FAQs

GENERAL

What is the status of the project?
A Draft Environmental Impact Statement (DEIS) was completed late in 2008. The document was made available beginning in October, and public hearings were conducted in November to receive verbal comments. Written comments were accepted until mid-December. Currently, the technical team is developing responses to the comments received from the public and from various resource agencies. Responses will be incorporated into the Final Environmental Impact Statement (FEIS), which is expected to be complete in 2010.

What is an Environmental Impact Statement (EIS)?
An Environmental Impact Statement (EIS) is a written report that documents the environmental conditions and any potential impacts a proposed project (in this case the proposed passenger rail line) may have on the nearby natural, cultural, historical, archaeological, developed, and social environments. Potential impacts investigated include those on the areas plant and animal life, water resources, historically and culturally sensitive areas or buildings, homes, businesses, people, communities, and the local economy. An EIS is often required by the federal government for major projects that use federal funds.

When is passenger service scheduled to begin?
The current schedule for beginning service is 2014.

Will The T need to acquire property for this rail line?
The proposed rail line would use existing right-of-way that is publicly owned by Dallas Area Rapid Transit (DART), or owned by existing freight railroads. Therefore, it is not anticipated The T will need to acquire any other private property along the primary route of the line. In areas where stations are proposed, The T will need to acquire property in order to provide adequate station amenities and parking, where appropriate.

When will property acquisition begin, and what is the process The T will use to acquire property?
The T will begin formal discussions with property owners once the final environmental document has been approved. This is expected to occur in mid- to late-2009. The T will follow federal and state property acquisition regulations and processes. More information about the process will be available as the project moves forward.

Did the T buy the Right-of-Way on the former Cotton Belt Rail line from DART?
The former Cotton Belt Rail line currently is owned by DART. The T is in discussions with DART about what arrangements might be possible that would allow operation of the proposed passenger service whether that would be a purchase or operating agreement.

Will The T gain access to use of the track? What will leasing arrangement be?
The T will access use of existing railroad tracks through agreements with the railroads that own the tracks. Leasing or purchase arrangements have yet to be determined.

Who is going to make legal decisions about Right-of-Way issues and other matters?
The owner of the property and Right-of-Way ultimately makes legal decisions on any property. However, those decisions would be influenced by any operating agreement in place with the property owner.

Will my taxes go up to pay for this service?
No. It is not anticipated that any additional sales taxes would be imposed in The Ts member cities, or in Grapevine since those cities already allocate a portion of their sales tax already to The T. Property taxes would remain unaffected by this project.

How will this affect my property values if my residence is adjacent to the rail line?
Studies from around the country show that property values are usually enhanced by their proximity to a passenger rail station. Studies also have shown that property values are usually not affected one way or the other by their proximity to passenger rail lines if they are not located close to a station. These studies provide additional research data and information:

"UNT Economics and Fiscal Impacts of DART Light Rail June 2009"
"Assessment of the Potential Fiscal Impacts of Existing and Proposed Transit-Oriented Development in the Dallas Area Rapid Transit Service Area"
"The Estimated Value of New Investment Adjacent to DART LRT Stations: 1999-2005"
"Impacts of Rail Transit on Property Values"
“Impacts of Transit Rail Lines on Property Values” Draft Report”
“Impacts of Transit Rail Lines on Property Values” RailVolution 2007 Presentation”
"Light-rail can turn into money train"

On which end of the project will construction begin?
A final determination about construction timing has not been determined, although indications are that construction may need to be phased, depending on the availability of funding. If construction is phased, it is anticipated, the northeast segment would be constructed first to meet The Ts commitment to Grapevine.

With respect to bikes will there be bike access at stations, bike security, and will bikes be allowed on trains?
Bicycle and pedestrian access to all stations will be accommodated, and it is likely bicycles will be allowed on the trains. Specific security provisions for bicycles have yet to be determined, but it is anticipated there will be bicycle racks and/or lockers provided at stations.

Where will the trains be maintained?
Current planning assumptions show the need for layover capabilities on the northern and southern ends of the system, which would provide a place to store trains and do light maintenance and cleaning. Heavy maintenance is expected to take place at the existing rail yard in Irving that serves the TRE.

How would planned improvements to State Highway 26 be impacted by the rail project?
The proposed passenger rail service is not expected to impact any planned highway improvements, including State Highway 26.

What will the impact of this line be on Trinity Railway Express (TRE)?
Trains for the Southwest-to-Northeast Rail Corridor will be cycled into the Irving maintenance yard during the normal operating cycle, in between TRE runs between Dallas and Fort Worth, so no additional impacts are anticipated on the TRE corridor. In addition, passengers on this line will be able to transfer to the TRE in downtown Fort Worth.

Why is The T proposing to build and operate a passenger rail line? Why doesn't The T just add more buses to its existing bus service or provide some other transit improvements?
The T completed a Strategic Plan in 2005 that calls for implementing more passenger rail service in Tarrant County. The Strategic Plan involved many Tarrant County residents, and the most frequently suggested transit improvement was rail. The T also completed in 2006 an analysis of various transit improvements in this Southwest-to-Northeast Corridor. The results of the Alternatives Analysis (AA), was a recommendation that The T build a passenger rail line along the identified route. Bus service enhancements also were considered during the AA, and some enhancements to existing service, such as more frequent rail feeder service--will be implemented along with the proposed passenger rail service. However, passenger rail was the preferred technology because it provided reliable travel time and travel time savings along corridors that, even with major roadway improvements, were forecast to have significant highway congestion over the next two or three decades.

Why can't this commuter rail project be expedited like TRE?
Implementation of the TRE line was possible because of the availability of track and funding at the time it was planned, and because there were fewer entities with which to negotiate service agreements. The Southwest-to-Northeast Rail Corridor project is much more complex, requires negotiations with several railroads, DART, and other transportation agencies, and requires a complete environmental analysis and review because of its length and potential impacts.

How can I communicate with The T about the Southwest-to-Northeast Rail Corridor project?
Send an email to info@sw2neRAIL.com, send correspondence to Southwest-to-Northeast Rail Corridor, 1600 E. Lancaster Ave., Fort Worth, TX 76102, or call 817-215-8785.

DESIGN/ALIGNMENT

What route or alignment is being used for this environmental review and preliminary engineering work?
The proposed passenger rail line recommended as the preliminary Locally Preferred Alternative (LPA) would utilize existing tracks of the Fort Worth & Western, Union Pacific and Burlington Northern Santa Fe railroads, and the former Cotton Belt route. Generally, the route would begin at Sycamore School Road in southwest Fort Worth, travel through Downtown Fort Worth, through the Mid-Cities to Grapevine, and into the north entrance of DFW International Airport. Three different route options were investigated for moving passengers through Downtown Fort Worth, including a Western Bypass option (near the Stockyards) and a Choctaw Option. The LPA, which is the preferred route, would provide service to the Intermodal Transportation Center (ITC) and the T&P Station. Providing service along this preferred route will require negotiating with these railroad companies to operate on their tracks. This route would provide direct access to major activity centers, and would connect with other transportation modes (including the Trinity Railway Express commuter rail service, AMTRAK, and The Ts downtown bus transfer center).

Will the line be a single track or double track?
The T is working with existing railroads to share existing tracks, which would mean most of the route would operate on a single track. It is likely there would need to be a second track added for passing ability, and to meet schedules for both passenger and freight traffic. Double tracks also will be needed at stations.

Will this proposed rail line connect with the TRE or other rail system operated by either DART or DCTA?
The LPA recommends that this corridor connect directly with TRE at the two existing downtown Fort Worth stations. In addition, the recommended corridor would connect with a future DART light rail line at the north end of DFW International Airport.

How much new rail will there be in comparison to existing rail?
New rail will be installed along the entire corridor.

Are there areas where additional track will be needed?
Additional track will be needed at stations, and in areas where a second track is necessary for passing ability of other train traffic.

How many street/grade crossings will there be?
Sixty-five at-grade rail crossings have been identified. It may be necessary to modify or close some crossings because of traffic or safety issues; however, every attempt will be made to keep crossings open. This will be determined as final design takes place.

Are all of the rail crossings at grade?
There are some existing grade-separated crossings along the corridor.

Are there any plans to build grade-separated crossings?
The DEIS analysis did not note the need for additional grade-separated crossings.

Why is a new bridge over the Trinity River necessary?
The railroads that own the current train bridge crossings over the Trinity River have indicated those bridges are or will soon be at capacity, and there would be no opportunities for the proposed passenger trains to get across using the existing bridges. The railroads also have indicated concerns about liability issues related to allowing a passenger train to use their bridge crossings.

Are there any east/west connections to rail?
The connections the LPA route would provide at the ITC and T&P stations would provide an east-west connection on the Trinity Railway Express (TRE). An east-west connection to the Dallas Area Rapid Transit (DART) system also would be available at DFW Airport, once DART completes its light rail line to the airport.

ENVIRONMENTAL

When and how will potential environmental impacts be addressed?
The EIS documentation includes an assessment of the potential environmental impacts, and proposed actions to address the impacts.

What kinds of potential impacts were evaluated?
The project evaluated potential impacts of the proposed rail system on the natural environment (such as parklands, open space, wetlands, threatened and endangered species and other biological resources, floodplains, and agricultural lands) and the developed environment (such as land use, cultural resources including historic sites, hazardous materials sites, air quality, noise and vibration, utilities, traffic, and community facilities).

What kinds of measures were considered to avoid, minimize or mitigate any potential environmental impacts?
Mitigation measures include changes in design, alterations to rail system operations or related infrastructure recommendations, such as sound barriers or implementation of crossing quiet zones.

How were noise impacts determined, and can blowing the train horns be waived through neighborhoods along the route?
Using federal standards, the environmental analysis determined the locations where noise impacts are significant enough to require mitigation measures. Recommended mitigation for noise impacts is the implementation of quiet zones. Under this plan, rail-street intersections would use additional crossing protection such as four quadrant gates and raised medians to prevent automobiles from crossing tracks when trains are approaching. If such a system were used, trains would not be required to blow their horns as a warning when approaching intersections. This issue will be investigated further during the environmental and design process.

Was freight train horn noise included as part of the noise analysis?
Yes.

Was the increased frequency of trains included in the noise assessment?
Yes. Noise modeling incorporated the number of trains (both passenger and freight) expected to use the rail line in 2030.

What is the level of noise (in decibels) for a train besides the horn at a distance of 50 feet?
According to the noise level chart in the presentation a DMU at 50 feet emits about 80 dBA, while a diesel locomotive at 50 feet emits a bit less than 90 dBA. To provide a specific noise level, it would be best to know the type of train.

Would quiet zones affect freight trains and the Grapevine Vintage Railroad?
Quiet zones would eliminate horn blowing by all train traffic on the line, including freight and the Grapevine Vintage Railroad. However, the ability of the Vintage Railroad to blow its horn will be examined as operations get closer.

Are the locations of quiet zones flexible?
The Federal Railroad Administration (FRA) generally is the authorizing agent for quiet zones. The FRA prefers to establish contiguous quiet zones along a corridor that has several quiet zones implemented. As final design occurs on the Southwest-to-Northeast Rail Corridor, additional investigations will occur as to whether any additional quiet zones should be implemented.

How will lighting at stations impact residences?
Lights at stations will be adjusted to avoid shining into adjacent residential properties. The type of lighting used also will be selected with consideration of impacts on local properties.

What are the differences in environmental impacts between the three possible route options?
There are no significant differences in the anticipated noise and vibration impacts among the three route options. There are differences in the number of properties impacted, as more property impacts would occur on the Western Bypass option because of the two additional new stations on this option. There would be differences in visual impacts between the LPA and Western Bypass options and the Choctaw option because the LPA and Choctaw options require a new bridge to be built over the Trinity River, and the Western Bypass option would not require a new bridge.

Does the EIS identify specific houses or addresses to be impacted?
Yes, the draft EIS identifies specific property parcels that are expected to be impacted by the project.

Would hazardous freight shipments be prohibited because the rail line also carries passenger traffic?
It is not anticipated any changes in freight traffic would be imposed because of initiating passenger rail service. Any cargo currently traveling by train on the existing rail tracks could continue to do so when The T begins passenger rail service on this corridor.

Did the vibration study include existing freight train traffic?
Yes.

Have the impacts of gas well lines been assessed?
The T and Chesapeake are in agreement that rail platforms, track and other components of the rail project may be safely constructed, operated and maintained above natural gas pipelines, provided that the pipeline conforms to all federal and state regulations, and city ordinances. The project team has been in constant communications with Chesapeake, and will continue to work with Chesapeake and other gas well companies to ensure there are no conflicts with the project.

What about safety? What will be done to make sure motorists and pedestrians are safe?
Safety of passengers and the general public is extremely important. A safety evaluation of the entire corridor was included in the DEIS. Final design activities will incorporate railroad roadway markings, flashing lights and crossing gates as appropriate to deter both vehicles and pedestrians from crossing the tracks when a train is approaching. Additionally, The T will work with a program called Operation Lifesaver, which provides rail safety education and training to the public and communities.

What are the safety impacts of operating on private railroad right-of-way, particularly at locations such as the tracks between Vickery and the T&P?
Regulations stipulated by the FRA will govern train safety, as is the case on all existing rail lines today. The T anticipates using FRA-compliant vehicles, which will be as safe as vehicles operating on freight rail lines.

OPERATIONS

What kind of train will this be?
The Alternatives Analysis recommended using technology that is NOT light rail as seen in the DART system, which depends on overhead electric power. Instead, this proposed system is projected to use self-powered rail vehicles, which would be significantly less costly than electrified light rail. There are several options for rail vehicles in this corridor, ranging from traditional locomotive-hauled passenger coaches to self-propelled vehicles called Diesel Multiple Units (DMUs). If used, diesel-powered vehicles will meet strict federal emission standards.

What is the difference between operating this rail line with electricity and with diesel locomotives?
The basic difference between using electric and diesel power is cost. Electrically powered trains would cost an estimated $2 million more per mile. The other factor for this rail service that is attractive is that diesel powered vehicles offer interoperability on the TRE tracks, which would allow use of the Irving yard for vehicle maintenance and service.

What is the estimated ridership on this line?
Based on projections show ridership of 15,000-16,000 trips per day by 2030.

What are the differences in ridership between the three possible route options?
There are no significant ridership differences between the three route options

How fast will the train travel along the route?
The speed of train travel will depend on the type of terrain, the number of crossings, the type of technology used and other related factors. Speeds likely would range from 0 to 59 miles per hour.

How long will the train ride take from Sycamore School Road to DFW Airport?
Estimates indicate the travel time from Sycamore School Road to DFW Airport would be about 71 minutes.

When will the trains operate? Will hours of operation vary by location?
During peak hours, (the three hours associated with morning rush hours, and the three hours in the evening associated with evening rush hours), trains will run about every 20 minutes. Outside of peak hours, trains would run about every 60 minutes. This frequency is expected to occur in the year 2030, with less frequency possible at startup. Train service and frequency would be consistent along the entire length of the route.

Is there a plan to increase train frequency in the future?
The train frequency projected is for the year 2030. Projections for population, employment growth and other factors would be needed to project any increase in train frequency beyond 2030.

What is the plan for getting people from the train station to their ultimate destinations? Will there be feeder bus service? What will the busses be like?
Circulator bus service will be implemented and/or current bus routes will be altered to provide transport to stations. The size of the buses necessary will be determined by demand. It is anticipated smaller buses may be used in some locations, while large buses used in others. The T will work with local jurisdictions along the corridor to determine future bus operations.

What are the plans for dealing with other rail traffic?
The T is working with existing railroads to negotiate use of tracks for passenger service.

How will this rail service interface with other rail lines, and coordinate with other agencies or railroads?
There will be a main dispatch center for the passenger rail service, which will coordinate passenger service and also handle any issues that may arise with railroads or other rail agencies. The T is in constant discussions with DART, local railroads and other entities that would have an impact on this project to ensure close coordination during implementation and operations.

What impact would running rail on the LPA have on Union Pacific Railroad, and is UP cooperating in the negotiations?
The specific impacts on passenger rail on Union Pacific tracks have not yet been determined, as negotiations with the railroads have not been finalized. However, discussions with the UP are going well and The T is optimistic about the outcome of the negotiations.

How will you address security on the trains and at stations for both on- and off-peak hours?
Specific security arrangements will not be determined until later in the final design process. However, it is anticipated security on the trains and at stations will be handled similarly to how security is currently handled for the TRE which includes a combination of local law enforcement, on-board and in-station cameras, and train-specific security agents.

What will the fares be on the train?
The fare structure will be determined at a later point in the project development process. However, it is anticipated the fare to ride the train would be similar to the fares charged on the TRE.

STATIONS/PARKING

Where will stations for this rail line be located?
Proposed stations for the Southwest-to-Northeast Rail Corridor occur on average about every 3 to 3-1/2 miles along the route. All stations would be adjacent to the railroad tracks at the following locations (which are listed from south to north):
Sycamore School Road
I-20/Granbury Road
TCU/Berry Road
Medical Center/Rosedale Road
North Side/Northeast 23rd Street or 35 W/East Northside Drive (Choctaw Area)
Beach Street (Northern end) or Beach at Stanley Keller Rd. (Choctaw Area)
Grapevine/Main Street
DFW Airport North (on airport property between Grapevine and DFW Airport)
DFW Terminal A/B

Depending upon negotiations with the freight railroad companies, there is the potential that the route may have to take a short bypass to the West of downtown Fort Worth, or this route could be added in the future if needed for the city's expansion. The two sites selected for the bypass route:
7th Street
North Main Street

An environmental analysis was conducted as part of the EIS for future potential stations as follows:
Haltom City/U.S. Hwy 377
North Richland Hills/Smithfield Road
North Richland Hills/Iron Horse (Industrial Park Blvd.)
Colleyville - John McCain Station

The cities in which these stations would be built must make a financial commitment to confirm building the stations.

A site at Altamesa/Dirks Roads was evaluated as a possible layover site for trains.

Are the locations of the stations flexible?
The proposed station locations have been coordinated with officials of the cities in which the stations would be located. It is possible the locations could change between the draft and final EIS if the City and community request it, or if there are circumstances that would require the station location be moved (for example, the property on which the station was to be located has been purchased and buildings or other facilities have been placed on the property).

What exactly will be at the stations? What will they look like? Will they look different for each community along the route? Will type of amenities will be at the stations?
At this time, no detailed station designs have been completed. The plans for a typical station propose a train platform, parking areas, and access to the station area. The stations are expected to look similar to those currently used for the TRE. The T will provide the basic elements of the stations, but local cities can work with neighborhoods to incorporate and fund elements to represent each community, including any desired amenities not included in the basic design.

Will there be Park-and-Ride lots at train stations?
All station sites will offer parking.

If ridership estimates are conservative, are the parking accommodations at stations conservative?
Parking needs were developed based on demand in the year 2030. Ridership modeling shows an average of 500 spaces at each station, although some stations have more and some fewer spaces. Generally estimates intend to provide enough parking to meet 2030 demand at each station, and then add 20-40 percent as a contingency.

Does the EIS assess overflow parking?
Although the project plans do not call for provision of any parking in addition to that projected to be needed in 2030, one of the criteria for our station recommendations was the availability of land near a proposed station to expand parking in the future.

What is the typical station acreage?
Typically, 6-12 acres are needed for a station, depending on the amount of parking needed.

If overnight parking is not allowed, how will airport travelers be accommodated?
Currently, no overnight parking is allowed at any rail station in the region. The T is looking at the potential to allow overnight parking at some stations, but no decision has been made.

Will the parking at stations be full when service starts? Will there be the ability to expand parking in the future?
Parking needs were developed based on demand in the year 2030. Ridership modeling shows an average of 500 spaces at each station, although some stations have more and some fewer spaces. One of the criteria for station recommendations was the availability of land to expand parking in the future.

How will local economic development and land use plans be incorporated into station planning?
The T will work closely with each jurisdiction in the taxing district to integrate station plans into local land use, economic development and/or comprehensive plans. Several workshops regarding Transit Oriented Development (TOD) were conducted during the EIS phase of the project to bring key development stakeholders together to discuss potential development relative to the proposed station locations.

In general, what types of development do you expect at stations?
Some stations not all of them could see mixed-use, retail and residential development. There are some station areas that seem to be ready for redevelopment, while other areas have more constraints or already are developed.

Which stations will be constructed first?
No determination has been made about which station would be constructed first. However, it is anticipated that if the project is to be built in phases, the northeast segment of the proposed line would be built first.

COST/FUNDING

What is the cost of the project at this time?
Current estimates place the total project cost at an estimated $470 million in 2008 dollars. This is an increase from the $400 million estimate following the alternatives analysis study in 2006. The cost projections have risen because the proposed rail line has been extended to Sycamore School Road, four additional potential future stations have been added to the project, and it is anticipated a new bridge will be required to get the train over the Trinity River. Inflation and/or increased costs of construction also have been a factor in the increased project cost estimate. The T will update capital cost estimates every year.

How is the project being financed?
The project would be financed through a combination of several funding sources. The Ts member cities (Fort Worth, Blue Mound and Richland Hills) all dedicate one-half cent of sales tax for transit service. A portion of this funding will help finance the proposed rail project. Voters in the City of Grapevine recently imposed a 3/8-cent sales tax to fund their participation in this proposed rail line, and voters in Tarrant County approved a bond issue in 2006 that also would provide some funding for the project. The T also will consider requesting federal dollars to help construct the project through the Federal Transit Administrations New Starts Funding program.

Will this project qualify for federal funding?
We are confident that some portion of this project will qualify for federal funds. We currently are looking at the possible options for funding packages, and how this may affect the construction timetable. It may be necessary to phase construction to accommodate the availability of funds.

Are there any options for still building the line if there is no federal funding available?
In addition to seeking federal funds, The T has been actively investigating local funding options. The contribution of sales tax from the City of Grapevine will provide a source of local funds to build the project, as will a portion of the Tarrant County bond issue passed in 2007. In addition, The T can provide funding from its capital budget, and other funding sources, such as Congestion Management and Air Quality Funds from the North Central Texas Council of Governments (NCTCOG), and environmental monies from the Texas Commission on Environmental Quality (TCEQ) will be investigated.

How much funding must be in place to construct the project?
The T is seeking 50 percent of required construction funds from the federal government, with the other half anticipated to come from local or regional sources.

What are the ongoing costs for a station after it is built?
The specific costs for ongoing maintenance at stations are unknown at this time. These costs will be determined following final design decisions. Maintenance costs also will need to be discussed with local jurisdictions for those cities in which a station may be built, who are not members of The T.