One of the real problems here can be stated simply - Quentin Kopp!

The man is a "term limited out" politician (State Assembly), who actually knows not one shred more about railroad technology than the stupidest politician alive. But he thinks he's an expert! Unfortunately, like most incumbent politicians, he is able to put one over on most people most of the time. He has them all buffaloed!

It was mostly his influence that caused BART's 11 mile Airport Extension to balloon from a 375mil project to 1.5 billion. When congress balked at that ridiculous cost, he then orchestrated a deal with the airline lobby to get their help; literally cornering BART into selling out to them. Thus there are now large surcharges on BART tickets to the airport. BART must pay the proceeds to the airport for every passenger that enters therein. This is of course, quite backwards; as the airport is the primary beneficiary of this BART service. But to get the help of the airline lobby - you must dance to their tune!

But perhaps the worst part of it was that a thoroughly researched and well crafted plan to create a truly unified inter-modal terminal between CalTrain, BART, Samtrans, future HSR, and the Airport, was scuttled due to one of his temper tantrums. He objected to the airport expanding its high rise parking facilities and people mover across the freeway to the existing CalTrain tracks about 250 feet or so away; demanding instead that BART must directly enter the airline terminal area, while buiding a separate spur all the way to Milbrea. The new airport parking structure expansion, tramway, and inter-modal station was to be in that space between the freeway and the tracks.

The problem for Mr Kopp's demand, was that due to a number of serious technical issues, building a BART station up close, inside or underneath existing terminals, would have required dismantling and reconstruction of almost the Whole airport. Since this was flatly impractical and would have been terribly disruptive, and to avoid another billion and a half dollars in cost, they added the airport station to the new International terminal; for an additional 300-400 million. This silly plan satisfied the myopic Mr Kopp.

Unfortunately, the international terminal is way out of the way of 90% of airport users. Those 90% still have to transfer from BART to the Airport Tram; while those from CalTrain now must now transfer to BART at Milbrea and again to the Tram. Each such transfer to BART could add up to 20 minutes travel time. BART is not a well suited choice for what is a essentially a "Terminal Operation". For BART to have to provide this shuttle service from CalTrain, creates an operation and maintenance nightmare that resembles an Octopus Screwing a Bagpipe! The airport tram would have served the purpose much better. All that money, for no real benefit whatsoever.

What would have been? Just one transfer to the airport tram for all - while only adding about two minutes to the tram ride; several thousand long term parking stalls relatively close; avoidance of operational headaches; and a savings of over a half a billion dollars.

But "His Nibbs", like most politicians, was not smart enough to even suspect that there might be down sides to any preconceived notion. Those hired experts who had already considered long and hard, all the pros and cons, were shouted down. Some jobs were even threatened.

Now, if this is the way he is running the High Speed Rail Authority, is it any wonder why their decisions make reason stare; why they may have no hired experts capable of considering long and hard, all the pros and cons; why obvious opportunities for quick benefit, such as immediate extension of the San Jouquins directly over the grapevine at 110 mph; then upgrading existing r.o.w. in the Los Angeles Basin and San Jouquin Valley (to Martinez and Sacto) to 110mph multi-track railroads; and finally, the upgrading of the Capital Corridor. Of course, all new trackage (Bakersfield to Burbank) would be constructed with true HSR in mind.

Soon, we would have service such as has never before been seen west of the Allegheny Mountains, for a small fraction of the proposed 40 - 60 billion for true HSR. These would create a major rail renaissance in California, and would demonstrate the real potential of true HSR. Not until that happens will true HSR attract any private capital - if even it ever will.

Only after all this is accomplished, should we proceed with true HSR, wherein a TGV like service is run over the new grapevine line and over a newer HSR extension from Bakerfield up the west side of the valley and through the coast range to San Jose. Like the TGV, it would operate over existing (but upgraded to 110mph) infrastructure in urban areas.

This of course means, that CalTrain would get a 3rd or even a 4th track on the existing gradient, with most grade crossings either separated or closed (a high percentage already are). That is the least expensive, most practical, and therefore most likely to succeed approach.

As for trenches in Palo Alto, or anywhere else either - what do you want to do, discourage passengers from riding. At those speeds, the walls would have to be well over 100 feet away to avoid the blurred view of them from dizzying up the passengers Even at much lower speeds, BART passengers have long complained about that where walls are close. If you want this to succeed, then passenger comfort is paramount ----- NYMBYs be damned! ---- If you want to live in urban areas, you must accept urban realities!

OPB