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1 16. Regional Rail and Bus Transit Systems INTRODUCTION The Regional Rail and Bus Transit Systems chapter of Mobility 2030: The Metropolitan Transportation Plan for the Dallas-Fort Worth Area includes information about local bus, express bus, bus rapid transit, regional rail, light rail, intercity rail, and rail technologies yet to be determined. Currently, traditional transit service throughout the Dallas-Fort Worth (DFW) Metropolitan Area is provided by Dallas Area Rapid Transit (DART), Denton County Transportation Authority (DCTA), and the Fort Worth Transportation Authority (the T). Within DART s 700-square-mile service area are a broad range of transportation services, from modern bus and rail services to convenient new high occupancy vehicle (HOV) lanes, ridesharing programs, and corporate transportation demand management programs. DART constantly adds and upgrades transit facilities throughout the region by reviewing bus routes to maximize efficiency, especially with regard to the orientation of feeder bus routes to rail station destinations. Local feeder routes improve the potential for increased rail ridership by providing reliable connections from residential areas to rail stations. DART system planners evaluate current routes and design improved cross-town and radial routes to serve current and future rail stations and major destinations. Express routes improve commute time to major destinations by utilizing HOV lanes and major highways with limited stop time. Express routes serve both transit centers and park-and-ride lots. Improved rail service and ridership is a high priority in DART s attempt to serve the region. By 2015, DART services will include 93 miles of light rail, 35 miles of regional rail, more than double the 31 miles of HOV lanes, and area-wide bus service. The T provides fixed-route bus service; express bus service; and Rider Request services throughout the cities of Fort Worth, Richland Hills, and Blue Mound. The state-of-the-art Intermodal Transportation Center (ITC) provides easy access to the Trinity Railway Express (TRE) and the T s fixed-route bus service. The T operates the TRE jointly with DART to provide regional rail service between Fort Worth and Dallas. The Rider Request routes offer the choice of having a bus arrive where requested, so long as travel is within the route s designated service area. The T's Mobility Impaired Transportation Service (MITS) offers door-to-door transportation anywhere within the cities of Fort Worth, Richland Hills, and Blue Mound. MITS is a transportation service for persons with a verified disability that prevents them from riding fixed-route bus service. The Denton County Transit Authority is a coordinated county transportation authority currently providing express bus service between the cities of Denton, Highland Village, and Lewisville. The service plan includes regional rail to the City of Denton by Year Other aspects of the service plan are a park- North Central Texas Council of Governments 209

2 Mobility Regional Rail and Bus Transit Systems and-ride transfer network along the regional rail corridor to connect to all planned services; regional connector bus service as an interim measure where rail service will eventually be implemented; local fixed-route bus services operating in Denton and Lewisville serving the most dense portions of the County; demand response service to member cities for the elderly and disabled; and a local assistance program to help improve traffic mobility in the near term. The transit agencies have coordinated their fare structures to provide riders seamless transfers between service providers and modes. Currently, both DART and the T charge $1.25 for a one way trip. For premium day passes both agencies charge $4.50, which allows riders to travel in and around Dallas and Fort Worth on the DART bus, DART light rail, the T bus, and the TRE. It is anticipated that DCTA will also coordinate its fare structure once the commuter rail line is operational. ALTERNATIVES ANALYSIS A thorough analysis was performed as part of the development of Mobility The transit data in this transportation plan pivoted off previous work from several different sources, including the Regional Rail Corridor Study (RRCS), Mobility 2025: The Metropolitan Transportation Plan, Amended April 2005, the DART 2030 System Plan, the DCTA Environmental Impact Statement, and the T s Southwest-to- Northeast Transportation Corridor Study. Existing rail corridors were evaluated for potential passenger rail service. Other potential rail corridors were added and evaluated to forecast ridership along utility corridors and major thoroughfares in the region. A maximum rail transit system was created and reviewed along with recommendations from ongoing and completed major investment studies and other planning efforts. Many transit alternatives were developed in order to analyze how rail lines interact and to determine which combinations of routes produce the most effective results. Two sets of draft rail recommendations were needed to satisfy planning efforts. These recommendations are based on assumptions made during development of the Regional Rail Corridor Study and the Regional Transit Initiative (RTI), both discussed later in this chapter. The first set of recommendations contains only rail lines that have identified funding, are currently under study, or are in a long range plan for one of the three transit agencies. The second set of recommendations adds to the first set rail lines that were identified by the RRCS and through this alternatives analysis, and are included in this transportation plan. RAIL SYSTEM RECOMMENDATIONS A map illustrating the recommended rail system and its various components is shown in Exhibit Approximately 480 miles of rail is identified in these recommendations. Of that, 83 miles are existing service, 158 are programmed projects and projects currently under development and the remaining 239 miles are projects utilizing funding identified through the RTI efforts. North Central Texas Council of Governments 210

3 Mobility Regional Rail and Bus Transit Systems Exhibit Passenger Rail Recommendations A corresponding table describing rail recommendations by corridor, limits, mode, and plan/program identifier is shown in Exhibit 16-2 and Exhibit Additional details about these rail recommendations are provided in a series of fact sheets located at the end of this chapter. A few of the rail line recommendations have generated some discussion. To better understand the rail recommendations, additional information is provided here about the lines in question. Second Downtown Dallas Light Rail Alignment For DART to use the light rail system to its fullest potential, the second downtown Dallas light rail alignment should be grade separated in some manner. The specific alignment and method (e.g., tunnel or bridge) should be worked out between all impacted parties. This alignment should provide riders improved travel times and fewer transfers in getting to their destinations. North Central Texas Council of Governments 211

4 Mobility Regional Rail and Bus Transit Systems Exhibit Passenger Rail Recommendations Eastern Subregion Limits Corridor From To Agency Status Mode North Central (Red Line) Source of Recommendation MTP TIP Segment ID Downtown Dallas Parker Road (Plano) DART Existing Light Rail Parker Road (Plano) Stacy Road (Allen) East-Other Future Light Rail C RRCS Stacy Road (Allen) McKinney North East-Other Future Light Rail C RRCS Northeast (Blue Line) Downtown Dallas Downtown Garland DART Existing Light Rail Downtown Garland Rowlett DART Programmed Light Rail DART Rowlett Rockwall East-Other Future Light Rail C RRCS North Crosstown (Cotton Belt Railroad) North DFWIA North Belt Line (Carrollton) DART Future Light Rail C Belt Line (Carrollton) Addison Transit Center DART Future Light Rail C DART System Plan Downtown Plano/Bush Addison Transit Center DART Future Light Rail C Turnpike Belt Line (Carrollton) Frisco East-Other Future Regional Rail RRCS Dallas Central Business District 2 nd Alignment Northwest Northwest/Irving DCTA Main Line Southeast Scyene Victory Station Deep Ellum DART Programmed Light Rail DART West End Victory DART Existing Light Rail Victory Belt Line (Carrollton) DART Programmed Light Rail Belt Line (Carrollton) Frankford Road DART Programmed Light Rail DART Northwest Highway Las Colinas Urban Center DART Programmed Light Rail (Bachman Lake) DART Las Colinas Urban Center Belt Line DART Programmed Light Rail Belt Line DFWIA North DART Programmed Light Rail City of Denton Frankford Road DCTA Programmed Light Rail -C Belt Line DCTA AA/EIS Frankford Road DCTA Programmed Light Rail -C (Carrollton) Belt Line (Carrollton) Downtown Dallas DCTA Future Light Rail -C NCTCOG Downtown Dallas Lawnview DART Programmed Light Rail Lawnview Buckner Blvd. DART Programmed Light Rail DART Buckner Blvd. South Belt Line Road DART Future Light Rail NCTCOG Lawnview Masters DART Future Light Rail DART 2030 System Plan Masters Dallas/Kaufman County Line East-Other Future Light Rail -C NCTCOG South Oak Cliff (Blue Line) Waxahachie Downtown Dallas Ledbetter DART Existing Light Rail Ledbetter UNT South Campus DART Programmed Light Rail DART Downtown Dallas City of Waxahachie East-Other Future Regional Rail RRCS West Oak Cliff (Red Line) Downtown Dallas Westmoreland DART Existing Light Rail Westmoreland Red Bird Lane DART Future Light Rail DART 2030 System Plan Red Bird Lane Midlothian Central East-Other Future Light Rail -C RRCS McKinney Avenue Trolley Downtown Dallas Cityplace East-Other Existing Trolley Trinity Railway Express Tarrant/Dallas County Line Downtown Dallas TRE (DART) Existing Regional Rail Exhibit 16-2 continues on next page North Central Texas Council of Governments 212

5 Mobility Regional Rail and Bus Transit Systems Exhibit Passenger Rail Recommendations Eastern Subregion (continued) Limits Corridor From To Agency Status Mode East/West (Union Pacific Railroad) Source of Recommendation MTP TIP Segment ID Downtown Dallas Tarrant/Dallas County Line East-Other Future Regional Rail DART/RRCS Burlington Northern Santa Fe Railroad Lake Lavon Belt Line (Carrollton) South Irving Transit Center East-Other Future Regional Rail NCTCOG Garland Lake Lavon East-Other Future Light Rail -C NCTCOG Exhibit Passenger Rail Recommendations Western Subregion Limits Corridor From To Agency Status Mode Trinity Railway Express Source of Recommendation MTP TIP Segment ID T&P Station Tarrant/Dallas County Line TRE (FWTA) Existing Regional Rail East/West (Union Pacific Railroad) Dorothy Spur Fort Worth ITC Six Flags/Division West-Other Future Regional Rail Six Flags/Division Tarrant/Dallas County Line West-Other Future Regional Rail RRCS Centreport (TRE) Six Flags/Division (UP) West-Other Future Regional Rail RRCS Southwest and Northeast Cleburne DFWIA North Beach Street FWTA Future Regional Rail Beach Street T&P Station FWTA Future Regional Rail T&P Station Forest Park FWTA Future Regional Rail Forest Park Berry/TCU FWTA Future Regional Rail Berry/TCU Dirks Road/Altamesa FWTA Future Regional Rail FWTA Berry/TCU City of Burleson West-Other Future Regional Rail City of Burleson City of Joshua West-Other Future Regional Rail RRCS City of Joshua City of Cleburne West-Other Future Regional Rail Speedway Rail (Special Events Only) Fort Worth ITC Texas Motor Speedway West-Other Future Regional Rail RRCS West Dallas Rail Line DART has identified the need for a rail line from the Dallas central business district westward towards Grand Prairie. NCTCOG feels that this need can be accommodated through the Union Pacific Rail Line connecting downtown Dallas to not only West Dallas, but also to Grand Prairie, Arlington, and Fort Worth. South Port This rail line has been incorporated into Mobility 2030 due to its inclusion in the DART 2030 System Plan. NCTCOG sees a potential for redundant service in Southern Dallas County. The recommended rail line from Dallas to Waxahachie in Ellis County and the Southport line overlap in a small area causing unneeded service duplication. As planning proceeds on these two rail lines, one of them may not be needed. Additional study is recommended to make this determination. North Crosstown Corridor The alignment of the North Crosstown Corridor has been resolved and included in the DART 2030 System Plan. The agreed upon alignment is along the Cotton Belt rail line. Additional determinations about vehicle technology and mitigation strategies along the corridor still need to be worked out. $50 million has been identified for mitigation needs such as noise, vibration and aesthetics. North Central Texas Council of Governments 213

6 Mobility Regional Rail and Bus Transit Systems The following is a brief description of the types of modes used to develop these recommendations: Light Rail Transit (LRT) it is anticipated that rail volumes will support a light rail investment. Light rail is typically electric and operates in its own exclusive right of way. Typical station spacing is one-half to two miles. The estimated cost of construction is $60 million per mile. Regional (Commuter) Rail it is anticipated that rail volumes will support a regional rail investment. Regional rail technology often operates in existing freight railroad corridors. Typical station spacing is three to five miles. Construction costs are estimated at $12 million to $15 million per mile. Light Rail-Compliant (LRT-C) it is anticipated that rail volumes will support a regional rail investment. Light rail-compliant technology could be used in corridors that connect to LRT corridors. LRT-C vehicles are similar in size and weight of the LRT vehicles except the vehicle is powered by a diesel engine instead of electricity. The estimated construction costs would be similar to Regional Rail at $12 to $15 million per mile. Any of the above three modes can be used for future rail. Future Rail these facilities meet the following conditions: refined rail forecasts are necessary to determine technology and alignment, and financial and institutional structures for implementation have not yet been identified. (See Regional Rail Corridor Study/Regional Transit Initiative later in this chapter.) Bus Rapid Transit this service can be in a fixed guide-way similar to a rail line but has the flexibility to utilize the existing roadway when needed. Decreased travel times are achievable by signal prioritization, priority queuing, and a fixed guide-way. Intercity Rail this category is designated for passenger rail service into and out of the region or service into the Dallas/Fort Worth International Airport on a train similar to Amtrak. Higher Speed Rail This rail type would have speeds between 80 mph and 150 mph. To allow for increased speeds, roadway and rail improvements would be needed such as crossing gates and grade separations. High Speed Rail This rail type has speeds above 150 mph. This service is anticipated to function within the Trans-Texas Corridor. Special Events a goal of this plan, as well as prior plans, is to provide rail service to major special events centers (e.g., Texas Motor Speedway) during special events. These corridors do not, however, warrant service on a daily basis. North Central Texas Council of Governments 214

7 Mobility Regional Rail and Bus Transit Systems Exhibit 16-4 shows a map of the Inter-Regional Rail Passenger Rail assumptions as included in these recommendations. Exhibit Inter-Regional Rail Passenger Rail Connectivity Recommendations A map illustrating the average daily rail ridership by track segment as a result of this analysis is shown in Exhibit The total projected ridership includes approximately 550,000 daily transit boardings of which 205,000 are daily rail boardings. BUS SYSTEM RECOMMENDATIONS A mature bus system is assumed throughout the transportation authority service areas. To simulate such a system could include feeder and/or express buses designed to utilize the high occupancy vehicle (HOV)/managed lanes and service rail stations, park and ride locations, and transfer centers are included in Transit Recommendations. Transit system improvements, expansions, and management and operations remain important to the DFW Metropolitan Area. The needs of the elderly and persons with disabilities are covered in Chapter 6, Transit Operations and Human Services Coordination. North Central Texas Council of Governments 215

8 Mobility Regional Rail and Bus Transit Systems Exhibit Ridership of Passenger Rail Recommendations Bus Rapid Transit Bus Rapid Transit (BRT) has a wide range of applications. BRT can be as simple as roadway signal prioritization or as complex as a fixed guide-way system for special buses. An example of one BRT route that was modeled was in East Fort Worth on Lancaster Avenue from downtown Fort Worth east to Loop 820. BRT may provide a staged approach financially and physically to future fixed guide-way systems. RAIL AND BUS SYSTEM COST The rail and bus cost assumptions from previous mobility plan efforts were carried forward for this amendment. However, new costs were added for the Dallas central business district second rail alignment, along with updated costs as a result of the RRCS efforts (additional information included below). Exhibit 16-6 shows the capital costs by corridor. The total cost, shown in Exhibit 16-7, for the rail and bus systems are $8,573 million and $1,282 million, respectively. These costs are consistent with the available revenue outlined in Chapter 21, Financial Planning. North Central Texas Council of Governments 216

9 Mobility Regional Rail and Bus Transit Systems Exhibit Rail Corridor Cost Estimates Rail Corridor Transportation Authority Capital Cost ($T) North Central (Red Line) Parker Road (Plano) to Stacy Road (Allen) East-Other 130,000 North Central (Red Line) Stacy Road (Allen) to McKinney North East-Other 175,000 Northeast (Blue Line) Downtown Garland to Rowlett DART 153,000 Northeast (Blue Line) Rowlett to Rockwall East-Other 148,000 North Crosstown (Cotton Belt Railroad) DFWIA North to Belt Line (Carrollton) DART 465,000 East-Other 281,000 Dallas Central Business District 2 nd Alignment Victory Station to Deep Ellum DART 279,000 Northwest West End to Frankford Road Northwest/Irving Northwest Highway (Bachman Lake) to DFWIA North DART 1,718,000 DCTA Main Line City of Denton to Belt Line (Carrollton) DCTA 306,000 Southeast Downtown Dallas to Buckner Blvd. DART 543,000 Southeast Buckner Blvd. to Belt Line Road DART 262,000 Scyene Lawnview to Masters DART 249,000 Scyene Masters to Dallas/Kaufman County Line East-Other 127,000 South Oak Cliff (Blue Line) Ledbetter to UNT South Campus DART 180,000 Waxahachie Downtown Dallas to City of Waxahachie East-Other 345,000 West Oak Cliff (Red Line) Westmoreland to Red Bird Lane DART 242,000 West Oak Cliff (Red Line) Red Bird Lane to Midlothian Central East-Other 200,000 Burlington Northern Santa Fe Railroad Belt Line (Carrollton) to South Irving Transit Center East-Other 196,000 Lake Lavon Garland to Lake Lavon East-Other 170,000 McKinney Avenue Trolley Downtown Dallas to Cityplace East-Other 71,000 Trinity Railway Express T&P Station to Tarrant/Dallas County Line TRE (the T) 264,000 Trinity Railway Express Tarrant/Dallas County Line to Downtown Dallas TRE (DART) 105,000 East/West (Union Pacific Railroad) Downtown Dallas to Tarrant/Dallas County Line East-Other 400,000 East/West (Union Pacific Railroad) Fort Worth ITC to Tarrant/Dallas County Line West-Other 390,000 Dorothy Spur Centreport (TRE) to Six Flags/Division (UP) West-Other 99,000 Southwest and Northeast DFWIA North to Dirks Road/Altamesa the T 366,000 Cleburne Berry/TCU to City of Cleburne West-Other 213,000 Speedway Rail (Special Events Only) Fort Worth ITC to Texas Motor Speedway West-Other 366,000 Las Colinas APM East-Other (DCURD) 130,000 REGIONAL RAIL CORRIDOR STUDY AND REGIONAL TRANSIT INITIATIVE Background The North Central Texas Council of Governments (NCTCOG) and its Regional Transportation Council (RTC), in partnership with DART, DCTA, and the T, completed work on a comprehensive Regional Rail Corridor Study in August The study began in May 2002 and focused on nine passenger rail corridors throughout the DFW Metropolitan Area as identified in the mobility plan. The study included a review, inventory, and assessment of the transit needs throughout the nine rail corridor areas. The overall goal was to provide sound data and recommendations to decision makers regarding the region s transit needs. Study results refined recommendations for the Metropolitan Transportation Plan, guided decisions regarding regional rail staging and implementation, and outlined financial and institutional structures. North Central Texas Council of Governments 217

10 Mobility Regional Rail and Bus Transit Systems The Regional Transitive Initiative represents the overarching framework to provide a bottom-up process for the exchange of information and ideas among elected representatives, policy officials, and the general public regarding options for the implementation of a seamless transit system for North Central Texas. The RRCS was a part of this initiative, wherein the specific technical needs were evaluated and identified. The RTI efforts included strategies for funding and implementation of the RRCS recommendations, with the overall purpose being to create a consensus position for implementation of regional passenger rail throughout North Central Texas. Exhibit Cost Estimates by Mode Transportation Authority Capital Cost ($T) Eastern Subregion DART 4,091,000 TRE (DART) 105,000 DCTA 306,000 East-Other (DCURD) 130,000 East-Other 2,243,000 Subtotal Rail Eastern Subregion 6,875,000 Western Subregion the T 366,000 TRE (the T) 264,000 West-Other 1,068,000 Subtotal Rail Western Subregion 1,698,000 Total Rail Cost 8,573,000 Subtotal Bus Eastern Subregion 1,198,000 Subtotal Bus Western Subregion 84,000 Total Bus Cost 1,282,000 Of the 480 miles of passenger rail recommendations, approximately 50 percent, or 239 miles, are located outside a current transportation authority service area. Therefore, Subtotal Bus Eastern Subregion 72,000 Subtotal Bus Western Subregion 27,000 Total Paratransit Cost 99,000 Total Plan Transit Estimate 9,954,000 the combined RRCS/RTI effort developed a plan, a method of funding, implementation organization, and draft legislation to accomplish the mission of seamless transit delivery throughout North Central Texas. This information was presented at the Regional Transit Summit in August 2004 where nearly 300 elected and appointed officials unanimously embraced a statement of principles for seamless public transit in North Central Texas, complete with a local financing plan and governance structure (see Exhibit 16-8). Their unanimous approval included a $3.5 billion, 260-mile regional rail blueprint that will require an increase in the sales tax by half a percentage point. Exhibit 16-9 includes a map illustrating the RTI recommendations, including a new half cent sales tax within the T service area, new Regional Rail Authority areas (pink and green areas on the map), and a greater number of cities paying sales tax in the DCTA area (yellow area on the map). Over the course of the study, hundreds of local leaders met more than 70 times to discuss how to create seamless public transit for Collin, Dallas, Denton, Ellis, Johnson, and Tarrant Counties. The regional leaders participating in the Summit endorsed the conclusions and recommendations of the RTI process by adopting a statement of principles. The next steps leading to implementation of regional rail service include further refinement of the details of such a regional rail authority, gathering support for necessary state legislative change, and developing the organizational structure to plan and implement the new Regional Rail Authority system. North Central Texas Council of Governments 218

11 Mobility Regional Rail and Bus Transit Systems Exhibit Statement of Principles North Central Texas Council of Governments 219

12 Mobility Regional Rail and Bus Transit Systems Exhibit RTI Coverage Area Update As of October 2006, the legislative committee, appointed by the 79 th Texas Legislature, reviewed the results of a telephone survey asking voters about their interest in increasing their sales tax to pay for a seamless regional transit system. The overwhelming majority supported to the half percent sales tax increase. Exhibit shows the response by county for respondents first and second consideration of the question. The first consideration of the question was without any background context of the survey. The second consideration of the question was later in the questionnaire after the respondent was somewhat educated on the transit topic. The survey interviews were completed with registered voters in the non-transit member areas of Collin and Dallas Counties, Tarrant County, and parts of Ellis, Johnson, Kaufman, Parker, and Rockwall Counties. Exhibit Survey Results County First Consideration Second Consideration Johnson 61.6% 72.7% Ellis 53.5% 72.1% Kaufman 58.5% 77.6% Parker 57.8% 71.2% Tarrant 69.6% 78.6% Dallas 64.5% 72.0% Rockwall 60.8% 76.5% Collin 62.0% 77.0% Source: Regional Rail Research Project, 2006 North Central Texas Council of Governments 220

13 Mobility Regional Rail and Bus Transit Systems The RTC has included in its legislative package for the 80 th Texas Legislative Session in 2007 the need for the half percent sales tax increase. Should it be necessary to remove rail lines from the recommendations because of the lack of positive progress in the state legislature, the rail lines shown in Exhibit would be moved from the Mobility 2030 recommendations to the rail vision map. This would reduce 50 percent of the available 2030 rail service identified in the recommendations. Exhibit Rail Recommendations Dependent on RTI SUMMARY As the region anticipates an influx of nearly three million people over the next 30 years, all modes of transportation will need to be enhanced just to keep up with growth. Increases in population and job creation will continue to place additional strain on an already congested transportation system, will create additional air quality concerns, and further increase the anticipated lack of funding. Identifying the appropriate tools to improve mobility is critical as population and congestion continue to grow. Passenger rail offers an alternative that adds capacity by reducing the number of vehicles on the roadways. NCTCOG will continue to study and examine the implementation of an expanded passenger rail system to help alleviate traffic congestion by enabling seamless service throughout the region without the need for a personal automobile. The potential relief to air quality and congestion relief potential is significant, particularly for a nonattainment region such as North Central Texas. Exhibit shows the vision of rail transit and the rail corridors that will be examined for future mobility plans. A staged approach of Bus North Central Texas Council of Governments 221

14 Mobility Regional Rail and Bus Transit Systems Rapid Transit, Light Rail Transit, and regional rail will be explored to maximize funding, grow passenger capacity, and influence regional growth patterns. Exhibit Rail Corridors Identified for Further Evaluation To properly categorize transit planning projects, the Transportation Improvement Program (TIP) is required to reference statements related to transit projects, programs and policies. Exhibit provides the needed references for the TIP. Exhibit TIP Reference Table Regional Rail and Bus Transit Systems Reference TR TR10339 TR20001 TR30001 TR30002 TR30003 TR30004 Description of Projects, Programs, and Policies Reference Exhibit 16-2 Rail Recommendations (table) The funding of transit system improvements, expansions, and management and operations. Currently, traditional transit service in the DFW Metropolitan Area is provided by DART, DCTA, and the T. These authorities collect sales tax from their member cities to aid in funding transit system improvements, maintenance, and operations in their respective jurisdictions. Fares are assessed to all transit modes, local bus, express bus, regional rail, and light rail according to each provider s modal fares. All existing railroad rights-of-way should be monitored for potential future transportation corridors. New facility locations indicate transportation needs and do not represent specific alignments. Exhibit 6-13 continues on next page North Central Texas Council of Governments 222

15 Mobility Regional Rail and Bus Transit Systems Exhibit TIP Reference Table Regional Rail and Bus Transit Systems (continued) Reference TR30005 TR30006 TR30007 TR30008 TR30009 TR30010 TR30011 Description of Projects, Programs, and Policies An agreement between DART and the City of Dallas to use the Cotton Belt Corridor between DFW International Airport and Parker Road for the North Crosstown Corridor has been reached. Vehicle technology and many other specifics need further study. Refined rail forecasts are necessary to determine technology and alignment in future rail corridors. Institutional structure being reviewed for the region. The need for additional rail capacity in the Dallas central business district, Fort Worth central business district, DFW International Airport, Love Field, Carrollton and other inter-modal canters will be monitored. To maximize ridership, a grade separation is needed in the Dallas central business district. Corridor-specific design and operational characteristics for the intercity passenger, regional passenger, and freight rail systems will be determined through capacity evaluations and ongoing project development. The provision of rail service to major special events centers (e.g., Texas Motor Speedway) during special events. The West Dallas rail line identified in the DART 2030 System Plan is incorporated into the Union Pacific Rail Line serving Fort Worth and Dallas. North Central Texas Council of Governments 223

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17 1. North Central (Red Line) Extension GENERAL DESCRIPTION The North Central Rail Corridor extends from Westmoreland through downtown Dallas into McKinney. The segment between downtown Dallas and Parker Road of Plano is one of Dallas Area Rapid Transit s (DART) original rail lines. Twenty-five stations run from Plano through downtown Dallas and into the southwestern part of Dallas. The right-of-way is a former Union Pacific Railroad line that extends between Parker Road of Plano and McKinney, a distance of approximately 16.3 miles. DART owns the entire rightof-way. The current maximum operating speed limit for the existing segment is 10 mph. The Dallas, Garland and Northeastern Railroad operates essentially one round trip train per day on weekdays to serve local freight customers. The extension from Parker Road to McKinney is one of eight rail corridors in the Dallas-Fort Worth area studied for the feasibility of implementing commuter rail, light rail, or other forms of transit service by the Regional Rail Corridor Study (RRCS). The proposed station locations from Parker to McKinney North are Spring Creek, Legacy Drive, FM 2170 (Main), Stacy, Fair View/FM 1378, McKinney Central, and McKinney North. The 2007 ridership estimation indicated the need for near term rail development, possibly within the next 5 to 10 years. The final recommendation from the RRCS was a non-compliant, yet light rail-compatible vehicle operating from downtown McKinney to downtown Dallas along the DART Red Line. The decision to extend some sort of light rail service or implement regional rail service that could potentially interface with the DART light rail operation should be resolved in a future alternatives analysis of the corridor. Page 1 of 2 225

18 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID North Central (Red Line) Extension Limits Agency Status Mode Length (Miles) Source of Recommendation Downtown Dallas to Parker Road (Plano) DART Existing N/A --- N/A Parker Road (Plano) to Stacy Road (Allen) Light Rail 7.5 $130 million East-Other Future RRCS Stacy Road (Allen) to McKinney North 8.8 $175 million Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Cost Page 2 of 2 226

19 2. Northeast (Blue Line) Extension GENERAL DESCRIPTION The Northeast Rail Corridor is the rail line that runs between Ledbetter in the South Oak Cliff section of Dallas and the City of Rockwall in Rockwall County. The segment between Ledbetter and downtown Garland is one of Dallas Area Rapid Transit s (DART) original rail lines. The Red Line and the Blue Line share a track from Mockingbird Station through downtown Dallas. Some sections are elevated, and there is a 3.5-mile tunnel under Central Expressway with one deep underground station at City Place. DART s Northeast Corridor Major Investment Study identified the DART rail to Rowlett, a 4.5-mile long corridor with a downtown Rowlett Station, and it was officially approved with the 1995 DART Transit System Plan, which represents DART s current and future light rail system. The opening date was projected for December The segment from Rowlett to Rockwall, which is one station extension of the current system, was identified in Mobility 2030 and recommended for future evaluation with capital costs being estimated. Page 1 of 2 227

20 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID Northeast (Blue Line) Extension Limits Agency Status Mode Length (Miles) Source of Recommendation Downtown Dallas to Downtown Garland Existing N/A --- N/A DART Light Rail Downtown Garland to Rowlett Programmed 4.5 DART $153 million Rowlett to Rockwall East-Other Future Light Rail -C 10.0 RRCS $148 million Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Cost Page 2 of 2 228

21 3. North Crosstown (Cotton Belt Railroad) GENERAL DESCRIPTION The North Crosstown (Cotton Belt Railroad) Corridor is a 25.7-mile corridor that will provide a key east-west link across the northern part of the Dallas Area Rapid Transit (DART) service area between Dallas/Fort Worth International Airport (DFWIA) east to downtown Plano/Bush Turnpike with proposed stations starting at the DFW 13 th Station, then to Airport North, Coppell, downtown Carrollton, Josey/Keller Springs, Addison, SH 289, Coit, Synergy Park, and Bush Turnpike. The corridor was identified in DART s 2030 Transit System Plan as a future rail corridor. An express service strategy is recommended with 20-minute peak headways. This type of service can be accomplished using a variety of rail technologies, either Federal Railroad Administration-compliant or non-compliant lightweight vehicles. This corridor has the potential to phase in more frequent service and/or stations over time (particularly in the section from downtown Carrolton east to the Red Line) to further support transit-oriented development and access along the corridor. Page 1 of 2 229

22 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID North Crosstown (Cotton Belt Railroad) Limits Agency Status Mode Length (Miles) Source of Recommendation DFWIA North to Belt Line (Carrollton) 11.6 $465 million Belt Line (Carrollton) to Addison Transit Center Addison Transit Center to Downtown Plano/Bush Turnpike DART Future Light Rail -C Cost 6.0 DART 2030 N/A System Plan 8.1 N/A Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Supporting Document: Website: Page 2 of 2 230

23 4. North GENERAL DESCRIPTION The Frisco Rail Corridor utilizes the Burlington Northern Santa Fe Railway (BNSF) line that extends between Carrollton and Frisco, with stations at Carrollton, Hebron, Windhaven Drive/Austin Ranch, South Frisco, Frisco Central Business District, and ends in North Frisco, consisting of a distance of approximately 19.5 miles. The BNSF owns the right-of-way along the corridor. The right-of-way is consistently 100 feet in width with some locations being as much as 300 feet in width. The Frisco Rail Corridor is one of eight existing freight rail corridors in the Dallas-Fort Worth area studied for the feasibility of implementing commuter rail, light rail, or other forms of transit service in the Regional Rail Corridor Study. The current maximum operating speed limit is 49 mph for freight trains. Approximately 12 to 14 freight trains operate over the line each day. The 2007 ridership estimation indicated the need for near term (5 to 10 years) rail development. The recommendation from the Regional Rail Corridor Study is regional rail service. The decision to implement regional rail in this corridor should be part of a future alternative analysis. Page 1 of 2 231

24 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID North Limits Agency Status Mode Length (Miles) Source of Recommendation Belt Line (Carrollton) to Frisco East-Other Future Regional Rail 19.5 RRCS $281 million Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Cost Page 2 of 2 232

25 5. Dallas Central Business District 2 nd Alignment GENERAL DESCRIPTION The Dallas Central Business District 2 nd Alignment is the corridor between Victory Station and Deep Ellum Station which connects the north and southeast ends of the Dallas Central Business District. The Dallas Central Business District 2 nd Alignment Alternative Analysis was included in the Comprehensive Transportation Plan for the Dallas Central Business District, June The technical analysis lead to a recommendation that grade separation be considered for the second light rail alignment, at least between Ross Avenue and Commerce Street. Since the Dallas Central Business District 2 nd Alignment Alternative Analysis Draft Environmental Impact Statement (DEIS) is currently under study, the final route for the alignment is still under development. The present route shown in the map is for modeling and planning purposes by the North Central Texas Council of Governments for development of Mobility The projected opening date is anticipated in the year 2014, following the completion of the Green and Orange Lines. Page 1 of 2 233

26 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID Dallas Central Business District 2 nd Alignment Limits Agency Status Mode Length (Miles) Source of Recommendation Victory Station to Deep Ellum Station DART Programmed Light Rail 2.5 DART $279 million Cost Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Supporting Document: Website: Page 2 of 2 234

27 6. Northwest (Green Line) Extension GENERAL DESCRIPTION The Northwest Corridor project is the product of the Northwest Corridor Major Investment Study (MIS) completed by Dallas Area Rapid Transit (DART) in early The MIS identified a Locally Preferred Investment Strategy, which included a light rail element with two service lines the Carrollton Line and the Irving/DFW Line. The Northwest Corridor/Carrollton Line is a 17.6-mile corridor that runs from West End Station in downtown Dallas and heads north along Harry Hines Boulevard on the former path of the Union Pacific Railroad. It will go through Dallas and Farmers Branch to Frankfort Road in Carrollton with stations at Victory, Market Center, Southwest Medical District/Parkland Station, Inwood, Bachman, Walnut Hill/Denton, Royal Lane, Farmers Branch, downtown Carrollton, Trinity Mills, and terminate at North Carrollton/Frankford. This extension of the light rail system will provide additional service in the cities of Dallas, Farmer Branch, and Carrollton. In addition, the line will provide a connection between Denton County Transportation Authority regional rail and DART light rail, between downtown Denton and downtown Dallas. The final Environmental Impact Statement document was submitted to the Federal Transit Agency in The project is currently under construction and should begin in Page 1 of 2 235

28 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID Northwest (Green Line) Extension Limits Agency Status Mode West End to Victory Victory to Belt Line (Carrollton) Belt Line (Carrollton) to Frankford Road DART Existing Programmed Programmed Length (Miles) Source of Recommendation Light Rail 17.6 DART Cost Included with Northwest/Irving Extension Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Supporting Document: Website: Page 2 of 2 236

29 GENERAL DESCRIPTION 7. Northwest Corridor-Irving/DFW (Orange Line) Extension The Northwest Corridor-Irving/DFW light rail project is the product of the Northwest Corridor Major Investment Study (MIS) completed by Dallas Area Rapid Transit (DART) in early The MIS identified a Locally Preferred Investment Strategy, which included a light rail element with two service lines the Irving/DFW Line and the Carrollton Line. The Northwest Corridor-Irving/DFW Line is a 14-mile corridor that runs from Bachman Station in northwest Dallas to Las Colinas in Irving and, finally, to the Dallas/Fort Worth International Airport (DFWIA) with stations at Bachman, University of Dallas, Lake Carolyn, North Las Colinas, Carpenter Ranch, North Lake College, Belt Line, and the DFW 13 th Station. It will be an entirely new construction without a rail right-of-way existing previously. This extension of the light rail system will provide additional service in the cities of Dallas and Irving with connections to the area s two airports, Love Field and DFWIA. Since completion of the MIS, DART has initiated the Environmental Impact Statement phase. The project is currently under development of Preliminary Engineering and should open in Page 1 of 2 237

30 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID Northwest/Irving (Orange Line) Extension Limits Agency Status Mode Northwest Highway (Bachman Lake) to Las Colinas Urban Center Las Colinas Urban Center to Belt Line Belt Line to DFWIA North Length (Miles) Source of Recommendation Cost DART Programmed Light Rail 14.0 DART $1.718 billion Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Supporting Document: Website: Page 2 of 2 238

31 8. DCTA Main Line GENERAL DESCRIPTION The Denton County Transportation Authority (DCTA) Rail Alternative is a proposed 21-mile regional rail line along the former Missouri-Kansas-Texas Railroad alignment, which generally parallels IH 35E between North Carrollton and downtown Denton. The transit connection would provide passenger service between downtown Denton and Carrollton, terminating at the Dallas Area Rapid Transit (DART) Trinity Mills light rail station. The passenger stations proposed are downtown Denton, South Denton, Highland Village/North Lewisville (at Garden Ridge), Old Town Lewisville (downtown Lewisville), and South Lewisville. A network of local and feeder buses would provide service to the rail stations, which include regional feeder buses to provide connectivity for municipalities in outlying area. Corinth Station is projected as a future station and is not included in the current DCTA Environmental Impact Statement (EIS) recommendations. This regional rail alternative would generally be an at-grade, singletracked line connecting with the DART light rail (LRT) system. It is currently assumed that DCTA trains would not serve the DART Frankford Road station. The route shares the railroad right-of-way with the DART LRT to the DART Frankford Road LRT station. It would terminate at the DART Trinity Mills LRT station with a crossplatform transfer between DART and DCTA trains. The EIS document will be complete in 2008 with a proposed opening date in the year DCTA plans to begin operation of weekday service with 30 minutes peak time headway and 90 minutes off-peak time headway; Saturday, 90 minutes for peak and off-peak time service. No service is warranted at this time for Sunday. Page 1 of 2 239

32 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID City of Denton to Frankford Road Frankford Road to Belt Line (Carrollton) Belt Line (Carrollton) to Downtown Dallas DCTA Main Line Limits Agency Status Mode DCTA Programmed Future Length (Miles) Light Rail -C 21.0 Source of Recommendation DCTA AA/EIS NCTCOG Cost $306 million Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Page 2 of 2 240

33 9. Southeast GENERAL DESCRIPTION The Southeast Corridor is under consideration for several segments of extension. One extension is from downtown Dallas to Buckner Boulevard. This extension connects Victory Station and downtown Dallas transit malls with Buckner Station in the southeast of Dallas with stops at Deep Ellum, Baylor, Fair Park, MLK, Hatcher, Lawnview, Lake June, and Buckner. The project is the result of the Southeast Corridor Major Investment Study completed by Dallas Area Rapid Transit (DART) in early 2000 and is recommended in the DART 2030 Transit System Plan. DART is now in the next phase of the project: the development of Preliminary Engineering. By 2010, DART will have light rail service to Buckner Boulevard in the Southeast Corridor. This line connects to the Green Line. The extension from Buckner Boulevard to IH 20 was evaluated in the DART 2030 Transit System Plan effort but did not have ridership and cost effectiveness commensurate with other recommended corridors. DART recommended it as a 2030 Vision Plan corridor and will continue monitoring the land use and public input changes and reassess it in future updates when new regional demographics are available. The extension from Buckner Boulevard to South Belt Line Road is identified in Mobility 2030 and recommended for future evaluation. Page 1 of 2 241

34 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID Southeast Limits Agency Status Mode Downtown Dallas to Lawnview Lawnview to Buckner Blvd Buckner Blvd. to South Belt Line Road DART Length (Miles) Source of Recommendation Cost Programmed Light Rail 9.5 DART $543 million Future Light Rail -C 5.5 NCTCOG $262 million Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Supporting Document: Website: Page 2 of 2 242

35 10. Scyene GENERAL DESCRIPTION The Scyene Road Corridor is a corridor that consists of two segments of extension. One extension is from Lawnview Drive to Masters Drive in Southeast Dallas, an approximate 4.3-mile double-track light rail within the Scyene Road Corridor. The Southeast Corridor Major Investment Study (May 2000) recommended that Dallas Area Rapid Transit (DART) consider light rail in this segment of the Scyene Road Corridor during its next Transit System Plan update. The other extension is from Masters Drive to the Dallas/Kaufman County line, which is recommended for further evaluation in Mobility The analysis for future extension from the Dallas/Kaufman County line to Forney is under study and further extension across Kaufman County along the existing freight line is identified for further evaluation in Mobility The Scyene Road Corridor presents an opportunity to interline with the planned Irving/DFW Corridor through downtown Dallas. A new Scyene Corridor line provides additional, needed capacity in the Baylor/Fair Park areas, while also serves a new travel market in the northern part of Southeast Dallas. Page 1 of 2 243

36 RECOMMENDED IMPROVEMENTS MTP TIP Segment ID Scyene Limits Agency Status Mode Length (Miles) Source of Recommendation DART Lawnview to Masters DART Light Rail 4.3 $249 million Future System Plan Masters to Dallas/Kaufman County Line East-Other Light Rail -C 7.5 NCTCOG $127 million Contact: Transit System Planning North Central Texas Council of Governments 616 Six Flags Drive, Suite 200, Centerpoint Two P.O. Box 5888, Arlington, Texas Phone: (817) Website: Cost Page 2 of 2 244