Today, Brightline launched passenger rail service between Miami and Orlando, the fastest passenger rail service in the U.S. outside of the Northeast. Brightline will offer 16 round trips a day on the 235-mile corridor, with the trip taking about 3 1/2 hours, and...
High-speed rail combines high-performance trains and high-speed lines to slash travel times in half.
High-Speed Rail is Fast, Frequent and Affordable
High-speed rail is a proven technology, with over 28,000 miles of high-speed line in over 20 countries. At its core, high-speed rail has two components:
- High-speed trains. Today’s fastest trains cruise at 220 mph.
- Dedicated high-speed lines. High-speed lines are like interstate highways with gentle curves and easy hills. All other railroads, roads, and walkways go over or under the tracks to create a sealed corridor.
As a result, high-speed rail is twice as fast as driving and more convenient than short flights.
But, It Is Much More Than That
High-speed rail should be a part of a larger network of trains, buses and other modes that all work together.
With easy and reliable travel connections, more people are drawn to the network. More demand makes the case for more frequent service, which further drives demand.
Better yet, high-speed trains often run on conventional tracks too, so they can serve cities and towns far beyond the high-speed line.
So high-speed rail is really the heart of a rich and complex system linking together hundreds of cities and towns with seamless and nearly effortless mobility.
Germany’s high-speed trains (ICE – InterCity Express) operate in a complex web, using a mix of high-speed, upgraded, and conventional track in a single journey.
High-speed trains often use conventional, “shared-use” tracks for part of their trip.
How Does the Rest of the World Build High-Speed Rail?
Most countries use the Integrated Network Approach–gradually adding new segments of high-speed line to their existing network while upgrading connecting “shared-use” lines (which can be used by intercity, commuter, and freight trains) and local transit systems.
In some cases, high-speed trains run in “unified service” using both high-speed and shared-use tracks in a single trip. In other cases, passengers can buy a single ticket and switch easily between high-speed and conventional trains.
Connecting Big Cities and Small
The first segment of European high-speed line was just 180 miles long, but it improved travel for the entire southeast region of France.
18 cities and towns got direct service by high-speed trains. Many others saw better service through connecting trains and buses.
We can take this approach in the US.
We Need an Integrated Plan
We lack a vision and a master plan.
In North America, planning, building and running trains is split up among many agencies and companies. So, planning is focused on individual railroad segments rather than a comprehensive network. Everyone will benefit from faster trains, but without the big-picture network view, it is hard to coordinate all the stakeholders.
The 2018 California Rail Plan is the first to take a statewide big picture view. The Federal Railroad Administration is creating regional sketch plans that can be used to build a nationwide vision.
Together, we can push these plans forward.
We Need a Demonstration Project
The Pennsylvania Turnpike, America’s first “high-speed” highway, opened in 1940, paving the way for the U.S. Interstate Highway System. We need an initial high-speed line to launch a network of American high-speed trains.
In 1956, Congress funded the Interstate Highway System. It was built over a forty-year period, with segments of new highway opening every year. Drivers used—and still use—a combination of Interstates, other highways, and local roads in a single journey. Interstate highways serve many purposes for many people. They’re used by locals, business travelers, and tourists for trips ranging from a few miles to thousands of miles.
High-speed rail will require a similar approach: A federal program implemented by state and local governments in partnership with private business. And we need to build the first stretch of high-speed line, joined with the conventional rail network, so that passengers – and elected leaders – can begin experiencing its benefits right away.
And there’s good news: There are several projects competing to be the first proof of concept, just as the Pennsylvania Turnpike was for the Interstate Highway System.
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