What's Keeping The US From High-Speed Rail?

To Americans, high-speed trains evoke the gee-whiz factor of a trip to Tomorrowland: Ride futuristic cars that zoom you to a destination in a fraction of the drive time — without having to fight your way through an airport. Read a book, do paperwork, take a nap while you whoosh ahead in high-speed comfort.

To governments, they evoke benefits to the common good — reduced freeway traffic, lower carbon pollution and more jobs.

But this country has never built a high-speed "bullet" train rivaling the successful systems of Europe and Asia, where passenger railcars have blurred by at top speeds nearing 200 mph for decades.

Since the 1980s, every state effort to reproduce such service has failed. The reasons often boil down to poor planning and simple mathematics.

Yet President Barack Obama, intent on harnessing new technology to rebuild the devastated economy, made a last-minute allocation of $8 billion for high-speed rail in his mammoth stimulus plan.

It sounds good, but that amount isn't enough to build a single system, or to dramatically increase existing train speeds, transportation experts say.

California is the only state with an active project, and its proposed cost is more than five times the stimulus amount. The $42 billion plan is far from shovel ready — it's still seeking local approvals — but it's farther down the track than any other state with an outstretched hand for a slice of Obama's high-speed pie.

There are rail advocates who say anything is better than nothing when it comes to modernizing U.S. train transportation, which needs all the help it can get. Others say the stimulus injection is like adding a teaspoon of water to the ocean and calling it high tide.


Who will get the money?
Roughly six proposed routes with federal approval for high-speed rail stand a good chance of getting some of the $8 billion award, according to U.S. Transportation Department officials. The spurs include parts of Texas, Florida, the Chicago region, and southeast routes through North Carolina and Louisiana.

Officials in those areas have said they'd be happy to take part of the president's offer, even though they don't have high-speed systems to pump money into. Talking with reporters recently, Obama said he'd love to see such trains in his former state of Illinois linking Chicago to Wisconsin, Missouri and Michigan.

The economic benefit is enormous, the president said. "Railroads were always the pride of America, and stitched us together. Now Japan, China, all of Europe have high-speed rail systems that put ours to shame."

New Transportation Secretary Ray LaHood, a former Republican congressman also from Illinois, said developing high-speed rail is the country's No. 1 transportation priority.

"Anybody who has ever traveled in Europe or Japan knows that high-speed rail works and that it's very effective," LaHood said in an interview with The Associated Press.

What exactly is "high-speed"? It depends on the location. The U.S. Federal Railroad Administration says the term applies to trains traveling more than 90 mph. The European Union standard is above 125 mph.

And many overseas bullet trains — most powered by overhead electricity lines — run faster than that. In France, for example, the TGV ("Train à Grande Vitesse") covers the 250 miles between Paris and Lyon in one hour, 55 minutes at an average speed of about 133 mph. A 25,000-horsepower French train reached 357.2 mph in 2007, setting a world record for conventional train systems.

In Japan, which opened the first high-speed rail in the 1960s and carries more passengers than any other country, Shinkansen trains hurtle the countryside at an average of about 180 mph. Japan's magnetically levitated train — different from conventional wheels-on-rails technology — holds the overall world speed record at 361 mph.