California High-Speed Rail

California High-Speed Rail
A map of planned high-speed rail routes in California. The separate Brightline West is indicated in yellow.
A map of planned high-speed rail routes in California. The separate Brightline West is indicated in yellow.
Overview
OwnerCalifornia High-Speed Rail Authority
an agency of the State of California
Area servedInitial Operating Segment (IOS) now being developed in the Central Valley (Merced to Bakersfield);
Planned Phase 1 extensions:
   north to San Francisco Bay Area
   south to Greater Los Angeles;
Future Phase 2 extensions:
   north to Sacramento
   south to San Diego
LocaleCalifornia, United States
Transit typeHigh-speed rail
Number of stations5 on the IOS; up to 24 authorized in completed system
Chief executiveIan Choudri
Website
Operation
Operation will start2030-2033 on the IOS (Merced to Bakersfield)
Operator(s)DB E.C.O. North America Inc.[1]
Technical
System length
  • 171 mi (275 km) IOS only
  • 494 mi (795 km) full Phase 1
  • 776 mi (1,249 km) completed system[2]
No. of tracksDouble track
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Electrification25 kV 60 Hz AC overhead line[3]
Top speed220 mph (350 km/h) maximum;
110 mph (180 km/h) San Francisco–Gilroy[4] & Burbank–Anaheim[5]
San Joaquin River Viaduct under construction in 2019.
The same viaduct completed in February 2021.

California High-Speed Rail (CAHSR) is a publicly funded high-speed rail system being developed in California by the California High-Speed Rail Authority. Phase 1, about 494 miles (795 km) long, is planned to run from San Francisco to Los Angeles and Anaheim via the Central Valley, and is partially funded and under construction. A proposed Phase 2 would extend the system north to Sacramento and south to San Diego, for a total of 776 miles (1,249 km). The project was authorized by a 2008 statewide ballot to connect the state's major urban areas and reduce intercity travel times. Phase 1 targets a nonstop travel time of 2 hours and 40 minutes from San Francisco to Los Angeles, compared to about nine hours[6] on the existing Amtrak San Joaquins.

Construction of Phase 1 began in the Central Valley in 2015. Due to limited funding, the project is being built in sections. As of 2024, the state was targeting completion of a 171-mile (275 km) long Initial Operating Segment (IOS) connecting Merced and Bakersfield. The IOS is projected to commence revenue service as a self-contained high-speed rail system between 2030-2033, at a cost of $28–35 billion, and will replace current San Joaquins service south of Merced.[7][8] With a top speed of 220 mph (350 km/h), CAHSR trains running along this section would be the fastest in the Americas.[a]

From January 2015 to December 2023, a total of $11.2 billion had been spent on the IOS – which has 119 miles (192 km) under active construction – and on upgrades to existing rail lines in the San Francisco Bay Area and Greater Los Angeles, where Phase 1 is planned to share tracks with conventional passenger trains. Regulatory clearance has been obtained for the full route connecting San Francisco and Los Angeles, which includes the IOS. However, the Authority has not yet received sufficient funding to construct the segments from the IOS westwards to the Bay Area or southwards to Los Angeles, both of which would require tunneling through major mountain passes. As of 2024, the entirety of Phase 1 was projected to cost $106.2 billion.

Supporters of the project state that it would alleviate air traffic and highway congestion, reduce pollution and greenhouse gas emissions, and provide economic benefits by linking the state's inland regions to coastal cities.[9] Opponents argue that it is too expensive, and that the funds should be spent on other transportation or infrastructure projects. The route choice has been controversial, along with the decision to construct the first high-speed segment in the Central Valley rather than in more heavily populated parts of the state. The project has experienced significant delays and cost overruns caused by management issues, legal challenges, and lack of a complete funding commitment. Despite these issues, public opinion polls have indicated more overall support than opposition for the project.

  1. ^ "DB E.C.O. North America Inc". Archived from the original on November 21, 2022. Retrieved November 21, 2022.
  2. ^ California High-Speed Rail Authority. "Implementation Plan" (PDF). pp. 23, 25. Archived from the original (PDF) on September 10, 2008. Retrieved July 17, 2008.
  3. ^ "Technical Memorandum: Traction Power 2x25kV Autotransformer Feed Type Electrification System & System Voltages" (PDF). California High-Speed Rail Authority. Archived (PDF) from the original on October 16, 2020. Retrieved November 3, 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). California High-Speed Rail Authority. Archived (PDF) from the original on July 29, 2020. Retrieved January 14, 2016.
  6. ^ Cite error: The named reference San Joaquins timetable was invoked but never defined (see the help page).
  7. ^ Cite error: The named reference CalMatters 2023 March cost increase was invoked but never defined (see the help page).
  8. ^ Woolfolk, John (January 8, 2023). "Overdue, overbudget California high-speed rail just got $3.1 billion boost: Will trains ever roll?". The Mercury News. Retrieved January 2, 2024. costs for the 171-mile Merced to Bakersfield segment now are estimated as high as $35.3 billion [...] The current timeline is for train service by 2033.
  9. ^ Cite error: The named reference SPUR 2022 was invoked but never defined (see the help page).


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