Kern County – Governor Gavin Newsom joined California High Speed Rail Authority CEO Ian Choudri, local leaders and workers just outside of Bakersfield today to break ground on the railhead, which is the first step to laying track.
California high-speed rail has officially entered a new phase that brings the start of passenger service one step closer to reality.
Governor Newsom, Choudri and local leaders marked the start of the railhead with a symbolic spike. They also celebrated the substantial completion of Construction Package 4 (CP 4) – the southernmost stretch of the initial operating line of high-speed rail.
In a statement, Governor Newsom said, “No state in America is closer to launching high-speed rail than California – and today, we just took a massive step forward. We’re moving into the track-laying phase, completing structures for key segments, and laying the groundwork for a high-speed rail network.”
He added, “The future of transportation is being realized right here in the Central Valley with thousands of good paying jobs already created and 171 miles being worked on. As only California can, we’re building America’s biggest infrastructure project.”
According to the Governor’s office, “In the last year, high-speed rail has marked significant progress – with historic funding from the Biden-Harris Administration, all environmental reviews spanning 463 miles from Los Angeles to the Bay Area complete, the electrification of Caltrain complete, trainset selection underway, station and track construction on deck, continued work with partner rail systems to create a southwest regional high-speed rail network, and more than 14,500 good paying jobs created.”
Still, it will be years before the system is operational, with passenger service not expected before between 2030 and 2033.
“Today we’re recognizing the system’s progress and looking ahead as we advance important partnerships and track work that moves us closer to operations while putting Californians to work,” said California High-Speed Rail Authority CEO Ian Choudri. “We’re committed to working collaboratively and ultimately developing a modern, interstate high-speed rail network that will not only boost ridership in the Southwest part of the country but bring to the forefront the possibility of delivering high-speed rail benefits sooner.”
Cortese to introduce legislation to secure tried and true public-private funding for the high-speed rail project
On Monday, Senator Dave Cortese, chair of the California Senate Transportation Committee, said he will soon introduce a bill to address the funding uncertainties swirling around the High Speed Rail Project by securing private-public partnerships to pay for a project transporting Californians into the future.
“As the State Chair of the Senate Transportation Committee, I am unwilling to let the uncertain funding connected to the renewal of state cap-and-trade and the challenges with the Trump Administration go unaddressed. The way to do this is through tried-and-true public-private partnerships that have historically funded transportation projects in every major city throughout the state of California,” said state Senator Dave Cortese (D-Silicon Valley). “We need to get back to the basics to fund the statewide construction of High Speed Rail. It is our future.”
The time-tested equation of public-private funding partnerships is what makes big infrastructure projects happen in California and that equation will be key to completing the High Speed Rail project, Cortese added.
California is building the nation’s first 220-mph electrified high-speed rail system powered by 100% renewable energy.
Railhead kicks off track-laying work
Construction of the railhead is the first step to laying track and is necessary for high-speed rail to conduct track and overhead contact systems work. The railhead is a freight yard designed to receive materials and stage upcoming track-laying work. The work starts with a period of subgrade preparation, readying the site for the eventual laying of ballast ties and rail for the yard, effectively serving as a location to receive the materials required to build the high-speed rail track.
171 miles of rail under development
Construction Package 4 (CP 4)—the segment highlighted today—is a 22-mile stretch of the high-speed rail project between Poplar Avenue in Wasco and approximately 1 mile south of the Kern/Tulare County line. It is the southernmost section of the project currently under construction. This segment includes 11 civil structures including overpasses, underpasses, and viaducts built to take high-speed trains over roadways, waterways, and existing rail lines. All major civil works have been completed, and the segment is largely ready to lay track.
Of the more than 14,500 jobs created since the start of the high-speed rail project, work in CP 4 generated more than 3,200 jobs that went to residents of the Central Valley, a majority going to workers in Kern County. These jobs are all good-paying union jobs, thanks to a strong partnership with the California State Building Trades.
In California’s Central Valley, there are more than 25 active construction sites.
“High-Speed Rail represents a transformative opportunity for Fresno. It’s not just about getting people where they need to go faster—it’s about connecting our community to the broader state and driving economic growth that will revitalize our downtown and beyond,” said Fresno Mayor Jerry Dyer. “This project is a bridge between the Bay Area, Southern California, and our vibrant Central Valley, creating new possibilities for our residents and businesses. Today, I’m proud to celebrate a significant milestone. This achievement reflects years of hard work and vision, and I’m eager to see the progress we will make in the next two years as we continue to shape Fresno’s future.”
Creating a western high-speed rail network
The High Speed Rail Authority, Brightline West, and High Desert Corridor are continuing to coordinate on design and operational issues to ultimately create an interoperable system that provides a path forward for a U.S. Southwest region high-speed rail network. This partnership paves the way for California’s planned high-speed rail project to connect with Brightline West’s planned Las Vegas to Southern California high-speed rail service. Once fully built and interconnected, the three high-speed rail systems will pave the way for Californians to travel from Northern California through Central Valley to Southern California, as well as to Las Vegas.
Wow, high speed rail service expected by 2033 to “Bakersfield” on the Bullet Train to Nowhere all at what cost? How many have gotten rich off of this boondoggle? How many billion$ have been wasted?
I look forward to riding from Sacramento to LA in two hours five years from now.
Please explain how that is going to happen in 5 years.
You should ask the Governor that question.
“I look forward to riding from Sacramento to LA in two hours five years from now.”
If you’re going by Newsom’s words I suggest you don’t hold your breath.
I’ve written about how this was a mistake from the outset. We should be focusing on electric high speed busses through the Central Valley and over the Grapevine.
https://mcubedecon.com/2016/05/27/maybe-time-to-look-for-high-speed-rail-alternatives/
https://mcubedecon.com/2015/11/25/is-high-speed-rail-the-right-answer-for-reducing-ghg-emissions/
https://mcubedecon.com/2015/06/29/differing-views-of-the-future-high-speed-rail-vs-electric-vehicles/
“We should be focusing on electric high speed busses through the Central Valley and over the Grapevine.”
No, we shouldn’t.
The “lovable bus” concept was a political talking point from the 1970s, proposed by Secretary of Transportation Claude Brinegar under the Nixon administration. Brinegar suggested that intercity bus service could be a more “cost-effective” and “charming” alternative to funding passenger rail services like Amtrak.
And yet, in fifty years, no one has figured out a way to make long-distance buses “loveable”. Buses are a fine way to link rail services to areas that are not served by rail. But the core of the system must be rail if there is to be any hope of diverting travelers away from the automobile or air in any significant numbers.
If only a lot more non-students, middle income and wealthier individuals would actually take buses outside of San Francisco in Northern California. The reason why San Francisco residents ride their buses in great numbers is because cars are too expensive and inconvenient to park in that city. Even then many residents decide it’s worth the cost and inconvenience. My brother and his girlfriend are two such individuals. For the record they don’t live together. Of course there doesn’t appear to be any estimates for the initial and ongoing costs of all of those supposedly high speed electric buses. There would also be safety issues with driving buses at high speeds considering the number of people in them. In my view this is wishful thinking.
I think I actually agree with this comment by WS #collective-gasp#
Another factor that has hit San Francisco and pretty much everywhere is that local transit has taken a hit from Uber & Lyft, in that wealthier people, and that is a LOT of people in San Francisco, can not get their own private ride at a relatively low cost (relative to old-timey taxi rides). Since time is money, especially for wealthier people who may have more money than time, the faster and move private ride is worth it to them.
*can now (not can not)
*more (not move)
DG say: “I look forward to riding from Sacramento to LA in two hours five years from now.”
I’m not sure if you are being facetious or not. Even so, you do realize the Gov is talking about at best Merced to Bakersfield, not LA to Sacramento or San Francisco? Also, you do realize Sacramento is part of Phase II ? That means San Francisco to LA and Anaheim will be built first. There is currently no funding mechanism to build either the northern mountain segment, nor the southern mountain segment, both of which will require the construction of long tunnels. See such projects in Europe such as the connector from Switzerland to Italy to get the idea of a timeline. To get an idea how the timeline can slip – in 2008 when voters approved partial funding for the project, the entire Phase I of the project was projected to be completed Los Angeles to San Francisco by 2020.
There is no track, no signal system, no overhead wires, no propulsion units, no passenger rail equipment, no tunnels. Some of these can take decades to build and years to test, and that is once they are funded. With a Republican government in all national institutions, funding is unlikely. A public private partnership is possible, but only if the private part sees profit. So far that has not materialized.
From Ballotpedia on Prop 1A when approved by the voters in 2008.
The fiscal impact statement was as follows:
State costs of about $19.4 billion, assuming 30 years to pay off both principal ($9.95 billion) and interest ($9.5 billion) costs of the bonds. Payments of about $647 million per year.
When constructed, additional unknown costs, probably in excess of $1 billion a year, to operate and maintain a high-speed train system. The costs would be at least partially, and potentially fully, offset by passenger fare revenues, depending on ridership.
At that time, the estimate was $33 billion and completed by 2020 LA-SF to be paid approximately 1/3 each state/federal/private money. No private money has come forth. The completion date Merced to Bakersfield is estimated to be 2032. The current full cost estimate Anaheim-LA-SF is now $120 billion. This does not include extensions to Sacramento nor San Diego.
Since some people were vehemently opposed to this project they should have put on the same ballot a competing initiative or worked harder to get this initiative defeated. Projects of this complexity and magnitude always go over budget. Land rights have to be obtained and unforseen engineering challenges have to be overcome. Of course if you really are so opposed after the fact just sue. I am positive you will prevail.