UPDATE: The Fresno Bee reports that CHSRA is hosting additional scoping meetings for the project-level EIR/EIS process.
Tuesday, March 24, 3-7pm: Visalia Convention Center
Wednesday, March 25, 3-7pm: Fresno Convention Center Exhibit Hall
If you're planning to attend, the following questions need answers IMHO:
a) where is CHSRA at in ROW negotiations with BNSF for south Fresno - Bakersfield?
b) where is CHSRA at in ROW negotiations with UPRR for south Fresno - Merced (- Stockton)?
c) how fast does CHSRA intend to run HSR express trains (SF-SJ-LA-Anaheim stops only) in the Central Valley, specifically in the downtown areas of Fresno, Bakersfield and smaller towns along the way?
d) is CHSRA considering noise mitigation measures to support those speeds and, how effective are those at the speeds express trains will run at in the Central Valley?
e) if UPRR is not willing to share or part with its ROW through Fresno, has any thought been given to a western bypass - through farmland - for both HSR and BNSF/Amtrak San Joaquin?
As part of any such a grand bargain, the city/county of Fresno would need to commit to operating a new DMU-based light rail service ("Fresno Flyer", cp. NCTD Sprinter and SMART) on the current BNSF alignment through downtown. This Flyer would connect to both a North Fresno station near Gregg (also serving Madera via connecting regional buses) and a South Fresno station near Bowles (also serving Hanford-Visalia-Tulare, also via buses). Any HSR train that was due to stop in Fresno anyhow would then stop instead at one of these "beet field" stations - but not the other. BNSF's Calwa yard would be used for the new Flyer service and a new one built for BNSF's freight operations at a suitable location elsewhere - not a trivial decision for BNSF.
The trade-off would be between a downtown HSR station + speed/noise issues related to express trains vs. "beet field" stations serving a larger area + a starter line for regional rail transit.
We haven't had an open thread in a while. After yesterday's discussion of HSR in Merced county, I'd be interested in how folks in Bakersfield think about this project. The HSR station will be intermodal with Amtrak San Joaquin (the links off the Amtrak California web page are broken). The Bakersfield Amtrak station is currently at S St/16th St, even if Google Maps thinks it's further west. Given the city's population of around 250k, only a subset of HSR trains is expected to stop there. That probably means four tracks plus one island or two side platforms dedicated to HSR, in addition to whatever Amtrak's FRA-compliant trains need. Pedestrians/cyclists would use one or more over- or underpasses to cross the entire ROW or access any of the platforms.
What about HSR express trains that are supposed to run through there at close to 200mph? Is that correct and acceptable to Bakersfield residents?
For details of the route and the implementation options selected for cost estimation, please zoom in on CHSRA's Google Map of preferred HSR route. A combination of at-grade and aerial sections is indicated for Bakersfield. Note that noise mitigation measures were not included in the original cost estimates, sound walls typically cost on the order of $1-$1.5 million per mile.
Bakersfield rail yards and Kern river crossing (low quality):
View this video on YouTube
Near Wasco:
View this video on YouTube
Central Valley overview (High Definition):
View this video on YouTube
Originals of videos on CHSRA web site.
HEADS UP: the San Jose Mercury News has announced a CHSRA project-level EIR/EIS scoping meeting for SUNNYVALE, intended for city officials but open to the public.
Date: Tuesday, March 24 @ 6pm
Location: City Hall conference room, 456 W Olive, Sunnyvale
If you're planning to attend, you may want to prepare by looking at the following:
- Google Map of preferred route showing the implementation options used for cost estimation, please zoom in. North Sunnyvale: embankment, south Sunnyvale: at grade
- Cost estimation basis for HSR implementation in Caltrain corridor. Dated 5 Apr 2007 and marked as preliminary and subject to change. Sunnyvale section is on page 8.
- North Sunnyvale: 3.7m (~12ft) retained fill embankment, i.e. solid walls with earth in-between, shallow underpasses for the cross-roads.
- Transition: 3% grade, probably more than UPRR freight trains can handle. After the merger with SP, Union Pacific now has an easement for the Caltrain ROW and also a say if other railroads get to operate freight and intercity passenger services on it.
- South sunnyvale: at-grade, no details yet on grade separation recommendation for Sunnyvale Ave. The other cross roads in south Sunnyvale already have over- or underpasses, double-check if they will present problems for expansion to four tracks.
- Please ask if HSR will use the inside or the outside tracks. How will that decision impact the Caltrain stations, which may need longer platforms (e.g. 1000ft) to make full use of the two platforms at the new Transbay Terminal in San Francisco? What about anticipated noise levels and mitigation measures in Sunnyvale?
- North Sunnyvale: 3.7m (~12ft) retained fill embankment, i.e. solid walls with earth in-between, shallow underpasses for the cross-roads.
- Selected cross-section drawings of the cost estimation basis.
Additional information regarding Caltrain ROW width in Sunnyvale is here, maps 37-TCCM-200-B.pdf through 41-TCCM-200-B.pdf. The minimum width for four tracks is 75 feet. At Caltrain-only stations, 95-100 feet are required to also accommodate two side or one island platform, as the case may be.
Note that full grade separation at stations implies one or more pedestrian over- or underpass(es) to cross the ROW and access the Caltrain platform(s), even if HSR trains will never stop there. The number of passages depends on platform length and expected boardings/alightings, forecast data that Caltrain would have to provide. Afaik, ramps or elevators for ADA access are required by law for new construction, this may entail the acquisition of some additional ROW width.
Btw, grooves for bicycles next to stairs are very useful features in pedestrian over-/underpasses at stations:
If you decide to attend and write up a short summary of the salient clarifications and yet-to-be-resolved issues for Sunnyvale, you may want to send a copy to Robert Cruickshank who owns this blog.
