![]() Examples include the Dan Ryan half of the Red Line and both halves of the Blue Line in Chicago, the Orange and Silver Lines in Washington, the outer ends of BART, the Spadina line in Toronto, and several light rail lines. However, in many cases, a rail right-of-way is unavailable, hosts heavy freight traffic, has been permanently turned into a trail, or has commuter trains without integration into the rest of the urban transit network. Of note, this is generally not the cheapest option: construction on extant (often disused) rail rights-of-way tends to be cheaper. In nearly all cases, both urban and intercity, it borders on incompetent to design rail lines in highway medians intercity lines frequently follow highways on one side, but even that tends to be overrated in American discussions in my experience.įor urban rail, the reason to use highways is that, in most of North America, they’re everywhere, and they’re usually equipped with generous medians and shoulders, allowing relatively cheap placement of rail tracks. The Texas Central Railway, a private group backed by JR Central planning high-speed rail between Dallas and Houston, is considering several alignments, but markets the route as following I-45 (no mention of median) in some public discussions. Some proposed longer-range lines are supposed to go in medians as well: Florida had reserved space in the I-4 median for Orlando-Tampa high-speed rail, and Xpress West planned to go from Las Vegas to the outskirts of the Los Angeles area in the I-15 median. #3 trains routing solution level 58 rail maze full#A large fraction of urban rail construction since World War Two, both light rail and full metro, has used highway medians as cheap at-grade rights-of-way to extend train service, often deep into the suburbs. North Americans are in love with trains that go in highway medians. ![]()
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