FAQs
CURRENT ACTIVITIES
What are the goals of this phase of the Southwest-to-Northeast Rail Corridor project?
This phase of the project will result in the completion of formal documentation of existing environmental conditions, possible environmental impacts of the project, and proposed methods to avoid, minimize or mitigate those impacts, along with initial engineering plans for the rail project. This documentation is called an Environmental Impact Statement (EIS). The natural, cultural, historical, and social environments along the proposed route will be investigated and documented. In addition, some engineering details will be developed in order to provide the environmental team with a “footprint” for the environmental review.
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 to be investigated include those on the area’s 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.
What is Preliminary Engineering?
Preliminary Engineering (PE) includes identifying additional project design detail, taking into consideration the physical needs of the passenger rail technology used, and the geometry of the terrain along the identified route. The plans will be developed to a 10 percent level of detail initially, to confirm the location and to provide the environmental team with a defined footprint for assessing the environmental impacts. At the end of this phase, pending approval from the Federal Transit Administration, plans will provide up to a 30 percent level of detail, which will help determine more precise cost estimates.
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. 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 T’s downtown bus transfer center) at the downtown Fort Worth Intermodal Transportation Center (ITC) and T&P Station.
Will this work include planning and locating the maintenance facilities required for rail operations?
Current assumptions are that this proposed rail line would utilize existing maintenance facilities of the Trinity Railway Express (TRE), which is jointly operated by The T and Dallas Area Rapid Transit (DART).
How long will this phase of the proposed project take to complete?
The target date for completing the draft EIS is June 2008.
Can’t The T just complete engineering and build the line? Why must this EIS be completed?
At this time, The T intends to use federal funding to build the proposed passenger rail line. In order to qualify for federal funding, transportation projects must complete an environmental review process before initiating preliminary engineering. In order to comply with federal requirements, many transportation projects must undergo an EIS to assess the potential environmental impacts and offer ways to avoid, minimize or mitigate those impacts.
ENVIRONMENTAL
When and how will potential environmental impacts be addressed?
The EIS documentation will include an assessment of the potential environmental impacts, and it will include proposed actions to address the impacts. The draft EIS is expected to be completed in June 2008.
What kinds of potential impacts will be evaluated?
The project will evaluate 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 will be considered to avoid, minimize or mitigate any potential environmental impacts?
Measures could include changes in design, alterations to rail system operations or related infrastructure recommendations, such as sound barriers or implementation of crossing quiet zones.
How will noise impacts be determined, and can blowing the train horns be waived through neighborhoods along the route?
Using federal standards, the environmental analysis will determine if noise impacts are significant enough to require mitigation measures such as options to avoid, minimize, or mitigate affected neighborhoods or other measures. One aspect related to train operations is the potential use 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.
GENERAL
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 this 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.
When will the proposed rail service be open to riders?
The target date for beginning passenger rail service is late 2012 to early 2013, though a more precise timeline will be developed as the project proceeds.
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.
Will the train be a two-way operation… will there be double tracks… what about at stations?
It is not intended that double track will be built along the entire corridor. Double tracks will be incorporated where needed to accommodate passing and operational safety. Stations will always have two tracks for passing. Initial planning assumptions include two-way operation over the length of the corridor at all times, though that may change as specific operational plans are developed.
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. More information about the potential speeds that the recommended train can travel will be available as this phase of the project progresses.
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 will be made, with special emphasis on public crossings. Railroad roadway markings, flashing lights and crossing gates are all typical safety features that can be installed to deter both vehicles and pedestrians from crossing the tracks when a train is approaching. Additionally, The T will continue its work with a program called Operation Lifesaver, which provides rail safety education and training to the public and communities.
How much will it cost to build and operate this passenger rail service?
The most current cost estimates about $470M will be needed to build the project.
How much will is cost to ride the train?
No decisions have been made on fare levels yet. It is anticipated that the cost for a passenger to ride the train will be comparable to a rail trip of similar length on the TRE.
How is the project being financed?
The project would be financed through a combination of several funding sources. The T’s 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 Administration’s New Starts Funding program.
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 T’s 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.
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 many trains a day will be traveling on this route?
The AA developed a conceptual operating plan calling for three trains per hour in each direction during rush hours, and one train per hour in non-rush hours. Those plans will be refined during this phase of the 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:
"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”
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, 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, it is possible The T will need to acquire property in order to provide adequate station amenities and parking, where appropriate. The amount and location of any properties that may need to be acquired will be determined during this phase of the project. The T also will work with private railroad companies during this phase of the project to determine possible use of their rail tracks.
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-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.
How can I participate in this phase of the Southwest-to-Northeast Rail Corridor project?
There are several ways people can get involved in this phase of the project, including:
• Attend a public meeting;
• Read more about the project and its progress;
• Join a roundtable, such as the station planning roundtables, where discussions about specific local issues will take place; and
• Make a comment.
Sign up to receive email notices of meetings, roundtables or events. Find more information on this website about the project. To make a comment, you may go to the website Comment Form, 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.
RAIL STATIONS
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)
Haltom City/U.S. Hwy 377
North Richland Hills/Smithfield Road
North Richland Hills/Iron Horse (Industrial Park Blvd.)
Colleyville - John McCain Station
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
A site at Altamesa/Dirks Roads will be evaluated as a possible layover site for trains.
You are encouraged to VIEW AND COMMENT on the proposed stations.
Will there be Park-and-Ride lots at train stations?
All station sites will be looked at for the potential to include parking facilities. This phase of the project will determine which stations will offer park-and-ride service.
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) are being planned for this 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.
Will the parking at stations be full when service starts? Will there be the ability to expand parking in the future?
We developed parking needs 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 our station recommendations was the availability of land to expand parking in the future.
Why are there are no stations between Grapevine and North Richland Hills – that is a long distance.
Stations are being planned in cities that are participating in financing of the proposed project, or the cities have approached The T with future plans to participate. There have been no formal discussions or agreements with the municipalities between the stations at this time. However, the City of Colleyville is scheduled to meet with The T’s executive staff to discuss the potential for a station.
Why are there two connections at the DFW Airport terminal?
This commuter rail service cannot run on the lines built by Dallas Area Rapid Transit to run light rail. These are two different technologies, and light rail cannot run on rail tracks that also carry freight.
Will the stations at DFW Airport be inside of security and connect with the train now serving the terminals?
The stations will be outside of security and would be separate from the Skylink people-mover system in place at the airport. However, DFW Airport is working with The T and DART on the possibility of offering baggage check service and security gate access to the terminals from the stations.
Will parking be allowed overnight at the DFW Airport North station?
Currently, no overnight parking is allowed at any rail station in the region. The T is looking at the potential to allow parking at this station, but no decision has been made.
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.
What would happen at the maintenance facility?
Current planning assumptions show the need for a layover facility 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.
Where are layover facilities planned for the project?
Layover facilities are being proposed for the southern end of the system near Dirks Rd. and Southwest Parkway. The DFW Airport North station area is also being considered to accommodate an area for a layover facility at this end of the corridor.