Plan B is being implemented. Project readiness of Coalinga-Oildale still has serious problems, and there is some consternation about this "starter" component, in the State Senate.

This interpretation of the "extension" to Palmadale as part of this "first segment" to allow a cnnection with Metrolink access to LAUPT, and a potential DX link, is an interting item. It is a bit more usable to implement some kind of usable intercity HSR service at a much earlier date than the previous fantasy.

This segment still has a lot of work that needs to be done, though. It's not exactly "shovel ready" either, and much of the work thus far was based on the previous "fantasy" performance criteria, and probably needs major value engineering.

And, yes, "mouse" it is longer to go via Palmdale, and this route will not have as much penetration of the supposed LAX-SFO market that sustained the previous fantasy. Or just maybe, some folks are coming to the realization that we are building a system that needs connect many more small city pairs, at much faster speed/shorter travel time, in a way that we might be able to afford, and that actually relieves real congestion we have today?

The "cost is no object" LAX-SFO fantasy is where we may want to be someday with a Very High Speed/Super High Speed Rail system option. Possibly with a truly privately financed straight up the 5 route. But, we need to get there first by serving very real needs with an affordable and useful High Speed Rail component, fully integrated with our successful California intercity and regional rail systems.

This is getting interesting, because there are finally some real discussions of a more realistic project phasing at a still high, but much improved cost, with more pragmatic and achievable set of benefits. The State Rail Plan is going to be the next round in "refining" our currently evolving CA HSR-Passenger Rail vision, when this is adopted and incorporate changes that will affect future eligibility for Federal funds from HSIPP.