Page 424 - 360.revista de Alta Velocidad - Nº 6

Fort, Luis. Fort, Carmen

LT SB

Line L (km) nb ΣL(km) Lmax (km) nb ΣL(km)

1: LA-SF 598 5 95,7 27,5 1 1,6
2: SF-Sac 167 1 14,0 14,0 8 12,8

3: Sac-Reno 162 4 56,5 16,0 1 1,6
4: Reno-SLC 680 2 70,0 35,0 7 11,2

5: SLC-Denver 660 18 204,5 22,0 3 4,8
6: Denver-KsC 896 0 0,0 --- 4 6,4

7: KsC-SL 415 0 0,0 --- 2 3,2
8: SL-Chicago/G 420 0 0,0 --- 2 3,2

9: Chicago/G-Cin 450 1 6,0 6,0 1 1,6
10: Cin/H-Colum 60 0 0,0 --- 2 3,2

11: Colum-Pittsb 253 0 0,0 --- 2 3,2
12: Pittsb-Wash 371 2 17,0 10,0 3 4,8

13: Wash-NY 460 2 12,0 6,0 5 8,0
14: NY-BO 387 0 0,0 --- 5 8,0

1-14: LA-BO 5.979 35 475,0 35,0 46 73,6

2.2 Summary of the previous exploitation study of the LA-BO itinerary

The Sustainable Approach to the California High Speed Network (CHSRS) (Ref.15) was premised
on its functional integration into the United States federal grid, as anticipated by the USHSRS
Network Phasing Plan) which includes, among others:

• Direct communication between the city of San Francisco and the capital of the State of
California, Sacramento, crossing the Bay of San Francisco
• Direct communication of the “Central Valley” with downtown Los Angeles through
“Tehachapi Mountains”
• The North HSR connection of the States of California and Nevada by the “Tahoe Line”

From a general point of view, the planning of the construction and operation of the network as a
whole is based on the criterion of “prompt profitability” of the operation, linked to competitive
rates with other means of transport (car, airplane) An operating income that allows the self-
financing of the construction and operation of the same, providing its cashflow, from an initial
funding contribution of approximately 20% of the total investment, an internal rate of return
similar to Interest rate of the financial market for long-term operations (≈ 6%).

422 360.revista de alta velocidad