Відео

it's people who want to get OUT of Fresno fast 😂

@@sarahcamarillo1442 Well start walking , they will get to anywhere before the high speed train does .

This mock-up is meant to give people a feel for what the interiors could look like and get their feedback, part of the design process. Final design will be completed later this year along with selection of the train manufacturer. Deutsche Bahn, Germany’s HSR operator and whose North American division will be the early train operator for CAHSR, did a similar thing for their latest high speed trains.

That would have been an amazing goal, not just for California but the whole US, similar to how Japan unveiled the Shinkansen alongside the 1964 Olympics. Even Merced-Bakersfield won’t be done by then, with the best to hope for now being the start of train testing. At up to 242 mph in testing (220 mph in revenue service), it’ll be one of the fastest high speed trains in the world. 2039 should be the next achievable goal for the start of SF-LA HSR service, as that’s the 100th anniversary of LA Union Station as well as the original SF Transbay Terminal. Brightline West is aiming for opening alongside the 2028 Olympics, though whether they’re able to actually achieve that remains to be seen. The longer it takes for construction to get underway, the less likely that’ll happen.

Two of those are the fifth and ninth largest cities in the state, and people will be able to connect with other transit to the Bay Area/Sacramento and SoCal. It’s also just the initial segment that they currently only have enough funding for, and had to be built eventually anyway. It also had to be the first segment built in order for the project to get federal funding early on, plus it’s the only realistic place that trains will be able to reach their top test speed of 242 mph, and 220 mph in revenue service. To reach SF and LA will require several tens of billions of dollars more, but in the long run that’s a better deal than the alternative of continuing to expand freeways and airports, both less expensive and more beneficial. More lanes and larger airports aren’t going to solve the long term pitfalls of those current options, whereas HSR provides a competitive alternative to those that’ll reduce our reliance on them for fast, convenient travel between SoCal, the Central Valley and Bay Area, one of the busiest travel corridors in the country.

Because of e.g. the New York Post article from May about an $11 billion bridge to nowhere. It’s false but got widely parroted, and government waste reliably gets the clicks.

It already exists and is literally funding a portion of the costs of this project. It's called Cap and Trade.

​@@TohaBgood2Yes. CAHSR gets around $1 billion a year. Still, nowhere near enough to build it faster. More federal funding is crucial. Highways are funded at a much higher percentage of federal funding.

"Nobody will use this stupid train. They should have just widened 99." Please grow a brain. Highway expansions makes everything hotter and traffic even longer "Trump will cut all the Fed funding when he is back in office." Imagine actively wanted the USA to remain a third world nation.

Over 1 million people already use the regular speed train today. SF-LA is the busiest transportation corridor in the country. You don't know what you're talking about.

U R car luver!!

you're ridiculous because you are wrong on all counts. grow up little boy.

Hey look it’s a “one more lane bro” in the wild

Maglev trains have an astronomically higher initial infrastructure cost and have higher safety risk during power failures as opposed to traditional high speed rail, plus maglev has never been tested on the scale of Cal HSR. Routing maglev trains is also harder.

Literally all the maglev projects but one were cancelled, and the last one in Japan is about to be cancelled too. Everyone switched to HSR instead.

Maglev is still an unproven technology. The only working example is a short 40 mile route that only goes to an airport in China and it runs at a slower speed than the CAHSR will operate at.

@@mrxman581 CAHSR will never operate anywhere near the speeds that the Pudong MagLev runs at. I timed it while riding from PVG and it averaged 156mi/hr over the run although the run is pretty short. There are a few curves where it needs to decelerate and 1 sound abatement zone. The tickets are pretty expensive and it only saves about 7 minutes over the time of taking the express when you factor in having to buy the reservation ticket. Thyssenkrupp did a pretty good job with the cabins though. CAHSR will not even come close to JR Shinkansen from Kyoto to Tokyo which is currently the fastest sustained long length track route. I rode that again last winter with the upgraded E5s and between Nagoya and Tokyo it looks like A380 at rotation speed when not going under the mountains - it's insane. JR doubled their pass pricing right after that. I wish CAHSR was going to be a viable project to actually take vehicle traffic off the roads between LA and SF but it doesn't seem like that will be the end result. I think a better use of funds would have been to build a newer gen reactor to make up for DC and SO going offline. I don't want CA buying more gas peaker plants.

What makes you think it's maglev? The only maglev project currently operating is a short line in China, and a longer line in Japan is still under construction.

The mockup is a preliminary design. It is not supposed to be a full scale prototype. Remember, the train manufacturer has not been selected.

@@IzitAllGoUnder cause those seats aren’t ready yet, and this is only meant to be a rough idea of what the train interior could look like. This mock-up is based on public input, and Deutsche Bahn, Germany’s HSR provider and whose North American subsidiary will be the early train operator for CAHSR, has done something similar when designing their latest trains. Having the mock-up on display also allows additional user feedback as CHSRA finalizes the design, showing some of the different seating options as well as the kids’ play area, which was also based on public input. The final design will be selected later this year, along with the train manufacturer which is now between Siemens and Alstom.

... as opposed to going straight to build, they're trying to see what will make sense and what won't. Think of it as playing smart with tax dollars. As an engineer in high-risk/high-cost systems, we always prototyped before going to final design.

@@inyobill it’s definitely a more engaging process than whatever Brightline West is doing, which already selected its trains and is using a more straightforward design, sans the ‘party car’ which is Siemens’ own addition, with two seating options virtually identical to their current Florida service. CAHSR having this kind of engagement, especially for a publicly-funded project, makes it feel more like the public’s train, which should in turn help increase support even more, compared to a private venture like BLW that’s more of just “here’s what we’re doing, take it or leave it,” which itself comes with its own pros and cons.

​@@ChrisJones-gx7fcYeah, but it's not a solely private endeavor since $6.5 billion in funding is going through the federal government.

Shut up bot. You pop up on every post and say the same thing

Hopefully CAHSR will receive more federal funding soon to accelerate its system completion. I believe that when the first section is up and running, it will change a lot of minds.

@@barryrobbins7694 CHSRA is probably banking on that, that once those first trains begin carrying passengers in 2030-33, there’ll be a huge uptick in political, as well as public, support to get it the funding needed to reach SF and LA/Anaheim ASAP. I’ve said this before, that my gut hunch is CHSRA will get the funding needed to get trains running between Merced and Bakersfield by no later than 2033, but won’t receive any beyond that until they get revenue trains running, and can use them to justify the costs and timeline so far, what’ll be $35 billion and 15-18 years of construction. Only then, if the pros to keep going still outweigh the cons, will it get funding to reach SF and LA, possibly one over the other, and CHSRA has made it clear their next priority is SF, then head south to LA and Anaheim. I’m confident that SoCal leaders will not be cool letting HSR end in Bakersfield, and will push to at least get it to Metrolink in Palmdale, which ideally would happen simultaneously with HSR reaching San Jose, so when the first trains start serving SF they also connect with the Metrolink AV Line to LA and the rest of SoCal.

@@barryrobbins7694that’s probably what CHSRA is banking on, and I suspect they’ll get the additional federal funds to reach Merced and Bakersfield and get revenue trains running by 2030-33, but won’t get any for beyond that until then.

Agreed. That's why people need to vote Democratic this November. Last time the convicted felon's administration withheld federal funding from CAHSR until Biden restored it.

Do you know how much of a projects budget has to be allocated to 'contingency'? LA city metro projects are *federally* mandated to have 40% of its project cost in a 'contingency' fund. Kind of difficult to raise funding for projects when they literally need to raise basically double the amount now... Thanks Felon.

What are you even talking about

Don't they, according to this plan? You won't have high speed if the train goes to all stops on the Metrolink and Caltrain routes, if that's what you're suggesting. Taking Caltrain or Metrolink to Union Station, Anaheim Transit Center, Diridon, Gilroy, or Millbrae makes way more sense.