Published Friday, January 30, 2004, as a Caltrain press release

Baby Bullet Service Proposal

Questions About Baby Bullet Service Proposal

More than 1,200 comments and questions have been received regarding
proposed changes this spring to the Caltrain timetable. Following are
some of the most frequent queries, together with staff responses.

* Do these new schedules have something to do with all the right
of way construction we've been seeing?

They have everything to do with it. For the past two years, North and
South CTX projects have been upgrading the 140-year-old Peninsula Rail
Corridor funded by $110 million in local resources, State and Federal
grants. The result is a revitalized infrastructure including new rail,
signals, switches and passing tracks designed to support a 21st
Century rail operation.

* All this for the so-called "Baby Bullet"?

The new railroad is designed to support an increased weekday schedule
of 86 trains this spring, but the Baby Bullet is undeniably the most
dramatic feature. Thanks to $127 million in State funds through the
efforts of Senator Speier, we'll be running 10 peak-hour Baby Bullet
trips each weekday. We'll also run Limited Stop and Local
schedules. The result is frequent and faster service to a majority of
Caltrain patrons, and a running time of less than an hour between San
Jose Diridon and San Francisco-competitive with a trip by auto. More
trains-and more Bullets-will follow as we're able to add them.

* Why isn't my station a Baby Bullet stop?

We need to put the seats where the people are. Baby Bullet Express
service operates between San Francisco and San Jose Diridon in less
than an hour. Thus, only a limited number of stops can be served. Four
interim stops were selected to meet spacing and patronage
criteria-Millbrae, Hillsdale, Palo Alto and Mountain View. Limited
resources restrict Baby Bullet to five schedules each in a.m. and
p.m. peaks. A reverse-peak stop at 22nd Street has been added for
unique commute requirements. Service will be added according to
customer usage, as resources permit.

* Why is my station getting reduced service?

Levels of service are assigned according to patronage, or demonstrated
demand. In restructuring the timetable to keep pace with the change in
jobs and housing patterns, a hierarchy of stations establishes peak
and midday frequencies while preserving hourly local service in the
corridor. Overall, the new timetable reduces travel times, enhancing
crewing efficiencies and responding to the persistent request of
Caltrain patrons: "Speed up the trains!" Bottom line: Major (highest
ridership) stations get service every 20 minutes, or three trains per
peak hour; Moderate stations get half-hour peak service, and Minor
stations get one train hourly. Baby Bullet Express stations receive
four trains per peak hour.

* After the "faster schedule" hype, why is my travel time longer?

New passing tracks at Lawrence and Bayshore are keys to this spring's
Express schedules, because they allow the Baby Bullets to run around
slower trains. Although they'll be expanded, these tracks initially
cover only one station each. For now, as a result, more time must be
added to each train that is overtaken by a Baby Bullet Express. Trains
in this category will take 3-5 minutes longer than current
schedules. Additionally, extra time at terminal points to account for
actual conditions-delays for bicycles, wheelchairs, more patrons,
etc.-will reflect these impacts realistically at intermediate stops in
the new timetables. On paper, this results in a longer running
time. Schedules will be adjusted for added accuracy after a few months
of operation.

* Why don't we have more frequent weekend service?

Hourly service can be provided to all stations with a southern
terminus at Diridon. However, if Tamien is the end station, low-volume
stations up the line are reduced to two-hour frequencies. Because
we're limited in the time that we can assign crews on duty, we must
carefully ration our weekend stops. As with other schedule components,
weekend service can be upgraded as resources and ridership permit.

* Can't you improve Limited and Local transfer possibilities?

It's the passing track issue again. One-station passing tracks require
wide schedule spacing to provide the five to seven-minute intervals
required by the signal system. This crimps the flexibility to match
Limiteds and Locals with Baby Bullet connections. Future three to
five-station passing tracks will enhance transfer
possibilities. (Gilroy extension passengers traveling to and from Baby
Bullet stops could reduce round-trip travel times in excess of 45
minutes, depending on the distance they're riding).

* Why aren't schedules timed better with connecting transit?

Restricted schedule flexibility sometimes impacts our efforts to
better coordinate with connecting operators such as BART, VTA and
Muni. Several of these agencies are making schedule changes, and we're
working with them to improve matching connections. In the same manner,
we're coordinating with shuttle providers to preserve their popular
feeder services. In some cases, shuttles may be advised to shift to an
alternate station to provide more effective work trips.

* Why are trains scheduled in bunches?

Scheduling express train overtakes on our two widely-separated passing
track segments virtually eliminates the potential for even spacing
during peak periods. Additional passing tracks, when we have the funds
to install them, will permit us to spread the trains more evenly.

* If I need to use an adjacent station, can I find parking?

Parking is available at all interim stations. Atherton residents, for
example, can access Menlo Park or Redwood City stations to pick up
additional trains. Lawrence patrons have ample parking at Santa Clara
or Sunnyvale. In many cases, Caltrain patrons will find
home-to-station commute time is virtually unchanged at an adjacent
boarding point.


[BATN: See <http://www.caltrain.org/proposed_service_levels_1_8_04.html>
for more detail about Caltrain's presently proposed timetable changes.]