Construction of California High-Speed Rail

The construction of the California High-Speed Rail system is an undertaking by the California High-Speed Rail Authority. The project is expected to span about 800 mi and will be completed in two phases:


 * Phase 1 (totaling about 500 mi) runs from the metropolitan area of the San Francisco Bay Area in northern California to the metropolitan area of Greater Los Angeles in southern California. It has been partially funded and is under construction mainly in the San Joaquin Valley since 2015, as well as in "bookend" investments in the two metropolitan areas, and will take an as-yet unknown number of years to complete.
 * Phase 2 is a future extension of the system north to Sacramento, and south through the Inland Empire to San Diego.

Overview of project segments
Due to the project being only partially funded, the Authority is completing the environmental clearance of Phase 1 and focusing construction activity on the "Initial Operating Segment (IOS)" in the Central Valley. The IOS is intended to be a self-contained and financially self-sustaining high-speed rail system, improving on and partially replacing the existing Amtrak San Joaquins service. As funding becomes available, the Authority plans to extend the system to San Francisco in the northwest, and subsequently southwards to Los Angeles and Anaheim.

The major steps in delivering operational segments of high-speed rail can be characterized as: The following table provides an overview of these steps in each section of the entire project:
 * 1) Environmental clearance
 * 2) Design and civil construction
 * 3) Installation of track and systems
 * 4) Static and dynamic testing

Current construction status
A December 2023 status summary presentation, which contains extensive status information as well as information about improved management procedures, was prepared for the December 6, 2023 Board Meeting.

In the Central Valley major construction projects are underway. Three separate construction packages total 119 miles of guideway and 93 structures. As of August 2023, 53 miles of guideway are complete, 43 structures are complete, and 32 are underway.
 * Construction Package 1 (CP 1) comprises 32 miles from Avenue 17 north of Madera to East American Avenue south of Fresno. It includes 12 grade separations, two viaducts, one tunnel, a major river crossing over the San Joaquin River, and the realignment of State Route 99. The contractor is the joint venture of Tutor-Perini/Zachry/Parsons. The design-build contract was signed August 16, 2013. CP 1 is anticipated to be substantially completed in 2026. As of end of October 2023: of 33 structures, by the end of 2023 10 will be underway, and only 15 will remain to be completed; of 32 miles of guideway, 2 miles are completed, 18 are underway, and 12 miles remain; and of 992 utility relocations, 564 have been completed, 250 are in progress, and 178 remain.
 * Construction Package 2-3 (CP 2-3) comprises 65 miles from East American Avenue south of Fresno to 1 mile north of the Tulare / Kern County border. It includes approximately 36 grade separations, viaducts, underpasses, and overpasses. The contractor is the joint venture of Dragados USA/Flatiron Construction. The design-build contract was signed June 10, 2015. CP 2-3 is anticipated to be substantially completed in 2026. As of end of October 2023: of 49 structures, by the end of 2023, 16 are complete, 23 will be underway, and only 10 will remain to be completed; of 65 miles of guideway, 33 miles are completed, 16 are underway, and 16 miles remain; and of 701 utility relocations, 493 have been completed, 66 are in progress, and 142 remain.
 * Construction Package 4 (CP 4) comprises 22 miles adjoining the end of CP 2-3 to the intersection of Poplar / Madera Avenue northwest of Shafter. It includes at-grade embankments, retained-fill over-crossings, viaducts, aerial sections of the high-speed rail alignment, and the relocation of four miles of existing Burlington Northern Santa Fe (BNSF) tracks. The contractor is California Rail Builders, a joint venture of Ferrovial-Agroman West, LLC and Griffith Company. The design-build contract was signed February 29, 2016. CP4 is anticipated to be substantially completed by the end of 2023. As of December 6, 2023 only 400 ft. of guideway remain to be completed.

Per the December 6, 2023 Board Memo: Construction Update: 

"Currently, 98% (2,258) of parcels have now been delivered to the design-builder, and the remaining parcels now stands at just over 2% (37).

"CP 1: The Revised Baseline Schedule has been accepted, and all major commercial issues previously reported have now been resolved. The primary risks have been identified and mitigated; however, risks remain that include delays with third-party approvals and design approval.

"CP 2-3: The primary risk areas are ROW acquisitions for utility relocations, delays with third-party design reviews and approvals, and obtaining an agreement from DFJV on the Revised Baseline Schedule. The Authority is proactively managing these risks and working collaboratively with the respective parties to advance a resolution.

"CP 4: All structures are now complete, including the delivery of all right-of-way parcels. There is only 400 feet of guideway that remains in progress due to outstanding land conveyance issues with Canal 9-22. Mitigation efforts include the evaluation of various options to identify a path forward and working closely with the North Kern Water Storage District (NKWSD) to reach a mutual agreement to advance the completion of work in this area."

Per the 2023 Project Status Report (released Mar. 1, 2023):
 * CP1 Seven of eight major commercial issues noted in 2022 Business Plan have resolved, and only Church Avenue remains.
 * CP2-3 Three of four major commercial issues noted in 2022 Business Plan have been resolved, and the last one (Cross Creek) is in arbitration.
 * CP4 The one major commercial issue noted in the 2022 Business Plan has been resolved.
 * Finishing the 119-mile Construction Packages:
 * "The Authority now has over 96% of right-of-way in hand, has completed design of the 119-mile HSR civil infrastructure, and has completed 53% of utility relocations, with another 19% underway. The new estimates for this existing construction work represent updates from major final design elements being incorporated into construction contracts via change orders and updates due to global inflation and new construction schedules – due in part to COVID-19. To complete current civil contracts and related work, $2.2 billion is added to the 2022 Business Plan estimate."
 * New Contracts/Work to Complete Merced to Bakersfield:
 * "The Authority is also looking towards new procurements for civil construction to Merced and Bakersfield, the track and systems work, stations, and finally trainsets. We are already approaching the extensions differently by advancing design to the configuration-level, which is generally about 30 percent, and will procure right-of-way in advance of construction work."
 * Beginning planning work for IOS stations.
 * Extensions of the line from the above central section to Bakersfield and Merced, totaling 52 miles, are also progressing through advanced design work, right-of-way mapping, and identification of utility relocation work. Construction contracts have not yet been let.
 * Merced to Madera extension (34 miles). Segment begins at R Street in Downtown Merced and concludes at Avenue 19 in Madera.
 * Shafter to Bakersfield (19 miles). Segment begins at southern limit of CP 4 at Poplar Avenue in Shafter and ends at the Bakersfield station at F Street.
 * The Heavy Maintenance Facility (HMF) is proceeding through the planning and approval process.
 * Cost updates for new contracts are:

"Bookend" investments are also underway to the north and south:
 * The Caltrain electrification "bookend" investment in the Bay Area (as well as grade separations, etc.) is proceeding, and is expected to be completed in late 2024.
 * A "bookend" investment in the "Link US" project (Phase A) will shortly begin construction for Los Angeles Union Station. Phase B still needs to be funded. (There are also other "bookend" investments which are in progress.)

Staged Project Delivery Process and the Project Delivery Decision Committee
On page 6 in the 2023 Project Update Report the Authority describes the Staged Project Delivery process which it is now using.

Associated with this process was an identified need to enhance and supplement the current overview process by establishing a Project Delivery Decision Committee. This is a director-level committee to provide oversight on scope, cost, and scheduling on each project; formally evaluate the most appropriate delivery methods for each project; and recommend the best course of action. It also reviews major project decisions.

Historical construction milestones

 * On December 2, 2010, the Authority Board of Directors voted to begin construction on the first section of the system (in the Central Valley).
 * On July 19, 2012, Governor Jerry Brown signed legislation approving construction of the high-speed system.
 * On January 6, 2015, the City of Fresno hosted a groundbreaking ceremony to mark the commencement of sustained construction activities.

History of projected construction timelines
The 2008 Business Plan projected that construction for the entire project would be completed by 2030.

The 2012 Business Plan projected HSR service between Los Angeles and San Francisco would not be available until 2029.

The 2016 Business Plan projected:


 * By 2018: The Initial Construction Segment (ICS) would be completed – 130 mi – Merced to Bakersfield.
 * By 2022: Initial Operating Section (IOS) would be completed – 300 mi – Merced to Burbank
 * By 2027: Bay to Basin would be completed – 410 mi – San Jose & Merced to Burbank
 * By 2029: Phase 1 Blended would be completed – 520 mi – San Francisco to Los Angeles/Anaheim

The 2018 Business Plan projected HSR service between Los Angeles and San Francisco will not be available until 2033.

The 2020 Business Plan projected HSR service between Silicon Valley and the Central Valley would be operational by late 2031, and that service between Los Angeles and San Francisco will be operational in 2033.

The 2022 Business Plan does not have a projected timeline for completion of any of the segments other than the Interim IOS, recognizing that financial constraints make such an estimate unpredictable. Table 5.0 gives estimates of costs to finish the construction in year of expenditure dollars, but assumes that there would be no major delays.

Initial construction approvals
On December 2, 2010, the Authority Board of Directors voted to begin construction on the first section of the system from Madera to Fresno, known as the Initial Construction Segment (ICS). Five "construction packages" are currently being planned for this section. With the Design-Build contractual system the Authority is using, the contractor will be responsible for the final construction design elements, following the guidelines and specifications of the contract. The intent of this (as explained by Dan Richard, chair of the Authority) is to minimize last minute design change orders arising during the construction process (which tend to add to expenses and slow construction).

On December 20, 2010, due to the infusion of an additional $616 million in federal funds reallocated from states that canceled their high-speed rail plans, the initial segment of construction was extended to Bakersfield. Another $300 million was reallocated on May 9, 2011, extending the funded portion north to the future Chowchilla Wye (where trains can be turned).

In September 2012, the Obama administration gave California's high-speed rail project the green light to streamline the permitting process for the 114 mi section of the project which starts just north of Fresno in Madera County and runs south to Bakersfield.

On August 12, 2014, the federal Surface Transportation Board approved the HSR route from Fresno to Bakersfield. This was the final approval needed before beginning construction.

Also, on December 15, 2014, the federal Surface Transportation Board determined (using well-understood preemption rules) that its approval of the HSR project in August "categorically preexempts" lawsuits filed under the California Environmental Quality Act (CEQA). This cleared the last obstacle before construction could begin. However, this supposition is still being tested in the California courts in a similar case, Friends of Eel River v. North Coast Railroad Authority.

On June 10, 2015, the Authority authorized a "Rail Delivery Partner" contract to be negotiated and signed by the CEO, valued at up to $700 million, for services through 2022. This is a successor to the support provided by the current Project Management Team contract. The RDP will provide engineering and management services to see the project from a planning mode into a construction mode. The RDP partnership under the lead of Parsons Brinckerhoff includes Network Rail Consulting (the international consulting arm of the UK rail authority) and LeighFisher (a global management firm with extensive experience in infrastructure and advisory services). The other partnership competing was under Bechtel Infrastructure Corporation.

Awarding initial construction packages (San Joaquin Valley segments)
CP1. On August 20, 2013, the joint venture of Tutor Perini/Zachry/Parsons executed a design-build contract for the initial Madera to Fresno segment, about 29 mi long. The contract is valued at approximately $985 million, plus an additional $53 million in provisional sums. Construction was originally expected to begin in 2013, but was delayed by the slow pace of property acquisition.

CP2-3. Dragados of Spain, with Flatiron West of San Marcos, and Jacobs Engineering of Oakland, won the bid for the second design-build construction package on December 11, 2014. Dragados/Flatiron/Jacobs submitted a bid of $1,365,335,890 to design and build the 65 mi stretch from the south end of Fresno to near the Tulare-Kings county line and was deemed the "apparent best value" bidder by the Authority. The winning bid came well below the range of $1.5 billion to $2 billion that was forecast by engineers and consultants working for the rail authority due to their innovative plan for cutting-and-filling instead of more expensive construction alternatives. This plan however was deemed impossible due to soil and hydrological conditions on site and the plan was reverted to its original designs.

CP4. Five construction teams competed for this 22 mi segment. This section was estimated to cost $400–500 million. In January 2016 the apparent best value bid of $347.5 million (about $50 to $150 less than the estimated cost) was received from California Rail Builders (a consortium led by Ferrovial Agroman US Corp, an American subsidiary of Spain's Ferrovial S.A., also including Eurostudios, a Spanish engineering firm, and Othon Inc., a Houston-based engineering and environmental consulting company). The California Rail Builders bid was $347.5 million. The contract awarded includes an additional $107 million for utility relocation costs for electric, gas and communication lines. This project has had the least issues out of all of the current construction packages and is set to be completed by late 2023.

This package was shortened by about 8 mi to a length of 22 mi due to disputes with the cities of Bakersfield and Shafter. The construction segment now ends on the north side of Shafter due to the need to negotiate routes through Shafter and northern Bakersfield. The agreement between the cities and the Authority gave the parties until January 2016 to come up with the new alignment. The Poplar Avenue to Bakersfield Locally Generated Alternative was signed by the Authority's CEO on October 31, 2019, and as of May 2022, geotechnical work has begun taking place.

Extending initial San Joaquin Valley construction
In August 2022, contracts for advanced design work, right-of-way mapping, and identification of utility relocation work in the Merced-Madera and the Shafter to Bakersfield (Locally Generated Alternative) segments were approved. Construction will only begin once the design and land has been acquired. This reflects a change from the approach taken with the first four construction packages. Utility relocations will also begin as land is purchased to speed the construction process and avoid delays.

The Merced to Madera extension design contract ($41 million) was awarded to Stantec Consulting Services Inc., for approximately 33.9 mi. with 40 structures. The Shafter to Bakersfield (Locally Generated Alternative) extension design contract ($44.9 million) was awarded to HNTB for approximately 18.5 mi. with 31 structures. These design contracts are expected to last into 2024.

Other San Joaquin Valley constructions
The design contract for the central valley stations was awarded on October 20, 2022.

In addition, a large parcel will be needed for a rail yard, train sheds, machine shops, and other buildings for work on the tracks and trainsets in the Heavy Maintenance Facility (HMF). The counties of Fresno, Madera, Merced, Kings, and Kern all have expressed some interest in being selected for the site, since it is expected to provide up to 1500 good paying jobs. Per the May 2023 CEO Report to the Board, eleven potential sites have been identified in these four counties, and an architectural and engineering contractor will be selected (approximately by October 2023) for a two-year contract to evaluate the properties, develop the necessary environmental documents, and obtain necessary approvals. In 2025 staff will provide the Board with their preferred alternative for their decision.

Statewide connectivity projects
According to the Authority: "Connectivity or ‘Bookend’ Projects refer to the billions of dollars in infrastructure investment throughout the state that are part of the California High-Speed Rail system. These funds will strengthen and improve existing rail networks, while also connecting them with California's future high-speed rail system. Senate Bill (SB) 1029 passed by the California Legislature and signed by Governor Brown in July 2012, invests almost $2 billion from the Safe, Reliable, High-Speed Passenger Train Bond Act for the 21st Century (Proposition 1A) into transit, commuter, and intercity rail projects across the state. This funding leverages approximately $5 billion in additional funding for these projects."

Major "bookend" investments are underway to the north and south:
 * The Caltrain electrification "bookend" investment in the Bay Area (as well as grade separations, etc.) is proceeding, and is expected to be completed in late 2024.
 * A "bookend" investment in the "Link US" project (Phase A) will shortly begin construction for Los Angeles Union Station. Phase B still needs to be funded.

Other connectivity projects partly funded by the Authority are:


 * Bay Area Caltrain Advanced Signal System (CBOSS/Positive Train Control)
 * Bay Area Central Subway
 * Bay Area Maintenance Shop and Yard Improvements
 * Bay Area Millbrae Station Track Improvement and Car Purchase
 * Central Valley Sacramento Intermodal Facility High-Speed
 * Central Valley San Joaquin Corridor, Merced to Le Grand Segment 1
 * Central Valley Stockton Passenger Track Extension
 * Central Valley/Los Angeles Metrolink High-Speed Rail Readiness Program
 * Los Angeles Metrolink Positive Train Control
 * Los Angeles Positive Train Control, Los Angeles to Fullerton Triple Track
 * Los Angeles Positive Train Control, Moorpark to San Onofre
 * Los Angeles Regional Connector Transit Corridor
 * San Diego Blue Line Light Rail Improvements
 * San Diego North San Diego County Transit District, Positive Train Control
 * San Diego Positive Train Control, San Onofre to San Diego

CP 1 (Madera–Fresno)
Construction Package 1 (CP 1) is 32 miles long, running from Avenue 19 north of Madera to East American Avenue south of Fresno. The contract was awarded August 16, 2013, and a Notice to Proceed was given on October 15, 2013. Groundbreaking was on January 6, 2015, in Fresno.

As of April 2024, out of 39 structures, 22 were complete, 8 were under construction, and 9 had not yet begun construction; as of November 2023, out of 32 miles of guideway, 2 were complete, 18 were under construction, and 12 had not yet begun construction.

CP 2-3 (Fresno – Tulare/Kern)
Construction package 2-3 (CP 2-3) is 65 miles long, running from East American Avenue south of Fresno to 1 mile north of the Tulare / Kern County border. The contract was awarded June 10, 2015, and a Notice to Proceed was given on July 25, 2015. The contractor is the joint venture of Dragados USA/Flatiron Construction. Groundbreaking took place in August 2018.

As of April 2024, out of 48 structures, 11 were complete, 26 were under construction, 9 had not yet begun construction, and 2 have been canceled; as of November 2023, out of 65 miles of guideway, 33 were complete, 16 were under construction, and 16 had not yet begun construction.

CP 4 (Tulare/Kern – Poplar Avenue)
CP4 spans 22 miles, from the end of CP2-3 to the intersection of Poplar and Madera Avenue northwest of Shafter. The contract was awarded February 29, 2016, and a Notice to Proceed was given on April 15, 2016.

As of November 2023, all 11 structures were complete; out of 22 miles of guideway, 21 were complete, and the remaining one was under construction.

<!-- Future construction makes no sense in History! So, this material was commented out

Future construction
The Central Valley Segment runs from Merced to Bakersfield. Simultaneously with the segment construction, "bookends" and connectivity investments (made available by California Senate Bill 1029) are being carried out. The San Francisco Peninsula Corridor used by the Caltrain rail commuter service is being electrified, and tracks and signaling are being improved. In the LA Basin, the Link Union Station project is proceeding with Phase A, which upgrades LA Union Station from a stub-end station to a through-tracked station, and the Rosecrans-Marquardt intersection is being grade separated. In Northern California, the Amtrak San Joaquin, the Altamont Corridor Express (ACE), the Amtrak Capitol Corridor, and the Caltrain systems will be better interconnected for passenger travel. The "bookend" and connectivity improvements provide immediate benefits. Caltrain, for instance, will be able to significantly increase the speed of its trains, and the Rosecrans-Marquardt intersection was rated the most hazardous grade crossing in California in 2016.

After construction reaches Bakersfield, the Amtrak San Joaquin will begin using the HSR tracks. These trains will be able to significantly reduce their travel time (up to about an hour) from Bakersfield to Sacramento, since on the exclusive HSR tracks they will be able to run at top speed, which they cannot on the shared freight line they now use.

In 2022, a Track and Systems contract for the Central Valley Segment must be issued in order to meet federal funding requirements. The first stages of site work and construction for the Track and Systems contract will begin as early as March 2023 in CP4. This will mark the first segment of track laid in the Central Valley.

The line is planned to eventually extend south from Bakersfield through Palmdale in the high desert to Burbank in the San Fernando Valley, and westward from Madera to Gilroy (also including the Wye at Chowchilla ). The route over the Tehachapi Incline will be the major cost element in the southern segment, since there will be extensive cut-and-fill, aerial, and tunnel construction. Upon extending from Merced to Burbank, the IOS (Initial Operating Section) is scheduled to begin high speed train operations along the entire length of the HSR tracks, where passengers can connect to Los Angeles and Anaheim via Metrolink. At the north end connections to the San Joaquin will be available in Merced.

By 2029 the construction will have extended north from the Chowchilla Wye to San Jose, connecting there with the Caltrain route in San Jose. Thus, "Bay to Basin" HSR passenger rail will be available, connecting San Francisco and Los Angeles, albeit by using multiple rides.

By 2033 the "Blended System" will be operational, providing a "one-seat ride" on a high-speed train between San Francisco and Los Angeles. In the commuter areas the high-speed trains will share commuter track, running at about 110 mph, but in the open spaces they will use their exclusive HSR track and get up to about 220 mph. The total travel time will be 2 hours and 40 minutes between the two metropolitan areas as the original Proposition 1A requires, over a track length of about 520 mi.

Note that a number of different train HSR schedules will be implemented to better meet different service needs and integrate with commuter traffic in the metropolitan areas. Only some of the trains will provide the fastest travel time over the full length of the route. Other schedules will provide more focused service for different regions in the state. -->

Station construction details
Five stations are planned for the Initial Operating Segment (IOS). The design contract for the central valley stations was awarded on October 20, 2022. This contact is for initial planning, including utilities management; a follow-on contract will be necessary for detailed station construction plans. The number of stations on the completed system was limited by Proposition 1A to 24.

At the start of operations of the Interim Initial Operating Segment (Interim IOS, Merced to Bakersfield) there will be 5 stations. These stations are discussed in the 2023 Project Update Report on pages 12–15. The report also has a timeline (on pages 8–9) that shows station construction is anticipated to commence in mid-2026, and finish in mid-2029.

Per the December 6, 2023 Board Memo: Construction Update: 

"Central Valley Station Design Update

The station design contract was executed in March 2023 and awarded to Foster + Partners and Arup (F+P Arup) for the first phase of station designs. The preliminary designs for the four Central Valley stations have started, and the concept designs were submitted to the Authority in November 2023. The Fresno Historic Depot seismic retrofit design also commenced and is expected to be completed in December 2024. Outreach and coordination efforts with local agencies and stakeholders will remain ongoing as the design of stations advances."