Los Angeles Times

Rail project could start in Bay Area

High-speed rail officials are studying a plan to launch the first segment from San Jose to Bakersfiel­d.

- By Ralph Vartabedia­n

South-first bullet train plan could be abandoned in a bid to keep the controvers­ial project alive.

A valuable perk handed to Southern California from the bullet train project — a 2012 decision to build the first operating segment from Burbank north into the Central Valley — is being reconsider­ed by state officials.

The state rail authority is studying an alternativ­e to begin the first segment in the Bay Area, running trains from San Jose south to Bakersfiel­d.

If the plan does change, it would be a significan­t reversal that carries big financial, technical and political impacts, especially in Southern California.

“You can’t ignore Southern California or Los Angeles or Orange County and say we are going to go north, period,” said Richard Katz, a longtime Southern California transporta­tion official and former Assembly majority leader. “It made sense to start in the south, given the population and the serious transporta­tion problems here.”

The original decision to start the initial segment in Burbank was considered a major economic benefit to the region, providing commuters with 15-minute rides to Palmdale, a connection to a future Las Vegas bullet train and an early link to the growing Central Valley.

But the state is facing major difficulti­es with the south-first plan. By building in the north initially, the state would delay the most difficult and expensive segment of the entire $68-billion project: traversing the geological­ly complex Tehachapi and San Gabriel mountains with a large system of tunnels and aerial structures.

With the project already behind schedule and facing estimates of higher future costs, the Bay Area option could offer a faster, less risky and cheaper option. Getting even a portion of the project built early would help its political survival.

The outcome of the new

evaluation will be known in coming weeks, when the state unveils its 2016 Business Plan.

The document will be the most comprehens­ive update for the rail program in four years.

A decision to drop its plan to start the system in Southern California would not be popular among Southern California civic leaders.

“I understand they have a difficult political situation, but they really need to come to Los Angeles,” said Art Leahy, chief executive of the Metrolink commuter rail system in Southern California.

“The southern route has a lot more ridership,” Leahy said. “The north is very important, and I love the Bay Area, but the economic center of the state is in Southern California.”

The rail authority has been hinting at a potential change for months, starting last summer when it asked potential private investors to describe how they would help build an initial operating system from either the south or the north.

And in December, Jeff Morales, chief executive of the California High-Speed Rail Authority, said in a Sacramento TV news interview that the agency was reconsider­ing its south-first strategy.

Rail authority spokeswoma­n Lisa Marie Alley said that the plan to build an initial operating segment in the south was never final.

“The option to do an initial operating segment north has always been there,” she said.

Gov. Jerry Brown did not leave room for that possibilit­y in 2013. In his State of the State address that year, he said the first phase of the future bullet train would start in the Central Valley and connect to Union Station in Los Angeles.

“The first phase will get us from Madera to Bakersfiel­d,” Brown said. “Then we will take it through the Tehachapi Mountains to Palmdale, constructi­ng 30 miles of tunnels and bridges.

“The first rail line through those mountains was built in 1874, and its top speed over the crest is still 24 mph,” Brown said. “Then we will build another 33 miles of tunnels and bridges before we get the train to its destinatio­n at Union Station in the heart of Los Angeles.”

His latest State of the State speech, delivered Thursday, did not mention the bullet train. It had been included in each of the annual speeches since 2012.

The project has fallen two years behind schedule and faced a wide range of legal, political and technical challenges.

A poll last week by Stanford University’s Hoover Institutio­n found that 53% of voters wanted to reallocate funding from the bullet train project to water projects.

Among supporters, the bullet train is considered an important part of the state’s future transporta­tion system.

The existing Amtrak service from Los Angeles to the Bay Area requires travelers to board buses at Union Station for a trip on the 5 Freeway over the Grapevine to Bakersfiel­d, where they transfer to trains that use the Burlington Northern Santa Fe freight tracks.

A bullet train would fill that gap and could connect Los Angeles to San Francisco in 2 hours and 40 minutes.

If the state does switch gears, it would come after a significan­t amount of work to accelerate the project in Southern California. The rail authority signed an agreement with Burbank this month to provide $800,000 to explore a site for a future station.

Last year, rail authority officials encouraged Burbank not to sell an airport parcel that might be used for the system. The rail authority in September said it was in discussion­s with a Chinese-based company to link its bullet trains to new highspeed trains to Las Vegas.

Delaying the southern section would not make the full project any cheaper, with the difficult crossing of the mountains north of Los Angeles becoming more expensive as that segment is delayed.

“The earlier you do it, the less the costs will grow,” said Mark Watts, interim director of Transporta­tion California in Sacramento.

A 2013 cost estimate by the state’s leading management contractor, Parsons Brinckerho­ff, projected that the initial operating segment from Merced to the San Fernando Valley would cost $40 billion, about $9 billion more than had been previously estimated.

The higher projected cost left the state with an even bigger shortfall in the funding to build an initial segment. The state will have no more than roughly $15 billion on hand by 2022, when train service is supposed to start.

The initial operating segment is the cornerston­e of the entire plan, allowing an early segment to attract private investors who would help finance the complete system.

“You have a much better chance of getting the north end built,” said Paul Dyson, president of the Passenger Rail Assn. of California. “I am from Southern California, but if it’s a difference between seeing a project get built or seeing it die, it would be better to start from the north.

“If you try to build it from the south, it could delay it by a couple of decades,” Dyson said. State rail officials have said the entire system would be completed by 2028.

Dyson said the state was “way too ambitious” in attempting to build a unified statewide system in a single program.

“We bit off more than we could chew,” he said.

 ?? Rich Pedroncell­i
Associated Press ?? HIGH-SPEED RAIL OFFICIALS say building the project’s first segment in the Bay Area instead of Southern California could be faster, less risky and cheaper.
Rich Pedroncell­i Associated Press HIGH-SPEED RAIL OFFICIALS say building the project’s first segment in the Bay Area instead of Southern California could be faster, less risky and cheaper.

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