Why the U.S. Still Struggles With High-Speed Rail

Technology moves fast. From smart homes to space missions, the world is racing to modernize life with seamless, tech-driven solutions. In the middle of this global transformation stands the United States—one of the most advanced countries on Earth. But there’s one critical area where America still lags behind: high-speed rail.

I remember standing at a train platform in Tokyo and watching a Shinkansen glide past at over 180 miles per hour. It made me wonder: why can’t we do this back home?

Rail Travel: Cheaper, Safer, But Neglected in the U.S.

Around the world, rail is a trusted way to travel long distances. It’s not just affordable—it’s reliable, comfortable, and environmentally sound. In Europe and Asia, millions choose trains over planes and cars every day. But in the U.S., the story is different. Despite being a leader in aviation and road infrastructure, the country has largely ignored long-distance passenger rail.

This wasn’t always true. Two centuries ago, the U.S. built one of the most admired rail networks in the world. Trains were the engine of expansion, prosperity, and mobility.

The Shift Away from Rail in the 20th Century

By the mid-1900s, America shifted course. Air travel became quicker and cheaper. Cars became a symbol of independence and status. The 1950s saw the birth of the Interstate Highway System, which reshaped the American lifestyle.

Rail fell out of focus. The number of people choosing to drive or fly surged. Between 1940 and 1960, car use quadrupled, and air travel grew by 1,400 percent. Engineers and researchers followed public demand, and rail innovation lost its momentum.

America’s First High-Speed Ambitions

Japan’s launch of the Shinkansen in 1964 caught global attention. The U.S. responded quickly. President Lyndon B. Johnson backed the idea of fast rail service between Boston and Washington. The result was the Northeast Corridor test program, which reached speeds of 120 mph by 1969.

That program led to Amtrak’s Acela Express, still the fastest passenger train in the U.S. today. But it only touches 150 mph for a brief stretch—and that speed falls short of modern high-speed rail standards.

What Defines High-Speed Rail?

There’s no single global definition. But according to the International Union of Railways, a newly built high-speed rail line should run at least 155 mph. Upgraded lines should reach 124 mph or more. In Europe, Asia, and now parts of the Middle East, trains often exceed 200 mph.

So where does the U.S. stand now?

A New Push for High-Speed Rail in the U.S.

In December 2023, the Federal Railroad Administration committed $8.2 billion toward 10 major rail projects. President Joe Biden had earlier announced $30 billion for nationwide improvements, including $16.4 billion for the Northeast Corridor and $1.4 billion for safety upgrades. This renewed push aims to bring real momentum to a sector long stuck in neutral.

If fully realized, these projects could reshape national mobility, create thousands of jobs, and bring economic growth to underserved areas.

California High-Speed Rail: Delayed and Over Budget

The most talked-about project is the California High-Speed Rail. Designed to connect Los Angeles and San Francisco, it’s been under construction for nearly a decade. Yet after all this time, just half of the planned 380 miles have been built.

Land acquisition issues and rising costs have plagued the project. Initial estimates have ballooned to $128 billion, making it one of the most expensive infrastructure undertakings in U.S. history.

Texas and Cascadia Projects: Still in Planning

Texas Central aims to connect Dallas and Houston, using Japanese Shinkansen technology. It’s still in the planning phase, and faces legal and financial hurdles. The Cascadia project, intended to link Vancouver, Seattle, and Portland, has received some funding for early design work. But no start date has been confirmed.

Brightline: The Private Sector Steps In

Among all this, one name stands out—Brightline. Backed by Fortress Investment Group, Brightline is leading the only privately funded rail project in the U.S. In Florida, the company has already built a 235-mile line between Miami and Orlando. Trains reach 125 mph—not quite high-speed by international standards, but a massive step for American rail.

Brightline used modern construction techniques, including box-jacking, to replace century-old infrastructure like the St. Lucie River bridge without closing roads. This approach saved time and minimized disruption.

The project also took advantage of Florida’s policy allowing rail to run alongside highways, cutting land acquisition delays and costs. It set a precedent that public-private partnerships can work—when they’re smart, focused, and locally aligned.

Brightline West: America’s First True High-Speed Rail?

Brightline’s next venture is even more ambitious. Brightline West will link Las Vegas to Southern California with trains running at 186 mph—qualifying it as the country’s first true high-speed rail line.

The project is estimated at $12 billion. It will connect Las Vegas to Rancho Cucamonga, where passengers can switch to Metrolink and reach downtown Los Angeles. This trip, which currently takes 5 hours by car, will drop to just 3 hours.

Most of the route—about 96 percent—will run along the I-15 highway corridor, reducing land use issues and environmental disruption. The company expects to finish construction by mid-2028, just in time for the Los Angeles Olympics.

Brightline West plans to serve over 11 million riders annually and will rely largely on private investments. Only $3.75 billion will come from public funds. This approach stands in contrast to California’s fully government-funded model.

Both Nevada and California back the project, which received an additional $25 million in federal funds in June 2023 for design and early construction.

Why Brightline Could Succeed Where Others Failed

Public doubt runs deep when it comes to high-speed rail in America. Years of delays, inflated budgets, and abandoned plans have shaped public opinion. But Brightline’s completed Florida line proves that it can be done.

What’s different here is accountability. Brightline answers to investors, not just government agencies. That means budgets matter, delays hurt, and completion is essential. It’s a business model that puts pressure on performance—and it may be exactly what American rail needs.

A Turning Point for U.S. Infrastructure?

High-speed rail has long felt like a dream in the United States. But the momentum is real now. With federal support, private capital, and successful prototypes already in place, the country finally has a shot at catching up.

For the first time in decades, the vision of sleek, fast, eco-friendly trains is more than just a blueprint. It’s steel in the ground, tracks laid, and timelines announced.

If Brightline West delivers what it promises, it could redefine how Americans move—connecting cities, slashing emissions, and restoring public trust in big, bold infrastructure.