Get the Facts:California High-Speed Rail
Myth: Building high-speed rail causes more pollution than it will save.
Contract requirements dictate our construction sites have significantly better air quality than the California average. Our contractors use Tier 4 on- and off-road vehicles and technology to reduce nitrogen dioxide emissions. The Authority has received the Envision Platinum rating from the Institute for Sustainable Infrastructure, their highest-level award.
Site emissions are 60 percent lower than the state average.
Myth: High-speed rail causes sprawl.
More than $10 million in funding has been awarded for station area planning efforts, which will help create thriving and sustainable station area districts.
Planning among key cities creates meaningful connections and economic opportunites.
Myth: Investing Cap-and-Trade proceeds in high-speed rail has produced no results.
Cap-and-Trade funding has helped spur nearly $4 billion of economic activity in disadvantaged communities and more than 400 disadvantaged workers dispatched to our Construction Projects.
Of the more than 650 small businesses participating in the high-speed rail program, 213 are Disadvantaged Business Enterprises. The Authority has paid more than $970 million to certified Small Businesses, Disadvantaged Business Enterprises, and Disabled Veteran Business Enterprises. More than 7,300 jobs have been created to work on building high-speed rail.
Myth: High-speed rail will be a drain on the power grid.
High-Speed Rail will run on electricity supplied entirely from renewable sources.
The Authority is committed to using 100 percent renewable energy to operate our trains and facilities.
Myth: High-speed rail does nothing to reduce greenhouse gas (GHG) emissions now.
At this very moment rail crossings throughout northern and southern California are being upgraded or eliminated. This reduces traffic congestion, improves safety and cuts GHG emissions from idling vehicles.
A single rail crossing can cause up to 45 days of stopped traffic per year, which results in about 1,800 tons of GHG emissions annually.
Myth: California could make better transportation investments.
Transportation accounts for the majority of emissions in California, and high-speed rail will help the state achieve its long-term climate goals by reducing transportation emissions. High-speed rail is a critical part of California’s sustainable transportation network. The goals of high-speed rail are reducing congestion and pollution while improving mobility and increasing access to jobs and affordable housing.
As California’s population rises and our economy continues to grow, high-speed rail is the only mode that meets every one of these goals.
Myth: High-speed rail will be a train to nowhere.
The California high-speed rail system will connect 6 of the 10 largest cities in the state.
Myth: No one rides trains anymore.
Other countries with high-speed rail systems service 1.6 billion passengers per year.
Amtrak’s California corridors are among the busiest in the nation, with 11.5 million people boarding and departing from California’s trains in 2019.
Myth: High-speed rail will not be high-speed.
In blended/shared corridors, trains will be slowed to 110 miles per hour, as required by regulations.
However, in other areas speeds will top 220 miles per hour.
Myth: California High-Speed Rail will be diesel-powered.
High-speed rail in California will run on 100% renewable energy.
It will be all electric all the time.
Myth: High-speed rail is a solution in search of a problem.
California’s population is projected to grow to more than 45 million by 2050. Transportation is a key contributor to emissions, and Los Angeles and San Francisco rank among the top ten most gridlocked cities in the nation.
The high-speed rail system is a key component of achieving net-zero emissions in the state by transforming and reducing greenhouse gas emissions in the transportation sector, helping California achieve its climate goals.
Myth: High-speed rail is dead in California.
Our 2022 Draft Business Plan presents our vision for Initiating high-speed rail service in California as soon as possible while positioning ourselves to construct additional segments as funding becomes available.
We continue to make strides on construction in the Central Valley while moving forward with systemwide environmental clearance and planning in Northern and Southern California.
Myth: No one is going to ride high-speed rail if it’s just in the Central Valley.
The 171-mile line from Merced to Fresno to Bakersfield connects the three largest cities in California’s Central Valley, a region of about 6 million people, including three major California universities.
Passengers traveling through this corridor on to other destinations in Northern and Southern California will be able to make convenient connections in Merced and in Bakersfield.
Myth: There’s no way to get from the Central Valley to San Francisco or Los Angeles.
As part of the statewide rail modernization plan, high-speed rail will become the backbone of rail transportation in California.
High-speed rail in the Central Valley will allow travelers to access the Altamont Corridor Express service in Merced, which will soon have service to San Jose and the east Bay Area; the Amtrak San Joaquins service to Oakland and Sacramento; and connections from Bakersfield to Southern California.
Myth: High-speed rail is just a jobs program.
High-speed rail is creating jobs, but that’s only part of the story.
Building the high-speed rail system to link the Bay Area to Los Angeles and Anaheim, including the communities in the Central Valley, is essential for California to maintain its position as a global leader when it comes to economic prosperity and opportunity, job creation, combating climate change and building world-class infrastructure.
Myth: High-speed rail has given up on San Francisco and Los Angeles.
The interim operating segment between Merced and Bakersfield is the first building block for delivering high-speed rail passenger service in California. While we build that segment, we are also advancing design and environmental work statewide to prepare to expand the system out of the Valley, northwest to the Bay Area and south to Los Angeles and Anaheim, as funding becomes available
We remain committed to bookend investments including the Caltrain Electrification Project in Northern California and Link US at Los Angeles Union Station.
Myth: High-speed won’t go past the Central Valley.
High-speed rail is starting with an initial 171-mile segment that will extend from Merced to Bakersfield. At the same time, we are continuing to move forward with environmental clearance in Northern California and Southern California to get these project sections ready for construction.
The Authority continues to invest in projects in Northern and Southern California that will provide near-term regional mobility benefits and lay the foundation for high-speed rail service.
Commitment to SF to LA
Myth: High-speed rail won’t reach full environmental clearance.
Nearly 300 miles of the high-speed rail project’s 500-mile Phase 1 alignment from San Francisco to Los Angeles/Anaheim has received environmental clearance, with 119 miles in active construction. The Authority is committed to clearing the entire 500 miles of the system from San Francisco to Los Angeles/Anaheim. Staff at the Authority are pushing to complete the remaining environmental documents by 2023. Once completed, further work can be done to refine project configurations, map the needed right of way and other pre-construction activities.
Myth: Building high-speed rail from San Francisco to Los Angeles is too expensive.
It would be far more costly to build the roadway and airport infrastructure capacity equivalent to high-speed rail. An estimated $122 to $199 billion would need to be spent to build the highway and airport infrastructure to carry the equivalent number of people as the high-speed rail system. High-speed rail is estimated to cost between $72 to $105 billion.
Myth: No progress on high-speed rail is being made in Northern California.
The Authority has completed several funding agreements in Northern California to lay the foundations for high-speed rail service and provide near-term regional mobility benefits. The Authority has contributed $714 million towards Caltrain’s Peninsula Corridor Electrification Project, electrifying and upgrading 51 miles of track between San Francisco to San Jose, bringing high-speed rail service to the Bay Area and improving Caltrain’s efficiency, capacity, safety and reliability.
Additional efforts such as grade separation at San Mateo’s 25th Avenue, the construction of the Salesforce Transit Center in San Francisco, the Downtown Extension Project and planning at San Jose’s Diridon Station are essential elements to completing the Silicon Valley to Central Valley Line.
Myth: No progress on high-speed rail is being made in Southern California.
The Authority is working with Southern California partners to prepare the region for high-speed rail service. The Authority has committed $423 million towards modernizing the Los Angeles Union Station, preparing the station for high-speed rail and other improvements made under the Link Union Station (Link US) project.
Additional preparatory efforts in Southern California include connecting Brightline West’s planned Las Vegas to Victorville high-speed rail project with our SF to LA/Anaheim route, coordinating with BNSF Railway and other stakeholders to electrify track between Los Angeles and Anaheim, grade separation for the Rosecrans/Marquardt Project in Santa Fe, and planning station design and regional connectivity with the City of Palmdale.
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