Frequently Asked Questions
Disclaimer
The information contained herein has been gathered from sources deemed reliable at the time of writing (January 2011). However, no responsibility for errors and omissions is assumed by the City of Palo Alto.
Furthermore the City of Palo Also makes no representation to the accuracy of any of the information provided. Readers are encouraged to consult with their own financial, legal, and other professional service experts for advice and counsel.
Alignment
Q: Has it been decided that High Speed Rail (HSR) will run through the Peninsula?
The California High Speed Rail Authority (CHSRA) did examine the option of aligning the system in the East Bay through the Altamont Corridor. HSR is obligated through a legislative requirement to connect to San Francisco. This means an alignment through the Altamont Pass would require a crossing of the San Francisco Bay, and the CHSRA determined this would have significant environmental impacts, higher capital costs, constructability issues, and would require considerable acquisition of property. For these reasons, the CHSRA identified the Pacheco Pass alignment, utilizing the Caltrain corridor through the Peninsula, as the preferred alignment for HSR services between San Francisco and San Jose. | 
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Source:
http://www.cahighspeedrail.ca.gov/news.asp?type=faqs&cat=8188Q: Why must HSR be on the existing Peninsula corridor?Q: Why not build over Highways U.S. 101 or I-280?
The option of having HSR run along the I-280 or U.S.101 corridor was considered, but not selected by the CHSRA. The CHSRA thinks the Caltrain corridor alignment would increase intercity connectivity and accessibility to San Francisco and the Peninsula, minimize environmental impacts, and require less acquisition of land and property since this alignment utilizes the existing Caltrain right-of-way. The Caltrain corridor alignment could also provide safety and traffic benefits by grade-separating existing at-grade roadway crossings. For these reasons, the CHSRA identified the Caltrain corridor as the preferred alignment for HSR services between San Francisco and San Jose and at this time is the only option being considered.
Source:
http://www.cahighspeedrail.ca.gov/news.asp?type=faqs&cat=8188Q: Why not stop HSR from Los Angeles at San Jose, and have passengers transfer to Caltrain or BART to complete the trip to San Francisco?
The CHSRA considered that option, but determined it does not meet the legislative requirements of HSR to connect
San Francisco to Los Angeles and limit travel time to no more than two hours and 40 minutes. Proposition 1A, which provides legislative direction for the project, specifies “Phase I of the train project is the corridor between San Francisco Transbay Terminal and Los Angeles Union Station and Anaheim.”
Source:
http://voterguide.sos.ca.gov/past/2008/general/pdf-guide/suppl-complete-guide.pdf#prop1aCaltrain, Service, and Existing Right of Way
Q: Has anyone reviewed current deaths caused by Caltrain?
Q: Will this get worse with HSR?
HSR may allow for the introduction of grade-separated rail crossings, which could potentially reduce the incidents of accidents and suicides on the tracks by making them less accessible to vehicles and pedestrians.
Q: Will Union Pacific continue to use the tracks?
Yes, Union Pacific has stated that it will continue to use the tracks.
Costs and Other Project Data
Q: I don't understand how this will be paid for.
Q: What is the estimated cost of the project?
Construction of HSR is estimated to cost about $43 billion. The project is being funded by a combination of sources:
- Bonds authorized by the passage of Proposition 1A the Safe, Reliable High-Speed Passenger Train Bond Act approved by voters on November 4, 2008 ($9.95 billion).
- Federal funding from the American Recovery and Reinvestment Act (ARRA), other federal loan programs, and transportation appropriations ($17 - 19 billion).
- Local funding from parking fees, transit-oriented developments, and other revenue opportunities ($4 - 5 billion).
- Funding from private investors such as public-private partnerships, supplier financing, availability payments, and more ($10 - 12 billion).
For more information on cost estimates visit:
http://www.cahighspeedrail.ca.gov/library.asp?p=8200Source:
http://www.cahighspeedrail.ca.gov/news/FactSheetBusinessPlan.pdf
Q: If HSR costs more than initial estimates how will debt be serviced?
Q: What happens if funding runs out?
Q: Will there be an increase in taxes or service cuts?
Proposition 1A includes a number of fiscal safeguards including reviews of funding plans, annual audits, and the establishment of an independent peer review committee to review financial viability of the plan. Any additional or alternate request for funding would require a vote by the electorate.
For more information visit:
http://www.cahighspeedrail.ca.gov/news.asp?type=faqs&cat=8159
For more information on project funding visit:
http://www.cahighspeedrail.ca.gov/library.asp?p=8200
Q: Who are the “private investors” and what do they get out of this?
The CHSRA has stated that it anticipates the commitment of state and federal dollars will attract private sector funding to the project, and has identified a broad array of public-private partnership opportunities, including project debt financing, supplier financing, system operations, and private ownership.
For more information visit:
http://www.cahighspeedrail.ca.gov/news.asp?type=faqs&cat=8173
Q: What is cost of the service going to be?
It is currently estimated that a one-way ticket from San Francisco to Los Angeles would cost approximately $105. This estimate may be revised as the cost of the system construction and operation are refined based on subsequent detailed engineering.
Source:
http://www.cahighspeedrail.ca.gov/Business_Plan_reports.aspx
Q: How many people will ride HSR?
Estimates vary. Current estimates by the the CHSRA of HSR ridership are between 41 - 58 million passengers annually by 2035. These estimates were developed by Cambridge Systematics and are subject to change based on a number of factors. However, an independent ridership analysis was completed by the University of California Institute of Transportation Studies (UCITS). This study called into question many of the ridership numbers produced by Cambridge Systematics. Click here for a link to the UCITS study.
Source:
http://www.cahighspeedrail.ca.gov/Business_Plan_reports.aspx
Q: Who produced the ridership forecasts and how were they developed?Cambridge Systematics was hired by the CHSRA to produce ridership and revenue forecasts. Click here to see the Cambridge Systematics forecast for the Bay Area segment.Q: Are ridership estimates overstated?
An independent ridership analysis was completed by the
University of California Institute of Transportation Studies (UCITS). This study called into question many of the ridership numbers produced by Cambridge Systematics. Click
here for a link to the UCITS study.
Q: How much does it cost to tunnel per mile?
The CHSRA estimated in the Alternatives Analysis (AA) that the “cut and cover” or “deep tunnel” options could cost 5 - 7 times more than other available alternatives. Some cost analysis has been performed; however, very broad assumptions were made and there is more uncertainty regarding the specific conditions that would exist along the alignment/profile ultimately selected for implementation of tunneling. Previous studies have estimated the cost for tunneling to be in the range of $100 - $200 million per mile. Additional information is contained in the the CHSRA Tunneling Report.
Q: It was said 600,000 jobs will be created. How was that number developed and how will the CHSRA keep track of new jobs?
Q: Will the 600,000 jobs be California jobs?
The CHSRA conducted analysis of the economic benefits and impacts of constructing HSR and estimated the project will create nearly 160,000 construction related jobs and an additional 450,000 permanent jobs by 2035.
Design Issues
Q: How long will it take to construct HSR in Palo Alto?
Q: What will the impacts be: noise, vibration, foundations, wind, soil, drainage, creeks, property loss, construction, fumes, dust, hazardous materials, wildlife, parking, graffiti, traffic, high voltage power lines, impacts to business, physiological human impacts, etcetera?
Q: What is the plan for accident prevention and safety?
Q: How will accidents be mitigated?
Q: What will be the impacts be on nearby planned development projects?
Q: What will the impacts be to remaining buildings?
Q: Will HSR create blight where property is not taken?
Q: What mitigation efforts will be made to replace any low-income housing which is displaced?
Q: What is the configuration that has the least property loss?
Q: What parts of a tunnel would be covered and what stays open?
Q: Could the stacked tunnel option be re-engineered to be narrower?
Q: Are there any alternative venting systems which could be examined (other than open trenches)?
Q: What would a wall around a trench look like?
Q: Would walls and power lines be screened by trees?
Q: Will pedestrian access from neighborhoods to downtown be maintained during construction?
Q: Will there be any compensation for lost wages resulting from displaced businesses?
Q: Will Caltrain run during construction or be shut down?
Q: Will Caltrain erect shoe-fly tracks and continue train service or use busses?
Q: Can we please have more information on temporary construction easements?
Q: Will heritage trees be protected?
Q: How loud will HSR be when compared to Caltrain?
Q: Will the new tracks be east or west of the existing tracks?
We will not know the answers to these questions until the draft Environmental Impact Report (EIR)/Environmental Impact Statement (EIS) has been released by the CHSRA. This is anticipated to occur in March 2011. During the process of reviewing the draft EIR/EIS the City will examine the identified impacts and advocate for any needed mitigations. We will also identify impacts the City Council and community do not believe are adequately evaluated in the draft EIR/EIS.
We will not have answers regarding construction timelines, methods, pedestrian access, or additional information on necessary construction easements until the project has entered the detailed design phase. The 15% design information is scheduled for release concurrent with the draft EIR/EIS.
Q: Why can’t HSR be underground the whole way like BART?
The alignment of HSR depends on a number of factors such as physical constraints, operational requirements, environmental impacts, and costs. BART has many aerial structures for these same reasons.
Q: In terms of engineering, and geographical conditions that are relevant to the Peninsula, how is a HSR project appropriate on a peninsula and an earthquake fault line?
With Caltrain and BART, there are already existing rail systems in operation along the Peninsula. There are seismic requirements which have been established for safety and HSR will be engineered to meet those requirements. The draft EIR/EIS will also evaluate seismic impacts.
Source:
http://www.cahighspeedrail.ca.gov/news.asp?type=faqs&cat=8166
Property and Eminent Domain Procedures
Q: Which agency will implement eminent domain proceedings for the HSR project?
Q: What legal authority does the CHSRA have to purchase property?
Q: Will my property be purchased at fair market value?
Q: Can I obtain an independent appraisal?
Q: Are there any advantages to selling property to the CHSRA?
Q: How is payment of partial acquisition handled?
Q: Will there be enough time to select another home after the CHSRA makes its purchase?
Q: Do I have to pay income tax on the gain of my property value as a result of eminent domain proceedings?
Q: Will I lose my favorable property tax basis under the provisions of Proposition 13?
Q: How will the transactions be settled?
Q: What happens in a condemnation trial?
Q: Who pays the condemnation trial costs?
The CHSRA has sole authority over all issues related to acquisition of property for the HSR project. The City does not have standing to participate in the acquisition process for individual properties and cannot provide individual property owners with legal advice on potential acquisition of their properties by the CHSRA. However, the CHSRA has prepared a detailed CHSRA Fact Sheet outlining the process and rights of owners. Owners are strongly encouraged to contact their own attorneys for additional advice.
Public Notice
Q: How are people informed of the HSR project?
At the state level, the CHSRA maintains a website that includes detailed information and project updates where users may sign-up for email updates. At the City level, the City has created a dedicated HSR webpage that focuses on City issues and involvement in the HSR process. The Palo Alto City Council has established a HSR City Council Committee that holds regular meetings and the City Council itself discusses HSR issues at both regular and special meetings. The City also participates as a member of the Peninsula Cities Consortium (PCC), a group of five Peninsula cities that addresses issues of common interest related to HSR. These local meetings and others relevant to HSR are published on the City's website. Plans are also underway to enable residents and other interested parties to obtain information via an email newsletter.
Review Process
Q: What is meant by environmental impacts?
Included among the environmental impacts that will be studied in the EIR/EIS are: - Traffic, transit, circulation, and parking
- Air quality and global climate change
- Energy
- Land use, planning, and neighborhoods
- Aesthetics and visual resources
- Hazardous materials and wastes
- Geology and soils
- Biological resources and wetlands
- Construction methods and Impacts
- Travel conditions
- Noise and vibration
- Electromagnetic fields and interference
- Property Impacts
- Agricultural lands
- Public utilities
- Cultural resources
- Hydrology and water resources
- Public parks and recreational resources
Q: What is an EIR/EIS?
These acronyms stand for Environmental Impact Report (EIR) and Environmental Impact Statement (EIS). The EIR/EIS discusses the environmental impacts associated with a project. An EIR refers to an Environmental Impact Report prepared under the California Environmental Quality Act (CEQA). An EIS is an Environmental Impact Statement prepared under the National Environmental Policy Act (NEPA). Because HSR is such a large project, several EIR/EIS documents have been, and will be, prepared as a part of this “tiered” process to fully examine all issues related to this project.
The first phase was a statewide program level EIR/EIS that was certified in November 2005. This document contained a relatively high level review that examined the proposed statewide system.
In 2007, the CHSRA, in cooperation with the Federal Railroad Administration (FRA), prepared a program level EIR/EIS that specifically focused on the components of HSR in the the San Francisco Bay Area to Central Valley region. That program level EIR/EIS considers, describes, and summarizes the environmental impacts (at a higher level of analysis) of the proposed HSR system within the broad corridor between and including the Altamont Pass and Pacheco Pass.
An additional project level EIR/EIS document will be prepared for the same area that will consider site specific environmental impacts at a very detailed level.
To view the complete Bay Area to Central Valley program level EIR/EIS visit:
http://www.cahighspeedrail.ca.gov/library.asp?p=8052
Q: What is difference between project level and program level processes?
The program level environmental process is a broad review process aimed at addressing the cumulative impacts of the HSR system statewide. It's based on general alignment choices and assumptions, and does not look at detailed location-specific impacts.
In contrast, the project level environmental process examines site-specific impacts of the preferred alignments, station locations, and HSR operations between San Francisco and San Jose, and will identify specific measures to mitigate any environmental impacts identified. The project level process will lead to decisions establishing the specific track alignment for each section. The draft project level EIR/EIS is currently anticipated for release in March 2011.
Q: What's the timeline for the upcoming program level and project level environmental reviews?
Q: When is input on environmental review welcome and how can I provide feedback?
The CHRSA is currently working on a project level EIR/EIS which is expected to be released in March 2011. At that time the public will have an opportunity to comment. City staff will provide information on how and when to submit comments on the City website once the draft EIR/EIS has been released. The public may submit written comments to the CHSRA or attend CHSRA meetings to provide public comment. The City also plans to conduct a detailed review of the document and provide comments to the CHSRA itself. the City will also conduct its own public meetings where its analysis will be presented.
Q: Will information be available that compares imapcts such as noise and vibration of each alignment and design alternative?
Yes, the project level EIR/EIS will analyze these impacts for the proposed project and other reasonable alternatives to the proposed project.
Q: When is construction scheduled to start?
The CHSRA has stated that construction could begin as early as 2012 and has decided that the first HSR segment will be built in the Central Valley.
Train Horn Noise
Q: How have other HSR systems mitigated noise?
Design features such as sound walls, trenches, tunnels and grade separations have been utilized in other areas to mitigate train noise. In addition, electrification of services provides a reduction in noise. More detailed information will be available in the draft EIR/EIS when it is released in March 2011. Also, click here to read a HSR Sound Fact Sheet produced by the CHSRA.
Q: Will grade separations solve the problem of train horn noise?
The introduction of HSR and associated grade-separated rail crossings are anticipated to alleviate some impact of train horn noise, but will not eliminate it completely. When approaching and departing stations and street crossings, train operators are currently required to sound the horn as they approach, travel through, and depart. To the extent grade-separated crossings are constructed for HSR, horn noise could be reduced since the grade separation would likely reduce or eliminate the need to sound the horn at street crossings. Horns at stations would likely still be required. We expect the issue of horn and other train-related noise will be fully examined in the project level EIR/EIS.
Other HSR Systems
Q: How much HSR data is available worldwide already?
Q: What have the long term impacts of HSR been elsewhere?
Q: What lessons can we learn from other HSR systems?
Q: Has the CHSRA studied the TGV in Europe?
Q: Where else in the world do trains like this travel through cities?
There are HSR systems throughout Europe and Asia and they all travel through cities. Connections to metropolitan areas are necessary since they represent a significant market for high speed rail service and generate a substantial share of the expected ridership.
For more information on other HSR systems visit: http://www.cahighspeedrail.ca.gov/news.asp?type=faqs&cat=8170
