The United States has strong potential for a successful HSR network. China has very quickly expanded its network to more than 50,000 kilometers (over 31,000 miles) this year and expects to have around 60,000 kilometers by 2030. For reference, the U.S. is a little over 340 million. As America booms with 71 new interstate highways and more than 5,000 public-use airports, the country increasingly needs efficient transportation alternatives now more than ever. As the demand for public transit increases, attention turns to ongoing projects that may pave the way for a high-speed rail future in the country.
The statewide high-speed rail program was and still is an ambitious endeavor spearheaded by the state of California. When complete, it will link the transbay terminal in downtown San Francisco to Union Station in downtown Los Angeles—with full service to commence by 2033. Rick Harnish, Executive Director of the High-Speed Rail Alliance, noted, “The first is the San Francisco to Los Angeles route. That’s an incredibly challenging route to build because of the mountains in California.” This bold effort is indicative of California’s push to improve its transportation ecosystem.
The Brightline West project is underway, aiming to provide a private high-speed rail link between Los Angeles and Las Vegas. This route is considered more feasible due to the flat terrain, as Harnish pointed out, “Then there’s Las Vegas to Los Angeles, a relatively easy project to build, as it is flat land.”
Even with these advancements, challenges are many for high-speed rail in the U.S. The Texas high-speed rail project took a blow just last week when President Trump’s administration abruptly canceled a $63.9 million grant. Additionally, Amtrak’s proposals for new high-speed trains are severely hampered by lack of track infrastructure on which they can operate at high speeds.
Currently, the U.S. has two high-speed rail projects under construction, but comparisons to China’s expansive network reveal a critical gap in investment and infrastructure. According to Scott Sherin, an expert in transportation policy, “The issue is that the cities are so densely built [in their centres].” He stressed changing the public mentality and perception of using public transit to get people used to the idea and help support future high-speed rail expansion.
Internationally, 23 countries have built the dreams of high-speed rail, proving the ability of high-speed rail to enhance economic development. In China, cities linked by HSR have enjoyed an average economic increase of 14.2%. In addition to the US, Chinese companies have recently won contracts to build high-speed rail networks in Indonesia, Malaysia, Thailand, and Vietnam.
In light of these international advancements, some experts advocate for collaboration between the U.S. and China on rail infrastructure projects. Will Doig stated, “Which is too bad because without the animosity between the US and China, you could see how a partnership between them could really create great things for America, that America is not so good at building itself.”
Local resistance poses another hurdle. Doig remarked, “There’s lots of people who just don’t think we need it, or don’t really want it coming through their area.” That populist sentiment makes it particularly difficult to convince the public and by extension taxpayers to invest in and support high-speed rail projects.
Their success will depend on the new U.S. Harnish asserted, “The federal government is an essential component” in creating a comprehensive HSR network. Without a strong federal commitment and investment, the dream of building high-speed rail will likely languish.