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Will High-Speed Rail Ever Get on Track in the U.S.?

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An extended version of the Fuxing bullet train at the China National Railway Test Center on Oct. 15, 2018 in Beijing, China. VCG / VCG via Getty Images

By Jeff Turrentine

Is it just us?

Other countries don't seem to have a problem getting their high-speed rail systems on track. This superfast, fuel-efficient form of mass transit is wildly popular throughout Asia and the European Union. Japan's sleek Shinkansen line, the busiest high-speed rail system in the world, carries an estimated 420,000 riders every weekday. In China, the new Fuxing Hao bullet train now hurries more than 100 million passengers a year between Beijing and Shanghai at a top speed of 218 miles an hour, allowing its riders to make the trip of 775 miles — roughly the distance from New York City to Chicago — in about four and a half hours. Spain, Germany and France together have more than 4,500 miles of track dedicated to high-speed rail, over which more than 150 million passengers travel annually.


But here in the U.S., attempts to implement regional high-speed rail networks have floundered and faltered. The most recent setback was in California, where just last month the state's new governor, Gavin Newsom, announced that he would be dramatically downsizing an ambitious, exciting system linking the northern and southern portions of the state via a 220-mph bullet train. Cost overruns had more or less doubled the original price tag from roughly $40 billion to $77 billion, with some estimates placing the final bill at nearly $100 billion. As of right now, the previously planned 800-mile line between Los Angeles and San Francisco has dwindled to a $10.6 billion project across 171 miles between the rural Central Valley cities of Bakersfield and Merced — what cynics have mockingly dubbed a "train to nowhere."

Meanwhile, in Texas, plans for a bullet train linking the state's two biggest cities, Dallas and Houston, are going forward — but not without plenty of resistance. Unlike the California project, the Texas Central Railroad's project, pegged at $12 billion to $20 billion, is being financed entirely with private funds, so no one is complaining about the money. Instead, the complaints come from landowners and other stakeholders upset about the seizure and purchase of privately owned tracts through eminent domain. In late January, a court ruled that Texas Central Railroad, in point of fact, isn't even a railroad in the legally recognized sense of the word, since it doesn't currently own anything by way of tracks or rolling stock. As a result, the company's reliance on eminent domain to obtain land for its future trains' right-of-way is misplaced — and illegal — according to the judge overseeing the case. (Texas Central Railroad must now face individual landowners in court.)

The friction these projects are encountering can take many forms, but there's no denying that it's real: A lot of Americans seem downright resistant to high-speed rail. To some, whatever benefits rail travel may confer to individual riders, cities or the environment can't ever be enough to offset the massive (and, typically, ballooning) costs to taxpayers during the construction period, which can stretch on for decades. To others, high-speed rail projects — no matter how they're funded — are little more than land grabs that punish rural communities in pursuit of what many perceive as an urbanist folly.

I can't help but wonder if behind both sentiments is a latent fear: that this form of mass transit, precisely because it's so popular in other cultures, somehow poses a threat to our own culture of rugged individualism. The history of American transportation conjures romantic images of the "lone rider" — in the past on horseback, now on a motorcycle or in a car — charting his or her own course out on the open road, free from interference or intervention. This notion often gets compressed into a shrugged assertion: Mass transit is a nice idea, but let's face it: America is a car culture. As a people, we just like to drive. We don't like to be driven.


Actually, if this was ever true, the data suggest it is less true now. Millennials, especially, are rejecting the romanticization of automobiles. According to a 2018 report published by Arity, a Chicago-based company that studies transportation data, more than half of millennials say that car ownership isn't worth the money or the hassle, and that they don't much care for driving anyway. It's worth noting that these are the same people who are currently leading the leading the public fight against climate change, refusing to accept the untenable status quo foisted upon them through the inaction of their elders.

This generation is also, not coincidentally, key to the future economic success of cities, states and regions. If you want to attract young, educated professionals to your city or town, you'd be wise to meet their demands for better and more plentiful public transportation.

Let's face it: When it comes to feelings about mass transit, young Americans appear to have more in common with Asian and European citizens of all ages than they do with older Americans. In anticipation of the day when they're calling the shots economically and politically — a day that's already dawning — we should be busy installing high-speed rail systems in all regions of the country where traffic congestion, pollution and the expenses associated with driving hinder travel between major cities and reduce the quality of life for their citizens.

Yes, we should be mindful of costs. Yes, we should be mindful of landowners' concerns. But should we allow these factors to derail us? Absolutely not.

Jeff Turrentine is the culture & politics columnist at NRDC's onEarth.

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Protestors marched outside the Prudential Center in Newark, New Jersey on Monday, August 26, during the MTV Video and Music Awards to bring attention to the water crisis currently gripping the city. Karla Ann Cote / NurPhoto / Getty Images

By Will Sarni

It is far too easy to view scarcity and poor quality of water as issues solely affecting emerging economies. While the images of women and children fetching water in Africa and a lack of access to water in India are deeply disturbing, this is not the complete picture.

The city of Flint, Michigan, where dangerous levels of pollutants contaminated the municipal water supply, is a case in point — as is, more recently, the city of Newark, New Jersey.

The Past is No Longer a Guide to the Future

We get ever closer to "day zeros" — the point at when municipal water supplies are switched off — and tragedies such as Flint. These are not isolated stories. Instead they are becoming routine, and the public sector and civil society are scrambling to address them. We are seeing "day zeros" in South Africa, India, Australia and elsewhere, and we are now detecting lead contamination in drinking water in cities across the U.S.

"Day zero" is the result of water planning by looking in the rear-view mirror. The past is no longer a guide to the future; water demand has outstripped supplies because we are tied to business-as-usual planning practices and water prices, and this goes hand-in-hand with the inability of the public sector to factor the impacts of climate change into long-term water planning. Lead in drinking water is the result of lead pipe service lines that have not been replaced and in many cases only recently identified by utilities, governments and customers. An estimated 22 million people in the US are potentially using lead water service lines. This aging infrastructure won't repair or replace itself.

One of the most troubling aspects of the global water crisis is that those least able to afford access to water are also the ones who pay a disproportionately high percentage of their income for it. A report by WaterAid revealed that a standard water bill in developed countries is as little as 0.1 percent of the income of someone earning the minimum wage, while in a country like Madagascar a person reliant on a tanker truck for their water supply would spend as much as 45 percent of their daily income on water to get just the recommended daily minimum supply. In Mozambique, families relying on black-market vendors will spend up to 100 times as much on water as those reached by government-subsidized water supplies.

Finally, we need to understand that the discussion of a projected gap between supply and demand is misleading. There is no gap, only poor choices around allocation. The wealthy will have access to water, and the poor will pay more for water of questionable quality. From Flint residents using bottled water and paying high water utility rates, to the poor in South Africa waiting in line for their allocation of water — inequity is everywhere.

Water Inequity Requires Global Action — Now.

These troubling scenarios beg the obvious question: What to do? We do know that ongoing reports on the 'water crisis' are not going to catalyze action to address water scarcity, poor quality, access and affordability. Ensuring the human right to water feels distant at times.

We need to mobilize an ecosystem of stakeholders to be fully engaged in developing and scaling solutions. The public sector, private sector, NGOs, entrepreneurs, investors, academics and civil society must all be engaged in solving water scarcity and quality problems. Each stakeholder brings unique skills, scale and speed of impact (for example, entrepreneurs are fast but lack scale, while conversely the public sector is slow but has scale).

We also urgently need to change how we talk about water. We consistently talk about droughts happening across the globe — but what we are really dealing with is an overallocation of water due to business-as-usual practices and the impacts of climate change.

We need to democratize access to water data and actionable information. Imagine providing anyone with a smartphone the ability to know, on a real-time basis, the quality of their drinking water and actions to secure safe water. Putting this information in the hands of civil society instead or solely relying on centralized regulatory agencies and utilities will change public policies.

Will Sarni is the founder and CEO of Water Foundry.

Note: This post also appears on the World Economic Forum.

Reposted with permission from our media associate Circle of Blue.

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