California High-Speed Monorail System

Presented as an alternative to the unimplemented California High-Speed Rail Initiative and its poorly planned 800-mile high-speed rail system linking San Francisco, Sacramento, Los Angeles, Anaheim and San Diego, the American Monorail-designed and –proposed inter-city monorail system would seamlessly and cost-effectively link some three hundred miles of high volume commuter express monorails in the San Francisco Bay, Los Angeles and Orange County metropolitan areas with a 500-mile high-speed monorail system connecting the extended urban areas of San Francisco, Los Angeles, Anaheim and San Diego.

The elegance and efficiency of the proposed 800-mile monorail system alternative to the high-speed rail project are exemplified by the juxtaposed route maps of the two systems; which delineate a relatively straight and direct 500-mile high-speed monorail system route between the San Francisco Bay Area and San Diego, and built completely within the center median of California’s Interstate 5 Freeway, compared with the far flung and erratic 800-mile route of the proposed California High-Speed Rail System. This comparison of routes and rights of way is just the beginning of the dramatic contrasts and differences between the steel rail and monorail proposals, which extend to every aspect of the respective plans’ engineering, development processes, rights of way, technology, efficiency, environmental impacts, energy use, economic impacts and domestic content, as well as, the systems’ short- and long-term financial profiles.

While the California High-Speed Rail system appears to be designed independently of other existing or planned transportation systems, development patterns or environmental settings, the American Monorail-proposed California Monorail System integrates inter-city, urban and major venue-serving monorails into a mutually supportive system of modern, environmentally enhancing, financially sound and self-perpetuating monorail services that are likely to serve as the most significant influences on their respective urban settings, industrial workforces, transportation environments, development patterns, public and private financial stability and urban planning processes throughout future decades.

American Monorail’s transportation infrastructure and system proposals present California government and industry, as well as communities and their local economies, with opportunities to transform and revive the basic foundations of urban living, economics and public services. By relieving government and taxpayers at all levels of the ever-increasing financial burdens of building, maintaining and funding mass transportation services, American Monorail proposes the comprehensive development of a monorail industry from research, development and manufacturing, to design, construction and operation of the world’s most advanced and efficient mass transportation systems.

Proposed Route Run Path Videos

Part 1 – San Diego to Coalinga

00:04 Coronado Bridge, San Diego
00:19 San Diego Monorail Station (High Speed and Commuter Express)
01:06 Sorrento Valley Monorail Station (Commuter Express)
02:24 Oceanside Monorail Station (Commuter Express)
03:45 City of San Clemente
04:11 City of San Juan Capistrano
04:35 Mission Viejo Monorail Station
05:14 City of Irvine
05:39 Pomona to Anaheim Commuter Express Monorail
05:43 City Drive Monorail
05:45 California High Speed Monorail – ARTIC Connector
05:51 ARTIC – Disneyland Connector Monorail
06:08 Fullerton Monorail Station
06:21 Santa Fe Springs Monorail Station
07:00 Citadel Monorail Station
07:21 Los Angeles – Ontario Commuter Express Monorail
Labeled as CHSM on Los Angeles to Las Vegas video
07:22 Downtown Los Angeles Monorail Station Connector
07:29 Los Angeles River Commuter Express Monorail
07:37 City of Glendale
07:49 Rose Bowl Commuter Express Monorail
07:51 Griffith Park Monorail Transfer Station
07:53 Santa Barbara Commuter Express to Ventura Monorail
07:59 Chatsworth Commuter Express Monorail
08:00 Burbank Monorail Station
08:08 Burbank Airport Monorail
To the left of CHSM
08:45 Los Angeles Airport (LAX)- Santa Clarita Commuter Express Monorail
08:49 Roxford Monorail Station
08:58 Antelope Valley Commuter Express Monorail
09:17 Pico Canyon Monorail Station
09:34 Santa Clarita Monorail Station
11:29 Tejon Pass
11:33 Frasier Park Monorail Station
12:05 “The Grapevine”
Note: This canyon is too steep for surface steel rail traffic.
12:10 Grapevine Monorail Station
12:31 U.S. Highway 99 Junction (to Bakersfield)
19:17 Harris Ranch Monorail Station

Part 2 – Coalinga to San Francisco

02:48 Pacheco Pass Monorail Station
Proposed route for CHSRA route to San Jose
05:24 Interstate Highway I-580 Junction Monorail Station
06:21 Interstate Highway I-205 Junction
07:00 Livermore Monorail Station
End of CHSM portion and beginning of East Bay Commuter Express Monorail route
07:28 Pleasanton Monorail Station
08:07 Redwood Monorail Station
08:39 Coliseum Monorail Station
08:56 Oakland
09:13 Bay Bridge Monorail Station
09:40 San Francisco Financial District
End of route, approximately 500 miles from San Diego

4 Responses to “California High-Speed Monorail System”

  1. g.r.r. says:

    This is putting the cart before the horse. I am sorry, but planning routes for foreign companies does the American monorail no good. The best way, would be to push a company to produce small scale of a decent design and then get that sold with patents being obtained. Once you have it started on a small scale, then you can expand to larger systems.

    • Eric Wickland says:

      Thank you, g.r.r., for your comment. If you read our “Blueprint for a New American Industry” article, you will come to learn of a process through which a US monorail industry that is 100% American is developed. As such, this nascent industry would push the state of the monorail industry well beyond its present international standing and be a boom to the U.S. economy, providing a significant number of new jobs.

  2. Lawrence Calabro says:

    Almost 50 years ago while attending the Mechanical Engineering Show in NYC I saw a demonstration of an underslung high speed monorail system by a company from Washington State. I was impressed then as I am now with the technology, that was 50 years ago and sad to say the technology has not been utilized to any great degree (tranportation wise) in our nation. Its benifits were apparent then as they are now but yet there is still resistance to its implimentation, can you or anyone else explain this. I think what you propose is a marvelous idea it addresses most if not all of the mass trasit problems within the state. I would if I had anything to do with its planning (I guess once an engineer always an engineer even though retired) see provisions for comercial container tranportation via the system.

  3. David Cohen says:

    This strikes me as a wonderful idea. I have discussed such a concept for some time here in Texas, but your project is much further along in its conception. Obviously, execution will be very challenging. I believe that a similar proposal would apply with equal validity here in Texas — connecting, Austin with Dallas to the north, San Antonio to the southwest, and Houston to the southeast, along the medians of I-35 and I-10. Presumably, and with appropriate federal/state involvement, the often prohibitively expensive cost of obtaining right-of-way either directly or by condemnation would be eliminated. The population densities and relative proximity of these cities to one another would lend themselves very well to such travel.

    Does the high-speed monorail technology exist today to make such an enterprise feasible?

    Assuming that the federal and state governments have neither the means nor the will to bring such a project off, but would welcome this boon to the infrastructure, I propose presenting a detailed plan to a private investor — such as Warren Buffett, who has the financial wherewithal and ought to see the benefits of building and owning such a system, If even Buffett might balk at a price tag perhaps north of $10 billion, he likely has a few colleagues who would be interested in investing. High speed rail was considered here in Texas several years ago; however, the fledgling Southwest Airlines — heavily dependent on the Dallas-Houston-Austin traffic — effectively killed the plan. Southwest is no longer a local airline fearful of such competition — or, at least, not so fearful as to present a formidable opposition, especially given all the benefits this project will bring to the environment and the economy.

    I would be delighted to assist in helping to bring this project to completion and on-going success.

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