Lanfranco says the sum he was offered to buy the property does not come close to replacing the space he owns, debt-free. The adjacent parking lot â¿¿ a rare commodity â¿¿ is packed with pickup trucks and cars each day at lunchtime. Lanfranco declined to say how much he was offered, and the offers are not public record."It's not like it's just a restaurant that I've owned for a couple of years and now I can just go replace it. It's something that I've put the last 45 years of my life into," the 66-year-old says. His is just one of hundreds of properties the state needs to buy for the rail project or seize through eminent domain if they cannot reach a deal. Many owners are resentful after years of what they say have been confusing messages and misleading information. Rail officials acknowledge that the agency hasn't always communicated with those most affected by the project, and part of their work in the Central Valley is strictly public relations. "Frankly, it set us back, because we, in effect, created questions and even opposition by just failing to give people answers," says Jeff Morales, the authority's chief executive officer since 2012. For supporters, high-speed rail is the solution to California's future transportation needs, when the state's already jammed, rutted highways and busy airports won't be enough for a population expected to hit 46 million by 2035. It will create hundreds of good-paying jobs for several years as officials tear down buildings, draw engineering plans, survey wildlife and, eventually, lay track. It will also help move the Central Valley beyond the dominant low-wage agriculture sector, Morales says. "By connecting Fresno, Bakersfield and the other cities of the Central Valley to Los Angeles and San Francisco ... it just creates more opportunities for people," he says. "It creates a whole different sort of economy that'll just raise the Central Valley."