I've been a big advocate for the US getting high speed rail in areas like the Northeast corridor, amongst other areas such as the current California one and Texas Triangle, etc.
But my friend asked "who will actually use it to commute"? And he brought up the fact that the only people who would do that are high-wage workers such as lawyers and finance professionals commuting for example from Boston to NYC, DC to NYC, vice versa etc. It actually kind of makes sense and I can't think of any argument at the moment that refutes that. I tried some googling too and I can't find any studies that look into if it actually benefits the poor and working class.
Metro-based systems (buses and subways) for sure benefit the poor and working class...but what about high speed rail? At least for distances of 200-300 miles, such as in the Northeast corridor? Who in the poor/working class would commute from Boston/DC to NYC?
(If this isnβt the place to put this, sorry, but I donβt really want to praise China on liberal subreddits)
I have always loved trains. Ever since I was a child Iβve always admired them. Looking at Chinaβs rail network makes me so jealous(From train-phobic US). Itβs operated at a loss and has trains that go everywhere, even the Tibetan and Xinjiang countrysides. I canβt imagine what it could be like to go across the entire country(specifically Beijing to Hong Kong) in only 8 hours. And it has only taken less than two decades to make this.(meanwhile Iβm over here waiting for one high speed rail line from LA to San Fran or Anaheim.)
Specifically what is the fastest speed allowed by the third rail and curvature of the line? Is it possible to upgrade portions to up to 125 mph to speed up Amtrak and trips from Poughkeepsie (once the Siemens Chargers have arrived)? If this was done, how much time would be shaved off the trip?
The only real cases for it in are in California (miserable failure) and in Texas (nebulous undertaking).
Yes some places like Georgia's department of transportation have made gestures at High Speed Rail, but have put no money behind them. And could very well end up like California if nothing else changes.
NEC Future Alternative 3 is expensive too, to high-speedify the NEC, and again, no one is seriously pursuing it. And absurd things like a Long Island Sound tunnel to get to Boston from NYC are proposed.
So is there really any hope? Is it just a thing for keyboard warriors to argue about?
Statement from the Secretary of State for Transport on High Speed Rail
Deputy Speaker,
As promised to the House and to the Right Honourable Member for Merseyside in previous sessions of Ministerβs Questions, this statement shall cover the high speed rail projects currently being undertaken as well as the future of high speed rail in the UK, including progress updates on High Speed 2, announcements on the future of the eastern leg of HS2, plans for the future Northern Powerhouse Rail and future high speed rail projects.
First of all is the primary reason for this statement, the future of high speed rail in Great Britain. As we speak, progress is being made on Phase 1 of High Speed 2. Tunnel boring machines are active in Buckinghamshire, foundations have been laid for stations and viaducts and earthwork is taking place to make the route come to fruition. There is obviously still a long way to go before HS2 Phase 1 is completed, but we are confident that with the proper funding and oversight, we can have Phase 1, as well as Phase 2a, which comprises the section between the junction with the West Coast Main Line at Lichfield and Crewe, completed by 2026.
On Phase 2b, the western leg from Crewe to Manchester Piccadilly via Manchester Interchange station adjacent to Manchester Airport and including a leg to connect to the West Coast Main Line near Golborne is planned to begin construction in 2030 should Phases 1 and 2a go to plan, with plans to open by 2035 at the latest. My department is planning on the submission of a hybrid bill for the western leg either late next year or in 2023 with a public consultation period on our final plans to be open until late 2024 with final publication of plans to be done in 2025 or 2026, subject to the findings of the consultation. In can also confirm to the House, that as part of the works for the western leg, there will be provisional work done for the western section of High Speed 3, including a junction for the future joining of the HS3 route to Liverpool to the HS2 line between Manchester Interchange and Manchester Piccadilly, provisions for a second pair of tunnels under Manchester and preparatory works for 4 new underground platforms at Manchester Piccadilly for HS3.
Now, the eastern leg has come under great scrutiny as of late due to delays to Phase 1 and other factors such as a lack of an interchange in Sheffield - which was originally promised but later cut. I have always been an advocate for this interchange in
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