Speed Rail Bringing HSR To US Hits Hurdles

America's Fast Track Dreams: Can the Nation Finally Join the High-Speed Rail Revolution?

The United States, with its 340 million residents, features a landscape crisscrossed by 71 interstate motorways and served by upwards of 5,000 airports accessible to the general public. Yet, a notable absence in its vast transportation portfolio is a true high-velocity railway system. With a pair of swift railway (HSR) initiatives currently in the building phase and several others in various planning stages, a critical question emerges. Does this signify America's readiness to enhance its railway capabilities, aiming to parallel the sophisticated express train systems found across China, Japan, and various European nations? The journey towards this goal is complex, paved with ambitious projects, considerable funding hurdles, and a deeply ingrained car culture.

The International Union of Railways (UIC) generally stipulates that for a service to qualify, trains must travel at velocities surpassing 250 kilometers per hour (around 155 miles per hour) on newly laid tracks, or above 200 kilometers per hour (124 miles per hour) on upgraded existing lines. This benchmark highlights the technological leap required for true HSR service.

California's Ambitious Undertaking: Connecting North and South

A flagship HSR endeavor within America is the California High-Speed Rail line, conceived to link San Francisco with Los Angeles. Rick Harnish, representing the American advocacy organization High Speed Rail Alliance, characterizes this as a particularly formidable pathway to build, primarily due to California's mountainous terrain. The California High-Speed Rail Authority (CHSRA) guides this undertaking, which receives state direction. Despite voter approval for funding in 2008, the project has encountered significant delays and cost escalations. Originally estimated at $45 billion with a 2020 completion goal for the complete San Francisco-Los Angeles corridor, current projections now focus on the Central Valley segment (Merced to Bakersfield) costing between $30-33 billion, with an operational target in the early 2030s.

Golden State Progress and Persistent Hurdles

Despite the setbacks, substantial progress marks the Californian endeavour. As of early 2025, 119 miles are under active construction in the Central Valley. Design work advances for extensions to Merced and Bakersfield, totalling 171 miles. Significant milestones include the completion or active construction of 85 out of 93 major structures and 96 miles of guideway. Environmental clearance has been secured for 463 kilometers of the 494-mile San Francisco-Los Angeles/Anaheim pathway. The project has also generated considerable economic activity, creating over 15,000 construction jobs. However, funding remains a persistent challenge. The CHSRA acknowledges the "stop and go" nature of current funding is unsustainable and drives up costs. The project relies on a combination of state (77%) and federal (23%) funds.

A New Leadership and Future Vision in California

In response to ongoing challenges, Ian Choudri took the helm as the new CEO of CHSRA in August 2024. He brings extensive experience from European HSR projects. The Authority is undertaking a comprehensive review of design criteria, costs, and project sequencing to improve delivery. A key recent development in early 2025 was the official start of the "Railhead Project" in Kern County. This signifies the first steps towards track and systems construction, made possible by the substantial completion of a major construction package in the Central Valley. The CHSRA is also increasing engagement with the private sector. It explores transit-oriented development and even potential freight applications.

Image Credit - BBC

Brightline West: A Private Venture Speeding to Vegas

The second major HSR project taking shape is Brightline West. This is a privately-run initiative connecting Las Vegas, Nevada, to Southern California. Rick Harnish notes this project is comparatively easier to construct due to the flat desert terrain it traverses. The 218-mile, all-electric rail service aims to link Las Vegas with stations in Victor Valley and Rancho Cucamonga, California. Trains will reach speeds of up to 200 mph. This would reduce the journey time between Las Vegas and Rancho Cucamonga to approximately two hours, a significant improvement over driving. The project targets a 2028 opening.

Brightline West Gains Financial Momentum

Brightline West has shown positive signs in securing its substantial $12 billion-plus funding. The company successfully sold $2.5 billion in private activity bonds from California and Nevada in early 2025. This offering was reportedly oversubscribed, indicating strong investor confidence. A $3 billion federal grant complements this. Field investigation work, including geotechnical borings and utility potholing, was ongoing in Southern California along the Interstate 15 corridor in early 2025. Heavy construction is anticipated to commence later in 2025. Brightline already operates a successful passenger rail system in Florida, connecting Miami and Orlando. This provides a template for its western expansion.

Forging a Southwest Rail Network

A significant aspect of both Californian projects is the plan for eventual interoperability. The CHSRA, Brightline West, and the High-Desert Corridor Joint Powers Agency are coordinating to enable a connected system. This would allow passengers to travel from Northern California through the Central Valley to Southern California. They could then connect to Las Vegas using Brightline West. The Palmdale Transportation Center is envisioned as a key hub, facilitating this integrated Southwest High-Speed Rail Network.

Pacific Northwest Aspirations: The Cascadia Corridor

Looking past California and Nevada, proposals are taking shape for a rapid transit railway originating in Portland, Oregon, passing through Seattle in Washington State, and continuing to Vancouver, located in Canada. This is known as the Cascadia High-Speed Rail project. The vision is for trains travelling up to 250 mph. This could potentially reduce travel times between these major cities to under an hour each. In late 2024/early 2025, the Federal Railroad Administration's (FRA) Corridor Identification and Development (ID) Program awarded the Cascadia project $49.7 million for its second stage of planning. This stage involves studying potential ridership, route options, and environmental impacts, coordinated with the I-5 Master Plan. Washington State is contributing $5.6 million towards this planning phase.

Texas Central's Shifting Landscape

Another significant HSR proposal aims to link Dallas with Houston within Texas. Originally a private sector venture known as Texas Central Railway, this project planned to use Japanese Shinkansen technology for a 350 km/h service covering the 390 km route. However, the project has faced funding uncertainties. The Trump administration previously cancelled a $63.9 million federal grant that had been awarded for this corridor. Subsequently, US Transportation Secretary Sean Duffy reportedly characterized the project as an inefficient application of taxpayer resources.

Private Backing for Texas Rail Hopes

Despite previous federal grant issues, the Dallas-Houston project found new backing. Texas investor John Kleinheinz, through Kleinheinz Capital Partners, acquired a controlling interest in Texas Central. He expressed intent to move forward with private funding, envisioning a model similar to Brightline's. He stated the project is "shovel-ready." However, challenges remain, including land acquisition – with only about 25% of the necessary land reportedly secured. Potential legislative hurdles in Texas regarding state or local funding for related infrastructure modifications also exist. Nevertheless, North Texas transportation leaders remain committed to advancing planning for high-speed rail in the region, including a Fort Worth-to-Dallas link.

Amtrak's Upgrades: Faster, But Not Yet True High-Speed

Amtrak, the publicly managed entity for passenger trains, presently runs no services that meet the complete global criteria for HSR. However, it is making significant upgrades. Later in 2025, Amtrak is scheduled to introduce 28 new NextGen Acela trainsets, with a 160 mph capability, for its essential Northeast Corridor (NEC) pathway that joins Boston with Washington D.C. A challenge for these new trains is that only roughly 50 miles out of the 457-mile NEC currently permit travel above 150 mph due to track limitations. Extensive infrastructure work, including projects like the Gateway Program's Hudson Tunnel project and Connecticut River Bridge replacement, are underway to improve speeds and capacity on the NEC.

Image Credit - BBC

The Broader US Rail Funding Environment

The Bipartisan Infrastructure Law has injected significant new federal funding possibilities for rail projects across the United States. This has created a more optimistic environment for passenger rail development, including HSR initiatives. The Corridor ID program, managed by the FRA, remains a principal method for pinpointing and advancing new or enhanced intercity passenger train routes. These federal initiatives aim to support a variety of rail improvements, from conventional speed upgrades to potentially transformative HSR lines.

Why the US Lags: A Multifaceted Issue

The question of why the US trails significantly behind nations like China and many European countries in HSR development has several answers. Will Doig, a US writer specializing in railway matters, identifies America's profound dependence on automobiles, where many doubt the need for HSR or oppose its local impact. Additionally, a historical tendency by the federal administration to reduce financial backing for railway schemes has also contributed. The sheer scale of the US, complex land acquisition processes, and the need to integrate with existing, often freight-prioritised rail infrastructure, present formidable challenges.

China's Unprecedented HSR Expansion

In stark contrast to the US, China's swift rail system has experienced an explosive expansion. By early 2025, the nation's swift rail system was anticipated to surpass a length of 50,000 kilometers (more than 31,000 miles). This rapid expansion, with the first dedicated HSR line opening only in 2008, is remarkable. China plans to further extend its HSR network to around 60,000 km by 2030. It aims for potentially 180,000 km of total railway lines by then. Chinese cities gaining HSR links have reportedly seen their economies grow by an average of 14.2%. The new CR450 high-speed train, designed for a maximum running speed of 400 km/h, is also undergoing testing.

China's Global Rail Influence

Beyond its domestic network, enterprises from China actively participate in creating rapid transit rail infrastructure across additional Asian nations, for instance, Indonesia, Malaysia, Thailand, along with Vietnam. Will Doig, who penned "High-Speed Empire," posits that China's engagement goes further than simply enhancing the rail capabilities of adjacent countries; it is also a means of expanding its geopolitical influence. He notes that some nations have secured financing from China to fund these railway undertakings, potentially leading to a state of indebtedness.

Europe's Established and Growing Network

The European Union commands a wide-ranging swift rail system. Spain holds the most extensive network within Europe, ranking second worldwide after China. By early 2025, the EU featured more than 8,500 kilometers of these advanced railways, with continued expansion and upgrades. Recent Eurostat data from early 2025 showed the EU's network at 15,200 km with an additional 3,000 km under construction. Projects like the Fehmarnbelt Tunnel (Denmark-Germany) and the Koralm Railway in Austria exemplify this ongoing development. The EU aims to double HSR traffic by 2030 and triple it by 2050 as part of its Green Deal objectives, with significant investments planned.

The UK's High-Speed Journey

In the United Kingdom, High Speed 1 (HS1) provides a connection for London St Pancras with the Channel Tunnel. The development of High Speed 2 (HS2), set to join London Euston with Birmingham, moves forward, notwithstanding widely reported monetary difficulties and discussions. HS2 aims to enhance connectivity and capacity, with a strong focus on sustainable construction and operation.

The Definition and Demands of High-Speed Rail

The International Union of Railways (UIC) provides a detailed classification, defining HSR by new trackage engineered for velocities beyond 250 kilometers per hour (155 miles per hour) and upgraded lines for speeds up to 200-220 km/h (124-136 mph). Crucially, HSR requires dedicated, straight, and sealed corridors, without level crossings with roads, to operate safely at such velocities. This often necessitates entirely new infrastructure, which is a major cost factor. Advanced signalling systems, like in-cab signalling, are also essential.

Economic and Environmental Arguments for HSR

Proponents of HSR highlight numerous potential benefits. Studies suggest HSR can stimulate job growth, increase economic activity, and foster new domestic manufacturing industries. Station area development often leads to urban regeneration and improved regional connectivity. Environmentally, HSR offers a more sustainable alternative to air and road travel. It potentially reduces greenhouse gas emissions and improves land use. A shift to HSR could also save public money by lessening the need for expansions to highway and airport infrastructure.

Navigating Urban and Political Terrain

One significant hurdle for US HSR projects is integrating new lines into densely built city centres. Scott Sherin, who is in an executive position with Alstom, a company from France that builds trains and supplies Amtrak's new Acela units, pointed out this difficulty for urban centers such as Dallas or Houston. Political will is another critical factor. Sherin questioned whether America demonstrates the steady political resolve to allocate public finances to railways above alternative transportation methods. Past administrations have shown varying levels of enthusiasm. Funding for some projects has been approved and later rescinded.

The Call for a Cultural Shift

Experts like Kaave Pour, associated with the 21st Europe research body, indicate that for America to successfully cultivate HSR, a societal reorientation favouring broader embrace and utilization of collective transit options is vital. This involves a national conversation about the desired future of transportation. Rick Harnish, representing the High Speed Rail Alliance, emphasizes that for rapid rail to be viable in America, active participation from the national administration is a critical factor.

The Path Forward: Public and Private Collaboration

The prospects for American HSR probably depend on a mix of strong governmental financial backing, ingenuity from private companies, and continuous political endorsement. Projects like Brightline West demonstrate the potential of privately-led initiatives, especially when coupled with federal backing. However, larger-scale network ambitions, such as California's state-led effort, will continue to require substantial and stable public funding. Addressing the unique geographical, political, and cultural landscape of the US will be key to realising the dream of a nationwide swift railway system. While the journey is long and fraught with challenges, the ongoing construction and planning efforts signal a renewed momentum that could finally put America on the fast track.