California High-Speed Rail Network, USA

America has looked enviously upon the development of high-speed rail routes elsewhere in the world, particularly Japan. The country has one the highest rates of private car ownership and some of the busiest roads in the world and it came to realise, perhaps late, that alternative forms of transport would be needed to cope with the continued demand for fast, efficient long- and short-distance journeys.

The state government of one of the country's fastest-growing areas, California, decided in 1993 to establish an Intercity High-Speed Rail Commission to develop a framework for the implementation of a high- speed rail network in the state. The group focused on potential for inter-city travel, i.e. journeys of between l00 and 500 miles, at speeds of over 200mph (320km/h).

After more than a decade's work the project is now hanging in the balance, as the US$9.95bn bond initially allocated to the high-speed rail project may be removed from the public spending plan in November 2006.

Under the authority which created it, the commission's first objective was to develop a system connecting the San Francisco Bay area with Los Angeles, and then consider extensions to San Diego and Sacramento.

It carried out five evaluations which comprised a preliminary engineering study of the line between Los Angeles and Bakersfield, the corridor and environmental constraints, a ridership demand and market analysis study, modal cost comparisons and possible economic impact, and financing options. Three public inquiries have been held, and the findings handed over to the High Speed Rail Authority, which has the powers to implement the works needed for the project.

The ability of the state's highway and airline network to continue to cope with future growth was questioned, and the Commission concluded that, while the extreme ends of the proposed route were well served, intermediate markets, such as the cities of Bakersfield and Fresno, enjoyed less frequent and less competitively priced public transport.

INFRASTRUCTURE

Residents of the Los Angeles and San Francisco areas are also all too conscious of other possible major factors which affect existing modes of transport, but from which rail travel is less likely to suffer. The region is prone to dense fog, making travel on the already congested roads even more hazardous. And of course, the area is a well known earthquake zone, and the promoters of the scheme are keen to point out that it would offer an alternative means of transport in the event of such a natural disaster.

Supporters of the campaign to build the high speed line have said that without it, California could need up to 3,000 miles of new highway, 60 new airline gates and five more runways as the population grows from 35 million to 48 million over the next quarter century.

The new high speed rail line would have trains capable of speeds up to 200mph. These would carry up to 115,000 passengers per day and serve up to 30 stations along a 700 mile route serving the population centres of San Francisco, Los Angeles, Sacramento and San Diego.

Consideration is already being given to how the new high speed line would fit in with other transport systems. Most of the line is expected to be built alongside existing roads and railways and the two-track line will have 20 times the capacity of the neighbouring road, with 20 trains per hour in each direction.

A ruling gradient of 3% is envisaged, which will allow for a comfortable high speed journey. At certain locations the high speed line is expected to use viaducts and tunnels, in a similar manner to other high speed rail projects around the globe.

ROLLING STOCK

Even though the final funding is not in place for the project, consideration has been given to the types of train that could be developed for the new high speed line.

Technology is expected to be based on already proven high speed trains from the likes of Japan, Germany and France. Each train will be up to 1,300ft long and capable of carrying 1,600 passengers. A variety of different cars will be included in the formation, such as quiet cars, play areas for younger families, café and bar cars and possibly even a conference facility.

SIGNALLING AND COMMUNICATIONS

A sophisticated signalling and communication system is in the early planning stages. One proposal is to install intrusion alarms on the fencing, which would be linked to a central control system capable of detecting foreign objects on the tracks. In-cab signalling will be capable of automatically stopping trains if necessary.

THE FUTURE

The High Speed Rail Authority has the job of directing the development and implementation of the system, including funding. It had been planned to gain the base funding by 2000, however, the project is in danger of stalling, as the $9.95bn bond may be removed from the public spending plan at the November 2006 ballot. If it remains in place, it will secure the start of works on the new line in 2007.

Construction could take place in two phases over eight years. The first phase (five years) would build the San Francisco–Los Angeles section, while the San Diego–Sacramento line could then be completed partly using income from the first phase once it is operational.

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