The 2020 blueprint for building the Los Angeles to San Francisco bullet train has generated more hesitation and open opposition than any other biennial plan since voters approved a $9 billion bond for the effort in 2008.
Every other year, the California bullet train authority issues a business plan to support its cause and this year’s 168-page document came out this week with words that are obvious by now:
Not many California legislators would differ with either idea, but that’s where their agreement with Kelly starts to disintegrate.The 2020 blueprint for building the Los Angeles to San Francisco bullet train has generated more hesitation and open opposition than any other biennial plan since voters approved a $9-billion bond for the effort in 2008. It reflects growing cost, lengthening schedule and disproportionate benefits of the project in the coming decade.
The argument against the rail authority plan began in Southern California last year and now includes a broader swath of legislators. The Los Angeles caucus, which includes assembly members and senators from the county, wrote to Gov. Gavin Newsom just before the business plan asking for a more substantive discussion about the project’s future, implicitly rejecting the existing plan.
Rendon has thrown his weight behind a plan to divert about $5 billion of $20.5 billion that Gov. Gavin Newsom wants to sink into the Central Valley and invest it into passenger rail segments in Southern and Northern California. Those segments would eventually be used for high speed rail, so it would not be a diversion of money from the project, but a reordering of the construction schedule, Rendon has asserted.
The new business plan puts the total future cost of the Los Angeles to San Francisco system at $80.3 billion, which it asserts is only a $1.3 billion increase. But that jump is only from last summer. The 2018 business plan had a cost of $77.3 billion, making it a $3 billion increase and a $16 billion leap from 2016.
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