I believe that's the ultimate goal. However, remember Tri-Rail and Brightline have different platform height requirements, so Brightline is committed to the stations that have been built to accommodate them. There's going to be a need for a lot of 4-track ROW between WPB and MIA on the FEC to accommodate faster trains overtaking slower trains - whether it's Brightline over Tri Rail or both of them over freight.IIRC, there were plans for Tri-Rail to run some local service along the FEC. If so, Brightline could arrange interline ticketing with them, and use them to feed them local traffic at some transfer station, and relieve Brightline from stopping as often perhaps, although I suppose they are committed to at least a minimal amount of service at the aforementioned stations....
Eventually, the FEC will need to start replacing grade crossings with separated grades. They've done this in Japan on at least two rail lines that I'm familiar with - all without service interruption (at least long term). Heck, they even converted one into a subway! They've also done this in New York City, but going underground in Florida is a non-starter.
Going back and looking, the lines I'm familiar with in Japan were only a max of 35 miles each, albeit in extremely densely populated areas.. MIA-WPB is much further. Less dense. CSX did it. At least I don't think CSX was always as grade separated as it is today.
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