Contents 1 Route and stations 1.1 Phase 1 1.2 Phase 2 2 History 2.1 Legislative 2.2 Legal 2.3 Construction 3 Speed requirements 4 Rolling stock 4.1 Acquisition 4.2 Specifications 5 Operations 6 Economic projections 6.1 Statewide economic growth and job creation 6.2 Environmental benefits 6.3 Regional benefits 6.4 Ridership and revenue concerns 6.4.1 Air market 6.5 Project budget concerns 7 Public opinion and peer review 7.1 Peer Review Group 7.2 Professional studies 7.3 Think tank studies 7.4 Public opinion surveys 8 Related projects 8.1 XpressWest connection to Las Vegas 8.2 Alternative infrastructure proposals 9 Further reading 10 References 11 External links

Route and stations[edit] San Francisco Millbrae–SFO San Jose Gilroy Merced Madera Fresno Kings–Tulare Bakersfield Palmdale Burbank Los Angeles Norwalk / Fullerton Anaheim SGV          Montclair San Bernardino Riverside Murrieta Escondido San Diego Modesto Stockton Sacramento Victorville Las Vegas Locations of planned California High-Speed Rail route and stations. Phase I: black; Phase II: teal. The separate XpressWest system is shown in cyan. Station and route locations are approximate in some cases. Main article: Route of California High-Speed Rail AB 3034, the authorizing legislation for Proposition 1A (which was submitted to the voters and approved), specified certain route and travel time requirements. Among these were that the route must link downtown San Francisco with Los Angeles and Anaheim, and 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. Up to 24 stations were authorized for the completed system. This system is scheduled be built in two phases. Phase 1 is to be about 520 miles (840 km) long, and is planned to be completed in 2029, connecting the downtowns of San Francisco, Los Angeles, and Anaheim using high-speed rail through the Central Valley.[6] In Phase 2, the route is planned to be extended in the Central Valley north to Sacramento, and from Los Angeles east through the Inland Empire and then south to San Diego. The total system length will be about 800 miles (1,300 km). Phase 2 has no dates as of yet. On February 18, 2016, the Authority released its 2016 Draft Business Plan,[7] which significantly altered its near-term plans for the system implementation. While construction was always intended to begin in the Central Valley, the Initial Operating Section has always had two options: extend from the Central Valley northward toward the Bay Area (the IOS-North, San Jose to Bakersfield), or southward to Southern California (IOS-South, Merced to San Fernando Valley). In the 2012 and 2014 Business Plans the goal was to implement the IOS-South, but a more recent analysis of the funding available and time necessary to bring an IOS online the Authority is now proposing the IOS-North be implemented instead. This is being called the Silicon Valley to Central Valley Line, and it is expected that sufficient funding will be available to bring this segment online by 2025.[8] The Authority remains committed to pursue additional funding to complete the Phase 1 system by 2029.[9] The new business plan also reduces the cost of the system from $67.6 billion to $64.2 billion (in year-of-expenditure dollars) for Phase 1; this includes a savings of $5.5 billion based on actual experience, improved plans, and other feedback, but also an additional $2.1 billion cost for improvements to the Los Angeles to Anaheim corridor.[10] The 2016 Business Plan estimates the cost to completion of the Silicon Valley to Central Valley line is $20.6 billion (in year-of-expenditure dollars).[11] The public had 60 days (from February 19, 2016) to submit comments on the Draft 2016 Business Plan to the Authority. It was adopted by the Authority in April, and submitted (by legal requirement) to the legislature on May 1, 2016.[12] The Initial Construction Segment (ICS) of high-speed tracks runs from Merced to Bakersfield in the Central Valley. Simultaneously with the ICS construction, there are "bookend" and connectivity investments[13] including electrification of the San Francisco Peninsula Corridor used by Caltrain, improvements to tracks and signaling for both Metrolink in the LA area and Caltrain, and better passenger interconnections for Caltrain, Amtrak, and other Northern California rail lines. Phase 1[edit] All stations in this table represent proposed service. Station names in italics are optional stations that may not be constructed. In most cases existing stations will be repurposed for HSR service, with the exception of completely new stations at Merced, Fresno, Kings–Tulare, and Bakersfield. The California High-Speed Rail Authority considered a mid-peninsula station in Redwood City, Mountain View, or Palo Alto, but it was removed from the business plan in May 2016 due to low ridership projections, although the possibility was raised of adding one in the future.[14] Station Location Status Completion Connecting rail services Connecting bus services Notes Transbay Transit Center San Francisco Under construction, connecting tunnel unfunded 2029 Caltrain (BART, E Embarcadero, F Market & Wharves, Muni Metro via pedestrian tunnel) AC Transit, Amtrak Thruway Motorcoach, Blue & Gold Fleet, Golden Gate Ferry, Golden Gate Transit, Greyhound, Paratransit Service, Red & White Fleet, San Francisco Bay Ferry, Muni, Chariot Transit, SamTrans, WestCAT Lynx Site map Existing 4th and King Street Station may be used temporarily[15] Millbrae Intermodal Terminal Millbrae Existing, modifications needed 2029 BART, Caltrain (AirTrain (SFO) via BART) SamTrans Site map Diridon Station San Jose Existing, modifications needed 2025 (IOS) ACE, Caltrain, Capitol Corridor, Coast Starlight, VTA Light Rail Amtrak Thruway Motorcoach, California Shuttle Bus, DASH, Highway 17 Express, Monterey-Salinas Transit, RTD, VTA Site map Gilroy Gilroy Planning agreement in place 2025 (IOS) Caltrain Monterey-Salinas Transit, San Benito County Express, VTA Site map Merced Merced Planning agreement in place 2025 (IOS) San Joaquin (train) YARTS Site map Madera near Madera Acres 2025 (IOS) San Joaquin (train) [16] Fresno Fresno Planning agreement in place 2025 (IOS) San Joaquin (train) YARTS, Fresno Area Express Site map Kings–Tulare Regional Station near Hanford 2025 (IOS) Bakersfield Bakersfield Planning agreement in place 2025 (IOS) San Joaquin (train) Kern Transit Site map Palmdale Transportation Center Palmdale Planning agreement in place 2029 Metrolink, XpressWest Amtrak Thruway Motorcoach, AVTA, Santa Clarita Transit, Greyhound Lines LA County Beach Bus (summer only) Burbank Airport Burbank Planning agreement in place 2029 Metrolink MTA Burbank Los Angeles (Union Station) Los Angeles Existing, modifications needed 2029 Coast Starlight, Metro Rail, Metrolink, Pacific Surfliner, Southwest Chief, Sunset Limited, Texas Eagle MTA Union Station Norwalk–Santa Fe Springs Norwalk Optional, no decision made 2029 Metrolink MTA Fullerton Fullerton Optional, no decision made 2029 Metrolink, Pacific Surfliner OCTA Anaheim (ARTIC Station) Anaheim Existing, modifications needed 2029 Metrolink, Pacific Surfliner MTA, OCTA, ART Images Phase 2[edit] As of 2015, the following stations and options are proposed. Existing train stations, if any, are linked. There is often a choice of alignments, some of which may involve the construction of a new station at a different location. Sacramento extension The 110-mile (180 km) segment from Merced to Sacramento will be built on dedicated HSR tracks and go to: Modesto Stockton Sacramento Proposals for San Jose–Oakland and Stockton–Union City lines have been studied, but are not in the Phase 2 plan which was adopted by voters statewide.[citation needed] San Diego extension The 167-mile (269 km) segment from Los Angeles to San Diego will be built on dedicated HSR tracks and may run to:[17] East San Gabriel Valley (El Monte, Covina, or Pomona) Montclair Rancho Cucamonga or Fontana San Bernardino (San Bernardino Transit Center, or the San Bernardino Santa Fe Depot) Riverside Corona Murrieta/Temecula Escondido Transit Center San Diego

History[edit] Main article: History of California High-Speed Rail Legislative[edit] In 1996 the California High-Speed Rail Authority (CHSRA) was established to begin formal planning in preparation for a ballot measure in 1998 or 2000.[18][19] The CHSRA, a state agency run by a board of governors, is required by law to operate without a subsidy, and to connect the state's major cities in the Bay Area, Central Valley, and Los Angeles Basin. Phase 2 (which has no timetable yet) would extend the system northward through the Central Valley to the Sacramento Valley Station in Sacramento, and southward (through the Inland Empire) to the San Diego International Airport in San Diego. In 2008, California voters approved the issuance of $9 billion in bonds for high speed rail in Proposition 1A,[20] a measure to construct the initial segment of the network. On January 28, 2010, the White House announced that California would receive $2.25 billion for California High Speed Rail.[21] Over the course of 2010 and 2011, the federal government awarded the Authority a further $4 billion in high-speed rail funding.[22][23][24] In June 2014 state legislators and Governor Jerry Brown agreed to apportion the state's annual cap-and-trade funds so that 25% goes to high speed rail.[25] The state's Legislative Analyst's Office estimated that cap-and-trade income in 2015 and 2016 could total $3.7 billion, of which $925 million would be allocated to HSR.[26] The LAO's predictions were proven incorrect in its own revised report dated May 26, 2016, "State auction revenue will be about $1.8 billion in 2015-16" due to a weak May 2016 auction.[27] On September 30, 2015, the Authority posted the names of 30 large firms who were interested in financing, constructing, and operating the California HSR system. .[28] Proposition 1A and other legislation set certain performance standards for the project:[29] Minimum 200 miles per hour (320 km/h) where conditions permit Maximum travel time between SF and LA not to exceed 2 hr 40 min Financially self-sustaining (operation and maintenance costs fully covered by revenue) Legal[edit] In 2014, the CHSRA was challenged on its compliance with its statutory obligations under Proposition 1A (John Tos, Aaron Fukuda, and the Kings County Board of Supervisors v. California High-Speed Rail Authority). The case was split into two parts. The ruling in the first was that the requirements for the financing plan, environmental clearances, and construction plans did not need to be secured for the entire project before construction began, but only for each construction segment. The second part considered three Proposition 1A legal requirements: (1) Can the train travel from Los Angeles (Union Station) to San Francisco (Transbay Terminal) in two hours and 40 minutes? (2) Will the train require an operational subsidy? (3) Does the new "blended system" approach meet the definition of high-speed rail in Proposition 1A? Judge Kenny ruled on March 8, 2016, that although serious issues were raised, they are not "ripe for review" and that (because this is "an ongoing, dynamic, changing project") he noted "the authority may be able to accomplish these objectives at some point in the future." This did not preclude the possibility of future legal action against the Authority on these issues.[30] On December 15, 2014, the federal Surface Transportation Board determined (using well-understood preemption rules) that its approval of the HSR project in August "categorically preexempts" lawsuits filed under the California Environmental Quality Act (CEQA). This determination is still being tested in the California courts in a similar case, Friends of Eel River v. North Coast Railroad Authority.[31][needs update] Construction[edit] On December 2, 2010, the Authority Board of Directors voted to begin construction on the first section of the system from Madera to Fresno. Fresno hosted a groundbreaking ceremony on January 6, 2015, to mark the commencement of sustained construction activities.[32] In July 2012, the California legislature and Gov. Jerry Brown approved construction of the high-speed system.[33][34]

Speed requirements[edit] With regard to train speed and travel times, the train must also be electric and capable of a sustained operating speed of no less than 200 miles per hour (320 km/h). There are also a number of travel time benchmarks. The ones applicable to Phase 1 of the project are: (1) a maximum nonstop travel time between San Francisco and San Jose of 30 minutes, and (2) a maximum nonstop travel time between San Jose and Los Angeles of 2 hours and 10 minutes. (Thus, a nonstop time from San Francisco to Los Angeles in 2 hours and 40 minutes.) There have been some comments by critics (such as the Due Diligence Report (2008)) that the proposed system will not meet the Proposition 1A requirement of downtown San Francisco to Los Angeles travel time of 2 hours and 40 minutes. The Authority's plan is close to the requirement, but does push the limits of conventional HSR speed. San Francisco to San Jose nonstop over the blended-system trackage at 102 miles per hour (164 km/h) for (51 miles (82 km)) = 30 min. (note 30 min. is the maximum allowed). San Jose to Los Angeles nonstop at 220 miles per hour (350 km/h) for (417 miles (671 km) or 437 miles (703 km)) = 1 hr. 54 min. or 1 hr. 59 min. (note 2 hr. 10 min. is the maximum allowed). Even at a slower 200 miles per hour (320 km/h) the times would be 2 hrs. 5 min. or 2 hrs. 11 min. (Note: since the final SF-LA route has not been adopted, the route length will be between the two numbers given.) Both the Due Diligence Report (2008) and Updated Due Diligence Report (2013) state that no existing high-speed system currently meets the proposed operation speed and safety goals. It notes that the highest cruising HSR speed in the world on production runs is about 200 miles per hour (320 km/h) in France, and this is significantly less than the sustained speed of 220 miles per hour (350 km/h) the CHSRA plan requires. They also note safety concerns in running at top speed through highly populated urban areas such as Fresno.[35] For three years Chinese HSR trains ran at 217 miles per hour (349 km/h), but the speeds were reduced due to safety concerns and – mostly – costs.[36] In fact a Siemens Velaro trainset without any modifications has posted a speed record well in excess of 400 kilometres per hour (250 mph), though economic considerations keep them limited to 320 kilometres per hour (200 mph) in revenue service. The current trainset specification requires the capability of sustained speeds of 220 miles per hour (350 km/h). So, ultimately it is up to the trainset manufacturers to meet the Authority's speed requirement, since the proposed route and speed do meet the Proposition 1A requirements. It is worth noting that China has created a new operating speed standard of 380 kilometres per hour (240 mph) on its main HSR lines, which trains such as the Chinese CRH380 (manufactured in cooperation with Bombardier Sifang (Qingdao) Transportation Ltd), are capable of achieving. The UK's High Speed 2 also specifies a higher operation speed of 400 kilometres per hour (250 mph).

Rolling stock[edit] Artist's rendering of a TGV-Type California High-Speed Rail trainset with livery; this type of train is used in all CHSRA materials, but since the exact model of trainset to be acquired is not known, this is only illustrative. Acquisition[edit] This section needs to be updated. Please update this article to reflect recent events or newly available information. (June 2017) In January 2015 the California High Speed Rail Authority issued an RFP (request for proposal) for rolling stock for complete trains (known as "trainsets"). The proposals received will be reviewed so that acceptable bidders can be selected, and then requests for bids will be sent out. The winning bidder will likely not be selected until 2016. It is estimated that for the entire Phase 1 system up to 95 trainsets might be required.[37] Initially only 16 trainsets are anticipated to be purchased.[38] Trainset expenses, according to the 2014 Business Plan, are planned at $889 million for the IOS (Initial Operating Segment) in 2022, $984 million for the Bay to Basin in 2027, and $1.4 billion for the completed Phase 1 in 2029, for a total of $3.276 billion.[39] In February 2015 nine companies formally expressed interest in producing trainsets for the system: Alstom, AnsaldoBreda (now Hitachi Rail Italy), Bombardier Transportation, CSR, Hyundai Rotem, Kawasaki Rail Car, Siemens, Sun Group U.S.A. partnered with CNR Tangshan, and Talgo.[40] Specifications[edit] In addition to many other requirements:[41] each trainset will have a sustained continuous speed of 220 miles per hour (350 km/h); a maximum testing speed of 242 miles per hour (389 km/h); a lifespan of at least 30 years; a length no longer than about 680 feet (210 m); the ability to operate two trainsets as a single "consist" (a long train); have control cabs at both ends of each trainset and the ability to go equally well in either direction; pass-by noise levels (82 feet (25 m) from track) not to exceed 88 dB at 155 miles per hour (249 km/h) and 96 dB at 220 miles per hour (350 km/h) have at least 450 seats and carry 8 bicycles; have seating for first class and business class passengers as well as have space for wheelchairs; have food service similar to airplane-style serving; allow for use of cellphones, broadband wireless internet access, and onboard entertainment services; have a train communications network to notify passengers of travel/train/station/time information; and also have earthquake safety systems for safe stopping and exiting. One specification that is causing some difficulty is the HSR train requirement for a floor height of 50 in. (127 cm) above the rails. This is the international standard for high-speed rail trains, but Caltrain trains have a floor height of only 25 in. (63.5 cm). (Metrolink trains have a similar issue.) In October 2014 Caltrain and the Authority agreed to work together to try to implement "level-boarding" on the shared station platforms.[42] The Authority resisted lowering their trainset floor height,[43] but a solution was found with their new EMUs which will feature doors at multiple levels. One set will be compatible with the CHSR platforms.[3] An additional factor for the selection of a model is the Buy America regulation. The FRA has granted a waiver for just two prototypes to be manufactured off-shore before the remaining trainsets (initially 15 to 20 trains) would need to be built according to the rules.[44] These were mentioned as a significant reason that Chinese manufacturers dropped out of the XpressWest project with similar technical trainset specifications.[45]

Operations[edit] In April 2017, the CHSRA announced it had received five responses to its request for qualifications for the contract to assist with the development and management of the initial phase of the high speed line and be the initial operator.[46][47] China HSR ETO Consortium: China Railway International, Beijing Railway Administration, China Railway Eryuan Engineering Group, China Railway Corporation DB International US: DB International USA, Deutsche Bahn, Alternate Concepts, HDR FS First Rail Group: Ferrovie dello Stato Italiane, FirstGroup, Trenitalia, Rete Ferroviaria Italiana, Centostazioni, Italferr, McKinsey & Company Renfe: Renfe Operadora, Globalvia Inversiones, Administrador de Infraestructuras Ferroviarias Stagecoach Group: Stagecoach Group, Coach USA In October 2017 the DB International US consortium was announced as the winner.[48]

Economic projections[edit] In addition to the direct reduction in travel times the HSR project will produce, there are other anticipated benefits, both general to the state, to the regions the train will pass through, and to the areas immediately around the train stations. Statewide economic growth and job creation[edit] In 2009, the Authority projected that construction of the system will create 450,000 permanent jobs through the new commuters that will use the system,[49] and that the Los Angeles-San Francisco route will generate a net operating revenue of $2.23 billion by 2023,[49] consistent with the experience of other high-speed intercity operations around the world.[50] The 2012 Economic Impact Analysis Report by Parson Brinkerhoff (project managers for the Authority) also indicated substantial economic benefits from high-speed rail. Even Amtrak's high-speed Acela Express service generates an operating surplus that is used to cover operating expenses of other lines, Amtrak says.[51] Amtrak calculates this in a way which is not equivalent to the way that it determines the costs of other train services, and most of the Acela's costs for using track and fuel are paid for by Silver Service long distance trains, according to TRAINS Magazine's Fred Frailey.[citation needed] The 2012 Business Plan also estimates that the Initial Construction Segment (ICS) construction will "generate 20,000 jobs over five years," with the Phase 1 system requiring 990,000 job-years over 15 years, averaging 66,000 annually.[52] Environmental benefits[edit] According to a fact sheet on the Authority website[53] the environmental benefits of the system include: In 2022, when the Initial Operating Section (Merced to the San Fernando Valley) is up and running, the resulting greenhouse gas reductions will be between 100,000 and 300,000 metric tons of carbon dioxide (CO2) in the first year. That’s the equivalent of from between 17,700 and 53,000 personal vehicles taken off the road. Between 2022 and 2040, the cumulative reduction of CO2 is estimated to be between 5 and 10 million metric tons. By 2040, the system is estimated to reduce vehicles miles of travel in the state by almost 10 million miles of travel every day (16,000,000 km). Over a 58-year period (from the start of operations in 2022 through 2080), the system is estimated to reduce auto travel on the state’s highways and roads by over 400 billion miles of travel (6.4×1011 km). Regional benefits[edit] In its 67-page ruling in May 2015, the federal Surface Transportation Board noted: "The current transportation system in the San Joaquin Valley region has not kept pace with the increase in population, economic activity, and tourism. ... The interstate highway system, commercial airports, and conventional passenger rail systems serving the intercity market are operating at or near capacity and would require large public investments for maintenance and expansion to meet existing demand and future growth over the next 25 years or beyond."[54] Thus, the Board sees the HSR system as providing valuable benefits to the region's transportation needs. The San Joaquin Valley is also one of the poorest areas of the state. For example, the unemployment rate near the end of 2014 in Fresno County was 2.2% higher than the statewide average.[55] And, of the five poorest metro areas in the country, three are in the Central Valley.[56] The HSR system has the potential to significantly improve this region and its economy. A large January 2015 report to the CHSRA examined this issue.[57] In addition to jobs and income levels in general, the presence of HSR is expected to benefit the growth in the cities around the HSR stations. It is anticipated that this will help increase population density in those cities and reduce "development sprawl" out into surrounding farmlands.[58] Ridership and revenue concerns[edit] In May 2015, the Los Angeles Times published an article by critics on the estimated operational revenue of the system in "Doing the math on California's bullet train fares".[59] The article raised a number of doubts that the system could be self-supporting, as required by Prop 1A, and ended by quoting Louis Thompson (chairman of an unnamed state-created review panel) who said "We will not know until late in the game how everything will turn out."[60] The Due Diligence Report (2008) projected fewer riders by 2030 than officially estimated: 23.4 to 31.1 million intercity riders a year instead of the 65.5 to 96.5 million forecast by the Authority and later confirmed by an independent peer review.[61] Robert Cruickshank of the California High Speed Rail Blog (which closely watches the project and advocates for it) countered by raising numerous critiques of data and conclusions in the article in his article "LA Times Completely Botches Story of HSR Fares".[62][unreliable source?] In addition, readers of his blog submitted evidence that the data given for some of the comparison fares were seriously in error.[63][unreliable source?] The Authority's ridership estimates initially were unrealistically high,[citation needed] and have been revised several times using progressively better estimating models, including risk analysis and confidence levels. The 2014 study (at a 50% confidence level) estimated the following ridership/revenue figures: 2022 (IOS): 11.3 million riders / $625 million 2027 (Bay to Basin): 19.1 million riders / $1055.6 million 2029 (Phase 1 initial): 28.4 million riders / $1350.4 million 2040 (Phase 1 mature): 33.1 million riders / $1559.4 million[64] Air market[edit] Often, air markets give an indication how much existing traffic demand there is for a particular route. Statistics of the busiest air markets for the 12 months to October 2017, SFO-LAX ranked 8th busiest route in the Americas, at only 2.24 million passengers. No other intra-California route ranked in the top 20.[65] This compares with 2.48 million passengers in just 2 months for Seoul-Jeju, the busiest air route worldwide as compiled by Routesonline.[66] The route OAK-LAX at over one million annual passengers should be counted when comparing air statistics. Project budget concerns[edit] The project's cost and scope have long been a source of controversy. The Authority has estimated the project's year-of-expenditure cost at $68.4 billion (2012 estimate).[67] The Reason Foundation's Due Diligence Report (2008) projected that the final cost for the complete system (including both Phases I, II and an additional East Bay phase) would be $65.2 to $81.4 billion (2008). Current estimates from the Authority estimate a total cost for Phase 1 of $64.2 billion. [68] The Authority is using Design-Build construction contracts to counter the tendency toward cost over-runs. All of the construction is to be done via "design-build" proposals wherein each builder is given leeway in the design and management of construction, but not the ability to run back with contract change orders except for extraordinary problems. The builder is given specifications but also given the freedom to meet them in their own way, plus the ability to modify the construction plans in an expeditious and cost-effective manner.[69] The California Legislative Analyst's Office published recommendations on May 10, 2011, which they said will help the high-speed rail project be developed successfully. They recommended that the California legislature seek flexibility on use of federal funds and then reconsider where construction of the high-speed rail line should start. They also recommended that the California legislature shift responsibility away from the Authority and fund only the administrative tasks of the Authority in the 2011–12 budget.[70] In January 2012, an independent peer review panel published a report recommending the Legislature not approve issuing $2.7 billion in bonds to fund the project.[71] The panel of experts was created by state law to help safeguard the public's interest. The report said that moving ahead on the high-speed rail project without credible sources of adequate funding represents a financial risk to California. Prior to the July 2012 vote, State Senator Joe Simitian, (D-Palo Alto), expressed concerns about financing needed to complete the project, asking: "Is there additional commitment of federal funds? There is not. Is there additional commitment of private funding? There is not. Is there a dedicated funding source that we can look to in the coming years? There is not."[72] The lobbying and advocacy group Train Riders Association of California also considers that Bill SB 1029 "provides no high-speed service for the next decade".[73] In July 2014 The World Bank reported that the per kilometer cost of California's high-speed rail system was $56 million, more than double the average cost of $17–21 million per km of high speed rail in China and more than the $25–39 million per km average for similar projects in Europe.[74] It should be noted, though, that high real estate prices in California and three mountain ranges to cross contribute to the difference. For example, Construction Package 2-3 in the farmland of the flat Central Valley works out to $11.4 million per km, although this figure does not include electrification or property values, so it's roughly comparable internationally. Furthermore, the proposed High Speed 2 in Great Britain is estimated to be more expensive on a per mile basis than the Californian system. As of May 2015, both construction packages awarded have come in significantly under staff estimates. For example, Construction Package 1 came in 20% under staff estimates ($985 million versus $1.2 billion),[75] and Construction Package 2-3 came in under by 17% to 28% ($1.234567 billion versus $1.5–2 billion) In December 2016, an internal-use-only draft risk assessment produced by the Federal Railroad Administration was delivered to the California Rail Authority which warned that the ICS (Merced-Bakersfield) segment could cost as much as $9.5 billion instead of the $6.4 billion originally budgeted, if certain challenges weren't addressed, including delays in environmental planning, lags in processing invoices and failures to acquire needed property. Federal Railroad Administration spokesman Matthew Lehner said that the draft risk assessment "is a standard oversight tool used on major capital projects — not just California", and he is confident the state can meet its deadline with continued focus and hard work.[76] Concern over the article prompted the Authority to send a letter on January 13, 2017 to the Legislature that said that the characterization of cost overruns, delays, and potential lapses of funds are not borne out by the facts, and that other key federal findings were ignored.[77] After downplaying risks of cost overruns, in January 2018 the Authority acknowledged that cost estimates for the initial segment had increased to $10.6 billion. [78][79]

Public opinion and peer review[edit] There are two types of criticism: the legally established "peer review" process that the legislature established for an independent check on the Authority's planning efforts,[80] and public criticisms by groups, individuals, public agencies, and elected officials. As of the February 2015 conference Bold Bets: California on the Move?, which is hosted by The Atlantic magazine and Siemens, Dan Richard, the chair of the Authority, warned that not all issues to get the HSR system in place had yet been resolved.[81] Peer Review Group[edit] The California Legislature established the California High-Speed Rail Peer Review Group to provide independent analysis of the Authority's business plans and modeling efforts. Their documents are submitted to the Legislature as needed. The most recent critiques are "Statement of Louis S. Thompson, Chairman, Peer Review Group, to California Assembly Transportation Committee Oversight Hearing", March 28, 2016, and "Comment on Revised 2016 Business Plan, April 25, 2016. Key points in the 2016 business plan review include: The Group still believes the Southern IOS is superior, but recognizes that the Northern IOS is more financially feasible at this time with limited resources. Future funding sources are still uncertain for meeting projected needs, so there is a critical need for the Legislature to provide future guidance re financing sources and amounts. The lack of connection to downtown San Francisco and downtown Bakersfield will adversely affect ridership and income, especially in the initial startup period. To close these gaps, significant additional funding in the amount of $2.9 billion would be needed. The Authority is suggesting that Federal monies could be obtained for this, although this is very uncertain now. The blended system approach raises some significant issues that need resolution before it is feasible. There are some critical assumptions concerning construction costs, the ability to spend American Recovery and Reinvestment Act funding while it is still available, and the ability to securitize Cap and Trade funding for future use. Professional studies[edit] Two peer studies have been made of station siting and design in Europe. Eric Eidlin, an employee of the Federal Transit Administration (Region 9, San Francisco), in 2015 wrote a study funded by the German Marshall Fund of the United States comparing the structural differences of the three relative to HSR and their historical development.[82] He also focused on the issue of station siting, design, use, and impact on the surrounding community. From this, he developed ten recommendations for CASHRA. Among these are: Develop bold, long-term visions for the HSR corridors and stations. Where possible site HSR stations in central city locations. In rural areas emphasize train speed, in urban areas emphasize transit connectivity. Plan for and encourage the non-transit roles of the HSR stations. Eidlin's study also notes that in California there has been debate on the disadvantages of the proposed blended service in the urban areas of San Francisco and Los Angeles, including reduced speeds, more operating restraints, and complicated track-sharing agreements. There are some inherent advantages in blended systems that have not received much attention: shorter transfer distances for passengers, and reduced impacts on the neighborhoods. Blended systems are in use in Europe[citation needed].[83] A July 2015 study by A. Loukaitou-Sideris, D. Peters, and W. Wei of the Mineta Transportation Institute at San Jose State University compared the rail systems of Spain and Germany, and how blended high-speed rail lines have succeeded there.[84] Emphasis was also given to station siting, design, and use. Similarly to Eidlin's study, they found that the best stations not only provided high connectivity, but they also had a broader role by providing shops and services to community members as well as travelers. Think tank studies[edit] Reason Foundation, the Howard Jarvis Taxpayers Association, and the Citizens Against Government Waste published a study which they named the "Due Diligence Report" (2008) critiquing the project.[85] In 2013 Reason Foundation published an "Updated Due Diligence Report" (2013).[35] Key elements of the updated critique include operating train speed higher than any existing HSR system unrealistic ridership projections increasing costs no clear funding plan incorrect assumptions regarding HSR alternatives increasing fare projections This 2013 critique is based on the 2012 Business Plan. Although the 2012 Business Plan has been superseded by the 2016 Business Plan, the critique does include the Blended System approach using commuter tracks in SF and LA. James Fallows in The Atlantic magazine summarized all the public criticisms thus, "It will cost too much, take too long, use up too much land, go to the wrong places, and in the end won't be fast or convenient enough to do that much good anyway."[60] Public opinion surveys[edit] The Public Policy Institute of California (PPIC) March 2016 Statewide Survey[86] indicated that 63% of Californians think the project is either very important or somewhat important, but costs are an issue. Currently over 50% favor building the system, but this increases to 66% if costs could be reduced. Note that the levels of support have generally been similar since the 2012 survey. Support also varies by location (with the San Francisco Bay Area the highest at 72%, and lowest in Central Valley at 56%), by race (Asians 66%, Latinos 58%, whites 44%, and blacks 42%), and age (declining sharply with increasing age). Support also notably varies by political orientation. The percentage of supporters and opponents by party is: Democrat (supporters 59% v. opponents 38%), Independent (supporters 47% v. opponents 50%), and Republican (supporters 29% v. opponents 69%). Dan Richard, chair of the Authority, says in an interview with James Fallows that he believes approval levels will increase when people can start seeing progress, and trains start running on the tracks.[81]

Related projects[edit] XpressWest connection to Las Vegas[edit] XpressWest is a company that since 2007 has been trying to build a high-speed rail line between Southern California and Las Vegas, Nevada, part of the "Southwest Rail Network" they hope to create. On September 17, 2015, they announced formation of a joint venture with China Railway International USA, a consortium of Chinese firms that includes China Railway, the national Chinese railway company, to develop, finance, build, and operate the line. Initial funding of the venture is reported to be $100 million. The rail line would begin in Las Vegas and cross the Mojave Desert stopping in Victorville, California and terminating in Palmdale, California (where it would connect with the CAHSR line and Metrolink). This route would total about 230 miles (370 km). Lisa Marie Alley, speaking for CAHSRA, said that there have been ongoing discussions concerning allowing the trains to use CAHSRA lines to go further into the Los Angeles area, although no commitments have been made as yet. While many approvals have been obtained for the rail line from Victorville to Las Vegas, the section from Palmdale to Victorville has none as yet. Construction could begin in late 2016 on the Victorville-to-Las Vegas link.[87] In June 2016, XpressWest announced that the joint venture had been called off. The decision was based "primarily upon difficulties associated with timely performance and CRI's challenges in obtaining required authority to proceed with required development activities." The biggest challenge cited for the termination of the joint venture was a federal regulation requiring the manufacture of the high-speed trains inside the United States.[88] Alternative infrastructure proposals[edit] Some have offered the idea that instead of risking the large expenditures of high-speed rail, existing transportation methods should be increased to meet transportion needs. In a report commissioned by the Authority, a comparison was made to the needed infrastructure improvements if high-speed rail were not constructed. According to the report, the cost of building equivalent capacity to the $68.4 billion (YOE) Phase 1 Blended plan, in airports and freeways, is estimated to be $119.0 billion (YOE) for 4,295 new lane-miles (6,912 km) of highway, plus $38.6 billion (YOE) for 115 new airport gates and 4 new runways, for a total estimated cost of $158 billion.[89] "Hyperloop" is an alternative system that Elon Musk has championed. He has criticized the high-speed rail project as too expensive and not technologically advanced enough (trains that are—according to Musk—too slow). On August 12, 2013 he released a high-level alpha design for a Hyperloop transit system concept which he claimed would travel over three times as fast and cost less than a tenth of the rail proposal.[90][91] The following day he announced a plan to construct a demonstration of the concept.[92] Musk's claims have been subject to significant debate and criticism, in particular that the costs are still unknown and likely understated, the technology is not proven enough for statewide implementation, the route proposed doesn't meet the needs of providing statewide transportation, and it does not meet the legal requirements of Proposition 1A and so would require a whole new legal underpinning.[93] A flaw of the hyperloop is that it can carry far fewer passengers per trip compared to HSR.

Further reading[edit] CHSRA's 2016 Business Plan describes the latest project goals, financing, and development plans. (SB 1029 (enacted in 2012) requires the Authority to produce a revised business plan every two years.[34]) CHSRA's March 2017 Project Update details the current status of the project. (SB 1029 also requires that twice a year, on March 1 and November 15, the Authority provide a project status report.) James Fallows in The Atlantic magazine wrote a series of 17 articles (from July 2014 to January 2015) about the HSR system which covers many aspects of the system, criticisms of it, and responses to those criticisms. The "Bold Bets: California on the Move?" conference was hosted February 2015 by The Atlantic magazine and Siemens. There were some significant discussions, presentations, and interviews. Dan Richard, chair of the Authority, was interviewed by James Fallows.[81]

References[edit] ^ California High-Speed Rail Authority. "Implementation Plan" (PDF). pp. 23, 25. Archived from the original (PDF) on September 10, 2008. Retrieved July 17, 2008.  ^ "TECHNICAL MEMORANDUM: Traction Power 2x25kV Autotransformer Feed Type Electrification System & System Voltages" (PDF). CHSRA. Retrieved 3 November 2016.  ^ a b "KISS Double-Decker Electric Multiple Unit EMU for Peninsula Corridor Joint Powers Board (CALTRAIN), California, USA" (PDF). Retrieved 16 October 2016.  ^ "Project Vision and Scope". California High-Speed Rail Authority. 2008. Archived from the original on November 26, 2011. Retrieved November 26, 2011.  ^ "ES.0 Executive Summary: ES.1 Supplemental Alternatives Analysis Report Results" (PDF). Retrieved January 14, 2016.  ^ "2012 Business Plan | Business Plans | California High-Speed Rail Authority". Retrieved January 14, 2016.  ^ "2016 Draft Business Plan" (PDF). California High Speed Rail Authority.  ^ "CHSRA Draft Business Plan 2016" (PDF). CHRSA. Retrieved 2 August 2017.  ^ "CHSRA Draft Business Plan 2016" (PDF). CHRSA. Retrieved 2 August 2017.  ^ Draft 2016 Business Plan, pp. 28, 55. ^ Draft 2016 Business Plan, p. 57. ^ "CHSRA Draft Business Plan 2016" (PDF). CHRSA. Retrieved 2 August 2017.  ^ "Statewide Rail Modernization | Programs | California High-Speed Rail Authority". Retrieved January 14, 2016.  ^ Noack, Mark (May 6, 2016). "High-speed rail team makes whistle stop in MV". Mountain View Voice. Retrieved May 10, 2016.  ^ "Caltrain/California HSR Blended Operations Analysis" (PDF). LTK Engineering Services. Retrieved 13 November 2016.  ^ Cruickshank, Robert (April 21, 2016). "CHSRA Proposes Revisions to 2016 Business Plan". California High Speed Rail Blog. Retrieved April 24, 2016.  ^ "Los Angeles to San Diego Section" (PDF). California High Speed Rail. Retrieved 31 July 2017.  ^ "SB 1420 Senate Bill – Chaptered". Retrieved January 14, 2016.  ^ "California High Speed Rail Authority". Retrieved January 14, 2016.  ^ "California Proposition 1A, High-Speed Rail Act (2008)". Retrieved January 14, 2016.  ^ "Fact Sheet: High Speed Intercity Passenger Rail Program: California" (Press release). The White House. January 27, 2010. Archived from the original on February 28, 2011. Retrieved March 1, 2011.  ^ "California High-Speed Rail Awarded $715 Million" (Press release). California High-Speed Rail Authority. October 28, 2010. Archived from the original on November 3, 2010. Retrieved November 17, 2010.  ^ "U.S. Department of Transportation Redirects $1.195 Billion in High-Speed Rail Funds" (Press release). U.S. Department of Transportation. December 9, 2010. Archived from the original on December 11, 2010. Retrieved December 10, 2010.  ^ "U.S. Transportation Secretary LaHood Announces $2 Billion for High-Speed Intercity Rail Projects to Grow Jobs, Boost U.S. Manufacturing and Transform Travel in America" (Press release). U.S. Department of Transportation. May 9, 2011. Archived from the original on October 17, 2011. Retrieved November 26, 2011.  ^ "Cap-and-Trade Revenue: Likely Much Higher Than Governor's Budget Assumes". Retrieved January 14, 2016.  ^ "Capitol Alert". The Sacramento Bee. Archived from the original on March 4, 2016. Retrieved January 14, 2016.  ^ "May 2016 Cap-and-Trade Auction Update". Retrieved 2018-01-09.  ^ "HSR 15-02 Request for Expressions of Interest for Delivery of an Initial Operating Segment" (PDF). Retrieved January 14, 2016.  ^ "AB 3034". State of California. Retrieved 2 August 2017.  ^ "California High-Speed Rail Project Chugs Ahead". Retrieved April 29, 2016.  ^ Sheehan, Tim (June 2, 2015). "Farm Bureaus jump into Supreme Court high-speed rail case". The Fresno Bee.  ^ "High-Speed Rail Authority Hosts Official Groundbreaking Ceremony" (PDF). California High-Speed Rail Authority. January 6, 2015.  ^ Michael Martinez (July 19, 2012). "Governor signs law to make California home to nation's first truly high-speed rail". CNN. Retrieved September 3, 2012.  ^ a b "Office of Governor Edmund G. Brown Jr". Retrieved January 14, 2016.  ^ a b "An Updated Due Diligence Report" (PDF). Retrieved January 14, 2016.  ^ "World's longest high-speed train to decelerate a bit". People's Daily Online. April 15, 2011.  ^ "California High Speed Rail Blog » HSR Trainset Bids Could Create New Domestic Industry". February 23, 2015. Retrieved January 14, 2016.  ^ Respaut, Robin (May 21, 2015). "China may have edge in race to build California's bullet train". Retrieved January 14, 2016.  ^ "Connecting California : 2014 Business Plan" (PDF). Retrieved January 14, 2016.  ^ ^ "Aft schedule 1part a: authority tier iii trainsets performance specification" (PDF). Retrieved January 14, 2016.  ^ Cruickshank, Robert (October 7, 2014). "Caltrain and CHSRA To Work Together for Level Boarding". California High Speed Rail Blog.  ^ Boone, Andrew (May 19, 2015). "Design of High-Speed Trains Threatens to Diminish Caltrain Capacity". Streetsblog San Francisco.  ^ "In California's high-speed train efforts, worldwide manufacturers jockey for position". The Fresno Bee. December 27, 2014. Retrieved February 18, 2015.  ^ "XpressWest, seeking to build U.S. high-speed rail, ends deal with China group". Reuters. June 9, 2016.  ^ Operators from five countries interested in California high speed rail contract Railway Gazette International April 6, 2017 ^ International consortia bid to become California high speed rail early operator Global Rail News April 6, 2017 ^ DB consortium selected for California high speed rail consultancy contract Railway Gazette International October 9, 2017 ^ a b California High-Speed Rail Authority (December 14, 2009). "December 2009 Business Plan Report to the Legislature" (PDF). pp. 109–10. Archived from the original (PDF) on November 8, 2011. Retrieved June 24, 2011  ^ Druce, Paul (June 6, 2011). "High speed rail operational surplus". Reason & Rail. Retrieved November 26, 2011.  ^ Yarow, Jay. "Amtrak Loses $32 Per Passenger". Business Insider.  ^ "California High Speed Rail Authority" (PDF). Archived from the original (PDF) on December 3, 2012. Retrieved January 14, 2016.  ^ "Environmental Report : October 2013" (PDF). Retrieved January 14, 2016.  ^ Juliet Williams (June 14, 2013). "Key green light for California high-speed rail". Associated Press. Retrieved January 14, 2016.  ^ "California High Speed Rail Blog » HSR: A Pathway Out of Poverty". December 17, 2014. Retrieved January 14, 2016.  ^ "California High Speed Rail Blog » The End of the Beginning". January 6, 2015. Retrieved January 14, 2016.  ^ "California High-Speed Rail and the Central Valley Economy : January 2015" (PDF). Retrieved January 14, 2016.  ^ "High-speed rail and infill: A great marriage for California". sacbee. Retrieved January 14, 2016.  ^ Vartabedian, Ralph; Weikel, Dan (May 10, 2015). "Doing the math on California's bullet train fares". Los Angeles Times.  ^ a b Fallows, James (July 11, 2014). "California High-Speed Rail—the Critics' Case". The Atlantic.  ^ "Final Report: Independent Peer Review of the California High-Speed Rail Ridership and Revenue Forecasting Process" (PDF). August 1, 2011. Archived from the original (PDF) on November 9, 2011. We are satisfied with the documentation presented in Cambridge Systematics, and conclude that it demonstrates that the model produces results that are reasonable and within expected ranges for the current environmental planning and Business Plan applications of the model. We were very pleased with the content, quality and quantity of the information.  ^ Cruickshank, Robert (May 10, 2015). "LA Times Completely Botches Story on HSR Fares". California High Speed Rail Blog. Retrieved May 12, 2015.  ^ Cruickshank, Robert (May 13, 2015). "Amtrak Crash Puts Spotlight on Rail Infrastructure Needs". California High Speed Rail Blog.  ^ "California High-Speed Rail 2014 Business Plan" (PDF). Retrieved January 14, 2016.  ^ ^ ^ "Revised 2012 Business Plan" (PDF). Retrieved January 14, 2016.  ^ ^ Fallows, James (December 13, 2014). "That Winning Bid for California's High-Speed Rail: Is It Suspiciously Low?". The Atlantic.  ^ "High-Speed Rail Is at a Critical Juncture". California Legislative Analyst's Office.  ^ Buchanan, Wyatt (January 4, 2012). "High-speed rail shouldn't be funded, report says". The San Francisco Chronicle. Retrieved January 4, 2012  ^ Judy Lin (July 6, 2012). "California High Speed Rail Funding Approved". The Huffington Post. Retrieved September 3, 2012.  ^ Tolmach, Richard F. (August 2012). "High Speed Bait and Switch: $8 billion bill to produce zero miles of HSR". California Rail News. 24 (2). Sacramento, CA: TRAC. p. 1.  ^ Press release (July 10, 2014). "Cost of High Speed Rail in China One Third Lower than in Other Countries". The World Bank.  ^ Cruickshank, Robert (April 13, 2015). "CHSRA Selects Tutor Perini-Zachry-Parsons Bid for Central Valley Section". California High Speed Rail Blog.  ^ California's bullet train is hurtling toward a multibillion-dollar overrun, a confidential federal report warns; Los Angeles Times; Ralph Vartabedian; January 13, 2017 ^ ^ Vartabedian, Ralph. "California bullet train cost surges by $2.8 billion: 'Worst-case scenario has happened'". Los Angeles Times. Los Angeles Times. Retrieved 22 January 2018.  ^ TIM SHEEHAN. "Cost of high-speed rail project in the Valley leaps by $2.8 billion". Fresno Bee. Retrieved 22 January 2018.  ^ Official website: California High Speed Rail Peer Review Group ^ a b c "Bold Bets: California on the Move?". The Atlantic. February 25, 2015. Video of event  ^ "Making the Most of High-Speed Rail in California: Lessons from France and Germany". Retrieved January 14, 2016.  ^ ^ "Promoting Intermodal Connectivity at California's High-Speed Rail Stations" (PDF). Retrieved January 14, 2016.  ^ "The California High Speed Rail Proposal: A Due Diligence Report" (PDF). Retrieved January 14, 2016.  ^ (p. 20). ^ Makien, Julie (September 17, 2015). "A high-speed rail from L.A. to Las Vegas? China says it's partnering with U.S. to build". Los Angeles Times. Retrieved September 19, 2015.  ^ Makinen, Julie (June 8, 2016). "China will not build L.A.-to-Vegas rail line — U.S. company calls the deal off". Los Angeles Times. Retrieved June 9, 2016.  ^ "Comparison of Providing the Equivalent Capacity to High-Speed Rail through Other Modes" (PDF). April 2012. Retrieved October 31, 2013. After adjusting the analysis to be more comparable to the costs described in the Business Plan, the total costs of equivalent investment in airports and highways would be $123-138 billion (in 2011 dollars) to build 4,295-4652 lane-miles of highways, 115 gates, and four runways for Phase 1 Blended and Phase 1 Full Build, respectively... In year-of-expenditure (YOE) dollars, the highway and airport costs would be $158–186 billion.  ^ Vance, Ashlee (August 12, 2013). "Revealed: Elon Musk Explains the Hyperloop, the Solar-Powered High-Speed Future of Inter-City Transportation". Bloomberg Businessweek. Bloomberg L.P. Retrieved August 13, 2013.  ^ Musk, Elon (August 12, 2013). "Hyperloop Alpha" (PDF). SpaceX. Retrieved August 13, 2013.  ^ "Musk announces plans to build Hyperloop demonstrator". August 13, 2013. Retrieved August 14, 2013. [Musk] will develop and construct a Hyperloop demonstrator.  ^ "Experts Raise Doubts Over Elon Musk's Hyperloop Dream". MIT Technology Review. August 12, 2013. Retrieved December 30, 2014. 

External links[edit] Wikimedia Commons has media related to California High-Speed Rail. California High-Speed Rail Authority – official website California State Rail Plan (2013) – official document AB 3034 – official document (the authorizing legislation for Proposition 1A) San Jose Mercury News coverage Huffington Post coverage Progressive Railroading coverage The Fresno Bee coverage v t e California High-Speed Rail Stations (Phase I) San Francisco Transbay Transit Center Millbrae San José Diridon Gilroy Merced Madera Fresno Kings–Tulare Regional (Wasco) Bakersfield Palmdale Transportation Center Bob Hope Airport–Burbank Los Angeles Union Station Norwalk/Santa Fe Springs station (option) Fullerton Transportation Center (option) Anaheim Regional Transportation Intermodal Center Route Caltrain Downtown Rail Extension Electrification Pacheco Pass Tunnel Fresno River Viaduct San Joaquin River Viaduct Kings River Viaduct Tehachapi Pass San Gabriel Mountains Connecting rail Altamont Corridor Express Amtrak Amtrak California Bay Area Rapid Transit Caltrain Los Angeles Metro Rail Metrolink Muni Metro Santa Clara Valley Transportation Authority Other California High-Speed Rail Authority History Proposition 1A v t e High-speed rail in the United States Services Acela Express California High-Speed Rail Texas Central Railway Corridors California Chicago Hub Florida Gateway Project Illinois Keystone Nevada XpressWest New York Northern New England Ohio Hub Pacific Northwest South Central Southeast v t e High-speed rail Part of rail transport Technologies Conventional Hovertrain Maglev Vactrain High-speed trains 300 km/h (186 mph) or more Alstom AGV Avelia Liberty AVE Class 100, 102, 103 China Railways CRH 2C, 3C, 380A, 380B, 380C, 380D, CR400AF, 400BF; MTR CRH380A ETR 500 ETR 1000 Eurostar e300; e320 ICE 3 KTX-I, II (Sancheon) Oaris Shinkansen Series 500, N700, E5, E6, H5, L0 AVRIL TGV Sud-Est (refurbished), Atlantique, Réseau, Duplex, POS, 2N2 TCDD HT80000 Thalys PBA, PBKA THSR 700T Transrapid Shanghai Maglev Train Siemens Velaro Bombardier Zefiro 250–299 km/h (155–186 mph) China Railways CRH 1A, 1B, 1E, 2A, 2B, 2E, 5 China Star New Pendolino ICE 1, 2 RENFE Class 120, 121, 130 Sapsan SBB RABe 501, RABe 503 Shinkansen Series 200, 300, 700, 800, E2, E3, E7, W7 TCDD HT65000 TGV Sud-Est (original), La Poste V250 200–249 km/h (124–155 mph) Acela Express Adelante APT AVE Class 101/Euromed CRH6A ER200 GMB Class 71 (Flytoget) IC4 InterCity 125 InterCity 225 Brightline ICE T, TD ICE 4 (ICx) Javelin NSB Class 73 NSB Class 74 Pendolino Railjet Regina Shinkansen series 0, 100, 400, E1, E4 SBB RABDe 500, RABDe 502, RABe 502, Re 460 SJ 2000, SJ X40 Z-TER (Z 21500) Sokol Class 800, Class 801, Class 802 Talgo XXI Voyager/Meridian X3 Experimental and prototype high-speed trains (category) High-speed railway line List of high-speed railway lines By country planned networks in italics Africa Morocco Americas Argentina Brazil Canada Mexico United States Asia China Hong Kong India Indonesia Iran Iraq Japan Kazakhstan South Korea Malaysia and Singapore Philippines Saudi Arabia Russia Taiwan Thailand Turkey Uzbekistan Vietnam Europe Austria Belgium Croatia Czech Republic Denmark Finland France Germany Greece Italy Latvia Netherlands Norway Poland Portugal Russia Spain Sweden Switzerland Turkey United Kingdom Oceania Australia Planned high-speed rail by country v t e Railroads of California Common carriers ARZC BJRR BNSF CCT CFNR CORP LAJ LCR MCR MET NVRR NWP OTCR OTR PHL PIR PSRR QRR RPRC SAV SCBG SDIY SERA SJVR SMV STE TRC TVRR UP VCRR YW Passenger carriers ACEX AMTK CDTX BART C&OR CHSRA CTRC CWR DLMS DRR FMWX FRRX GTCX JPBX LACZ MKSR MUNI MUNI (Metro) NICX NVRR PLAX RCBT SSR SCAX SCBG SCCT SCRT SDNR SDNX SDTI SERA SMART SYPD WRM YMSP YW Private carriers SCFL SCLC SNBC USAF USG WFS Former carriers ABL AL AMC AMR ATSF BN BP&C CE CPLT CSF&E CPRR CS EUKA FB&SE GN GWR HBL HI LCR MNRR MR NCRR NPC O&E PCR PE PRI PRT SDAE SF&NP SF&NW SFB SJ&E SLR SN SP SPC SRYC SUN TSO VCY VE WCLC WP YSLR See also: List of United States railroads by political division v t e Deutsche Bahn Departments DB Bahn DB Netze DB Schenker Arriva Business areas DB Dienstleistungen DB Fernverkehr DB Netze Energie DB Netze Fahrweg DB Netze Personenbahnhöfe DB Netze Projektbau DB Regio DB Cargo (pre 2016: 'DB Schenker Rail') DB Schenker Logistics DB Stadtverkehr DB Station&Service Services Intercity-Express Intercity EuroCity Interregio-Express Regional-Express Regionalbahn S-Bahn Former business areas CityNightLine DB Netz DB Reise & Touristik Former services DB AutoZug City Night Line InterRegio Metropolitan United Kingdom Arriva Rail London Arriva UK Trains Arriva TrainCare Arriva Trains Wales British Royal Train Chiltern Railways CrossCountry DB Cargo UK Grand Central Northern History Deutsche Reichsbahn Deutsche Bundesbahn Deutsche Reichsbahn (East Germany) Related topics Rail transport in Germany BahnTower Bahn TV BahnCard Category Commons Retrieved from "" Categories: California High-Speed RailDeutsche BahnElectric railways in CaliforniaHigh-speed railway lines in the United StatesPassenger rail transportation in CaliforniaProposed railway lines in California25 kV AC railway electrificationHidden categories: Articles with inconsistent citation formatsOfficial website different in Wikidata and WikipediaUse mdy dates from September 2016All articles with unsourced statementsArticles with unsourced statements from October 2017Wikipedia articles in need of updating from October 2017Wikipedia articles in need of updating from June 2017All Wikipedia articles in need of updatingArticles with unsourced statements from July 2016All articles lacking reliable referencesArticles lacking reliable references from September 2017Articles with unsourced statements from January 2017Articles with unsourced statements from August 2016

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California High-Speed Rail AuthoritySan Francisco Bay AreaSan Joaquin ValleySouthern CaliforniaCaliforniaHigh-speed RailJeff MoralesDeutsche BahnTrack GaugeStandard GaugeRailway Electrification SystemVoltHertzAlternating CurrentOverhead LineTemplate:Railway Line LegendTemplate:Railway Line LegendSacramento Valley StationAmtrakSacramento RT Light RailRobert J. Cabral StationAltamont Corridor ExpressAmtrakModesto StationAmtrakTransbay Transit CenterCaltrainBay Area Rapid TransitSan Francisco Municipal RailwayEnlarge…Downtown Rail ExtensionMillbrae StationBay Area Rapid TransitCaltrainSan Francisco International AirportSan Jose Diridon StationAltamont Corridor ExpressCaltrainAmtrakSanta Clara Valley Transportation Authority Light RailGilroy StationCaltrainPacheco Pass TunnelMerced (California High-Speed Rail Station)Altamont Corridor ExpressWye (rail)Madera Station (Amtrak)AmtrakFresno River ViaductSan Joaquin River ViaductFresno (California High-Speed Rail Station)Kings River ViaductKings–Tulare Regional StationWasco StationKern RiverBakersfield (California High-Speed Rail Station)Tehachapi PassPalmdale Transportation CenterXpressWestMetrolink (Southern California)San Gabriel MountainsBob Hope Airport–Hollywood Way StationMetrolink (Southern California)Bob Hope AirportUnion Station (Los Angeles)AmtrakLos Angeles County Metropolitan Transportation AuthorityMetrolink (Southern California)Norwalk/Santa Fe Springs (Metrolink Station)AmtrakMetrolink (Southern California)Fullerton Transportation CenterAmtrakMetrolink (Southern California)Anaheim Regional Transportation Intermodal CenterAmtrakMetrolink (Southern California)El Monte (Metrolink Station)Covina StationPomona (North) StationMontclair TranscenterMetrolink (Southern California)Santa Fe Depot (San Bernardino)Moreno Valley/March Field StationMetrolink (Southern California)Corona, CaliforniaMurrieta, CaliforniaEscondido Transit CenterSprinter (light Rail)San Diego International AirportSan Diego International AirportTemplate:California High-Speed RailTemplate Talk:California High-Speed RailHigh-speed RailCaliforniaUnited StatesAnaheim Regional Transportation Intermodal CenterAnaheimUnion Station (Los Angeles)Downtown Los AngelesTransbay Transit CenterSan FranciscoCentral Valley (California)San Diego County, CaliforniaInland EmpireSacramentoGrade SeparationSan Jose, CaliforniaBurbank, CaliforniaCalifornia High-Speed Rail AuthorityCalifornia State LegislatureCalifornia Proposition 1A (2008)Fresno, CaliforniaSan Jose Diridon StationBakersfield, CaliforniaMerced, CaliforniaA Topographic Map Of California With California High-Speed Rail Stations MarkedSan FranciscoTransbay Transit CenterMillbrae Intermodal TerminalSan Jose Diridon StationGilroy (Caltrain Station)Merced Station (California High-Speed Rail)Madera Station (Amtrak)Fresno Station (California High-Speed Rail)Kings–Tulare Regional StationBakersfield Station (California High-Speed Rail)Palmdale Transportation CenterBob Hope Airport–Hollywood Way StationUnion Station (Los Angeles)Norwalk/Santa Fe Springs StationFullerton Transportation CenterAnaheim Regional Transportation Intermodal CenterSan Gabriel ValleyMontclair TranscenterSanta Fe Depot (San Bernardino)Riverside–Hunter Park StationMurrieta, CaliforniaEscondido Transit CenterSanta Fe Depot (San Diego)Modesto StationRobert J. Cabral StationSacramento Valley StationVictor Valley Transportation CenterLas VegasFile:Relief Map Of California.pngXpressWestRoute Of California High-Speed RailCalifornia Proposition 1A (2008)Electrification Of CaltrainCaltrainMetrolink (Southern California)Redwood City, CaliforniaMountain View, CaliforniaPalo Alto, CaliforniaTransbay Transit CenterSan FranciscoCaltrainBARTE EmbarcaderoF Market & WharvesMuni MetroAC TransitAmtrak Thruway MotorcoachBlue & Gold FleetGolden Gate FerryGolden Gate TransitGreyhound LinesRed & White FleetSan Francisco Bay FerrySan Francisco Municipal RailwayChariot (company)SamTransSan Francisco 4th And King Street StationMillbrae Intermodal TerminalMillbrae, CaliforniaBARTCaltrainAirTrain (San Francisco International Airport)BARTSamTransDiridon StationSan Jose, CaliforniaAltamont Corridor ExpressCaltrainCapitol CorridorCoast StarlightSanta Clara Valley Transportation Authority Light RailAmtrak Thruway MotorcoachCalifornia Shuttle BusHighway 17 ExpressMonterey-Salinas TransitSan Joaquin Regional Transit DistrictSanta Clara Valley Transportation AuthorityGilroy (Caltrain Station)Gilroy, CaliforniaCaltrainMonterey-Salinas TransitSan Benito County ExpressSanta Clara Valley Transportation AuthorityMerced (California High-Speed Rail Station)Merced, CaliforniaSan Joaquin (train)Yosemite Area Regional Transportation SystemMadera (Amtrak Station)Madera Acres, CaliforniaSan Joaquin (train)Fresno (California High-Speed Rail Station)Fresno, CaliforniaSan Joaquin (train)Yosemite Area Regional Transportation SystemFresno Area ExpressKings–Tulare Regional StationHanford, CaliforniaBakersfield (California High-Speed Rail Station)Bakersfield, CaliforniaSan Joaquin (train)Kern TransitPalmdale Transportation CenterPalmdale, CaliforniaMetrolink (Southern California)XpressWestAmtrak Thruway MotorcoachAntelope Valley Transit AuthorityCity Of Santa Clarita TransitGreyhound LinesBob Hope Airport-Hollywood Way (Metrolink Station)Burbank, CaliforniaMetrolink (Southern California)Los Angeles County Metropolitan Transportation AuthorityUnion Station (Los Angeles)Los AngelesCoast StarlightMetro Rail (Los Angeles County)Metrolink (Southern California)Pacific SurflinerSouthwest ChiefSunset LimitedTexas EagleLos Angeles County Metropolitan Transportation AuthorityNorwalk/Santa Fe Springs (Metrolink Station)Norwalk, CaliforniaMetrolink (Southern California)Los Angeles County Metropolitan Transportation AuthorityFullerton Transportation CenterFullerton, CaliforniaMetrolink (Southern California)Pacific SurflinerOrange County Transportation AuthorityAnaheim Regional Transportation Intermodal CenterAnaheim, CaliforniaMetrolink (Southern California)Pacific SurflinerLos Angeles County Metropolitan Transportation AuthorityOrange County Transportation AuthorityAnaheim Resort TransportationModesto (Amtrak Station)Robert J. Cabral StationSacramento StationSan Jose, CaliforniaOakland, CaliforniaStockton, CaliforniaUnion City, CaliforniaWikipedia:Citation NeededEl Monte StationCovina StationPomona (North)Montclair TranscenterRancho Cucamonga StationFontana Station (California)San Bernardino Transit CenterSanta Fe Depot (San Bernardino)Riverside – Downtown StationNorth Main Corona StationMurrieta, CaliforniaTemecula, CaliforniaEscondido Transit CenterSanta Fe Depot (San Diego)History Of California High-Speed RailCalifornia High-Speed Rail AuthoritySacramento Valley StationSacramentoInland EmpireSan Diego International AirportSan DiegoCalifornia Proposition 1A (2008)White HouseCalifornia Proposition 1A (2008)California Proposition 1A (2008)California Proposition 1A (2008)Surface Transportation BoardWikipedia:Manual Of Style/Dates And NumbersCalifornia High-Speed Rail AuthorityMadera, CaliforniaFresno CaliforniaCalifornia High-Speed RailSiemens VelaroChina Railways CRH380ABombardier Sifang (Qingdao) 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