The release of this document is nearly four years in the making – a result of an extensive public process that’s required for all major infrastructure projects. The detailed report combines various forms of data from first-hand observations and extensive field work to highly technical 3-D data collections, all conducted by hundreds of technical experts who have studied impacts on private properties, waters and wetlands, threatened and endangered species, interactions with existing infrastructure (like roads and subsurface utilities), geotechnical and subsurface information and community plans for growth, where available.
These technical experts include: engineers, architects, environmental scientists, geotechnical specialists, surveyors, archaeologists, biologists, acoustical engineers, botanists, and noise and vibration specialists.
The FRA examined multiple potential alternatives for track locations to determine which route would minimize impacts to the environment and existing development, while allowing the system to operate in the most efficient way possible and follow best design practices.
As part of this extensive study of the track, the FRA looked at design elements, including track spacing, curvatures and the use of elevated viaducts to minimize the system footprint. The DEIS shows that a significant portion of the high-speed train system will be built on elevated viaducts. There will also be no “at grade crossings” in the Texas Bullet Train system, meaning there will never be a chance for the train to intersect with another train, pedestrian or vehicle.
The DEIS describes how the FRA’s detailed, independent evaluation narrowed six potential end-to-end alignments to the identification of a single preferred route.
DEIS Preferred Build Alignment A
Connecting the nation’s 4th and 5th largest metro areas with the Brazos Valley creates a super economy of more than 14 million people. And economic development groups already have recognized the train’s positive, differentiating impact on proposals to move employees and corporate headquarters to Texas.
The investor-owned project has spent more than $100 million to date and is not taking federal or state grants for its construction or operations. This approach presents a new business model for improving infrastructure and meeting the state’s growing transportation needs.
The train system is expected to generate $36 billion in direct economic activity over the next 25 years, create more than 10,000 direct jobs per year during construction and more than 1,000 permanent jobs