It took more than five years for UP to agree to put back the second track from Davis to W Sacremento at state expense even though UP needed it for freight capacity.

In any case, I agree that the Corridor’s problem is not that it makes too many stops. The biggest factor is that it must take a circuitious route around the Bay shore from Martinez to Crockett and Rodeo. I think it adds nearly 30 minutes to the trip, not just because the train has to make this sharp left turn on its way into the Bay Area, but also because the route skirting the shore has a lot of curves that the trains have to slow down for.

Last night, I just missed the train, drove my 74 miles home, stopped to pick up take-out dinner and still made it home 35 minutes before the train was due into the station.

But from Sacramento to Benicia, the train can go almost as fast (top speed 79 mph) as much of the freeway traffic that isn’t jammed up. It’s also about the fastest way to get from Jack London Square to Oakland Coliseum, although few riders use that stop.

Thanks for pointing out the bright spot of carpooling.

On that note, 511 Rideshare is a free web and phone service that helps commuters form carpools and vanpools. Commuters can sign up for ridesharing using the free and secure online RideMatch Database by visiting http://www.511.org, click Rideshare.

The Capitol stations are (mostly) pretty far apart.

Berk to Sac is only 5 stops. None of them appear to be easily skipped.
http://capitolcorridor.org/stations/

Are there stops that have many more passengers entering and exiting than other stops? I ask because Caltrain saves substantial time by skipping stops on the express and limited trains, and if the Capitols could do the same, it may shorten the ride, help to fill the train, and bring in more revenue, which could then justify expanded service, etc. A lot of people take I-80 and it isn’t the fastest road around, so getting Caltrain-level ridership might be a real possibility.

When I commuted from Berkeley to Sacramento (state work just out of college) I joined a vanpool that took 75 minutes door to door. If the Capitols train could beat that time, I would have paid extra to take it, but it was substantially slower and less reliable. In the primary commute direction (Sac to Bay, then back) I assume the drive is even slower so I would expect more people to try the train.

But as far as paying that premium, it may be true for your average Beemer owner, but not for me. I’m already straining under the weight of the 25 bucks a day it costs me to take the train. That’s like a quarter of my net income. Yes, we journalists may be famous, but we’re not rich.

I’m constantly doing the math, calculating how my train fare compares with gas+tolls. Right now, it’s dead even. Wear and tear on the car should also be factored in, but not isurance and other costs, because I must operate a car for work.

In any case, when the $5-a-gallon hits the fan, you can kiss your extra seat on the train goodbye. I’m already seeing my post-rush-hour train filling up more than usual.

You can still work, eat and sleep on the train even you’re forced to sit next to paupers like me on the train.

Your numbers are a bit out of date, 4000/day was ridership in 2005. None the less even at $60 a round trip the cost would not be outrageous for people making six figures.

Making the CC profitable is not the point. The point is that riding the CC is a pleasant experience most of the time. I can get a couple hours worth of work done, the crew is helpful, and there are no bums who haven’t been able to take a shower sinse last Christmas to smell. There needs to be more mass transit with this model. People are still driving with petrol threating to break $4 a gallon. My guess is that if they were offered a better alternative to driving then is currently available, and not the back alley on wheels that much of our public transit is designed for these days, that they would be willing to pay a premium for it.