Interstate High Speed Rail Progress

Interstate High-Speed Rail represents high-capacity travel in our busiest corridors, an economic boost, and millions of jobs for Generations Y & Z. It will anchor upgraded Amtrak and Rapid Transit infrastructure that helps slow Global Warming by consuming far less energy per mile than airlines and automobiles. – Thomas Dorsey, High-Speed Rail Advocate & Travel Publisher

In the 19th Century, America built most of its Seaport and Railroad infrastructure that enabled the world’s largest freight movement in the Industrial Age. To the Railroad industry, passenger service represented bonus revenue on the same tracks. Private companies added massive streetcar systems in cities.

In the 20th Century, America became the world’s only superpower after World War II. Our leaders funded Aviation infrastructure that enabled cross-country trips in hours. They funded Highways that expanded suburbs and created millions of automotive & oil-related jobs.

In the 21st Century, advanced nations in Eastern Asia and Western Europe are balancing their Airports, Intercity Passenger Rail, Highways, and Transit infrastructure. Their higher mobility and productivity from Near-Complete Passenger Transportation Systems already pay huge dividends. By 2035-40, they will enjoy the full benefits of Complete Passenger Transportation Systems.

Excluding the section titles below, bolded words link to articles or videos that add insights to the journey we must take.

America’s Incomplete Passenger Transportation System

Though American companies and government have built over 40,000 railway miles since 1830, our nation has only 60 miles capable of 160 mph HSR, less than 500 miles capable of 110 mph Regional Rail, and only one metro area with world-class Rapid Transit. The world’s richest nation failed at HSR, Regional Rail & Rapid Transit by ignoring the flashing red light half a century ago.

In October 1973, several democratic nations, including America, experienced an oil embargo that produced long gas station lines, jacked up airfare, and stunted the global economy. That was a flashing red light to expand electric mass transportation. After the Vietnam War ended in 1974, it freed up taxpayer funds for infrastructure.

Lacking a broader vision and courage, American political leaders of both parties chose to invest $2 trillion in Highways and $777 billion in Aviation but only $10 billion in Intercity Passenger Rail projects up through 2021. Less than $300 billion went to Federal Transit, mostly to local buses and school buses.

Their narrow Transportation vision allowed Intercity Passenger Rail to atrophy and failed to convert Streetcar lines into Rapid Transit when it was cheap to do so. When a couple of dozen cities built Rapid Transit lines, too many shelved or downscaled Metro Heavy Rail (subway) projects to lower-capacity, less-frequent Metro Light Rail and very low-frequency Commuter Rail.

Only one U.S. metro area has a Near-Complete Passenger Transportation System that includes great Rapid Transit attracting very high ridership.

America’s Incomplete Passenger Transportation System is overloaded with 150-500 mile regional flights that contribute to flight delays. The absence of high-capacity, frequent, web-like Rapid Transit influences commuters to drive more miles per person than other advanced nations. Highway congestion returns shortly after each lane widening. Oil-burning automobiles remain our largest contributors to smog and greenhouse gas (GHG) emissions.

In America, only the NYC Metro Area has a comprehensive HSR, Regional Rail, upgraded Commuter Rail, Metro Heavy Rail, Metro Light Rail, and Intercity Buses. NYC moves 10 times more Rapid Transit riders than Chicago and Los Angeles combined and emits less smog & GHG than 11 metro areas having 1/3rd to 1/25th of its 21 million population size. Most New Yorkers access jobs, medical centers, and colleges via Rapid Transit.

Can America correct its HSR, Regional Rail & Rapid Transit shortcomings? Yes, if it sustains recent political willpower and adopts best practices from abroad.

Democratic governments in Western Europe, Japan, and South Korea have strong personal property and worker rights. They’ve been building HSR, Regional Rail & Rapid Transit for the last 30-60 years. The communist government of China has weak personal property & worker rights. It has built more HSR, Regional Rail & Rapid Transit, and Sustainable Energy than the rest of the world combined in 25 years.

Since America has strong personal property and worker rights, it must look to other advanced democracies for leadership on electric-powered HSR, Regional Rail & Rapid Transit projects.

More Sustainable Energy for HSR, Regional Rail, Rapid Transit & More

China and America are, respectively, the world’s first and second-largest EV and Sustainable Energy producers. Wind & solar energy have grown faster in the last 10 years. In America, most power plants fueled by coal and oil have switched to natural gas, wind, solar, and geothermal energy. That’s encouraging news but remaining work is daunting.

Electricity consumption in all our economic sectors is accelerating, but we are NOT upgrading the electric grid fast enough. According to the U.S. Department of Energy, our electric grid loses 65% of its energy and limits the amount of solar-powered electricity sent to it from our Residential and Commercial sectors. Our mega-regions, particularly Texas, still experience Brown-outs. Those are flashing red lights to build our Smart Electric Grid faster.

Though we have enough natural gas to help fuel power plants for 30-35 years, it is only a bridge to build more wind, solar, and geothermal infrastructure feeding a Smart Electric Grid. We must also standardize biofuels for airplanes, intercity buses, freight trucks, and ships.

America’s geography and population density are more similar to Western Europe than Japan and South Korea. Let’s take a closer look across the Atlantic for best practices towards a Complete Passenger Transportation System.

21st Century Transportation + Smarter Land Zoning Yield Huge Benefits

In 1974, France, Italy, and the United Kingdom accelerated electric-powered HSR, Regional Rail, and Rapid Transit projects. In the 1980s-90s, Germany, Spain, Switzerland, Belgium, and the Netherlands did likewise. Unlike most American cities that tore down train stations or zoned large parking facilities around them, Western European nations zoned retail, hotel, residential, and commercial development in & around central train stations.

In a virtuous cycle today, Western Europeans need fewer cars per household and fewer highway lanes to enjoy better mobility than Americans. HSR, Regional Rail & Rapid Transit bring multitudes into vibrant central stations without billowing exhaust. They are shifting to biofuel Intercity Buses too. At the same time, residents and travelers can still enjoy beautiful countryside drives.

Western Europe has slightly different descriptions of Rapid Transit modes. Metro Light Rail is called “Trams.” Metro Heavy Rail/Subway is called “Metro Rail.” Commuter Rail is called “Suburban Rail.” Western Europe is expanding Trams in 250,000+ population metro areas, expanding Metro Rail in 1+ million population metro areas, and upgrading Suburban Rail in all metro areas.

A 2017 Bloomberg report indicated that 40-75% of European metro areas having 1+ million population use Rapid Transit. Suburban Rail, Metro Rail & Tram networks combined with residential, commercial & retail development at stations prompted European cities to restore heritage sites for enhanced tourism. The pandemic cratered ridership. In late 2024, healthy ridership percentages returned in Western Europe.

Western Europe has already proven that HSR over 250-800 kilometers (155-497 miles) and Regional Rail over 40-350 kilometers (25-217 miles) significantly cut regional flights, intercity drives, GHG & smog emissions.

For example, this High-Speed Rail Alliance chart illustrates how HSR reduces Carbon Dioxide emissions and Energy Consumption compared to Highway Travel and Air Travel Modes in the 410-mile, Paris-Lyon-Valence-Avignon-Marseille TGV Corridor.

Analysis by the International Union of Railways (UIC) concludes that the life-cycle CO2 footprint of LGV (HSR) track construction, train construction & operation is 14 to 16 times lower than by automobile or airplane. Those compelling reasons help explain WHY Western Europe is building HSR, Regional Rail & Rapid Transit faster than America.

America Can Still Balance Passenger Transportation Infrastructure

In this multi-part series, I illuminate the WHY, HOW and WHERE America needs bold, yet practical plans for HSR, Regional Rail, Rapid Transit & Sustainable Energy before 2050. We can’t let a fake solution like Hyperloop. distract us. Nor should we fund a MagLev project until Japan proves it in commercial operation between Tokyo and Osaka after 2040.

Part 1 summarizes how select industries sabotaged Intercity Passenger Rail and Streetcars since World War II ended.

Part 2 summarizes the outstanding Benefits over Costs that Western Europe, Japan, South Korea, China, and others experience from HSR & Regional Rail investments.

Part 3 summarizes how Transportation and Energy sector smog emissions are serious public health issues. GHG emissions have also reached a tipping point in Global Warming.

Part 4 summarizes the good, bad & ugly of EVs, Intercity Buses, regional flights, freight trucks, widening highways beyond 8 lanes, and a sub-par electric grid.

Widening freeways beyond 8 lanes is like an alcoholic trying to get sober by ordering another round

Part 5 summarizes how the acceleration of Rapid Transit projects can enhance mobility in our Top 100 Metro Areas as America grows from 330 million population in 2020 to 390 million by 2050.

Part 6, this page, summarizes HOW and WHERE Interstate HSR and Regional Rail lines should begin connecting our corridors of metro areas. Come along for the journey.

High-Speed Rail, Top Dog of Sustainable Passenger Transportation

Electric-powered HSR is the apex of Ground Passenger Transportation. It has the highest capacity and transports the most people using the least amount of land for intercity travel. One high-speed train can transport as many passengers as six Boeing 737 regional jets each averaging 170 passengers. HSR has proven its suitability for high-population corridors worldwide. Though slower than HSR, electric-powered Regional Rail also represents high-capacity, space-efficient mobility for medium-population corridors.

America’s growth is concentrated in the Top 192 Metro Areas of 250,000+ population within 30-500-mile corridors. We have a tremendous infrastructure opportunity to connect them with modern Intercity passenger Rail.

The UIC posts Intercity Passenger Rail speeds in kilometers per hour (kph), which I translate to miles per hour (mph). Though UIC recognized 200 kph (124 mph) as the minimum speed over the majority of 1st-generation HSR route, it now emphasizes 250 kph (155 mph) as the minimum speed for 2nd-generation HSR routes. The UIC also recognizes the growth of 3rd-generation HSR routes operating at 280-300 kph (174-186 mph). Though 4th-generation HSR routes operate at 320 kph (199 mph) in France, Japan, Morocco, and Indonesia, one operates at 350 kph (217 mph) in China.

A multitude of 2nd, 3rd & 4th-generation HSR routes are under construction worldwide. If you’d like nerdy details on how their speed, capacity, frequency, reliability, and safety are achieved, see Interstate Passenger Rail Taxonomy.

France, Model for Sustainable Passenger Transportation & Smart Electric Grid

After Japan introduced a 210 kph (130 mph) electric-powered HSR route in 1964, among Western European nations, France chose a holistic approach to building HSR, Regional Rail, upgraded Suburban Rail, Metro Rail, Trams, and Electric Buses which increased electricity demand. Those transportation modes forced France to begin upgrading its Electric Grid sooner than most. America has the most to learn about Intercity Passenger Rail from France.

France is nearly the land size Texas but with twice as many people. It has 40 metro areas of 250,000+ population spaced 50-500 miles from Paris or Lyon, the second largest metro area in France. SNCF, the French National Railway company responsible for HSR, Regional Rail, and Long-Distance trains attracted 1.3 billion passengers.

In 2019, Amtrak’s combination of Northeast Corridor HSR, Regional and Long-Distance trains attracted only 33 million passengers. Let’s take a closer look at HOW a country with 1/6th of America’s population and 11% of its GDP economic might does it.

After World War II, France tasked its SNCF transportation agency to restore railways and repair train stations in Paris, Lyon, Lille, Toulouse, and Marseille. In 1955, France launched its mostly 4-lane National Tollway System that minimized eminent domain property-taking.

After the war, French cities preserved Streetcar lines and Paris Metro Rail resumed expansion.

In 1965, SNCF began the long process of upgrading slow Intercity Passenger Rail to Regional Rail. Additionally, France allocated budget for SNCF’s HSR project to acquire rights-of-way property for straighter embankments, viaducts and tunnels to support high-speed trains between between Paris and Lyon. SNCF named it “Ligne à Grande Vitesse”, which translates to High Speed Line. In shorthand, SNCF calls it LGV.

SNCF hired Alstom, a privately owned French train maker, to build the world’s fastest passenger trains. Alstom’s initial R&D focused on a high-speed train powered by a jet engine. That approach seemed sensible because oil-based jet fuel has a high energy density. Imported oil was cheap and plentiful.

Jet Train showed promise when it reached 270 kph (168 mph) on the LGV test track. Promise vanished in October 1973.

To the unpleasant surprise of France, Italy, America, and other nations that backed Israel in a Middle East war, OPEC slapped an oil embargo on them. It hit the French economy particularly hard because that nation doesn’t produce much domestic oil.

Though France had one of the world’s Top 5 Automotive industries in the 1970s, its government pivoted to less imported oil dependency by constructing more nuclear and hydroelectric power plants. Simultaneously, the French National Authority for Health pushed to reduce coal-fueled power plants because they emit dangerous levels of smog that increase lung disease.

In 1974, these French Transportation policies accelerated:

• Conversion of Streetcars to double-capacity Trams in dedicated lanes
• Construction of Metro Rail lines in the Top 7 metro areas of France
• Conversion of diesel-powered Suburban Rail & Regional Rail to electric-power
• Conversion of High-Speed Train R&D from jet-fuel to electric-power

SNCF spun off an agency to manage the Train à Grande Vitesse (High-Speed Train) project commonly called TGV. Once electric-powered TGV demonstrated that it could sustain 270 kph (168 mph) on LGV test track in 1979, a long sequence of Intercity Passenger Rail milestones unfolded:

In 1981, TGV began commercial operation up to 270 kph (168 mph) on LGV within the 391 kilometers (243 miles) between Paris and Lyon.

In 1988, SNCF upgraded LGV and TGV to commercially operate at 300 kph (186 mph) in Paris-Lyon corridor.

In 1994, France and the United Kingdom opened the 51-kilometer (31 miles) English Channel Tunnel, enabling Eurostar HSR in the Paris-Lille-London corridor.

In 1996, SNCF and the National Railway Company of Belgium opened 300 kph HSR in the Paris-Lille-Brussel corridor and the London-Lille-Brussels HSR corridor.

In 2001, SNCF extended the first LGV to 660 kilometers (410 miles), enabling a 3-hour trip time in the Paris-Lyon-Valence-Avignon-Marseille corridor.

In 2007, SNCF introduced a 400 kph (249 mph) 4th-generation HSR route (Nextgen LGV) and upgraded TGV to reach 320 kph (199 mph) on it.

By 2016, the Global Warming threat, higher electric train manufacturing, and higher Intercity Passenger Rail & Rapid Transit ridership inspired France to accelerate Smart Electric Grid upgrades that prevent energy loss and reliably manage higher electricity demand. France’s Smart Electric Grid completion forecast is 2035. Along the way, more low-cost wind & solar energy enters the Smart Electric Grid to gradually lower electricity cost per unit.

In 2021, Alstom purchased Bombardier and became the world’s 2nd largest train maker. Per capita, train-related jobs are as important to France as automobile-related jobs to America.

Alstom, SNCF, and transit agencies in France are on pace for 100% conversion to electric-powered HSR, Regional Rail, Suburban Rail, Metro Rail & Trams between and within Large (3-12 million pop.), Medium (1.0-2.99 million pop.), and Small (250K-999K pop.) metro areas by 2040. SNCF continues boosting train frequencies. Each year more people choose Intercity Passenger Rail + Rapid Transit for better mobility without gasoline costs and parking hassles.

Higher Speeds Shorten Trip Times & Lengthen Rail Distances

Travelers are always attracted to Trip Time Savings from higher speeds. Excluding the shrinking “No Speed Limit” mileage on Germany’s Autobahn, Top Speeds on Western European tollways have stabilized at 120-130 kph (75-81 mph) to cut accidents and reduce emissions. With tollway & fuel stops, intercity drives are mostly limited to 110-120 kph (69-75 mph) Average Speeds.

HSR & Regional Rail connected to Rapid Transit attracts high ridership when it saves Trip Time compared to intercity driving up to 3 hours 30 minutes while costing less than automotive fuel and parking fees.

Total Air Travel Time equals ground transport time to the airport, airport queues, flight time, and ground transport time from the airport to metro area destinations. In Western Europe, Total Air Travel Time for 800 kilometers (497 miles) or shorter regional flights averages just over 3 hours 30 minutes.

Many HSR/Regional Rail + Rapid Transit/Taxi/Uber options provide 3-hour or less Trip Times. They are rewarded with vastly higher ridership than regional flights in the same corridor. Some HSR/Regional Rail + Rapid Transit/Taxi/Uber options provide 3-hour 30-minute Trip Times that attract slightly higher ridership than regional flights too.

This chart approximates Intercity Passenger Rail Average Speeds derived from Top Speeds for Trip Distances in Western Europe. Average Speeds include “Rule-of-Thumb” distances between stops, brief slowdowns in long tunnels, major curves, and near station stops. The dotted line indicates that many 1st Generation HSR lines are upgrading from 200 kph to 220-230 kph.

To attract higher ridership, Western Europe passenger rail agencies, transit agencies, and train operators are collectively:

• upgrading more 160-180 kph (99-112 mph) Regional Rail routes to 180-200 kph (112-124 mph)
• upgrading early 200-250 kph (124-155 mph) HSR routes to 220-270 kph (137-168 mph)
• building dedicated 280-360 kph (174-224 mph) HSR routes
• introducing Cheap, Medium & Premium fares in HSR routes
• introducing some Regional Rail fares competitive with Intercity Bus fares
• building multiple Rapid Transit lines in metro areas that go to central train stations
• building Rapid Transit lines designed to carry passengers & luggage faster between train stations & airports

They constitute the “Western Europe Cheat Code” for HSR, Regional Rail & Rapid Transit development and operations.

Since Paris is one of the world’s most attractive tourist destinations, Paris CDG Airport will always be busy. Tourism to Lyon is also growing via frequent TGV service and its location in central France. Both cities feature outstanding Rapid Transit networks for their size.

The French government want to spread more international tourism around France. France is also committed to eliminate regional flights between its 50 largest metro areas of 250K+ population. To meet those goals, France is spending 100 billion Euros on Intercity Passenger Rail expansion and upgrades before 2040.

By 2040, France will have over 3000 LGV miles interconnecting thousands of upgraded Regional Rail miles. SNCF and TGV management also know that high ridership continues in routes that take up to 4 hours to complete because most trips have different origins and endpoints that last 1 to 3.5 hours.

With insights from Speed-Distance Charts, the Alstom, SNCF, and TGV reasoned that Nextgen TGV speeds up to 360 kph (224 mph) operating on Nextgen LGV can further reduce regional flights in some corridors. Moreover, Nextgen TGV combined with LGV and Regional Rail upgrades will connect Paris and/or Lyon to the Top 25 Destinations in France in under 3.5 hours by 2040.

Nextgen TGV is branded TGV M in France and marketed as Avelia Horizon for global sales. TGV M weighs 30% less and is 20% more energy efficient than current TGV. Maintenance costs per train will be lower as well.

Like testing delays experienced by Boeing’s Nextgen jets, testing delays hit Alstom’s Nextgen TGV. Consequently, Alstom will introduce TGV M to commercial operation in 2025.

Total Benefits Over Costs Point to Higher TGV M Speeds

Though TGV M has a certified top speed of 400 kph (249 mph) to match Nextgen LGV certified top speed, TGV management initially planned commercial operation 10% slower at 360 kph (224 mph) for lower energy & maintenance costs. France would still reclaim the world title for “Fastest steel-wheel train in commercial operation.”

As leader of the Paris Climate Agreement since 2016, France has practically replaced coal-fueled electric power plants with nuclear, hydroelectric, natural gas, geothermal, wind & solar energy. A byproduct of the Russia-Ukraine War is limiting natural gas supplies to Europe. That war is inspiring France to build wind, solar, and geothermal projects faster. When France completes its Smart Electric Grid by 2035, it will also ban the sale of new automobiles that burn gasoline or diesel fuel.

Given world events impacting oil supplies, France wants to demonstrate lower emissions and higher energy efficiency per mile in the short term. Hence, TGV M’s planned introduction for commercial operation is revised down to 320 kph (199 mph) for energy savings.

Over 2028-32, Nextgen LGVs are coming from Bordeaux to Toulouse and from southern France to the Spanish border. Germany is upgrading HSR speeds from Frankfurt, Stuttgart, Dusseldorf, and Mannheim to meet Nextgen LGV at two French borders. The Netherlands and Belgium are upgrading HSR speeds between Brussels and Rotterdam. The result will be shorter Trip Times in the Paris-Lille-Brussels-Rotterdam-Amsterdam corridor and the London-Lille-Brussels-Rotterdam-Amsterdam corridor.

Those upgrades over 2028-2032 will increase motivation to boost TGV M speeds, perhaps up to 360 kph (224 mph) for shorter trip times to eliminate more regional flights. Higher speeds will allow TGV M to complete more daily round trips with the same staff for higher profits.

Making TGV M the world’s fastest steel-wheel train would be good PR for Alstom’s global sales. There’s a matter of national pride too. France introduced the first steel-wheel trains certified for commercial operation at 300 kph (186 mph) and 360 kph (224 mph), and the first HSR route certified for 400 kph (249 mph) in commercial operation. France set a world speed record for a steel-wheel train at 575 kph (357 mph), but no one speaks of France having the world’s fastest HSR trains anymore.

Last decade Japan matched France with 320 kph (199 mph) HSR trains in commercial operation. In 2017, China became the HSR speed leader with 350 kph (217 mph) in commercial operation. Japan, California, and the United Kingdom are building 350-354 kph (217-220 mph) HSR routes to debut over 2029-2031.

The French and British maintain a long rivalry of bragging rights over things large and small. Given national pride in TGV and lower electricity costs from its Smart Electric Grid, I can’t imagine France allowing the United Kingdom to boast that it has faster train speeds operating on HSR.

I anticipate TGV M being unleashed to 360 kph (224 mph) on Nextgen LGV by 2031-32. Only time will tell if I guesstimate correctly.

More Best Practices from German, Italian, Swiss & Spanish HSR

Since Germany has a denser population than France, it prioritized building a web-like network of Regional Rail & HSR mileage to attract more passengers per mile than the hub & spoke network of French Regional Rail & HSR, per European Union statistics. Germany is upgrading 230-240 kph HSR routes to 250-260 kph, building dedicated 280-300 kph HSR routes. Over 2025-35, it is building faster HSR lines connecting borders with Belgian, Netherlander, Swiss, Austrian, Danish and Swedish HSR.

To connect more cities to Rome in under 3.5 hours, the Trenitalia rail agency is upgrading its 250 kph (155 mph) Rome-Florence HSR segment to 270 kph (168 mph). The rest of Italy’s HSR network is being designed for trains to mostly operate at 270-300 kph. It is also noteworthy that in Italy, privately owned Italo high-speed trains compete with state-owned Trenitalia high-speed trains. For travelers, the result has been higher train frequencies and lower fares.

Switzerland built 15-, 22- and 35-mile rail tunnels under the Alps that are certified for electric passenger trains to operate commercially at 220-230 kph (137-143 mph).

The Spanish government prioritizes Intercity Passenger Rail expansion over Intercity Highway expansion and widening. For faster construction at lower cost, Spain keeps HSR & Regional Rail project engineering within its Renfe rail agency and builds some stations outside small cities. Combined with grants from the European Union Transportation Fund, Spain has built the most 2nd and 3rd Generation HSR mileage in Europe.

HSR Train Frequency & Schedule Reliability Impact Ridership

Switzerland is only 22% larger than Maryland and its 6 largest cities are 20-60 miles apart in a single 170-mile zig-zag corridor. That small Alpine country doesn’t need trains faster than 230 kph (143 mph) for high ridership.

Switzerland achieved ridership success by upgrading Intercity Passenger Rail to 180-230 kph (112-143 mph) top speeds combined with high frequency on 98% reliable Clock-Face Scheduling. All patrons know that the next train comes every 15, 20, or 30 scheduled minutes from 5:00 am to Midnight between its largest cities: Zurich, Basel, Bern, Lausanne, Lucerne, and Geneva.

Though France, Germany, Italy, Spain, Switzerland, Belgium, and The Netherlands HSR easily beat the schedule reliability of flights, they are striving for 97-98% reliability and roundtrips every 10-20 minutes in high-population corridors and roundtrips every 20-45 minutes in medium-population corridors by 2040.

Western European nations are also reducing regional flights while incentivizing airlines to focus on more 1000+ kilometer flights increasingly demanded by travelers.

America Should Prioritize HSR Project Completions

One silver lining to America’s missed opportunities to build Intercity Passenger Rail and Rapid Transit cheaper is that we can use the “Western Europe Cheat Code” to build smarter. Next, let’s examine current Interstate HSR routes that are public-owned (Amtrak, California HSR), or have public-private-ownership status (Brightline West HSR).

Amongst HSR advocates, there is debate over the minimum HSR Top Speed America should pursue. Though we all prefer 185-220 mph top speeds, they are impractical in many high-population corridors that have extensive property development. Fortunately, 160 mph and some 185 mph routes can utilize substantial existing railway and highway mileage for Rights-of-Way (ROW) to lower construction costs. Longer and straighter tunnels, viaducts & embankments are needed to produce 185-220 mph, making their ROW acquisition of private property and construction cost per mile more expensive.

Now we must garner political willpower to fully fund Interstate HSR ROW acquisition, engineering, and construction in high-population corridors. We simultaneously need more 110-137 mph Regional Rail in medium-population corridors.

1st Public-Owned HSR Funding Priority

America’s Northeast Region has 45 million residents and attracts the most domestic and international visitors. It has the most Rapid Transit lines connecting to intercity and commuter trains. Many train stations are being upgraded. Since 2022, Amtrak Northeast Corridor has received $16 billion of its $30 billion USDOT commitment for its Phase 1 Upgrade. In the near term, Amtrak is upgrading 36 miles in the Boston-Southeastern Connecticut segment and 24 miles in New Brunswick-Trenton segment for Nextgen Acela trains to reach 160 mph.

Nextgen Acela trains, derived from Avelia Horizon, debut in late 2024. Its tilting feature enables 5-10 mph speed boosts in curves. Rides will be smoother and the onboard experience will be better. Nextgen Acela Washington-NYC’s 2-hour 51-minute Trip Time in 3Q 2024 should soon reduce to 2 hours 42 minutes. Acela Boston-NYC’s 3-hour 35-minute Trip Time should soon be reduced to 3 hours 30 minutes. With significantly higher train frequencies and 2 additional cabins per train, Nextgen Acela may finally offer lower-cost Coach fares too.

By 2035, completed tunnels, bridges, track, electricity & signaling will upgrade more mileage to 90-160 mph and adapt more infrastructure for sea level rise. By then, Acela NYC-Washington Trip Time can be reduced to 2 hours 30 minutes. Acela Boston-NYC Trip Time will likely reduce to 3 hours 10 minutes. The NYC-Washington segment should also reach 15-minute train frequencies and 94% schedule reliability.

America has slow-walked the 226-mile NYC-Washington HSR upgrade since 1965. It’s still not funded for world-class electrical standards and 2 straighter dedicated tracks to reach 185-200 mph over two-thirds of its mileage. If the federal government eliminates that funding shortfall in 2026, Amtrak can further upgrade to produce a 2-hour NYC-Washington Express Trip Time and 63 daily HSR round trips by 2035.

2nd Public-Owned HSR Funding Priority

The 500-mile California HSR Phase 1 project covers the San Francisco-Anaheim corridor with a northern spur to Merced. When complete, it will showcase 220 mph from Merced to Palmdale segment and 90-110 mph in urban areas for a San Francisco-Los Angeles 2 hour 40 minute Express trip time. Regional flight delays in California are increasing. For those reasons, California HSR should attract 31 million annual riders by 2040 as the state reaches 40 million population and more visitors come to the state.

To date, USDOT has only granted $6.7 billion, a little over 6% towards the $105 billion project. Given that USDOT funded 90-80% of the Interstate Highway System cost for 3 decades, critics should pen their venom at the lack of sufficient federal funding for the California HSR project.

The 171-mile Merced-Bakersfield HSR segment in Central California is on pace to begin commercial operation in 2030-31. Many Amtrak San Joaquin riders from Oakland and Sacramento will transfer at California HSR Merced Station for high-speed rides south to Fresno, Kings/Tulare, and Bakersfield. Recently, USDOT granted lead funding to build the passenger rail tunnel into downtown San Francisco.

Unfortunately, I can’t predict when federal funding will arrive to spark increased state & county funding to extend from Central California via tunnels to Gilroy and build 40+ railroad overpasses in the Gilroy-San Jose-San Francisco segment.

Here’s another insight. Highway, Airport, HSR, and Rapid Transit projects take a long time to build in America. For example,  a 7-mile I-5 Highway widening project in Los Angeles took 11 years to complete. We should not be surprised that a showcase 520-mile HSR project with tunnels through fault zones, mountains, and lengthy viaducts may take 30 years to complete.

1st Private-Public-Owned HSR Project Priority

Los Angeles-Las Vegas corridor has the most regional flights in America. Brightline West received a $3 billion federal grant to combine with over $8 billion private funding for its planned 185 mph train service from Las Vegas to Rancho Cucamonga, a suburb 40 miles east of downtown Los Angeles.

Brightline West plans to construct the 218-mile Las Vegas-Victor Valley-Rancho Cucamonga HSR corridor in 4 years by mostly using the I-15 Freeway median.

Brightline West has several years of planning and California HSR insights to minimize mistakes on this mega-project. Despite the best planning, unexpected things may or may not add 1 year to construction time. Afterward, 9 months of systems testing is typically required for public utility certification. Therefore, I anticipate Brightline West opening in late 2029. That’s still fast.

It will draw ridership from nearly 7 million residents in eastern Los Angeles County, San Bernardino County, Riverside County, and northern Orange County. For most, Total Trip Time (including drives to/from Rancho Cucamonga) to the Las Vegas Strip will be 3 hours or less.

Later in the 2030s, Brightline West would like to extend HSR tracks from Victor Valley to Palmdale, then switch to California HSR tracks for 1-seat train rides into Burbank Airport Intermodal Station and Los Angeles Union Station in less than 3 hours.

3rd Public HSR-Regional Rail Funding Priority

Chicago is the hub of five major passenger rail corridors. The three largest corridors connect 24 million people in Chicago-Detroit, Chicago-St. Louis and Chicago-Milwaukee corridors have ideal spacing for HSR service. Though small Amtrak Regional upgrades were completed in the 2010s, their train speeds & frequencies remain too low to attract high ridership.

Amtrak Hiawatha trains from Milwaukee only reach 79 mph in the 86 miles to Chicago with 7 weekday roundtrips that terminate at the north concourse of Chicago Union Station.

Amtrak Wolverine trains from Detroit only reach 110 mph in part of the 237 miles to Chicago with 3 weekday roundtrips terminating at the south concourse of Chicago Union Station.

Amtrak Lincoln & Missouri Runner trains from St. Louis only reach 110 mph in part of the 284 miles to Chicago with 5 weekday roundtrips terminating at the south concourse of Chicago Union Station.

The main concourse of Chicago Union Station has cramped boarding platforms. Oglivie Transit Station hosts Chicago Metro Rail and some Chicago Metra Commuter Rail trains 2 blocks north. The two stations do not connect tracks & platforms for easy transfers. South of Chicago Union Station, Amtrak, and commuter trains cross a maze of freight rail tracks that slow speeds and frequencies for passengers and delay freight movements.

The Chicago Hub Improvement Program (CHIP) just received a $900 million USDOT grant to combine with state, county & city funding to fix Chicago Union Station and better connect with Oglivie Transit Station. In the next round of USDOT funding, the railway maze of the south of Chicago Union Station should receive a USDOT grant for a Crosstown Connector and more miles of 100-110 mph passenger track between O’Hare Airport, downtown Chicago, and all points south. Train frequencies to Detroit and St. Louis will rise to 8-10 daily round trips, like the Chicago-Milwaukee corridor.

That’s nowhere close to the infrastructure needed for 3 HSR corridors over flat land with ideal spacing between metro areas. Nor does it extend from Milwaukee to Madison and Minneapolis and extend from St. Louis to Kansas City. Chicago Hub needs $60-70 billion to upgrade the 284-mile Chicago-Gary-Kalamazoo-Ann Arbor-Detroit corridor, 354-mile Minneapolis-Madsion-Milwaukee-Chicago corridor, and 412-mile Chicago-Springfield-St. Louis-Kansas City corridor.

Due to well-developed property in its corridors, track curvature affecting speed limits will substantially vary. Fortunately, the Benefits over Costs still justify 145-155-165-175-185-195-205 mph HSR speeds, 110-125 mph Regional Rail speeds, and high train frequencies in the Chicago-Midwest region for ridership like HSR & Regional Rail in France.

4th Public HSR Funding Priority

Southeast HSR in the Washington-Richmond-Raleigh-Charlotte-Greenville-Atlanta corridor has over 20 million population in the nation’s fastest-growing mega-region. In 2023, the Washington-Richmond-Raleigh segment received $1.8 billion in federal grants to combine with a couple billion more from Amtrak, Virginia, and North Carolina.

Highlights of this funding cycle are a second railway bridge across the Potomac River, mild curve-straitening between Washington DC and Richmond, and the purchase of an S-Line freight rail corridor (below) to create a straighter Passenger Rail route between Richmond and Raleigh.

When the project is completed, Amtrak plans commercial operation up to 110 mph and 10-12 daily roundtrips in the corridor. Compared to Intercity Passenger Rail in Western Europe, this project is another disappointment.

Given the corridor’s population size, growth rate, and spacing between large metro areas, it’s ideal for 185-195-205 mph HSR speeds and 36 daily roundtrip services to cut highway congestion and regional flights. To accommodate such speeds, more property acquisition is needed before commercial & residential development jacks up ROW costs.

Hence, the question remains. When will the Washington-Richmond-Raleigh-Charlotte-Greenville-Atlanta corridor receive enough federal and state funding to become a difference-maker that cuts highway congestion and excessive regional flights?

2nd Private HSR Project Priority

Another private company, Texas Central Railway wants to break ground on a 205 mph Dallas-Houston HSR route serving the fast-growing 16+ million-person 240-mile corridor. Stations are currently planned a few blocks south of downtown Dallas and in Northwest Houston. Texas Central plans to build Transportation-Oriented Development on land it owns next to stations.

When complete, this project will anchor extensions from Dallas to Fort Worth, Austin, and San Antonio.

Until Texas Central overcomes local NIMBY (Not In My Back Yard) obstacles preventing Environmental Clearance and ROW Acquisition, 100% Engineering Design required for Construction Start is delayed. Perhaps its recent Amtrak partnership will help break the logjam.

Accelerate More HSR Projects To Enter Construction

The Federal Railroad Administration has been studying HSR projects in growing corridors outside the Northeast Corridor and California-Las Vegas since the 2000s. If federal leaders substantially increase HSR funding, more states and private investors will join in for these HSR projects to Enter Construction over 2026-29:

• Philadelphia-Harrisburg-Pittsburgh-Cleveland-Toledo
• Gary-Fort Wayne-Toledo-Detroit
• Gary-Indianapolis-Louisville-Nashville-Chattanooga-Atlanta
• Portland-Seattle-Vancouver
• Cheyenne-Fort Collins-Denver-Colorado Springs

Combined with HSR projects named earlier for 13 HSR projects in 9 mega-regions, the majority of Americans would believe that a robust Interstate HSR System is underway.

Upgrades for Public & Private Regional Rail

Pre-COVID, most of the 25 state-supported Amtrak Regional routes increased annual ridership. Several routes merit the HSR upgrades. The remainder running in sub-250-mile corridors merit Western Europe-style Regional Rail upgrades.

Amtrak’s 3rd highest ridership Regional Rail route (LA-Norwalk-Anaheim-Irvine-Oceanside-San Diego) is a prime example. With only 128 miles between the 19 million population Los Angeles Metro Area and the 3.4 million population San Diego Metro Area, the corridor has massive rail ridership potential.

Amtrak Pacific Surfliner, Metrolink commuter rail, COASTER commuter rail, and freight rail share that corridor. Some freight rail goes from San Diego Seaport to Camp Pendleton Marine Corps Base in northern San Diego County. Later this decade, Los Angeles Union Station will have run-thru tracks that shave several minutes from train schedules.

Though Amtrak Pacific Surfliner, Metrolink, and COASTER have low-emission diesel-electric locomotives, corridor mileage has too much Single Track limiting train speeds & frequencies. Since coastal bluffs are eroding, nearby tracks often close during winter storms for emergency repairs.

At the current funding pace, the corridor’s Regional Rail upgrade would likely be completed over 2042-44. Exhausted LA-San Diego commuters, travelers, and freight rail companies can’t wait that long.

The State of California, the counties of Los Angeles, Orange, and San Diego, and a freight rail company recently committed more funds to this rail corridor. The corridor still needs large federal funding to remain open while upgrading to Regional Rail status that features electric trains, complete railroad over/underpasses, 3 tunnels away from coastal bluffs, and a new University of California San Diego Station by 2036.

Once the corridor reaches Regional Rail status, Amtrak Pacific Surfliner, Metrolink, and COASTER trains can sustain 110 mph and 76 daily roundtrips for 5X ridership compared to 2019. That will make a huge dent in traffic congestion smog & GHG emissions on the adjacent I-5 Freeway.

Florida is fortunate to have the private-owned Brightline Florida Regional Rail operator between Miami, Aventura, Fort Lauderdale, Boca Raton, West Palm Beach, and Orlando Airport with 16 daily round trips. Their station & onboard experience, and low-emission diesel-electric trains are top-shelf. Brightline fares are mostly competitive with many airlines too. Later this decade, Brightline Florida will benefit from a new St. Lucie River Bridge and may expand to Disney Springs.

Brightline Florida can not, however, approach its ridership potential until it elevates from the current (79 mph) speed limit through urban areas and reaches 36 daily roundtrips. To safely reach higher speeds and frequency, another river bridge must be replaced. Roughly 50 railroad overpasses must be built and 25-30 streets crossings must be closed. The entire route must be fenced.

Street closures are inexpensive, but nearly all railroad overpasses are public-owned and cost $80-125 million each. When more railroad overpasses and street closures are implemented, Brightline Florida can fence off tracks. Operating speeds can safely reach 100-110 mph in urban areas and 125 mph elsewhere.

Like other states, Florida must commit billions in funding for railroad overpasses. Only then can Brightline Florida reach its speed, frequency, safety, schedule reliability, and ridership potential in the Disney Springs-Orlando Airport-West Palm Beach-Baca Raton-Fort Lauderdale-Aventura-Miami corridor.

A New Era for Sustainable Passenger Transportation?

In November 2021, the 5-year Bipartisan Infrastructure Law (BIL) was signed enabling FY2022 USDOT budget for Intercity Passenger Rail and Rapid Transit projects to expand. Infrastructure Week was no longer a running joke in Washington. The larger USDOT budget for federal grants triggered states, counties, cities & private companies to announce more Intercity Passenger Rail and Rapid Transit projects.

My conclusion in Part 7 summarizes HOW much public & private funding is needed for robust Interstate High-Speed Rail progress and upgraded Regional Rail.

Part 7: Interstate High Speed Rail Funding