DART Plots Love Field Stop

[GarrettCarey]

Great article in Monday's Dallas Business Journal about DART's expansion into the northwest corridor into Love Field. Does anyone have any thoughts that are not covered?

<a href="http://
http://dallas.bizjournals.com/dallas/stories/2002/04/29/story1.html
">
http://dallas.bizjournals.com/dallas/stories/2002/04/29/story1.html
</a>

[mdunlap1]

Good news from this article, Garrett. Thanks.

It's been nice to see the debate on the Love Field station position evolve away from "if" but "how" to build the station with direct access to the airport. Wow, could the Dallas City Council finally be getting something right?

:cool:

[GarrettCarey]

Dallas leaders want suburban rail delayed to allow Love stop
Mayors, others urge DART to keep word to voters, stay on track

08/07/2002

By TONY HARTZEL / The Dallas Morning News

Dallas transportation leaders want their suburban counterparts to consider delaying light-rail expansion into their communities so that trains may adequately serve Dallas Love Field. Delaying expansion would free up DART money that could be used for a light-rail line to the city airport.

"It's important that we do this the right way," said City Council member Alan Walne, who with his Transportation Committee colleagues met with Dallas' nine DART board representatives Tuesday. "I am absolutely convinced we need to do it, and we need to make the commitment."

The committee members agreed to press the issue with their suburban counterparts in coming weeks. DART is scheduled to make a decision on the rail line's ultimate path Sept. 3. Because the Love Field line is an extra expense for DART, it must be approved by 10 of DART's 15 board members.

The plan doesn't have a chance if it means more delays, said Irving Mayor Joe Putnam and Farmers Branch Mayor Bob Phelps.

"We will not agree to that at all," Mr. Putnam said. "They've had plenty of time to work that out."

Farmers Branch has been promised rail in the past, only to have it delayed, Mr. Phelps said.

"We've told them we don't want any more delays. But we're perfectly willing to talk about it. Just don't come to us with a long delay," he said. "We certainly have nothing against Love Field. If it's part of the plan, it should have been part of the plan 20 years ago."

Dallas Area Rapid Transit has not produced any estimates about how long other projects would have to be delayed to compensate for the unbudgeted $160 million airport-line cost.

Projects on the table for delays include rail to Las Colinas, Dallas/Fort Worth International Airport, Farmers Branch or Carrollton. Dallas leaders recognize that they may have to consider delays to the southeast rail line to Fair Park and Pleasant Grove that is scheduled to open in 2007.

Budget shortfall

Debate about Love Field funding has grown in recent days as the transit agency confronts an expected $80 million revenue shortfall in the coming fiscal year. DART has trimmed its operations budget and is limiting its capital projects, leaving no room in the current plans for Love Field service.
The Love Field line could be part of DART's plans to build light-rail lines to Carrollton, Farmers Branch and Irving. Construction could start in 2004, with the first stations scheduled to open in 2008. Service is scheduled to reach D/FW Airport in 2010.

Running trains into Love Field after a rail line is built could prove costly, DART planners said. The agency would have to tear out about $50 million in duplicate track and station equipment for such an extension.

Regional importance

Dallas council members and DART board members said they hoped suburban leaders would recognize the regional importance of Love Field.
"It seems to me you can't build that line without going into Love Field," council member Lois Finkelman said. "The most critical question right now is that no one knows what would be the delay to the suburbs."

For some suburban DART board members, the issue boils down to the transit agency keeping its word to the voters who approved long-term financing for rail lines in August 2000. DART published a schedule of rail completion dates that should not be altered, said board member Mark Enoch, who represents Farmers Branch, Garland and Rowlett.

"I would love to do Love Field," he said. "I don't see how we can have the money unless we borrow from the future. I'm not willing to do that. I don't think we can get to Love Field and keep our promises."

E-mail thartzel@dallasnews.com

[MustangMonkey]

Just shows how suburban special interest are a threat to regional planning. I agree that the Love Field stop should be included in the planns at much erlier date, but this Mr. Phelps sure sounds like a dumb ass for saying it should have been in the plans 20 years ago. 1982, O'yea, the idea of the existance of light rail was going over real well back then, much less the need for a light rail tunnel. Lets see the DFW metro was about 3 Million 20 years ago and 5 Million today, who else didn't see it comming.

Admitidly, I've said dumb things before; there are even things I've said on this message board, which make it clear I had more flustration than thought. However, there is no justification for not building LR to Love Field, there is not a more logical choice; this isn't brain surgery.

[GarrettCarey]

Love Field rail: Dallas and suburbs should seek a win-win
08/13/2002

A light rail line to serve Love Field will benefit more than Dallas riders. As the base for Southwest Airlines, the airport plays a key role for passengers from throughout the Dallas Area Rapid Transit service area.

But Dallas City Council members should not be surprised that the suburbs strongly oppose delaying construction of other light rail lines in order to move ahead with a line to Love Field.

DART board members have enjoyed relative calm while light rail construction has moved ahead on schedule. That's because the transit agency has been pursuing shared goals.

With the Love Field proposal threatening to generate some of the old hostilities that hobbled DART back in the 1980s, it is vital that Dallas and the suburbs find a compromise. Unfortunately, the time for doing so is short. The board will need to have some idea whether a Love Field line can be included in the overall plans by early September.

All member cities should be willing to negotiate so a line can be built to an airport that serves the entire region.

The most logical choice for trimming costs would be the $300 million plan for an underground line through downtown. Most council members think the second rail line through Dallas' urban core should be subsurface.

But that strategy was established before DART was facing sluggish sales tax revenue and an $80 million shortfall. Dallas should be open to the alternative of building the line at ground level for half the price. The surface plan could be revised later if revenue increases.

At the same time, suburban cities should not use the Love Field proposal as a rallying cry for a renewed battle with Dallas. If Dallas accepts changes, the suburbs must be prepared to do the same – even if it means pushing out completion dates for some rail lines by a few months.

DART cannot afford to return to the days when disagreements kept the transit system from accomplishing its goals. This transit agency now is considered one of the most successful in the nation because members learned how to keep their eyes on the prize. That must not change now.

[MustangMonkey]

Amen

[Columbus Civil]

I think this is a huge mistake.

www.dallasnews.com/latestnews/stories/102302dnmetdart.b7c29.html (http://www.dallasnews.com/latestnews/stories/102302dnmetdart.b7c29.html)

[GarrettCarey]

I too disagree with this move. I'd be willing ot bet that the suburb cities that are unwilling to delay their plans now will be the same cities to lobby for a direct Love Field connection in 5-10 yrs! Hopefully someone will ante up the money.....

[aceplace]

Why are we making the decision now, when we have a downturn in the economy?

The decision will affect the future of the region far into the future, and there will be better times to come. Perhaps in 2 or 3 years, the economy will be booming, there will be enough sales tax money to pay for a tunnel, and we will all be in a more optimistic frame of mind.

Let's just delay or postpone the decision.

[MustangMonkey]

I agree, the suburbs want a rail line today so give it to them just don't build the section around love field until there is money for the tunnel. That way dart keeps its promise to the suburbs and still plans for the future.

I think this proposal would send the suburbs begging for the love field tunnel to be completed first.

[CTroyMathis]

DART offers two Love Field plans
Officials: Options for federal review won't delay suburban routes

12/19/2002

By TONY HARTZEL / The Dallas Morning News

DART officials, lacking consensus about a single plan for Love Field train service, have come up with the next-best thing – submitting two rail construction plans for federal review.

Federal officials took the highly unusual step this week of agreeing to evaluate dual expansion plans after meeting with Dallas Area Rapid Transit officials. One plan includes a $160 million rail tunnel into Love Field. The other keeps the main rail line outside airport grounds but leaves an option for direct service that doesn't need federal approval.

For months, it has appeared that DART could serve Love Field or build rail lines to the suburbs on time – but not both. Neither plan submitted to federal officials would mean delaying rail expansion to the suburbs, DART officials say.

"I feel great about it. This cuts out the indecision and negates the risk," said Gary Thomas, DART president and executive director.

Love Field light-rail service has only recently been officially considered in DART's rail plans. Controversy began months ago after DART officials said they couldn't afford to include financing for the line in their 2003 budget. That angered Dallas officials, who threatened to withhold support for two DART expansion lines if a Love Field connection could not be included.

The timing for DART couldn't have been worse, as it prepared to seek $700 million in federal financing – something it can do only once every six years. A lack of local support for federal money means no support nationally once the request reaches Congress and the Federal Transit Administration.

"No delays to the suburbs is still the guiding principle, and with this, we don't jeopardize federal funding," Mr. Thomas said.

Farmers Branch Mayor Bob Phelps called the dual-plan progress a good sign. The city has threatened to pull out of DART if the rail line is delayed. That would deprive DART of millions of tax dollars.

"It is a possibility" that the developments could ease tensions enough that the city would not call a pullout election, he said.

The FTA should determine by spring whether the $160 million tunnel plan earns a recommended ranking. If not, DART and Dallas would fall back to an agreement being worked out to build a rail spur and later build a connecting tunnel.

Reviewing two plans "is not something the FTA volunteered to do," said DART board member and former chairman Jesse Oliver of Dallas, who traveled to Washington, D.C., for a meeting with FTA officials. "We had to get them to understand the circumstances we were involved in."

Other issues remain. When the connecting tunnel would be built could become a sticking point, according to Dallas City Council member Sandy Greyson, chairwoman of the council's transportation committee.

On the financing side, Dallas must initiate fees of $3.50 to $4.50 on all Love Field plane tickets, a possibility that has drawn opposition from main airport tenant Southwest Airlines. The fee increase must be approved by the Federal Aviation Administration.

Dallas' stance has led suburban leaders to question Dallas' commitment to regional transit, something Mayor Laura Miller has said she will push for in the upcoming legislative session. Dallas fully supports regional transit, and it has proved that by pledging millions of dollars of its own money to build the Love Field tunnel, she said.

"We're optimistic," Ms. Miller said, adding that the city is pleased that DART has scheduled a Thursday meeting to approve a resolution supporting the Love Field tunnel efforts. "It would be such a waste for us to build a transit bypass around the airport that serves cities all around Dallas."

North Texas is still in a precarious position with federal financing because of the Dallas-suburban conflict, according to a patriarch of regional transit efforts.

"It's imperative that we maintain a united front when we're seeking federal funds," said Walt Humann, who led the region's first effort to create a mass-transit agency in 1980. "It's a really tight competition, and unified communities get the money."

Regional unity could get a test Dec. 30, when the Farmers Branch City Council is scheduled to decide whether to call a DART pullout election for May 3. In addition, at least one other city, Carrollton, is watching the situation closely.

State law allows cities to call DART pullout elections once every six years, and the window closes Jan. 1. If Farmers Branch calls the election Dec. 30, it would have until 45 days before the voting day to cancel it.

Pulling out of DART would allow Farmers Branch to collect the 1 percent sales tax for other purposes, and Farmers Branch could vote to get back in DART later when trains are close to arriving in the city, Mr. Phelps said.

If the city decided to return to the agency later, its transit projects including a Farmers Branch rail station would go to the end of a list of future plans. Light-rail trains would run through Farmers Branch to Carrollton but not stop. DART is updating is expansion plans, and its project list will soon extend to 2030.

[CTroyMathis]

DART to Love Field
Keep working to find a way to build direct link

12/22/2002


It is good to find a solution to an impasse – particularly when that impasse involves passenger rail service to Dallas Love Field.

Federal officials helped break up a sticky situation last week by agreeing to review two Dallas Area Rapid Transit rail line expansion plans, including one that commits $160 million to a line that goes to the municipal airport.

The agreement may avert an ugly scene between DART officials and the Dallas City Council, which seemed prepared to block the next transit federal funding request if it didn't include passenger service to Love Field.

The transit agency has had to walk a fine line on the airport transportation controversy. Member cities in the northwest are angry that it will be years before the popular light rail system reaches them. In fact, talk of further delays prompted Farmers Branch to discuss pulling out of DART. The loss would be a financial blow to the transit agency's long-range plans.

The decision by the Federal Transit Administration to review a plan that has direct service to Love Field, as well as one that does not, gives Dallas and the suburbs an equal opportunity to make their case.

The rift over the Love Field line is unfortunate. Passenger service to the airport benefits the entire region – not simply Dallas. But tight federal budgets have a way of convincing cities to fend for themselves.

Should the Federal Transit Administration approve a $700 million allocation that excludes Love Field, DART must keep its promise to find an alternative way to build the line. Dallas already is prepared to place an additional fee on passenger tickets at the airport to pay its share of the costs.

This project is too important to get caught in a tug-of-war.

[freewaytincan]

I would hate to see the plan fail. I know that when I leave for San Antonio for State AcDec (Pearce always goes...) I will take the train and a bus, so I can support my theory that public transit pays, in more ways than one!

[bloodandpopcorn]

Another great article.... I really am impressed with Laura Miller taking a strong stance on some very important issues, and picking the choice best for the city in my opinion, since before her ellection we seemed to differ in just about every one of our opinions on Dallas development.

[tamtagon]

I'd like to see the Love Field station built to accommodate the eventual east/west line. More that a stop at the airport, I could see the Love Field station becoming a major interchange anchoring northern growth of high density development centered in downtown.

[bloodandpopcorn]

Ohh, very nice, I agree. It could be a kind of multi-modal hub... great idea.

[INTX dave]

A Love Field station is critical to provide a seamless transportation system within Dallas... A visitor could leave their flight and catch a direct connection to any of the major business or tourist centers within the city or the surrounding area. This should be recognized as a long term regional asset.

[Quiz03]

I wonder how important getting federal dollars for this round of expansion is to the pace of these and future lines' construction. I thought the vote to issue bonds a few years ago meant they could afford the expansion without federal help? Is this money needed to finance the construction in a timely manner, or would getting federal help just mean the next phase of rail lines will be built faster because DART won't have to pay off as much debt.

[CTroyMathis]

Both sides say hopes high for airport tunnel
01/19/2003

By TONY HARTZEL / The Dallas Morning News
http://www.dallasnews.com/localnews/columnists/thartzel/stories/011903dnmetroadrunner.3dd64.html

The trains-to-Love Field debate continues, and time is running out.

DART and the city of Dallas locked horns again last week on how to best provide rail service to the city-owned airport, but both sides say they are optimistic that the issue will be resolved.

The transit agency's planned expansion to Fair Park, Pleasant Grove, Las Colinas, Carrollton and Farmers Branch hangs in the balance.

DART needs the city's approval of a light-rail route change through the hospital district by Feb. 5. Without it, the transit agency probably won't get $700 million in federal money for rail expansion, for which DART must apply by late February.

But Dallas doesn't want to support the hospital route change until it gets assurances that a $142 million rail tunnel will be built at Love Field.

"The solution is for Dallas to take action on the approval of the alignment," said DART board chairman Robert Pope of Plano. "We can continue to discuss the options for Love Field, and they can quit holding the alignment hostage."

Dallas council members just want DART to meet them halfway, said Mayor Pro Tem Don Hill.

"We're not holding anything hostage. But Love Field goes together with approval of the northwest line," he said.

DART has gotten federal officials to agree to review two sets of rail plans, one with a tunnel and one without. If federal officials recommend financing for DART tunnel plan, that would resolve the issue.

If the tunnel is not recommended for funding, Love Field would still get train service via a rail spur that would be built from the nearby Inwood Road station. The spur would require train riders to transfer at Inwood Road to get to the airport.

Small signs of movement came last week. Council members agreed to back off their demands that a Love Field rail tunnel be built before previously scheduled DART projects, such as a rail connection to Dallas/Fort Worth International Airport. But Dallas wants DART to build the rail tunnel ahead of any future unnamed projects that could be built starting about 2018.

On Tuesday, the DART board rejected that request. Eight Dallas board members voted for the measure, and six suburban board members voted against it. The measure failed because it needed a two-thirds majority.

DART officials say they have no more bond money to build the tunnel, so a Love Field rail tunnel must compete with other transit projects for future funding. They also note that moving the tunnel to the top of a future project list without a thorough review sets a bad precedent.

DART's hopes of winning future bond elections would be slim if the agency must explain that a Love Field tunnel must come before any new projects, Mr. Pope said.

But without a binding agreement to build the rail tunnel, Dallas council members said last week that they think it will never be built.

"There is tremendous resistance to doing an exit tunnel," said Sandy Greyson, chairman of the council's transportation committee, while adding that the project "would not fare very well" in competition with other rail projects for funding.

According to DART and regional projections, the rail spur would serve about 800 riders a day, and the exit tunnel would serve an additional 400 riders a day. Trains to D/FW Airport would serve about 7,000 riders a day.

DART has proposed that if Dallas wants the Love Field tunnel, it could choose to have a second surface rail line through downtown instead of a more expensive tunnel. The cost difference would help pay for the Love Field tunnel.

Regional transportation leaders have pledged $35 million to help pay to build Love Field train service, but only if it doesn't harm any other projects – a stance that may have led to Dallas' reversal on its insistence that a Love Field tunnel come before D/FW Airport connections.

It remains to be seen whether Dallas' current stance that a Love Field tunnel come before any future DART projects would generate the same response from Michael Morris, director of transportation for the North Central Texas Council of Governments.

"I'd have to think that through," he said.

[bloodandpopcorn]

It's nice to see Dallas standing up and fighting for something. Personally, I think this is defintly a fight that Dallas needs to put everything into and win. Love field is crucial to the continued sucess and integration of light rail to the metroplex. But, of course, that's not at all what suburban leaders are interested in. If it doesnt bring them new tax dollars, then who cares if their citizens could get to love field easier or that travelers would have an easier time getting around Dallas.

Anyway, I am very proud of the Dallas City Council for drawing a line in the sand. I just hope that they don't back off.

I'm surprised that there isn't any rich individual, or group of individuals, who would come together to help this. Perhaps getting naming rights for the station or some other benefits. Perhaps DART should make some announcement, stating what benefits would be given to any person or corporation willing to find the tunnel option?

[psukhu]

Southwest should step up and say something.


I guess the people opposing the tunnel don’t travel to other big cities very much.


Can Dallas float a bond to pay for the tunnel on their own?

[Quiz03]

DART's hospital rail plans revived
02/16/2003

By TONY HARTZEL / The Dallas Morning News

ROAD RUNNER

The high-stakes poker game surrounding rail service to Dallas Love Field has been toned down, thanks to a Dallas City Council decision last week and a surprise assist to DART from an unlikely source.

For months, the city refused to approve a train route through the hospital district – unless DART agreed to build a $160 million tunnel directly into Love Field airport. Without city approval of the route change, Dallas Area Rapid Transit probably would not get $700 million in federal funds for future rail expansion.

Time was quickly running out for DART to apply for the money, and future train service to northwest Dallas County and southeast Dallas hung in the balance.

But Parkland Health & Hospital System recently re-entered the equation and changed the debate's dynamics.

Riding existing track


Hospital officials now are asking DART rail to stay on the former Union Pacific railroad track rather than run through their property just north of Harry Hines Boulevard at Motor Street. Because the existing track was DART's original route, the agency no longer needs Dallas' approval for a route change.
Lacking the leverage they once had, City Council members on Wednesday unanimously approved all possible routes through the hospital district. At the same time, the transit agency and the city have continued sending draft resolutions back and forth in an effort to resolve the Love Field issue. No end is in sight to that debate.

"We have made progress on Love Field, and we felt the remaining issues can be resolved," said City Council member Sandy Greyson, who heads the city's transportation committee. "The council just felt we had gone as far as we could go with wordsmithing resolutions."

Parkland's decision "changes the dynamics of everything," DART board chairman Robert Pope said. "With the changes in going to the medical market area, it's not as critical to us, time-wise, to get a Love Field agreement."

Needed cooperation


Even though DART gained leverage with Parkland's request, the agency realizes it must cooperate extensively with the city, Mr. Pope said. DART needs the city's permission to condemn land near the rail lines it is planning to build.
Parkland realized about six weeks ago that it needed to seek a change in the train path, said Dr. Ron Anderson, the hospital's president and chief executive. A train in an open channel would limit Parkland's ability to tie all its new buildings together on the surface and with underground utilities, he said.

"It would make it very difficult to do the construction we need to do," Dr. Anderson said. "We certainly want to work with DART. But we can't destroy our master plan for transportation needs."

On the Love Field question, two major issues remain. First, DART wants all tunnel funding sources firmly in place by Jan. 31. The city has opposed the Jan. 31 deadline, arguing that it could take longer to obtain final Federal Aviation Administration approval for a surcharge on all Love Field plane tickets. The surcharge would pay the city's $53.3 million share of the tunnel cost.

Airport tunnel or no?


But the major sticking point is a provision that requires both sides to agree before they abandon the original tunnel plan. DART is concerned that Dallas would not give up the tunnel plans even if it does not obtain federal funding approval.
The federal government is reviewing two sets of plans for DART's expansion program. One includes the tunnel, but it may not receive federal approval because its high price would reduce the overall project's cost-effectiveness.

DART and the city have been haggling over details of a backup Love Field plan, which would include building a $70 million rail spur from an Inwood Road station into the airport. The spur would require train riders to transfer at Inwood Road to get into the airport.

Under that plan, a $142 million exit tunnel could be built later. City officials originally sought a guarantee on when it would be built, but they backed off that demand last week and agreed that it should compete with other DART projects for funding.

Both sides hope to have a binding agreement in place by May 31. The Federal Transit Administration should have ruled by then on whether the tunnel is feasible, and the city should have a good idea from the FAA about whether it can levy a Love Field plane ticket surcharge to fund its tunnel costs.

"We are frustrated but hopeful," Ms. Greyson said.

Staff writer Tony Hartzel can be reached at P.O. Box 655237, Dallas, Texas 75265.

[gc]

It seems to be a step in the right direction.

[hamiltonpl]

A Love Field tunnel is of utmost importance to DART and the suburbs. Fly into Atlanta and you can hop on the Metro in Atlanta, go to a meeting in the suburbs and then onto the Metro again to get your plane.

A foreign business traveler could fly into Love Field and take a trek downtown or to the suburbs on the rail line. However, a foreign business traveler is not going to fly into Addison airport or a landing strip in Plano to do the same. Love Field Station will increase the ridership of DART in order for it to serve the suburbs. An airport station is the nexus for tourism and business travel to benefit the entire region.

Without the station, there will continue to be a black hole in the system.

[pariah]

whats the latest on this?

[pariah]

DMNews reported today that funding for the DART tunnel to love field had been found, its on page 5b of the metro section. sounds like good news to me:D

[rantanamo]

cool, more tunnel news. Looks like the LBJ tunnel from Hillcrest to Marsh is a go as well.

[bloodandpopcorn]

Yeah, I saw that as well. Really exciting! This tunnel really is a necessity for the line... it will make it much much more convenient both for Dallas citizens heading to love and visitors coming into Dallas.Hope they get started before too long!

[psukhu]

It's even more important since the same line will have branch to DFW and downtown.

[evdallas]

Anywhere I can read more abou this?

[mikedsjr]

If i find money on page 5B I'm keeping it.


I think that's a great airport which has been shafted by the wright Amendment, yet SW has still flourished.

The Tunnel of Love is definitely needed.

[texman]

shouldnt the airlines be contributing some $$? COUGH COUGH *southwest* COUGH COUGH

[Columbus Civil]

There's all this talk about direct access to Love with rail, but where is the access to DFW planned to be? From looking at the expansion map on DART's site, it looks like it will be a remote location. Anyone know?

texman, have a glass of water.

[Quiz03]

http://www.dfwinfo.com/trans/public_trans/dfwrail/Finalreportvol1.pdf (Large)


there will be a 13th station for the Skylink people mover. (2 per terminal at buildout) This station will include CRT on the Cottonbelt and LRT from Irving. Only question is how to get the trains to this station (most likely on the ROW of the existing people mover, but some tunneling will probaby be involved) Of course other details have to be worked out on Dart's side and some on the security since the Skylink is an airside people mover.

[gc]

Any news here about The Love Field tunnel?

[drumguy8800]

I thought that they opted for the other alignment..

[rantanamo]

There was an article a while back about the funding being pretty much a gurantee if Love Field beat out some other transit programs for the award. I'll try to find it. It was on SSP I believe. They were choosing the subway option to the terminal I believe.

[drumguy8800]

Yay.. two subway stations, then, maybe? Plus, the Knox-Henderson and Routh Stations! (If they ever get built.) I love DART..

[rantanamo]

and hopefully the new downtown alignment is under Elm.

[drumguy8800]

Elm's way too close to Pacific.. We need a line along Young Street, or under it. Then, things would spring up along the line there.. and in between the two lines. (Elm seems too far north..) Well, actually.. Elm street would be good though, cause it would force DART to redo the HORRIBLE streetscape and make those cool places to go underground like you see in NYC.. and then they'd redo the sidewalks.. and street.. (cause they'd have to rip it up..) and then put in trees.. oooo.. Elm Street: The next Main-between-Ervay-and-Field! (HA!)

[rantanamo]

The access would be at Main and Pacifice. Closeness for the ability to transfer lines would be the reason it would be built considering all four lines will pass through Pacific. Main St would be the streetscape that would benefit the most. That's why I would be in-favor of it rather than the Jackson St line. Elm and Commerce would get the residual development.

[Columbus Civil]

Are they planning a Routh station on the Red Line?

[drumguy8800]

Are they planning a Routh station on the Red Line?

No, not officially. Some neighborhood groups proposed it a while back, and DART threw back something like 'wait oh, about.. til 2030.' :D. See:

The Center for the Performing Arts Foundation proposes that a new underground DART station be built near Routh Street, where the rail system plunges underneath the surface. The station would be connected by tunnel or walkway to the planned arts complex.

Yeah, I'm an idiot, I didn't realize that they would have to go under at Main and Pacific. But if the tunnel was cut-and-cover instead of bored, they'd still have to rip of Elm and fix it up. Which is a definite plus. That'll be weird on Pacific, whenever there's one above ground, and you can go under to the other set of tracks.

[Lakewooder]

So did you see the Jim Schutze article in the new Observer about this?



http://dallasobserver.com/issues/2004-05-27/schutze.html/1/index.html


Yep, he's almost convinced me that Elm is the answer -- something I thought about he didn't mention - perhaps the subway could also tie into the tunnel system and bring activity back and forth from street level...

[rantanamo]

I'd also like to see the new subway surface in eastern DT. Be a catalyst for the areas between the main part of the CBD and Deep Ellum. I'd really like to see that area thrive. It has some nice parks and the east Transfer station. Could use an infusion of new development.

[drumguy8800]

devil post, rantanamo.

[Lakewooder]

Yep run it all the way out Gaston to Lakewood Shopping Center (once the last stop on the streetcar line) -- that ought to transform the apartments on Gaston!

[pariah]

lets hope we get the tunnel

[pariah]

man i liked that article, it he is most definitely spot on. if the BELO CEO gets his way it will just be another example of the rich taking advantage of the masses and the City of Dallas for their own personal gain. how about this, if Decher keeps his own interests in mind over those of the city. lets just run some sort of boycott of the DMN, hit him in the pocket

[gc]

Deadline looms to fund Love Field rail tunnel
Dallas officials must come up with another $27 million
Margaret Allen - Senior Writer
http://dallas.bizjournals.com/dallas/stories/2004/09/13/story8.html?page=1

The Dallas City Council has until Sept. 30 to raise $27 million toward a $160 million tunnel that would bring light rail train service to Dallas Love Field. So far, city officials have come up with about $133 million of the total needed to build the 1 1/2-mile tunnel. They're scrambling now to get the remainder. "We're looking at a variety of possibilities," said Sandy Greyson, councilwoman for District 12. One option on the table is a future bond program, Greyson said. But city officials are also talking to Dallas County's four commissioners to see if they can deliver a few million dollars, she said. In addition, Greyson said her staff is scouring the city budget to find money that could be had by delaying some projects or where duplicate funding might exist.

"We are absolutely committed to moving forward and getting this done," Greyson said of the tunnel. "The council wants to see this Love Field tunnel because we want this direct connection. If we instead locate it adjacent to Love Field, 20 years from now we'd say 'Why didn't we take advantage of this opportunity?' " The tunnel to serve the city-owned, close-in airport is part of a larger Dallas Area Rapid Transit plan to build out the so-called Northwest and Southeast lines. A $2.4 billion package, it calls for 49 miles of train service extending from Buckner Boulevard in southern Dallas to the city of Farmers Branch in northern Dallas County.

Walking distance

If the project remains on schedule, construction would start in 2007 and run through 2013, with openings as early as 2009, said Doug Allen, executive vice president at DART. A Love Field station would be walking distance from the terminal and would open in 2010, Allen said. If the tunnel is included, the two lines and their various extensions would be the first light rail service connecting Love Field with Dallas/Fort Worth International Airport. D/FW Airport's new $800 million on-airport, passenger train -- the SkyLink Automated People Mover System -- is set to open in early 2005.

To fund the two new lines, DART is counting on $1.4 billion in federal money, including an application still pending for $700 million from the nation's TEA-21 transportation bill. Local funds, largely from a 1-cent sales tax collected from DART's 13 member cities, would cover most of the remaining $1 billion. At this point, $160 million for the tunnel remains to be identified, Allen said. Toward that, DART is committing $20 million, he said. Also, it's likely $60 million will come from the Regional Transportation Council, a nonprofit coalition of government transit officials, which disburses state and federal transportation funds.

Surcharge sought

The city has also applied to the Federal Aviation Administration to immediately institute a so-called Passenger Facility Charge of $3 on each ticket sold on flights out of Love Field by the carriers providing commercial passenger service there. The FAA allows PFCs, fairly common at most airports, of up to $4.50 a ticket. Dallas would want the PFC for seven years, Greyson said. The city likely will win approval, according to Stephen Quilty, associate professor of aviation at Bowling Green State University in Ohio and an expert on PFCs.

"The success of approval for the project is dependent upon the current 'flavor of the day' as spelled out in Congressional funding authorization," Quilty said. "Intermodal transportation and development is currently an item high on the targeted government list." The PFC would cover the city's $53.3 million share. Meanwhile, talks are continuing with the Dallas County Commission, which can't deliver $27 million the city originally requested. "It may be more like $4 million or $5 million," Greyson said. "We're asking that each of the commissioners give us some money from their road and bridge districts."

Greyson said she's optimistic the funds can be found. However, the city's interlocal agreement with DART includes wording that would allow Gary Thomas, president and executive director of DART, and Mary Suhm, acting city manager, to make a joint decision to extend the funding deadline. At the same time, DART is trying to stay on schedule by wrapping up its application submittals that would ultimately lead to a multiyear, full-funding grant from the Federal Transportation Authority for $700 million. Key to the success of the application is shaving expenses on the two lines to bring down cost-per-passenger, Allen said.