“If it is built, California’s High-Speed Rail would be the largest public works project in state history. That fact alone appears be intoxicating to state officials, in a perpetual quest to have California be the first state to do anything,” I reported in 2011. That’s how long California’s High Speed Rail has served only as a jobs program and a really bad joke on California voters and taxpayers.
By 2011, it was apparent that the High Speed Rail Authority was violating important mandates in the 2008 initiative, passed by voters. Proposition 1A, $9 billion in bonds for high-speed rail, included numerous mandates, none of which can be legally bypassed on the way to building the massive train system.
Top on the list is that the rail system must be high-speed. “Electric trains that are capable of sustained maximum revenue operating speeds of no less than 200 miles per hour,” the law states. However, much of the first segment between Fresno and Bakersfield is not high-speed; nor will high-speed be attainable in dense cities.
“Despite the warnings of a nearly $100 billion ballooning price tag, no track laid, no trains running, decreasing expensive support and even opposition from diehard rail advocates, the High-Speed Rail Authority is steaming ahead full throttle with plans to build the most high-speed rail system in history.” That is also from 2011 – 11 years ago. And nothing has changed except more spending on the train to nowhere.
A 2011 Field poll found that two thirds of Californians want a new referendum on the project. And by a two-to-one margin, they say they’d vote to derail it, only three years after passing Prop. 1A.
California Senate Republicans just issued a “Myths vs. Facts” report on California’s High Speed Rail debacle. They reported, “14 years later, this ‘efficient’ bullet train was supposed to be completed in the early 2020s, but it is nowhere near completion, while the cost has ballooned to $105 billion from $33 billion. In the 2022-2023 state budget, Legislative Democrats earmarked another $4.2 billion for the first phase of the project, which would run from Bakersfield to Merced.”
“Adding insult to California voters, the California High Speed Ra Senate Authority (HSRA) has published a website peddling myths about the bullet train,” Republicans said. “While they suggest they are trying to ‘dispel myths’ and separate ‘fact from fiction,’ their own website is rampant with more opinions than facts.”
Even in 2011, California’s High Speed Rail pushers were agitating for the $3.5 billion in matching federal funding for the rail plan. However, that federal money came with a requirement of use exclusively in the economically depressed Central Valley.
A 2011 report by the Legislative Analyst found that future High-Speed Rail funding sources were “highly speculative,” and the economic impact analysis included in the rail authority’s plan “may be incomplete and imbalanced, and therefore portrays the project more favorably than may be warranted.”
Ya think? It’s 2022 and High Speed Rail from San Francisco to Los Angeles is still just a pipe dream – especially the “high speed” part.
In February 2019, President Trump called for California to return all federal rail funding, following Gov. Gavin Newsom’s state of the state address where the Governor vowed to kill High Speed Rail saying, “there simply isn’t a path to get from Sacramento to San Diego, let alone from San Francisco to LA.” However, Newsom flipped on his promise within the week, announcing he was allowing one odd segment of the rail project to be built in the Central Valley, nicknamed “the conjugal express,” going from prison to prison, Madera to Bakersfield. The goal for the strange and unnecessary rail line was so California would not have to return $3.5 billion to the federal government.
California Senate Republicans take a deeper dive and break down the real myths vs facts:
Myth: High-Speed Rail will “establish a clean, efficient 220 MPH transportation system.”
Fact: “There has been nothing efficient about high-speed rail in California. The original cost of the project was projected to be $33 billion and is now expected to be at least $105 billion before it is completed. What is worse, the plan no longer even includes purchasing trains. So, the state doesn’t have a way to test if the system works, or if the trains can even go the promised 220mph.”
I reported in 2011, “Complicating matters, the first segment of the rail system won’t even run high-speed trains until the entire system is built. The initiative required the train to be only high-speed.”
Myth: High-Speed Rail will allow travel “from Los Angeles to San Francisco in about 2 ½ hours for about $50 a person.”
Fact: “Way back in 2015 the Los Angeles Times conducted a study and determined the cost to ride high-speed rail from Los Angeles to San Francisco under the best of circumstances would be between $83 and $105. With the cost rising from $33 billion to at least $105 billon and inflation at a 40-year high, the likely cost will be more substantial, if, (or when) the system is ever completed.”
Myth: High-Speed Rail will be completed as early as 2020.
Fact: That date has come and gone. The first leg of high-speed rail, from Merced to Bakersfield, now has an estimated completion of 2029.
Remember, the initiative was passed by voters in 2008.
According to Proposition 1A, The California High-Speed Rail Authority must have all of the funding ahead of time, before any construction starts on a new segment.
Pacific Gas & Electric and Southern California Edison will be providing the electricity for high-speed rail, with estimates of additional demands for electricity already coming in at 1 percent to 5 percent of the state’s total energy usage. “Even Cal ISO doesn’t have any estimates for the cost,” a Capitol staffer told me in 2012. “High-speed rail has got to consume a great deal of power. Where will the power come from?”
That question was never answered. And with California’s deficient electricity grid, electric car owners are told not to charge their cars on hot summer afternoons. It’s clear the state can’t handle the energy requirement for the high speed train, or electric cars. they are trying to convince everyone to purchase.
Here’s what lawmakers and the High Speed Rail Authority knew in 2011:
According to a July 2011 energy usage analysis prepared for the California High-Speed Rail Program Management Team, total electricity usage for the proposed rail system would be “8.32 million kilowatt-hours (kWh) per day,” and more than 3 billion kWh per day year.
The average three-person household in California is about 6,000 kWh per year, or a little more than 2,000 KWh per person.
According to the California Public Utilities Commission, electricity customers in the state paid an average rate of about 15.2 cents per kWh.
At 15.2 cents per kWh, the total utility bill for high-speed rail would be nearly $1.26 million per day, and more than $460 million per year. And that’s probably a very conservative estimate.
With California’s climate-change mantra of “no dirty coal,” “no natural gas,” no hydroelectricity” and “no nuclear power,” many wonder if the high-speed trains will be powered by windmills, solar panels, cooking oil and algae .
Try not to seethe when you read California Senate Republicans’ Myth vs. Fact on High Speed Rail. The California Legislature has had 14 years to put a fork in this flagrant debacle, but punts every time because it is a bottomless pit of taxpayer funds, and a plethora of union jobs. It doesn’t matter to the majority party if anything is ever built.