One issue initially debated was the crossing of the Diablo Range via either the Altamont Pass or the Pacheco Pass to link the Bay Area to the Central Valley. This is included in the IOS, with a service start date per the 2015 Business Plan. This segment runs through the Chowchilla Wye. The 125 miles (201 km) from San Jose to Merced, crossing the Pacheco Pass, will run at top speed on dedicated HSR tracks (since the current right-of-way south of Tamien is freight-owned). San Jose to Merced / the Diablo Range crossing The Authority recognizes the value of adding this link as soon as possible to the Initial Operating Segment (IOS), and is exploring ways of obtaining additional funding for it. The one-way fare between San Francisco and San Jose is expected to cost $22 in 2013 dollars. Service is planned to be extended to the Transbay Transit Center once the Downtown Rail Extension is completed. High-speed trains will run at 110 miles per hour (180 km/h) on shared tracks as far as the San Francisco 4th and King Street station starting in 2031, a few years after the completion of the Central Valley segment. The 51-mile (82 km) bookend from San Francisco to San Jose used by Caltrain is scheduled to be electrified by 2022.
Los Angeles to Anaheim Project Section map (November 2018) Merced to Fresno Project Section map (September 2020)įresno to Bakersfield Project Section map (December 2019)įresno to Bakersfield Project Section Locally Generated Alternative (December 2019)īakersfield to Palmdale Project Section (December 2021)īurbank to Los Angeles Project Section (June 2020) San Francisco to San Jose Section Draft map (July 2018)
1.7 Palmdale to Burbank / the San Gabriel Mountains crossing.
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