IIRC, Texas Central is using private land because the Texas legislature outlawed using state-owned property (i.e., highway medians) for it.
Jeff Smith wrote: ↑Sat May 06, 2023 8:28 am Brightline could certainly get this done quicker and cheaper. Texas Central's big mistake was using private land. Brightline would have had a deal on interstate ROW by now. Right now, though, they've got enough to chew on with Las Vegas.Nothing new about nimbys testifying in the state legislature. When you lose in court, you cry to the legislature.
They're also taking heat in Austin: https://www.kbtx.com/2023/05/05/texas-c ... utType=amp
Texas Central has had a web site up for over 10 years, surf to it.
No doubt Brightline’s financing models seems to work better than Texas Central. I am not so sure their operations model will be better.
The legislature has forbidden TXDOT from aiding any high speed rail project, therefore freeways right of ways is a no no. Existing freight operators are also no no. Texas Central can not force the freights to share their row, only Amtrak can, and they have shown very little interest providing a service between Dallas and Houston for decades.
So Texas Central chose another corridor following high voltage utility lines.
And let’s get real, Brightline speed in Florida maxed out at 110 mph along the FEC. Their average speed will be 80 mph with an elapse time of 3 hours. The Brightline West proposal within I-15 median 95% of the way will be around an average 115 mph with a goal of 2.33 hours from Southern California to Las Vegas.for a train capable of 180 mph, they should be able to travel 360 miles in two hours. The EA suggests speeds higher than 125 mph for less than 50 miles. Just too many tight curves and grade changes along the I-15 route forcing somewhat lower speeds. Still, 115 mph is better than 80 mph.
Existing corridors that Brightline loves to use will not get passenger between Dallas and Houston with 90 minutes. At 115 mph average speeds, you are talking around 2 hours, at 80 mph average speeds along a freight rail corridor, you are talking around 3 hours, depending upon your choice of existing corridor.
Meanwhile, Texas Central HSR train meeting the 90 minute goal would average 160 mph. You get what you are willing to pay for. The less you spend, the slower you go. We will continue to argue forever how fast is good enough?