The Trans Texas Corridor?
The Trans Texas Corridor is an all-Texas
is planned to include tollways for passenger vehicles and trucks, passenger
bullet trains, commuters trains, high-speed freight trains, pipelines of all
types, and electrical transmission towers. Plans also include
garages, restaurants, hotels, stores, billboards, warehouses, freight
interchange, intermodal transfer areas, passenger train stations, bus stations,
parking facilities, dispatch control centers, maintenance facilities, pipeline
pumping stations, and of course, toll booths.
The Trans Texas Corridor is the largest engineering project ever proposed for Texas. The
corridor will far exceed any public works project in the state’s history.
This statewide network of priority corridors will stretch 4,000 miles and measure up to
1,200 feet wide.
Each segment of the corridor will contain:
Passenger Vehicle Lanes (80mph); 112-feet in aggregate width with shoulders.
Four 13-foot Truck
Lanes; 84-feet in aggregate width with shoulders.
Two Tracks for
200mph High-Speed Passenger Rail. (All depots are contained within the
Two Tracks for
80mph Commuter Passenger Rail.
Two Tracks for
80mph Freight Rail.
A 200-foot Utility
Zone for large underground water lines, natural gas and petroleum pipelines,
telecommunication cables and overhead high-voltage electric transmission lines.
sufficient to accommodate future roadway expansion.
Four priority corridors have been
identified. Those corridors parallel:
(proposed) from Texarkana to Houston to Laredo.
Dallas-Fort Worth to Houston.
I-10 from El
Paso to Orange.
The priority corridors account for
about half the total 8,000 miles of the Trans Texas Corridor.
In addition to TxDOT, private-sector analysis will
identify other corridors for immediate development and future investment. TxDOT or the private sector will develop the other corridors as each segment becomes more necessary.
The typical corridor section will
require 146 acres of right of way per mile. The total anticipated right of way
for 4,000 miles of priority corridor is 584,000 acres.
Based on an estimated cost of $31.4 million per centerline mile,
the 4,000-mile corridor will cost $125.5 billion, not including right of way
and miscellaneous costs. Factoring in right of way at $11.7 billion to $38
billion and miscellaneous costs at $8 billion to $20 billion,
total cost for the Trans Texas Corridor ranges from $145.2 billion to
No major land acquisition in metropolitan areas is required.
The TxDOT plan states that they need to move quickly in developing the corridor segments that will generate the
highest toll level—revenue that will
enable them to extend the corridor into every section of
The vision is that the corridor will be developed in
phases through several scenarios. For example, the heavy-duty truck lanes (two
in each direction) could be built first, to be shared initially by both
passenger vehicles and trucks. As traffic volumes increase and additional
capacity is warranted, separate passenger lanes will be constructed.
The rail component also lends itself to phased
construction. Construction of high-speed
passenger rail to connect the largest population areas will be implemented as the need grows for travel alternatives.
The TxDOT plan anticipates that they would lease
undeveloped segments of the corridor back to adjacent landowners.
Connection between the corridor and nearby cities will be
accomplished with the existing highway system. Proposed corridor segments will require interconnection with additional modes of transportation to enable passengers and freight to reach their
final destinations in nearby cities. Privately funded franchises or public-private partnerships will provide transportation from the corridor to destination cities.
These corridor connections will create investment opportunities
for public-private partnerships, utility companies and privately
funded franchises interested in providing utility lines, intermodal freight
transfer facilities and passenger facilities at strategically located
All roadways (excluding unpaved county roads), rails and streams intersecting the corridor are assumed to be grade-separated.
Most crossings will be handled by simple grade-separation bridge structures.
These allow existing local highway and rail
facilities to cross the corridor but not access it. Grade separations may be
provided for farm to market highways, two-lane state highways, rail lines and paved county roads.
The corridor may cut through about 1,200 unpaved county roads. These roads will be reconnected to other facilities to maintain efficient traffic flow. TxDOT will endeavor to assist counties
in rebuilding any important intra-county routes affected by the corridor.
Double-diamond interchanges will be used where the corridor intersects a highway serving a significant regional traffic
base. These interchanges will provide access to and from the corridor and the crossing facility. Double-diamond interchanges will be necessary for about 60 percent of all state highways and 80
percent of all U.S. highways intersecting the corridor.
Directional interchanges will be used where a corridor segment intersects a major highway serving cross-state traffic. Much of
the traffic from both the corridor and crossed highway facilities
will need an interchange between these intersecting routes.
Direct-connection interchanges will be provided at all 23 locations where the corridor intersects itself, at all interstate highways
intersecting the corridor and U.S. highways.
Thank you for your time and interest.