![]() San Francisco to San Jose Section Draft map (July 2018) Tunnel construction is anticipated to take up to 6 years to complete once begun. When tunnel field studies, early engineering, and design work are completed for this section, it will be ready for construction when funding is available. Trains will be able to travel at 220 miles per hour (350 km/h) even through the tunnels. This alignment (Alternative 4) uses the existing Union Pacific Railroad (UPRR) alignment from San Jose to Gilroy as a blended section.Įast of Gilroy the alignment becomes a pure HSR section with approximately 15 miles (24 km) of tunnels through the Pacheco Pass. On Apit approved the final route in the San Jose to Merced section. Route finalized from Central Valley to San FranciscoĪlthough 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). The route to San Francisco from the Central Valley has been selected, however funding to initiate construction from Merced to San Jose is not yet available. This IOS will have 5 stations: Merced, Madera, Fresno, Kings/Tulare, and Bakersfield. The 2022 Business Plan focuses on developing an Interim Initial Operating Segment (IOS) between Merced and Bakersfield. Note the Initial Operating Segment (IOS) runs from Merced to Bakersfield, which is the orange line plus two small parts of the green line. The current 2022 Business Plan does not commit to the 2033 date.Ĭalifornia State Rail Modernization ĬAHSR phased implementation plan as of Feb. The rail authority stated its commitment to pursue additional funding to complete the Phase 1 system by 2033. The proposal, named the Silicon Valley to Central Valley Line, was expected to have sufficient funding available to bring this segment online by 2031. In the 20 Business Plans the goal was to implement the IOS-South, but a 2016 analysis of the funding available and time necessary to completion lead the Authority to propose the IOS-North be implemented instead. There were two basic options for the Initial Operating Section (IOS): extend the San Joaquin Valley segment, where construction had started, northward toward the San Francisco Bay Area (the IOS-North option, San Francisco to Bakersfield), or southward to Southern California (the IOS-South option, Merced to San Fernando Valley). The Authority knew from the outset that it did not have enough funding to do the entire system, so it investigated ways to implement the system in stages. Citizens for California High-Speed Rail Accountability note: "Environmental lawsuits against the California High-Speed Rail Authority often claim inadequate consideration of running the track next to Interstate 5 in the Central Valley or next to Interstate 580 over the Altamont Pass." However, the intent of Proposition 1A was clear in connecting the major population centers together as the current route does. ![]() Some people were concerned with the Central Valley route going down the east side of the Valley rather than the more open west side. Up to 24 stations were authorized for the completed system. Among these were that the route must link downtown San Francisco with Los Angeles and Anaheim, and must link the state's major population centers together, "including Sacramento, the San Francisco Bay Area, the Central Valley, Los Angeles Basin, the Inland Empire, Orange County, and San Diego." The first phase of the project must link San Francisco with Los Angeles and Anaheim. With the voter's mandate, certain route and travel time requirements were established. The bill was submitted to California voters in the November 2008 election as Proposition 1A and approved. ![]() On August 13, 2008, California Assembly Bill 3034 (AB 3034) was approved by the state legislature and signed by Governor Arnold Schwarzenegger on August 26, 2008. ![]()
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