The Mercury News

Why high-speed rail is essential to California's future

- By Robert Cruickshan­k Robert Cruickshan­k was president of California­ns for High Speed Rail from 2009-11.

Sixty years ago, constructi­on workers in the San Joaquin Valley began two major infrastruc­ture projects that did much to build modern California: the State Water Project and Interstate 5. Backed by strong support in Sacramento, the freeway connected drivers to Los Angeles in 1972, and the aqueduct began delivering water to Southern California in 1973.

Today another major infrastruc­ture project rises in the San Joaquin Valley. The highspeed rail project is as essential to 21st-century California as the aqueducts and interstate­s were to the 20th century. Countries around the world have built or expanded their high-speed rail systems in recent years, carrying large numbers of passengers and reducing the need for carbon-intensive travel.

California's high-speed rail project has struggled. Highspeed rail has never enjoyed more than tepid support in the state Capitol, even as it maintains majority support among California voters. The lack of legislativ­e support means the project has never been fully funded. It has been trapped in a morass of land use regulation­s and lawsuits from project opponents that delayed constructi­on.

Delays and rising costs have given an opening for critics to try to defund it. Some critics claim that the problem was a route serving cities like Fresno and Palmdale rather than a more direct path between San Francisco and Los Angeles.

Even if one overlooked the millions of potential riders, any alternativ­e route chosen would still lack sufficient funding and would still have been subject to environmen­tal lawsuits.

Still, it would be a mistake to abandon this project, leaving concrete guideways in the sky empty of tracks, trains and travelers. No other form of transporta­tion works as efficientl­y at connecting people across the distances of the Golden State as high-speed rail. Airplanes may make the trip from gate to gate in an hour. But when you add in travel times to and from the airport, a trip from downtown Los Angeles to downtown San Francisco takes roughly the same amount of time on a bullet train as on a plane — yet the plane spews far more carbon.

Driving is simply not competitiv­e. Without traffic, it takes 5-6 hours to drive from Los Angeles to San Francisco. With traffic, it can take a lot longer. I remember a New Year's Day drive from Los Angeles to Berkeley that took 10 hours in the early 2000s. Even if California­ns switch en masse to electric vehicles, it will still take most of the day to drive from the Bay Area to Southern California. And that's without the comforts of a train — the ability to stand up, walk around, get food, use the bathroom and work remotely.

Global experience has proven that if you build it, they will ride. High-speed rail systems connecting cities of 500 miles' distance or less typically grab a majority of the market share on that route away from airlines. That includes Amtrak's Acela train connecting Washington, D.C., and New York City.

The evidence is clear that California should finish the job and complete the high-speed rail service between San Francisco and Los Angeles. Yes, the cost has increased but the project remains more affordable than expanding airports or freeways. Its carbon emissions reductions will be essential to achieving the state's climate goals.

Neither the State Water Project nor the interstate­s were cheap. But they proved their value many times over during the last five decades. California's high-speed rail project will prove its value many times over during the rest of this century — if political leaders in Sacramento commit to its completion.

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