{"id":71662,"date":"2019-12-06T12:13:31","date_gmt":"2019-12-06T17:13:31","guid":{"rendered":"https:\/\/magazine.tablethotels.com\/en\/?p=71662"},"modified":"2023-03-29T10:51:47","modified_gmt":"2023-03-29T14:51:47","slug":"off-the-rails","status":"publish","type":"post","link":"https:\/\/magazine.tablethotels.com\/en\/2019\/12\/off-the-rails\/","title":{"rendered":"Off the Rails"},"content":{"rendered":"

Train travel in the United States is notoriously difficult. Is that a symbol of stagnation and political gridlock, or a small price to pay for progress in other aspects of American life?<\/em><\/h4>\n

When you think about how California\u2019s been failing to build a bullet train between Los Angeles and San Francisco since 2008, it\u2019s legitimately shocking to consider the state of train travel in, say, China. In just about that same time, China \u201chas expanded their high-speed rail network from almost nothing to over 16,696 miles,\u201d writes CNET<\/a>, a number that accounts for \u201c65 percent of the total amount\u201d of high-speed rail in the entire world.<\/p>\n

But instead of viewing the train situation in the United States as a failure, there are those who see it as almost a point of civic pride. To some, America\u2019s inability to build high-speed trains \u2014 which are vastly more fuel-efficient and environmentally friendly than cars and airplanes \u2014 is a symptom of the success of our economic history and the righteousness of our political system. <\/p>\n

\u201cOur slow rail network is the price for a lot of great things about America,\u201d concludes<\/a> one columnist, Megan McArdle. That\u2019s because to reach their full potential, high-speed trains need to go in as straight a line as possible, which means buying up all the necessary land between stations. In America, that land is extremely expensive \u2014 and the government has to compensate landowners when they take it. Even then, in America, those claims get endlessly tied up in court. <\/p>\n

To thinkers like McArdle, these facts are proof of \u201cour limits on government power, our democratic political system, and the fact that we\u2019re already rich enough to have an enormous amount of existing infrastructure.\u201d \u201cAll in all,\u201d she writes, \u201cI think these things are more valuable than even a really cool train system.\u201d<\/p>\n

She might have a point. Democracy and prosperity? Those are<\/em> good things. But it\u2019s the holidays \u2014 and Americans are all stuck at the airports, reading about Greta Thunberg<\/a> and worrying about carbon emissions. Who could possibly feel so positive?<\/p>\n

\"Maglev\"
Shanghai’s Maglev train \u2014 “the fastest commercial service in the world.”<\/figcaption><\/figure>\n

In 1987, a despairing filmmaker held a mirror up to America\u2019s dystopian travel realities. In a 90-minute montage of devastated families and deadened dreams, he made his point: travel between New York and Chicago was just not feasible. <\/p>\n

Planes, Trains, and Automobiles<\/em> was heralded by critics as a \u201chilarious and touching\u2026 albeit predictable\u201d comedy, but the idea that it\u2019s just as predictable today means it’s almost more tragedy than romp. In America, holidays are still a mad dash by plane, car, or (outdated, slow, ineffective) locomotive. Meanwhile, in China, a high-speed train between Beijing and Shanghai \u2014 almost the very same distance<\/a> as that from New York to Chicago \u2014 takes just about five hours. <\/p>\n

A slow rail network isn’t just the inevitable price of a democratic government. Look at the successful systems in Japan and Europe. McArdle argues that America is particularly litigious \u2014 hard to deny, and in the face of eminent domain, a significant point \u2014 but there are other explanations, too, for the lack of rail options compared to democratic counterparts. <\/p>\n

One of the more depressing reasons, and the one that argues most directly against a sunnier view of our stalled train system, is the army of oil<\/a> and air<\/a> travel lobbyists focused on stopping any rail progress before it begins. The outsized influence of money in American politics makes it harder to believe that this is merely a healthy feature of a well-oiled democratic system. McArdle acknowledges this herself, writing<\/a> that \u201cother countries have crony capitalism, of course, but the downside of our highly decentralized government… is that almost anyone can get a few cronies together and grab some politician\u2019s ear.\u201d<\/p>\n

\"Planes,
A still from the celebrated documentary<\/em>, “Planes, Trains, and Automobiles.”<\/figcaption><\/figure>\n

A less shadowy, more logistically-minded rationale is simply that our big cities aren\u2019t close enough together to make train travel profitable. \u201cA general rule is that if a train journey takes around four hours or less, it\u2019s faster to take the train than to fly.\u201d From CNET: \u201cThis is because trains get you directly to a city center, whereas flying takes time to get to the airport, time at the airport, the flight itself and time from the airport, all that have to be included when considering total travel time.\u201d<\/p>\n

Tokyo and Osaka. Paris and Lyon. Florence and Rome. These are the type of major, adjacent population centers that make trains extremely effective, and Americans abroad love to return from those routes and ask why they can\u2019t have that same convenience between their hometowns. The United States is so vast, the argument goes, that trains between our major hubs could never match the convenience of the air. No one would take them. <\/p>\n

But then, if China could build high speed rail across a distance equivalent to New York\u2013Chicago, why couldn’t the United States? <\/p>\n

In Foreign Policy<\/a><\/em> magazine terms, \u201cUnique among today\u2019s major world powers, China has the dubious advantage of being able to draw train lines at its pleasure while ignoring free market pressures.\u201d In layman\u2019s terms, China\u2019s leaders can push through projects even if they that won’t very explicitly pay for themselves. <\/p>\n

Take, for example, a tale of two stimuli. After pledging over $146 billion for train projects in 2008, China \u201csimply signaled to banks that infrastructure projects\u2026 would be approved. Lending targets were increased and interest rates were decreased, and Chinese banks financed a spurt of construction.\u201d The next year, President Obama \u201cguaranteed $8 billion total in matching funds to any states\u201d willing to build high-speed rail. Subsequently, for a variety of motivations in which phrases like \u201cfederal largesse,\u201d \u201c$10 billion in boondoggles,<\/a>\u201d and \u201ctaxpayers on the hook\u201d were cited by train-resistant politicians, \u201cRepublican governors killed high-speed rail projects in Ohio, Florida, and Wisconsin.\u201d<\/p>\n

The reasons China’s built its trains are myriad \u2014 to improve shipping routes, to stimulate the economy, for national pride. But no matter how many benefits trains might provide a country, what it comes down to for the purpose of this lament is simple:<\/p>\n

America can’t build them like China. <\/p>\n

\"Biden\"
Vice President Joe Biden with Senator Arlen Specter on the Acela Express.<\/figcaption><\/figure>\n

By now it\u2019s time for the the obvious rebuttal \u2014 forget about the difficulty of linking New York and Chicago. What about San Francisco and Los Angeles? Dallas and Houston? How about Boston and D.C.?<\/p>\n

America\u2019s only high speed rail \u2014 Amtrak\u2019s Acela \u2014 does link Boston with the capital. But on that route, the train averages 68 mph. In Europe and Asia, trains routinely<\/a> reach 200 mph. To go faster, Amtrak lines would need costly upgrades, which means securing<\/a> \u201ctricky rights of way for new tracks and billions in new federal funding.\u201d<\/p>\n

Once again, it\u2019s about the money and political capital. <\/p>\n

So how did the Japanese and the Europeans pull it off? In some cases, high-speed trains are just a product of the right investment at the right time. \u201cAfter World War II,\u201d explains TIME<\/a>, \u201cmany countries focused on building modern rail networks after their existing lines were destroyed.\u201d<\/p>\n

The United States also focused on infrastructure after World War II. But if you know America, you know our obsession with shiny things that run on four wheels and gas. John Hughes didn\u2019t just write Planes, Trains, and Automobiles<\/em>. He also wrote National Lampoon\u2019s Vacation<\/em>, an ode to the classic, post-war American cross-country car ride. \u201cIn the sprawling U.S.,\u201d continues TIME, \u201cwith many cities hundreds or thousands of miles apart, resources flowed toward improving air links and roads.\u201d<\/p>\n

We didn\u2019t modernize our rail system after World War II. Instead, we built the interstate. <\/p>\n

\"Amtrak\"
Amtrak’s scenic but slow Empire Builder route from Chicago to the West Coast.<\/figcaption><\/figure>\n

\u201cTransportation \u2014 planes, cars, shipping \u2014 is the largest source of greenhouse gas emissions in the United States.\u201d But zoom in and you\u2019ll see that not every member of the transportation trinity \u2014 planes, trains, and automobiles \u2014 places the same burden on the environment. According to Vox<\/a>, \u201ctrains carry 8 percent of the world\u2019s motorized passengers and 7 percent of freight, yet use just 2 percent of the energy consumed in the transportation sector.\u201d No matter how you look at it, we need more of them.<\/p>\n

But if it all comes down to money and political will, America\u2019s priority has just never been high-speed rail. A few of the buzziest words in modern locomotion are hoping to change all of that: the hyperloop and the Green New Deal. <\/p>\n

Elon Musk\u2019s hyperloop is definitively not high-speed rail, but it might work in a similar way<\/a> in practice, launching \u201c\u2018convoys\u2019 of \u2018pods\u2019 that would leave the hub together and wind up in different destinations.\u201d No matter what, it\u2019s years away. The Green New Deal, meanwhile, promises similarly groundbreaking concepts for revolutionizing American travel, as its leaders say they aim to \u201cbuild out high-speed rail at a scale where air travel stops becoming necessary.\u201d <\/p>\n

These are both massive ideas requiring massive public and private support. But \u2014 even though America can’t build like China \u2014 so was the interstate system. Instead of celebrating the wealth and democracy that hinders progress, isn’t it even more positive to challenge those things to do the opposite? <\/p>\n

Truthfully, work on American high-speed rail is already underway. In California<\/a>, Las Vegas<\/a>, Texas<\/a>, and the Northeast<\/a>, new tracks and upgrades have all been proposed, and they\u2019re all going through the financial and legal system with various degrees of promise. In many cases, the private sector is picking up to do what the government hasn\u2019t. <\/p>\n

Yes, the train of progress is chugging along in America. The problem is, it\u2019s an Amtrak. With the sustainability problems we’re facing today, that might not be fast enough. <\/p>\n

 
\n

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