Reality:

A Texas-Based Company

A misconception has emerged that Texas Central Partners (TCP) is foreign-owned. The foreign, in the
context of business filings with the Texas Secretary of State, simply means TCP was incorporated in
another state in our case Delawarenot another country. We originally incorporated TCP in Delaware
because it offers a jurisdiction that is respected by entrepreneurs, executives and investors for its well-
established business statutes and case law, knowledgeable judges and efficient courts.
It is estimated that nearly half the companies traded on the New York Stock Exchange are incorporated in
Delaware. Other Texas companies that the Texas Secretary of State considers foreign entities authorized
to do business in Texas include American Airlines, Blue Bell Creameries, Boots & Coots, Brookshire
Brothers, the Dallas Morning News, Dell Inc., Dr. Pepper, Exxon Mobil, Frito Lay, Halliburton, the Houston
Chronicle, Hunt Oil, Lubys, Neiman Marcus, and Texas Instruments. TCP is a wholly owned U.S. business.
TCP is a Texas-based company that exists for the sole purpose of developing a privately financed,
for-profit high-speed rail system in Texas between Dallas and Houston. We have offices and employees in
both Dallas and Houston, and the railways headquarters will be based in Texas, where it will employ
Texans and pay state franchise taxes in Texas.
We also have an office in Washington, DCnot because we want to, but because that is where the agencies
of the federal government that regulate this project are located.
TCP isand the system that will be built will always remaina domestic, American-run corporation.
We are cooperating to make this project a success, but Texas Central Partners and Japan Central Railway
Company are two separate, independent, and unaffiliated entities. JRC does not have a financial interest in
TCP and will not be the operator of the railway.
A wide variety of investors will finance the construction of the system. Many will be from Texas or other
parts of the United States. We also expect billions of dollars in capital investment from around the
worldincluding Japanto flow into the Lone Star State.
This project will pump billions of dollars in outside investment into the Texas economy. We see that as a
good thinggood for Texas, and good for Texans. Creating thousands of good-paying construction jobs
and ongoing maintenance and operation careers, while providing a safe, affordable and sophisticated
travel alternative for Texans crowded into increasingly congested roadways and airportsall paid for by
private investors rather than taxpayerssounds like a winning proposition.
Once construction and testing is complete, the railway will be owned and operated as an American
corporation with an executive leadership team based in Texas.

Reality: Reducing Noise

The Japanese Shinkansen bullet-train that will be used by this project is incredibly quiet. The Japanese
designed the system in their country to operate in harmony and in close proximity to homes and
businesses along the corridor; i.e., its designed with reducing sound levels as a priority.
We can achieve further significant sound reducations along the corridor by incorporating measures
ranging from sophisticated and attractively-designed sound shields, to earthen berms, to the extensive
planting of trees, bushes and other vegetation.
TCP is working to develop precise sound and vibration calculations representing Shinkansen operations in
a broad sampling of environmental conditions (e.g., urban, suburban, rural, etc.), and will make the results
of those studies available to the general public as soon as they are available. However, what we can say
with great certainty based on years of experience is that the notion that this system as some have
claimed -- would sound anything at all like a jet airplane (or even a freight train) is simply not based on
fact.
TCP is committed to working with Texans who will live and work near our corridor, and whose land the
system will traverse, to identify and implement design and mitigation measures that will reduce any noise
impacts of the system.
There have been statements about videos on social media channels that portray bullet-trains as really
loud. Not everything on the Internet is always true or can be taken at face value.
For example, online videos are often recorded with camera microphones that amplify and distort the
sound of a Shinkansen. More importantly, Japanese technology is much quieter than high speed rail
systems in many other countries, so data gathered elsewhere is not a valid comparison.
Weve also found that some who ascribe to this rumor have based their opinion on sound and vibration
reports completed in the early days of the Shinkansen system, which first began operating in 1964.
Japanese high-speed rail operators addressed those concerns with comprehensive reforms in 1974, and
these trains now operate harmoniously in dense urban environments and pristine rural areas of Japana
nation with sound and vibration laws that are much stricter than many here in the United States.
The Shinkansen is notas some people have assummed mistakenlyan outdated, 50 year old technology.
This system has evolved over decades of operation. The current version of the Shinkansen, the N700, went
into service in 2007 and is the most technologically advanced high-speed rail technology in the world
today. The Texas system, which will incorporate the N700 technology, will be a state-of-the-art high
speed railway based on cutting-edge technology that has been continually pushed towards perfection in
real-world settings.
Think of the improvements that have been made since 1964 in the fuel efficiency of cars and trucks, or the
processing power of computers. That is the sort of advancement the Japanese have made with its 5th
generation Shinkansen bullet-trains that we will use in the system we are proposing.

Reality: Fairness for Land & Landowners

We understand the anxiety those affected by our corridor are experiencing in regard to the projects effects
on their land. However, rumors that this
project will require massive rights of way and
split counties in half are completely unjustified.
The entire Shinkansen system requires a width
of about 100 feet of right of wayoften less.
This 100 feet includes north and south bound
tracks, electrical components, security fencing,
and crew access.
That is about the ROW width of a typical
two-lane farm to market road.
By way of contrast, the TransTexas Corridor, which the high-speed rail project is sometimes compared to,
would have been over three football fields wide. The width of our corridor is not in any way
comparable to the TransTexas Corridor.
We have also heard comparisons of the Texas project to government projects in California. We dont know
exactly what has or has not happened on the West Coast, but here is a good rule of thumb
For everything you hear about Californias government-directed
project, you can assume that our private-sector proposal is taking a
completely different approach.
Texas allows, but significantly limits, the use of eminent domain proceedings for infrastructure projects.
The alternative to having an infrastructure project funded by private investment using eminent domain in
limited cases, is having taxpayers pay for and the government control every electric or water line, oil or
gas pipeline, and freight or passenger railroad in the statewith eminent domain still being used!
The train system we are proposing has an extremely narrow footprint of about 100 feet. The state will
strictly constrain our ability to resort to eminent domain activities to the easements necessary to
construct and operate the railroadnot for real estate or any sort of economic development around
station areas.
And unlike government agencies, this project will turn to eminent domain only as a last resort, after all
other options have been exhausted. Because it is privately funded, TCP has more flexibility to come to
mutually agreeable terms with landowners than if this were a government funded project. TCP pledges to
acquire the needed property respectfullyalways negotiating in good faith, and engaging in a fair and
transparent land acquisition process consistent with Texas law.

Reality: Frequent & Convenient Access

Precisely because we place such a high priority on minimizing landowner impacts, to the greatest extent
possible, we have identified alignments for this project within or adjacent to existing infrastructure
rights-of-way.
Whether the train tracks are located on an elevated structure or built at grade (i.e., at ground level), TCP
engineers will work hard to design large, frequent and conveniently located underpasses or overpasses to
allow for the free movement of farm equipment, livestock, wildlife and vehicle traffic. Much of the
systemat least 40% based on current studieswill need to be elevated for environmental reasons, and
we are carefully examining the possibility of elevating additional portions (see photos on page 8).
Perhaps most importantly, even sections that are built at grade (i.e., at ground level) will be on a
pass-through berm.
If you are a farmer or rancher, this system will be built in a way that that will
facilitate your ability to quickly and conveniently get where you need to go.

Reality: Enabling Community Access

We have heard concerns that no at-grade crossings means the project will block roadways. However, the
phrase no at-grade street crossings does not mean that there will be no street crossings at all.
Lets try saying it another way
Overpasses and underpasses will provide easy and convenient
roadway access along the entire 240-mile length of the system.
Traffic flows for commuters and school bus routes will often actually improve.
Police, fire and EMS will always have quick and convenient a way to get across, and will never have to
drive 10 miles down the road to make a U-turn and head back to respond to emergencies.

Reality: Support for First Responders

This project will support local law enforcement, fire departments and emergency medical systems to
prepare for emergencies without burdening local taxpayers. Its important to note that the Shinkansen
has an astonishing, actual, real-world safety record of over 50 years of operations without a single loss-of-
life accident.
Nevertheless, prudence dictates that first-responders along the entire route be fully equipped and trained
to world-class standards.
The railway, not taxpayers, will fund all of this first responder training and equipment.
The projects financial model includes funding for just this purpose.
Even though we know the system is safe and it will be rare indeed that these measures will ever be
employed, we must be ready for any eventuality. Thus, these highly trained and well-equipped
first-responders will always be capable of responding in the event of an emergency along the rail corridor.

Importantly, these assets will also be available to respond to all incidents in the area, not just those
associated with rail operations, thereby benefitting local residents and communities along the entire route,
365 days a year.

Reality: Property Values & Tax Revenues

We have received many questions about the projects impact on land values and property tax rates. When
evaluating these concerns, there is already a wealth of information about land values near high-speed rail
corridors that reflect the experience of high-speed rail operating in the real world today. We do not have
to rely on conjecture or supposition.
Right now, already, today:

Millions of people choose to live, work, raise families and enjoy life, all while purchasing, owning
and selling valuable residential and commercial property along existing corridors.

Major corporations choose to locate their corporate headquarters adjacent to and in proximity to
high-speed rail corridors, precisely because of the increased financial benefit it brings them.

A full spectrum of high-quality restaurants and hotels choose to build and serve a diverse
domestic and international customer base along and near high-speed rail corridors.

In rural counties, the tax benefits that the presence of a privately funded high-speed rail corridor will
bring are dramatic.

The railway will pay taxes on its tracks, maintenance facilities, substations and passenger
terminals.

The system will become a significant taxpayer in the state, with substantial tax revenues flowing
annually to benefit the state, local counties, school districts, hospital districts and other taxing
entities.

TCP will work with local appraisers in both the government and the private sector to ensure we address
these concerns accurately.

Reality: Reason Report

A report by the Reason Foundationa respected free-market think tankis often cited as proof that a
national high-speed rail network doesnt make sense in America, and points out that only two high-speed
rail systems in the entire world actually earn a profit. Actually, we agree with the Reason Foundation
report!
TCP

does not believe a national high-speed rail system makes financial sense;

is not part of any plan for a national high-speed rail system; and

has not received, does not want, and will not accept any of the $8 billion dollars the Federal
Government designated for high-speed rail in the 2009 stimulus plan.

We are confident that high-speed rail offers a superior travel alternative to current modes of transport
between Dallas and Houston, and that we can build it entirely through private investment, and operate it
at a profit without government subsidy.
This project is about connecting Dallas and Houston using high-speed rail. It is not about a national
high-speed rail network.

Reality: Ridership Analysis

Despite frequent claims that TCPs cost estimates are too low, and ridership and revenue assumptions are
too high, that fact is that TCP has never released its estimates of construction costs, ridership or revenues.
That data is proprietary and extremely valuable business intelligence, and there are strict Securities &
Exchange Commission regulations regarding who we share the information with and how.
What we can say is that the numbers resulting from leading industry experts that have studied our
proposals in depth are conclusive

Ridership and revenues will be sufficient to finance construction and operations between Dallas
and Houston from Day One of operations.
This is true even when analytical assumptions are subject to severe sensitivity tests, including
historically low oil prices and/or a significant reduction in either long term population or
economic growth.
The project will have more than sufficient ridership to cover operations, maintenance and debt
service costs.

A public project, or a public-private large-scale infrastructure project of this size, would typically involve
grant funding or fare box subsidy guarantees from the federal and state governments. However, we want
to emphasize that TCPs high-speed passenger rail project is as a private sector endeavor. As such, it will
not involve such taxpayer guarantees and obligations. TCP will establish, prior to initiating construction,
and maintain during its commercial life operation, a large reserve fund to address any and all shortfalls in
operating cash flows to ensure the financial sustainability of the project.
Especially considering the states substantial population growth, were confident in Texans preference to:

pay fares competitive with an airline ticket;

get to and from a high-end and attractively designed station via whatever means they currently
use when going to or from an airport;
have flexibility in their boarding time; e.g., board at 9:30, or if running late at 10:00, or if plans
change 10:30, etc.;
depart and arrive on time, no matter what the weather is in Chicago or elsewhere in the national
aviation network;
sit back and devote their undivided attention to work or relaxation the entire trip;
travel without the hassle and indignities of airport security or middle seats;
avoid the hazards inherent in fast-moving congested highway travel;
arrive at the other end in less than 90 minutes; and
disembark closer to their final outer-loop or downtown destination than they would by air travel
today.

While the attraction of a high-speed rail system is intuitive, over four years of studies and many million of
dollars of privately funded research have corroborated that there is a substantial, unmet, and increasing
consumer demand for high-speed rail as a travel alternative between Dallas and Houston.
Additionally, according to the Texas State Demographer, populations in Dallas, Houston, and along the
corridor in between are set to double. I-45 will NOT double in capacity. This will increase congestion
dramatically, along with the risk of accidents or collisions.
Perhaps most importantly, project investors remain convinced of the viability of this project. They have
seen the numbers and have much at stake in getting it right.

Reality: Taxpayer Protections

Many people have claimed that taxpayers ultimately will be required to subsidize this project. The truth is
that this project is a private venture, with private investors putting their personal private capital at risk.
Those who invest their personal wealth dont do so cavalierly. In fact, skeptical teams of due diligence
attorneys and subject-matter experts hired by potential investors to independently analyze our findings
have asked detailed and probing questions about the project.
The result of these due diligence activities is that investors continue to put their own money at risk
because they have seen the research and the plan, and remain convinced that TCP can build and operate
this project in a manner that will provide a sufficiently safe and steady return in exchange for their risk.
The discipline of the market has been and will continue to be a brutally efficient judge of whether our
assumptions are too optimistic.
This project is an example of the free-market creating powerful incentives for investors to assemble
accurate information to allow for informed decisions.
In the unlikely event that the ridership numbers do not grow at the conservatively estimated pace we
have assumed, we have included a substantial cash reserve fund to be set aside prior to
construction to cover any potential operational losses during the projects first years of operation.
As a political matter, we cannot imagine a reasonably possible scenario where a majority of elected
officialsat either the federal, state or local leveldecide it is in their own political self-interest to raise
taxes, and redirect scarce transportation dollars that would otherwise be spent on roadways, just to
rescue an unprofitable high-speed railway built by private investors, who knew and accepted the risks
going into the deal. We dont think that would happen anywhere in Americaand it certainly wont ever
happen in Texas.
Everyone involved in this effort understands very clearly that we will not accept taxpayer subsidies or
government bailouts. We are all quite comfortable with that fact, and assure Texans that this will not
change.

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