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Valley Link

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This article is about a proposed California rail line from the San Francisco Bay Area to the San Joaquin Valley. For other similarly named rail services, see Valley Rail.
Valley Link
Overview
StatusIn planning
OwnerTri-Valley–San Joaquin Valley Regional Rail Authority
LocaleTri-Valley/Northern San Joaquin Valley
Termini
Stations4
Websitehttps://www.valleylinkrail.com/
Service
TypeCommuter rail[1][2]
Operator(s)San Joaquin Regional Rail Commission
Depot(s)Mountain House Operations and Maintenance Facility
Rolling stockZero-emission hydrogen trainsets[3][4][5]
History
Planned opening2035 (2035)
Technical
Line length26[6] mi (42 km)
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Route map

Legend
future phase to
North Lathrop
Mountain House Operations
and Maintenance Facility
 Mountain House Community
San Joaquin County
Alameda County
Altamont Corridor Express
Altamont Pass through
the Diablo Range
I-580 (1961).svg I-580
Altamont Corridor Express
 Southfront Road
Isabel
Dublin/​Pleasanton
Bay Area Rapid Transit
Bay Area Rapid Transit
to Daly City
This diagram:

Valley Link is a proposed 26-mile-long (42 km) commuter rail[1][2] service in Northern California, which seeks to connect the rapid transit Bay Area Rapid Transit (BART) system in the San Francisco Bay Area with the northern San Joaquin Valley via the Tri-Valley region.[7] Since 1997, BART's Blue Line's eastern terminus is at Dublin/Pleasanton station on the border of Dublin and Pleasanton. Valley Link seeks to extend rail service east from here into the northern San Joaquin Valley over Altamont Pass, which would help alleviate traffic congestion and reduce greenhouse gas emissions on Interstate 580 (I-580). The project resulted from various failed proposals to extend the Blue Line east to Livermore.[8]

The line would run within the median of Interstate 580 (I-580), right-of-way of the first transcontinental railroad owned by Alameda County, and new right-of-way in San Joaquin County.[6] It is being planned by the Tri-Valley–San Joaquin Valley Regional Rail Authority, a special-purpose district body formed for the sole purpose of its planning. Valley Link is ultimately planned to run between Dublin/Pleasanton station and the Altamont Corridor Express’s (ACE) future North Lathrop station utilizing standard-gauge zero-emission hydrogen trainsets.[3][4][5] However, currently, only the initial operating phase between Dublin/Pleasanton station and Mountain House Community station near the community of Mountain House in the San Joaquin Valley, with the segment from Mountain House to North Lathrop being reserved for future planning. This segment, which includes new stations at Isabel Avenue, Southfront Road, and Mountain House, is currently undergoing engineering and environmental review and design, with construction expected to begin as early as 2025 and end as early as 2035.

History

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Stereoscopic image of the Western Pacific Railroad summit tunnel at Altamont Pass, c. 1869

About 12 miles (19 km) of the first transcontinental railroad right of way through the Tri-Valley and Altamont Pass, originally established in 1869 by the old Western Pacific Railroad, was deeded to Alameda County by Southern Pacific Railroad in 1984. This historic 1869 route featured a Summit Tunnel, 1,200 feet (370 m) long, blasted and dug by Chinese laborers.[9] The Altamont Commuter Express commuter rail service, which began between Stockton and San Jose in 1998, uses the other Union Pacific right of way that goes over Altamont Pass, established in 1908.

The Western Pacific Railroad right of way (center and right) through the Altamont Pass, which Alameda County acquired in 1984. The route of the Altamont Corridor Express is the track higher in elevation on the left.

A similar plan to run diesel multiple unit trains across Altamont Pass was proposed by BART in 2003, though it comprised a larger service area (continuing north along the Iron Horse Regional Trail, a former Southern Pacific right-of-way).[10]

In 2017, citing lack of interest from the Bay Area Rapid Transit District in bringing BART service directly to Livermore, the Livermore City Council proposed a newly established local entity to undertake planning and construction of the extension,[11] which was also recommended by the California State Assembly Transportation Committee.[12] Assembly Bill 758 was signed by Governor of California Jerry Brown on October 13, 2017,[7] formally establishing the Authority.

On May 24, 2018, the BART board voted against a full rapid transit BART build or a bus rapid transit system to extend service east from Dublin/Pleasanton station.[8] This prompted the new Rail Authority to initiate planning of a new transit system.

A final feasibility report was released in October 2019. The buildout cost to North Lathrop was estimated at between $1.88 billion and $3.21 billion, with an expected start of operations between the second quarter of 2027 and the fourth quarter of 2028.[13] Scott Haggerty, one of the founders of the TVSJVRRA, noted that the popularity of the project was reflected in the volume of public comments to the feasibility report.[14] A draft environmental impact report was released in December 2020.[15] The final environmental impact report was approved by the board in May 2021, allowing the rail authority to proceed with design and continue seeking funding for the project.[16]

By 2023, the locally preferred alternative had the line utilizing the I-580 median and Western Pacific alignment until realigning with I-580 north of the Summit Tunnel and continuing east to Mountain House.[17] Selection of the alternate Mountain House station location and alignment east of Altamont Pass forced the agency to redo part of the EIR.[18] By 2024, service was proposed to start in 2035.[19]

Rail service

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Valley Link is a plan to utilize zero-emission hydrogen trainsets[3][4][5] along the former first transcontinental railroad right-of-way through the Altamont Pass and in the Interstate 580 median through the city of Livermore. Trains would initially run 26 miles (42 km) from the Dublin/Pleasanton station to Mountain House Community station, with intermediate stations at Isabel and Southfront Road.[20] Weekday service would connect to every other BART train at Dublin/Pleasanton.[21]

The developer of River Islands has offered to cover the cost of station construction in exchange for the ability to build a transit village at the site.[22]

In 2018, Stadler met with the governing board to discuss traction sources; diesel multiple unit or diesel/battery electric hybrid vehicles will likely serve the route. AECOM was contracted to perform a feasibility study for the project that same year.[23] The loading gauge of highway underpasses limits the selection of rolling stock.

The San Joaquin Regional Rail Commission agreed to operate the service in 2020.[24]

Funding

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Funds previously allocated to BART to construct a Livermore extension were forfeited to this authority by July 1, 2018, amounting to at least $145 million.[8] Funding for the feasibility study was provided variously by Caltrans, Metropolitan Transportation Commission, and the San Joaquin County Council of Governments.[23] By February 2019, more than $588 million had been accumulated for the project.[25] In 2020, the project gained a further $400 million from reallocated BART funds.[26] In 2023, the state of California awarded the project $25 million.[27]

Stations

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Trains will terminate at Dublin/Pleasanton station, seen here in 2017, and connect to Bay Area Rapid Transit trains.

The following are initial planned stations along the route:[17]

Station Location Connections
Mountain House Community Tracy
Southfront Road Livermore
Isabel
Dublin/Pleasanton Dublin/Pleasanton Bay Area Rapid Transit BART
Bus transport Amtrak Thruway, County Connection, RTD, StanRTA, WHEELS

Further phases are planned to extend the line north to Lathrop and Stockton. Infill stations at Ellis and Grant Line Road may be added in the future.

References

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  1. ^ a b Goodrich, Juliette (November 7, 2023). "East Bay News Livermore Mayor John Marchand hopes proposed commuter rail line can connect BART with San Joaquin Valley". CBS News. CBS News and Stations. Retrieved January 14, 2024.
  2. ^ a b "San Joaquin One Voice Project Request Valley Link Commuter Rail Project". San Joaquin Council of Governments. Retrieved January 15, 2024.
  3. ^ a b c "Hydrogen Feasibility Study". Valley Link Rail. Tri-Valley–San Joaquin Valley Regional Rail Authority. Retrieved January 15, 2023.
  4. ^ a b c "Valley Link Advances Vision to be Nation's First Passenger Rail System to Operate on Self-Produced Green Hydrogen Fuel" (PDF). Valley Link Rail. Tri-Valley–San Joaquin Valley Regional Rail Authority. Retrieved January 15, 2024.
  5. ^ a b c "Transportation's next frontier: Building the nation's first passenger rail system powered with green hydrogen". San Francisco Business Journal. American City Business Journals. August 31, 2023. Retrieved February 19, 2024.
  6. ^ a b "Get Valley Linked!". Valley Link Rail Project. Tri-Valley–San Joaquin Valley Regional Rail Authority. Retrieved January 14, 2024.
  7. ^ a b "AB-758 Transportation: Tri-Valley–San Joaquin Valley Regional Rail Authority". Retrieved October 17, 2017.
  8. ^ a b c Baldassari, Erin (May 24, 2018). "BART rejects Livermore expansion; mayor vows rail connection". East Bay Times. Retrieved May 25, 2018.
  9. ^ Chang, Gordon H.; Fisher Fishkin, Shelley, eds. (2019). The Chinese and the Iron Road; Building the Transcontinental Railroad. Stanford, CA: Stanford University Press. p. 291. ISBN 978-1503608290.
  10. ^ Cabanatuan, Michael (June 13, 2003). "BART ponders eastern extensions / Planned routes call for unfamiliar trains". SF Gate.
  11. ^ Angela Ruggiero, Angela Ruggiero (April 11, 2017). "Livermore says BART board doesn't care, wants local control". Vallejo Times-Herald. Retrieved May 23, 2017.
  12. ^ Matthews, Sam (April 28, 2017). "Closer to a BART connection". Tracy Press. Retrieved June 2, 2017.
  13. ^ "Valley Link Final Feasibility Report" (PDF). Dropbox. Tri-Valley-San Joaquin Valley Regional Rail Authority. Retrieved October 17, 2019.
  14. ^ "Valley Link Feasibility Report approved by Tri-Valley – San Joaquin Valley Regional Rail Authority Board". Mass Transit. October 14, 2019. Retrieved April 1, 2020.
  15. ^ "Environmental report drafted for Valley Link passenger-rail project". Progressive Railroading. December 8, 2020. Retrieved December 18, 2020.
  16. ^ "Valley Link Board approves environmental report for rail project". masstransitmag.com. May 13, 2021. Retrieved July 21, 2021.
  17. ^ a b "Adoption of a Locally Preferred Alternative for Evaluation in National Environmental Policy Act (NEPA) Environmental Clearance" (PDF). Tri-Valley-San Joaquin Valley Regional Rail Authority. April 12, 2023. Retrieved May 24, 2023.
  18. ^ Holland, John (May 23, 2024). "See latest plan for passenger rail from North Valley to Bay Area, every 12 minutes at peak". Modesto Bee. Retrieved July 9, 2024.
  19. ^ "Chapter 2: Project Description". Valley Link Draft SEIR (PDF) (Report). Tri-Valley - San Joaquin Valley Regional Rail Authority. April 2024. p. 2-29. Retrieved July 9, 2024.
  20. ^ Matthews, Sam (July 27, 2018). "Light rail system selects downtown station". Tracy Press. Retrieved July 28, 2018.
  21. ^ "Project Concept". ACE to BART. Tri-Valley - San Joaquin Valley Regional Rail Authority. Retrieved May 29, 2018.
  22. ^ Wyatt, Dennis (June 23, 2018). "VALLEY'S 1ST TRANSIT VILLAGE?". Mantecca Bulletin. Retrieved July 1, 2018.
  23. ^ a b McNicoll, Ron (June 21, 2018). "Rail to BART Completes Study Funding". The Independent. Retrieved July 17, 2018.
  24. ^ Wyatt, Dennis (February 12, 2021). "Rail Commute". Turlock Journal. Retrieved February 14, 2021.
  25. ^ Matthews, Sam (February 15, 2019). "High-speed rail bombshell may be good news for Valley Link". Tracy Press. Retrieved February 28, 2019.
  26. ^ "Funds reallocated to Valley Link Project". Mass Transit. September 29, 2020. Retrieved September 30, 2020.
  27. ^ Wyatt, Dennis (April 27, 2023). "State awards Valley Link $25 million". Manteca Bulletin. 209 Multimedia. Retrieved February 19, 2024.
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