The ZEPRT project proposes new passenger rail service and stations on approximately 22 miles of the Santa Cruz Branch Rail Line (SCBRL) from the city of Santa Cruz in the north to Pajaro, just south of Watsonville. The project also proposes to develop 12 miles of Coastal Rail Trail: Segments 13-20 from Rio del Mar Boulevard through the community of La Selva Beach and the city of Watsonville, as well as the Capitola Trestle reach (Segment 11, Phase 2).
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The project builds on studies previously completed by the RTC, including the Rail Transit Feasibility Study in 2015 and the Transit Corridor Alternatives Analysis & Rail Network Integration Study in 2021, which identified a locally preferred alternative for Electric Passenger Rail. The project name has been changed to allow the project to explore other existing and emerging technologies in addition to electrification that will also achieve the goal of zero emissions.
In alignment with the California State Rail Plan, the proposed project would be integrated into the statewide rail and transit network that provides comprehensive and coordinated service to passengers.
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Included in this project are 12 miles of Coastal Rail Trail: Segments 13-20 from Rio del Mar Boulevard through the community of La Selva Beach and the city of Watsonville, as well as the Capitola Trestle reach (Segment 11, Phase 2).
The below map shows the status of Coastal Rail Trail projects, many of which are being implemented by others as separate projects along the SCBRL.
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There are three different types of models typically used for transit ridership:
For the ZEPRT project, RTC has evaluated two approaches using a combination of the three types of models described to the left. Generally, the model approaches have similar strengths and weaknesses with a main distinction being getting buy-in from FTA on the project's modeling approach.
| Factors | SCC Model + DRM | STOPS + Adjustments |
|---|---|---|
| Regional context | High | High |
| Non-commuter trip applicability | Medium | Low to Medium |
| Complementary and competing modes | Medium to High | Medium to High |
| Geographically detailed station area context | High | High |
| Transit network and service plan | High | High |
| Parking supply and pricing | Medium | Low |
| Weekend and seasonal travel | Medium | Low to Medium |
| Transit focus | High | High |
| FTA buy-in | N/A | High |
| Level of effort | Medium to High | Medium |
Based on the comparison, the project team is recommending a methodology that uses the SCC Model and a DRM for forecasting ridership. The DRM would help refine the big-picture findings of the regional model and combine the best of both tools.
To learn more about the project's ridership modeling approach, view a recording of our Informational Community Session from October 28, 2024, which explains more about the different ridership models considered and how they will be applied.
The project team has developed models to determine initial ridership projections based on publicly available data and previous planning efforts such as the Transit Corridor Alternatives Analysis (TCAA), which was accepted by the RTC Commission in February 2021. The team will then adjust the results based on community information that has been gathered over the past several months from stakeholder meetings.
Community stakeholders have shared the following information that the project team is incorporating into ridership modeling.
The project conceptual alignments have been refined and updated since first presented in Milestone 2. Several areas where significant refinements have occurred are presented and discussed below.
Four alternatives are being presented and include two aerial (elevated) options and two at-grade options. The alternatives follow a similar alignment along Beach Street west of Cliff Street, but shift the alignment northward for the segment in front of the Santa Cruz Beach Boardwalk. Two of the alternatives adjust the alignment over the San Lorenzo River so that the tracks are to the north of the log ride.
Three alignment alternatives are being evaluated for the area from approximately 30th Avenue to Jade Street Park where there are existing right-of-way constraints. Two options would route the trail away from the rail alignment for portions of this area. The third option would keep the trail adjacent to the rail alignment through areas of the corridor where existing right-of-way width is insufficient to meet current minimum design widths for both the trail and rail facilities.
Developing station location and alignment options near Cabrillo College:
The full set of Conceptual Alignment Strip maps that were presented during Milestone 2 in summer 2024 are archived below.
The map below includes proposed Segment 17 and 18 trail alignment options. Station locations are identified with the colored dots. Please refer to these potential station locations to respond to the questions below.
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Final station locations will be determined based on ridership, railroad operations and safety, site access, transit/community connectivity and equity, engineering feasibility, and consideration of adjacent uses. Your input will be considered as we continue to move through the evaluation process.
Below are links to the conceptual alignment strip maps that were presented during Milestone 2 in summer 2024. Final station locations will be determined based on ridership, railroad operations and safety, site access, transit/community connectivity and equity, engineering feasibility, environmental impacts and consideration of adjacent uses. Alignment alternatives presented are also subject to change based on community feedback. The full set of maps will be updated for review at Milestone 4 in early 2025.
*In order to operate the type of service and vehicles we anticipate in the corridor, the station platform will need to be approximately 350 feet long on a straight segment of track.
Side Platform
Center Platform
Shelter
Parking
Ticket Vending
Bicycle Parking
Seating
Kiss and Ride
Wayfinding/Public Information
Connections to Coastal Rail Trail
Alternative safety measures are put in place as a substitute for the sounding of the train horn. Safety measures may include gates, flashing lights, road modifications such as medians, and additional signage.
The creation and responsibility of a quiet zone falls with the local jurisdiction. RTC could partner with local cities/county, but the local jurisdiction is ultimately responsible for the application and legal responsibility of quiet zones.
Funding is determined on a case-by-case basis and costs can be paid by a project or the quiet zone applicant. Other noise mitigation measures (such as a sound wall) may be determined to be more affordable and effective.
The review of the need for a quiet zone is most timely during the environmental review process when noise impacts are analyzed and mitigation options considered. RTC will continue to consider noise impacts from the project design and a full analysis will be conducted during the project's environmental review.
Active warning and/or traffic control devices
Median, gate and flashing lights
Additional signage
Pedestrian channelization, gates and signage
While many federal grants offer a maximum contribution of up to 80%, oversubscribed discretionary programs require federal agencies to distribute amounts less than what was requested. Many current state and federal funding programs are oriented towards identifying and developing new or improved intercity passenger rail services. The Santa Cruz Branch Rail Line is envisioned in California's State Rail Plan and the FRA's Corridor Identification and Development (Corridor ID) Program, which helps facilitate the development of new or improved intercity passenger rail service in the United States.
Aligning the Santa Cruz Branch Line passenger rail service plan with the State Rail Plan would maximize funding eligibility and technical support through state and federal programs. The Corridor ID Program is the necessary precursor to future FRA funding through the Federal-State Partnership (FSP) program. California, through state programs such as the Transit and Intercity Rail Capital Program (TIRCP), Solutions for Congested Corridors Program (SCCP) and Local Partnership Program (LPP), provides a competitive advantage to grant recipients who are also leveraging federal dollars. The FTA also provides funding for new rail infrastructure. Through its Capital Investment Grant (CIG) Program, the FTA provides competitive discretionary grants that typically fund no more than 50% of the cost of a project.
To learn more about project funding and service type, view a recording of our Informational Community Session from October 23, 2024, that includes a presentation by Caltrans on the Corridor ID Program.
The purpose of the bridge inspections was to evaluate the existing bridges based on existing conditions, rated capacity and functionality, which considers the existing bridge with respect to other surrounding facilities within the rail or roadway alignment. The inspection information will allow RTC to determine which bridges can be kept, maintained and/or rehabilitated or if they will require replacement.
For several locations, further consideration of functionality will determine plans for replacement. The functionality review for these locations will consider roadway vertical and horizontal clearances underneath existing railroad bridges, needs for future sidewalks, bike lanes, increased shoulder width, and lane widenings or additions.
For any replacement, bridges will be considered with criteria for coastal resiliency. The next step will be for RTC to consider initial recommendations for each existing bridge.
Additional information will made available related to which bridges may be slated for repair, rehabilitation or replacement. Check back for further details.
Key milestones for this phase of work include developing a Project Description and Preliminary Purpose and Need Statement, developing preliminary rail and trail conceptual alignments through a process of conceptual alternatives analysis and environmental screening, refining the conceptual alignments into one preferred build concept, and preparing the draft and final Project Concept Report.
Throughout these activities, meaningful, proactive, and focused public and stakeholder outreach will occur, including several virtual and in-person public workshops and open house meetings.
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Following completion of the Project Concept Report, the project will move into preliminary engineering and environmental documentation, and then through right-of-way and final design.
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Please submit any additional feedback by December 20, 2024 through the form below or email us!
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BR 12.39 Over Soquel Drive
Open deck steel plate girder span over roadway
BR 12.71b Over Soquel Drive
Open deck steel thru-plate girder span over
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