plowunited.net – The United States is home to over 340 million people, 71 interstate highways, and more than 5,000 public airports. Yet, it has no true high-speed rail (HSR) network. While several projects have been proposed over the years, none have reached the scale or speed seen in countries like China, Japan, or many parts of Europe.
However, that might be starting to change. Two major HSR lines are currently under construction, marking a potential turning point for US rail transport. These developments have sparked new interest in the question: is the US finally catching up?
Rick Harnish from the High Speed Rail Alliance says it’s encouraging to see real progress. The first project is the California High-Speed Rail, connecting San Francisco and Los Angeles. The second is Brightline West, which will link Las Vegas to Los Angeles. While California’s mountainous terrain poses engineering challenges, the relatively flat route between Las Vegas and LA offers fewer obstacles.
More High-Speed Rail Plans Are on the Table, but Face Delays
In addition to California and Nevada, several other regions have plans for HSR lines. One proposed route would connect Portland, Seattle, and Vancouver. Another aims to link Dallas and Houston. However, both face major hurdles.
Planning for the Pacific Northwest route is moving slowly. Meanwhile, the Texas line suffered a major setback when the Trump administration canceled a $63.9 million grant. These obstacles highlight the uncertainty surrounding HSR expansion in the US, where projects often struggle with long delays, funding issues, and political opposition.
This is in stark contrast to China, which is expected to have more than 50,000 kilometers of high-speed rail by the end of the year. In Europe, countries like Spain and France have built strong HSR networks. Even the UK, despite funding issues, continues work on High Speed 2.
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Cultural and Political Barriers Slow Down US Progress
Experts say America’s slow progress on HSR is tied to its strong car culture and limited public transport investment. Journalist Will Doig explains that many Americans don’t see the need for high-speed rail, especially in rural or suburban areas where car travel dominates.
The US government has also often deprioritized rail investment. Amtrak, the country’s main passenger rail service, doesn’t operate any HSR lines. While it plans to introduce 160 mph Acela trains in the Northeast Corridor, only a small section of track allows speeds above 150 mph.
Politics further complicates progress. Amtrak CEO Stephen Gardner recently resigned under reported pressure from the White House, adding more uncertainty. The government also declined support for the Dallas-Houston line, calling it a poor use of taxpayer money.
High-Speed Rail Needs Strong Federal Support to Succeed
Building effective HSR requires more than just tracks and trains. It also needs government support, long-term planning, and public buy-in. Rick Harnish emphasizes that without federal leadership, progress will remain limited.
The two ongoing projects—California High-Speed Rail and Brightline West—highlight the divide. The former is government-led, expected to finish by 2033. The latter is a private initiative aiming to open in 2028. While both are major steps forward, the US still lacks a national strategy for HSR expansion.
Future lines would need sealed, straight corridors without road crossings, making construction more difficult in urban areas. Cities like Houston and Dallas are densely built, making it harder to integrate new rail infrastructure. Scott Sherin from French train manufacturer Alstom notes that without public investment and planning, expansion into city centers will be especially difficult.
Learning From Global Examples and Looking Ahead
China’s approach offers a stark comparison. It not only builds HSR lines quickly but also uses them to boost its economy and extend geopolitical influence. Chinese cities with new HSR links see economic growth of over 14%, according to Denmark-based think tank 21st Europe.
China also exports its HSR expertise to countries like Indonesia, Malaysia, and Vietnam. Will Doig, author of High-Speed Empire, explains that this expansion strengthens China’s influence. However, such partnerships are unlikely in the US due to political tensions.
Europe, on the other hand, continues to expand its HSR network with strong public investment. EU think tanks now call for even broader connections between capitals and major cities. Kaave Pour from 21st Europe says the US must decide if it wants a future with strong public transit or continued car dependence.
Without a shift in national priorities and cultural mindset, America’s high-speed rail dreams may remain just that—dreams. But with two projects underway and more on the horizon, there are signs that the US might finally be on the right track.
