Work begins on a $12B high-speed rail line between Las Vegas and Los Angeles

Original Article ↗ Hacker News Discussion ↗

Route, Termini & Connectivity

  • Line will run mostly in the I‑15 median between Las Vegas and Rancho Cucamonga (RC), not downtown LA.
  • Supporters say tying into Metrolink at RC then LA Union Station is “good enough” and avoids the hardest, most contentious urban segments.
  • Critics argue RC/Victorville “aren’t LA,” last‑mile transit is weak, and transfers plus local travel erase time savings vs driving or flying.
  • Some note existing Metrolink schedules are infrequent and end early; coordination and service upgrades are seen as necessary.
  • Vegas terminus is on/near the Strip, which is considered a strength compared to LA’s more remote terminus.

Speed, Travel Time & Ridership

  • Planned top speed ~186 mph; some call 125 mph “not real HSR,” others point out that 125+ mph meets common high‑speed definitions and average speed matters more.
  • Debate over competitiveness: door‑to‑door train time vs 4–5 hours driving vs ~1.5 hours flying plus airport overhead.
  • Many expect strong demand from leisure travelers (especially those drinking/using THC); others doubt middle‑class Angelenos will give up cars given LA/LV transit quality.

Costs, Funding & “Grift” Concerns

  • Project cost cited around $12B; half from federal grants and tax‑exempt bonds.
  • Some see this as classic “public risk, private reward” and expect overruns that trigger more subsidies.
  • Others counter that Brightline has actually delivered in Florida and that $ cost per km is not wildly out of line with European HSR.
  • Broader argument: rail should be publicly owned vs mixed models where private operators profit on public infrastructure.

Comparisons to CA High‑Speed Rail & Other Systems

  • Several commenters contrast this with California HSR’s Merced–Bakersfield “early operating segment,” which many deride as “nowhere to nowhere,” while others defend it as a learning/proving phase.
  • Repeated comparisons to European and Asian HSR: better city‑center stations, integrated metros, and differing population densities and politics.
  • Some hope Brightline proves HSR can be built on time/budget in the U.S.; others predict delay, scope downgrade, or cancellation.

Engineering & Alignment

  • Building in the freeway median is seen as simplifying land acquisition and environmental review.
  • Cajon Pass grade is flagged as a challenging segment that may limit sustained top speeds.