by Victor Davis Hanson, American Greatness:
In 1996, the California legislature created the high speed rail authority.
In 2008, voters passed a $33 billion bond to build an envisioned 800 mile project eventually to link Sacramento with San Diego.
Fifteen years later, a scaled-down plan from Bakersfield to Merced remains not even half finished. Yet the envisioned costs will exceed that of the original estimate for the entire project.
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The rail authority now estimates that just the modest 178 mile route—only about a fifth of the authorized distance—will not be completed at least until 2030. Past high speed estimates of both time and cost targets have been widely wrong and perhaps deliberately misleading.
Total costs for the entire project are now estimated at nearly $130 billion. Many expect that figure to double in the next quarter-century. Planners also concede there will likely not be much high speed rider demand from San Joaquin Valley residents willing to pay $86 to travel at a supposed 200 mph from Bakersfield to Merced.
Nine years ago voters amid drought and water shortages also passed a state water bond, authorizing $7.5 billion in new water projects and initiatives.
Some $2.7 billion was targeted for new dams and reservoirs. The current water storage system had not been enlarged since the early 1980s, when the state population was 15 million fewer residents.
So far not a single dam or new reservoir has been built. And Californians expect more water rationing statewide anytime the state experiences a modest drought.
In 2017, a $15 billion bond authorized a complete remodeling of Los Angeles International Airport—recognized as one of the more congested, disorganized, and unpleasant airports in America.
Now the cost to complete the project has grown to an estimated $30 billion, with a proposed finish date of 2028—11 years after the project was authorized.
And the ongoing LAX remake is considered one of California’s more successful public construction projects.
In 2002, California began construction on the eastern span replacement of the iconic San Francisco–Oakland Bay Bridge—less than half of the bridge’s total length.
It was scheduled to be finished in five years at a cost of $250 million.
The job in fact took 11 years. And it cost $6.5 billion—a 2,500 percent increase over the estimate.
In contrast, original construction of the entire Bay Bridge began in 1933, at the height of the Great Depression. Yet the job was completed in a little more than three years.
The list of such delayed, canceled, or prolonged projects could be expanded, from the proposed widening of the state’s overcrowded, antiquated, and dangerous north-to-south “freeways” to the now inert Peripheral Canal project that would have allowed the California aqueduct to transfer needed water southward by precluding the present inefficient pumping into and out of the San Francisco delta.
So what happened to the can-do California of former governors Pat Brown, Ronald Reagan, George Deukmejian, and Pete Wilson? They had bequeathed to the Baby Boomer generation a well-run state, renowned for its state-of-the-art infrastructure.
All four governors, a Democrat and Republicans, had ensured the nation’s most sophisticated higher education system, iconic freeways, and model water transference systems.
The current disaster has many parents.
