Thesis:

This paper argues that integrating PPPs into HSR development will optimize efficiency, mitigate financial risks, and accelerate implementation for sustainable infrastructure growth.

Information:

Historically, the U.S. has prioritized highway and air travel, leading to limited investment in passenger rail. While places like Japan, China, and Europe have embraced HSR, the U.S. has lagged. HSR emerged in Japan in the 1960s and became known as the "bullet train." Since that time, the U.S. Congress has been interested in HSR. According to David Peterman (2013), in 1965, the first HSR act contributed to establishing the nation's fastest rail service; the Metroliner (Washington, D.C. to New York City) is this service. During this time, ownership was under a private owner. However, in the 1970s, ownership of this rail system went to Amtrak. At this point, there were five existing lines: Seattle-Portland, Chicago-St. Louis; Chicago-Detroit; the Northeast Corridor; and Charlotte-Washington, D.C. In 2010, funding was awarded to California, Florida, Illinois, and Wisconsin to create an HSR system. However, with new governors being elected, Florida, Ohio, and Michigan changed their minds about making the improvements for which they initially sought funding.

Congestion on highways and in airports leads to lost productivity and increased emissions. According to the American Public Transportation Public Transportation Association (2018), transportation accounts for nearly 29% of U.S. greenhouse gas emissions. The aging infrastructure further exacerbates inefficiencies, calling for innovative solutions like HSR. The economic impact of traffic congestion amounts to billions of dollars annually, underscoring the urgent need for alternative transportation solutions that balance mobility with sustainability. Valentina Salinas (2023) states that HSR technology has provided millions of people with transportation daily. This has significantly lowered the production of CO2 emissions compared to other options.

In Japan, the HSR goes up to 200 mph and transports approximately 420,000 people on any given day, and they have not had any fatal accidents in the history of their operation. China's trains have come a long way since 2008; the Chinese HSR goes up to 217 mph. The Chinese HSR is said to reach 23,600 miles by 2025. China's government invested millions to connect major economic zones in China while also being able to cut their emissions and travel times. The European HSR connects various countries to create an efficient and effective international railway network. Many countries also have domestic railways. For instance, France was the first to build a domestic HSR up to 200 mph. Due to this, many other countries use the French standards for their HSRs. Salinas (2023) tells us that Germany, however, has created their own standards. Creating a domestic HSR that goes up to 300km/hr. It links all of Germany's major cities and extends services into Austria, Belgium, Denmark, and the Netherlands. Spain and Italy have a similar HSR system to Germany's, including connections to neighboring countries.

Unfortunately, the United States has yet to build an interconnected system out of all the countries worldwide that have invested in HSR. According to Salinas (2023), of the current U.S. passenger rail network, only 33.9 miles are considered to be HSR or can reach speeds up to 150 mph. Tiresome administrative permitting systems across multiple federal agencies bring significant delays. These agencies can take years to review the permits for HSR projects, especially when they are going to cross state lines. The author tells us that another reason for delays is because of the "Not In My Backyard" or NIMBY phenomenon. Once there is a proposal for HSR projects, objections can be from the state or communities. These objections cause delays and potentially cause a remapping of the project itself.

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