California High-Speed Rail

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Under-construction passenger rail system

California High-Speed Rail

San Joaquin River Viaduct under construction in 2019.

The same viaduct completed in April 2021. Adjacent are the SR 99 freeway and, between them, a single-track railroad line which is used for freight.

Overview
Owner| California High-Speed Rail Authority
an agency of the State of California
Area served| Initial Operating Segment(IOS) now being developed in San Joaquin Valley (Merced to Bakersfield);
Planned Phase 1 extensions:
North to San Francisco Bay Area
South to Greater Los Angeles;
Future extensions for Phase 2:
North to Sacramento, California
South to San Diego, California
Locale| California, United States
Transit type| High-speed rail
Number of stations| 5 in IOS; up to 24 authorized for entire system
Chief executive| Brian P. Kelly
Website|

* www.hsr.ca.gov
* www.buildhsr.com

Operation
Operation will start| 2030-2033 (Merced to Bakersfield segment)
Operator(s)| DB E.C.O. North America Inc.
(Deutsche Bahn)
Number of vehicles| 6 trainsets planned for IOS
Technical
System length|

* 171 mi (275 km) in Interim IOS
* 520 mi (840 km) in Phase 1
* 800 mi (1,300 km) completed system[1]

No. of tracks| 2 (plus 2 loading tracks in stations)
Track gauge| 4 ft 8+1⁄2 in (1,435 mm) standard gauge
Electrification| 25 kV 60 Hz AC overhead line[2][3]
Top speed| 220 mph (350 km/h) maximum;
110 mph (180 km/h) San Francisco–Gilroy[4] & Burbank–Anaheim[5]
| System map

Legend

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Phase 2

planned

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| Phase 2

Phase 1

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Downtown Rail Extension

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Downtown Rail Extension

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4th & King

2031

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| Brisbane Light

Maintenance Facility

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2031

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2031

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2031

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Pacheco Pass Tunnels

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Pacheco Pass Tunnels

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Interim IOS

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Chowchilla Wye

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Interim IOS

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Fresno River Viaduct

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San Joaquin River Viaduct

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Interim IOS

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Kings River Viaduct

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Interim IOS

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Kern River Crossing

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Interim IOS

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Tehachapi Pass

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2033

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Soledad Canyon

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Soledad Canyon

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2033

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2033

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option

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option

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Phase 2

planned

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| Phase 1

Phase 2

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|  | El Monte Transit Center

option

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option

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|  | Pomona

option

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|  | San Bernardino County  |

option

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|  | San Bernardino |

option

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|  | Corona |

option

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option

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|  | Murrieta |

option

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IOS = Initial Operating Segment

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This diagram:

* view
* talk
* edit

California High-Speed Rail (also known as CAHSR or CHSR) is an American publicly funded high-speed rail system being developed in California. Overseen by the California High-Speed Rail Authority, it was authorized by the 2008 statewide ballot proposal Proposition 1A.

The system is intended to reduce travel times in the state, particularly between the major urban areas of the San Francisco Bay Area in the north and Greater Los Angeles in the south. It is also intended to reduce pollution and carbon emissions, ease highway and air traffic congestion, and boost the state's economy, particularly in the Central Valley region.

The rail system is currently planned to be built in two major phases, span over 800 miles (1,300 km) , and have up to 24 stations. The first phase will stretch 520 miles (840 km) from San Francisco/Merced to Los Angeles/Anaheim, while the second will connect the state capital of Sacramento to Merced and the border city of San Diego to Los Angeles.

The first section to be in service is anticipated to be in 2030-2033. It will run 171 miles (275 km) through the Central Valley connecting Merced to Bakersfield. This section's proposed top speed of 220 mph (350 km/h) would make it the fastest train in North America; it also will provide a major improvement in passenger rail in the Central Valley.

In 2023, Caltrans, the California state transportation agency, released a draft statewide rail modernization plan which lays out the justification and vision for CAHSR. This is the first comprehensive rail plan in the US, integrating HSR with other passenger rail services. It also includes the goal of statewide scheduling and ticketing across all passenger rail systems to improve passenger travel.[6]

The HSR system will also use "blending", sharing the infrastructure of local rail systems in the Bay Area and Los Angeles areas, for reduced costs and improved efficiency. Currently, the electrification of Caltrain in the Bay Area is proceeding, and is due to be completed in late 2024 (although connection with CAHSR will not be done for years yet).[7]

Various aspects of the project have drawn criticism, including its route, management inexperience and turnover, delays in land acquisition and construction, and costs greatly larger than initial projections. Construction began in the Central Valley in 2015, and currently 171 miles (275 km) of the route are at various stages of completion.

Current projections indicate that only the initial 171 miles (275 km) segment in the Central Valley can be built and an operational system initiated with projected funding. Additional funds from the state, the federal government, and the private sector will be necessary for the other system segments. Also, the initial 171 miles (275 km) segment, while beneficial, will have the smallest benefit of all the segments.

As of late 2023, CAHSR was the largest single construction project in the US, employing an average of 1,500 workers each day. In the Central Valley, where it passes through some of the state's poorest communities, it has had a significant economic impact, creating more than $18 billion of economic output since 2006.

## History[edit]

Main article: History of California High-Speed Rail

Governor Jerry Brown initially proposed this project, but its first steps came in 1996, when the California State Legislature and Governor Pete Wilson established the California High-Speed Rail Authority to create a plan to present to the voters for approval. In 2008, voters approved Proposition 1A, which laid out a route connecting the state's major population centers, authorized bonds for initial funding, and established other requirements. Among these, it required nonstop trains travel between San Francisco and Los Angeles – about 350 miles (560 km) apart by air – in no more than 2 hours and 40 minutes.

Construction began in 2015 on the Interim Initial Operating Segment ("Interim IOS" or "Early Operating Segment"/EOS) in Phase 1, which is to run from Merced to Bakersfield in the San Joaquin Valley portion of California's Central Valley. Scheduled service is planned to begin at the end of 2030.[8] Meanwhile, commuter rail systems in the major metropolitan areas of San Francisco Bay Area and Greater Los Angeles are being upgraded to allow CAHSR to use their tracks, power systems, train control systems, and stations in what is termed a "blended service". No significant funding has yet been secured for work connecting the Early Operating Segment with the northern or southern regions (although by 2026 it is planned to have preliminary planning and environmental clearances completed for all the segments in Phase 1 ).

While Proposition 1A did not specify the use of a "blended system" in the large metropolitan areas, cost (and other) considerations forced the Authority to adopt this approach in 2012. Blended HSR systems like this are common in Europe. Maximum train speeds will be about 220 miles per hour (350 km/h) in the dedicated HSR segments and about 110 miles per hour (180 km/h) in the blended segments. CAHSR will thus be the fastest trains operating in the US.

By 2022, amid concern about the slow pace of the project and its increasing costs, Governor Gavin Newsom pushed for the release of the last of the Proposition 1A bond funds in order to get an operating system working in the Central Valley.[9] In concert with this, he signed SB 198 into law. It requires the California High-Speed Rail Authority to make the Interim IOS/EOS (Merced to Bakersfield) its top priority.[10]

In March 2023, the California High-Speed Rail Peer Review Group (established by the California legislature to independently appraise the project) gave its concerns about the project's continued viability, writing:

> Since its inception in 2008, the Group has issued 18 letters and members have testified before Legislative and Congressional committees 15 times. In reviewing past letters and testimony, a consistent theme emerges: 1) project costs, schedules, and ridership estimates are uncertain and subject to significant risk of deteriorating, a typical experience for mega-projects; 2) the project is underfunded, and its financing is unstable, raising costs and making effective management difficult if not impossible; 3) more legislative oversight is needed. This letter reinforces the message, but with a sense of urgency over the ever-higher stakes.[11]

Despite these significant concerns, the federal government continues to support the CAHSR system. Federal Railroad Administration (FRA) Administrator Amit Bose said, "This project is unparalleled, and the federal government will continue to partner with California to deliver passenger rail benefits that people want and deserve, The Department of Transportation and the Federal Railroad Administration will continue to stand shoulder to shoulder with the workers and the cities of California to deliver this project."[12]

## Status and plans[edit]

Project status as of February 2024[update].

The Project Status map displays route segment and construction status as of February 2024.

* IOS/EOS (Initial/Early Operating Segment, Merced to Bakersfield) target operational commencement date is the end of 2030. The P65 probability window extends this to 2033.
* Current construction work is indicated (119-mile (192 km)) in the IOS. CP 4 is (as of February 2024) "substantially complete", except "The only remaining task to resolve is a land-rights dispute between third parties that affects just 400 feet of guideway."[13] Track and Systems Installation will begin on it in 2024. CP 1 and CP 2–3 are anticipated to be substantially completed in 2026.
* "Pre-construction" has preliminary planning and design work currently proceeding (52-mile (84 km)) in the IOS. Construction funding and land is also being acquired.[14][15]
* "Environmental review cleared" is awaiting funding for preliminary planning, land acquisition, design, and construction.
* "Environmental review underway" EIRs are planned to be presented to the Board in 2024 for the Palmdale-Burbank segment, and 2025 for the Los Angeles Union Station to Anaheim segment (per Item #5 Presentation to the Board January 18, 2024).[16]

In its 2023 Project Update Report,[17] the Authority indicated the Interim IOS (aka "Early Operating Segment"/EOS in the Authority's documents) will go into service before December 31, 2030, with a 65% probability "risk factor" of three years (which runs until the end of 2033).

Although the top priority is the Merced to Bakersfield segment, this does not preclude doing some preliminary work on the next priority segment, from Merced across the valley floor and through the coastal range to Gilroy and up to San Jose. After completing the Interim IOS, the Authority plans to advance construction on the Merced to San Jose segment, thereby linking the Interim IOS in the Central Valley to the tracks of the Caltrain commuter rail system. This will allow HSR trains to run from San Francisco to Bakersfield. The Authority is aggressively seeking additional federal funding for construction of this segment, including the costly boring of two tunnels, one about 12-mile (19 km) long, through the mountains.

The California High-Speed Rail Peer Review Group has noted concerns about the progress of the project, including issues acquiring property in the Central Valley, delays due to lawsuits, an earlier lack of requisite management experience, cost overruns, and weak legislative oversight. Inflation has also become a major concern due to the disruptions caused by the COVID-19 pandemic and the war in Ukraine.[18]

The project requires legislative action, so issues raised by the Peer Review Group and KPMG, the Authority's project consultant, will help the legislature select from the board's proposed plans or other alternatives. The California High-Speed Rail Peer Review Group is also recommending an independent review of the project, including the Authority's experience, and with an updated view of the economic environment and the potential of the project.[19]

In March 2023, the California State Rail Modernization Plan (2023 Draft)[7] was released for review. (The final report has not been released yet.) This explains how the state anticipates the HSR system will integrate with other passenger rail systems in the state. There is also a two-page California State Rail Modernization Plan Factsheet available.[20]

On February 9, 2024 the draft of the 2024 Business Plan was released. (2024 Draft Business Plan). Public comment on the plan will be welcomed in February and March, and also presented to the Board. In April the final version of the plan will be adopted, and on May 1 it will be submitted to the legislature, per state law. These data give the latest project status and projections.[21]

### IOS/EOS completion timeline[edit]

On pages 8 to 9 of the 2023 Project Update Report,[17] the current timeline for getting the Initial/Early Operating Segment (IOS/EOS) into operation is:

* In mid-2024, commence track and systems installation when civil construction in CP 4 is completed; CP 1, and CP 2–3 are not expected to be ready for this until 2026
* In mid-2025, commence Madera and Bakersfield extensions civil construction, with completion estimated to be in mid-2028
* In mid-2026, commence station construction, with completion estimated to be in mid-2028
* In mid-2028, first trainset expected to be delivered
* In mid-2028, original 119-mile (192 km) segment to be ready to use
* In mid-2029, full IOS 172-mile (277 km) segment to be ready to use
* In mid-2029, static testing and dynamic testing to be completed, and operational testing to commence
* In mid-2030, trial operational running to be completed
* At end of 2030, passenger service to begin (however, note that the P65 probability envelope extends until the end of 2033).

At the January 18, 2024 Board meeting, Agenda Item #5 (Business Plan Update) says, "We are advancing the project consistent with the cost and schedule estimates in the 2023 PUR [Project Update Report]."[22]

### Phased implementation plan as of November 2023[edit]

Per Proposition 1A, Phase 1 must be operational before Phase 2 is built. Phase 2 will extend the HSR system north to Sacramento and south to San Diego. These extensions are still in the preliminary planning stages.

Phase 1 runs from San Francisco to Los Angeles and Anaheim, and is being implemented in sections. In the Central Valley, there is construction underway and more is in preliminary processing.[23] The Authority is currently constructing 119 miles (190 km) of guideway and structures. To make the Interim Initial Operating Segment ("Interim IOS") self-sustaining, additional length is in the process being added at each end to reach the cities of Merced (north) and Bakersfield (south) for a total length of about 171 miles (275 km).[24] At each end, the Interim IOS will connect to other transit systems for passenger transfers. "Bookend" investments are also being made in the Bay Area and Southern California, upgrading existing infrastructure to improve local rail transit as well as support eventual HSR service.[25]

Per the 2023 Project Update Report,[17] "In consultation with the Federal Railroad Administration (FRA), and in light of cost estimates, the Authority is proposing to construct [the] Merced and Bakersfield [extensions] in phases as federal funding is awarded." The August 24, 2024 Authority Board meeting documents also noted that there is a $194 million dollar Federal-State Partnership for Intercity Passenger Rail grant request for configuration design for the Merced to San Jose and Bakersfield to Palmdale segments, geotechnical studies in the Pacheco Pass and Tehachapi Mountains, and other pre-construction work.[26]

The next implementation priority of the Authority -- after the EOS is put into operation in the 2030-33 timeframe -- is to provide an HSR link to Gilroy (to the west of Merced) and a "blended" system link to San Jose (to the north of Gilroy). This would enable a "blended" route from San Francisco to Gilroy and an HSR route from Gilroy to Bakersfield. This would allow HSR trains to provide a "one-seat ride" from San Francisco to Bakersfield. Also, note that it was estimated that six years will be required to bore the two tunnels on this segment, so getting this started early might need to be a priority. However, there is no funding as yet identified for this segment or for the following ones.[27]

The last major construction element in Phase 1 is to complete the route from Bakersfield south to Anaheim (in the Greater Los Angeles area). The section from Palmdale to Burbank will require the most tunneling, over 40 miles of tunnel divided among 13 separate tunnels. Two of these tunnels will be among the longest in the world, at over 13 miles each.[28] While future planning and funding to complete this segment are indeterminate, part of it already has had some "bookend" investments made in the metropolitan areas.

By the end of 2025, the Board will finalize the route between LA Union Station and Anaheim. A new alternative route is being evaluated, the location of a new Light Maintenance Facility is being selected, and the intermediate stations of Norwalk/Santa Fe Springs and Fullerton are to be selected or declined. This new route alternative, recommended by staff, will share track more with other passenger trains, resulting in some reduction of service (to two trains per hour) as well as a modest budget reduction.[29]

### Financial status and plans as of 2022–2023 and 2024[edit]

Fig. 3.3 from 2022 Business Plan (p. 59) Exhibit 3.0: Currently Available, Authorized, and Future Funding, p. 53 of draft 2024 Business Plan

On February 9, 2024 a draft 2024 Business Plan was released. (2024 Draft Business Plan) This begins a 60-day public comment period that closes at 5 p.m. on April 9, 2024. [30]

The CAHSR's financial projections are discussed in detail in its 2022 Proposition 1A Funding Plan (September 2022)[31] and the 2023 Project Update Report[17], and the 2024 Business Plan. The legislature also had the 2022 and 2023 documents reviewed by an independent accounting agency, and no significant problems were noted.[32]

As CEO Brian Kelly noted in his "Letter from the CEO" in the 2024 Business Plan, "The largest single risk to the project remains the instability of project funding. ... In sum, the short-term funding picture is improved, but long-term funding stability still must be addressed."[33]

Per CEO Brian Kelly's presentation for the January 2024 Board meeting, the recent $3.1 billion federal grant (announced in December 2023) will fund:

* Six electric trains for testing and use
* Design and construction of trainset facilities
* Design and construction of the Fresno station
* Final design and right-of-way acquisition for the Merced and Bakersfield extensions
* Civil works, traction power, track, overhead catenary system (OCS), and systems for Bakersfield Interim Extension

In December 2023, CAHSR was accepted into the FRA (Federal Railroad Administration) Corridor Identification and Development (Corridor ID) Program. This is a national program of projects that are identified as ready for funding, and enables more rapid distribution of authorized funds.

As of January 2024, the Authority's plans indicated $27.0 billion in identified funding through 2030, with funds coming from Proposition 1A bonds, a number of federal grant program awards, and 25% of California's cap-and-trade auction proceeds. It is also anticipated (based on recent data) that some improvement in the Cap and Trade funding is likely, and that some further federal funding is also likely.

As of January 2024, there is a new baseline budget of $26.094 billion for Central Valley construction (about 119 miles (192 km)), design work for the Merced and Bakersfield extensions, the "bookend" projects now underway, completing the environmental clearances and design work needed for all of Phase 1, Fresno station construction, double-trackage, extension construction, and trainsets for the Interim IOS.[34]: 52

The 2024 Business Plan also gives an updated projection for the costs of the three different main segments of Phase 1.

San Francisco to Los Angeles/Anaheim (Phase 1) Capital Cost Estimates (Year of Expenditure $ in Millions)  Program Scope Element | Low | Base | High

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Merced to Bakersfield | 29,833 | 31,497 | 32,976
Northern California (to SF) | 21,180 | 27,865 | 35,514
Southern California (to LA/Anaheim) | 31,908 | 40,650 | 52,807
Program Wide | 5,624 | 6,151 | 6,636
Total for Phase 1 | 88,545 | 106,163 | 127,933

The 2024 Business Plan will be released in final form in April 2024, with the final document presented to the legislature on May 1, 2024. This will give the latest status and projections on the project. As the February 29, 2024 Board presentation says, The "Palmdale to Burbank [segment] is scheduled for a cost update in Summer 2024," and the "LA to Anaheim [segment] is scheduled for a cost update in December 2025. Both segments are expected to have cost updates above the baseline estimate." Note, however, that this table reflects estimates of total cost, including those monies already expended, so it does not indicate additional costs.

### Power systems[edit]

The Authority is planning to have CAHSR comply with SB1020[35] (which commits the state to running its operations on clean renewable energy resources by 2035) from the very beginning of its operations. Additionally, CAHSR will be in compliance with SB1203[36], which requires the state to achieve net-zero carbon emissions with the operations of all state agencies by 2035. To achieve this, the Authority plans to install solar panels and battery systems at its traction power substations along its trackage, and these will be tied into the state's power grid allowing them to share electricity. Unlike most other HSR systems, CAHSR is planning to use a three-phase electric power supply along with Static Frequency Converters (SFCs) so it can directly tie into the state's energy grid.[17]

The Authority is now doing conceptual designs of the solar and battery power system, its connections with Pacific Gas and Electric Company (PG&E), and preliminary financial modeling. It has been coordinating with PG&E and the California Independent System Operator (ISO), which manages the state's power grid. The power procurement strategy is to be finalized in 2023.[needs update]

The Interim IOS will have a solar collection array and a battery backup system about every 30 miles. The units are being designed so that a minimum of six hours of "backup power" will be available even in winter. The Authority is continuing to investigate placement of the power units, and refine its model of energy production and consumption. In May 2023, the Authority applied for $53.7 million in U.S. Department of Energy Grid Resilience and Innovation Program (GRIP) grants.[37]

### Construction status and plans[edit]

San Joaquin Viaduct and Pergola, California Transportation Foundation's Structure of the Year 2020. The pergola (at the far end) is not shown here.[38]

Main article: Construction of California High-Speed Rail

The groundbreaking ceremony for CAHSR was held on January 6, 2015, in Fresno, California.

Central Valley Segment Status  Stage | CP-1 | CP-2-3 | CP-4 | Merced (North) extension | Bakersfield (South) extension

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Pre-construction design contract | n/a | n/a | n/a | awarded | awarded
Pre-construction Notice to Proceed-1 | n/a | n/a | n/a | done | done
Pre-construction Notice to Proceed-2 | n/a | n/a | n/a | work in progress | work in progress
Construction contract | awarded | awarded | awarded | \-- | \--
Authority Approved Design | done | done | done | \-- | \--
Right of way parcels delivered to contractor | 98% | 98% | 100% | \-- | \--
Utility relocation | 82% | 80% | 100% | \-- | \--
Structures completed/in progress | 85% | 76% | 100% | \-- | \--
Miles of guideway completed/in progress | 63% | 75% | 100% | \-- | \--
Overall contract | 70% | 72% | 98% | \-- | \--
Forecast completion | Nov. 2026 | June 2026 | Mar. 2024 | \-- | \--
Track & systems contract | \-- | \-- | \-- | \-- | \--
Track & systems installation | \-- | \-- | \-- | \-- | \--
Track work completion forecast | Dec. 2028 | Dec. 2028 | Dec. 2028 | \-- | \--

Sources: Exhibit 2 (2024 Business Plan), Board Minutes (January and February 2024), ARRA Status Report Dec. 2023

#### Initial construction packages[edit]

In the Central Valley, major construction projects are underway. Three separate construction packages (CP-1, CP-2-3, and CP-4) total 119 miles (192 km) of guideway and 93 structures.

On November 22, 2023, the Fall 2023 Construction Update Video was released.[39]

#### North and south extensions[edit]

Extensions of the line from the above central section north to Merced and south to Bakersfield, totaling about 52 additional miles (84 km), are also progressing through advanced design work, right-of-way mapping, and identification of utility relocation work. The Merced to Madera extension design contract ($41 million) was awarded to Stantec Consulting Services Inc., for approximately 33.9 miles (54.6 km) with 40 structures. The Shafter to Bakersfield (Locally Generated Alternative) extension design contract ($44.9 million) was awarded to HNTB for about 18.5 miles (29.8 km). with 31 structures. These design contracts are expected to last into 2024.[40]

Following these steps, land acquisition, infrastructure construction, and track and systems installation will still need to be accomplished before the extensions can become part of the operable Interim IOS before the end of the decade.

For the southern extension, on September 25, 2023 the Authority announced that it had received over $200 million in federal grants for six grade separations in Shafter, California. This will be the first construction in the Central Valley outside of the initial construction packages. Construction is expected to run from August 2025 to August 2028.[41] These dates are consistent with the anticipated IOS completion schedule. Work designs still need to be finalized, and RFPs and contract awards still need to be issued.

#### Maintenance facilities[edit]

Only one Heavy Maintenance Facility (HMF) will be needed and it is proceeding through the planning and approval process. Its location has not been determined as yet, except it will be in the IOS segment.[42] The Maintenance Facilities Factsheet[43] provides an overview of the proposed maintenance facilities.

The 2023 Project Update Report[17] says (on pages 19–20), "Building upon the previous environmental work, a project level environmental clearance process is underway to select a preferred alternative site for the heavy maintenance facility. This facility will be developed and built as part of the trains procurement. It could be used for final assembly of the trainset and will be designed and built by the manufacturer to assure efficient train maintenance. Through this environmental review process, the preferred alternative will be selected that best meets the Authority's operational requirements." (Emphasis added.)

The project will build three Light Maintenance Facilities—one in the Bay Area, one in the IOS, and one in the southern portion of the system—and five Maintenance of Way facilities for trackwork. Specific sites have yet to be determined.

#### Statewide connectivity ("bookend") projects[edit]

According to the Authority: "Connectivity or 'Bookend' Projects refer to the billions of dollars in infrastructure investment throughout the state that are part of the California High-Speed Rail system. These funds"—about $5 billion in total—"will strengthen and improve existing rail networks, while also connecting them with California's future high-speed rail system. Senate Bill (SB) 1029[44] passed by the California Legislature and signed by Governor Brown in July 2012, invests almost $2 billion from the Safe, Reliable, High-Speed Passenger Train Bond Act for the 21st Century (Proposition 1A) into transit, commuter, and intercity rail projects across the state..."[45]

Major "bookend" investments are underway in the northern and southern metropolitan areas:

* The Caltrain electrification "bookend" investment in the Bay Area (as well as grade separations, etc.) is proceeding, and is expected to be completed in late 2024.[46][47] Route electrification from San Jose to Gilroy is a future project. The very first bookend project to open to the public was Caltrain grade separations (in 2021); work on these is still continuing.[26] Existing Caltrain track can support train speeds up to 79 miles per hour (127 km/h) due to track curves, so since the HSR trains will be sharing track, in places the track will need to be redone in order to support the HSR 110 miles per hour (180 km/h) speeds.[28]
* A "bookend" investment in the "Link US" project (Phase A), converting Union Station (Los Angeles) from a "stub-ended track" station to a "run-through track" station, will shortly begin construction. Phase B still needs to be funded.[48]

There are many other connectivity projects partly funded by the Authority. Particularly significant are those which implement Positive Train Control systems on the commuter rail systems which will be part of the final blended system.[45]

#### Station updates[edit]

The February 29, 2024 Board Meeting has a presentation about the station design and construction schedule for the four stations directly under Authority control (Merced, Fresno, Kings/Tulare, and Bakersfield; the Madera station is under local control). Agenda-Item-5-Presentation-CVS-Concept-Design-2024

Grant applications for construction of the following stations:

* The Fresno High-Speed Rail Station Historic Depot Renovation and Plaza Activation Project in June 2023 was awarded a $20 million grant from the US DOT Rebuilding American Infrastructure with Sustainability and Equity (RAISE) program. This new station design will incorporate the historic preservation of the old Fresno train station.[28]
* The Merced Integrated Multimodal Station Project RAISE grant (for final design and coordination work) was submitted in February 2024.[49]

Design and support services contract let:

* Merced, Fresno, Kings/Tulare and Bakersfield.[50] This is for preliminary design work, and is expected to take about 30 months. (The second phase will develop plans ready for construction.)

Conceptual design work is proceeding with other stakeholders on the following stations:

* San Jose Diridon Station[51]
* Gilroy[52]

## Route, connections to other systems, stations, and speed & times[edit]

Main article: Route of California High-Speed Rail

The project aims to connect California's major metropolitan areas together, and link to their local commuter systems. It will be built in two major phases. Phase 1 connects San Francisco and the Bay Area through the San Joaquin Valley (the southern part of the Central Valley) to Anaheim in the Greater Los Angeles area, a distance of about 500 miles (800 km). Phase 2 extends the north end of the Central Valley section up to Sacramento, and extends the Los Angeles section in the south through the Inland Empire down to San Diego at the southern edge of the state, for a total system length of about 800 miles (1,290 km).

The route going through the mountains at the north and south of the Central Valley pose significant challenges. In particular, two tunnels will be required at the north, and 12 will be needed at the south. Three tunnels will each be longer than 10 miles, making them longer than any existing train tunnels in North America.

The number of stations on the completed system was limited by Proposition 1A to 24. At the start of operations of the Interim Initial Operating Segment (Interim IOS, Merced to Bakersfield) there will be five stations. These stations are discussed in the 2023 Project Update Report[17] on pages 12–15.

### Valley Rail connection[edit]

Valley Rail is an important component of statewide passenger rail in California which uses Union Pacific Railroad and Burlington Northern Santa Fe Railroad tracks. "The Valley Rail Program consists of several project segments that together improve rail service on ACE and the San Joaquins for the San Joaquin Valley, Sacramento, and the Bay Area."[53] When the IOS goes into service the San Joaquins service in the IOS (from Merced to Bakersfield) will be discontinued and replaced by CAHSR service. CAHSR passengers will connect to Valley Rail at the Merced Multi-Modal Transit Station (the northern terminus of the IOS). The remaining expanded Valley Rail service will remain in place, providing CAHSR rail passengers with continuing transportation north and west to the Bay Area and north towards/to Sacramento.[54] Valley Rail will also provide connections to other transit services through its 16 stations.

Valley Rail is currently in implementation, and has an estimated completion date before 2028.

### Brightline West (Las Vegas HSR) connection[edit]

Main article: Brightline West

Brightline West (formerly Desert Xpress and XpressWest) is a project that since 2007 has been planning to build a high-speed rail line between Southern California and Las Vegas, Nevada, part of the "Southwest Rail Network" they hope to create. The rail line will begin in Las Vegas, cross the Mojave Desert (using the median of the I-15 freeway for most of the route) to a station 5 miles (8.0 km) outside of Victorville, California, and terminate in Rancho Cucamonga in the Inland Empire (where it will connect with Metrolink and eventually CAHSR when it gets built out to that point). This route will total about 230 miles (370 km). A second branch about 50 miles (80 km) long is also planned going westward from Victorville and terminate in Palmdale (located on the west side of the high desert) where it will connect with CAHSR as it passes through on its way north into the Central Valley.

Brightline West expects to break ground for construction in late 2024.

### Route finalized from Central Valley to San Francisco[edit]

Although the Authority is focused on getting the Interim IOS in the Central Valley in operation by the end of the decade, it is also looking ahead to the next step (that is, connecting to San Francisco using the prepared Caltrain blended route). On April 28, 2022, it approved the final route in the San Jose to Merced section. This alignment (Alternative 4) uses the existing Union Pacific Railroad (UPRR) alignment from San Jose to Gilroy as a blended section. [55]

East of Gilroy the alignment becomes a pure HSR section with two tunnels, approximately 15 miles (24 km) in length, through the Pacheco Pass. Trains will be able to travel at 220 miles per hour (350 km/h) even through the tunnels. When tunnel field studies, early engineering, and design work are completed for this section, it will be ready for construction when funding is available. Tunnel construction is anticipated to take up to six years to complete once begun.[56]

### Route travel-time and speed requirements[edit]

Proposition 1A[57] also set the maximum nonstop travel times between certain destinations on the system:

1. San Francisco–San Jose: 30 minutes; this would require about 100 mph (160 km/h) on average
2. San Jose–Los Angeles: 2 hours, 10 minutes; this would require about 200 mph (320 km/h) on average
3. San Francisco–Los Angeles Union Station: 2 hours, 40 minutes
4. San Diego–Los Angeles: 1 hour, 20 minutes
5. Inland Empire–Los Angeles: 30 minutes
6. Sacramento–Los Angeles: 2 hours, 20 minutes

In addition, the achievable operating headway between successive trains must be less than five minutes.[57]

The Federal Railway Administration (FRA) has a new regulatory scheme governing high speed passenger rail traffic. In TECHNICAL MEMORANDUM, Interoperability of Tier III HSR Trainsets with Tier I Operations, TM 600.03,[58] the FRA's Engineering Task Force defines a top speed of 125 mph (201 km/h) for Tier I railroads (where the track is shared with other passenger and commuter rail as well as freight and has specified grade-crossing protections), and a top speed of 220 mph (350 km/h) for Tier III (where the track is exclusive to high-speed passenger service and is fully grade-separated). The CAHSR trains will be the highest speed trains in the United States, and the system as planned is fully compliant with this scheme. Tier I extends from San Francisco to Gilroy, and from Burbank to Anaheim; Tier III extends from Gilroy to Burbank. So, the entire Interim IOS is in Tier III.

Tier III operations require a very strong safety environment. Per Rachel Kesting, CAHSR Southern California Information Officer, "[I]t takes a high-speed train traveling at top speed approximately or up to 8 miles to come to a stop."[59] At top speed, each eight seconds the train would be traveling nearly half a mile. Thus, stopping in time for a visually-observed hazard on the tracks would be impossible.

### Station platforms and new height standard[edit]

Because HSR trains use a train deck which is much higher than that used by commuter rail systems, no one station platform height will suffice. Caltrans, in cooperation with Caltrain, CAHSR, DB E.C.O. North America, and others, has developed a two-height standard to be used statewide. The lower platforms will be used by commuter trains, and the higher ones by CAHSR.[60]

The floors of CAHSR trains will be 50.5 in (128 cm) above the rails, more than twice the 22 in (56 cm) height of the floors in Caltrain's commuter trainsets. Only a few Bay Area stations will have platform heights to serve both types of trainsets. Caltrain is buying new Stadler KISS EMUs that have doors at both heights, allowing them to use stations built for CAHSR,[3][61] but most Bay Area stations will remain usable only by Caltrain.

## Trains (rolling stock)[edit]

Artistic rendering of a CAHSR high-speed train running in the Central Valley. As the model of trainset to be acquired is not yet known, such renderings are purely illustrative.

### Acquisition[edit]

In May 2022, a grant request was submitted to the Biden administration for funds to purchase six HSR trainsets.[62] The 2023 Project Update Report projects the purchase of these to be made in 2024.

In August 2023, the process for trainset purchase was revealed, with a new request for qualifications (RFQ) and a new request for proposals (RFP) in development. The RFQ was issued.

On January 5, 2024, the Authority issued a press release[63] revealing the two train manufacturers who have been deemed qualified to receive the train RFQ: Alstom Transportation Inc., and Siemens Mobility Inc. The RFQ will be sent to these firms early in 2024.

An early delivery of a trainset for testing purposes is anticipated for 2028, with delivery of the remaining ones by 2030.[64] While a "Buy American" regulation is in force, there is an exception for the first two trainsets, so they can be manufactured outside of the United States. So, the remaining four trainsets would need to be manufactured in the US.

The 2023 Project Update Report states that for the entire Phase 1 system 66 trainsets will be needed.[65]

### Train design[edit]

An early hypothetical rendering of train interior

The CAHSR Authority has requested that trainsets built for the line meet the following specifications, among others: a maximum testing speed of 242 mph (389 km/h), a lifespan of at least 30 years, the ability to operate two trainsets as a single "consist" (a long train) which is no longer than about 680 feet (210 m), have at least 450 seats and carry eight bicycles, earthquake safety systems for safe stopping and exiting, business class and ordinary seating as well as child-friendly family areas, food service, and on-board Wifi and train information displays.

The train design, its development program, and procurement timeline is shown in more detail in a presentation to the Board in February 2024.[66]

## HSR passenger line operations[edit]

### Request for qualifications[edit]

In April 2017, the CHSRA announced it had received five responses to its request for qualifications for the contract to assist with the development and management of the initial phase of the high-speed line and be the Interim IOS operator.[67][68]

* China HSR ETO Consortium: China Railway International, Beijing Railway Administration, China Railway Eryuan Engineering Group, China Railway Corporation
* DB International US: DB International USA, Deutsche Bahn, Alternate Concepts, HDR
* FS First Rail Group: Ferrovie dello Stato Italiane, FirstGroup, Trenitalia, Rete Ferroviaria Italiana, Centostazioni, Italferr, McKinsey & Company
* Renfe: Renfe Operadora, Globalvia Inversiones, Administrador de Infraestructuras Ferroviarias
* Stagecoach Group: Stagecoach Group, Coach USA

The above process was halted, and a new request for qualification (RFQ) was posted in early November 2023. After a review of responses, a new RFP will be sent to the selected respondents in early 2024.

### Selected early train operator[edit]

In October 2017, the California High-Speed Rail Authority announced that DB ECO North America Inc. (formerly known as DB Engineering & Consulting USA Inc.) had been chosen as the early train operator.[69] This decision came after a request for qualifications (RFQ) was put out by the Authority looking for well-established groups able to provide operational guidance for the system in the future.

### Ridership estimates[edit]

DB ECO North America Inc. (the early train operator) had also done an analysis of likely ridership using updated data and a newer model. Based on their estimates per the 2023 Project Update Report, ridership from the service implementation date to 2040 would total about 11.49 million riders annually for the Silicon Valley to Bakersfield service, and 31.28 million riders annually for the entire Phase 1 system. This estimate used a new California Rail Ridership Model, updated assumptions and data (from 2022), revised service plan assumptions, a revised fare policy, and a new rider behavior model.[70]

These ridership estimates show the CAHSR system will have higher projected ridership than all California Amtrak–supported services combined: 6.6 million vs 5.6 million riders. When Phase 1 is complete, CAHSR will also carry more than two-and-a-half times more riders annually than the 12.5 million riders reported on the Northeast Corridor high speed service.

## Legal aspects[edit]

This project already has a long history. Topics included in the main History page (the link shown above) include the early history (before 2015), discussion of HSR alternatives, legislation, financing, construction, and legal challenges.

### Legislation[edit]

In 1996, the California High-Speed Rail Authority (CHSRA) was established to begin formal planning in preparation for a ballot measure in 1998 or 2000.[71][72]

In 2008, California voters approved Proposition 1A to construct the initial segment of the high-speed rail network, and issued $9 billion in bonds to begin its construction.[73] The proposition also set certain requirements for the project:[74]

* Established the basic route linking the major population centers
* Minimum 200 miles per hour (320 km/h) where conditions permit
* Maximum of 24 stations on the system
* Maximum travel times between certain points
* Financially self-sustaining (operation and maintenance costs fully covered by revenue)

The proposition also authorized an additional $950 million for improvements on local commuter systems, which will serve as feeder systems to the high-speed rail system.

In June 2014, state legislators and Governor Jerry Brown agreed to apportion the state's annual cap and trade funds so that 25% goes to high-speed rail as an ongoing source of funds.[75]

### Lawsuits[edit]

In 2014, the CHSRA was challenged on its compliance with its statutory obligations under Proposition 1A (John Tos, Aaron Fukuda, and the Kings County Board of Supervisors v. California High-Speed Rail Authority). In November 2021 a circuit court ruled against the plaintiffs.

On December 15, 2014, the federal Surface Transportation Board determined that its approval of the HSR project in August "categorically preexempts" lawsuits filed under the California Environmental Quality Act (CEQA). This determination was tested in a similar case, Friends of Eel River v. North Coast Railroad Authority. The Supreme Court of California determined on July 27, 2017, that CEQA is not exempted by federal law.[76][77]

In February 2022, Hollywood Burbank Airport sued the authority over its approval of the draft EIR for that section of the high-speed railway.[78] In November 2023, both parties reached a settlement that dismisses the lawsuit.[79]

## Economic benefits and environmental impacts[edit]

Main article: Impacts of California High-Speed Rail

At the January 2024 Board meeting, the Authority released a summary of the projected economic benefits of the project. Note that only the bottom (green) row is currently anticipated to be realized with the IOS/EOS going into operation.

Also released were current data: As of late 2023 an average of 1,500 workers were employed on CAHSR construction sites each day, making it the largest construction project in the US.[80]The CAHSR Economic Impact Factsheet[81] for 2023 shows that 6,980 job years were created last fiscal year in the Central Valley, which pumped $0.490 billion in direct labor income into the economy, which in turn multiplied into $1.310 billion in economic activity.

For the project state-wide cumulatively (July 2006 – June 2023), the statewide totals are 83,960 job-years of employment, $7.010 billion in direct labor income, and $18.410 billion in economic output. Also, "During FY2022-23, 66% of project expenditure occurred in disadvantaged communities in California." And, "To date, the Authority has paid more than $1.47 billion to certified Small Businesses, Disadvantaged Business Enterprises and Disabled Veteran Business Enterprises in California." Thus, the project is creating substantial economic benefits to areas and groups which particularly will benefit from it.

In addition to the direct reduction in travel times the HSR project will produce, there are other anticipated benefits, economic and environmental, both generally to the state and to the regions the train will pass through, and also to the areas immediately around the train stations. Some of the items of note include:

* In the Fall 2023 Construction Update Video the Authority announced that it had created over 11,500 construction jobs in total, and was currently employing over 1600 construction workers every day.[82]
* The Central Valley Training Center is a pre-apprenticeship job training program operated by CAHSR to help train local workers and get them jobs on the project. It has been operating since 2020; it has trained 151 people, assisted with their job placement, and received over 1000 student inquiries.[83]
* The Authority is also committed to helping small and disabled-staffed businesses, and as of September 2023 reports $497.5 million spent on 149 small businesses in CP 1, $393.3 million spent on 308 small businesses in CP 2–3, and $146.5 million spent on 308 small businesses in CP 4.[84]
* The Authority produces an annual Sustainability Report on its efforts to both build the HSR system in a sustainable way, but also its estimates on the effects of the HSR system. "Our whole project is focused on a better transportation future for California," said Authority Director of Planning and Sustainability Margaret Cederoth. "We are focused not just on a sustainability outcome, but specific, measurable ways that demonstrate sustainable construction, design and delivery. We use cleaner construction practices, helping move the industry toward carbon neutrality. Our goal is to deliver meaningful benefits now for communities, even as we are building transformative transportation options."[85]
* Where wildlife travel routes cross the tracks, provisions are being made to have under/overpasses or HSR route tunnels used.
* The Authority also produces an annual cumulative report on the economic benefits of the HSR project. The Authority has a two-page fact sheet available for 2023,[86] and a 39-page detailed report dated March 9, 2023.[87]

## Peer review, public opinion, and criticism[edit]

There are two types of review and criticism noted here: the legally established "peer review" process that the California legislature established for an independent check on the authority's planning and implementation efforts,[88] and public criticisms by groups, media, individuals, public agencies, and elected officials.

At the February 2015 conference Bold Bets: California on the Move?, hosted by The Atlantic magazine and Siemens, Dan Richard, the then-chair of the CAHSR Authority, warned that not all issues facing the HSR system had been resolved.[89]

CAHSR is still an ongoing issue nine years later. CalMatters, a non-profit state news organization, in January 2024 published an updated look at the project. [90] And, in February 2024, the Los Angles Times published an article about how CAHSR will benefit the Central Valley.[91]

### California High-Speed Rail Peer Review Group[edit]

The California Legislature established the California High-Speed Rail Peer Review Group to provide independent analysis of the Authority's planning and implementation efforts. Their documents are submitted to the Legislature as needed.

The April 1, 2022, report[92] noted a number of positive factors:

* Improved prospects for federal funding with the Biden Administration
* Disruptions and impacts caused by COVID-19, the war in Ukraine, and inflation are all noted but being dealt with
* Significant progress has been made on the necessary environmental clearances
* Greater attention is being given to local transit connectivity and local economic impacts
* Major improvements have been made to project management and risk mitigation

However, there were also a number of significant concerns noted:

* The total level of uncertainty has likely increased due to effects of COVID-19 and inflation.
* Prior experience with cost increases and scheduling delays raises some uncertainties about future performance. Cost increases have been over 86%, average delays have been 118%, only 90% of ordinary real estate parcel needed have been acquired, only 63% of railroad parcels have been acquired, and only 65% of utility parcels have been acquired.
* Some of the cost estimates presented were out of date, but expected to be updated in the 2023 Project Update Report.
* Major components of the project (representing over half its cost) have no bidding or contract management experience. Thus, estimates for these are clearly suspect.
* There are critical issues regarding management and legal issues with other agencies for the operation of the system which remain unresolved. (There are a number of these listed, as well as unknown long-term impacts of COVID-19 on ridership and inflation.)
* Adequate legislative oversight is lacking.
* Per the report, "[O]verall project funding remains inadequate and unstable making effective management extremely difficult. In addition, the Authority has no clear guidance from the Legislature on the next steps in the project."
* "Even with a realistic share of new Federal funding, the project cannot get outside the Central Valley without added state or local funding from sources not yet identified."

### Public opposition[edit]

Main article: History of California High-Speed Rail

#### Proposals for alternative technologies[edit]

Elon Musk proposed what he termed Hyperloop as an alternative to CAHSR. He described this system in 2013, and he and his company SpaceX promoted it as both less costly to construct and significantly quicker than a conventional high-speed rail system, although these claims were unsubstantiated. Musk's proposal was to use a system of vacuum-sealed tubes to contain its cars, which would run at a higher speed than HSR. One reason why it would be cheaper was because its route would follow the shorter Interstate 5 corridor from the Los Angeles terminus to the San Francisco Bay Area terminus.[93] Musk later admitted to his biographer that he had never planned to build a Hyperloop system in California, and primarily promoted it in order to prevent conventional HSR proposals from breaking ground.[94] Musk's Hyperloop One never got out of the prototype stage and the company was shut down in December 2023.

In addition to Hyperloop, magnetic levitation (maglev) trains have been proposed. These technologies have been under discussion and development for decades, although actual realization has been lagging. These hold theoretical advantages, but would cost as much (or more) than conventional HSR technology to build.[95] They would also have the same issues as CAHSR in acquiring right-of-way.

### Public approval[edit]

Public approval for CAHSR has remained steady over the years:

In April 2022, UC Berkeley's Institute of Government Studies released a survey of registered voters that found 56% supported continuing the high-speed rail project even if "its operations only extend from Bakersfield to Merced in the Central Valley by the year 2030 and to the Bay Area by the year 2033."[96] Approval varies by political affiliation with 73% of Democrats backing the project versus 25% of Republicans.

An older statewide survey, in March 2016, by the Public Policy Institute of California (PPIC) indicated that 52% of Californians support the project, while 63% of Californians think the project is either "very important" or "somewhat important" for California's economy and quality of life. Support varies by location (with the San Francisco Bay Area the highest at 63%, and lowest in Orange/San Diego at 47%), by race (Asians 66%, Latinos 58%, Whites 44%, and Blacks 42%), by age (declining sharply with increasing age), and by political orientation (Democrats 59%, independents 47%, and Republicans 29%).[97] Dan Richard, then-chair of the authority, said in an interview with James Fallows that he believes approval levels will increase when people can start seeing progress, and trains start running.[89]

In 2008, voters approved Proposition 1A with 52.6%.

## Further study (external links)[edit]

### CAHSR Authority documents[edit]

All the January 2024 Board meeting materials are available online.

The Authority's latest financial projections and its current implementation strategy are discussed in detail in the 2023 Project Update Report.[17]

The Authority's Business Plan[98] describe the project's goals, financing, and development plans. This is updated every even year (since 2008), and must be submitted to the Legislature by May 1.

The Authority's Project Update Report[99] gives a program-wide summary, as well as information for each project section, in order to clearly describe the project's status. This is produced every odd year (since 2015, except for 2021), and must be submitted to the Legislature by March 1.

The Authority's Newsroom[100] provides frequent news releases concerning all aspects of the project.

The Authority's Info Center[101] provides factsheets, regional newsletters, maps, and video simulations of route "fly-overs".

### Independent reviews[edit]

The California Peer Review Group produces independent analysis of the project for the state legislature.[102] Its documents are currently available on its website. The latest report by the PRG is the Letter to the Legislature (March 23, 2023).[103]

The state legislature also has provided that independent financial review be conducted of the authority's plans. The firm Project Finance Advisory Limited (PFAL) was selected to do this beginning in November 2015. The September 2022 review is available at Independent Financial Advisor Report To California High-Speed Rail Authority Regarding: Proposition 1A Funding Plan.[104]

### Other documents[edit]

From 2014 to 2015, James Fallows wrote a series of 18 articles for The Atlantic about the HSR system. The series covered many aspects of the system, criticisms of it, and responses to those criticisms. See

* The California High-Speed Rail Debate—Kicking Things Off [105]
* California High-Speed Rail—the Critics' Case [106]
* California High-Speed Rail No. 3: Let's Hear From the Chairman [107]
* 7 Ways in Which High-Speed Rail Would Help California, According to Its Chairman [108]
* California High-Speed Rail: 10 Readers With 10 Views [109]
* California High-Speed Rail: Some Views From the Valley [110]
* The Courts Speak Up for California High-Speed Rail [111]
* California High-Speed Rail—More Questions and Concerns [112]
* California High-Speed Rail No. 9—the Chairman's Turn Again [113]
* California High-Speed Rail No. 10: Palate Cleanser [114]
* California High-Speed Rail No. 11: Thinking in Time [115]
* All Aboard for the California High-Speed Rail Chronicles! [116]
* California High-Speed Rail Lucky No. 13: Let's Look at Maglev and Other Alternatives [117]
* Why You Shouldn't Get Your Hopes Up for the Self-Driving Car (California High-Speed Rail No. 14) [118]
* California High-Speed Rail: It's Happening [119]
* That Winning Bid for California's High-Speed Rail: Is It Suspiciously Low? [120]
* California High-Speed Rail: A Minor End, an Important Beginning [121]
* [summary] California High-Speed Rail: The Collector's Edition [122]

The High Speed Rail Alliance is a non-profit organization dedicated to promoting high speed rail systems in the United States. They have information nation-wide about current developments as well as plans and tutorials.

### Videos[edit]

CNBC has a 15 minute video (from May 16, 2023) on the CAHSR project, Why California's High-Speed Rail Is Taking So Long [Youtube (Google)].

High Speed Rail Alliance links to this 73 minute video of a panel discussion by experts hosted by Streetsblog California (from summer 2023), Complete California High Speed Rail In Five Years?.

The CAHSR Authority has a video of CAHSR's 2023 significant accomplishments ("Making a List: 2023’s Top 10 Moments for California High-Speed Rail") available.[123]

## References[edit]

1. ^ California High-Speed Rail Authority. "Implementation Plan" (PDF). pp. 23, 25. Archived from the original (PDF) on September 10, 2008. Retrieved July 17, 2008.
2. ^ "TECHNICAL MEMORANDUM: Traction Power 2x25kV Autotransformer Feed Type Electrification System & System Voltages" (PDF). HSR.CA.gov. CHSRA. Retrieved November 3, 2016.
3. ^ a b "KISS Double-Decker Electric Multiple Unit EMU for Peninsula Corridor Joint Powers Board (CALTRAIN), California, USA" (PDF). Archived from the original (PDF) on October 6, 2016. Retrieved October 16, 2016.
4. ^ "HSR Q+A: Blended System & Passing Tracks with Boris Lipkin". California High-Speed Rail Authority. 2020. Archived from the original on December 12, 2021. Retrieved October 12, 2020.
5. ^ "ES.0 Executive Summary: ES.1 Supplemental Alternatives Analysis Report Results" (PDF). Hsr.ca.gov. Retrieved January 14, 2016.
6. ^ "California's Visionary Integrated Plan". January 5, 2023.
7. ^ a b https://dot.ca.gov/-/media/dot-media/programs/rail-mass-transportation/documents/california-state-rail-plan/20230309-casrp-public-dor-guidance.pdf[bare URL PDF]
8. ^ "California High-Speed Rail Authority Moves Closer to Buying First Trainsets". California High-Speed Rail Authority. August 24, 2023. Retrieved September 11, 2023.
9. ^ Walters, Dan (July 20, 2022). "Troubled bullet train project given a reprieve". CalMatters. Retrieved January 5, 2023.
10. ^ "2022 Proposition 1A Funding Plan, September 2022" (PDF). California High-Speed Rail Authority. Retrieved December 29, 2022.
11. ^ "Letter to the Legislature (March 23, 2023)" (PDF). cahsrprg.com. March 23, 2023. Retrieved May 29, 2023.
12. ^ "quote from February 14, 2023, CEO Report to Board" (PDF).
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14. ^ "NEWS RELEASE: High-Speed Rail Authority Receives Nearly $202 Million from Federal Government". CAHSR Authority. Retrieved September 25, 2023.
15. ^ "CALIFORNIA HIGH-SPEED RAIL: SIX GRADE SEPARATIONS IN THE CITY OF SHAFTER" (PDF). California High-Speed Rail Authority. CAHSR. Retrieved September 28, 2023.
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23. ^ "Major Construction Under Way on High-Speed Rail Project : CEG".
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27. ^ "Tunneling in Northern California, SAN JOSE TO MERCED PROJECT SECTION FACTSHEET" (PDF).
28. ^ a b c "ALL ABOARD Summer Quarterly Newsletter". Retrieved September 7, 2023.
29. ^ "Overview of the Los Angeles to Anaheim Supplemental Alternative Analysis" (PDF). Retrieved November 3, 2023.
30. ^ "2024 Business Plan".
31. ^ https://hsr.ca.gov/wp-content/uploads/2022/09/2022-Proposition-1A-Funding-Plan-091622-A11Y.pdf[bare URL PDF]
32. ^ "Independent Financial Advisor Report To California High-Speed Rail Authority Regarding: Proposition 1A Funding Plan" (PDF). Retrieved January 5, 2023.
33. ^ Kelly, Brian. "2024 Business Plan" (PDF). CAHSR Authority. Retrieved March 14, 2024.
34. ^ "California High-Speed Rail 2024 Business Plan" (PDF). California High-Speed Rail Authority. February 2024. Retrieved February 15, 2022.
35. ^ "Bill Text - SB-1020 Clean Energy, Jobs, and Affordability Act of 2022". leginfo.legislature.ca.gov. Retrieved March 14, 2024.
36. ^ "Bill Text - SB-1203 Net-zero emissions of greenhouse gases: state agency operations". leginfo.legislature.ca.gov. Retrieved March 14, 2024.
37. ^ https://hsr.ca.gov/wp-content/uploads/2023/08/August-24-2023-Agenda-Item-4-Board-Memo-Battery-Solar-Strategy-A11Y.pdf[bare URL PDF]
38. ^ San Joaquin River Viaduct Chosen as Structure Project of the Year by the California Transportation Foundation California High-Speed Rail Authority
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40. ^ "Despite Hurdles, Pushback, Major Construction Under Way On High-Speed Rail Project". Construction Equipment Guide. November 15, 2022. Retrieved December 26, 2022.
41. ^ "NEWS RELEASE: High-Speed Rail Authority Receives Nearly $202 Million from Federal Government". CAHSR Authority. Retrieved September 28, 2023.
42. ^ "2022 Business Plan" (PDF). p. 42.
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46. ^ "Caltrain Electrification Delayed to 2024 | Caltrain". June 3, 2021.
47. ^ "Caltrain Electrification" (PDF). Northern California Regional Update, August 24, 2023. CAHSR Authority. Retrieved September 6, 2023.
48. ^ "Metro to Approve Early Phase of Union Station Run-Through Tracks Construction". May 24, 2022.
49. ^ "RAISE GRANT APPLICATION – MERCED MULTIMODAL STATION". CEO Report. Retrieved March 15, 2024.
50. ^ "NEWS RELEASE: California High-Speed Rail Board Awards Design Contract for Central Valley Stations (October 20, 2022)". October 20, 2022. Retrieved September 12, 2023.
51. ^ Lipkin, Boris. "Northern California Regional Update August 2023" (PDF). Retrieved September 7, 2023.
52. ^ Lipkin, Boris. "Northern California Regional Update August 2023" (PDF). Retrieved September 7, 2023.
53. ^ "Valley Rail". Valley Rail. San Joaquin Regional Rail Commission. Retrieved September 27, 2023.
54. ^ "Merced County 2022 Regional Transportation Plan". Merced County. Retrieved September 27, 2023.
55. ^ "San Jose to Merced Project Section, Final Environmental Impact Report, Final Environmental Impact Report/Environmental Impact Statement, Executive Summary, February 2022" (PDF). Retrieved December 30, 2022.
56. ^ "Tunneling in Northern California, SAN JOSE TO MERCED PROJECT SECTION FACTSHEET" (PDF).
57. ^ a b "Official Voter Information Guide – Proposition 1A" (PDF). California State Legislature. 2008. Retrieved March 22, 2018.
58. ^ https://hsr.ca.gov/wp-content/uploads/docs/programs/eir_memos/Proj_Guidelines_TM600_03R0.pdf[bare URL PDF]
59. ^ quoted from private email sent from rachel.kesting@hsr.ca.gov on October 19, 2023
60. ^ "Projects - New Standard for platform interfaces in California".
61. ^ "Rail News – New Caltrain trainsets, Sound Transit rail cars arrive. For Railroad Career Professionals". Progressive Railroading. Retrieved November 29, 2022.
62. ^ California High-Speed Rail Authority Pursues First Major Award Of New Federal Infrastructure Funds California High-Speed Rail Authority
63. ^ ""NEWS RELEASE: High-Speed Rail Authority Releases Shortlist of Potential Suppliers for Electrified High-Speed Trains in California"". CAHSR Authority. January 6, 2024.
64. ^ https://hsr.ca.gov/wp-content/uploads/2023/07/July-27_2023_Agenda-Item-3_-Track-and-System-Procurement-Slides-for-Board__FINAL.pdf[bare URL PDF]
65. ^ "2023 Update Report" (PDF). 2023 Update Report. Retrieved March 5, 2023.
66. ^ "Train Interior Design Outreach Update" (PDF). CAHSR Authority. Retrieved March 14, 2024.
67. ^ Operators from five countries interested in California high speed rail contract Railway Gazette International April 6, 2017
68. ^ International consortia bid to become California high speed rail early operator Archived April 7, 2017, at the Wayback Machine Global Rail News April 6, 2017
69. ^ DB consortium selected for California high speed rail consultancy contract Railway Gazette International October 9, 2017
70. ^ "2023 Project Update Report" (PDF). Retrieved February 22, 2023.
71. ^ "SB 1420 Senate Bill – Chaptered". ca.gov. Retrieved January 14, 2016.
72. ^ "California High-Speed Rail Authority". Hsr.ca.gov. Retrieved January 14, 2016.
73. ^ "California Proposition 1A, High-Speed Rail Act (2008)". ballotpedia.org. Retrieved January 14, 2016.
74. ^ "AB 3034". State of California. Retrieved August 2, 2017.
75. ^ "Cap-and-Trade Revenue: Likely Much Higher Than Governor's Budget Assumes". ca.gov. Retrieved January 14, 2016.
76. ^ Sheehan, Tim (June 2, 2015). "Farm Bureaus jump into Supreme Court high-speed rail case". The Fresno Bee.
77. ^ "FindLaw's Supreme Court of California case and opinions".
78. ^ "Hollywood Burbank Airport files environmental lawsuit against California's bullet train". Los Angeles Times. February 25, 2022.
79. ^ "Burbank Airport drops lawsuit against California High-Speed Rail". KTLA5. November 17, 2023.
80. ^ "VIDEO RELEASE: High-Speed Rail Authority Releases Fall 2023 Construction Update". California High-Speed Rail Authority. November 22, 2023. Retrieved January 22, 2024.
81. ^ https://hsr.ca.gov/wp-content/uploads/2024/01/Agenda-Item-4-FY2022-23-Economic-Impact-Analysis-Fact-Sheet-011824-A11Y.pdf[bare URL PDF]
82. ^ "2023 Fall Construction Update Video". California High Speed Rail Authority. Retrieved November 28, 2023.
83. ^ "PHOTO RELEASE: High-Speed Rail Recognizes 10th Cohort to Complete Pre-Apprenticeship Training Program". October 6, 2023.
84. ^ https://buildhsr.com[bare URL]
85. ^ "California High-speed Rail Authority Releases 2023 Sustainability Report". October 31, 2023.
86. ^ "The Economic Impact of California High-Speed Rail" (PDF). Retrieved September 11, 2023.
87. ^ "High-Speed Rail Authority 2022 Economic Impact Analysis Technical Supporting Document" (PDF). CAHSR Authority. Retrieved September 11, 2023.
88. ^ Official website: California High-Speed Rail Peer Review Group
89. ^ a b "Bold Bets: California on the Move?". The Atlantic. February 25, 2015. "Video of event"
90. ^ Baig, Yousef (January 9, 2024). "From 'train to nowhere' to Fresno's dream: What high-speed rail means for the Central Valley". CalMatters. Retrieved March 13, 2024.
91. ^ Gomez, Melissa (February 8, 2024). "High-speed rail is coming to the Central Valley. Residents see a new life in the fast lane". Los Angeles Times. Retrieved March 14, 2024.
92. ^ California High-Speed Rail Peer Review Group. "April 2022 Report" (PDF).
93. ^ Musk, Elon (August 12, 2013). "Hyperloop Alpha" (PDF). Archived (PDF) from the original on August 13, 2013. Retrieved August 13, 2013.
94. ^ Marx, Paris (August 8, 2022). "Elon Musk Is Convinced He's the Future. We Need to Look Beyond Him". Time. Retrieved October 29, 2023. "Musk admitted to his biographer Ashlee Vance that Hyperloop was all about trying to get legislators to cancel plans for high-speed rail in California—even though he had no plans to build it."
95. ^ "What about Maglev and Hyperloop?". December 7, 2022.
96. ^ Mark DiCamillo (2022). Release #2022-08: Voters offer a wide range of issues they'd like the state to address (Report). UC Berkeley Institute of Governmental Studies. Retrieved November 4, 2022.
97. ^ "Californians & Their Government" (PDF). Ppic.org. p. 20. Retrieved October 4, 2018.
98. ^ "High-Speed Rail Business Plans". California High Speed Rail. Retrieved December 12, 2023.
99. ^ hsr.ca.gov/about/project-update-reports/
100. ^ "Newsroom". California High Speed Rail. Retrieved December 12, 2023.
101. ^ "Info Center". California High Speed Rail. Retrieved December 12, 2023.
102. ^ "California High Speed Rail Peer Review Group". California High Speed Rail Peer Review Group. Retrieved August 21, 2023.
103. ^ https://www.cahsrprg.com/wp-content/uploads/sites/15/2023/03/Final-to-legislature-3-23-2023.pdf[bare URL PDF]
104. ^ https://hsr.ca.gov/wp-content/uploads/2022/09/Prop-1A-Funding-Plan-Independent-Financial-Advisor-Report-FINAL-090722-A11Y.pdf[bare URL PDF]
105. ^ Fallows, James (July 9, 2014). "The California High-Speed Rail Debate". The Atlantic. Retrieved December 12, 2023.
106. ^ Fallows, James (July 11, 2014). "California High-Speed Rail—the Critics' Case". The Atlantic. Retrieved December 12, 2023.
107. ^ Fallows, James (July 14, 2014). "Why California's High-Speed Rail Plan Is the Most Ambitious and Important Infrastructure Project in". The Atlantic. Retrieved December 12, 2023.
108. ^ Fallows, James (July 14, 2014). "7 Ways in Which High-Speed Rail Would Help California, According to Its Chairman". The Atlantic. Retrieved December 12, 2023.
109. ^ Fallows, James (July 22, 2014). "California High-Speed Rail: 10 Readers With 10 Views". The Atlantic. Retrieved December 12, 2023.
110. ^ Fallows, James (July 28, 2014). "California High-Speed Rail: Some Views From the Valley". The Atlantic. Retrieved December 12, 2023.
111. ^ Fallows, James (August 4, 2014). "The Courts Speak Up for California High-Speed Rail". The Atlantic. Retrieved December 12, 2023.
112. ^ Fallows, James (August 25, 2014). "California High-Speed Rail—More Questions and Concerns". The Atlantic. Retrieved December 12, 2023.
113. ^ Fallows, James (August 29, 2014). "California High-Speed Rail No. 9—the Chairman's Turn Again". The Atlantic. Retrieved December 12, 2023.
114. ^ Fallows, James (August 31, 2014). "California High-Speed Rail No. 10: Palate Cleanser". The Atlantic. Retrieved December 12, 2023.
115. ^ Fallows, James (September 5, 2014). "California High-Speed Rail No. 11: Thinking in Time". The Atlantic. Retrieved December 12, 2023.
116. ^ Fallows, James (October 13, 2014). "Should California build a bullet train?". The Atlantic. Retrieved December 12, 2023.
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118. ^ Fallows, James (October 23, 2014). "Why You Shouldn't Get Your Hopes Up for the Self-Driving Car (California High-Speed Rail No. 14)". The Atlantic. Retrieved December 12, 2023.
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120. ^ Fallows, James (December 14, 2014). "That Winning Bid for California's High-Speed Rail: Is It Suspiciously Low?". The Atlantic. Retrieved December 12, 2023.
121. ^ Fallows, James (January 6, 2015). "California High-Speed Rail: A Minor End, an Important Beginning". The Atlantic. Retrieved December 12, 2023.
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123. ^ "Making a List: 2023's Top 10 Moments for California High-Speed Rail". YouTube.

## External links[edit]

Wikimedia Commons has media related to California High-Speed Rail.

* California High-Speed Rail Authority
* California High Speed Rail Peer Review Group
* California State Rail Modernization Plan (2023 Draft)
* DB ECO North America Inc.

* v
* t
* e

California High-Speed Rail

Main CAHSR articles|

* California High-Speed Rail (main page)
* California High-Speed Rail Authority
* Route of CAHSR
* Construction of CAHSR
* History of CAHSR
* Impacts of CAHSR
* Proposition 1A

Phase 1 stations

* San Francisco Transbay Transit Center
* San Francisco 4th and King Street
* Millbrae
* San José Diridon
* Gilroy
* Merced
* Madera
* Fresno
* Kings–Tulare
* Bakersfield
* Palmdale Transportation Center
* Burbank Airport
* Los Angeles Union Station
* Norwalk/Santa Fe Springs (station option)
* Fullerton Transportation Center (station option)
* Anaheim Regional Transportation Intermodal Center (ARTIC)

Articles related to Phase 1 route|

* Caltrain Downtown Rail Extension
* Caltrain Electrification
* Caltrain Bayshore Cutoff
* Coast Line
* Diablo Range
* Pacheco Pass Tunnels
* Calaveras Fault
* Fresno River Viaduct
* San Joaquin River Viaduct
* Kings River Viaduct
* Tehachapi Mountains
* Tehachapi Pass
* San Gabriel Mountains
* Surf Line

Connecting rail systems|

* Caltrain
* Bay Area Rapid Transit (BART)
* Muni Metro
* Altamont Corridor Express (ACE)
* Amtrak (Amtrak California)
* Santa Clara Valley Transportation Authority (VTA)
* Los Angeles Metro Rail
* Metrolink
* Brightline West

* v
* t
* e

High-speed rail in the United States

Services|

| Active|

* Acela

|

Under construction|

* Brightline West
* California High-Speed Rail

Planned|

* NEC Future
* Northeast Maglev
* Baltimore–Washington
* North Atlantic Rail
* Texas Central Railway

Higher-speed rail
90 to 125 mph (145 to 201 km/h)|

* Amtrak
* Empire Service
* Keystone Service
* Lincoln Service
* Michigan Services
* Northeast Regional
* Pacific Surfliner
* Southwest Chief
* Texas Eagle
* Brightline

Corridors|

* Chicago Hub
* Empire Corridor
* Florida
* Illinois
* Keystone
* Nevada
* New York
* Northern New England
* Ohio Hub
* Pacific Northwest
* South Central
* Southeast

* v
* t
* e

High-speed rail

Part of rail transport

Technologies|

* Conventional
* Hovertrain
* Hyperloop/Vactrain
* Maglev

High-speed trains|

| 350 km/h
(217 mph)
or more|

* China Railway CR400AF, CR400BF
* Transrapid
* Shinkansen Series L0

|

300–349 km/h
(186–217 mph)|

* Renfe Class 100, 102, 103
* Alstom AGV
* China Railway Hexie CRH2C, 3C, 380A / MTR CRH380A, 380B, 380C, 380D
* EMU-320
* ETR 500
* ETR 400
* Eurostar e300; e320
* ICE 3
* KTX-I, II (Sancheon)
* Oaris
* Shinkansen Series 500, N700, N700S, E5/H5, E6, E8
* AVRIL
* TGV Sud-Est (refurbished), Atlantique, Réseau, Duplex, POS, 2N2, M (Avelia Horizon)
* TCDD HT80000
* Thalys PBA, PBKA
* THSR 700T
* Siemens Velaro

250–299 km/h
(155–186 mph)|

* Avelia Liberty
* China Star, DJF2, China Railway Hexie CRH1A, 1B, 1E, 2A, 2B, 2E, 2G, 3A, 5A, 5E, 5G, China Railway Fuxing CR300AF, CR300BF
* ICE 1, 2, 4 (ICx)
* KTX-Eum
* New Pendolino
* Renfe Class 120, 121, 130
* Sapsan
* SBB RABe 501, RABe 503
* Shinkansen Series 200, 300, 700, 800, E2, E3, E7/W7
* TCDD HT65000
* TGV Sud-Est (original), La Poste
* V250

200–249 km/h
(124–155 mph)|

* Acela
* ACS-64
* Adelante
* APT
* Renfe Class 101
* China Railway DJJ1, China Railway Hexie CRH6, China Railway Fuxing CR200J
* ER200
* HHP-8
* IC4
* ICNG
* InterCity 125, 225
* ICE T, TD
* Javelin
* NSB Class 71 (Flytoget)
* NSB Class 73
* NSB Class 74
* Pendolino
* Railjet
* Regina
* Shinkansen series 0, 100, 400, E1, E4
* SBB RABDe 500, RABDe 502, RABe 502, Re 460
* SC-44
* SCB-40
* X 2000, SJ X40
* Z-TER (Z 21500)
* Sokol
* British Rail Classes 800, 801, 802, 803, 805, 807, 810
* Talgo XXI
* Voyager/Meridian
* X3

Experimental and prototype high-speed trains (category)

High-speed railway line|

* List of high-speed railway lines

By countries and territories

planned networks in italics|

| Africa|

* Morocco
* Egypt

|

Americas|

* Argentina
* Brazil
* Canada
* Mexico
* United States

Asia|

* China
* Hong Kong
* India
* Indonesia
* Iran
* Iraq
* Japan
* Kazakhstan
* South Korea
* Saudi Arabia
* Taiwan
* Thailand
* Turkey
* Uzbekistan
* Vietnam

Europe|

* Austria
* Belgium
* Croatia
* Czech Republic
* Denmark
* Finland
* France
* Germany
* Greece
* Italy
* Latvia
* Netherlands
* Norway
* Poland
* Portugal
* Russia
* Spain
* Sweden
* Switzerland
* Turkey
* United Kingdom

Oceania|

* Australia

* Proposed high-speed rail by country

* v
* t
* e

Railroads of California

Common carriers|

| Class I|

* BNSF Railway
* Union Pacific Railroad

|

Class III|

* Arizona and California Railroad
* Baja California Railroad
* California Northern Railroad
* Central Oregon and Pacific Railroad
* Goose Lake Railway
* Patriot Rail Company (Merced County Central Valley Railroad; Sacramento Valley Railroad)
* Northwestern Pacific Railroad
* San Francisco Bay Railroad
* Santa Cruz, Big Trees & Pacific Railway
* Santa Cruz and Monterey Bay Railroad
* San Diego and Imperial Valley Railroad
* Sierra Northern Railway
* San Joaquin Valley Railroad
* Santa Maria Valley Railroad
* Stockton Terminal and Eastern Railroad
* Trona Railway
* Ventura County Railroad
* Yreka Western Railroad

Terminal railway|

* Central California Traction Company
* Los Angeles Junction Railway
* Modesto and Empire Traction Company
* Pacific Harbor Line
* Quincy Railroad
* Richmond Pacific Railroad
* West Oakland Pacific Railroad

Passenger carriers|

| Inter-city rail|

* Amtrak
* California Zephyr
* Coast Starlight
* Southwest Chief
* Sunset Limited
* Texas Eagle
* Amtrak California
* Capitol Corridor
* Pacific Surfliner
* San Joaquins

|

Commuter rail|

* Altamont Corridor Express
* Caltrain
* Coaster
* Metrolink
* 91/Perris Valley
* Antelope Valley
* Arrow
* Inland Empire–Orange County
* Orange County
* Riverside
* San Bernardino
* Ventura County
* North County Transit District
* Coaster
* Sprinter
* SMART

Mass transit|

* BART
* eBART
* Metro Rail
* Muni
* cable cars
* Market Street Railway
* Muni Metro
* SacRT light rail
* San Diego Trolley
* VTA

Under construction|

* Brightline West
* California High-Speed Rail
* OC Streetcar

Private carriers|

* Edwards Air Force Base
* Southern California Railroad
* USG Corporation
* West Isle Line, Inc.

Heritage railroads|

* Calico and Odessa Railroad
* California Trolley and Railroad Corporation
* California Western Railroad
* Disneyland Monorail System
* Disneyland Railroad
* Ghost Town & Calico Railroad
* Niles Canyon Railway
* Napa Valley Wine Train
* Pacific Southwest Railway Museum
* Poway–Midland Railroad
* Roaring Camp & Big Trees Narrow Gauge Railroad
* Santa Cruz, Big Trees and Pacific Railway
* Sierra Railroad
* Sacramento RiverTrain
* Sacramento Southern Railroad
* Western Pacific Railroad Museum
* Western Railway Museum
* Yosemite Mountain Sugar Pine Railroad

See also
Former carriers in California
List of United States railroads by political division

* v
* t
* e

Deutsche Bahn

Divisions|

* Arriva
* DB Netze
* DB Schenker

European subsidiaries|

* Arriva
* DB Cargo
* DB Cargo France
* DB Fernverkehr
* DB Netz
* DB Regio
* DB Station&Service

Australia|

* Canberra Metro

Poland|

* DB Cargo Polska

United Arab Emirates|

* Etihad Rail DB (49%)

United Kingdom|

| Bus|

* Arriva Buses Wales
* Arriva Herts & Essex
* Arriva London
* Arriva Midlands
* Arriva North East
* Arriva North West
* Arriva Southern Counties
* Arriva Yorkshire

|

Rail|

* Alliance Rail Holdings
* Arriva Rail London
* Arriva TrainCare
* Chiltern Railways
* CrossCountry
* DB Cargo UK
* Grand Central

United States|

* California High-Speed Rail

Former subsidiaries|

* Arriva Deutschland
* Arriva Malta
* Arriva PCC (50%)
* Arriva Rail North
* Arriva Scotland West
* Arriva Trains Wales
* CityNightLine
* DB ProjektBau
* DB Reise & Touristik
* London Overground Rail Operations (50%)
* The Original Tour
* Tyne & Wear Metro
* Wardle Transport
* Wrexham & Shropshire
* Yorkshire Tiger

Services|

* Arriva Max
* Arriva Sapphire
* EuroCity
* Intercity Express
* Intercity
* Interregio-Express
* Regional-Express
* Regionalbahn
* S-Bahn

Former services|

* DB AutoZug
* City Night Line
* InterRegio
* Metropolitan

History|

* Deutsche Reichsbahn
* Deutsche Bundesbahn
* Deutsche Reichsbahn (East Germany)

Related topics|

* BahnCard
* Bahntower
* Bahn TV
* Call a Bike
* Rail transport in Germany

* Category
* Commons

Authority control databases

International|

* VIAF

National|

* Germany
* United States

Geographic|

* Structurae

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*[e]: Edit this template