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52-576: The ratio is measured using a standardized penetration test first developed by the California Division of Highways for highway engineering . Empirical tests measure the strength of the material and are not a true representation of the resilient modulus . The CBR is the ratio of the bearing load that penetrates a material to a specific depth compared with the load giving the same penetration into crushed stone . The test measures neither Stiffness Modulus nor Shear Strength directly, but gives

104-577: A Task Force Committee on Transportation to study the state transportation system and recommend major reforms. One of the proposals of the task force was the creation of a State Transportation Board as a permanent advisory board on state transportation policy; the board would later merge into the California Transportation Commission in 1978. In September 1971, the State Transportation Board proposed

156-756: A combined measure of both. Penetration is measured by applying the bearing load on the sample using a standard plunger of diameter 50 mm at the rate of 1.25 mm/min. The CBR is expressed as a percentage of the actual load causing the penetrations of 2.5 mm or 5.0 mm to the standard loads on crushed stone. A load penetration curve is drawn. The load values on standard crushed stones are 1,370 kgf (13.44 kN) and 2,055 kgf (20.15 kN) at 2.5 mm and 5.0 mm penetrations respectively. The CBR can be mathematically expressed as: C B R = p p s ⋅ 100 % {\displaystyle CBR={\frac {p}{p_{s}}}\cdot 100\%} The CBR test

208-407: A mould of 150 mm diameter with a base plate and a collar, a loading frame and dial gauges for measuring the penetration values and the expansion on soaking. If a soaked (wet) measurement is desired, the specimen in the mould is soaked in water for four days and the swelling and water absorption values are noted. The surcharge weight is placed on the top of the specimen in the mould and the assembly

260-527: A new mission statement: "Provide a safe, sustainable, integrated and efficient transportation system to enhance California's economy and livability." The earliest predecessor of Caltrans was the Bureau of Highways, which was created by the California Legislature and signed into law by Governor James Budd in 1895. This agency consisted of three commissioners who were charged with analyzing

312-528: A proposed second Transbay Tube . A study of a joint project providing a second crossing for BART began in 2019. San Francisco has not had direct intercity rail service since 1971. During fiscal year 2017 the Capitol Corridor service carried 1,607,277 passengers, a 2.9% increase over FY2016. Revenue in FY2017 was $ 33,970,000, a 5.3% increase over FY2016, with a 57% farebox recovery ratio . It

364-483: A single round trip continued to Roseville , an eastern Sacramento suburb. One of the ballot propositions, Proposition 116, provided the name Capitol Corridor —so named because it links the location of California's first state capital, San Jose, with the current capital, Sacramento. State Capitol buildings were operated in each city. The service was known as the Capitols until April 29, 2001, when Amtrak renamed it

416-598: Is a long-range outline of possible improvements to the service; several realignments along existing and new right-of-ways were considered and studied. Near-term suggested improvements include double tracking between San Jose and a realignment to the Coast Subdivision , and a new station at the Ardenwood Park-and-Ride, followed by track improvements between Emeryville and Richmond. Later goals include tunneling under Jack London Square to eliminate

468-440: Is a penetration test in which a standard piston, with a diameter of 50 mm (1.969 in), is used to penetrate the soil at a standard rate of 1.25 mm/minute. Although the force increases with the depth of penetration, in most cases, it does not increase as quickly as it does for the standard crushed rock, so the ratio decreases. In some cases, the ratio at 5 mm may be greater than that at 2.5 mm. If this occurs,

520-751: Is an executive department of the U.S. state of California . The department is part of the cabinet -level California State Transportation Agency (CalSTA). Caltrans is headquartered in Sacramento . Caltrans manages the state's highway system , which includes the California Freeway and Expressway System , supports public transportation systems throughout the state and provides funding and oversight for three state-supported Amtrak intercity rail routes ( Capitol Corridor , Pacific Surfliner and San Joaquins ) which are collectively branded as Amtrak California . In 2015, Caltrans released

572-630: Is covered by District 3. Capitol Corridor The Capitol Corridor is a 168-mile (270 km) passenger train route in Northern California operated by Amtrak between San Jose , in the Bay Area , and Auburn , in the Sacramento Valley . The route is named after the two points most trains operate between, San Jose (which was the first state capital of California ) and Sacramento (the current capital, with

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624-562: Is expected to be completed at the end of 2020, followed by the Final Environmental Impact Report a year later. Design is to take place in 2022–23, with construction beginning in 2024. The project is to have a single new station at Ardenwood (at SR 84 ); stations at Hayward (at SR 92 ) and Newark Junction were considered but rejected. Two daily Capitol Corridor round trips, along with some Caltrain service, were planned to be extended to Salinas as part of

676-540: Is governed by a board that includes two elected representatives from each of eight counties the train travels through. The CCJPA contracts with the San Francisco Bay Area Rapid Transit District to provide day-to-day management of the service, Amtrak to operate the trains, and Transit Services America to maintain the rolling stock (locomotives and passenger cars). The California Department of Transportation (Caltrans) provides

728-500: Is placed under the plunger of the loading frame. CBR values for common soil subgrades can be estimated according to the USC soil types, for example: clay around 2%, sand from 7% (poorly graded) to 10% (well graded), well graded sandy gravel 15%, clayey sand 5-20%, silty gravel 20-60%, gravel from 30-60% poorly-graded to 40-80% if well-graded. California Division of Highways The California Department of Transportation ( Caltrans )

780-641: Is the fourth busiest Amtrak route by ridership, surpassed only by the Northeast Regional , Acela Express , and Pacific Surfliner . In large part due to the route's success, as of 2017 , Sacramento is the busiest station on the route, the seventh busiest in the Amtrak system and the second busiest in California. The Capitol Corridor is used by commuters between the Sacramento area and

832-660: The Coast Daylight ) provided local service between Oakland and San Jose on the Coast Line . The inland Niles Subdivision was served by a daily Oakland– Tracy local and a commute-timed Oakland–San Jose local (which ran via Centerville and part of the Coast Line on the northbound trip and Milpitas southbound). The increasing prevalence of auto ownership and improvements in local roads meant that numerous commuters began to drive their own vehicles rather than take

884-551: The 1989 Loma Prieta earthquake , was closed in 1994. It was replaced by new stations at Emeryville in 1993 and Oakland-Jack London Square in 1995. Additional infill stations were added at Santa Clara – Great America in 1993, Oakland Coliseum (with a close connection to BART) in 2005, the Caltrain station in Santa Clara-University in 2012, and Fairfield–Vacaville in 2017. After financial concerns in

936-630: The California Department of Transportation (Caltrans). Each trainset typically consists of one or two coach cars, a coach/baggage car, a café (food service) car, and a cab/coach car. The cab/coach car is similar to other coaches but with an engineer's operating cab and headlights on one end, allowing the train to be operated in push-pull mode , which eliminates the need to turn the train at each end-point. Caltrans also owns several Surfliner bi-level cars that are used on some Capitol Corridor trainsets. The newer cars look very similar to

988-545: The Capitol Corridor. The Capitols originally ran via the Coast Line from Elmhurst to Santa Clara , with no stops between Oakland and San Jose. In 1992, after the completion of track and signal work, the Capitols were rerouted onto the Niles Subdivision further inland between Elmhurst and Newark . The new route allowed the addition of infill stations at Fremont in 1993 and Hayward in 1997. The Oakland 16th Street station , which had been damaged by

1040-673: The Federal-Aid Highway Act of 1956 for the construction of its portion of the Interstate Highway System . Over the next two decades after Collier-Burns, the state "embarked on a massive highway construction program" in which nearly all of the now-extant state highway system was either constructed or upgraded. In hindsight, the period from 1940 to 1969 can be characterized as the "Golden Age" of California's state highway construction program. The history of Caltrans and its predecessor agencies during

1092-547: The Monterey County Rail Extension . Initial service will have intermediate stops at existing Caltrain stations at Tamien , Morgan Hill , and Gilroy ; future phases will add new stations at Castroville and Pajaro/Watsonville . A third track between Sacramento and Roseville is planned to start construction in 2021, which would allow an initial increase from one round trip per day to three, with plans for up to ten. Extension east to Reno, Nevada

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1144-772: The National Environmental Policy Act and the California Environmental Quality Act forced Caltrans to devote significant time, money, people, and other resources to confronting issues such as "air and water quality, hazardous waste, archaeology, historic preservation, and noise abatement." The devastating 1971 San Fernando earthquake compelled the agency to recognize that its existing design standards had not adequately accounted for earthquake stress and that numerous existing structures needed expensive seismic retrofitting . Maintenance and construction costs grew at twice

1196-570: The State Capitol building ). The route runs roughly parallel to I-880 and I-80 . Some limited trips run between Oakland and San Jose. A single daily round trip runs between San Jose and Auburn, in the foothills of the Sierra Nevada . Capitol Corridor trains started in 1991. Like all regional trains in California , the Capitol Corridor is operated by a joint powers authority . The Capitol Corridor Joint Powers Authority (CCJPA)

1248-646: The street-running section there, rerouting freight traffic over another right-of-way between Sacramento and Martinez, and eventual electrification of the line. The 2018 Senate Bill 1 allocated $ 93 million in funds for the Capitol Corridor, partially for planning the realignment to the Coast Subdivision. As of June 2020 , the Draft Environmental Impact Report for the realignment (branded as South Bay Connect)

1300-565: The 1970s to the beginning of the 1990s, three Amtrak intercity trains operated in the Bay Area: the long-distance California Zephyr ( Oakland / Emeryville – Chicago ) and Coast Starlight ( Los Angeles – Seattle ), and the regional San Joaquins ( Bakersfield –Oakland). Of the three lines, only the Coast Starlight ran between San Jose and Sacramento—once a day in each direction, and at inconvenient times (southbound early in

1352-403: The 1970s, as its institutional focus shifted from highway construction to highway maintenance. The agency was forced to contend with declining revenues, increasing construction and maintenance costs (especially the skyrocketing cost of maintaining the vast highway system built over the past three prior decades), widespread freeway revolts , and new environmental laws . In 1970, the enactment of

1404-650: The 20th century was marked by many firsts. It was one of the first agencies in the United States to paint centerlines on highways statewide; the first to build a freeway west of the Mississippi River ; the first to build a four-level stack interchange ; the first to develop and deploy non-reflective raised pavement markers, better known as Botts' dots ; and one of the first to implement dedicated freeway-to-freeway connector ramps for high-occupancy vehicle lanes . In 1967, Governor Ronald Reagan formed

1456-655: The Bay Area as an alternative to driving on congested Interstate 80. Monthly passes and discounted trip tickets are available. Many politicians, lobbyists, and aides live in the Bay Area and commute to their jobs in Sacramento, including those connecting to the train via Amtrak Thruway from San Francisco, while workers in the Oakland, San Francisco, and Silicon Valley employment centers take the Capitol Corridor trains from their less expensive homes in Solano County and

1508-572: The California Car fleet but feature reclining seats, open overhead luggage racks, and a restroom on the upper level of each car. The bi-level cars have doors that can operated remotely on either side of the train from a single point of control. This feature allows the operator to maximize passenger flow in boarding and alighting operations, and thereby minimizing station dwell time. Daily inspections, cleaning, and maintenance of equipment are conducted in Oakland and Sacramento. Heavy maintenance

1560-631: The Department of Engineering into the Department of Public Works, which continued to have a Division of Highways. That same year, three additional divisions (now districts) were created, in Stockton, Bishop, and San Bernardino. In 1933, the state legislature enacted an amendment to the State Highway Classification Act of 1927, which added over 6,700 miles of county roads to the state highway system. To help manage all

1612-441: The Department of Transportation, of which the most important was the Department of Public Works and its Division of Highways. The California Department of Transportation began official operations on July 1, 1973. The new agency was organized into six divisions: Highways, Mass Transportation, Aeronautics, Transportation Planning, Legal, and Administrative Services. Caltrans went through a difficult period of transformation during

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1664-519: The F59PHI have been re-engined to meet more stringent EPA Tier II emission standards. These locomotives are owned by Caltrans and carry its CDTX reporting marks . Amtrak-owned locomotives are also occasionally used on the Capitol Corridor , including the P42DC . The Capitol Corridor service is equipped with Amtrak California 's fleet of California Car bi-level, high-capacity passenger cars owned by

1716-474: The Sacramento metropolitan area. Starting on August 28, 2006, the Capitol Corridor had 16 weekday trains each way between Oakland and Sacramento, up from twelve in 2005 and three in 1992. (Seven of the sixteen ran to/from San Jose.) According to its management, ridership on the Capitol Corridor trains tripled between 1998 and 2005. On August 13, 2012, the Capitol Corridor dropped from 16 to 15 weekday round trips between Oakland and Sacramento; one round trip

1768-454: The State of California into 12 districts, supervised by district offices. Most districts cover multiple counties ; District 12 ( Orange County ) is the only district with one county. The largest districts by population are District 4 ( San Francisco Bay Area ) and District 7 ( Los Angeles and Ventura counties). Like many state agencies, Caltrans maintains its headquarters in Sacramento , which

1820-765: The additional work created by this massive expansion, an eleventh district office was founded that year in San Diego. The enactment of the Collier–Burns Highway Act of 1947 after "a lengthy and bitter legislative battle" was a watershed moment in Caltrans history. The act "placed California highway's program on a sound financial basis" by doubling vehicle registration fees and raising gasoline and diesel fuel taxes from 3 cents to 4.5 cents per gallon. All these taxes were again raised further in 1953 and 1963. The state also obtained extensive federal funding from

1872-448: The commissioners submitted their report to the governor on November 25, 1896, the legislature replaced the Bureau with the Department of Highways. Due to the state's weak fiscal condition and corrupt politics, little progress was made until 1907, when the legislature replaced the Department of Highways with the Department of Engineering, within which there was a Division of Highways. California voters approved an $ 18 million bond issue for

1924-492: The construction of a state highway system in 1910, and the first California Highway Commission was convened in 1911. On August 7, 1912, the department broke ground on its first construction project, the section of El Camino Real between South San Francisco and Burlingame , which later became part of California State Route 82 . The year 1912 also saw the founding of the Transportation Laboratory and

1976-464: The creation of a state department of transportation charged with responsibility "for performing and integrating transportation planning for all modes ." Governor Reagan mentioned this proposal in his 1972 State of the State address , and Assemblyman Wadie P. Deddeh introduced Assembly Bill 69 to that effect, which was duly passed by the state legislature and signed into law by Reagan later that same year. AB 69 merged three existing departments to create

2028-488: The creation of seven administrative divisions, which are the predecessors of the 12 district offices in use as of 2018 . The original seven division headquarters were located in: In 1913, the California State Legislature began requiring vehicle registration and allocated the resulting funds to support regular highway maintenance, which began the next year. In 1921, the state legislature turned

2080-636: The former California and Nevada Railroad track) ran primarily long-distance service with limited local stops. Commuter service around Oakland was largely provided by the electric interurban trains of the SP-owned East Bay Electric Lines (1911–1941) and Key System (1901–1958). By the end of the 1930s, the SP operated five daily local round trips plus a number of long-distance trains between Oakland and Sacramento. The Oakland Lark and an unnamed local train (an Oakland connection for

2132-752: The funding to operate the service and also owns the rolling stock. The First transcontinental railroad was completed to Oakland from the south in 1869. Following the completion of the California Pacific Railroad in 1879, most long-distance service of the Southern Pacific (SP) reached Oakland from the north. Long-distance service from the south ran to San Francisco via the Peninsula; some trains had Oakland sections. The Western Pacific Railroad (completed to Oakland in 1910) and Santa Fe Railroad (completed to Oakland in 1903 over

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2184-481: The inflation rate in this era of high inflation; the reluctance of one governor after another to raise fuel taxes in accordance with inflation meant that California ranked dead last in the United States in per capita transportation spending by 1983. During the 1980s and 1990s, Caltrans concentrated on "the upgrading, rehabilitation, and maintenance of the existing system," plus occasional gap closure and realignment projects. For administrative purposes, Caltrans divides

2236-648: The mid-1990s, service was gradually increased from the original three daily round trips. A fourth round trip was added in April 1996, a fifth in November 1998, and a sixth in February 1999. One daily round trip was extended east to Colfax via Rocklin and Auburn on January 26, 1998. The trip was cut back to Auburn (with the Rocklin stop retained) on February 27, 2000. Installation of positive train control along

2288-480: The morning, northbound in the evening). In 1977, Amtrak approved an additional Oakland–Sacramento round trip, the Sacramentan ; the service was never operated. In 1990, California voters passed two ballot propositions providing $ 105 million to expand service along the route. The new service, named Capitols , debuted on December 12, 1991, with three daily round trips between San Jose and Sacramento. Of these,

2340-525: The ratio at 5 mm should be used. The CBR is a measure of resistance of a material to penetration of a standard plunger under controlled density and moisture conditions. The test procedure should be strictly adhered to if a high degree of reproducibility is desired. The CBR test may be conducted on a remolded or undisturbed specimen in the laboratory. The test is simple and has been extensively investigated for field correlations of flexible pavement thickness requirement. The laboratory CBR apparatus consists of

2392-411: The roads of the state and making recommendations for their improvement. At the time, there was no state highway system, since roads were purely a local responsibility. California's roads consisted of crude dirt roads maintained by county governments, as well as some paved streets in certain cities, and this ad hoc system was no longer adequate for the needs of the state's rapidly growing population. After

2444-528: The route was completed by November 2018. In response to low ridership as a result of the COVID-19 pandemic , the Capitol Corridor schedule was reduced to five daily trips on March 21, 2020, with discontinued Auburn service and many trips ending in Oakland. Three runs were added back on June 1 and Auburn service restored. Infill stations have been proposed along the route at Hercules , Benicia , and Dixon . The Capitol Corridor Vision Implementation Plan

2496-435: The route was transferred to Capitol Corridor Joint Powers Authority (CCJPA), formed by transit agencies of which the Capitol Corridor serves in order to have more local control, while still funded by Caltrans. CCJPA in turn contracted with BART for day-to-day management and staff support; also, CCJPA makes decisions on the service level of Capitol Corridor , capital improvements along the route, and passenger amenities aboard

2548-608: The train. The decline in ridership resulted in SP discontinuing the Oakland–San Jose trip on the Niles Subdivision on September 29, 1940, followed by ending the Oakland–Tracy trip in 1941. The two Oakland–San Jose trips on the Coast Line were discontinued on May 1, 1960. The last local service between Oakland and Sacramento was the Senator , discontinued by the SP on May 31, 1962 (though long-distance service continued). From

2600-421: The trains. The Capitol Corridor Joint Powers Authority is governed by a board of directors which consists of 16 representatives from its member agencies: The Capitol Corridor and San Joaquins share a combined fleet of 13 EMD F59PHI and ten Siemens Charger SC-44 locomotives. The Charger locomotives meet EPA Tier IV emission standards and are capable of operating at 125 mph in revenue service. Many of

2652-496: Was deemed unlikely in the Vision Implementation Plan due to heavy freight traffic over Donner Pass and lack of funding, though plans for such an expansion were studied in 2022 with 83% of respondents indicating they would use the service if more frequent passenger rail were provided between Sacramento and Reno. Extending service to downtown San Francisco by crossing the bay is being considered as part of

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2704-400: Was discontinued due to high fuel costs, low ridership, and a new ability to store an extra train overnight in a Sacramento railyard . As of October 2022, trains run as follows: The Capitol Corridor is fully funded by the state through Caltrans Division of Rail and Mass Transportation (DRMT). Caltrans managed the line from its inception in 1991 to 1997, but in 1998 the administration of

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