houston to dallas high speed rail presentation
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8/8/2019 Houston to Dallas High Speed Rail Presentation
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BRINGING HIGH‐SPEED RAIL TO TEXAS
Chairman Yoshiyuki Kasai
Central Japan Railways (JRC)
Richard P.
Lawless
U.S.‐Japan High‐Speed Rail & Lone Star High‐Speed Rail
1
Who Are
We?
Central Japan Railway Company (JRC) is the world’s premier high‐
speed rail operator. The core of JRC operations is the Tokaido
“ ”, .
many as 150 million passengers yearly, the Shinkansen links Japan’s
principal metropolitan areas of Tokyo, Nagoya, and Osaka.
U.S.‐Japan High‐Speed Rail (USJHSR) is a U.S. company has teamed
with JRC to market and deploy the N700‐I Bullet Train internationally,
including in the U.S.. USJHSR was founded in association with JRC in
2009 and is headquartered in Washington, DC.
Lone Star High‐Speed Rail is a U.S. company that has teamed with JRC
to market and deploy the N700‐I Bullet Train in Texas. LSHSR was
founded in association with USJHSR and JRC in 2009 and is
headquartered in Washington, DC.
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Why Americans are Ready for
High‐Speed Rail Today
• Jobs
•
• Crowded aircraft and terminals, and extended pre‐
flight times
• Sensitivity to climate change/global warming
• Possibility of $4.00/gallon gas
– , . . .
• Jobs
More than half of Americans (54%) would choose modern high‐speed trains
over automobiles (33%) and air travel (13%) if fares and travel times were
about the same, according to a 2009 HNTB Corporation survey.
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U.S. Intercity Travel Trends by
Modal Share
1929
‐2004
1000
500
750
s e n g e r M i l e s ( B i l l i o n s )
Interstate
B‐707 in
Service
Airport & Airway
Trust Fund
Created
AMTRAK
Created
Interstate
System 80%
Complete
250
P a System
Developed
WWII
Bus
Auto
Air
Rail
1 9 2 9
1 9 4 4
1 9 5 1
1 9 6 1
1 9 6 3
1 9 6 5
1 9 6 7
1 9 6 9
1 9 7 1
1 9 7 3
1 9 7 5
1 9 7 7
1 9 7 9
1 9 8 1
1 9 8 3
1 9 8 5
1 9 8 7
1 9 8 9
1 9 9 1
1 9 9 3
1 9 9 5
1 9 9 7
1 9 9 9
2 0 0 1
2 0 0 3
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Benefits of High‐Speed Rail
Auto: $200
Cost of the Journey
320‐MILE TRIP FROM
Plane: $225
HSR: 130
Plane: 4 hrs 15 min
Auto: 6 hrs 45 min
Total Time of Journey
OKYO TO SAKA, APAN
Points of Reference:
• —: rs m n
Plane: 178 lbs
Auto: 209 lbs
HSR: 50 lbs
Carbon Dioxide Emitted
U.S. GAO, Reuters, Bureau of Transportation
Statistics, JRC, Scientific American, May 2010
• Dallas—San Antonio: 274 miles
• San Antonio—Houston: 197 miles
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Potential Modal Comparative
Advantage by
Market
Intercity Distance (in Miles)
0‐100 100‐600 600‐3,000
t i o n D e n s i t y Light 1. Auto
1. Auto
2. Conventional Rail
1. Auto
2. Air
Moderate1. Auto
2. Commuter Rail
1. High‐Speed Rail
2. Auto
1. Auto
2. Air
P o p u l a
High1. Commuter Rail
2. Auto
1. High‐Speed Rail
2. Auto1. Air
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Central Japan Railway Company
(JRC)
A Total
System
Approach
to
High
‐Speed
Rail
in
the United States
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JRC Background
N700 “Bullet Train”commissioned
20091964 1987 2007 2010
Tokaido Shinkansen,the world’s first HSR
system, is inaugurated Railway Privatization:JRC created
Decision to enterU.S. market
Pursuit corridorsidentified
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Today: JRC is prepared to deploy the N700‐I as a Total
System Solution in the U.S.
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• JRC operates the “Tokaido Shinkansen” high-speed rail linebetween Tokyo-Nagoya-Osaka
Central Japan Railway Company
– The world’s first & busiest high-speed rail corridor
– 300+ trains/day
– 150 million passengers/year
– 80% market share (air traffic reduced to 20%)
– No government subsidies (100% privately owned)
– n revenue sca year en ng arc )
– Entering the U.S. market
• JRC has successfully maximized benefits of Transit OrientedDevelopment (TOD) resulting in a multi-billion dollar realestate business
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• Lone Star High-Speed Rail, LLC (LSHSR) will serve as the
The N700
‐I Team
. . .
• LSHSR has the full commitment and backing of JRC.
• JRC is already sharing in the development risk of the projectand will potentially invest in the project operations andownership.
• JRC has assembled a team of trading companies and
equipment suppliers to deploy the N700-I as a total systemsolution.
• The Government of Japan has pledged its strong political andfinancial support to deliver high-speed rail to America.
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The N700‐I Team
The “Japan Group”
Central Japan Railway (JRC) “Japan Group” Lead
Mitsubishi C orporation Trading Company
Hitachi Rolling Stock Assembly; Control System; Electrical Equipment
Mitsubishi Electric Electrical Equipment
Nippon Sharyo Rolling Stock Assembly
Sumitomo Corporation Trading Company
Kyosan Control System
Mitsubishi Heavy Industries Body/Bogie
Sumitomo Metals Body/Bogie
Toshiba Control System; Electrical Equipment11
The JRC Approach to High‐
Speed Rail
• Dedicated Track – No Mixed Operations
– No possibility of a freight/passenger train collision
– Enables more efficient equipment design
• A Total System:
– Integrated management of both:
• Hardware: Rolling Stock, Track, Signals, etc; and
• Software: Safety, Training, Maintenance, etc
• Extensive Research & Development
– Komaki Research Facility – opened in 2002
• Strategic, Long
‐Term
Investments
– Superconducting Magnetic Levitation (SCMAGLEV)
– Tokaido Shinkansen Bypass – meeting future
demand
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N700‐I Configuration
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Issues &
Challenges
• Standards & Regulations
– Currently there are no standards or specifications for dedicated, true high‐speed rail
– American’s benefit from the opportunity to select the best technology available
– Safety is first priority, but no need to compromise system performance
• System Integration
– Procurement strategies will vary by corridor, but must not undermine system integration
• Financing & Funding
– Federal long‐term commitment remains unclear – process is unpredictable and ineffective
– r vate sector n t at ve may a ow or est so ut on
– Private sector approach allows risk mitigation and optimal corridor and station configuration
and deployment schedule
– Texas corridor presents best financability ratio in the country.
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Vancouver
Seattle
DuluthBurlington
St AlbansBrunswick
MontrealAuburn
U.S. Officially Designated
High‐Speed Rail Corridors
ort an
Eugene
Sacramento
Stockton
Denver
ColoradoSprings
Las Vegas
Bay Area
Mem his
Charlotte
Raleigh
Nashville
Carbondale
Tulsa
Wichita
LouisvilleKansas City
Minneapolis/St Paul
Dubuque
Madison
Omaha
Milwaukee
Superior
St Louis
Dayton
Cincinnati
RichmondHamptonRoads
Philadelphia
New York
BaltimoreColumbus
PittsburghHarrisburg
Cleveland
Detroit
Buffalo
Rochester
Portland
Boston
Albany
Chicago
Indianapolis
Toledo
Washington,DC
Springfield
Albuquerque
S an u s spo
Los Angeles
SanDiego
Phoenix
Tucson
ElPaso
Oklahoma City
Dallas/Ft Worth
Austin
SanAntonio Houston
BatonRouge
New Orleans Tampa
Miami
Orlando
Mobile
Macon
Birmingham
Savannah
Jacksonville
attanooga
Little RockColumbia
Atlanta
Meridian
Greenville
Texarkana
Jackson
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U.S. in
Lights
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Vancouver
Seattle
Portland
DuluthBurlington
St AlbansBrunswick
MontrealAuburn
89 High‐Speed Rail Corridors
Analyzed by
USJHSR
Eugene
Sacramento
Stockton
Denver
ColoradoSprings
Las Vegas
Bay Area
SanLuis Obis o Mem his
Charlotte
Raleigh
Nashville
Carbondale
Tulsa
Wichita
Louisville
Kansas City
Minneapolis/St Paul
Dubuque
Madison
Omaha
Milwaukee
Superior
St Louis
Dayton
Cincinnati
HamptonRoads
Philadelphia
New York
BaltimoreColumbus
Harrisburg
Detroit
Buffalo
Rochester
Portland
Boston
Albany
Chicago
Indianapolis
Toledo
Washington,DC
Springfield
Cleveland
Pittsburgh
Richmond
Chattanoo a
Salt Lake CityReno Cheyenne
Pueblo
Trinidad
GrandJunction
Albuquerque
Los Angeles
SanDiegoPhoenix
Tucson
ElPaso
Oklahoma City
Dallas/Ft Worth
Austin
SanAntonio Houston
BatonRouge
New Orleans Tampa
Miami
Orlando
Mobile
Macon
Birmingham
Savannah
Jacksonville
Little RockColumbia
Atlanta
Meridian
Greenville
Texarkana
Fort Myers
Tallahassee
Jackson
Santa Fe
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Texas:
Dallas/Fort Worth
‐Houston
Dallas/Fort Worth
(PMSA: 6,300,006)
239 miles
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Houston
(PMSA: 5,728,143
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Texas Triangle
Dallas‐Fort Worth, TX
(PMSA: 6,300,006)
Waco, TX
(MSA: 230,213
Killeen/Temple, TX
(MSA: 378,935
239 miles
94 miles
70 miles
103
miles
College Station
TX
PHASE I
PHASE II
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,
(MSA: 1,652,602
San Antonio, TX
(MSA: 2,031,445)
Houston, TX
(PMSA:
5,728,143)198 miles
78 miles
m es
PHASE III
High‐Speed Rail Project
Selection Criteria
• Less than 500 miles (800 km)
• Less than three hours by plane
• Minimal government regulation
• State vs Federal project(s)
• Private initiative or Private/public
partnership• Reasonable path to profitable
operations/return on investment
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Texas Developmental Strategy
• Private Sector Initiative
– Strong economic viability
– State budget burden minimized
– Opportunity to coordinate with
state officials
– Business community
involvement and support
– Municipal involvement
and
support
– Texas “can‐do” attitude
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Contact
Please feel free to contact us at:
E‐mail: [email protected]
Phone: 202‐403‐0437
Website:
www.usjhsr.com
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