Californians for Electric Rail

@calelectricrail.org

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Bringing together transit riders, environmentalists, and union members for fast, clean, safe catenary electric regional, intercity, and freight rail in California. #CatenaryNow #ElectrifyMetrolink

THE MYTH OF 3RD PARTY 'TRANSIT' PERMITTING Transit agencies: I consent Voters: I consent PG&E, SoCal Gas, Smallville (population 5k) Dept of Roads: I don't ISN'T THERE SOMEBODY YOU FORGOT TO ASK? Image shows the meme with a happy couple about to get intimate with Jesus objecting
381 San Bernardino San Bernardino County Transportation Authority (SBCTA) SBD239701 4122001 PASSENGER RAIL EXISTING: DOUBLE TRACKING OF METROLINK SAN BERNARDINO LINE BETWEEN CP LILAC AND CP RANCHO IN SAN BERNARDINO COUNTY ---------------- REVISED: COMPLETE THE FINAL DESIGN AND CONSTRUCTION OF A 0.7-MILE SEGMENT OF DOUBLE TRACK ON METROLINK SAN BERNARDINO LINE (SAN GABRIEL SUBDIVISION) FROM CP LILAC TO JUST WEST OF SYCAMORE AVENUE, NEAR CITY OF RIALTO IN SAN BERNARDINO COUNTY. Completion year: EXISTING: 2025 REVISED: 2029 Cost: EXISTING: $64,971 REVISED: $77,637
111 Riverside RCTC PASSENGER RAIL EXISTING: 3RD MAIN TRACK FROM RIVERSIDE TO PRADO/COUNTY LINE: ADD A THIRD MAIN TRACK AND SHORT SIDING SEGMENTS OF A FOURTH TRACK FROM WEST RIVERSIDE (CONTROL POINT ONTARIO) MILE POST (MP) 10.6 TO PRADO DAM MP 29.4 ON BNSF RAILWAY'S (BNSF) SAN BERNARDINO SUBDIVISION THROUGH THE CITIES OF RIVERSIDE AND CORONA, CALIFORNIA. THE SIDING SEGMENTS WOULD BE LOCATED MAINLY AT THE THREE METROLINK STATION SITES WITHIN THE PROJECT LIMITS; LA SIERRA (MP 18.50), CORONA NORTH MAIN (MP 24.10), AND CORONA WEST (MP 27.20). INCLUDES BUT NOT BE LIMITED TO, MAIN AND SECONDARY TRACKWORK, COMMUNICATION/SIGNAL/POSITIVE TRAIN CONTROL SYSTEMS, AT- GRADE CROSSINGS, PEDESTRIAN CROSSINGS, BRIDGES, CULVERTS, CRASH WALLS/PIER PROTECTION, UTILITY RELOCATIONS, RETAINING WALLS, DRAINAGE CHANNELS, AND STATION RECONFIGURATIONS REVISED: 3RD/4TH MAIN TRACK FROM RIVERSIDE TO PRADO/COUNTY LINE: ADD A THIRD MAIN TRACK AND SHORT SIDING SEGMENTS OF A FOURTH TRACK FROM WEST RIVERSIDE (CONTROL POINT ONTARIO) MILE POST (MP) 10.6 TO PRADO DAM MP 29.4 ON BNSF RAILWAY'S (BNSF) SAN BERNARDINO SUBDIVISION THROUGH THE CITIES OF RIVERSIDE AND CORONA, CALIFORNIA. THE SIDING SEGMENTS WOULD BE LOCATED MAINLY AT THE THREE METROLINK STATION SITES WITHIN THE PROJECT LIMITS; LA SIERRA (MP 18.50), CORONA NORTH MAIN (MP 24.10), AND CORONA WEST (MP 27.20). INCLUDES BUT NOT BE LIMITED TO, MAIN AND SECONDARY TRACKWORK, COMMUNICATION/SIGNAL/POSITIVE TRAIN CONTROL SYSTEMS, AT- GRADE CROSSINGS, PEDESTRIAN CROSSINGS, BRIDGES, CULVERTS, CRASH WALLS/PIER PROTECTION, UTILITY RELOCATIONS, RETAINING WALLS, DRAINAGE CHANNELS, AND STATION RECONFIGURATIONS EXISTING: 2030 REVISED: 2039 $250,916 NONE SCOPE AND SCHEDULE UPDATE 112 (RCTC) PASSENGER RAIL COMMUTER RAIL CORRIDOR EXTENSION FROM PERRIS TO SAN JACINTO EXISTING: 2045 REVISED: 2050 EXISTING: $350,000 REVISED: $1,000,000 COST INCREASE, SCHEDULE AND COST UPDATE 113 Riverside LAKE ELSINORE STATE HIGHWAY EXISTING: WIDEN FROM 2 TO 4 LANES CHANGE FROM 6 LANES…
Project #: 144 Lead Agency: Los Angeles LOS ANGELES COUNTY MTA (METRO) LA0G1169 7120010 System: PASSENGER RAIL Description: BRIGHTON TO ROXFORD DOUBLE TRACK ADDS 11 MILES OF 2ND TRACK BETWEEN BURBANK AND SYLMAR ON METROLINK'S ANTELOPE VALLEY LINE (AVL). PROJECT ELIMINATES CURRENT BOTTLENECK & IMPROVES ON-TIME PERFORMANCE & OPERATIONAL RELIABILITY ON THE AVL. PROJECT IS DESIGNED TO BE COMPATIBLE WITH THE POTENTIAL FUTURE HIGH SPEED RAIL ALIGNMENT. PROJECT WILL BE CONSTRUCTED IN 4 SEGMENTS. SEG. 1, BRIGHTON TO MCKINLEY ST, IS FUNDED THROUGH CONSTRUCTION. SEGMENTS 2, 3, AND 4 ARE NOT FUNDED FOR DESIGN OR CONSTRUCTION. Time to completion: EXISTING: 2031 REVISED: 2037 Project cost: $238,000 Project #145 Lead agency: Los Angeles LOS ANGELES COUNTY MTA (METRO) LA0G1047 1TL204 System: PASSENGER RAIL Project Description: GRADE SEPARATION AT THE INTERSECTION OF ROSECRANS/MARQUARDT IN THE CITY OF SANTA FE SPRINGS. Time to completion: EXISTING: 2025 REVISED: 2024 $156,437 NONE COMPLETED Project Number: 146 Los Angeles Lead Agency: SOUTHERN CALIF REGIONAL RAIL AUTHORITY LA25NOM137 LA25NOM137 System: PASSENGER RAIL Project Description: BALBOA DESIGNS A SECOND TRACK TO FORM A DOUBLE TRACK SECTION FROM CONTROL POINT BALBOA TO SIERRA HWY ROUGHLY 6336 FT WITH NO IMPACT TO TUNNEL 25. CANYON DESIGNS A SECOND TRACK FROM CONTROL POINT CANYON TO GOLDEN OAK ROAD ROUGHLY 8448 FT AND ADDS A SECOND PLATFORM AT SANTA CLARITA STATION. BRIGHTON TO MCGINLEY DESIGNS A SECOND TRACK TO FORM A DOUBLE TRACK FROM CONTROL POINT BRIGHTON TO MCGINLEY ROUGHLY 15312 FT AND ADDS A SECOND PLATFORM AT BURBANK AIRPORT NORTH AND SUN VALLEY STATIONS. completion date: 2039 Cost: $20,541 NEW COST NEW PROJECT
Table showing transit project list as part of the long range transportation plan Metrolink has October 2024 service: 58 weekly trains and Placentia Metrolink station, that's it.
A Becerra campaign spokesperson told Newsweek: "Nearly 80 miles of guideway are complete. The bridges, viaducts, and overpasses are built. The infrastructure is in the ground, and the track is coming. Secretary Becerra is now focused on making sure nothing slows what comes next—cutting through every bottleneck, every broken approval chain, every delay that has held this project back."
Example of Crew Efficiency Gains Under peak-only service, a large share of the crew job is hotel rest and non-revenue trips hauling trains to yards Under all-day service, most of the crew time is revenue trips.
trans flag made of Caltrain, Metrolink, and Coaster trains
Metrolink Subsidy and On-Time Performance Metrolink Subsidy declines in 3% 2024 following introduction of all-day schedules.
Metrolink Subsidy and on-time performance. Subsidy was ~58% pre-pandemic, hit 83% in 2020, and is now down to 78%, steadily decreasing since 2024
Description: Reconstruction Santa Ana Hydrogen Fueling Station Grant funded: not checked. Phase: construction Total: $19,000,000 This budget line item request is for reconstruction of the new hydrogen fueling station at Santa Ana bus base (design/build), including all required facility modifications to accommodate operations and maintenance of hydrogen buses. The reconstructed hydrogen station is intended to support 50 hydrogen powered buses.
Total operating expenses for OC Metrolink Service by Funding Source (Millions) In FY 19 Metrolink required 29.4M in subsidy, which OCTA provided 100% of. In FY 23 Metrolink required 46M in subsidy, of which OCTA provided only 8.9M. The difference was made up in one-time state or federal funds. Every year subsequently required more subsidy than FY23 - in FY 26 Metrolink required 51.9 M in subsidy, of which OCTA provided 24.9M. IN FY 27 Metrolink requires 54.5M in subsidy, but OCTA proposes to fund only 46M - less than Metrolink has needed for the last three years. Farebox revenue has grown every year since 2021 but is still below FY19
Section 12 amendments The authority may amend the Ordinance, including the Plan, to provide for the use of additional federal, state, and local funds, to account for unexpected revenue, or to take into consideration unforseen circumstances. The Authority shall notify the board of supervisors and the city council of each city in the county and provide them with a copy of the proposed amendments, and shall hold a public hearing on proposed amendments prior to adoption, which shall require approval by a vote of not less than two thirds of the authority board of directors. Amendments shall become effective forty five days after adoption...
long line of people standing in line to comment at OCTA board
Group of people of varying ages and races pose for a photo. They are wearing shirts that say "From LA to Barstow, Freight Pollution Has Got to GO" and a sign that says "Electrify BIG"
Table 3 CHSRA Superpowers relative to the life-cycle of its mandate Procurement - broad authorities Human resources/hiring - extra political appointees Funding/revenue - continuous appropriation Environmental and permitting - none Third-party agreements (utilities, cities, etc) none Eminent Domain - None (less than Caltrans) Railroad Agreements - none Constructions - none regulatory - none Joint development - broad authorities fare setting - broad authorities
CA high-speed rail authority Legislative update Legislative concept: Stable and Secured Funding $1B appropriated annually through 2045 CEQA Exemptions for Renewable Power Unknown Streamlined permitting Unknown Provision of dedicated court resources Unknown Updates Senate Bill 198 in progress Third party streamlining Unknown Station Area Land Use and Value Capture Unknown Encroachment Permitting In progress
Five people hold Save Metrolink signs with QR codes in front of a sign that says Amtrak, Metro, Metrolink
Save Metrolink Mega-Canvass. Hear what's going on and talk to riders about the cuts 10:45 AM Saturday May 23rd LA Union Station (meet inside near Alameda St.)
Highway multimodal development $886 M Regional rail $415M General Planning and Development $255 Congestion planning and programming
Bus Service +2.3% Rail service +3.8% Metro Micro +6.1%
‘Rightsizing’ option Transportation authorities, however, are divided on the best response to Metrolink’s budget challenges. OCTA questions whether it’s necessary to return to full service, but that sentiment is not universal — Kettle said Riverside, San Bernardino and Ventura counties are asking for increased service. OCTA’s Johnson believes Metrolink service needs to be “rightsized.” “Is the product that you’re selling what people want?” Johnson asks. Running 164 trains a day is “probably a bit too many,” he said.
Aesthetics visual changes, lighting, and glare from large scale developments cannot be screened or mitigated over time BIG presenting motivations including shielding and directional lighting, temporary privacy fencing, use of minimum lighting levels approved by OSHA
BNSF Commitments for BIG Voluntary replacement of existing switchers at 99% cleaner Tier 4 switchers MDAQMD MOU for the testing of Tier 4 Hybrid Linehaul locomotives CARB MOU to explore the feasibility of additional emissions reductions measures These commitments will be implemented by the Development Agreement, MMTP, Conditions, MOus, and a mdaqmd cooperative agreement
Barstow Community College of Performing Arts Group of people holding a sign saying "LA to Barstow Freight Pollution has to go"
Map showing proposed electrification of ports to Barstow. The 20 mi Alameda corridor segment is built for electrification and publicly owned. LA-Fullerton is owned by BNSF but has an agreement with CAHSR to electrify. Fullerton to San Bernardino is shared with Metrolink and is in the State Rail Plan for electrification, but has no immediate plans. San Bernardino-BIG includes the Cajon pass. An additional short segment beyond the BIG allows for use by Union Pacific and swapping to diesel locomotives away from population centers.
Diesel locomotive spews black exhaust into the sky while going up a hill near some mountains, taken at the Cajon pass. Photo credit Brian Yanity
Other priorities from member agencies include:  Maintaining the targeted budget reductions from OCTA and LA Metro, while preserving lines operated by the other member agencies - Preserving the Antelope Valley Line, and identifying the costs to do so - Maximizing service on IEOC and the Perris Valley/91 Line, and preserving peak service - Retaining service beyond Laguna Niguel on IEOC - Preserving service from East Ventura on the Ventura County Line, and addressing the midday gap
San Bernardino Line Weekday: Current: 44 1st cut 26 2nd cut 22 Weekend current 16 1st cut 12 2nd cut 12 Inland Empire Orange County Line Current: 18 1st cut 14 2nd cut 8 Current: 4 1st cut 4 2nd cut 6 Riverside Line Weekday current 10 1st cut 8 2nd cut 8, weekend 0 Arrow weekday current 46 1st cut 46 2nd cut 42 weekend current 32 first cut 32 2nd cut 26
12 people of a mix of ages, races, and genders stand in front of the OCTA logo
graph from OCTA fact sheet in OP Operating expenses for OC Metrolink service by funding source. Rising costs and lower ridership have increased the need for subsidies, which were temporarily supported by one-time COVID funding relief funding. Graph shows big drop in fare revenue in FY 21, big increase in FU 22, and steady increases ever since. Total subsidy goes down slightly between FY 24 and FY 25 following optimized fare schedules. OCTA's subsidy has been lower than FY 2019 every year since except for 2027, which is double due to the termination of covid relief funding
23% increase in service, 2% increase in ridership, from OCTA
OCTA has been a strong and consistent partner in supporting Metrolink service for more than 30 years. Since the system’s founding, OCTA has invested heavily in maintaining and improving regional rail service that connects Orange County to jobs, education, and destinations across Southern California. A Longstanding Investment in Regional Rail $790+ million invested in Metrolink service and improvements since 1991 through OCTA’s Measure M $300+ million in one-time state and federal funding committed since 2021 to sustain service through the COVID-19 pandemic Ongoing commitment to fund Metrolink service through 2041, as promised to voters through OCTA’s Measure M RIDERSHIP AND COST CHALLENGES Metrolink service in Orange County was restored to pre-pandemic levels in 2024, but ridership did not return, reflecting long-term shifts in commuting and travel behavior. Ridership remains at approximately 60% of pre-pandemic levels, and Metrolink’s forecasts show ridership is not expected to fully recover. This gap between service and demand has placed increasing pressure on Metrolink operations. OCTA is one of five member agencies that plans, funds, and administers Metrolink service, an essential link in Southern California's transportation network. Our role is to: Provide funding through local sales tax and other sources Work collaboratively with regional partners Ensure taxpayer dollars are used responsibly and effectively Demand Has Not Kept Pace With Service With the launch of Metrolink’s optimized schedule in October 2024, service levels increased by more than 23%, but ridership grew by only 2% in the first year. Metrolink implemented service reductions in March 2026 due to equipment availability challenges and broader financial pressures, and these changes are now expected to remain in place. This reflects broader operational and financial challenges and the need to align service levels with current demand. +23% +2% increase increase in service in ridership October 2…
Seeking answers as to why such a project can take so long, transportation experts say it comes down to money. "At the highest level, money is a big piece of it" said Sebastian Petty, a senior transpiration policy advisor at SPUR, a nonprofit transit advocacy organization. Valley Link is a "comparatively less expensive project" than others, such as BART's expansion into San Jose, Petty said, but they all compete for the same buckets of federal money. "What happens on these larger projects then is that there's no single entity that has all of the funding to do that. It has to be cobbled together from local sources, from state sources, and also from the major federal investment program," Petty said. "All of those processes take time, securing that money takes time". Even before money can come from the federal level, several sources of local and state funding must be secured to prove a project will be financially viable - and "competition for funding is tight," Petty said. " In a broad sense, there is greater demand for funding than there is capacity", Petty said, making things slow down and stall out.
Recommended Growth Scenario Graph over time shows in 2038 Train miles +93% Support 21-31% Compared to baseline: Train miles increase by 9%% Operating support increases 21-31% with high/low ridership forecasts Source: Metrolink
US Commuter Rail Ridership: YoY Change small and medium agencies. Total ridership for first half 2025 compared to 1st half 2024. Caltrain +50%, Denver RTD Commuter Rail -6.8% LA Metrolink +33%, TriRail -1% FrontRunner+1% VRE +46% South Shore Line +20% Seattle Sounder -14.7% SunRail +12% Dallas TRE +4% SMaRT +37% Altamont Corridor Express +22% Fort Worth TexRail +12% NM Rail Runner Express +4% WeGo Star +28% Metro Transit NorthStar -7% Metrolink has the second highest increase in absolute numbers behind Caltrain Chart: Naqiy Mcmullen
1st Half 2025 Commuter Rail Ridership Recovery. Total unlinked passenger trips for first half of 2025 as a percent of first half of 2029. TriRail, SMART, and Fort Worth TexRail are above 100%, all 20 others are below 100%
Chart showing Metrolink ridership from July-Feb. total monthly ridership for 2025 is higher than 2026, but farebox ridership is higher. actual 2026 ridership is about 150k lower than projected.
Graph: x axis is time from 2027-2030, y axis is millions of tons of Co2. The 2026 proposal without the MDI shows emissions declining from 226-159 tons of CO2 over the time period. With 25% usage of the MDI this increases slightly but $1B in auction revenue is lost, in the 100% usage scenario emissions decline from 241-200 M tons of CO2 and $4 billion is lost in auction revenue
California is the last great hope for stability and progress for climate and energy security. But threats, both foreign and domestic,are destabilizing markets and burdening working families with ever more costly energy bills and climate disasters. We urge the California Air Resources Board to amend their Cap-and-Invest proposal to push back on pressure from an oil industry that is making hundreds of billions in wartime profits. The recently proposed amendments put bothour 2030 targets and the stability of the Greenhouse Gas Reduction Fund at risk.They also depart from the spirit of our landmark agreement from last year by seeking to achieve affordability goals without accountability. CARB’s proposal, rather than adhere to the will of the Legislature and clear statutory direction, adds up to 118 million metric tons of allowances back into the market, providing at least $3.5 billion in subsidies that will only prolong our reliance on fossil fuels and their disproportionate impacts on public health in environmental justice communities. This contradicts CARB’s Initial Statement of Reasons about what was required for California to reach our 2030 emissions target. It also effectively zeroes out future Greenhouse Gas Reduction Fund investments. In addition to diluting the market signal of the cap—increasing emissions and reducing demand for allowances- the proposed Manufacturing Decarbonization Incentive (MDI) under the newly created Build Up California Reserve lacks any enforceable mechanism to demonstrate real, permanent, quantifiable, and verifiable emissions reductions.The MDI resembles CARB’s existing offsets program, but without any of the accountability measures required by law. Speeding progress towards the 2030 emissions target will allow us to accelerate investments to provide lasting relief for the pain at the pump families are struggling to shoulder. Instead, this proposal entrusts
two women and two men sit on a stage in front of the YPE logo
Overhead catenary wires over train tracks against clear blue skies, with trees in the background.
Administrative burdens increase project cost and delay. • Misalignment with state grant programs that focus on expansion and state of good repair needs. • Support from members to allow equipment/vehicle replacement, facilities, infrastructure etc. be eligible for funding from competitive sources. • FTA TAM requirements have been effective in opening up door for management and lining up funding. FRA has no such program. Need to move beyond only service expansion to “keep the lights on”. Want to be able to grow rail but also keep what we have already
Proyecto B.I.G. de BNSF Descubre como este proyecto te afectara a ti, a tus vecinos, a nuestros hogares y mucho mas. Lunes 13 abril 2026 5:30-8:0 PM, 6-8 pm (Zoom) registrese para obtener la dirrecion o el enlace de zoom. https;//bit.ly/BIGZOOM
BNSF BIG Project Learn how this project will impact you, your neighbors, our homes, and more Monday 13 April 2026 5:30-8 pm, 6:00-8:00 PM (Zoom) Register for address or Zoom link https://bit.ly/BIGZOOM
LOSSAN SB 1098 Working Group March 27, 2026 1:00 PM MEETING LOCATION: 550 South Main Street Main Conference Room Orange, CA 92863 Questions or inquiries about the meeting may be directed to the California State Transportation Agency (CalSTA) by contacting CalSTA at LOSSAN.SB1098@calsta.ca.gov, or by accessing the LOSSAN Working Group website located at https://calsta.ca.gov/subject-areas/lossan-working-group AGENDA 1) Welcome and Opening Remarks 2) Review Report Outline and Structure 3) Review Policy Area 1 (Strategies to increase rail service coordination and reduce disruptions or delays including, but not limited to, those caused by resiliency vulnerabilities, track closures, state of good repair, equipment, and staffing). 4) Review Policy Area 4 (Coordination of planning and project development through the federal Corridor Identification and Development Program) 5) Review Governing Board Approach for LOSSAN Agency, Metrolink and NCTD 6) Open Discussion 7) Next Steps
Alt text exceeds character limit. Read the whole thing in the link on the post. Excerpted below: [The LOSSAN rail corridor] is an opportunity for Southern California to have one of the best passenger rail networks in the country if adequate investments are made to run trains frequently and reliably all day. The Los Angeles to San Diego corridor has some of the strongest market potential for intercity rail in the United States. Reducing travel times between those cities could make trains the premiere travel option, reducing freeway traffic, and expanded service north of Los Angeles could improve connectivity with Santa Barbara and San Luis Obispo. To further realize this potential, existing commuter rail run by Metrolink and NCTD must become frequent “regional” rail and connect seamlessly to intercity services like the Surfliner, with trains coming at least every 15 minutes. Slow and polluting diesel locomotives should be replaced with electric trains powered by overhead catenary wires, a proven solution for achieving zero-emissions operation.
Map showing weekday traffic volumes (trips over 15 miles), compared pairwise between existing Metrolink stations. Highest volumes (greater than 20k) are Chatsworth-San Juan Capistrano, LA-LAX (flyway bus), Newhall-LA, and the San Bernardino Line. Moderate volumes between the various OC stops and Corona and on the Arrow, still lower level between Corona, Moreno Valley, and San Bernardino. VC line past Simi Valley, AVL past Vista Canyon, PV line past Moreno Valley, and IE/OC past San Clemente are minimal.
Moreover, sacrificing a few seconds of travel time to preserve homes, businesses, beaches and coastal lagoons is the correct prioritization for route selection.
A minor drawback to the NYL for some is a one-mile stretch of reduced speed in the 351-mile LOSSAN corridor as the train curves from the Fairgrounds to the Interstate 5 tunnel. SANDAG acknowledges that this brief loss of time can be made up elsewhere along the corridor.
Minimizes impacts to existing homes and businesses — the NYL is the only route that prevents the destruction of residences and businesses in Del Mar
5 Staff alternatives from 2025 DEIR- not including SAFER's proposal. 1. No Build (Not shown on map): 55 MPH, At Grade, Single Tracked, Bluff Upkeep, No $ Estimate 2. Reinforce Existing ROW: 55 MPH, Grade Separated, Double Tracked, Shorter Construction, $1.9B to $2.5B 3. Camino Del Mar Tunnel, 90 MPH, Tunneled, Double Tracked, 7 Year Construction, $3.3B to $4.4B 4. Crest Canyon Tunnel: 110 MPH, Tunneled, Double Tracked, 7 Year Construction, $3.7B to $5.0B 5. I-5 Knoll San Dieguito Tunnel: x2 30 MPH Curves, Tunneled and Elevated, Double Tracked, 7 Year Construction, $3.8B to $5.1B
Two of the proposed routes — the Camino Del Mar route and the Crest Canyon route — would require destructive tunnels under the city of Del Mar and pollution-spewing portals in coastal neighborhoods. Another, SANDAG’s southern yellow route, would run straight through the southern edge of the protected San Dieguito Lagoon.
Faced with these limited choices, which prioritize incremental speed increases over community interests, members of the public organized to find a better route that protects homes, businesses, and the coastal environment by largely circumventing them rather than running through or under them.
image of a switcher locomotive with 2.8 MWh power demands, 250 kW charging needs. Industrial operator Power 250 KW Energy <1MWh/day Class I Railyard Power: 3.2 MW Energy: 77 MWh/day, diagram shows 24 switcher locos with 2.9 MWh and 3 1.1 MW chargers. Cruise Ship Shore Power: 5.8 MW ENergy: 82 MWH/visit All switchers in California Power: 200 MW Energy: 600 MWh/day California In-State Generation (2022) Power: 82,776 MW Energy: 532,00 MWh/day
Capital Stack for LinkUS from CER's Against Patchwork funding whitepaper. As of June 2025 LinkUS had a $982m budget gap.
Bar chart showing time savings from AV Line electrification and level boarding. AV from Vista Canyon is 57 min after electrolink, AV from Lancaster is 93 min.
Bar chart. Under no EIFD Baseline, the general fund is 303.3 Billion Under the High Confidence Scenario, there is an EIFD Capture of 30% of the general fund, which is $16 Billion for HSR. The remaining 70% of the general fund is $36.8 Billion, a net increase in revenue of $6.5B. All dollar amounts in Net Present Value (3% discount)
Southern Regional alignment Map shows initial alignment for HSR following the AVL through Soledad Canyon until a tunnel bypassing Santa Clarita, then returning to shared right of way with Metrolink south of Santa Clarita to Los Angeles
> The Authority has received notice from two of our five Member Agencies that they have fiscal constraints that limit the funding they can provide for Metrolink Operations. OCTA provided written notice that their FY27 support obligation must be no less than 10% below their obligation for the current fiscal year, or about $5.2 million. LA Metro has provided verbal notice that they can provide support for FY27 no less than 3% below the current fiscal year, or about $4.3 million. This is a total reduction of $9.5 million. Combining the reduced revenue forecast, unavoidable operating cost escalations, and the fiscal limitations of our Member Agencies, the Authority faces a roughly $30 million shortfall for FY27, assuming service levels remain the same as they are today