![]() is the Amtrak Acela Express along the Northeast Corridor (NEC), with speeds of up to 150 miles per hour but with averages around 66 mph. The obstacles include local NIMBY-ism, construction cost overruns of previous rail plans, and laws that disadvantage the majority public interest and place small municipalities at the center of power. At these speeds, high-speed rail services exist in over 20 countries. High-speed rail lines, which can be used for both passenger travel and freight service, are generally characterized by speeds of at least 200 miles per hour - providing convenience, safety, lower environmental impact and higher community benefits when compared to driving. ![]() What about rail? As a soft indicator, since 2018, there has been literally one article per year on rail on GreenBiz. Even aviation - one of the most difficult modes of transport to decarbonize - has seen breakthroughs in electrification and zero emissions efforts. Electric cars and trucks are viewed with increasing optimism by major automakers. Shipping is having its moment with bankers pledging to help decarbonize the sector. This public investment is vital for maintaining and upgrading the existing rail infrastructure, yet the allocations still fall short for building out a competitive high-speed rail network.Įven as corporate net-zero pledges and climate funds abound, there seems to be little attention paid to investing in electric rail. transit infrastructure at D-minus, with the backlog for transit projects at $176 billion and the backlog for passenger rail at $45 billion. The American Society of Civil Engineers rates U.S. To get a sense of these numbers, Alphabet’s revenue in a single year, 2020, was over $180 billion. ![]() Senate, just $66 billion was proposed for rail infrastructure over eight years and $39 billion for public transit over eight years. In the $1 trillion infrastructure bill passed by the U.S.
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