Texas Central is a planned high-speed rail system connecting Dallas with Houston, using turnkey Shinkansen technology and private funding. The trains to be used are lightweight Japanese-made N700s, with extremely good performance, and the operating paradigm is to be based on the Shinkansen, without any interface with legacy rail, even in city centers. However, there may still be some conflict with regulators over this, since American rail regulations, since 2018, have been based on European/UIC standards and not on Japanese ones, which are distinct and incompatible. This is supposed to be okay because there is no track sharing at all, the same model proposed by California High-Speed Rail before US regulations under the supervision of the FRA were realigned with UIC ones. And yet, there may be trouble.
None of this is news – these are documents from 2020. See for example here:
Some commenters asserted that FRA is exempting TCRR from any crashworthiness requirements so that the N700 series trainset technology could be imported. This assertion, however, is not supported by the requirements proposed in the NPRM, as FRA makes clear that its approach is to ensure that the trainset is safe for the environment in which it will operate. To this end, FRA is including additional requirements that are not inherent in the JRC approach to trainset structure design. These requirements include a dynamic collision scenario analysis that is designed to address the residual risks that could potentially exist within the TCRR operating environment.32Of particular note, in this instance, is the inclusion of the steel coil collision scenario outlined in § 299.403(c). Despite the safety record of JRC’s Tokaido Shinkansen system, FRA believes that the North American environment poses unique risks with respect to potential objects that might somehow enter the protected ROW, either by accident or on purpose. In this case, FRA believes that requiring dynamic collision scenario analysis using the 14,000-lbs steel coil scenario derived from existing requirements to protect against risks presented by grade crossings can serve as a conservative surrogate for potential hazards that might be present on the TCRR ROW (e.g., feral hogs, stray livestock, unauthorized disposal of refuse). With the inclusion of this dynamic collision scenario, and adaptations of existing U.S. requirements on emergency systems and fire safety, FRA believes it has reasonably addressed risks unique to the TCRR operating environment in a manner that appropriately considers crashworthiness and occupant protection standards for the operating environment intended, while at the same time keeping intact the service-proven nature of the equipment.PDF-pp. 34-35
Of note, the FRA speaks of grade crossings on a line that has none, and demands trains to withstand the impact of a 6.35 ton steel ball that may be dropped from overpasses that do not exist.
This is likely malicious more than incompetent; advocates I know out of California suspect a specific unnamed staffer placed by Ed Rendell who is trying to sabotage the project. This may also involve some lobbying by European vendors, which constantly snipe at competitors within the American market, and even by individual consultants. California had a little bit of this, when competitors started spreading rumors that SNCF was a pro-Nazi organization, and even got some state legislators to make a testimonial bill designed to embarrass SNCF.
It’s a real danger of assuming that foreign public companies that behave responsibly at home will behave responsibly in your periphery. SNCF is subject to public pressure within France, which limits its ability to extract surplus out of riders; this pressure vanishes even right next to France, with majority-SNCF-owned services to Britain (Eurostar) and Belgium (Thalys), which charge considerably higher fares, let alone in the US. The same is true of the other vendors, really, and thus in Britain, franchises owned by EU state-owned railroads like SNCF, DB, and NS are unpopular. Outsourcing the state even to vendors with a track record of responsibility at home will not lead to responsible results, because such outsourcing is an admission that the American state is not capable of adequately overseeing such a project itself and therefore will not notice extravaganza.