HSR needs right of way that is secure: fenced and grade separated. Instead of demanding that, CHSRA and its local partners promote a “one-seat HSR ride” to an ill-named “Trans-bay Transit Center” in downtown San Francisco oriented only to trans-Bay bus, not rail, transit.

We fence and control access on freeways, where a common speed limit is 65 mph. Caltrain runs up to 79 mph past commute stations and grade crossings. Wikipedia Bourbonnais train accident to see what can happen on 79 mph track at a grade crossing. Increasingly passenger trains run in push mode, without a locomotive shield in front.

HSR would boost that speed to 125 mph on Caltrain tracks. Enhanced grade crossing safety is logical as a “bookend” connector use of HSR bond funds, but HSR cannot safely run on those tracks. Don’t let CHSRA squander HSR bond funds electrifying Caltrain or extending it to the TTC on track unsuitable for HSR.

Initial HSR to the Bay Area should end at San Jose, with near seamless transfers there to Caltrain, Capitol Corridor, VTA light rail, and BART.

A later phase should upgrade the UP/Amtrak route from San Jose via Santa Clara, Newark, Mulford, and Oakland to Sacramento with added track, fencing, and grade separations. From a new transfer station at the BART overcrossing in Oakland, downtown San Francisco’s Embarcadero station is six minutes away, with trains every 4 minutes or oftener.

This would be far better for the region, much safer and more reliable, and less costly than what CHSRA has offered.

Robert S. Allen (925) 449-1387
223 Donner Avenue, Livermore, CA 94551-4240
BART director, District 5, 1974-1988
Retired, SP (now UP) Western Division, Engineering/Operations