Collin County Looking Hard At Light Rail

[NThomas]

Found this on the front page of wbap.com (http://www.wbap.com)
Link to Article (http://wbap.com/Article.asp?id=906878&spid=18042)


Light rail is seen by Collin County officials as a critical tool in moving people to and fro, especially as the county continues to grow.

As for when that might happen, officials from the North Central Texas Council of Governments say it may be up to voters. NCTCOG is lobbying state legislators to create a local option election so voters can have a say on bringing rail to the area, and how to pay for it.

A preferred alignment at this early juncture would bring light rail into McKinney, and west toward Frisco and Carrollton.
Anybody heard more about this?

[CTroyMathis]

Related news:
http://www.courier-gazette.com/articles/2008/09/27/mckinney_courier-gazette/news/65.txt
http://www.courier-gazette.com/articles/2008/09/27/mckinney_courier-gazette/news/85.txt
http://www.ntxe-news.com/artman/publish/article_48655.shtml
http://www.enewsbuilder.net/mckinneychamber/e_article001210221.cfm?x=b11,0,w
http://www.dallasnews.com/sharedcontent/dws/news/city/collin/frisco/stories/092708dnmetcollinrail.b4742adf.html
http://www.dallasnews.com/sharedcontent/dws/news/city/collin/mckinney/stories/DN-suburbanrail_27met.ART.State.Edition1.270a616.html

[mrowl]

seems like Frisco, Allen, and McKinney would be better off joining Dart...

But I doubt they have the sale tax available.

Hopefully a different funding method could come available.

[electricron]

seems like Frisco, Allen, and McKinney would be better off joining Dart...

But I doubt they have the sale tax available.

Hopefully a different funding method could come available.

They don't have the sales taxes available to join Dart.
BUT, next April, that can change because the State's Transportation Code changes.
Surf to this link for an explanation:
http://tlo2.tlc.state.tx.us/statutes/docs/TN/content/htm/tn.006.00.000452.00.htm#452.066.00

§ 452.602. ADDITION OF MUNICIPALITY BY ELECTION.
(a) The territory of a municipality that is not part of an authority may be added to an authority if:
(1) any part of the municipality is located in a county in which the authority is located;
(2) the governing body of the municipality orders an election under this section on whether the territory of the municipality should be added to the authority; and
(3) a majority of the votes received in the election favor the measure.

(b) The governing body of the municipality shall certify to the executive committee the result of an election in which the addition is approved.
Acts 1995, 74th Leg., ch. 165, § 1, eff. Sept. 1, 1995.


§ 452.6025. ADDITION OF CERTAIN MUNICIPALITIES BY ELECTION.
Text of subsection effective until April 1, 2009
(a) In this section, "special sales and use tax" means:
(1) a sales and use tax levied by a municipality under:
(A) Section 4A or 4B, Development Corporation Act of 1979 (Article 5190.6, Vernon's Texas Civil Statutes);
(B) Section 379A.081, Local Government Code, for the benefit of a municipal development corporation; or
(C) Section 363.055, Local Government Code, for the benefit of a crime control and prevention district; or

(2) an additional municipal sales and use tax levied by a municipality under Chapter 321, Tax Code.

Text of subsection effective on April 1, 2009
(a) In this section, "special sales and use tax" means:
(1) a sales and use tax levied by a municipality under:
(A) Chapter 504 or 505, Local Government Code;
(B) Section 379A.081, Local Government Code, for the benefit of a municipal development corporation; or
(C) Section 363.055, Local Government Code, for the benefit of a crime control and prevention district; or
(2) an additional municipal sales and use tax levied by a municipality under Chapter 321, Tax Code.

(b) This section applies only to a municipality that levies a special sales and use tax that, when combined with the authority's sales and use tax, would result in a sales and use tax rate of more than two percent in the municipality.

(c) Notwithstanding Section 452.606, a municipality that is not part of an authority may be added to the territory of an authority on a date determined by the executive committee if:
(1) any part of the municipality is located in a county in which the authority has territory;
(2) the governing body of the municipality calls an election on the addition of the municipality to the territory of the authority; and
(3) a majority of the votes cast in the election favor the proposition.

(d) The election in a municipality to approve the addition of the municipality to the territory of the authority is to be treated for all purposes as an election to reduce the rate of the municipality's special sales and use tax, on the effective date determined by the executive committee, to the highest rate that will not impair the imposition of the authority's sales and use tax.

(e) At any time after the date of the election approving the addition of the municipality to the territory of the authority, the executive committee and the governing body of the municipality may enter into an interlocal agreement that provides for the eventual admission of the municipality to the territory of the authority.

(f) Notwithstanding Section 452.607, a sales and use tax imposed by the authority takes effect in the municipality on the first day of the first calendar quarter that begins after the date the comptroller receives a certified copy of an order adopted by the executive committee adding the territory of the municipality, accompanied by a map of the authority clearly showing the territory added.

Added by Acts 2003, 78th Leg., ch. 915, § 1, eff. June 20, 2003.
Amended by: Acts 2007, 80th Leg., R.S., Ch. 885, § 3.74, eff. April 1, 2009.


All it will take is a very strong push by light rail advocates to force their city councils to put light rail up for a vote in their city next year. When and if it passes, the existing 1 cent sales taxes used for other purposes automatically swaps to Dart on the first day of a calendar quarter following the election.
Of course, that would probably force the city in question to raise property taxes to cover the lost sales taxes to cover previously issued bonds based upon those sales taxes.

None-the-less, citzens can force a vote by petitioning their city councils, or in the next election of city council members, after April 1, 2009. ;)
Dart can't call for an election, only the city councils can. So, it s up to the citizens to use the political leverages they have to force one.

I don't think Dart will push citizens or city councils to hold elections, but I'm pretty sure they will not stand in the way of one either. So, Collin County citizens wishing to join Dart, the excuse that your city has the highest sales tax allowed by State Law doesn't hold water after April 1, 2009 anymore. :)

[psukhu]

seems like Frisco, Allen, and McKinney would be better off joining Dart...

But I doubt they have the sale tax available.

Hopefully a different funding method could come available.

Talking to the locals, it seems like most people in the outer burbs want commuter types of mass transit, not local mass transit. For this reason, I don't think people would vote to join DART. They just want commuter rail and express buses to business centers like Downtown Dallas. Rail examples:

LIRR: http://en.wikipedia.org/wiki/LIRR

Metro North: http://en.wikipedia.org/wiki/Metro_North

Thameslink: http://en.wikipedia.org/wiki/Thameslink

[AeroD]

Talking to the locals, it seems like most people in the outer burbs want commuter types of mass transit, not local mass transit. For this reason, I don't think people would vote to join DART. They just want commuter rail and express buses to business centers like Downtown Dallas. Rail examples:

LIRR: http://en.wikipedia.org/wiki/LIRR

Metro North: http://en.wikipedia.org/wiki/Metro_North

Thameslink: http://en.wikipedia.org/wiki/Thameslink

As a resident of the Cosmopolitan Suburb of Allen, DART makes more sense for Allen. The abandoned rail line that runs through Allen is the line that DART uses for its Red Line. I am sure a sizeable number of those cars parked at the Parker Road Station are from Allen.

The recent mayoral election, the long-serving mayor sent out a mailer making his opponent's support for DART seem like a bad thing. I voted for the mayor's opponent, and apparently, 49% of voters did too.

But because municipal politics in the suburbs does not get much attention because people in the 'burbs assume everything is just fantastic, the positions of elected officials on issues such as DART don't get much attention.

[tamtagon]

If Frisco, McKinney, Allen and whatever other communities decide to create a separate entity to deliver public transportation, wouldnt the rail component happen much faster? If these communities work out a membership with DART from the beginning, the local bus service would happen right away, but any local and/or commuter rail service would take a decade, right?

I think it makes a sense to develop first the commuter rail corridors from the most recently arriving, most distant suburban communities into the core urban and employment destinations. Perhaps the development of the next 'ring' of suburbs will integrate commuter rail into the initial construction, and become available to commuters as the newest commuties form.

[electricron]

If Frisco, McKinney, Allen and whatever other communities decide to create a separate entity to deliver public transportation, wouldnt the rail component happen much faster? If these communities work out a membership with DART from the beginning, the local bus service would happen right away, but any local and/or commuter rail service would take a decade, right?

I think it makes a sense to develop first the commuter rail corridors from the most recently arriving, most distant suburban communities into the core urban and employment destinations. Perhaps the development of the next 'ring' of suburbs will integrate commuter rail into the initial construction, and become available to commuters as the newest commuties form.

A different section of the Texas Transportation Code comes into effect if Collin County decides to form a County Transit Agency like DCTA. It doesn't include the section that the Regional Transit Agency has t hat automatically kills the other sales tax programs, and cities already max out on sales taxes will not be able to support it, until they killed the other sales tax programs. It'll take longer to set up the trainsit agency, but it might end up building regional rail faster. But don't forget, Plano is already giving Dart a full penny sales tax. Sales taxes from Plano will not be available for funding a Collin County Transit Agency.

The major problem is that McKinney would rather have Dart's light rail extended to them, and Frisco is going to have to have commuter rail to run on the same tracks as BNSF freight trains. I don't think the BNSF plans to abandon their ROW, nor sell it soon.

Both lines are 15 to 20 miles long, therefore the costs will be significant, probably 25 to 30 million dollars per mile for single track light rail to McKinney, and 10 to 15 million dollars per mile for single track commuter rail to Frisco, assuming BNSF wants to replace the track. If not, the BNSF route could cost as low as 5 million per mile between Carrollton and Frisco. The condition of the tracks south of Carrollton to Irving are in much worse case, and will need to be replaced for passenger service.

Of course, Collin County probably will not wish to extend that line south of Carrolton. It'll be Dart that might wish to do that.

I repeat, on April 1, 2009, all these cities can hold elections to join Dart. Dart will expect a full penny sales tax. For these cities wishing to form a County Transit Agency like DCTA, which they can do now the cities will have to kill the special sales tax, then have County Commissioners form a Transit Agency, then have another vote to fund it. A half penny sales tax will probably be enough for regional rail.

It'll take Dart 12 years or more to build anything to them, as that's as long the Federal process is. If you're willing to skip Federal funding, they could probably have the first line up and running within 8 years.

I agree with the responder who stated all these cities want is express rail, and that's why I suggested just single tracking the two lines earlier. It'll cost almost twice as much to double track the rail lines for 15 minute headways or less between trains.

The cost to build a regional rail line to Frisco from Carrolton could be as low as $100 million, and as high as $300 million. The cost to build a single track light rail to McKinney could be as low as $375 million, and as high as 450 million. A double track light rail line to McKinney would probably cost at least $750 million. Actual costs could vary depending upon the number of stations and milage of new tracks built. Also, include $5 to $10 million per grade separation. I really don't think many will be required on either line.

I believe Dart has been in error constantly expanding the Parker Road Station. After 1,000 parking spaces had been installed, Dart should have stopped. The lack of parking at Parker Road might force the citizens of Allen and McKinney to demand light rail into their cities from their city councils. At least put more pressure upon them.

[TheMapman]

I don't see where Collin County would have the density to make it work. Commuter rail would be a better option.

[NThomas]

I don't see where Collin County would have the density to make it work. Commuter rail would be a better option.
Why would commuter rail be any different then DART light rail? north of DTD the Red blue and soon to be green lines all act similar to commuter rail (distanced stations, park & ride lots, bus connections). In DTD, it blends into the street (kinda) and is beside car traffic at grade not on an elevated platform and seperated from other traffic like the burbs. DART has kinda infused the two ideas with the same cars but for different environments.

[psukhu]

Why would commuter rail be any different then DART light rail? north of DTD the Red blue and soon to be green lines all act similar to commuter rail (distanced stations, park & ride lots, bus connections). In DTD, it blends into the street (kinda) and is beside car traffic at grade not on an elevated platform and seperated from other traffic like the burbs. DART has kinda infused the two ideas with the same cars but for different environments.

I think the people in the 'burbs would love DART rail, but don't care for local DART bus service. I think the popular opinion is that 1% sales tax would be a high payment just for rail service. (since many would prefer to drive when making trips within their suburb)

The model is the similar to NYC's MTA: http://en.wikipedia.org/wiki/Metropolitan_Transportation_Authority_(New_York)

DART could build commuter rail and simply charge a higher fare to cover the costs of not being subsidized by sales tax.

[tamtagon]

I think the people in the 'burbs would love DART rail, but don't care for local DART bus service.

The more I think about it, the more I like it. Start with the rail connections to the city, then as the new suburbs emerge on the outskirts, bus service is added. What I think I like about the approach is the affect on the local community, especially in the built-in-a-generation powerhouse suburbs of Collin County; having a "train into town" could easily enhance a good neighbor atmosphere, a commonly acknowledged and enjoyed emotional kinship.

[electricron]

I don't see where Collin County would have the density to make it work. Commuter rail would be a better option.

Dart's capital investment would be halved if Dart built a single track light rail line vs double tracks. The capital investment could be halved again if Dart used new technology, dual mode, light rail cars that DCTA will most probably buy, by eliminating the electric catenary poles and wires on the single track.

But this will only work extending the Red line towards McKinney and Cedar Hill, the Blue line towards Rockwall and Lancaster. DCTA is already extending the Green line towards Denton, and Dart could extend the Green Line towards Seagoville. This works because Dart already owns the ROW on these corridors, and there aren't much freight traffic on these lines.

On rail lines with frequent freight trains, whether owned by Dart of by the Freight Railroads, regional/commuter rail will have to be used. This includes the Cotton Belt, BNSF, UP, and KCS rail corridors. That measn Frisco will probably get some form of regional/commuter rail, not single track light rail. It'll be much cheaper to use or replace the existing single track and run diesel power trains on these tracks.

But Dart could blow the budget and build single track light rail lines down these Freight Railroad corridors, if the Freight Railroad is willing to sell Dart some ROW inside their corridors. After all, on Dart's own ROW, there are many places where Dart light rail tracks run adjacent to freight tracks, like in Garland, and both the northwest and southeast corridors of the new Green line. This will cost Dart much more than sharing the existing freight tracks, having to pay the Freight Railroads for ROW, assuming they are willing to sell any ROW, and paying more to not only lay new tracks but build the road beds too.

In the end, what Dart will do depends upon many factors, and how much Dart can pay. Looking at Dart's recent 20 year budget plan, Dart really doesn't have much money for brand new rail projects until 2025 and later. To extend these lines 25 miles out from downtown Dallas as light rail, possibly even as regional/commuter rail, Dart will need new funding authority. Either tax the existing member cities more to be able to sell more bonds, or have new member cities join Dart.

Whereas I agree a half penny sale taxes from new member cities will eventually be able to build these lines as regional/commuter rail, a full penny sale taxes from new member cities will allow Dart to build then twice as quick. It'll take a full penny sales tax to build additional rail lines that will be requested in the future, like several more suburb to suburb lines around Dallas's perimeter, not including the planned Cotton Belt corridor between DFW Airport and Plano.

[TheMapman]

Why would commuter rail be any different then DART light rail? north of DTD the Red blue and soon to be green lines all act similar to commuter rail (distanced stations, park & ride lots, bus connections). In DTD, it blends into the street (kinda) and is beside car traffic at grade not on an elevated platform and seperated from other traffic like the burbs. DART has kinda infused the two ideas with the same cars but for different environments.

Commuter rail can use existing rail lines and is faster, bigger, and is better for low density areas. Light rail's appeal is that the size and sound better fits into the urbanscape. Just my opinion, I guess.

[electricron]

Commuter rail can use existing rail lines and is faster, bigger, and is better for low density areas. Light rail's appeal is that the size and sound better fits into the urbanscape. Just my opinion, I guess.

I agree with you.

But, if there aren't much existing freight traffic, diesel and electric powered light rail cars (Non compliant FRA) works better than commuter rail. For example, DCTA's hope for dual mode light rail cars. Run with the diesels in suburbia, and with electric lines into the city centers. That will avoid an unnecessary transfer at a remote light rail station.
That would be true with all the extensions of all light rail lines where there isn't much freight traffic. Where there is freight traffic, compliant FRA commuter trains will have to be used, like the existing bilevel TRE trains or single level Colorado Railcars about to be used by Portland's TriMet Westside Express Service (WES) Line.
http://www.trinityrailwayexpress.org/images/train@ITC_lores.jpg

http://trimet.org/images/wes/wes_main.jpg