The new Acela trains are scheduled to start running on the Northeast Corridor soon. Courtesy of AmtrakDavid Alff, University at Buffalo When former President Joe Biden unveiled his US$1.9 trillion infrastructure plan in 2021, he found the perfect place to go public: Philadelphia’s 30th Street Station rail yard. Over the din of crackling wires and grumbling engines, the president made his case for revitalizing the country’s roads, ports, airports and rail lines. Behind Biden sat rows of gleaming Amtrak trains. Among them was a prototype of NextGen Acela, a sleek machine engineered to deliver the fastest passenger service in American history. On Aug. 28, 2025, NextGen will finally hit the rails, after years of delays. As the author of a book on the Northeast Corridor, the rail line that connects Boston, New York, Philadelphia and Washington, I know this new train cannot come soon enough for many seaboard riders, even though it launches at a time of diminished political will for passenger rail.Red headrests distinguish first-class cars from business class on the NextGen Acela trains.Courtesy of Amtrak
Rail renaissance under fire
The French-designed, American-manufactured NextGen arrives years late due to mechanical defects and failed simulation tests mandated by the Federal Railroad Administration. The new Acela will begin whisking passengers along the corridor after a chaotic year that saw downed wires, busted circuit breakers and brushfires disrupt Amtrak operations. Gone is Amtrak’s White House champion, railfan-in-chief Biden, replaced by Donald Trump, whose one-time adviser, Elon Musk, called Amtrak a “sad situation,” and who proposed replacing the government-owned carrier with private competitors.Former President Joe Biden delivers remarks at an Amtrak 50th anniversary event in Philadelphia in 2021.AP Photo/Patrick Semansky Amtrak CEO Stephen Gardner resigned in March 2025, and, in May, Amtrak cut 450 employee positions. NextGen Acela promises an American rail renaissance in a moment when federally sponsored trains are fighting for their lives, as Biden’s infrastructure ambitions fall to an administration bent on cutting government costs. These contradictions, however, are nothing new.
Not-so-fast trains
America’s love-hate relationship with fast trains stretches back to October 1964, when Japanese National Railways opened its Shinkansen high-speed line between Tokyo and Osaka. Japan’s iconic 130-mph bullet train entranced audiences, many of whom saw footage of the new service during televised coverage of the Tokyo Olympics.A Shinkansen high-speed bullet train passes through Tokyo.Richard A. Brooks/AFP via Getty Images Americans wanted their own bullet train but were reluctant to pay the massive infrastructural costs of a Shinkansen system. When Congress passed the High-Speed Ground Transportation Act of 1965, it prioritized the development of trains over the reconstruction of tracks, power systems and maintenance facilities. The resulting services underperformed. On Dec. 20, 1967, a gas turbine train manufactured by United Aircraft topped 170 mph while testing in New Jersey. But when the so-called TurboTrain entered service, it managed an average pace of just 63 mph on the weaving track between New York and Boston. The electric-powered Metroliner, which began service in 1969, boasted similar potential but rarely held triple-digit speeds in service and broke down so often that its carrier, the Penn Central Railroad, struggled to keep the trains running between New York and Washington. Historians usually regard these high-speed forays as resounding failures. But riders loved them. Technical flaws aside, both the TurboTrain and Metroliner were a hit with northeastern riders, so much so that Amtrak retained the Metroliner brand until 2006, long after it had retired the ‘60s-era trains. Reflecting in 1999, rail journalist Don Phillips expressed disbelief “that those dogs were actually popular with the riding public.”
The birth of Acela
Amtrak opened a new era of high-speed rail in 2000 when it launched Acela Express. Derived from France’s acclaimed TGV design, Acela carries passengers at speeds up to 150 mph on the Northeast Corridor. Like the Metroliner before it, Acela suffered from design problems and mechanical faults, including cracked yaw dampers and brake discs, which temporarily sidelined the trains. Rail writer Joseph Vranich described Acela as both “Amtrak’s crown jewel” and a “remarkable fiasco.” And yet riders flocked to the service. Acela became one of Amtrak’s most popular and lucrative trains – so attractive that it lured business travelers off regional airlines. When Acela entered service in 2000, Amtrak trains claimed just 37% of air-rail traffic between New York and Washington. By 2021, it had 83%. Between New York and Boston, that figure jumped from 20% to 75%.Acela trains are popular and lucrative for Amtrak, in part because they draw so many business travelers.Anna Moneymaker via Getty Images
Acela 2.0
Now, NextGen Acela takes up the fraught legacy of American high-speed rail. What can we expect of the new train? NextGen is faster than the original Acela but will not set any world speed records. Its top velocity of 160 mph falls short of global benchmarks set by China’s Fuxing, which hits 217 mph, and Japan’s newest Shinkansens, which reach 200 mph. With better tracks and signals, NextGen could conceivably ramp up to 186 mph, though such speeds won’t be possible anytime soon. For now, NextGen will make do with an imperfect corridor. The train’s lightweight design means faster acceleration and lower energy consumption. An enhanced dynamic tilting system will let carriages lean into curves on the corridor’s twisting track, so they lose less speed on turns. The original Acela also tilted, but not as much.The NextGen Acela bathrooms are more spacious and have more touchless features than the previous design.Courtesy of Amtrak The upgraded onboard experience includes winged headrests, seat-side USB ports and 5G Wi-Fi. More importantly, each NextGen train can seat 82 more passengers than its predecessor. When Amtrak’s full fleet of 28 NextGens enters service, sending the first-generation trains into retirement, Acela service capacity will have increased by 4,728 seats. This figure may be the train’s greatest achievement in a congested region at a time when Amtrak is posting record ridership. The effects of the Northeast’s post-pandemic passenger surge are nowhere more visible than the Philadelphia rail yard where Biden spoke four years ago. Amtrak is constructing a new maintenance shop beside the Schuylkill River that will service NextGen trains and cement Philly’s role in the railroad’s addition of a million annual seats to its non-Acela corridor trains. Powered by conventional electric locomotives, these slower, cheaper “Regionals” accounted for 77% of corridor ridership in 2024 and will continue to carry the bulk of northeastern passengers. Meanwhile, a quarter-mile south of the maintenance shop, America’s third-busiest passenger hub, 30th Street Station, is receiving a generational overhaul with a new food court, exterior plaza, shops and underground access to rapid transit. These projects demonstrate the economic power of fast, frequent trains in Philly and throughout trackside communities of the Northeast. America’s embattled but resilient high-speed rail tradition may never be the world’s best, but even incremental improvements, like NextGen, cannot help but transform the places they serve. For Amtrak’s corridor region, the stakes have never been higher. Read more of our stories about Philadelphia.David Alff, Associate Professor of English, University at Buffalo This article is republished from The Conversation under a Creative Commons license. Read the original article.
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Why Downtown Los Angeles Feels Small Compared to Other Cities
Downtown Los Angeles often feels “small” compared to other U.S. cities, but that’s only part of the story. With some of the tallest buildings west of the Mississippi and skyline clusters spread across the region, LA’s downtown reflects the city’s unique polycentric identity—one that, if combined, could form a true mega downtown.
Panorama of Los Angeles from Mount Hollywood – California, United States
When people think of major American cities, they often imagine a bustling, concentrated downtown core filled with skyscrapers. New York has Manhattan, Chicago has the Loop, San Francisco has its Financial District. Los Angeles, by contrast, often leaves visitors surprised: “Is this really downtown?”
The answer is yes—and no.
Downtown LA in Context
Compared to other major cities, Downtown Los Angeles (DTLA) is relatively small as a central business district. For much of the 20th century, strict height restrictions capped most buildings under 150 feet, while cities like Chicago and New York were erecting early skyscrapers. LA’s skyline didn’t really begin to climb until the late 1960s.
But history alone doesn’t explain why DTLA feels different. The real story lies in how Los Angeles grew: not as one unified city center, but as a collection of many hubs.
Downtown Los Angeles
A Polycentric City
Los Angeles is famously decentralized. Hollywood developed around the film industry. Century City rose on former studio land as a business hub. Burbank became a studio and aerospace center. Long Beach grew around the port. The Wilshire Corridor filled with office towers and condos.
Unlike other cities where downtown is the place for work, culture, and finance, Los Angeles spread its energy outward. Freeways and car culture made it easy for businesses and residents to operate outside of downtown. The result is a polycentric metropolis, with multiple “downtowns” rather than one dominant core.
A Resident’s Perspective
As someone who lived in Los Angeles for 28 years, I see DTLA differently. While some outsiders describe it as “small,” the reality is that Downtown Los Angeles is still significant. It has some of the tallest buildings west of the Mississippi River, including the Wilshire Grand Center and the U.S. Bank Tower. Over the last two decades, adaptive reuse projects have transformed old office buildings into lofts, while developments like LA Live, Crypto.com Arena, and the Broad Museum have revitalized the area.
In other words, DTLA is large enough—it just plays a different role than downtowns in other American cities.
View of Westwood, Century City, Beverly Hills, and the Wilshire Corridor.
The “Mega Downtown” That Isn’t
A friend once put it to me with a bit of imagination: “If you could magically pick up all of LA’s skyline clusters—Downtown, Century City, Hollywood, the Wilshire Corridor—and drop them together in one spot, you’d have a mega downtown.”
He’s right. Los Angeles doesn’t lack tall buildings or urban energy—it just spreads them out over a vast area, reflecting the city’s unique history, geography, and culture.
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A Downtown That Fits Its City
So, is Downtown LA “small”? Compared to Manhattan or Chicago’s Loop, yes. But judged on its own terms, DTLA is a vibrant hub within a much larger, decentralized metropolis. It’s a downtown that reflects Los Angeles itself: sprawling, diverse, and impossible to fit neatly into the mold of other American cities.
Dive into “The Knowledge,” where curiosity meets clarity. This playlist, in collaboration with STMDailyNews.com, is designed for viewers who value historical accuracy and insightful learning. Our short videos, ranging from 30 seconds to a minute and a half, make complex subjects easy to grasp in no time. Covering everything from historical events to contemporary processes and entertainment, “The Knowledge” bridges the past with the present. In a world where information is abundant yet often misused, our series aims to guide you through the noise, preserving vital knowledge and truths that shape our lives today. Perfect for curious minds eager to discover the ‘why’ and ‘how’ of everything around us. Subscribe and join in as we explore the facts that matter. https://stmdailynews.com/the-knowledge/
Century City: From Hollywood Backlot to Business Hub
Century City, originally part of 20th Century Fox’s backlot, transformed into a prominent business district in Los Angeles during the 1950s amid the decline of cinema. Developer William Zeckendorf envisioned a mixed-use urban center, leading to iconic skyscrapers and establishing the area as a hub for law, finance, and media, blending Hollywood history with modern business.
Before Century City became one of Los Angeles’ premier business districts, it was part of 20th Century Fox’s sprawling backlot, used for filming movies and housing studio operations. By the 1950s, as television rose and movie attendance declined, 20th Century Fox faced financial challenges and decided to sell a portion of its land.
Traffic On 405 Freeway In LA With Century City In The Background
Developer William Zeckendorf envisioned a “city within a city”—a modern, mixed-use urban center with office towers, hotels, and entertainment facilities. Branded Century City, the name paid homage to its studio roots while symbolizing LA’s vision for the future.
The first skyscrapers, including the Gateway West Building, set the tone for the district’s sleek, futuristic skyline. Architects like Welton Becket and Minoru Yamasaki helped shape Century City’s iconic look. Over time, it evolved from Hollywood’s backlot to a corporate and legal hub, attracting law firms, financial institutions, and media companies.
Today, Century City stands as a testament to Los Angeles’ postwar optimism, westward expansion, and multi-centered urban growth—a unique blend of Hollywood history and modern business.
Dive into “The Knowledge,” where curiosity meets clarity. This playlist, in collaboration with STMDailyNews.com, is designed for viewers who value historical accuracy and insightful learning. Our short videos, ranging from 30 seconds to a minute and a half, make complex subjects easy to grasp in no time. Covering everything from historical events to contemporary processes and entertainment, “The Knowledge” bridges the past with the present. In a world where information is abundant yet often misused, our series aims to guide you through the noise, preserving vital knowledge and truths that shape our lives today. Perfect for curious minds eager to discover the ‘why’ and ‘how’ of everything around us. Subscribe and join in as we explore the facts that matter. https://stmdailynews.com/the-knowledge/
Local governments provide proof that polarization is not inevitable
Local politics help mitigate national polarization by focusing on concrete issues like infrastructure and community needs rather than divisive symbolic debates. A survey indicates that local officials experience less partisanship, as interpersonal connections foster recognition of shared interests. This suggests that reducing polarization is possible through collaboration and changes in election laws.
Local officials get to participate in events such as ribbon cuttings, celebrating projects they may have helped make happen. NHLI/Eliot J. Schechter via Getty Images
But things are much less heated at the local level. A survey of more than 1,400 local officials by the Carnegie Corporation and CivicPulse found that local governments are “largely insulated from the harshest effects of polarization.” Communities with fewer than 50,000 residents proved especially resilient to partisan dysfunction.
Why this difference? As a political scientist, I believe that lessons from the local level not only open a window onto how polarization works but also the dynamics and tools that can help reduce it.
Problems are more concrete
Local governments deal with concrete issues – sometimes literally, when it comes to paving roads and fixing potholes. In general, cities and counties handle day-to-day functions, such as garbage pickup, running schools and enforcing zoning rules. Addressing tangible needs keeps local leaders’ attention fixed on specific problems that call out for specific solutions, not lengthy ideological debates.
By contrast, a lot of national political conflict in the U.S. involves symbolic issues, such as debates about identity and values on topics such as race, abortion and transgender rights. These battles are often divisive, even more so than purely ideological disagreements, because they can activate tribal differences and prove more resistant to compromise.When mayors come together, they often find they face common problems in their cities. Gathered here, from left, are Jerry Dyer of Fresno, Calif., John Ewing Jr. of Omaha, Neb., and David Holt of Oklahoma City. AP Photo/Kevin Wolf
Such arguments at the national level, or on social media, can lead to wildly inaccurate stereotypes about people with opposing views. Today’s partisans often perceive their opponents as far more extreme than they actually are, or they may stereotype them – imagining that all Republicans are wealthy, evangelical culture warriors, for instance, or conversely being convinced that all Democrats are radical urban activists. In terms of ideology, the median members of both parties, in fact, look similar.
These kinds of misperceptions can fuel hostility.
Local officials, however, live among the human beings they represent, whose complexity defies caricature. Living and interacting in the same communities leads to greater recognition of shared interests and values, according to the Carnegie/CivicPulse survey.
Meaningful interaction with others, including partisans of the opposing party, reduces prejudice about them. Local government provides a natural space where identities overlap.
People are complicated
In national U.S. politics today, large groups of individuals are divided not only by party but a variety of other factors, including race, religion, geography and social networks. When these differences align with ideology, political disagreement can feel like an existential threat.
Such differences are not always as pronounced at the local level. A neighbor who disagrees about property taxes could be the coach of your child’s soccer team. Your fellow school board member might share your concerns about curriculum but vote differently in presidential elections.
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Mayors can find themselves caught up in national debates, as did Minneapolis Mayor Jacob Frey over the Trump administration’s immigration enforcement policies in his city. AP Photo/Kevin Wolf
These cross-cutting connections remind us that political opponents are not a monolithic enemy but complex individuals. When people discover they have commonalities outside of politics with others holding opposing views, polarization can decrease significantly.
Finally, most local elections are technically nonpartisan. Keeping party labels off ballots allows voters to judge candidates as individuals and not merely as Republicans or Democrats.
Nevertheless, the relative partisan calm of local governance suggests that polarization is not inevitable. It emerges from specific conditions that can be altered.
Polarization might be reduced by creating more opportunities for cross-partisan collaboration around concrete problems. Philanthropists and even states might invest in local journalism that covers pragmatic governance rather than partisan conflict. More cities and counties could adopt changes in election law that would de-emphasize party labels where they add little information for voters.
Aside from structural changes, individual Americans can strive to recognize that their neighbors are not the cardboard cutouts they might imagine when thinking about “the other side.” Instead, Americans can recognize that even political opponents are navigating similar landscapes of community, personal challenges and time constraints, with often similar desires to see their roads paved and their children well educated.
The conditions shaping our interactions matter enormously. If conditions change, perhaps less partisan rancor will be the result.
The Bridge is a section of the STM Daily News Blog meant for diversity, offering real news stories about bona fide community efforts to perpetuate a greater good. The purpose of The Bridge is to connect the divides that separate us, fostering understanding and empathy among different groups. By highlighting positive initiatives and inspirational actions, The Bridge aims to create a sense of unity and shared purpose. This section brings to light stories of individuals and organizations working tirelessly to promote inclusivity, equality, and mutual respect. Through these narratives, readers are encouraged to appreciate the richness of diverse perspectives and to participate actively in building stronger, more cohesive communities.
