The SMART or Sonoma-Marin Area Rail Transit project is a future passenger rail service in Northern California, USA, to serve the Sonoma-Marin Area Rail Transit District, which consists of Sonoma and Marin counties and established by state law in 2003.[1] At full build-out, SMART will serve a 70 mile stretch of track from Cloverdale to Larkspur Landing. Although initially planned to be fully completed by 2014, the economic downturn, increased costs, and the difficulty of obtaining permits have led to a plan to open a 37 mile initial operating segment between downtown Santa Rosa and downtown San Rafael by 2016, with additional segments to be opened as funding becomes available.[2] The project is largely funded by a 0.25% sales tax, passed by voters in 2008 (Measure Q). Discontent over the change in plans has resulted in an effort to collect signatures to place a measure on the ballot repealing this tax (see below).
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The project will require upgrading tracks to provide 79-MPH passenger service on the historic Northwestern Pacific right-of-way, ultimately from Larkspur in Marin County to Cloverdale in northern Sonoma County. The track roughly parallels US Highway 101.[3] The right-of-way is largely owned by the SMART District, which was established by state law in 2003. Estimated ridership is unclear, as studies sponsored by the District have given conflicting data. Originally projected ridership on the 70 mile project between Larkspur and Cloverdale was about 1.4 million per year, mostly during commute hours, with a mid-day train and four trains per day on weekends.
The passenger service will share tracks with freight trains of the North Coast Railroad Authority (NCRA),[4] which in 2011 began to serve businesses along the SMART right of way between Lombard (at the Napa river) and Windsor.[5]
Most of the proposed stations are located near historic city centers. The Corridor Evaluation done by the Metropolitan Transportation Commission in 2005 showed 17,000 households and over 40,000 jobs located within a half-mile of stations. Some 1,400 parking spaces are included in plans for the full system. The walking distance from the planned (now deferred) Larkspur station to the ferry to San Francisco is about four-tenths of a mile.
The capital cost of track rehabilitation, signals, railcars, etc. was estimated in 2008 to be about $500 million. By 2010, cost estimates had reached $695 million.
An additional $90 million was allocated for a bike/pedestrian path along the line for recreation and to enhance connections between stations and the developing network of bicycle-pedestrian pathways.[6] The agency has obtained one grant for pathway construction in Rohnert Park, and has a pending application for a grant to fund additional pathway segments.
The project is funded through a quarter-cent sales tax in both counties (approved by Measure Q in 2008) together with federal, state, regional, and local allocations, including bridge tolls. The project financial plan[7] is based on 36% fare recovery of operating costs, which is typical for American commuter rail services.
Mitigation of environmental impacts was studied in 2005-06.[8] The recommended remedies, which were certified without challenge by SMART itself, included silencing of some train horns by establishment of low speed quiet zones[9] and replacement of certain wetland ditches. The study showed that train service would result in an unspecified reduction in vehicle hours of delay and vehicle hours traveled on roads in the corridor.
in January 2011, General Manager Lilian Hames, who had led the project for a decade, resigned amid ongoing concern about the rail system's financial challenges and the necessity to build the system in phases.[10] David Heath, the Chief Financial Officer took over management duties until the appointment of Farhad Mansourian as acting General Manager. In August of 2011, Mansourian was appointed permanent General Manager. At the November SMART Board meeting, Heath was terminated "without cause," and Mansourian assumed both financial and general management responsibilities for the project. The SMART Board gave final approval to a $171 million dollar bond issue at the same meeting.[11]
Critics called Farhad Mansourian's compensation and benefits package of $346,000 per year, combined with his Marin County pension of $147,600 excessive.[12]. They argue that his total compensation package is more than the $320,000 annual salary and bonus that the General Manager of the Bay Area Rapid Transit District receives[13] to run the fifth busiest heavy rail rapid transit system in the United States. Critics also note that Mr. Mansourian has extremely limited rail experience even though the SMART Board had initially considered rail experience essential. SMART board members said that the threat of a SMART repeal effort made bringing a general manager from an out of state rail system to the San Francisco Bay Area even more costly. They concluded that Mansourian's demonstrated abilities during his temporary assignment coupled with his knowledge of California permitting requirements and successful delivery of complex public works projects in Marin County made him the best candidate.[14]
Funding for the project is largely provided by Measure Q, adopted on November 4, 2008. It received a combined vote of 69.5% in the two counties (73.5 percent approval in Sonoma and 62.6 percent in Marin).[15] A similar November 2006 funding proposal for SMART received a 65.3% "yes" vote in the two-county District, 70.1% in Sonoma County, and 57.5% in Marin. Because it lacked the 2/3 majority needed for passage, that measure failed.
The following two paragraphs outline issues argued by proponents and opponents concerning the funding proposal approved by the voters (Measure Q) on the November, 2008 Ballot in Marin and Sonoma counties:
A coalition of conservation, cycling, business, and labor groups consider it urgent to restore a functioning railroad and create a bicycle-pedestrian pathway in the corridor to cope with congestion, keep businesses viable, protect the environment, and expand the existing network of pathways. Trains would by-pass traffic congestion, reduce automobile dependency, improve air quality, and reduce demand for imported oil. Trains of self-powered railcars will be just two or three units long, crossing intersections in about 45 seconds, and fitting easily within a city block. Crossing gates will be coordinated with traffic lights. Freight trains operating as far north as Windsor are likely to commence in 2010. Foreseeable freight service could be accommodated during daylight hours.[16] The bicycle-pedestrian pathway would connect with a growing network of trails, making stations easily accessible to bicycle commuters. Improved access would make the region more vibrant over the long term for employers, employees, and visitors.
The operating costs far exceed fare revenue making perpetual sales tax ballot measures inevitable; noise from trains would severely impact those within hearing distance of the tracks, and the number of cars taken off 101 from 5000 train riders daily is trivial (less than ½%). Most stations are beyond walking distance to homes and job centers, and that many stations do not provide parking (e.g.: Larkspur and Santa Rosa, both key hubs); so trains would be unattractive for most people. There is no link to the SF Ferry at Larkspur, and transfers would be difficult and time consuming as compared to buses. SMART would add freight service which will run mostly outside SMART commute hours meaning nights and weekends where noise is most noticeable. NCRA states they anticipate 3 round trips per day, with garbage hauling being one possibility, but this may be considerably more depending on the success of the freight business. There would be significant traffic disruption at grade crossings, particularly in city centers at peak times.
In September 2011, a petition drive was started to place an initiative on the ballot in 2012 to rescind the sales tax measure.[17]. Opponents contend the 1/4-cent sales tax in Measure Q was never enough to cover construction, and that costs were underestimated in Measure Q. Although SMART management proposes applications for grant funding to extend the train and pathway to its entire length proposed in Measure Q, few funding sources have yet been identified. Opponents argue that the project is "half a train to nowhere" and that the SMART Board has deceived the public by changing their business plan after the passage of Measure Q. They accuse the Board of mismanagement, mishandling taxpayer funds, violating the Brown Act and violating other promises made in the Measure Q referendum fight.[18] Supporters contend that the worldwide recession, unforeseen costs, and permitting hurdles require the project to be done in stages,
In October of 2011 the SMART Board passed an ordinance to make the clerk of the SMART Board the election official in charge of how ballot propositions would qualify for an election. The ordinance would apply to the RepealSMART initiative which had started collecting signatures the previous month, although signatures already gathered would not be considered invalid. California's top election official, the Secretary of State, issued an opinion letter that the California Constitution and California Elections code already governed the California Ballot Proposition Process for Special Districts including SMART. The letter concluded the proposed SMART ordinance was unnecessary and unlawful.[19] In November, the Secretary of State detailed the existing election procedure in a letter with specific instructions for ballot initiatives including the RepealSMART effort. Since the SMART Board's ordinance remains in effect it is possible there will be litigation surrounding the RepealSMART ballot initiative. Indeed, there is disagreement over the number of signatures required for the repeal initiative to qualify.[20] Meanwhile, SMART will put any proceeds from bond sales into an escrow account until the fate of the effort to repeal the sales tax is decided.[21]
The initial Operating Segment (I.O.S.) will operate between Downtown Santa Rosa and Downtown San Rafael, while future phases will extend the route north to Cloverdale Cloverdale in Sonoma County and South to Larkspur if and when funding can be secured.[22]
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| Station Name | Status |
|---|---|
| Cloverdale (Asti Rd. south of Citrus Drive) | Deferred |
| Healdsburg (Harmon Street) | Deferred |
| Windsor, California (Windsor Road and Windsor River Road) | Deferred |
| Santa Rosa, California (Jennings Avenue and Herbert Street) | I.O.S. |
| Rohnert Park, California (Golf Course Drive at Roberts Lake Road) | I.O.S. |
| Cotati, California (East Cotati Avenue and Santero Way) | I.O.S. |
| Downtown Petaluma | I.O.S. |
| Petaluma, California (Corona Road) | Deferred |
| North Novato, California (Atherton Avenue) | Deferred |
| South Novato/Hamilton (Main Gate Road) | I.O.S. |
| Marin County Civic Center (Civic Center Drive) | I.O.S. |
| San Rafael, California (Tamalpais Street, near San Rafael Transit Center) | I.O.S. |
| Larkspur, California, where riders can walk ~1/3 mile to Ferry to San Francisco | Deferred |
SMART has six 2-car DMU train-sets on order from Sumitomo of America / Nippon Sharyo at a cost of $40 million or 6.67 million for each 2-car set. They are to be delivered from October 2013 to May 2014. Under the contract, additional railcars may be added to the order at a cost of $2.9 million each. [23]
Railway Gazette, reported in Dec 2010 on SMART's original contract for nine 2-car sets to serve the 70-mile system at a cost of $56.9 million ($6.33 million each). [24] The railcars will be manufactured in Illinois; other railcar manufacturers submitted higher bids according to SMART.