Commentary : Southland Needs a 185-M.P.H. Push Into the Future of Transportation

French commuters do it. Germans are getting ready to do it. Before long, Orange County commuters may, too. That is, ride trains that go at least 185 m.p.h. on a unique private passenger railroad.

Leaders from Orange County joined others from Riverside, San Bernardino and Los Angeles counties recently and got firsthand experience with the French and German trains which--later in this decade--could whisk commuters between the Riverside/San Bernardino area and Orange County in 20 minutes or less. A much-needed alternative to Southern California’s congested airports and highways, these state-of-the-art trains will travel at speeds up to 300 m.p.h., faster than anywhere else in the world. And they will connect Orange County to potential new long-haul airports in the high desert.

Is this a fantasy? No. Members of the California-Nevada Super Speed Train Commission, who are expected to name a developer this year for a privately financed super-speed train, have confirmed that candidate trains are ready to go. The commissioners have returned from an inspection tour designed to prepare them for choosing among three North American firms that have filed formal letters of intent to lead consortiums competing for the right to privately finance, build and operate a train between Las Vegas and Anaheim. That train could cover 280 miles in about 1 1/2 hours.

Commissioners experienced firsthand the magnetically levitated (maglev) train now completing final 300-m.p.h. tests in West Germany. They joined commuters and business travelers on the French super-train, the TGV, which also recently reached 300 m.p.h. in tests; it routinely operates in passenger service at 185 m.p.h.

In the words of Orange County Supervisor Don R. Roth, “We have seen how both the maglev and the TGV can serve the commission’s requirement that proposers help meet the needs of commuters in Southern California.” Roth is vice chairman of the bistate commission.

For me, the recent inspection trip underscored the safety of the two technologies and how they will compete for this development. The train that many California and Nevada leaders feel best fits the futuristic image they desire is the West German maglev train, which looks like the Disneyland monorail and floats along at high speed without ever touching the track. Yet it cannot leave the track or even derail.

It is unfortunate that ongoing analysis and endurance testing at the test track precluded us from experiencing the maglev’s speed potential of 300 m.p.h. I hope that by the time the commission evaluates development proposals later this year, the maglev proposers can conclusively demonstrate that their train can operate reliably day in and day out. It would be a shame if the technology presented were not as credible as the financial plans, which seem to be taking shape nicely.

In stark contrast to the German developments, the French super train has eight years of reliable and safe passenger-carrying experience; it has never had an injury accident. This train, which we rode with full loads of French travelers, is certainly adaptable for Southern California and southern Nevada if someone is able to put together a viable financing plan.

Financing is the key to this project. The two states have agreed to pursue the super-speed train as a totally private venture. I am optimistic that at least one of the competing consortiums can put together financing from around the world for what would be the world’s first long-distance, super-speed magnetic-levitation train. The other competitors should be able to succeed based on what the project means to Southern California alone. About 80% of the line’s $4-billion cost will be spent in Southern California; in the long run, the train would mean 25,000 new jobs and add $600 million per year to the earnings of Southern Californians.

Projects like this are expensive. In Denver, they are estimating it will cost $2.8 billion to build one airport (the nation’s first major new one in nearly 20 years). Yes, considerable private debt will be necessary to build this $4-billion train project; but most of it could be retired by the fares paid by the 6 million travelers we estimate would use the train each year, largely for recreational purposes, with terminals in Anaheim and Las Vegas. Consider that right now, Orange County and Las Vegas combined have over 50 million visitors a year; if only 10% of them rode the super-speed train, it could pay for itself.

This is not just a tourist train, however; it is being planned with commuter needs in mind. At a minimum, we are requiring the prospective train developers to look at stops in Riverside and San Bernardino counties, including the Palm Springs area, the Victor Valley, Palmdale and Barstow as well as Anaheim and the Las Vegas area. Final decisions on stops will be based on the contribution each can make to the economic success of the private-train development. While not all of the trains would serve all of the stops, it is clear that many communities in Southern California would like to have some access to this 21st-Century transportation system.

And a system it would become. If this first, privately funded project is as successful as I expect, I envision super-speed trains from San Diego to San Francisco and Phoenix to Los Angeles. Such a network would mean a true alternative to our congested airports and highways.

The public’s interest will be served not only by decisions on train stops but through the entire development process. Completion of a full environmental impact report will be required before any permits are issued. Certification of safety will be assured by federal and state regulatory bodies.

In mid-October, the commission will name a developer after reviewing route, station and financing proposals. A final plan to privately build and operate the train will have to be approved by the commission and the legislatures and governors of both states.

Southern California desperately needs additional transportation capacity--both in the air and on the ground. Public budgets are stretched thin, and massive infusion of new funds is unlikely.

The super-speed train can be financed, built and operated by the private sector to the widespread benefit of the traveling public.