After a decade of hype, Dallas-Houston bullet train developer faces a leadership exodus as land acquisition slows (2022)

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Ten years ago, a company calling itself Texas Central High-Speed Railway announced plans for a trailblazing bullet train that would whisk passengers between Dallas and Houston in 90 minutes. Company leaders exuded confidence that the trains would be running up to 205 miles per hour by 2020.

The potential for an American high-speed rail line captured the imagination of Texans and national train enthusiasts alike. At one point during an event celebrating the unbuilt high-speed rail line, then-Vice President Joe Biden told a Dallas crowd, “You’re going to lead this country into an entirely new era of transportation.”

But a decade on, there are still no new tracks between Dallas and Houston.

Through multiple business entities who often use some version of the Texas Central moniker, developers of the project spent years raising hundreds of millions of dollars for construction, fighting conservative lawmakers’ attempts to dampen their plans and buying land needed to lay the tracks. Perhaps the biggest battle, though, came from legal challenges to the company’s claims that state law allows it to forcibly purchase property when owners aren’t willing to voluntarily sell.

In June, the Texas Supreme Court settled the matter and handed the company what could be a watershed victory, ruling that Texas Central can use eminent domain for its high-profile project. By the time the court ruled, though, Texas Central’s board had reportedly disbanded and its CEO and president had resigned. The project’s original timeline had already gone off the rails (at one point the construction was slated to begin in 2017). And land acquisition seems to have all but stopped in the last two years, according to land records reviewed by The Texas Tribune.

A spokesperson for the company, who is employed by a consulting firm that handles Texas Central’s media requests, says the project is still in the works.

“Texas Central is continuing to seek further investment, and is moving forward with the development of this high-speed train,” Tom Becker, a senior managing director with FTI Consulting, said in a statement. “We appreciate the continued support of our investors, lenders, and other key stakeholders, as we continue to advance this important project.”

But the company and Becker have declined to answer specific questions about the leadership exodus, apparent slump in land acquisition, funding prospects and status of permits Texas Central would need to move forward. A federal transportation agency says it hasn’t had contact with the company in two years. The portion of Texas Central’s website that once listed executive leaders is now blank — as is the list of current job openings.

After a decade of hype, Dallas-Houston bullet train developer faces a leadership exodus as land acquisition slows (1)

Texas Central’s relative silence on the recent developments has left supporters of the project, who would like to see two of the state’s largest economic engines more easily connected, in limbo. Opponents, who have long railed against the idea of a private company using eminent domain to seize Texans’ land, are cautiously hoping Texas Central won’t rebound.

Even if the company resurges, there remain major obstacles ahead to acquire land and finance an increasingly expensive project described as “shovel ready” as recently as 2020. The stakes of the high-speed rail project extend beyond the company and Texas. The 240 miles of relatively flat land between Dallas and Houston has long been heralded as the ideal location for what Texas Central and its supporters say could be the first leg of a national high-speed rail system that transforms the country.

There are few infrastructure projects in the country that can compare in size to the Texas rail line. A California high-speed rail project between Los Angeles and San Francisco also faces significant political, financial and legal hurdles. But Michael Bennon, the program manager at Stanford University’s ​​Global Infrastructure Policy Research Initiative, hangs a lot of hope on the Texas project given the relatively short distance, estimated frequency of travel and the landscape between the two cities.

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“If you can’t do high-speed rail in that corridor, it’s hard to imagine it working anywhere else,” Bennon said.

A decade in the making

The announcement of the Dallas-Houston bullet train came more than two decades after another, failed high-speed rail project in Texas that collapsed after $70 million in investments in the early 1990’s.

The most recent attempt at high-speed rail drew widespread attention and support. Texas Central has long billed the project — modeled after the Japanese Shinkansen bullet train — as an accessible, safe alternative to car travel in Texas. Among the selling points: an estimated $36 billion in economic benefits, an environmentally friendly solution to plane travel and a revolutionary step forward for large-scale infrastructure in America. The hype cast the train as a game changer for Texas and America.

“There’s no doubt once people ride this train, they will want trains like this to go other places,” Holly Reed, Texas Central’s former managing director of external affairs, said in 2018.

In addition to Biden’s 2015 endorsement, plans for high-speed rail in Texas saw formal support from former President Donald Trump, several state leaders and close to 100 businesses and organizations. The company’s board and advisors featured a plethora of prominent names, like billionaire and former Houston Astros owner Drayton McLane and Ron Kirk, the former Dallas mayor and former Texas secretary of state.

But Republican state officials, who have long controlled the Legislature and state government, were caught between the collision of two things they and their voters support — minimal restraints on the private industry and protecting Texas landowners’ property rights.

In the summer of 2016, Texas Central began its efforts in earnest to acquire land along the route of the line, contacting property owners and submitting documentation to retain the option to purchase acres in the 10 counties the rail line would cross.

Along the way, Texans’ free-market enthusiasm often clashed with private property advocates who criticized the efforts of the company to push the railroad through rural land to benefit two already bustling urban behemoths.

Donovan Maretick, a Navy veteran who lives in Harris County, has fought the company’s efforts to survey and purchase his land. He moved to a more rural area of the state to seek some quiet for his family — and he doesn’t intend to give that up so a private entity can build an intercity bullet train.

“I rose to the occasion to fight for the country, and I’ll be damned if I’m not gonna rise to the occasion to fight for my little piece of country. And that’s what we’ve had to do as individual landowners for the last six years.” Maretick told the Tribune.

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Throughout multiple legislative sessions, some Republican lawmakers sought to limit how the project could be developed or financed. Others tried to kill it outright. But Texas Central’s project repeatedly emerged largely unscathed.

State Sen. Royce West, D-Dallas, has maintained his support for the development endeavor, though he’s well aware of how rural and urban interests are often at odds on the matter.

“The time has come for us as Texans to recognize that we need another mode of transportation to get people around the state,” West said in an interview with the Tribune. “Just like anything else, you have to build this for the future.”

In October 2020, with another legislative session on the horizon, Republican Gov. Greg Abbott threw his “full support” behind the project in a letter to Yoshihide Suga, then the prime minister of Japan. By then, the Japan Bank of International Cooperation had loaned the venture $300 million.

“Public support and momentum are on our side, and this project can be completed swiftly,” Abbott wrote.

The governor also claimed Texas Central had “all the necessary permits to begin construction” — something the Tribune found was not, and still isn’t, true. Lawmakers representing Texans who own land in the project’s path expressed disappointment at the letter. Abbott’s office later said the “information it was provided was incomplete” and it would review the matter, but did not respond to multiple follow-up questions from the Tribune at the time.

And the governor still isn’t talking. This month, Abbott’s office did not return multiple requests for comment about the matter.

After Abbott’s 2020 letter to the Japanese prime minister, Carlos Aguilar, Texas Central’s CEO at the time, also declined to answer specific questions, but said the company was “focused on finalizing financing and getting ready for execution."

After a decade of hype, Dallas-Houston bullet train developer faces a leadership exodus as land acquisition slows (2)
After a decade of hype, Dallas-Houston bullet train developer faces a leadership exodus as land acquisition slows (3)
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A plan derailed

In June, the Texas Supreme Court ruled that Texas Central Railroad & Infrastructure and Integrated Texas Logistics, a partner in the rail project, have eminent domain power because they are “interurban electric railway companies.” The decision, based on the Texas Transportation Code, enables the high-speed railway project to move forward with surveying and forcibly buying private property.

Trey Duhon, president of Texans Against High-Speed Rail, said the decision surprised him and set a dangerous precedent.

“You’re not supposed to be able to exercise this authority or power without some checks and balances,” he told the Tribune. “This opinion really opens the door and allows anyone who wants to build an electric railway anywhere in the state of Texas the ability to do so.”

But having the ability to use eminent domain doesn’t mean the process will be easy — or cheap. And one expert in eminent domain law said the company may still face a major legal hurdle in exercising its eminent domain authority.

Luke Ellis, an Austin lawyer who teaches eminent domain law at the University of Texas School of Law, told the Tribune that project opponents could still mount legal challenges that hinge on what’s called a “public use” clause. That provision of law requires that an entity using eminent domain can only do so when creating something for “public use.” Ellis said there remains an outstanding question whether the train qualifies as “public use.” The Texas Supreme Court didn’t rule on that question, leaving it open to future legal challenges.

What’s more, eminent domain isn’t a fast and clean operation. If a landowner doesn’t want to sell, Texas Central would likely have to sue and kick off what’s called a separate condemnation process — complete with arguments and hearings — for each landowner who won’t voluntarily give up their land and doesn’t agree that the money Texas Central offers is adequate compensation.

These two legal obstacles could stall Texas Central’s momentum if construction gets underway, Ellis said, but only up to a certain point. Entities with eminent domain authority can take possession of private property once a designated commission determines the land’s value and that amount is paid into an account. While both parties can appeal the decision and take it to a jury, entities like Texas Central have an advantage.

“There’s a legal mechanism that allows them to begin construction of the project even before the eminent domain lawsuit has fully resolved,” Ellis said.

Texas Central has long said it would use eminent domain only as a last resort and it would prefer to amicably buy the land needed for the project. How many parcels it needs has long been a mystery. While Texas Central has released a map of the line’s route, it has remained mum for years on how many purchases it would take to amass the land needed for the project.

The company has negotiated with landowners to reserve the option to purchase land along the route. In some instances, the railroad developer acquired those parcels of land. Yet in others, the purchase options expired or the company agreed to release those contracts, allowing landowners to sell to another buyer.

According to a Tribune review of public land records, the company ramped up land acquisition efforts in 2016. But since 2020, there’s been a steep decline in options filed and deeds amassed on behalf of Texas Central.

In several counties in the past two years, Texas Central has resold property it had purchased to other buyers. Texas Department of Transportation officials confirmed the state agency purchased a handful of acres from the railroad company in Madison County for $75,000. Public documents filed between May 2021 and April 2022 showed that the railroad company sold off more than 170 acres in Navarro County.

The Tribune reached out to McLane, the board of directors’ former chair; several former advisors, including Kirk; and the company’s listed partners. They either did not respond or they directed inquiries to Katie Barnes, the director of right of way at Texas Central, who declined to answer questions.

Continued resistance

Meanwhile, the cost of the project will likely continue to grow. Initially estimated to cost $12 billion, McLane expected the project to cost $30 billion by 2020.

In 2019, Texas Central announced it had raised $450 million in capital commitments for the project, which included the $300 million loan from the Japan Bank of International Cooperation. In written testimony to Congress in 2021, Aguilar, the CEO at the time, said the company had made $700 million in private investments into the project.

Just before the Supreme Court ruling this year, Aguilar explained his resignation via a LinkedIn post after Spanish news outlet La Información reported that the board had disbanded and he was leaving.

Aguilar said he “could not align our current stakeholders on a common vision for a path forward,” but spoke highly of the plans — and Texas Central employees.

“Most of the ‘graduates’ of our effort will continue to contribute to our economy through their roles at other companies,” he wrote.

During Aguilar’s tenure, the project cleared two key regulatory hurdles. The Federal Railroad Administration approved the bullet train between the two Texas cities and released an environmental impact statement for the project in 2020. While those were stepping stones needed to keep the project on track, they didn’t completely clear the way for the company to begin building.

After a decade of hype, Dallas-Houston bullet train developer faces a leadership exodus as land acquisition slows (4)

The Surface Transportation Board, a federal agency that primarily regulates freight trains, ruled in 2016 that it did not have jurisdiction over Texas Central’s plan to build a rail line between Dallas and Houston because it would not be part of an interstate rail network.

Texas Central appealed, and STB said in July 2020 the company could submit another application for consideration. But the agency hasn’t heard back from the would-be railroad builders, a STB spokesperson told the Tribune.

Many proponents of the project still stand behind it, even if there are few, if any, details about its future.

“The Texas Association of Businesses fights for policies that help employers make the largest impact on their communities. High speed rail would not only expedite business operations but would connect job creators to talent in other areas. With an estimated economic impact of $36 billion, TAB maintains its support of this project,” Rebecca Grande, TAB policy manager, said in a statement.

Texas Central’s critics and opponents are cautious about declaring the project dead, even if it appears the company has lost necessary momentum to bring its ambitions to life.

Maretick, the Harris County landowner, says Texas Century might have won the battle in the Texas Supreme Court, but he won’t give up the war for his property. He hopes the burden of future legal battles will hinder the project to such a degree that the power of eminent domain will be but a “pyrrhic victory” for Texas Central.

“A victory that they won, but it came at too high of a cost,” he said.

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Disclosure: Texas Association of Business and Texas Central have been financial supporters of The Texas Tribune, a nonprofit, nonpartisan news organization that is funded in part by donations from members, foundations and corporate sponsors. Financial supporters play no role in the Tribune's journalism. Find a complete list of them here.

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FAQs

How long will the bullet train from Houston to Dallas take? ›

Connecting Two Major Economic Centers. Spanning 240 miles between Houston and Dallas, the projected high-speed train line is expected to cut the four-plus hour drive between the two cities into a convenient 90-minute ride.

How much will it cost to ride the bullet train from Dallas to Houston? ›

Trip Summary
Distance225 mi (362 km)
Fastest train23h 20m
Lowest price$49.00
Most frequent serviceAmtrak
Train lines1

What are the disadvantages of high-speed rail? ›

High-speed rail is generally regarded as the pinnacle of attractive and green transportation. But all too often, it makes train travel more expensive and less flexible. In the end, costly high-speed lines may just push more people into cars.

What does high-speed rail mean? ›

— The term “high-speed rail” means intercity passenger rail service that is reasonably expected to reach speeds of at least 110 miles per hour.

What happened to the Texas bullet train? ›

Texas Central has made little visible progress financing the high-speed rail project and acquiring property for the route in recent years. The company maintains that the bullet train is still being developed but declined to provide details about the path forward.

Are they still building the bullet train in Texas? ›

"Four years have passed, and in those four years new facts have developed, many of which are set forth in this letter. These new facts demonstrate that Texas Central no longer has any intention of constructing the project." It is not the first time Texas Central and its opponents have sparred over reality in court.

How many people can fit on a bullet train? ›

The large body of Shinkansen cars, which are wider than those of other high-speed trains, offers comfortable, wide passenger seats while ensuring large passenger capacity; the standard 16-car train can carry more than 1,300 passengers.

How much does a bullet train ticket cost in Japan? ›

330, 530, 730 or 930 yen depending on the date of travel. An additional supplement (100-620 yen depending on distance traveled) applies for using reserved seats on Nozomi, Mizuho, Hayabusa and Komachi trains. The seat reservation fee is usually combined with the express supplement into a single ticket.

How do I get from Dallas to Houston without a car? ›

The best way to get from Dallas to Houston without a car is to bus which takes 4h 10m and costs $26 - $50. How long does it take to get from Dallas to Houston? The bus from Dallas to Houston takes 4h 10m including transfers and departs every four hours.

Why can't the U.S. build high-speed rail? ›

The barriers to high-speed rail (and rail at lower speeds) are numerous in the U.S. The obstacles include local NIMBY-ism, construction cost overruns of previous rail plans and laws that disadvantage the majority public interest and place small municipalities at the center of power of what are state or multi-state ...

Why high-speed rail is bad for the environment? ›

Building high-speed rail systems require steel and concrete, the manufacturing of which typically generates greenhouse gases. Trucks, bulldozers, and other construction site equipment also consume energy. Thus, during their long construction phases, high-speed rail projects add greenhouse gases.

Will the U.S. ever have high-speed rail? ›

The generally accepted definition of high-speed rail is trains that can travel in excess of 160 mph. Amtrak's fastest train, the Acela, reaches a top speed of 150 mph, but new Acela trains are expected to reach 160 mph when they come online in fall 2023.

Why doesn't the US have a bullet train? ›

The US is sparsely populated and the distance between most cities are too far for bullet trains to be viable. Also, bullet trains require dense cities and good public transport to make it work, which most of the US doesn't have. The American car culture also harboured a fierce anti-train sentiment too.

Which country has the best railway system in the world? ›

Quality of railroad infrastructure, 1(low) - 7(high), 2019 - Country rankings:
CountriesRailroad infrastructure quality, 2019Global rank
Japan6.81
Hong Kong6.52
Switzerland6.43
South Korea5.94
97 more rows

Which country have bullet train? ›

The first high-speed rail system began operations in Japan in 1964, and is known as the Shinkansen, or “bullet train.” Today, Japan has a network of nine high speed rail lines serving 22 of its major cities, stretching across its three main islands, with three more lines in development.

Who is building the bullet train in Texas? ›

Texas Central is the company behind the bullet train project: a proposed $30 billion high-speed rail line between Dallas and Houston.

How much does it cost to build a high-speed train? ›

Dive Brief: State transportation officials tacked on an additional $5 billion to the budget for California's high-speed rail project, according to a 2022 business plan report, bringing the total projected cost to $105 billion.

How long does it take to stop a high-speed train? ›

Abstract. The braking distance for high-speed trains (HST) operating over 200 km/h takes roughly over 6000 m and 1 minute 40 seconds.

How fast does a bullet train go? ›

While most Shinkansen currently operate at a maximum of 300 kph (186 mph), the E5 "Bullet Trains" of Japan Railways East (JR East) run at up to 320 kph (200 mph) on the Tohoku Shinkansen, which runs north from Tokyo to Shin-Aomori.

Where will the Houston high-speed rail station be? ›

The station is located in the Lazybrook/Timbergrove neighborhood of Houston, Texas, northeast of the Interstate 610 and U.S. Route 290 interchange at the site of the former Northwest Mall.

How long does it take to build a high-speed rail? ›

In 2012, then-Amtrak president Joseph Boardman proposed a plan to build a dedicated high-speed rail line between Washington, D.C. and Boston. He estimated it would cost $151 billion and take more than 25 years to design and build the line. The proposed rail line would allow for top speeds of 220 mph (350 km/h).

Can you stand up in a bullet train? ›

Yes you can. There are special purpose rooms you maybe able to book which is essentially a private room. On certain Shinkansen to the north where all seats are reserved people can even buy standing tickets when all seats are sold out. 5.

What has the bullet train achieved? ›

The train was clocked at 603 kilometers per hour or 375 miles per hour. This is much faster than the Maglev trains already operating in Shanghai, China, and in South Korea, which run at speeds of 268 to 311 miles per hour and 68 miles per hour, respectively.

How long would it take a bullet train to cross the US? ›

On China's top-of-the-line "bullet train," the journey takes 4.5 hours. If I wanted to travel a comparable distance in the US by train — at 712 miles, New York to Chicago is the closest — it would take 22 hours, with a transfer in Washington, DC.

Can I enter Japan right now? ›

Yes, visa free tourism resumed October 11, 2022.

Individual tourists may visit Japan starting October 11, 2022, subject to vaccine or testing requirements as further described in the U.S. Embassy's “Information for U.S. Citizens Traveling to Japan” webpage.

How much do bullet trains cost? ›

The 2022 business plan estimates that the full, 500-mile high-speed system between Los Angeles and San Francisco will cost as much as $105 billion, up from $100 billion two years ago. In 2008, when voters approved a bond to help build the railroad, the authority estimated that the system would cost $33 billion.

How much is a bullet train ticket from Tokyo to Kyoto? ›

A standard fee for a one-way Tokyo to Kyoto ticket is around 160 USD during peak seasons and 100-120 USD off peak, although the price heavily depends on such factor as what travel class you prefer or do you purchase a ticket with reserved or unreserved seats.

How long is a car ride from Houston to Dallas? ›

How long is the drive from Houston, TX to Dallas, TX? The total driving time is 3 hours, 29 minutes.

Is Dallas or Houston Better to live? ›

Houston is a more diverse and less segregated city than Dallas. Compared to Dallas, Houston has slightly better quality/variety of restaurants, museums, parks, and performing arts. Houston has a few lakes and is nearby the Gulf of Mexico and its beaches, whereas Dallas is landlocked but has many lakes.

How far is a car ride from Dallas to Houston? ›

The total driving distance from Dallas, TX to Houston, TX is 239 miles or 385 kilometers. Your trip begins in Dallas, Texas. It ends in Houston, Texas.

Why are trains in the US so slow? ›

The Track is the main reason passenger trains are so 'slow' in the US. The passenger rail service in the developed across most of the country as a supplement to freight rail. In the 20th century as personal vehicles and roadways capable of long distance travel developed - passenger service income declined.

Why does the US not have a good train system? ›

The numbers for high-speed rail can vary anywhere from 20 to 80 million per mile. The big reason why America is behind on high-speed rail is primarily money. We don't commit the dollars needed to build these systems, it's really as simple as that. And it's largely a political issue.

How much does it cost to build a railway? ›

According to media reports, it costs Rs 15 to 20 crores to manufacture a single engine of Indian Railways. These trains are manufactured in India. It does not cost more.

How does high-speed rail affect society? ›

Reduces Congestion and Boosts Productivity:

Congestion on our nation's roads costs $140 billion in lost time and productivity. The U.S. population is projected to grow by another 100 million people in the next 40 years.

How does high-speed rail benefit the economy? ›

By reducing the resources firms devote to offering their services, HSR generates consumer benefits that are more than proportional to the increase in time savings. A new HSR connection in fact means increased competition, which means increased local production along with lower retail prices.

Why should the US government invest in high-speed rail? ›

We found that high-speed rails significantly increase urban innovation. In our analysis, high-speed rails were found to increase the agglomeration of innovation factors, including population and investment, which in turn increase urban technological innovation.

Is high-speed rail faster than flying? ›

With high-speed rail, train travel is always faster than driving. In many cases, it's even faster than flying, once you factor in the whole air travel song-and-dance.

How long would a bullet train from New York to LA take? ›

The distance between New York and Los Angeles is approximately 2446 miles, or 3936 kilometers. The average train journey between these two cities takes 79 hours and 23 minutes, although the absolute fastest you could get there is 67 hours and 20 minutes.

How many cars will high-speed rail take off the road? ›

When completed, he promised, the high-speed line through the Central Valley would take 400,000 cars off the roads, clean up the air, and create new jobs.

How many countries in the world have bullet trains? ›

The Maglev is very expensive to construct and there are only three operational commercial Maglev systems -in Japan, China and South Korea.

Why do we still use trains? ›

Railroads are the most efficient transportation mode for moving goods on the earth's surface. Railroads are of particular importance for the movement of commodities that heavy and moved in bulk over long distances where the transportation spend represents a large portion of the total delivered cost.

Does USA have trains? ›

Long-distance trains in the USA are operated by the National Railroad Passenger Corporation, better known as Amtrak, www.amtrak.com. This page explains what you need to know to plan and book a memorable cross-country trip by train...

Which country is first in railway? ›

The first railway line was built in Russia in 1837 between Saint-Petersburg and Tsarskoye Selo.

Which country has the safest railway? ›

ORR's analysis found that Britain ranks first for 'whole society' safety risk, which combines the overall average of number fatalities and serious injuries across five risk categories for passenger, employee, level crossing user, trespasser, and other risks.

Which country has longest train in the world? ›

Top 50 train services, by distance
NoOrigin (Country)Distance (km)
1Moscow (Russia)10,267
2Moscow (Russia)9,259
3Moscow (Russia)8,984
4Moscow (Russia)7,826
41 more rows

How successful is bullet train? ›

Despite mixed reviews, the film remained in the top five on box office charts for seven weeks, benefiting from a month without too many high-profile new releases. The R-rated “Bullet Train” didn't come cheap, so it's a good thing the movie managed to remain a big-screen draw throughout the fall.

What is the difference between bullet train and train? ›

Trains that move at a speed of 250 kmph or above are referred to as speed trains or bullet trains. For safety reasons, the speed limits might also be lowered. There are a total of 16 nations that have these bullet trains. China has 27000 km tracks for the high speed trains and this is the longest track in the world.

How does bullet train end? ›

The Wolf had luckily escaped a similar fate and had then decided to avenge his loss by killing the man he believed to have done the poisoning—Ladybug. On the bullet train, the two men have a fierce fight in which the Wolf is killed, again by sheer coincidence as the Ladybug didn't intend to do so.

How much will Texas high-speed rail cost? ›

Current estimates for construction of track between Dallas and Houston is approximately $16 billion.

Is there train service between Houston and Dallas? ›

There are one train companies helping you find your way to Dallas from Houston – Amtrak. The ticket prices range from $97 to $97 depending on the day and time you need to travel to Dallas. The trip to Dallas will take you 10h 7min up to 10h 7min.

How do I get from Dallas to Houston without a car? ›

The best way to get from Dallas to Houston without a car is to bus which takes 4h 10m and costs $26 - $50. How long does it take to get from Dallas to Houston? The bus from Dallas to Houston takes 4h 10m including transfers and departs every four hours.

Who is building the Texas bullet train? ›

FRA regulatory approvals came in September 2020, with construction expected to commence relatively shortly thereafter. In June 2021, the $16 billion design and construction contract for the line itself was awarded to Webuild, with construction expected to begin in late 2021 or early 2022.

How much does a bullet train ticket cost? ›

330, 530, 730 or 930 yen depending on the date of travel. An additional supplement (100-620 yen depending on distance traveled) applies for using reserved seats on Nozomi, Mizuho, Hayabusa and Komachi trains. The seat reservation fee is usually combined with the express supplement into a single ticket.

How much does a bullet train cost to build? ›

The 2022 business plan estimates that the full, 500-mile high-speed system between Los Angeles and San Francisco will cost as much as $105 billion, up from $100 billion two years ago. In 2008, when voters approved a bond to help build the railroad, the authority estimated that the system would cost $33 billion.

How much does it cost to build a high-speed train? ›

Dive Brief: State transportation officials tacked on an additional $5 billion to the budget for California's high-speed rail project, according to a 2022 business plan report, bringing the total projected cost to $105 billion.

How long is a car ride from Houston to Dallas? ›

How long is the drive from Houston, TX to Dallas, TX? The total driving time is 3 hours, 29 minutes.

How much does it cost to ride Amtrak from Houston to New Orleans? ›

What is the price of a train ticket from Houston to New Orleans? Typically $46.00 is the average price you should expect to pay for a train ticket to New Orleans. At this price a train trip is a cheap way to travel from Houston to New Orleans.

Are there trains in Houston? ›

About Houston

METRORail consists of three light-rail lines: The Red Line (North), Green Line (East End) and the Purple Line (Southeast). Our fleet consists of 66 rail cars in operation, four in testing and six pending delivery.

Is Dallas or Houston Better to live? ›

Houston is a more diverse and less segregated city than Dallas. Compared to Dallas, Houston has slightly better quality/variety of restaurants, museums, parks, and performing arts. Houston has a few lakes and is nearby the Gulf of Mexico and its beaches, whereas Dallas is landlocked but has many lakes.

How much does it cost to get from Dallas to Houston by car? ›

The total cost of driving from Dallas, TX to Houston, TX (one-way) is $29.69 at current gas prices. The round trip cost would be $59.39 to go from Dallas, TX to Houston, TX and back to Dallas, TX again. Regular fuel costs are around $3.11 per gallon for your trip.

How far is a plane ride from Houston to Dallas? ›

The distance from Houston to Dallas by plane is 239 Miles. This is the air distance on the most direct route taken by the vast majority of flights.

How fast is a bullet train? ›

The bullet train, or “Shinkansen”, is a type of passenger train which operates on Japan's high-speed railway network. Capable of reaching a maximum speed of 320kms per hour, the bullet train offers riders an exceptionally unique and efficient travel experience.

Why does America not have high-speed trains? ›

The barriers to high-speed rail (and rail at lower speeds) are numerous in the U.S. The obstacles include local NIMBY-ism, construction cost overruns of previous rail plans and laws that disadvantage the majority public interest and place small municipalities at the center of power of what are state or multi-state ...

How long does it take to build a high-speed rail? ›

In 2012, then-Amtrak president Joseph Boardman proposed a plan to build a dedicated high-speed rail line between Washington, D.C. and Boston. He estimated it would cost $151 billion and take more than 25 years to design and build the line. The proposed rail line would allow for top speeds of 220 mph (350 km/h).

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Name: Kelle Weber

Birthday: 2000-08-05

Address: 6796 Juan Square, Markfort, MN 58988

Phone: +8215934114615

Job: Hospitality Director

Hobby: tabletop games, Foreign language learning, Leather crafting, Horseback riding, Swimming, Knapping, Handball

Introduction: My name is Kelle Weber, I am a magnificent, enchanting, fair, joyous, light, determined, joyous person who loves writing and wants to share my knowledge and understanding with you.