coming to a "modus vivendi" with the frieght carriers on some of these broader issues, though legally no one could admit that.

One small example of some cooperation, although at times hard to discern, is that the UP appears to be somewhat more cooperative with Caltrans and SBCAG on planning, designing, and scheduling several of the proposed publicly funded LOSSAN North Improvements to allow more service to Santa Barbara and Goleta in the morning and evening.

The new Amtrak authorization does have what are considered more effective penalities and rewards for better performance. Several states have threatened to use these remedies, which got UP's attention. And, some at UP may have finally concluded that this has always been a potential profit center and could leverage significant capital improvements, if UP were to run it right (like BNSF?).

Don't forget Amtrak. Ithas had less screw ups and bad ordered equipment problems as some funding and more focus has been put on basic things like maintenance and reliability. Moral and effort seem to have improved somewhat at Amtrak, as well. Public support, more funding for capital, more job security from record ridership and revenures, appears to have spawned a more "can do" attitude at Amtrak. This is a a small but important improvement in worldview, as opposed to the more traditional "I don't give a shxt" attitude often experienced, in the past, when dealing the management and workforce at Amtrak.

The Amtrak schedule padding is wildly excessive. At least two hours could be cut from LA-Oak-Sac based upon 1950's schedules. And, an hour could easily be cut from the LA-SLO schedule with no padding and some modest reliability improvements.

Significant ballast, rail and tie work by UP on the Coast should produce speed and reliability results, especially on the SLO-Watsonville segment for the Starlight. The work over the last several years in Oregon and NorCal produced has resulted in much better Amtrak and freight reliability of that segment.

EGBOK! Another small sign that some things can and do get a little better, with a little bit of care and a little bit of extra work....?