Vartabedian's coverage again repeats the lie that the original project didn't specify that electrification was required (it was in the original ballot measure). He also selectively quotes rail advocate Paul Dyson about the issue:
Paul Dyson, a longtime passenger rail advocate from Burbank, said installing wires for a partial system in the Central Valley would create an ongoing expense for the state. Crews would have to be trained, maintenance facilities constructed and trainset purchased, all for a lightly used system. “It is going to be fiendishly expensive,” he said.
The real problem is that Vartabedian used the quote out of context. Dyson's advocacy group is the Rail Passenger Association of California and Nevada and they unequivocally support high-speed rail electrification in the Central Valley. And yes, Dyson was making the point that electrification is expensive, but "...full electrification is the only way to go for high-speed rail," he told Streetsblog via phone on Friday. As to the idea of forgoing electrification in the Central Valley and using batteries or hydrogen instead--"It's just Rendon and the gang, using this as an argument to hang their case on, but it's all about power and money," he added.
A battery powered train in Japan. These trains are relatively slow, heavy, and have limited range. Photo: Wikimedia CommonsA battery powered train in Japan. These trains are relatively slow, heavy, and have limited range. They are not intended for high speed, heavy duty service. Photo: Wikimedia Commons
Streetsblog hammered them on that last point. And thus they changed gears from supporting diesel in the Central Valley to supporting clean, battery-powered high-speed trains that they pulled out of a magic hat. Dyson, for the record, said he personally prefers the diesel option, which would make it possible to run trains directly from the Bay Area to Merced and then on to Bakersfield at 125 mph--still quite shy of the HSR mandate of 200 mph. But yes, it would be cheaper.
The takeaway is this: Vartabedian is repeating and amplifying Rendon's lies about imaginary, zero-emissions battery or hydrogen-powered trains that could fulfill the mandate of the high-speed rail project. But the reality is there's no such train and no such technology anywhere on the horizon.
That's not a political perspective. It's a fact.
On the other hand, electrified high-speed rail, with wire strung overhead, is how it's done all over the world. And with good reason: it's still by far the most efficient, most effective, and most environmentally friendly way to power a train. It always will be, because it means the train isn't burdened with carrying the enormous weight of fuel or batteries on board.
Overhead rail electrification in Connecticut. Photo: Wikimedia CommonsOverhead rail electrification in Connecticut. Rendon, Friedman and others have specifically attempted to block electrification of California's rail modernization. Photo: Wikimedia Commons
The founders of the Bay Area's advocacy group dedicated to fare integration and rational schedules talk about a half-decade of fighting for better transit and what's likely to happen in the next five years.
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