Construction of California High-Speed Rail

The California High-Speed Rail system is being constructed by the California High-Speed Rail Authority (CHSRA). The project is expected to span about 800 miles (1,300 km) and will be completed in two phases:

• Phase 1 (totaling about 500 miles (800 km)) runs from the San Francisco Bay Area in northern California to 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.
• Phase 2 is a future extension of the system north to Sacramento, and south through the Inland Empire to San Diego.

Due to the project being only partially funded, the Authority is completing the environmental clearance of Phase 1 and focusing construction activity on the Early Operating Segment (EOS)^[a] in the Central Valley. The EOS is intended to be a self-contained and financially self-sustaining high-speed rail system, improving on and replacing the existing Amtrak San Joaquins service between Merced and Bakersfield.^[1]: 15 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.

To deliver operational segments of high-speed rail, the Authority must seek environmental clearance, followed by design and civil construction, then track and systems installation, and static and dynamic testing.

• 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.^[2][3]
• On January 6, 2015, the City of Fresno hosted a groundbreaking ceremony to mark the commencement of sustained construction activities.^[4]
• On January 6, 2025, groundbreaking for the railhead was held outside of Bakersfield, in a ceremony marking the substantive completion of CP 4 and the beginning of laying track.^[5]

The 2008 Business Plan projected that construction for the entire project would be completed by 2030.^[6]

The 2012 Business Plan projected HSR service between Los Angeles and San Francisco would not be available until 2029.^[7]

The 2016 Business Plan projected:

• By 2018: The Initial Construction Segment (ICS) would be completed – 130 miles (210 km) – Merced to Bakersfield.
• By 2022: Initial Operating Section (IOS) would be completed – 300 miles (480 km) – Merced to Burbank^[8]
• By 2027: Bay to Basin would be completed – 410 miles (660 km) – San Jose & Merced to Burbank
• By 2029: Phase 1 Blended would be completed – 520 miles (840 km) – 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.^[9]

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.^[10]

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.^[11]

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).^[12]

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).^[13]

In September 2012, the Obama administration gave California's high-speed rail project the green light to streamline the permitting process for the 114-mile (183 km) 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.^[14]

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.^[15] However, this supposition is still being tested in the California courts in a similar case, Friends of Eel River v. North Coast Railroad Authority.^[16]

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.^[17]

As of October 2024, active construction in the Central Valley has been ongoing on 119 miles (192 km) of high-speed right-of-way with a design speed of 220 miles per hour (350 km/h). These 119 miles are constructed by three different consortia, split into so-called "construction packages (CPs)": CP 1, CP 2-3, and CP 4. The full "initial operating segment (IOS)" in the Central Valley will stretch 171 miles (275 km), with its remaining segments under advanced design and construction contracts yet to be awarded.

CP 1. 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 miles (47 km) long. The contract is valued at approximately $985 million, plus an additional $53 million in provisional sums.^[18] Construction was originally expected to begin in 2013, but was delayed by the slow pace of property acquisition.^[19]

CP 2-3. 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-mile (105 km) stretch from the south end of Fresno to near the Tulare-Kern county line and was deemed the "apparent best value" bidder by the Authority.^[20] 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.^[12] This plan however was deemed impossible due to soil and hydrological conditions on site and the plan was reverted to its original designs.

CP 4. Five construction teams competed for this 22-mile (35.4 km) segment.^[21] This section was estimated to cost $400–500 million.^[22] 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).^[23] 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.^[24] 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 miles (13 km) to a length of 22 miles (35 km) 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.^[25] 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.

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.^[26] 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.^[27]

The design contract for the Central Valley stations was awarded on October 20, 2022.^[28]

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.

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^[29] 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."^[30]

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.^[31]
• 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.^[32]

Other connectivity projects partly funded by the Authority are:^[30]

• 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

As of June 2025, construction is primarily taking place on the Central Valley Segment (CVS), a section of the Early Operating Segment from Madera to Poplar Avenue totalling 92 structures and 119 miles (192 km) of guideway. As of April 2025, 52 of its structures are complete, 32 are underway, and 8 are not yet started; 69 miles of guideway are complete, 27 are underway, and 23 are not yet started. Out of 2,294 needed parcels, 2,274 have been delivered, and 20 are outstanding.^[33]

The CVS has been divided into three construction packages: CP 1 (Madera to Fresno), CP 2-3 (Fresno to Tulare/Kern), and CP 4 (Tulare/Kern to Poplar Ave).^[34][35]

Construction Package 1 (CP 1) comprises 32 miles (51 km) between Avenue 19, north of Madera, and East American Avenue, south of Fresno. It includes 12 grade separations (GS), two viaducts, one tunnel, the San Joaquin River Viaduct, and the realignment of State Route 99. The contractor is the joint venture of Tutor Perini/Zachry/Parsons (TPZP), with whom the design–build contract was signed August 16, 2013.^[36] A Notice to Proceed was given on October 15, 2013, and groundbreaking was on January 6, 2015, in Fresno.

As of April 2025, out of 33 structures, 18 were complete, 11 were under construction, and 4 had not yet begun construction; out of 32 miles of guideway, 11 were complete, 10 were under construction, and 11 had not yet begun construction.^[33] Two additional structures were completed in May 2025, making 20 complete structures.

Substantial completion is expected by the end of 2026.^{[35]: 8–9}

Construction Package 2-3 (CP 2-3) comprises 65 miles (105 km) from East American Avenue, south of Fresno, to 1 mile (1.6 km) 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/Flatiron (DF), with whom the design–build contract was signed June 10, 2015.^[68] A Notice to Proceed was given on July 25, 2015, and groundbreaking took place in August 2018.

As of April 2025, out of 48 structures, 23 were complete, 21 were under construction, and 4 had not yet begun construction; out of 65 miles of guideway, 37 were complete, 16 were under construction, and 12 had not yet begun construction.^[33]

Substantial completion is expected by the end of 2026.^{[35]: 13–14}

Construction Package 4 (CP 4) comprises 22 miles (35 km) from 1 mile (1.6 km) north of the Tulare/Kern border to Poplar Avenue, northwest of Shafter. It includes at-grade embankments, retained-fill overcrossings, 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 (CRB), a joint venture of Ferrovial and Griffith Company, with whom the design–build contract was signed February 29, 2016.^[114] A Notice to Proceed was given on April 15, 2016.

Substantial completion was achieved in 2024. As of April 2025, all 11 structures were complete; out of 21.2 miles of guideway, 21.1 were complete, and the remaining 0.1 was under construction.^[33] The only remaining component is a single canal relocation.

Groundbreaking for the railhead was held outside of Bakersfield on January 6, 2025, marking the beginning of laying track.^[5]

The Merced to Madera and Poplar Ave to Bakersfield segments (Merced and Bakersfield extensions, respectively) are under design, with completion of mapping and commencement of parcel acquisition targeted by the end of 2025. Design for both extensions is funded, and construction for the Bakersfield extension is funded from Poplar Ave to approximately Bakersfield Airport.^[1]: 17

"Bookend" investments in Northern and Southern California are underway to improve existing rail lines and prepare for the arrival of high-speed rail service. In the Bay Area, the Authority provided partial funding for the Caltrain Modernization Program, electrifying and adding positive train control to Caltrain commuter rail service; revenue service on electric trainsets began in 2024. In Los Angeles, the Authority is contributing funds for the Link Union Station (LinkUS) project, expanding capacity at Los Angeles Union Station.^[1]: 23

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.^[126] 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: ^[127]

"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."

• California High-Speed Rail Authority
• California High-Speed Rail Authority's construction pages