Contrary to reports in the New York Times and elsewhere, high-speed rail in Florida is not yet dead. There’s a grassroots effort by municipal governments to revive the high-speed line between Tampa and Orlando that Gov. Rick Scott has so zealously tried to kill.

The cities of Tampa, Lakeland, Orlando, and Miami want to create an “inter-local” agency that would receive federal grant money and assume the responsibilities vacated by the state last month when Scott shut down Florida Rail Enterprise and dismissed its staff. The cities have until the first week of April to create the new entity and bid for the $2.4 billion in federal money that Scott rejected. A major sticking point, once again, is the rookie Republican governor, who is threatening to forbid the Florida Department of Transportation from permitting rail construction along I-4 owned by the state.

Why is Florida’s rookie Republican Gov. Rick Scott hell-bent on rejecting $2.4 billion in federal funds for a Tampa-Orlando high-speed railway? Is it because his argument that Florida taxpayers would be “on the hook” for cost overruns was about to be exposed as a bunch of hooey?

Until Scott announced he would veto the rail program on Feb. 16, the new 84-mile rail line was going to be put out to private bid. It was an open secret in business circles that expected bidders, including Japan’s JR Central (builder of the high-speed Shinkansen) and South Korea’s Hyundai Rotem (builder of Korea’s bullet trains), would be willing to pay for Florida’s $280 million share of the project, plus any construction cost overruns and operating losses, in return for a 30-year lease on the Tampa-Orlando railway.

In rejecting $2.4 billion in federal funds for high-speed rail in Florida yesterday, Gov. Rick Scott came up with a great idea to solve the state’s burgeoning traffic problems – more highways!

At the same time he was denouncing fast trains as wasteful government spending at a hastily arranged press conference, he was imploring U.S. Transportation Secretary Ray LaHood to funnel billions of federal dollars into new road projects.

President Obama’s proposal to fund high-speed rail in the next surface transportation bill does more than boost the prospects that fast trains could be running in places like Florida and California by 2018. He calls on Congress to end its haphazard pork-barrel approach to building infrastructure.

In today’s 2012 budget plan, the president outlines a new template for federal transportation spending. He calls for strategic infrastructure spending that ends congressional earmarks that have resulted in the squandering of taxpayer money, and for consolidating many of the current funding streams for surface transportation into a unified “Transportation Trust Fund,” a proposal that echoes the recommendations of a recent PPI policy memo.

The White House won’t back down. That was the signal beamed yesterday when Vice President Joe Biden announced the administration’s plan to spend $53 billion on high-speed rail over the next six years. But questions remain: How can the administration convince a spending-skeptical public it’s a worthwhile investment? And how can it bring long-term funding predictability to high-speed rail?

Since winning control of the House, Republicans have been angling to cancel the administration’s high-speed rail program as part of their deficit reduction plan. Their goal is to halt the program before any new train segment is constructed in Florida and California (where plans are most advanced) and to rescind funds appropriated but not yet spent on other passenger rail lines under the stimulus act.

In setting a national goal of providing high-speed train service to 80 percent of Americans by 2035, President Obama challenged himself and Congress to come up with a way to finance the biggest transportation program since the Interstate Highway System.

The president called on Congress to “redouble” efforts to rebuild the nation’s transportation infrastructure and advance high-speed rail (HSR) even as it cuts elsewhere. He framed the issue as part of our generation’s “Sputnik moment” where the world has changed and government investment is needed to generate growth and stimulate private innovation.

One might expect, with a disastrous oil spill just behind us and gas prices predicted to soar to $5 a gallon by 2012, that the Washington Post would address the Obama administration’s alternative to oil-based transportation with nuanced understanding.

Sad to say the paper has instead served up an editorial full of misinformation about the administration’s high-speed rail project in California. The proposed 200-mph train system between southern California and the Bay Area has been in the crosshairs of House Republicans led by Jerry Lewis (R-Cal.), who has introduced a bill to force the return of $2 billion in federal stimulus funds awarded to the project.

The Obama administration yesterday called the bluff of two newly elected Republican governors and regained control of its high-speed rail program. Confronted by Governor-elects Scott Walker of Wisconsin and John Kasich of Ohio, who vowed to kill the administration’s signature high-speed transportation initiative in their states when they take office next month, U.S. Transportation Secretary Ray LaHood preemptively yanked $1.195 billion not yet spent by the states.

This is good news and something we had urged. It shows resolve by the administration against politically motivated obstructionism. A backlash has been growing in Wisconsin against Walker’s anti-rail rhetoric. Now voters can mull over how he “saved” them money by destroying thousands of construction jobs that the proposed Milwaukee-Madison rail line would have created. Plus Wisconsin and Ohio may owe the federal government upwards of $25 million already spent on rail planning.

This week, the British government will formalize an agreement with two Canadian pension funds with enormous implications for passenger train development in the United States. In return for the right to operate a high-speed rail line linking London with the Channel Tunnel for 30 years, the Ontario teachers and municipal employee pension funds have agreed to pay the UK government $3.4 billion.

The sale not only represents a big vote of market confidence in the future of high-speed rail, but points to a route for building and operating new train lines in the U.S

Talk about a blessing in disguise. Just as the Obama administration’s high-speed rail program was running out of congressionally-appropriated cash, Governor-elects Scott Walker of Wisconsin and John Kasich of Ohio have come chugging to the rescue.

By vowing to kill planned passenger train lines in their states, the newly elected Midwest Republicans have potentially freed $1.2 billion in federal rail money that can be used to build “true” high-speed routes elsewhere. The windfall represents more than the $1 billion that the White House has requested from Congress in next year’s budget. It gives the administration breathing space to keep the program going even if the Republican-led House blocks rail appropriations in 2011.

Give Washington Post columnist Robert J. Samuelson credit – he’s a strong believer in recycling. Last year, he loudly derided the “mirage” of high-speed rail as “the triumph of fantasy over fact.” Yesterday, he denounced the “absurdity” of fast trains as “a triumph of politically expedient fiction over logic and evidence.” OK, he’s gotten a bit wordier, but you can see that once his mind is made up, it’s fixed in stone.

The same kind of thinking comes from nearly all critics of high-speed rail who bunker at the Heritage Foundation, Cato Institute, and other right-leaning groups – they have a curiously static view of transportation. To them, investing in future high-speed rail is an extravagant and illogical expenditure of public money because the lack of prior investment in high-speed rail has done little to change our travel patterns.

Hats off to the Obama administration. The $2.4 billion in high-speed-rail grants announced yesterday by the U.S. Department of Transportation not only helps fix deficiencies in the original round of rail awards back in January, but shows welcome political moxie.

By allocating the bulk of its FY 2010 investment to California and Florida, the administration has thrown its support behind true “bullet train” service, or trains running on dedicated rights of way at more than 150 mph. It now appears possible that high-speed segments could be open in California’s Central Valley and between Tampa and Orlando, Fla., by 2016.

New Jersey Republican Gov. Chris Christie had the power to kill the Hudson River rail tunnel or improve it. Today, for the second time, he killed it, saying, “I cannot place upon the citizens of the state of New Jersey an open-ended letter of credit.”

Lost in the controversy about Christie’s blunt style or national political ambitions, which drew a lengthy story in yesterday’s Wall Street Journal, is the fact that Christie’s own state agency, run by his own political appointee, is the prime reason why the project faces the reported runaway costs that the governor says the state can’t afford.

1993. That’s when both Switzerland decided to construct a low-elevation rail line through the Alps and New Jersey committed itself to a new train link to Manhattan under the Hudson River.

But here the similarities end. Switzerland is now celebrating the breakthrough of the Gotthard Base Tunnel – at 35½ miles, the longest rail tunnel in the world – while New Jersey waits to see if Republican Gov. Chris Christie will officially kill a much shorter tunnel that began construction only last year. (His decision is expected shortly following a two-week review requested by federal officials.)

Chalk up the contrast – mission accomplished vs. mission barely begun before halted – to the cumbersome and increasingly dysfunctional way America handles infrastructure projects.

America’s transportation infrastructure is enfeebled, Washington’s transportation policy is broken, and we need to start building fast trains.

While that might be old news to readers of Progressive Fix, what is news is who’s saying it this week: Samuel Skinner, Secretary of Transportation under George H.W. Bush, and Norman Mineta, DOT Secretary under George W. Bush, were co-chairs of a conference at the University of Virginia behind a new report making this case. Mary E. Peters, Mineta’s successor under Bush, and a smattering of ex-DOT undersecretaries filled out the roster of 80 transportation experts.

Download the entire memo.

Since announcing an $8 billion “down payment” for high-speed rail development, the Obama administration has been silent about how to pay for a program as ambitious as the Interstate Highway System.

The interstates cost more than $250 billion in current dollars to build. A fast train network, based on systems being developed worldwide, most noticeably in China, could be equally expensive.

So far, Congress has come up with $2.5 billion in general fund appropriations for high-speed rail (HSR) in 2010, and the administration has asked for $1 billion a year for the 2011-14 budgets. Such allocations are hardly enough to begin detailed engineering for California’s HSR proposal between Los Angeles and San Francisco, let alone the nine other intercity corridors that the White House has envisioned.

Download the entire memo

A report in the Wall Street Journal that freight railroads are balking at sharing their tracks with high-speed passenger trains highlights a long-standing dispute that threatens to stall the progress of high-speed rail. It’s an issue that needs to be resolved, and resolved soon.

The railroads fear that the high-speed program will hamstring freight operations at the very time when freight traffic is undergoing a renaissance and track capacity on many mainlines is limited.

While some of the posturing by the railroads has bordered on “public-be-damned” insolence, the bottom line is that they are right. Fast passenger trains are not compatible with slow freight trains on the same track. They have different track dynamics, different acceleration and braking ratios, and different weight characteristics.

Overseas trade junkets are famously frivolous perks for politicians, but this week’s trip by California Gov. Arnold Schwarzenegger to East Asia might actually prove to be a breakthrough in bringing high-speed trains to the U.S.

With his own state government deep in the red, Schwarzenegger needs cash to build a $40-billion high-speed railroad between San Diego, Los Angeles, San Francisco and Sacramento. Instead of resigning himself to critics’ attacks that now is not the moment to spend money on rail, the governor went abroad to strengthen California’s ties with overseas train builders and bankers. At a time when folks in Washington are scratching their heads over how to pay for high-speed rail, the Governor’s trip offers an instructive way forward.

In the world of high-speed rail, imitation can be an appealing form of flattery. While the Obama administration is literally tying the railway supply industry in knots by insisting on trainsets built solely of U.S. content, China opened its arms to foreign train manufacturers during the early stages of its high-speed rail program.

Now within the space of six years, China has become the fastest-growing exporter of rail equipment in the world. On Wednesday, Argentina signed a $12 billion deal to purchase locomotives, cars and infrastructure from state-owned Chinese railways. This triumph follows the country’s success in exporting its technology to Saudi Arabia, Turkey and Venezuela.

China’s ability to create a booming rail sector is a case study of how to leapfrog over established builders and stimulate domestic employment at the same time.

It’s a curious truth, though not yet widely understood, that we pay for high-speed rail whether we have it or not. We pay not only in congested highways, delayed air flights and disastrous oil spills, but also in a cumulative national slowdown that might be called arrested development.

This point is conveyed by a sharply reported article in the Financial Times that describes the business, cultural and even culinary changes in London 15 years after the start of high-speed Eurostar service to Paris.