Is the US finally on track to build a high-speed rail network?

The United States, a nation with a population of 340 million, boasts an extensive network of 71 interstate highways and over 5,000 public airports. However, it currently lacks any high-speed railways, which are common in countries like China, Japan, and various European nations. With two high-speed rail projects now under construction and additional plans in the works, many are asking if the US is finally on the path to developing a high-speed rail network. Rick Harnish, a representative from the High Speed Rail Alliance, expresses optimism about the initiation of these projects. The first project is a challenging route from San Francisco to Los Angeles, which must navigate California's mountainous terrain. The second project, connecting Las Vegas to Los Angeles, is considered easier due to the flat landscape. Furthermore, there are proposals for a high-speed rail line extending from Portland, Oregon, to Seattle, Washington, and even to Vancouver, Canada, as well as another line between Dallas and Houston. However, Harnish cautions that progress on the Portland-Seattle line is slow, and the Texas line's future is uncertain following changes in the federal government. In stark contrast, China's high-speed rail network is rapidly expanding, with reports indicating that it will reach a total length of over 38,000 kilometers this year. The European Union is also making strides in high-speed rail, with Spain leading the way with its extensive network. In the UK, the only operational high-speed line is High Speed 1, which connects the Channel Tunnel to London St Pancras, while High Speed 2 is under construction from London Euston to Birmingham. Although there is no universally accepted definition of high-speed rail, the International Union of Railways suggests that trains must operate at speeds exceeding 300 kilometers per hour to qualify. The question arises: why does the US lag behind Europe and China in high-speed rail development? Will Doig, an American rail industry journalist, attributes this delay to the nation's car-centric culture. Many Americans do not see the need for high-speed rail and are resistant to having it built in their communities. Additionally, the US government has shown a tendency to withdraw investment from various projects, particularly in the rail sector. Currently, two high-speed rail lines are under construction in California and Nevada. Workers are actively constructing the California High-Speed Rail line, which is expected to be completed by 2033. The Brightline West project, connecting Los Angeles to Las Vegas, is a privately funded initiative anticipated to open in 2028. Amtrak, the government-owned passenger train service, does not currently operate any high-speed trains. However, it plans to introduce 28 new NextGen Acela trains capable of reaching speeds of 160 miles per hour on its Northeast Corridor route between Boston and Washington, DC. Unfortunately, only about 50 miles of the 457-mile route can accommodate speeds above 150 miles per hour. Amtrak is not involved in the high-speed rail projects in California and Nevada. Harnish notes that there are 23 countries worldwide with high-speed rail systems, and his organization is dedicated to bringing this technology to the US. Ensuring the safe operation of high-speed trains is a complex task. There can be no crossings with highways, and the tracks must be straight and secure. China continues to expand its high-speed rail network, with cities that gain access to these trains experiencing economic growth. Chinese companies are also assisting other Asian nations, such as Indonesia, Malaysia, Thailand, and Vietnam, in developing their high-speed rail systems. Will Doig, author of 'High-Speed Empire: Chinese Expansion and the Future of Southeast Asia,' explains that China's interest in helping its neighbors is not purely altruistic; it is a strategy to extend its geopolitical influence. Some countries have taken loans from China to finance their rail projects, which could lead to dependency on China. China's high-speed rail network now far surpasses that of any other nation. Europe's expanding high-speed rail network reflects the continent's commitment to investing in public infrastructure. Kaave Pour from 21st Europe advocates for further expansion of high-speed rail to connect major cities and capitals across the EU and the UK. He argues that for the US to develop its high-speed rail system, a cultural shift is necessary, emphasizing the need for greater public transportation and a reevaluation of the nation's transportation priorities. Harnish asserts that federal government involvement is crucial for the success of high-speed rail in the US. However, the White House has recently halted funding for the proposed high-speed line between Houston and Dallas, with US Transportation Secretary Sean Duffy labeling the project as a waste of resources. Scott Sherin, an executive at French train manufacturer Alstom, which is supplying Amtrak's new high-speed trains, questions whether the US has the political will to prioritize rail investment over other transportation modes. He also highlights the challenges of integrating high-speed rail into densely built urban centers like Dallas and Houston. Doig expresses a desire to see China assist in building more high-speed rail in the US, but he remains skeptical. He believes that the current political climate makes such collaboration difficult. Without improved relations between the US and China, the potential for a partnership that could lead to significant advancements in American rail infrastructure seems unlikely.