A little history of the Monterey Branch Line

The subject of the Monterey Branch rail line and the associated SURF bus transit project have been discussed for awhile now in local social media and news reports. For little historic perspective I am posting below a guest commentary I had published in the Monterey Herald back in June 2010. While it may be a little dated, most of what I wrote is still valid today.

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For ninety years Southern Pacific's Del Monte Express carried travelers between Monterey and San Francisco. Although the train remained popular to the end, it was discontinued when Amtrak took charge of passenger rail in 1971.

Almost immediately, efforts to revive the train began. In 1979, when SP abandoned the tracks from Seaside to Monterey, the cities acted quickly to preserve the line for the Del Monte's return. Using state transportation funds, they purchased the right of way to the wharf depot and formally agreed to keep it available “for future passenger rail service between Monterey and San Francisco.” Soon after, plans were implemented for a recreation trail in the rail corridor. City officials had to assure the public that the path would not interfere with plans to restore train service, as the right of way was wide enough to accommodate both.

Although progress was slow, our community remained determined. In 1990 voters approved Proposition 116 which provided funding and included the Del Monte in the California State Rail Plan. Soon, studies were conducted and public outreach began. In 1995 a demonstration train came to Sand City, and in 2003 the Transportation Agency for Monterey County sponsored a railcar display in Salinas. Both events attracted huge crowds eager for a taste of the future. Later in 2003, TAMC purchased the remainder of the Monterey Branch Line from Seaside to Castroville and confidently predicted that the Del Monte would be back in business within three years.

It looked like everything was finally coming together. By then, however, trains had become an unfamiliar sight and city governments started getting cold feet. First, Seaside reneged on an agreement to build a station near Canyon Del Rey. Next, Marina's leadership opposed the Del Monte, believing it would rattle homes and split their town in two. Of course, the tracks run alongside Del Monte Boulevard which already divides the town, and in my experience passenger train vibrations are no worse than heavy street traffic.

Meanwhile, Monterey's council grew uneasy about trains passing through Window On The Bay, even though their appearances would be infrequent and brief. Anticipating this, the right of way agreement states: “It is agreed that park development, scenic overlooks, picnic areas, landscaping, environmental protection measures, etc. are not inconsistent or incompatible with the rail or bus transit activities outlined herein. Such development, in fact, should support the use and enjoyment of future rail travel to and from the Peninsula.” Monterey is thus obligated to coordinate park and rail planning. Although the city remains officially committed to both programs, in practice it has favored one and all but excluded the other, causing considerable confusion.

In response to this situation TAMC backed away from the Del Monte program and offered a compromise, a light rail system for local travel. While light rail vehicles would operate much more frequently than intercity trains, they are perceived as less disruptive and more politically palatable. However, this plan primarily serves Marina residents destined for downtown Monterey so most Peninsula residents aren't showing much interest. People I talk to are still asking “When are we going to get that train to San Francisco?”

TAMC says light rail will satisfy the demand for intercity service by connecting to proposed regional trains at Castroville. However, this offers scant improvement over existing shuttle buses to the Salinas Amtrak station. In many ways it is worse. Salinas provides an indoor waiting area, rest rooms, checked baggage service, and a ticket agent to assist passengers. Castroville will have none of these, making it an unappealing transfer point for travelers.

On the other hand a “one seat ride” between downtown Monterey and downtown San Francisco would be attractively convenient for residents of the entire Peninsula. At San Jose Del Monte passengers could also connect with trains to east bay cities, Sacramento, and Stockton. Of course, it would also bring visitors from those areas to Monterey, many of whom are already accustomed to riding trains.

The California State Rail Plan identifies Monterey as “an important tourist and population center of the State that currently has very inadequate intercity public transportation.” For this reason the prospect of reviving the Del Monte sparked real enthusiasm, inspiring decades of community effort. TAMC's light rail diversion just has people scratching their heads. It is not too late to restore the original goal. My observations indicate that is what people really want.