There are several proposed changes in this Business Plan from the previous ones. These include serving the San Joaquin Valley to the Bay Area first and postpone initial service to 2025 instead of 2022. The budget for HSR from San Francisco to Anaheim is now $64 billion dollars down from the 2012 estimate of $68 billion. There will also be more money going to Southern California to upgrade the existing tracks between Burbank and Anaheim.
Click here to view the entire Draft of the 101 page document.
Quotes from the 2016 CHSRA’s draft Business Plan are in blue.
What Is Different from our 2014 Business Plan
Funding – The funding authorized by the Governor
and Legislature, by the federal government and the
people of California is sufficient to deliver a high speed
rail line connecting the Silicon Valley to the
Schedule – We now project starting passenger
service on that line in 2025 instead of on a line between
Merced and the San Fernanco Valley in 2022
Cost Estimates – Our capital cost estimates for
building the Phase 1 system between San Francisco/
Merced and Los Angles/Anaheim are lower than
This Draft 2016 Business Plan describes how we plan to build the Silicon Valley to Central Valley line by 2024 and begin offering passenger service on it by 2025. We also determined that this is the best way to begin sequencing of the larger Phase 1 system. By building a line connecting northern California to the Central Valley—commencing service and starting to generate revenue—we will be in a position to attract private investment and unlock additional capital to help move the rest of the system forward.
However, we believe the first operating line should extend further — from San Francisco to Bakersfield – and offer a one-seat ride between these two destinations. This extended line would significantly enhance ridership and revenues and therefore attract higher value private sector concession bids based on future discounted cash flows. Our goal is to construct that longer line. This will require the completion of the Caltrain modernization program/electrification project. It will also require approximately $2.9 billion of additional funding to extend the line to Bakersfield and for initial improvements in the San Jose to San Francisco corridor to allow operation of high-speed rail trains in the Caltrain corridor.
Given the opportunity to leverage more ridership, revenue and private sector participation, we will seek federal funds to help complete the full San Francisco to Bakersfield line. If those additional funds are not forthcoming, we can and will
still construct the Silicon Valley to Central Valley line described above.
We will also advance the program in Southern California with specific focus on early Phase 1 investments in the Burbank-Los Angeles-Anaheim corridor. By making strategic investments with our partners, and leveraging our mutual resources,we will provide early benefits to transit riders and local communities and lay a solid foundation for high-speed
rail (see Section 4 for details). To this end, we have identified a number of potential funding sources (see Section 6) that, in working with our partners, would pay for a range of specific improvements between Burbank and Anaheim. This corridor is of regional and statewide significance and is critical to supporting the economy of Southern California.
It is a shared corridor – in addition to moving people, it is a vital freight and goods movement corridor. We propose to invest, together with our partners, up to $4 billion on a range of improvements in the corridor and we are poised to move forward this year. Our early investments will focus on one of the highest priority grade separations in the state, at Rosecrans Avenue/Marquardt Avenue, the Southern California Regional Interconnection Project (SCRIP), and improvements at Los Angeles Union Station. These and other investments identified in this Draft 2016 Business Plan will increase capacity and improve safety in this highly-congested travel corridor. They are also critical to improving air quality and reducing greenhouse gas emissions in the region and will be an investment in disadvantaged communities. Immediate benefits will accrue to freight and passenger rail operations. Every project will be used for high-speed rail once service starts on the Burbank to Anaheim corridor.
We invite and welcome the public’s comments on our Draft 2016 Business Plan as we develop the final document for consideration and adoption by our Board of Directors. The Final 2016 Business Plan will then be submitted to the California Legislature on or before May 1, 2016.
However, extending the initial line to Bakersfield and into San Francisco (by making initial investments between San Jose and San Francisco that would allow high-speed rail trains to operate on existing tracks) would generate significantly higher ridership and revenue. It would also command higher prices for a concession agreement with a private operator and position us to use those additional funds to continue extending the system.
We will commit to building the initial Silicon Valley to Central Valley line with our existing and allocated resources, but we will also seek additional funds to extend the line to Bakersfield and San Francisco. This approach reflects and is consistent with our principles and our overarching objectives. As we move forward, as we have done to date, we will continue to evaluate new opportunities and circumstances in order to fund, build and bring the remaining segments into service as soon as possible.
Silicon Valley to Central Valley Extension
Extending the line to Bakersfield and making targeted improvements between San Francisco and San Jose will allow us to offer one-seat ride service from the
Caltrain terminal at 4th and King Streets in San Francisco to downtown Bakersfield. These improvements are estimated to cost approximately $2.9 billion and include initial upgrades in the Peninsula corridor and full build out from the southern terminus of Construction Package 4 to Bakersfield Station.
EXHIBIT 4.2 BURBANK TO ANAHEIM CORRIDOR IMPROVEMENTS
IMPROVEMENT FACTS & BENEFITS
Doran Street Grade Separation- Glendale
• Being advanced by Los Angeles County Metropolitan Transportation Authority in partnership with Metrolink, the City of Glendale, and the California High-Speed Rail Authority
• Safety improvement that eliminates two existing at-grade crossings: Doran and Broadway-Brazil
Full Funding through Design of the Southern California Regional Interconnection
Project (SCRIP)- Los Angeles
• Being advanced by Los Angeles County Metropolitan Transportation Authority in partnership with Metrolink and the California High-Speed Rail Authority
• Run-through tracks at Los Angeles Union Station and concourse expansion identified in the Union Station Master Plan
• Increases capacity, increases operational flexibility, improves reliability and reduces greenhouse gas emissions while helping coordinate service between different users
Rosecrans Avenue/ Marquardt Avenue Grade Separation- Santa Fe Springs
• Being advanced by Los Angeles County Metropolitan Transportation Authority in partnership with the City of Santa Fe Springs, BNSF, Metrolink, LOSSAN, Riverside County Transportation Commission, and the California High-Speed Rail Authority
• Regional safety improvement that grade separates the #1 project on the California Public
Utilities Commission list
• Completes the triple track on the BNSF San Bernardino subdivision between Redondo Junction and Fullerton adding over 30 additional passenger slots on the segment, which allows for increases in the level of service for both Amtrak and Metrolink
• Fully integrates service planning for express, regional, and commuter services as well as long distance trains to provide dramatic benefits in trip time, schedule reliability, and capacity
State College- Anaheim
• Grade separation project that is the 27th highest priority grade crossing on the CPUC grade separation list.
• Significant reduction in roadway emissions.
• Improved emergency vehicle movements.
Fullerton Junction and Station Improvements – Fullerton
• Track and platform modifications through western Fullerton, Fullerton Station, and Fullerton Junction
• Increases capacity and provides greater separation between passenger and freight trains, allowing more reliable passenger and freight operations between Riverside and Orange County, and improved freight capacity
• Likely leads to several minutes of travel time reduction for Metrolink and Surfliner trains
Section 4: Implementation Strategy DRAFT 2016 Business Plan: Connecting and Transforming California 51
As technical studies are completed and projects go through the environmental process, we will identify additional packages of projects to move forward. This will culminate in a final package of investments for running high-speed trains in the corridor. On the way, each package or project will have independent utility and be able to improve both passenger
and freight rail in Southern California in this key corridor.
NEXT STEPS FOR DELIVERING HIGH-SPEED RAIL SERVICE TO CALIFORNIA
Over the next few years, we will complete the environmental clearance for the entire Phase 1 system – focusing first on the clearing the remaining sections for the Silicon Valley to Central Valley line Through this process final alignments and station locations for the entire Phase 1 corridor will be identified This will provide certainty to communities along the line, allowing them to plan and make land use decisions It will also enable us to work collaboratively with our transportation partners in planning for multimodal connections and the development of a statewide passenger rail system.
Concurrently, we will finalize and initiate the procurement strategy described in Section 3 to advance construction of the Silicon Valley to Central Valley line; at the same time we will seek federal funds to extend this line to San Francisco and Bakersfield.
Even as we construct this line, we will work with our partners on the Burbank to Anaheim Corridor Investments in Southern California. We will continue to pursue additional funds and opportunities to complete the Phase 1 system with the goal of expanding service to the entire route from San Francisco/Merced to Los Angeles/Anaheim by 2029.
Full Utilization of New Locomotives &Full Implementation of Positive Train Control
• Replacement of Tier 0 locomotives with Tier 4 locomotives by Caltrans and Metrolink
• Full implementation of positive train control in the corridor being led by Metrolink (in conjunction with BNSF)
• Delivers greenhouse gas reduction, better passenger train performance, and improved safety
Full Funding through Environmental Clearance of High-Capacity Urban Corridor between Burbank and Anaheim for Future High-Speed Rail
Service and Existing Users
• Advance all remaining Southern California MOU projects in this corridor through preliminary engineering and environmental clearance preparing the corridor to advance to construction of high-speed rail and related projects while positioning future programs of projects to be competitive for funding opportunities
• Includes opportunities for additional tracks, full grade separation, controlled access and other infrastructure enhancements that provide safety, reliability, capacity, travel time and other benefits
• Specific projects that would be environmentally cleared and could be part of this or a further package of projects include: Ball, Orangethorpe Grade Separations, BNSF Storage Track and Norwalk Boulevard/Los Nietos Road Grade Separation.