On Feb. 20, 2025 at Los Angeles’ KTLA, consumer-advocate columnist David Lazarus had more than just a few things to say about the California high-speed rail project, not that much in his op-ed, in fact, that I agree with. His overarching message, however, can be summed up thus: cut existing losses and start over.
It should as well be noted that I did an analysis of this commentary on Feb. 23, 2025 at The Daily Kos in the diary titled: “Review: KTLA Bullet-train op-ed opinion-heavy, ‘real-world-’solutions-recommendations-light”.
Okay, so my first question: IS LAZARUS KIDDING ME?!?!?!
So, on Jan. 6, 2025 (ten years to the day since the official and ceremonial California high-speed-rail groundbreaking in Fresno took place), California Governor Gavin Newsom along with CHSRA CEO Ian Choudri and several community leaders at a gathering held in Kern County near Bakersfield, launched what is known as the “Railhead Project.” Through this action, begun was the process of laying track; a significant step forward in the bullet train’s rail-building effort in the state’s Central (San Joaquin) Valley.
Meanwhile, somewhere in the neighborhood of $8 billion has been spent on the project so far.
Moreover, 463 of the 494 designated right-of-way miles on which high-speed-rail track is necessary to connect Los Angeles Union Station and the Sales Force Center station in San Francisco (under the current plan) has been environmentally cleared.
All things considered, and even with the knowledge that there is the possibility that all federal funding could be pulled, the question remains what’s best for the project going forward? Should the state do as Lazarus suggests and “start [the whole thing] over”? Resoundingly, I say “NO!”
As I understand it, the portion of the project tying together Bakersfield and Merced and stretching 171 miles in all, has an estimated cost of $36 billion, give or take. A $4 billion federal commitment that the current administration apparently would like to have returned to Washington, could go a long ways toward bringing to reality Bakersfield-Merced. The extensions from Madera to Merced on the north end and from Shafter to Bakersfield on the south end, beyond that which is under construction on 119 miles between Madera and Shafter, amounts to 52 miles. The 171 miles is what I refer to as the “Central Valley Spine Line.” And, as I also understand it, there are only enough funds to cover the Initial Operating Segment which is the 119 miles outlined above.
I see there being one of two choices here: 1) guarantee monies to make possible Bakersfield-Merced (this could come via the state and/or counties that are to have high-speed-rail service), or 2) only complete Shafter-Madera. Any other option at this time like pulling the plug not just on the Central Valley section but on the entire Los Angeles-San Francisco Phase 1 portion, in my mind’s eye, just seems nonsensical. I mean consider what’s already been built.
And, it’s not just that. Some 98 percent of all needed Valley land parcels have been purchased. (How would one go about returning now state-acquired land to the previous affected property owners and at the same time demanding that these same affected property owners return the funds that they were given in the first place, to the state? Besides the time needed, the logistics that would be involved in doing that, here again, in my mind’s eye, would be, well, mind-boggling). Besides, beginning in 2026, track will start going in. I can’t see how it would make any sense at this point to just walk away.
At the very least, complete the infrastructure in the Valley that the state has money to cover, acquire the trainsets that will be required to commence testing, conduct the high-speed testing trials and then offer service when such testing is completed and certified. And, if that isn’t until 2033, then so be it.
