High-speed trains are speeding through countries around the world, but not in the U.S.

For the past half-century, high-speed trains have proven their value globally.

Their impact goes beyond cutting travel times; they are crucial for boosting economies, creating jobs, and connecting communities. China, Japan, and Europe are leading the charge.

So why doesn't the United States have a high-speed rail network like these other nations?

For the wealthiest and most powerful country on Earth, with a growing urban population of over 300 million, this absence is becoming harder to defend.

Japan pioneered the movement with its Shinkansen 'Bullet Trains' in 1964, but it was the launch of France’s TGV in the early 1980s that truly ignited the global high-speed rail revolution, a trend that continues to gain momentum.

The global high-speed rail revolution

However, this revolution has yet to reach the United States, where Americans remain largely dependent on congested highways or the stressful, unreliable airport and airline systems that often face disruptions.

Since 2008, China has constructed approximately 26,000 miles (42,000 kilometers) of high-speed rail, with plans to expand to over 43,000 miles (70,000 kilometers) by 2035.

In contrast, the United States has just 375 miles of track cleared for speeds exceeding 100 mph.

According to William C. Vantuono, editor-in-chief of Railway Age, North America's longest-running railroad publication, 'Many Americans are unfamiliar with high-speed rail and struggle to grasp its benefits, remaining stuck in a highway and airline mentality.'

Since the 1950s, cars and airplanes have dominated long-distance travel in the U.S., overshadowing a once-thriving network of luxurious passenger trains with iconic names like 'The Empire Builder,' 'Super Chief,' and 'Silver Comet.'

By the early 1970s, with Hollywood stars and business travelers abandoning the rails, famous railroads like the New York Central had largely gone bankrupt, passing their failing operations to Amtrak, the national passenger rail service founded in 1971.

In the years following that painful retreat, U.S. freight railroads have largely prospered, while passenger rail has remained a low priority for American lawmakers.

Powerful lobbying groups from the airline, oil, and automobile industries in Washington have spent millions defending their dominance, but their grip is loosening due to rising environmental concerns and worsening traffic congestion.

A major investment in rail improvements

A portion of these funds will go toward revamping Amtrak's deteriorating Northeast Corridor (NEC), which connects Boston, New York, and Washington.

Plans are also in the works to reintroduce passenger trains to numerous cities across the country, offering fast and sustainable travel to regions that have been without rail service for decades.

A larger investment

'Since Ronald Reagan, every president has emphasized the urgent need to upgrade U.S. infrastructure, but other, larger priorities have always taken precedence,' says Scott Sherin, chief commercial officer at Alstom's U.S. division.

'But now there's a strong push to get things moving – it's a time of optimism. If we build it, they will come. We're maturing as an industry, ready to take the next step. It's time to focus on passenger rail,' he adds.

Sherin argues that, like highways and airports, which receive massive subsidies, there should be no problem in providing similar support for rail.

'We need to better communicate the benefits of high-speed rail – such as quality jobs, economic growth, and superior connectivity compared to airlines – to gain bipartisan backing,' he says. 'High-speed rail isn’t the answer to everything, but it certainly has a role.'

Amtrak’s Northeast Corridor is the only route with trains that can approach the speeds of the TGV and Shinkansen, reaching 300 kilometers per hour (186 mph).

However, Amtrak Acela trains currently top out at just 150 mph, and only for brief stretches. Elsewhere, the top speed hovers around 100 mph on congested tracks shared with commuter and freight trains.

A new generation of trains

This year, Amtrak will introduce its new Avelia Liberty trains to replace the aging Acelas on the Northeast Corridor (NEC).

While capable of reaching 220 mph, the trains will be limited to 160 mph on the NEC, bringing Alstom's latest high-speed rail technology to North America.

The locomotives at both ends, known as power cars, are closely related to the upcoming TGV-M trains, which are set to debut in France in 2024.

Between the power cars are passenger vehicles equipped with Alstom’s Tiltronix technology, allowing them to tilt through curves for higher speeds, much like a MotoGP racer. And it's not just passengers who stand to benefit.

'When Amtrak awarded Alstom the contract between 2015 and 2016, the company had around 200 employees in Hornell,' says Shawn D. Hogan, former mayor of Hornell, New York.

'This is a game-changing economic development project that's practically unheard of in rural America. If it can succeed here, it can succeed across the entire country.'

'High-speed rail is already a reality. The Avelia Liberty was designed in collaboration with our European partners, so we already have the foundation for 'TGV-USA,' says Sherin.

'It’s all tried-and-tested technology from existing trains. We’re ready to roll out as soon as the infrastructure is in place.'

And those new rail lines could be coming sooner than expected.

Upcoming high-speed rail lines

In March, Brightline announced plans to break ground on a 218-mile (351-kilometer) high-speed rail line connecting Rancho Cucamonga, near Los Angeles, to Las Vegas, cutting through the San Bernardino Mountains and the desert, following the I-15 corridor.

The 200 mph line will reduce travel time to just over one hour, a huge improvement compared to the four-hour drive or five to seven hours by bus, set to open in 2027.

Mike Reininger, CEO of Brightline Holdings, says: 'As the most advanced high-speed rail project in the U.S., we’re closer than ever to competing with global transit and infrastructure projects, and we’re proud to employ America’s most skilled workforce to make this happen.'

This project will also bring passenger trains back to Las Vegas after a 30-year absence, following Amtrak’s cancellation of the 'Desert Wind' route in 1997.

Brightline aims to capture around 12 million of the 50 million annual one-way trips between Las Vegas and Los Angeles, 85% of which are currently made by bus or car.

Another major California project

At the same time, work continues on another high-speed line running through the San Joaquin Valley.

Slated to open around 2030, the California High-Speed Rail (CHSR) will stretch 171 miles from Merced to Bakersfield, reaching speeds of up to 220 mph.

With proposed upgrades to commuter rail lines at both ends, this project could eventually enable high-speed trains to cover the 350 miles (560 kilometers) between Los Angeles and the San Francisco Bay Area in just two hours and 40 minutes.

The California High-Speed Rail (CHSR) has been under consideration since 1996, but its development has been marked by controversy.

The project has faced challenges, including disagreements over the route, management issues, delays in land acquisition and construction, cost overruns, and insufficient funding for the full system, despite the economic benefits, as well as its potential to reduce pollution and congestion. Around 10,000 workers are already involved in the project.

With California's population expected to exceed 45 million by 2050, high-speed rail represents the most effective solution to prevent the state from being overwhelmed by traffic and smog.

Corridors with the greatest potential

Brightline West and California High-Speed Rail (CHSR) provide models for the future growth of high-speed rail across North America.

By targeting city pairs or regions that are too far for short car trips but too close for air travel, planners can identify the corridors with the greatest potential for high-speed rail.

'It makes sense that the U.S. hasn't yet built a nationwide high-speed network,' says Sherin. 'For decades, driving wasn't a burden, but as highway congestion worsens, we're now at a point where we need to seriously consider alternatives.'

'The ideal scenario involves population centers of around three million people located 200 to 500 miles apart, with a travel time of under three hours, ideally two hours,' he adds.

'Where these conditions exist in Europe and Asia, high-speed rail has almost entirely replaced air travel. This model could work just as effectively in the U.S. as it has globally.'

A fantasy?

Sherin cites the success of the original Acela trains as proof that high-speed rail can thrive in the U.S.

'When the first-generation Acela trains began operating between New York City and Washington in 2000, Amtrak attracted so many passengers that airlines ceased their frequent shuttle flights between the two cities,' he says.

However, industry analyst Vantuono takes a more cynical view.

'A U.S. high-speed rail network is an unrealistic dream,' he argues. 'The lack of political backing, federal funding, and the intense opposition from landowners—similar to what CHSR has encountered in California—means the obstacles for new high-speed projects are overwhelming.'

The International Energy Agency (IEA) states that urban and high-speed rail offer 'significant potential to deliver major benefits' in reducing global transportation emissions.

Dr. Fatih Birol, the IEA’s executive director, suggests that rail transport is 'often overlooked' in public discussions about the future of transportation systems—especially in North America.

'Even with the rise of cars and airplanes, rail in all its forms has continued to grow and evolve,' Birol adds.

Around 75% of global rail passenger trips are powered by electricity, positioning rail as a key player in the shift towards renewable energy in the coming decades.

In contrast, the U.S. remains far behind, with electrification almost nonexistent outside the Northeast Corridor (NEC).

Rail systems in South Korea, Japan, Europe, China, and Russia are over 60% electrified, with South Korea leading the way at approximately 85%, according to IEA data.

By comparison, less than 5% of North American rail routes are electrified.

The vast size of the U.S. and its spread-out population present challenges to building a single, unified rail network like those being developed in China or planned for Europe.

For transcontinental trips longer than 3,000 miles (about 4,828 kilometers), air travel will likely remain the go-to choice.

However, for many shorter intercity routes, high-speed rail or a mix of new infrastructure and upgraded rail or tilting trains could offer a compelling alternative to flying or driving.