California–Nevada Interstate Maglev
| Company type | Proposed transportation project |
|---|---|
| Industry | Rail transport |
| Founded | Late 1990s |
| Fate | Project ceased operations by 2012 |
| Headquarters | United States |
Area served | California, Nevada |
Key people | Neil Cummings (President of American Magline Group) |
| Products | Magnetic levitation rail system |
California–Nevada Interstate Maglev
The California–Nevada Interstate Maglev was an envisioned magnetic levitation rail system intended to link Las Vegas, Nevada with Anaheim, California. One portion of the route was planned to extend from Las Vegas to Primm, Nevada, including service to the forthcoming Ivanpah Valley Airport near Las Vegas. The train’s maximum velocity was anticipated to reach . Although $45 million was designated in 2005 for preliminary planning of the initial segment, these funds remained unused and were redirected in 2010 toward a highway project at Las Vegas Airport. By 2012, the Southern California Association of Governments (SCAG) transportation plan excluded this project, thereby disqualifying it from federal funding opportunities; however, the Anaheim-to-Ontario portion remained listed.
The majority of government financing was granted to American Magline Group in partnership with the California-Nevada Super Speed Train Commission. The German consortium Transrapid International, recognized for developing the Shanghai Maglev Train, provided research support intending to demonstrate its technology on a long-distance corridor. Efforts to rekindle interest surfaced in August 2014, but by October 2018, reports confirmed that the Los Angeles–Las Vegas maglev initiative had ceased operations as of 2012.
In September 2019, Brightline West (previously XpressWest) along with Virgin Trains USA revealed intentions to commence construction in early 2020 on a rival high-speed rail line between Victor Valley and Las Vegas that would not utilize maglev technology.
History
During the late 1970s and throughout the 1980s, lawmakers in Nevada proposed a "bullet train" service linking Southern California with Las Vegas. Since the discontinuation of Amtrak’s Desert Wind in 1997, Las Vegas has been without passenger rail service. Attempts to restore service using a Talgo train were hindered by expensive track improvements, many sections of which remained single-track as of 2006. With McCarran International Airport approaching capacity limits and ongoing expansions on I-15, planners continue to prioritize alternative transit options between Southern California and Las Vegas. This context led to the maglev train proposal emerging in the late 1990s.
Designed to operate on exclusive tracks, the maglev system would have avoided delays caused by freight traffic that previously impacted Amtrak services. Its high-speed nature aimed to rival air travel times, particularly appealing to passengers from outlying regions of Southern California.
Funding allocations included:
- $1 million appropriated in the fiscal year 2005 bill (December 8, 2004).
- $45 million initially set aside for planning the Las Vegas–Primm segment within the fiscal year 2006 Federal appropriation bill; these funds were later reallocated to a McCarran Airport highway initiative.
By September 2020, estimates placed the project’s overall cost near $12 billion. In June 2010, Senator Harry Reid withdrew his crucial backing in favor of the privately funded Desert Xpress (which later became Brightline West) project. Funding for the maglev was removed through provisions in the March 2010 Federal "Jobs Bill." Reid cited failure by the Maglev Commission to secure the required 20% matching funds—a point contested by American Magline Group President Neil Cummings, who stated $10 million had been raised. Reid also pointed out that an environmental impact statement remained incomplete; although counted as part of matching funds, it was not finalized. The technology itself remains contentious within rail enthusiast communities due to its lack of proven deployment in the United States.
An application seeking $83 million from federal sources was submitted by the California-Nevada Super Speed Commission; however, federal rules restricted eligibility to states or state-established public agencies. While Nevada organized its commission as a state agency, California’s counterpart was structured as a nonprofit public benefit corporation, complicating their qualification for funding.
Route
- Las Vegas, Nevada
- Ivanpah Valley Airport
- Primm, Nevada
- Barstow, California
- Victorville, California
- Ontario, California
- Anaheim, California
Amtrak
Amtrak put forward a plan to enhance the current rail infrastructure to accommodate high-speed Talgo trains. A promotional event took place in December 1999; however, progress was impeded when Union Pacific cited insufficient rail capacity. By 2009, this proposal remained inactive and showed little prospect of revival.
Brightline West
Brightline (previously Virgin Trains USA) secured rights to operate a privately owned high-speed rail corridor linking Victorville, California directly to Las Vegas, following the I-15 route. Originally introduced as Desert Xpress by Desert Xpress Enterprises, the project underwent rebranding to XpressWest before adopting the name Brightline West. Construction commenced in 2024 with operations anticipated to begin by 2028.