TLDR: How do I convince a theoretical benevolent billionaire to bankroll developing HSR through smaller cities/regions they can afford to “pay off”, while benefiting the most amount of people and where do I get the resources to make this argument? TLDR2: HSR is the USA is always attempted in major metropolitan regions where it makes the most sense due to population density, it fails for the same reason, population density relationship to political issues. How should someone develop HSR routing options that balances political feasibility with long-term benefits?TLDR3: If HSR was purposefully proposed between low-mid sized cities based on political feasibility (lowest level of pushback from local government and citizens), logical rational second (HSR terminals proximity to local commuter hubs), social benefit third (current surrounding population size) What areas/routes would make sense? Have there been studies/work looking at HSR from this angle? Any recs I should go to look/read about this idea?Hey HSR,This was a thought that I had earlier today and I haven’t heard it explored before (if has been sorry). I live in the US, specifically in the DC area and I remember growing up hearing about how amazing a HSR line between DC > NYC would be, and while it made so much technical sense, it never happened. Now most of the time when I hear about HSR in the US it's proposed going from a major city to major city, DC > NYC, the Texas triangle, etc. That makes from building technical rational of building out existing infrastructure & servicing the larger population regions but this is the US. For a multitude of reasons such as NIMBY’ism, political willpower, and practical technical implementation headaches no major HSR programs have been completed to date, is it time to try another approach?So here I am thinking, if the US government/state planning is too broken/partisan that HSR can’t be attempted for the next 5-10 years through state/federal planning. What could a benevolent billionaire do to “prove” the concept so that state/local governments can replicate and build on top of it in a few years. If HSR was purposefully proposed between low-mid sized cities primarily based on political feasibility (lowest level of pushback from local government and citizens), logical rational second (HSR terminals proximity to local commuter hubs), social benefit third (current surrounding population size); What areas/routes would make sense? Have there been studies/work looking at HSR from this angle? Any recs I should go to look/read about this idea? I’m thinking of what someone like Elon Musk (I know, terrible man) was able to do to Brownsville Texas because he was rich enough and had enough political capital to “force” it. Or the Walmart family did by developing their city in Arkansas because they are headquartered there, or Bezos and Bill gates in Washington state. There are entities and people who might be able to force a “bad” idea into existence through money and political power, the question is where that would make the most amount of sense.In the DC (DMV) area there are commuter rail that go through small-mid size local “cities” in the surrounding states. Maryland Area Regional Commuter (MARC) goes to Frederick, Baltimore and other major Maryland cities, Virginia Railway Express (VRE) services multiple cities in VA and these state based rail systems subtly feed major DMV rail system WMATA.There’s historical drama with how the WMATA train system has grown/added lines in recent years and a little known fact was that a major extension (the silverline) had a lot of original planning and funding done by major companies to build out the rail infrastructure to service the Dulles (IAD) corridor in VA, because WMATA couldn't get consistent state/federal funding to plan/implement it themselves. So the companies, who were personally invested in building out that area, were more proactive due to the transport organization being kneecapped by political issues, and mostly by coincidence MD did their own extension project (purple line) that got delayed because of NIMBY’ism.As I’m writing this the idea just got more fleshed out in my head, it's my understanding that in large part, part of the reason the Tokyo subway system is profitable (contrasted to many US metros) is because the city/government owns the surrounding land/businesses and generates taxes from that, not the rail tickets themselves. In the less urbanized regions (or poorer cities). A benevolent billionaire could potentially invest in the surrounding area enough that the resulting increase in value could offset the running at a loss development of the HSR. e.g. (MD: Annapolis > Bowie > Baltimore(Amtrak & Airport connection) - Frederick > VA: Dulles(Major Airport) - Charlottesville > Roanoke (Amtrack connection)) Last point:I want to acknowledge how untasteful this idea COULD be. The US has a bad history of redlining and they destroyed minority neighborhoods to build the highway system because the land was cheap and they didn't care about the people there. I’m thinking that HSR is so "obviously" beneficial/desired that poor cities/regions could easily be convinced/brought appropriately, it's really the money-grubbing question of land in major cities that makes it “impossible”. HSR between Baltimore, Bowie, Annapolis doesn’t make sense population wise but that region is comparatively underdeveloped compared to other regions that it might be an easier political approach with the right backer that would “force” other areas in MD to do it from a prestige standpoint. I can imagine other states/regions could make a similar argument. via /r/highspeedrail https://ift.tt/S0Pc69G<hr> <div class="md"><p><strong>TLDR</strong>: How do I convince a theoretical benevolent billionaire to bankroll developing HSR through smaller cities/regions they can afford to “pay off”, while benefiting the most amount of people and where do I get the resources to make this argument? </p>
<p><strong>TLDR2</strong>: HSR is the USA is always attempted in major metropolitan regions where it makes the most sense due to population density, it fails for the same reason, population density relationship to political issues. How should someone develop HSR routing options that balances political feasibility with long-term benefits?</p>
<p><strong>TLDR3:</strong> If HSR was purposefully proposed between low-mid sized cities based on <strong>political feasibility</strong> (lowest level of pushback from local government and citizens), <strong>logical rational</strong> second (HSR terminals proximity to local commuter hubs), <strong>social benefit</strong> third (current surrounding population size) What areas/routes would make sense? Have there been studies/work looking at HSR from this angle? Any recs I should go to look/read about this idea?</p>
<p>Hey HSR,</p>
<p>This was a thought that I had earlier today and I haven’t heard it explored before (if has been sorry). I live in the US, specifically in the DC area and I remember growing up hearing about how amazing a HSR line between DC > NYC would be, and while it made so much technical sense, it never happened. Now most of the time when I hear about HSR in the US it's proposed going from a major city to major city, DC > NYC, the Texas triangle, etc. That makes from building technical rational of building out existing infrastructure & servicing the larger population regions but this is the US. For a multitude of reasons such as NIMBY’ism, political willpower, and practical technical implementation headaches no major HSR programs have been completed to date, is it time to try another approach?</p>
<p>So here I am thinking, if the US government/state planning is too broken/partisan that HSR can’t be attempted for the next 5-10 years through state/federal planning. What could a benevolent billionaire do to “prove” the concept so that state/local governments can replicate and build on top of it in a few years. If HSR was purposefully proposed between low-mid sized cities primarily based on political feasibility (lowest level of pushback from local government and citizens), logical rational second (HSR terminals proximity to local commuter hubs), social benefit third (current surrounding population size); What areas/routes would make sense? Have there been studies/work looking at HSR from this angle? Any recs I should go to look/read about this idea? </p>
<p>I’m thinking of what someone like Elon Musk (I know, terrible man) was able to do to Brownsville Texas because he was rich enough and had enough political capital to “force” it. <a href="https://www.waltonfamilyfoundation.org/">Or the Walmart family did by developing their city in Arkansas because they are headquartered </a>there, or Bezos and Bill gates in Washington state. There are entities and people who might be able to force a “bad” idea into existence through money and political power, the question is where that would make the most amount of sense.</p>
<p>In the DC (DMV) area there are commuter rail that go through small-mid size local “cities” in the surrounding states. Maryland Area Regional Commuter (<strong>MARC</strong>) goes to Frederick, Baltimore and other major Maryland cities, Virginia Railway Express (<strong>VRE</strong>) services multiple cities in VA and these state based rail systems subtly feed major DMV rail system WMATA.</p>
<p>There’s historical drama with how the WMATA train system has grown/added lines in recent years and a little known fact was that a major extension (the silverline) had a lot of original planning and funding done by major companies to build out the rail infrastructure to service the Dulles (IAD) corridor in VA, <a href="https://www.som.com/story/transformation-through-transit-the-untold-history-of-dc-metro/">because WMATA couldn't get consistent state/federal funding to plan/implement it themselves.</a> So the companies, who were personally invested in building out that area, were more proactive due to the transport organization being kneecapped by political issues, and mostly by coincidence <a href="https://www.reddit.com/r/MontgomeryCountyMD/comments/1nl4x52/the_purple_line_why_arent_we_there_yet/">MD did their own extension project (purple line) that got delayed because of NIMBY’ism.</a></p>
<p>As I’m writing this the idea just got more fleshed out in my head, it's my understanding that in large part, part of the reason the <a href="https://worksinprogress.co/issue/why-japan-has-such-good-railways/">Tokyo subway system is profitable (contrasted to many US metros) is because the city/government owns the surrounding land/businesses and generates taxes from that, not the rail tickets themselves.</a> In the less urbanized regions (or poorer cities). A benevolent billionaire could potentially invest in the surrounding area enough that the resulting increase in value could offset the running at a loss development of the HSR. e.g. (MD: Annapolis > Bowie > Baltimore(Amtrak & Airport connection) - Frederick > VA: Dulles(Major Airport) - Charlottesville > Roanoke (Amtrack connection)) </p>
<p>Last point:</p>
<p>I want to acknowledge how untasteful this idea COULD be. The US has a bad history of redlining and they destroyed minority neighborhoods to build the highway system because the land was cheap and they didn't care about the people there. I’m thinking that HSR is so "obviously" beneficial/desired that poor cities/regions could easily be convinced/brought appropriately, it's really the money-grubbing question of land in major cities that makes it “impossible”. HSR between Baltimore, Bowie, Annapolis doesn’t make sense population wise but that region is comparatively underdeveloped compared to other regions that it might be an easier political approach with the right backer that would “force” other areas in MD to do it from a prestige standpoint. I can imagine other states/regions could make a similar argument.</p>
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