Posted Jan 31, 2018, 5:01 AM
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Join Date: Nov 2017
Posts: 2,383
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Quote:
Originally Posted by IluvATX
Doesn't the bullet train from D-H call for all new tracks when this one is using an existing mainline for travel? I believe the one going from OK-Mex is only HSR in the sense that Amtrak is, but the other proposal is truly a bullet train. Is there a chance we could see a bullet train, a commuter train, and a regional train all collide somewhere in East Austin?
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This proposal does not call for using all existing track. There is no track in the area it's proposing crossing by Austin. The proposal could include sections of track where the train would go up to 250 mph. It comes down to financing.
I don't know what you mean by a "commuter" vs "regional" train. All of the cap metro lines would use trains exactly like the existing Red Line. Txdot's line could be en electric 250mph train if they can pay for it. If they can, you would have a 250mph electric train intersect with Cap Metro's commuter trains in Manor (Green Line) and at the Airport (Airport Line). Both the Airport and Green Lines would connect to the current Red Line and Mokan Line in Downtown.
Here is info on the 3 different speed options for the Oklahoma/Texas/Mexico line:
Quote:
2.3.1.1 Conventional Rail Service
Conventional rail service typically includes diesel-powered, steel-wheeled trains operating on steel tracks. Roadway crossings may be grade separated depending on the type of roadway and amount of traffic, and rail rights-of-way may or may not be fenced. Conventional rail service in Oklahoma and Texas are shared-use corridors, meaning that the passenger rail service operates on a freight rail line owned by a “host” railroad, such as BNSF or UPRR. Amenities on conventional rail trains may include dining cars, sleeping cars, and other services, such as wireless internet. The Amtrak Texas Eagle is an example of conventional rail.
Conventional rail would typically be operated at speeds of 79 to 90 mph and would mostly use existing railroad rights-of-way. For conventional rail, existing railroad track may be used, or in some cases, modifications such as double-tracking (adding a track parallel to an existing track or adding a siding to pull trains to the side for passing trains) could be constructed within the existing right-of-way to accommodate additional trains.
In general, stops for conventional rail service would
typically be between 15 and 60 miles apart, and on
average three to six trains per day would run in each direction, with a maximum of 12 trains per day.
2.3.1.2 Higher-Speed Rail Service
Higher-speed rail is similar to conventional rail in
several respects. In many cases, higher-speed rail trains
can run on the same steel tracks that support
conventional rail service, but higher speeds can require
improvements such as upgrading wooden ties to
concrete ties and grade-separating roadway crossings.
Higher-speed service can use diesel-powered, steel-
wheeled trains operating on steel tracks that are shared
with freight trains, or it can operate on dedicated
passenger tracks or be an electrified rail system
powered by overhead catenary lines. For the purposes
of this EIS, higher-speed trains are assumed to be diesel-powered. Amenities offered on higher- speed rail trains are similar to conventional rail. The British First Great Western, operating in southern England, is an example of higher-speed rail.
Higher-speed rail would be operated at speeds up to 110 to 125 mph. Where proposed within an existing railroad right-of-way, a shared right-of-way with separate tracks for freight and passenger services would be constructed. Because of its maximum speed and because train frequency would be similar to conventional rail, higher-speed rail could operate on a single track with passing locations and would not require double-tracking. Where higher-speed rail is proposed outside an existing transportation corridor, the new alignment would be designed with curves and other features that could accommodate high-speed rail service if warranted by ridership and economically feasible in the future. For the purposes of this EIS, unlike high-speed rail, the design would not include electrification and would include a mixture of single and double track, and some at-grade crossings would remain. In some short segments in dense urban areas, existing track shared with freight may be used by new passenger rail operated at reduced speeds. Newly constructed track would be dedicated exclusively to passenger rail service.
In general, stops for higher-speed rail service would typically be between 30 and 90 miles apart, and on average four to eight trains per day would run in each direction, with a maximum of 12 trains per day.
2.3.1.3 High-Speed Rail Service
High-speed rail service includes electric trains powered by an overhead power supply system. Train sets are steel wheel on steel rail, but are designed to operate at high speeds with an aerodynamic shape and specialized suspension and braking systems. The Shinkansen in Japan, the TGV in France and the Chinese High-Speed Rail are examples of high-speed rail service. The Dallas to Houston High-Speed Rail Project proposed by Texas Central High-Speed Railway, LLC and the California High- Speed Rail Program are other examples of high-speed rail service. High-speed rail would be operated at speeds up to 220 to 250 mph. The entire right-of-way would be enclosed and fully grade-separated. The alignment would be electrified and double-tracked and would be dedicated entirely to passenger rail service. Freight trains and other non-high-speed rail systems would be prohibited from using the high-speed rail tracks. This service type could only reach its maximum speeds of 220 to 250 mph outside existing transportation corridors because existing railroad alignments are not compatible with the speeds required and they do not have the required room for separation of freight and high-speed rail. In areas where this service type is within existing transportation corridors or within constrained right-of-way that may impede the design, it would operate at lower speeds.
In general, stops for high-speed rail service would typically be between 50 and 100 miles apart, and on average 12 to 24 trains per day would run in each direction.
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