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Print this article California s biggest boondoggle just keeps breaking the bank. Not only is the state s massive high-speed rail project more than a decade behind schedule, it has also become an ode to overspending, a master class in mismanagement, and a complete misreading of what the public needs and what the state can deliver. The Los Angeles-to-San Francisco high-speed rail system, pitched as one of the biggest public works projects in the nation, was supposed to cost $33 billion and be operational by 2020. As of 2021, the price tag has topped $100 billion and still doesn t have a start date. The newest misstep involves a 65-mile section through the San Joaquin Valley that a contractor assured could be constructed cheaper than original estimates with a few radical design changes. ....
Once ‘Low Cost’ Bullet Train Plan Will Now Cost $800M Extra California awarded the contract for a 65-mile segment of the bullet train route to a company that promised $300M in savings. Now, the cost-saving designs have been changed and the project will run $800M over budget. Ralph Vartabedian, Los Angeles Times | February 22, 2021 | News (TNS) A 65-mile section of California s bullet train through the San Joaquin Valley that a contractor assured could be constructed much more cheaply with radical design changes has become another troubling and costly chapter in the high-speed rail project, a Times investigation found. The segment runs across rivers, migratory paths for endangered species and an ancient lake bed through the length of Kings County, a fertile agricultural belt south of Fresno. Before awarding a contract for the section, the California High-Speed Rail Authorit ....
A bridge that was supposed to take a year is incomplete after four, partly because of corrosion and other problems involving California’s high-speed-rail contractors. When the rail authority launched the Kings County work, Obama administration officials were exerting “immense pressure,” in the words of one former rail authority official, to get construction moving, even though it had fewer than 30 employees and was dependent on consultants. Four years earlier, the federal government had issued grants for what was supposed to be a “shovel ready” public works project, the nation’s largest. Today, Dragados has not started construction on about half of its bridges and viaducts, four years after the original deadline of 2017, and it had ....