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TRANSACTIONS NEWSLETTER ONLINE

March/April 2002

Plans for Trans-California High-Speed Train Accelerate
Bullet train

(Photo: ©Harald A. Jahn, Viennaslide PhotoAgency/Corbis)
The Eurostar train shown here is a model for California's proposed high-speed rail service.

Bullet-Type Trains Now a Realistic Competitor to State Air Travel
A constellation of forces could turn the idea of a high-speed rail system connecting the Bay Area with Southern California from dream to reality. Fueled by the new realities of post-September 11 air travel and sustained opposition to new runway development in the Bay Area, proponents' arguments that high-speed rail may actually be faster than air travel are beginning to win over some skeptics. Rail advocates picked up some high-level political support in early March when state Senator Jim Costa of Fresno introduced — and state Treasurer Phil Angelides backed — legislation that could pave the way for putting a $6 billion bond measure on the statewide ballot this November.

Passage of the measure would allow the California High Speed Rail Authority (CHSRA) to begin construction of the proposed 700-plus mile rail network within two or three years.

Route map - click to enlarge
The California High Speed Rail Authority is studying two alignment options for the Bakersfield-to-Sylmar link as well as two options for linking San Jose to the Central Valley.
The CHSRA already is fine-tuning plans for a roughly $25 billion system of dedicated tracks that would stretch from Sacramento all the way to San Diego, with trains traveling at speeds of more than 200 miles per hour.

This is comparable to high-speed trains already in use in Europe and Japan, and significantly faster than Amtrak's new Acela service along the East Coast, which reaches a top speed of about 150 miles per hour for a short stretch between New York and Boston.

The CHSRA's immediate challenges include further evaluating possible route alignments (and selecting the most feasible transmountain routes between San Jose and the Central Valley and between Bakersfield and Sylmar, north of Los Angeles), and determining the placement of some two dozen or more stations along the rail network. The goal is to release an environmental impact report and solicit public comment in mid-2003.

Former MTC Chair Rod Diridon, who was elected CHSRA chairman last August, figures the most cost-effective approach is to build the rail system in stages, with the first segment running from downtown San Jose to Union Station in Los Angeles. "This trunk line would link the biggest cities in Northern and Southern California and allow riders to traverse the state in about two hours, and likely would be the most profitable segment," he said. The line would generate funds that could eventually be used to extend the system along both sides of the Bay to San Francisco and Oakland, from Merced north to Sacramento, and from Los Angeles to San Diego.

In the meantime, passengers at San Jose Diridon station could transfer to Caltrain's new "Baby Bullet" trains (now in development), which promise to deliver passengers to downtown San Francisco in 45 minutes, or to the San Jose BART extension (due for completion after 2010) for service throughout the East Bay.

The CHSRA envisions an electrified system of steel-wheel trains on steel tracks similar to the bullet trains in Japan or Europe's TGV and Eurostar trains.(The coastal segment between Irvine and San Diego would continue to be served by diesel intercity trains.)

The agency estimates the cost of the San JoseÐLos Angeles trunk line at $11 billion to $13 billion. So even if the proposed $6 billion bond measure were to win voter approval, the agency would have to come up with another $6 billion or so from the federal government or other sources. That could be an even bigger challenge than finding a viable route over the Grapevine.

"Post September 11, high-speed rail is in a much better position to compete with the airlines on scheduling," said MTC Executive Director Steve Heminger. "The real questions are all about money. How much will high-speed rail really cost? Who is going to pay for it? And how long will it take to generate cash for extensions to San Francisco, Oakland, Sacramento, San Diego and the Inland Empire?"

Until those questions get answered, Bay Area residents had better be prepared for some long waits at the airport.
—John Goodwin & David Weinreich

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