High-speed rail officials said they want to start a segment between Burbank and Palmdale in the next several years as they continue working on a 130-mile stretch of the line in the Central Valley. The revised approach could be formally adopted by the rail board as early as next month.
The move addresses a central political challenge faced by the project: criticism over starting construction in the rural Central Valley and delaying benefits for Southern California and Bay Area urban areas for more than a decade.
Opponents and some supporters have attacked the Central Valley plan as a “train to nowhere,” even though the region is growing quickly. High-speed train service in northern Los Angeles County could help relieve traffic congestion in a key corridor. A Palmdale to Burbank bullet train trip could take 14 minutes to 16 minutes. By contrast, existing Metrolink rail service follows a winding route built in the 1870s and takes 90 minutes — which still can be faster than driving in rush hour.
“It is a huge game-changer,” said Richard Katz, a former state Assembly leader and current member of the Metrolink board. “The visibility will make it real and people can see where their tax dollars are being spent.”
Voters approved a $9-billion bond measure in 2008 and the Obama administration has provided grants of $3.2 billion, but that is a fraction of the construction cost for the Los Angeles to San Francisco line. Last month, as part of a new state budget, the Legislature provided about $250 million this fiscal year for the project from fees that companies pay for producing greenhouse gases, as well as 25% of future income from the levy.
Although that could still fall short of the money required to complete the project on schedule, it has put the endeavor on stronger financial footing.
But significant uncertainties remain. They include the state’s ability to secure all of the additional construction funding, avoid costly construction delays, weather a growing number of legal challenges and operate the line without taxpayer subsidies.
Starting construction in Southern California requires a significant number of government actions, including selecting an exact route, completing environmental reviews and a massive amount of technical and design work, and choosing a contractor.
Unlike the flat Central Valley, where the state hopes to begin heavy construction this summer, the San Gabriel Mountains north of Los Angeles will be a world-class engineering challenge, involving extremely rugged terrain and a seismically active area that includes the San Andreas fault. Preliminary plans for the Los Angeles County section include tunnels up to eight miles long.
The rail authority has focused on a roughly 40-mile route following the Antelope Valley Freeway, which goes over Soledad Pass at an elevation of 3,225 feet. But Los Angeles County Supervisor Michael D. Antonovich, whose district includes most of the area, has asked the rail agency to consider a direct route from Burbank to Palmdale under the mountain range, requiring a tunnel about 15 miles long, according to his staff. The authority has agreed to consider the request.
Bullet train planners always expected to place a station in the San Fernando Valley, and Burbank was the most likely choice. Ultimately, the bullet train track would connect Union Station in downtown Los Angeles to the Transbay Terminal transportation hub in central San Francisco. But by stopping construction in Burbank, at least initially, the authority would postpone the more difficult political and engineering task of reaching the heart of Los Angeles.