By JUSTIN FARMER - WFAA-TV - Wed., June 25, 2008
DALLAS - The rising price of gasoline has more people in the Dallas area relying on mass transit.
That pleases DART but also offers challenges as it tailors routes to riders' needs.
North Texans love their trucks and SUVs but maybe with gas at $4 a gallon, habits are changing.
The number of passengers on DART trains was up 5 percent last month.
The number of passengers on the TRE which runs between Dallas and Fort Worth was up 7 percent.
May represented the busiest month ever for DART trains - so busy that the parking lots in Plano and Garland were often full.
DART says if this happens to you, then drive to the next DART stop.
DART's future was in doubt in the early 1990s but now is being talked about as brighter than ever.
"We have the largest rail system currently under construction in North America," said DART spokesperson, Mark Ball.
"The 28-mile system is seeing condominiums and restaurants and all kinds of development that DART has nothing to do with, adjacent to our rail system. It's exciting thinking about in the very near future, those are the areas we are going to be servicing and those are the people who are going to be riding on DART," he added.
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Showing posts with label DART. Show all posts
Showing posts with label DART. Show all posts
Wednesday, June 25, 2008
Thursday, October 25, 2007
Local transit officials optimistic they can win federal funds, put project on fast track
By GORDON DICKSON - Star-Telegram Staff Writer -
Officials with the Fort Worth Transportation Authority are counting on Washington to pay nearly half the proposed $390 million needed to extend a commuter rail line from southwest Fort Worth to Northeast Tarrant County.
But securing federal money for such projects is so arduous, some transit agencies don't even bother applying for it.
Congress sets aside an average of about $1.7 billion a year for so-called new starts, an industry term for new rail or bus services - and 100 urban areas are competing for grants.
The Federal Transit Administration requires applicants to submit thousands of pages of documentation proving their project is justified. Many applicants are initially denied but are encouraged to make changes to their projects and resubmit the paperwork. By the time they are approved, projects are often years behind schedule.
"We're very appreciative of the funding but, boy, it takes a heck of an effort to get that money," said Stephen Salin, assistant vice president of capital planning for Dallas Area Rapid Transit. It took DART eight years to secure $700 million in federal funds for its light-rail line from Pleasant Grove to Farmers Branch, he said.
The T's project would connect southwest and downtown Fort Worth, Texas Christian University, the Stockyards, Grapevine and Dallas/Fort Worth Airport. Some say getting the train up and running by 2012, the informal target date, will take a near-miracle.
"My belief is we will not be denied," said Dick Ruddell, president of the Fort Worth Transportation Authority. "We have a good enough project because of the location and ridership projections. This is going to be viewed as very doable."
The ever-optimistic Ruddell says the T's proposal has several advantages that may speed up the funding.
nThe T wants about $175 million, far less than requests typically made by larger agencies such as DART. Local sources would provide an additional $215 million, including money already spent on two federal documents: an analysis of alternatives that was completed last year, and an ongoing environmental review.
The broad community support, as evidenced by Grapevine's successful 2006 sales tax referendum.
Trains would run on existing tracks owned by four railroad companies,
so few rights of way would need to be bought.
Denton gives up
Yet T officials need look no farther than one county to the north to
find an example of how similar projects have found federal funding
frustration.
In March, the Denton County Transportation Authority dropped its pursuit of federal funding for a commuter line from Denton to Carrollton. Denton County transit officials say they could eventually have proved that their proposed rail line, roughly parallel to Interstate 35E, was cost-effective. But it would probably have added years to the planning, and they didn't want to miss their self-imposed 2010 deadline to connect their trains with DART rail service in
Carrollton.
So the transit agency found other financial sources, including proceeds from the new Texas 121 toll road through Lewisville.
The project is still on schedule.
"We've been able to get down to the business of building a railroad rather than shuffle papers," said John Hedrick, president of the Denton County agency.
Transit officials in Raleigh, N.C., recently abandoned 11 years of planning for a Triangle Transit rail line connecting sprawling population and employment areas.
Why so complicated?
Many rail lines simply don't meet the Federal Transit Administration's definition of a cost-effective project.
The agency places a dollar value on the time commuters waste sitting in traffic jams in the proposal area. To come up with the value of adding rail or buses, the agency uses a complicated model that includes factors such as the cost of a project, the number of riders expected in a peak year (usually 2025 or 2030), and congestion data from buses and highways in the same area.
Even in cities the size of Dallas, proving a project's worthiness can be tough. DART's $700 million light-rail line, approved last year, didn't exactly pass with flying colors. It managed a slightly better than mediocre score, even though it is expected to have a whopping 40,300 riders a day by 2025.
The bureaucratic hurdles are necessary to ensure that rail projects are selected based upon scientific data rather than politics, federal officials say.
What if the T fails?
If the proposed Tarrant County rail line can't meet the federal agency's criteria, the T won't give up, Ruddell said. Instead, it will work closely with the agency to cut costs, find more ways to try to increase ridership and make any other changes. The worst case would be a delay of several years, he said.
Ruddell also said the rail line could be built in phases with local funds. Perhaps, he said, the first phase could serve central Fort Worth and Grapevine.
But he says he knows a cost-effective rail project when he sees it - and this one is it. Through most of the '90s, he was government affairs chairman for the American Public Transportation Association and helped draft legislation to grade rail projects.
"The federal government has clearly made it difficult to gain access to this money," Ruddell said.
"But we have incredible support from every part of the community. I've got local funding lined up. There's nothing to hold us back, except the process itself."
This week, the Star-Telegram is focusing on neighborhoods that might get a train station along the proposed commuter rail line from southwest Fort Worth to Northeast Tarrant County. Each day this week, part of the route will be featured on the Main Street page inside the newspaper's local section - starting Monday with a glance at the commuter rail plan near Sycamore School Road.
Train technology
The Fort Worth Transportation Authority wants to use a new breed of rail cars known as diesel multiple units. They are self-propelled, so they have no locomotive. They burn diesel fuel and offer riders the interior comfort of light-rail service.
When will it begin?
The rail line could open by 2012 if the ongoing environmental review goes smoothly and the federal government agrees to chip in $175 million in funding. An additional $215 million in local funds has been identified. Agreements must also be reached with up to four railroads whose tracks would be needed for passenger service.
The schedule
The roughly 40-mile line would serve 13 or 14 stations, depending on which of three routes is chosen. During morning and afternoon rush periods, about three trains per hour would operate on the line. The rest of the day, about one train per hour would operate. Some stations would be neighborhood-oriented, and others would be regional
park-and-ride lots. Each would have a platform, windscreens, canopies, walkways, wheelchair accessibility, ticketing, and bus and car drop-off areas.
Paying for the project
How the T proposes to pay for the $390 million Southwest-to-Northeast Rail Corridor:
$70 million, local sales tax - $30 million from the T, and $40 million from Grapevine.
$60 million Texas Mobility Fund, state appropriation.
$20 million, Tarrant County bonds, part of voter-approved transportation package..
$55 million, North Central Texas Council of Governments - Partnership II congestion mitigation and other funds.
$10 million, other local funding.
$175 million, Federal Transit Administration grant.
Source: Fort Worth Transportation Authority
Read more in the Fort Worth Star Telegram
Officials with the Fort Worth Transportation Authority are counting on Washington to pay nearly half the proposed $390 million needed to extend a commuter rail line from southwest Fort Worth to Northeast Tarrant County.
But securing federal money for such projects is so arduous, some transit agencies don't even bother applying for it.
Congress sets aside an average of about $1.7 billion a year for so-called new starts, an industry term for new rail or bus services - and 100 urban areas are competing for grants.
The Federal Transit Administration requires applicants to submit thousands of pages of documentation proving their project is justified. Many applicants are initially denied but are encouraged to make changes to their projects and resubmit the paperwork. By the time they are approved, projects are often years behind schedule.
"We're very appreciative of the funding but, boy, it takes a heck of an effort to get that money," said Stephen Salin, assistant vice president of capital planning for Dallas Area Rapid Transit. It took DART eight years to secure $700 million in federal funds for its light-rail line from Pleasant Grove to Farmers Branch, he said.
The T's project would connect southwest and downtown Fort Worth, Texas Christian University, the Stockyards, Grapevine and Dallas/Fort Worth Airport. Some say getting the train up and running by 2012, the informal target date, will take a near-miracle.
"My belief is we will not be denied," said Dick Ruddell, president of the Fort Worth Transportation Authority. "We have a good enough project because of the location and ridership projections. This is going to be viewed as very doable."
The ever-optimistic Ruddell says the T's proposal has several advantages that may speed up the funding.
nThe T wants about $175 million, far less than requests typically made by larger agencies such as DART. Local sources would provide an additional $215 million, including money already spent on two federal documents: an analysis of alternatives that was completed last year, and an ongoing environmental review.
The broad community support, as evidenced by Grapevine's successful 2006 sales tax referendum.
Trains would run on existing tracks owned by four railroad companies,
so few rights of way would need to be bought.
Denton gives up
Yet T officials need look no farther than one county to the north to
find an example of how similar projects have found federal funding
frustration.
In March, the Denton County Transportation Authority dropped its pursuit of federal funding for a commuter line from Denton to Carrollton. Denton County transit officials say they could eventually have proved that their proposed rail line, roughly parallel to Interstate 35E, was cost-effective. But it would probably have added years to the planning, and they didn't want to miss their self-imposed 2010 deadline to connect their trains with DART rail service in
Carrollton.
So the transit agency found other financial sources, including proceeds from the new Texas 121 toll road through Lewisville.
The project is still on schedule.
"We've been able to get down to the business of building a railroad rather than shuffle papers," said John Hedrick, president of the Denton County agency.
Transit officials in Raleigh, N.C., recently abandoned 11 years of planning for a Triangle Transit rail line connecting sprawling population and employment areas.
Why so complicated?
Many rail lines simply don't meet the Federal Transit Administration's definition of a cost-effective project.
The agency places a dollar value on the time commuters waste sitting in traffic jams in the proposal area. To come up with the value of adding rail or buses, the agency uses a complicated model that includes factors such as the cost of a project, the number of riders expected in a peak year (usually 2025 or 2030), and congestion data from buses and highways in the same area.
Even in cities the size of Dallas, proving a project's worthiness can be tough. DART's $700 million light-rail line, approved last year, didn't exactly pass with flying colors. It managed a slightly better than mediocre score, even though it is expected to have a whopping 40,300 riders a day by 2025.
The bureaucratic hurdles are necessary to ensure that rail projects are selected based upon scientific data rather than politics, federal officials say.
What if the T fails?
If the proposed Tarrant County rail line can't meet the federal agency's criteria, the T won't give up, Ruddell said. Instead, it will work closely with the agency to cut costs, find more ways to try to increase ridership and make any other changes. The worst case would be a delay of several years, he said.
Ruddell also said the rail line could be built in phases with local funds. Perhaps, he said, the first phase could serve central Fort Worth and Grapevine.
But he says he knows a cost-effective rail project when he sees it - and this one is it. Through most of the '90s, he was government affairs chairman for the American Public Transportation Association and helped draft legislation to grade rail projects.
"The federal government has clearly made it difficult to gain access to this money," Ruddell said.
"But we have incredible support from every part of the community. I've got local funding lined up. There's nothing to hold us back, except the process itself."
This week, the Star-Telegram is focusing on neighborhoods that might get a train station along the proposed commuter rail line from southwest Fort Worth to Northeast Tarrant County. Each day this week, part of the route will be featured on the Main Street page inside the newspaper's local section - starting Monday with a glance at the commuter rail plan near Sycamore School Road.
Train technology
The Fort Worth Transportation Authority wants to use a new breed of rail cars known as diesel multiple units. They are self-propelled, so they have no locomotive. They burn diesel fuel and offer riders the interior comfort of light-rail service.
When will it begin?
The rail line could open by 2012 if the ongoing environmental review goes smoothly and the federal government agrees to chip in $175 million in funding. An additional $215 million in local funds has been identified. Agreements must also be reached with up to four railroads whose tracks would be needed for passenger service.
The schedule
The roughly 40-mile line would serve 13 or 14 stations, depending on which of three routes is chosen. During morning and afternoon rush periods, about three trains per hour would operate on the line. The rest of the day, about one train per hour would operate. Some stations would be neighborhood-oriented, and others would be regional
park-and-ride lots. Each would have a platform, windscreens, canopies, walkways, wheelchair accessibility, ticketing, and bus and car drop-off areas.
Paying for the project
How the T proposes to pay for the $390 million Southwest-to-Northeast Rail Corridor:
$70 million, local sales tax - $30 million from the T, and $40 million from Grapevine.
$60 million Texas Mobility Fund, state appropriation.
$20 million, Tarrant County bonds, part of voter-approved transportation package..
$55 million, North Central Texas Council of Governments - Partnership II congestion mitigation and other funds.
$10 million, other local funding.
$175 million, Federal Transit Administration grant.
Source: Fort Worth Transportation Authority
Read more in the Fort Worth Star Telegram
Wednesday, July 25, 2007
Most cost-effective rail route ends in downtown Denton - Expense-per-rider would meet federal funding criteria
By DAVE MOORE - Denton Record-Chronicle - Wednesday, May 11, 2005
DENTON – A route that ends in downtown Denton is the most cost-effective for commuter rail service from Denton to Dallas, a consultant said Wednesday.
URS Corp. associate Tim Baldwin told the Denton County Transportation Authority board that the average rider would cost the DCTA $15.05 per year using that route. Denver-based URS arrived at the figure by dividing the annual construction, operating and maintenance costs by the number of riders per year.
To receive federal funding, rail projects in 2006 must cost $15.22 or less per rider per year, according to Mr. Baldwin.
"With this analysis, we move beyond the emotion" of those opposing the line, said DCTA board member Randy Hunt.
Mr. Hunt wouldn't specify who has been objecting to rail talks, but some residents in Corinth have voiced concerns about how the train line, proposed along a Missouri-Kansas-Texas line, would disrupt their neighborhoods.
In another alternative, URS has proposed spending $20 million to move the line parallel to Interstate 35E and away from the neighborhoods. But that pushes the cost of the project up $1 per rider per year.
The authority was created by a countywide vote in 2003, with a majority of the voters in Denton, Lewisville and Highland Village approving. Its mission is to create and operate mass transit systems for Denton County
that would connect to the Dallas area.
The DCTA has been collecting its half-cent sales tax since January 2004 and has been holding public meetings and forums.
The cost analysis given Wednesday is not the final recommendation from URS. The consultant will publicly disclose that at meetings Monday and Tuesday in Denton and Highland Village, respectively.
The DCTA board will use that recommendation and other public input to choose the best way to reduce commuter congestion on Interstate 35E. They are to vote on a route at a meeting May 26.
Mr. Baldwin said community input also will influence URS' recommendation of which commuting option is the best choice.
The rail option determined to be second-most cost-efficient was using the Missouri-Kansas-Texas rail line to downtown Carrollton, then heading south to Las Colinas using the Burlington-Northern-Santa Fe rail line, parallel to the existing Trinity Railway Express line to Union Station in downtown Dallas.
But that would increase construction costs by at least $100 million, according to URS documents. That route's ridership would be higher, which would reduce the cost to $15.29 per passenger per year, Mr. Baldwin said.
The option was put in the mix at the advice of the federal officials, who wanted an alternative route in case Dallas Area Rapid Transit doesn't extend its rail line north to Carrollton. The URS analysis on the Burlington route assumes that the DART extension to Carrollton wouldn't be completed, Mr. Baldwin said.
One advantage to the Burlington route would be that riders wouldn't need to transfer trains in their commutes between Dallas and Denton, Mr. Baldwin said. Currently, the DCTA plans to have riders transfer from its passenger train cars in Carrollton to board DART light-rail cars, Mr. Baldwin said.
The Denton County rail line could be completed as early as 2011, depending upon DART's timeline, Baldwin said.
Read more
DENTON – A route that ends in downtown Denton is the most cost-effective for commuter rail service from Denton to Dallas, a consultant said Wednesday.
URS Corp. associate Tim Baldwin told the Denton County Transportation Authority board that the average rider would cost the DCTA $15.05 per year using that route. Denver-based URS arrived at the figure by dividing the annual construction, operating and maintenance costs by the number of riders per year.
To receive federal funding, rail projects in 2006 must cost $15.22 or less per rider per year, according to Mr. Baldwin.
"With this analysis, we move beyond the emotion" of those opposing the line, said DCTA board member Randy Hunt.
Mr. Hunt wouldn't specify who has been objecting to rail talks, but some residents in Corinth have voiced concerns about how the train line, proposed along a Missouri-Kansas-Texas line, would disrupt their neighborhoods.
In another alternative, URS has proposed spending $20 million to move the line parallel to Interstate 35E and away from the neighborhoods. But that pushes the cost of the project up $1 per rider per year.
The authority was created by a countywide vote in 2003, with a majority of the voters in Denton, Lewisville and Highland Village approving. Its mission is to create and operate mass transit systems for Denton County
that would connect to the Dallas area.
The DCTA has been collecting its half-cent sales tax since January 2004 and has been holding public meetings and forums.
The cost analysis given Wednesday is not the final recommendation from URS. The consultant will publicly disclose that at meetings Monday and Tuesday in Denton and Highland Village, respectively.
The DCTA board will use that recommendation and other public input to choose the best way to reduce commuter congestion on Interstate 35E. They are to vote on a route at a meeting May 26.
Mr. Baldwin said community input also will influence URS' recommendation of which commuting option is the best choice.
The rail option determined to be second-most cost-efficient was using the Missouri-Kansas-Texas rail line to downtown Carrollton, then heading south to Las Colinas using the Burlington-Northern-Santa Fe rail line, parallel to the existing Trinity Railway Express line to Union Station in downtown Dallas.
But that would increase construction costs by at least $100 million, according to URS documents. That route's ridership would be higher, which would reduce the cost to $15.29 per passenger per year, Mr. Baldwin said.
The option was put in the mix at the advice of the federal officials, who wanted an alternative route in case Dallas Area Rapid Transit doesn't extend its rail line north to Carrollton. The URS analysis on the Burlington route assumes that the DART extension to Carrollton wouldn't be completed, Mr. Baldwin said.
One advantage to the Burlington route would be that riders wouldn't need to transfer trains in their commutes between Dallas and Denton, Mr. Baldwin said. Currently, the DCTA plans to have riders transfer from its passenger train cars in Carrollton to board DART light-rail cars, Mr. Baldwin said.
The Denton County rail line could be completed as early as 2011, depending upon DART's timeline, Baldwin said.
Read more
Final site for N. Lewisville rail station announced
By Monty Miller Jr - Staff Writer - Denton Record Chronicle - Tuesday, June 26, 2007
The Denton County Transportation Authority reached another milestone recently in its quest to bring a high-speed regional commuter rail system to Denton County when it announced the final site for a north Lewisville rail station.
The new site will be on the east side of Interstate 35E at Garden Ridge Boulevard. The other option was to put the station at FM407, but that proposition was defeated, said transportation authority spokeswoman Dee Leggett.
“It had been a toss up between 407 and Garden Ridge,” she said. “But, what really tipped the scales for Garden Ridge was the city of Lewisville and the city of Highland Village both wanted it at Garden Ridge.”
Only the site has been approved as of now, Leggett said. The design phase is ongoing and should last through 2007 and into 2008, with construction beginning by spring 2009.
The final design and construction timetable ultimately will depend on the Texas Department of Transportation’s plan to expand I-35E, Leggett said.
Lewisville Mayor Gene Carey said the Garden Ridge location was the optimum.
“That’s where our hearts kind of lay,” he said. “It’s close to the lake and that’s a big economic area for us and Highland Village.”
The DCTA has already announced there will be two stations in Denton. One will be in downtown, most likely in the area east of Bell Avenue between Sycamore and Hickory streets, and the second in the south somewhere between Denton Regional Medical Center and Golden Triangle Mall along I-35E. The sites have not yet been finalized
Two other stations are planned for the Lewisville area as well — one in the city’s downtown and another on the city’s south side.
A sixth station is planned for Carrollton, where the DCTA rail will hook up with Dallas Area Rapid Transit (DART) system.
Since 2002, the transportation authority has been studying the effect that a passenger rail system would have on Denton County, and in 2003, voters approved a one-half percent local sales tax to fund public transportation projects.
The transportation authority’s ultimate goal is to develop a commuter rail line between Denton and Carrollton that will connect to the DART line that stops in Carrollton. The line is meant to alleviate traffic congestion on I-35E and improve air quality.
Transportation authority officials hope to begin rail service to Lewisville as early as 2010, with service to Denton not likely until 2013.
Read more
The Denton County Transportation Authority reached another milestone recently in its quest to bring a high-speed regional commuter rail system to Denton County when it announced the final site for a north Lewisville rail station.
The new site will be on the east side of Interstate 35E at Garden Ridge Boulevard. The other option was to put the station at FM407, but that proposition was defeated, said transportation authority spokeswoman Dee Leggett.
“It had been a toss up between 407 and Garden Ridge,” she said. “But, what really tipped the scales for Garden Ridge was the city of Lewisville and the city of Highland Village both wanted it at Garden Ridge.”
Only the site has been approved as of now, Leggett said. The design phase is ongoing and should last through 2007 and into 2008, with construction beginning by spring 2009.
The final design and construction timetable ultimately will depend on the Texas Department of Transportation’s plan to expand I-35E, Leggett said.
Lewisville Mayor Gene Carey said the Garden Ridge location was the optimum.
“That’s where our hearts kind of lay,” he said. “It’s close to the lake and that’s a big economic area for us and Highland Village.”
The DCTA has already announced there will be two stations in Denton. One will be in downtown, most likely in the area east of Bell Avenue between Sycamore and Hickory streets, and the second in the south somewhere between Denton Regional Medical Center and Golden Triangle Mall along I-35E. The sites have not yet been finalized
Two other stations are planned for the Lewisville area as well — one in the city’s downtown and another on the city’s south side.
A sixth station is planned for Carrollton, where the DCTA rail will hook up with Dallas Area Rapid Transit (DART) system.
Since 2002, the transportation authority has been studying the effect that a passenger rail system would have on Denton County, and in 2003, voters approved a one-half percent local sales tax to fund public transportation projects.
The transportation authority’s ultimate goal is to develop a commuter rail line between Denton and Carrollton that will connect to the DART line that stops in Carrollton. The line is meant to alleviate traffic congestion on I-35E and improve air quality.
Transportation authority officials hope to begin rail service to Lewisville as early as 2010, with service to Denton not likely until 2013.
Read more
Monday, June 11, 2007
Kidnapping attempted at Richardson DART station
By Scott Farwell - Dallas Morning News - Sunday, June 10, 2007
Dallas Area Rapid Transit Police and the Richardson Police Department are investigating the attempted kidnapping of a woman at the Spring Valley Station of the commuter rail line Sunday afternoon.Read more area news
A man grabbed a woman by the arm and tried to drag her out of the station about 3 p.m., Richardson Police Sgt. Harry Helliwell said.
A pedestrian started yelling for police, and the kidnapper ran away. The woman was not injured.
Saturday, May 26, 2007
DART Rail to be expanded
New funding released by the United States Federal Transportation Administration will allow the doubling in size of the network by 2013, including a 34km (21 mile) Green Line with 24 stations. It will serve regional destinations including Deep Ellum, Baylor University Medical Center, Fair Park, Victory Park and Dallas Market Center. A second branch will extend from the Green Line to Carrollton, to become the Orange Line. This line will also serve Dallas Fort Worth International Airport by 2013.Read more
Design and planning consultation for the Green and Orange lines is being carried out by Sasaki Associates of Boston and San Francisco. The company has been involved in several high profile projects in the Dallas area including the Addison Circle Park which is served by light rail.
Services on the existing network will go on from Garland to Rowlett in 2012, and the benefit of the total programme is expected to be an additional 60,000 passenger trips each weekday, doubling the current ridership.
Friday, May 25, 2007
Study: DART expansion to bring big payoff to N. Texas
by Margaret AllenStaff Writer Dallas Business Journal - May 17, 2007
With the doubling of Dallas Area Rapid Transit's light rail system now begun, the mass transit agency has released a study saying its $4.86 billion investment in the line will pay off two to one.
Texas will gain $8.1 billion in economic activity from build-out of the next 48 miles of light rail by 2013, according to the study by Bernard Weinstein and Terry Clower with the Center for Economic Development and Research at the University of North Texas. ...
DART's new, 20-station Green Line will run more than 27 miles from Pleasant Grove, an area of southeast Dallas, to Carrollton. It's set for completion in 2010.
Also planned are the 14-mile, seven-station Orange Line to Dallas/Fort Worth International Airport, set for completion in 2013.
The 4.5 mile, one-station Blue Line expansion to downtown Rowlett is set for completion in 2012.
mallen@bizjournals.com | 214706-7119 Read more
With the doubling of Dallas Area Rapid Transit's light rail system now begun, the mass transit agency has released a study saying its $4.86 billion investment in the line will pay off two to one.
Texas will gain $8.1 billion in economic activity from build-out of the next 48 miles of light rail by 2013, according to the study by Bernard Weinstein and Terry Clower with the Center for Economic Development and Research at the University of North Texas. ...
DART's new, 20-station Green Line will run more than 27 miles from Pleasant Grove, an area of southeast Dallas, to Carrollton. It's set for completion in 2010.
Also planned are the 14-mile, seven-station Orange Line to Dallas/Fort Worth International Airport, set for completion in 2013.
The 4.5 mile, one-station Blue Line expansion to downtown Rowlett is set for completion in 2012.
mallen@bizjournals.com | 214706-7119 Read more
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