2.0 ALTERNATIVES CONSIDERED - DART.org2‐6 Draft Local Environmental Assessment the Runyon Springs Branch floodplain, as well as grade separation at Wagon Wheels Trail, Crouch Road,

South Oak Cliff Corridor Blue Line Extension

Draft Local Environmental Assessment 2‐1

2.0 ALTERNATIVES CONSIDERED This chapter describes the alternatives considered during the South Oak Cliff Corridor Blue Line Extension Alternatives Analysis (AA) and the alternative considered in this Environmental Assessment (EA) process. Seven light rail transit (LRT) alternatives, a Bus/Transportation System Management (TSM) Alternative and a No‐Build Alternative were evaluated during the AA phase.

Two alternatives were considered during the EA phase, a No‐Build Alternative and an LRT Alternative, referred to here as the Build Alternative. The No‐Build Alternative includes transportation and transit projects that have a reasonable expectation of funding and/or are programmed for implementation. This alternative is used as a basis for comparison against the potential environmental impacts that would be associated with the proposed Build Alternative. The proposed action is a 2.6‐mile light rail transit project between Ledbetter Station and the University of North Texas Dallas campus derived from the AA process.

2.1 Alternatives Analysis The study area considered in the AA phase encompasses the area bound by Interstate Highway (IH) 20 and Ledbetter Drive (Loop 12), stretching from one‐half mile west of University Hills Boulevard to one‐half mile east of Lancaster Road [State Highway (SH) 342], accounting for approximately four square miles. The AA study area is wholly within Dallas County. Ledbetter Station, the Blue Line’s current southern terminus, is within the study area. Figure 2‐1 presents the regional location of the AA‐level study area.

2.1.1 Screening and Selection Process

The screening and selection process followed during the AA phase consisted of two distinct phases: Conceptual and Detailed Evaluation. The Conceptual phase considered three LRT alternatives, two of which had vertical profile options. The three most promising LRT alternatives were carried into the Detailed Evaluation phase for comparison against a no‐build alternative and a bus/TSM alternative. The public input process conducted during the Detailed Evaluation phase produced two more LRT alternatives to consider.

2.1.2 Alternatives Considered for Conceptual Evaluation

The Conceptual Evaluation process was designed to consider a range of light rail options available in the study area to serve existing and projected transportation needs and then narrow the number of LRT alternatives considered in the Detailed Evaluation phase.

The LRT alternatives considered are shown in Figure 2‐2 and included the previously approved alignment (Alignment 3), which followed the west side of the open space in the study area; an alignment at the eastern side of the open space in the study area (Alignment 1); and one between the other two alignments (Alignment 2). The rolling terrain provided the opportunity to consider alternate vertical options for two of the alignments. For Alignment 1, one alternative (Alignment 1A) proposed traveling at‐grade before and after Camp Wisdom Station, which was located in a retained cut, while the other alternative (Alignment 1B) traveled on aerial structure and the station was at grade.


2‐2 Draft Local Environmental Assessment

Source: CMEC, 2012

Figure 2‐1South Oak Cliff Corridor Blue Line Extension

Alternatives Analysis Study Area



Figure 2‐2 South Oak Cliff Corridor Blue Line Extension

Alignment Alternatives for Conceptual Evaluation Source: South Oak Cliff Corridor Blue Line Extension Alternatives Analysis: LPA Report ‐ GPC, 2012



For Alignment 2, one alternative (Alignment 2A) proposed an at‐grade Camp Wisdom Station located just north of the City of Dallas police substation. In the other alternative (Alignment 2B), the proposed station location was on aerial structure straddling Camp Wisdom Road. As a result of the varying horizontal and vertical alignments, a total of five LRT alternatives were evaluated. The full evaluation of conceptual alternatives is documented in the South Oak Cliff Corridor Blue Line Extension Alternatives Analysis: Conceptual Definition and Evaluation of Alternatives Report (General Planning Consultant, 2011). Criteria to evaluate alternatives reflected the alternative’s ability to:

Enhance mobility

Promote sustainability

Strive for consensus

Be fiscally responsible

Consider appropriate technologies

Minimize community and environmental impacts

Based on the evaluation results, the range of LRT alternatives was narrowed from five to three (1B, 2A, and 3). The key alignment priorities revealed during the public input process conducted in conjunction with the conceptual evaluation were to:

Maximize the distance of the alignment from the Villages of Runyon Springs and Singing Hills neighborhoods

Encourage economic development in the open areas through which the alignment passes

Minimize noise impacts to the Villages of Runyon Springs and Singing Hills neighborhoods

2.1.3 Alternatives Considered for Detailed Evaluation

The Detailed Evaluation phase considered the three LRT alternatives carried forward from the Conceptual Evaluation phase as well as the No‐Build and Bus/TSM Alternatives which were included for comparison purposes. The Detailed Evaluation/Locally Preferred Alternative Report (General Planning Consultant, March 2012) documents the evaluation process and its outcome. The No‐Build Alternative assumes no new bus routes but does include service improvements to meet the needs of expected growth in the area. It includes all projects contained in the DART financial plan. The Bus/TSM Alternative consists of Bus Rapid Transit service along a line approximating the light rail alignments considered. This alternative is made up of priority bus service down Lancaster Road and then a dedicated roadway from Camp Wisdom Road along the southern boundary of UNT Dallas.

Light Rail Transit Alternatives Considered The three horizontal alignments were carried forth from the conceptual level analysis for detailed evaluation. The LRT alternatives considered in the Detailed Evaluation phase were:



1B – This alignment is closest to Lancaster Road and includes an at‐grade Camp Wisdom Station location near Lancaster Road.

2A – This alignment goes to the west of the large hill known as Adam’s Ridge then turns east to run parallel to Patrol Way and includes an at‐grade Camp Wisdom Station location just north of the Police Substation.

3 – This alignment goes to the west of Adam’s Ridge and the Police Substation and includes an at‐grade Camp Wisdom Station location northwest of the Police Substation.

All alternatives are greenfield options and follow the same alignment along the UNT Dallas boundary.

2.1.4 Rationale for Choosing the Locally Preferred Alternative

The rationale for the selection of the Locally Preferred Alternative (LPA) was based on a detailed and comprehensive evaluation and extensive public and agency involvement. The public and agency input process for this project is documented in the South Oak Cliff Corridor Blue Line Extension Alternatives Analysis: Public Involvement Plan (General Planning Consultant, 2011). Interest in the project and its potential to spur economic development in a historically under‐developed area led to broad community engagement and input. Two meetings were held specifically to discuss the LRT alignment and economic development potential.

The first of these meetings was attended primarily by local developers, City of Dallas staff, and DART staff. The outcome of this meeting was an alternative combining elements of two of the LRT alternatives (culminating in Alternative 2C). This alternative directly addressed the concerns of the owner of the large parcel in the northern portion of the study area as well as optimized the size and location of remaining parcels to support economic development.

The second meeting was a workshop with members of all working groups invited to attend. Two alignments were the main topic of discussion at this workshop: Alternative 2C, and a second alignment suggested by the Community Work Group to share a boundary line with the Lancaster Road right‐of‐way. This second alignment was called Alternative 1C. Details of this workshop are presented in Design Charrette for the South Oak Cliff (SOC‐3) Blue Line Extensions Alternatives Analysis (ZGF, November 14, 2011). Based on the results of the detailed evaluation and these two workshops, light rail was chosen as the mode to serve this corridor and Alternative 2C was chosen as the LPA, documented in Detailed Evaluation/Locally Preferred Alternative Report (General Planning Consultant, March 2012).

Light rail transit was chosen as the preferred mode for this corridor since it provides the most benefits to transit users in terms of travel convenience and it offers the greatest economic development potential, while remaining compliant with local planning efforts laid out for South Dallas. LRT is also distinguished by better integration with existing transit infrastructure and maintenance facilities. Of the various LRT alternatives considered, the LPA offered lower noise impact, the most economic development potential, and the highest public and stakeholder acceptance based on the results of public involvement and the alternatives analysis phase.

The LPA connects Ledbetter Station, located southwest of Lancaster Road and Ledbetter Drive, and the proposed UNT Dallas Station, located along the southern border of the UNT Dallas campus, via an additional stop near Camp Wisdom Road. The LPA measures 2.6 miles, has two at‐grade stations, and is double‐tracked within new right‐of‐way. It includes approximately 5,400 linear feet of bridge structures for crossings at Fivemile Creek, Ricketts Branch, and over



the Runyon Springs Branch floodplain, as well as grade separation at Wagon Wheels Trail, Crouch Road, Patrol Way, and Camp Wisdom Road. The alignment is described in detail in Section 2.2.

2.2 Selected Light Rail Transit Alternative The Build Alternative examined in this Environmental Assessment is the LPA with slight modifications. Based on input received through a Value Engineering process held in June 2012, radii of the curves have been increased (which generally results in less noise and faster speeds). Another Value Engineering recommendation was to limit the amount of existing roadway reconstruction associated with the project. As a result, the proposed alignment was moved closer to the police station building to avoid travel in the median of a relocated Patrol Way. To accommodate this adjusted alignment, the aerial guideway would be cantilevered off columns to the west of the street. This avoids reconstruction of Patrol Way and its intersection with Camp Wisdom Road. In addition, based on recent survey work, the alignment along the southern boundary of the UNT Dallas campus has been moved approximately 15 feet north. The following sections provide a detailed description of the alignment, station locations, technology and operational characteristics, as well as costs associated with the Build Alternative. In addition to the alignment refinements, the Camp Wisdom Station rail platform was moved farther north (about 100 feet) off the police station parcel, as compared to the LPA. The intent is to increase user access to the platform for passengers coming from the parking lot and from adjacent development, and minimize security impacts to the police station property. In addition, the UNT Dallas Station rail platform was moved farther west, about 200 feet, than in the LPA design and as depicted in the UNT Dallas Campus Plan. The intent is to locate the platform closer to the bus and parking areas, minimizing user walk distances.

2.2.1 Alignment

Figure 2‐3 identifies the horizontal and vertical alignment of the project: at‐grade (at ground‐level), retained cut (below ground, in a trench) or fill (above ground, on an earthen berm), and aerial configurations (above ground, on a structure), which are shown as color‐coded sections within the map. Beginning at Ledbetter Station, the Build Alternative extends south at grade before transitioning to aerial structure to cross Fivemile Creek and Wagon Wheels Trail. After this crossing, the alignment enters an at‐grade section south along the east side of the Ricketts Branch floodplain for a short distance before entering a section where the guideway is constructed in a relatively shallow retained cut. The guideway transitions to aerial structure over the Runyon Springs Branch floodplain and Crouch Road and continues to an area of retained fill just north of Camp Wisdom Station. Appendix C (provided under separate cover) contains detailed drawings of the 5% PE design. Camp Wisdom Station is an at‐grade station located directly north of the Dallas Police Department South Central Station at the top of the hill and on the west side of Patrol Way. Camp Wisdom Station is aligned in a northwest to southeast direction. The alignment continues on aerial structure over Camp Wisdom Road and then enters an area of retained fill between Camp Wisdom Road and Runyon Springs Branch.




Build Alternative – Proposed Horizontal and Vertical Alignment

Source: Aerial – Bing, 2010; Alignment ‐ URS and ATG, 2012



It becomes aerial structure again over Runyon Springs Branch and then transitions to an at‐grade guideway along the southern boundary of the UNT Dallas campus to serve the at‐grade UNT Dallas Station. Storage track for three Super Light Rail Vehicle (SLRV) cars is provided west of the station prior to the rail ending approximately 1,000 feet east of University Hills Boulevard.

The alignment has been designed to not preclude a potential future eastern branch of the main line toward Simpson Stuart Road to establish a connection to the Southport Corridor near IH 20 and the Paul Quinn College area. The Southport Corridor is included in the DART 2030 Transit System Plan.

2.2.2 Light Rail Transit Stations

Two stations are included in the Build Alternative, resulting in the placement of stations approximately one and one‐third mile apart along this corridor. Both proposed stations would be able to accommodate DART’s low‐floor vehicles facilitating boarding and LRT trains with up to three cars. Summary descriptions of the station facilities are provided in Table 2‐1. The table also shows Ledbetter Station, which is the current terminus of the Blue Line. Improvements to Ledbetter Station are also described below.

Table 2‐1South Oak Cliff Corridor Blue Line Extension

Station Characteristics for the Proposed Light Rail Transit Alternative

Station Station Type

Center or Side Platform

Station Location and Description

Ledbetter At‐Grade Side Existing end of line

Camp Wisdom At‐Grade Side North of Police Station, located at Camp Wisdom Road and Patrol Way

UNT Dallas At‐Grade Center Southern boundary of campus

Source: DART, 2012

Ledbetter Station This existing end‐of‐line station was part of the starter system and opened in 1996. It is a side‐platform station with a 377‐space parking lot, a kiss‐and‐ride area, and 6 bus bays. There is an elevation change between the parking lot and the west platform making it difficult for people in one area to observe activity in the other area. The kiss‐and‐ride area is located in the parking lot west of the station. Access requires patrons northbound on Lancaster Road to make a left turn onto Ledbetter Drive, a left turn onto Denley Drive, and finally a left turn into the parking lot. Because of this, it appears that drivers are taking unsafe actions such as dropping passengers across Lancaster Road directly east of the station platform area at an unsignalized intersection.

To address the concerns, a kiss‐and‐ride area will be added along Lancaster Road. To better facilitate access between the bus bays and the east platform, three wide, sloped sidewalks will be constructed along with fencing and steps. The wall between the parking lot and the west platform, including the portion on the access ramp, will be replaced with cable barriers. In addition, since DART’s strategy to accommodate increased ridership is to operate three‐car trains on all of its lines, Ledbetter Station improvements include platform extension and full raising of the platform for level boarding. All these improvements are shown in Figure 2‐4. The detailed description of the parallel process, which resulted in these recommended improvements is contained in the Ledbetter Station Design Review (GPC, 2012) documentation.




Ledbetter Station Site Plan – Proposed Improvements

Source: KAI and URS, 2012



Camp Wisdom Station The station area site for Camp Wisdom Station is shown in Figure 2‐5. This station is an at‐grade, side‐platform station located at the top of the hill on the west side of Patrol Way directly north of the South Central Station. Bus access, kiss‐and‐ride access, general parking, and accessible parking are located just east of Camp Wisdom Station off of Patrol Way, as shown on Figure 2‐6. Additional parking could be shared with future mixed‐use development. The station is proposed to be serviced by the new bus route 516 and the new Cedar Valley Shuttle. (See Section 2.2.4 for additional information.) Camp Wisdom Station is envisioned to be a neighborhood station, which will serve the future developments planned for surrounding area.

UNT Dallas Station The UNT Dallas Station area site is shown in Figure 2‐7. This station is an at‐grade, center‐platform, terminal station located on the UNT Dallas campus inside a right‐of‐way area previously identified for this purpose by the University of North Texas. The configuration of the station and the surrounding roadways and developments are to be determined following additional coordination with the City of Dallas, UNT Dallas, and other stakeholders. The station would include bus access, a park‐and‐ride lot, accessible parking, and a kiss‐and‐ride area, as shown in Figure 2‐8. Bus route 415 is proposed to service this station. The UNT Dallas Station will also serve planned future development, but will primarily be a destination and park‐and‐ride station. Table 2‐2 provides more detailed information regarding the new LRT stations.


Proposed Station Characteristics

Camp Wisdom Station UNT Dallas Station

Station Character Neighborhood Station Destination Station

Acreage 3.8 11.4

Bus Bays 5 4

Kiss‐and‐Ride Spaces 6 7

Parking Spaces 117 474*

* Future potential build‐out could accommodate an additional 360 spaces if warranted.

Source: DART, 2012




Proposed Camp Wisdom Station Site

Source: Aerial – Bing, 2010; and ATG, 2012




Camp Wisdom Station Site Plan

Source: KAI and DART, 2012



Source: Aerial – Bing, 2010; and ATG, 2012


Proposed UNT Dallas Station Site




UNT Dallas Station Site Plan Source: KAI and DART, 2012



2.2.3 Capital Costs

The capital cost estimate for the Build Alternative is based on 5% design. It includes anticipated expenses associated with right‐of‐way acquisition and construction cost, which includes utility work, tracks, structures, crossings, stations, special condition treatments, traction power, communication, signalization, and fare collection. A contingency factor of 30 percent was applied to the system cost, and a contingency of 10 percent was factored into the overall construction estimate. Additional expenses such as add‐ons and environmental allowances as well as LRT Phase III Program Allocated Costs (such as project management, the maintenance facility, etc.) are also included. The allocation for add‐ons include professional services such as system design and integration, project controls, construction management, and design survey. These costs do not include the improvements planned for Ledbetter Station. Based on the five percent design, Table 2‐3 shows a breakdown of the capital cost estimate for the Build Alternative.


Capital Cost Estimate for the Proposed Light Rail Transit Alternative

Cost Category Amount in 2012 Dollars Right‐of‐Way Acquisition $ 15,000,000

Construction $ 177,332,878

Total $ 192,332,878

SLRVs $ 21,041,167

Additional Phase III Program Allocated Costs $ 23,379,737

Total Project Cost $ 236,753,782

Source: General Planning Consultant, August 2012

Right‐of‐way acquisition and construction of the Build Alternative is expected to cost approximately $192 million. Approximately $21 million is allocated for the needed SLRVs. These project‐specific capital costs are supplemented by general LRT Expansion System Phase III and LRT General Phase III funds for a total of nearly $237 million. Based on these figures, the average construction cost for this LRT extension is $74.0 million per mile. With vehicles and system allocations included, the cost per mile is $91.1 million per mile.

2.2.4 Bus Operating Plan

The No‐Build Alternative bus operating plan is shown in Figure 2‐9. It includes all the routes in the Existing Bus Operating Plan, but increases the frequency and service for some routes. In the Build Alternative Bus Operating Plan (see Figure 2‐10), certain routes are restructured, split in two, or realigned to feed LRT stations. One crosstown bus would serve UNT Dallas Station, while a realigned feeder route, a new feeder route, and a new shuttle route would serve Camp Wisdom Station.



Source: DART, 2011

Figure 2‐9South Oak Cliff Corridor Blue Line Extension No‐Build Alternative Bus Operating Plan




Build Alternative Bus Operating Plan

Source: DART and GPC, 2011



The restructuring of routes would result in some routes terminating at Ledbetter Station, and a new shuttle would provide service from Ledbetter Station. Figure 2‐10 shows the Build Alternative Bus Operating Plan as it was modeled for ridership estimation purposes. As DART continues to refine its future bus operating plans, the route network depicted in the figure may differ from the actual route networks. Table 2‐4 presents the LRT bus operating plan for all affected stations: UNT Dallas, Camp Wisdom, and Ledbetter.


Bus Operating Plan for the Proposed Light Rail Transit Alternative

Station Route Weekday Peak Headway

Station is Terminus?

UNT Dallas 415 30 Yes

Camp Wisdom 516* 553* Cedar Valley Shuttle*

2030 30

Yes Loop route

Yes

Ledbetter 515 516 554 Dutch Harbor Shuttle*

2020 30 30

Yes Yes Yes Yes

Source: DART, 2011

*Proposed for Small Bus Operation (less than 17 passenger capacity per vehicle)

Service would be designed to meet anticipated demand in 2035 and provide for as many connections as possible between buses and the proposed LRT service. Every station would be served by buses, and bus bays would be provided at each station. Bus route headways would be adjusted to match needs associated with the rail service schedule. The following is a list of existing and proposed routes provided by DART service planning staff that would be affected by the LRT Bus Operating Plan:

Route 415 – Crosstown service from IH 20 and U.S. 67 to IH 45 and Ledbetter Drive; would terminate at UNT Dallas Station

Route 515 – Feeder route serving Dallas Zoo Station, Illinois Station, Ledbetter Station, and the Singing Hills neighborhood through the neighborhoods to the west of the Blue Line; would terminate at Ledbetter Station

Route 553 – Feeder route serving the Alta Mesa neighborhood and Cedar Valley College; would operate out of Camp Wisdom Station instead of Ledbetter Station and provide loop service through the Alta Mesa neighborhood

Route 554 – Feeder service from Ledbetter Station to the Highland Hills neighborhood and the eastern portion of Alta Mesa neighborhood; would only serve Highland Hills neighborhood.

In addition to these routes, a new rail feeder route and two shuttle buses are being proposed; these new services would cover route sections removed from existing routes:



Route 516 – New route that would cover the portion of Route 515 south of Ledbetter Station continuing to Camp Wisdom Station

Dutch Harbor Shuttle – New route that would cover the portion of Route 415 east from Ledbetter Station

Cedar Valley Shuttle – New route that would cover the portion of Route 553 serving Cedar Valley College from Camp Wisdom Station

Transit service improvements associated with the Build Alternative consist of route and headway changes to the following routes: 415, 515, 553, and 554. All bus route changes will be part of a service change in the future and will require a public hearing at that time.

2.2.5 Rail Operating Plan

The proposed project is planned to operate as an extension of the Blue Line from its southern terminus at UNT Dallas through the Dallas central business district (CBD) and into Garland and Rowlett. The alignment does not preclude service to the Southport Corridor. Furthermore, the terminus of the line has been designed to accommodate expansion if in the future the DART Service Area expands to the south. Figure 2‐11 illustrates the Build Alternative LRT operating plan. LRT generally operates from approximately 4 am to 1 am. During peak periods, the LRT route is envisioned to operate at 15‐minute headways. The route is planned to operate with two‐car trains since the rest of the Blue Line stations can only accommodate two‐car trains at this time. However, the stations have been designed to accommodate three‐car trains. During the off‐peak operating period (mid‐day, evening, and weekend), the route is planned to operate on 20‐minute headways. Weekend service would operate on either the weekday base or evening service, depending on observed demand. The proposed project’s operating plan complies with existing agreements for LRT operations in the City of Dallas CBD. LRT service in the line would have a maximum operating speed of 55 miles‐per‐hour (mph). Average train speed would be approximately 30 mph, and is influenced by civil engineering design, alignment location, and time spent at each passenger station (dwell time). Station dwell time averages 20 seconds for each station stop.

Technology The vehicles and systems technologies to be utilized for this project would be identical to the LRT service currently operating in the DART Service Area. The electrically powered vehicles collect primary electrical power (845 Volts‐Direct Current) via a pantograph from an overhead contact system that distributes the power from wayside traction power substations. The proposed project will incorporate a bi‐directional, automatic cab signaling system and interlocking signals that can be controlled from the Operations Control Center (OCC). The OCC supports operations and is responsible for controlling, monitoring, and dispatching the entire DART transit system, including all LRT operations.

Fare Collection Fare collection would be consistent with DART’s current self‐service, barrier‐free concept. Fares and fare collection policies would be consistent with current operations, in accordance with current DART policy.




Build Alternative LRT Operating Plan

Source: DART, 2012



Electric Power Substations and Special Trackwork Two traction power substations (TPSS) are proposed for this extension and would be located along the proposed project to supply sufficient power to meet the operating plan. The substations would be 2.5 megawatt prefabricated units. The proposed locations for the TPSSs, shown in Table 2‐5, have been identified to avoid impacts. The actual number and location of substations would be refined and confirmed during detailed final design. TPSS locations are typically spaced about 7,000 feet apart and usually have an 80‐foot by 40‐foot footprint. To the extent possible, TPSS locations would be accommodated within DART right‐of‐way. The DART mitigation monitoring process would track any changes in the locations and identify mitigation, if needed.


Traction Power Substations

Number Location Approximate Civil Station 1 North of Camp Wisdom Station, inside ROW Station 69+30

2 East of UNT Dallas Station, N. of tracks, inside ROW Station 126+70

Source: 5% Design Report, General Planning Consultant, 2012

The track layout would incorporate special trackwork (switches) to permit service under track outage conditions and to facilitate LRT operating moves to reverse train direction. Special trackwork would be located where trains can most conveniently switch from one track to the other based on LRT operating requirements. At this level of design, switches are currently planned for the area north of Camp Wisdom Station, as well as east of UNT Dallas Station.

2.2.6 Rail Operating Facility

The current DART operating fleet of 163 LRVs does not need to be expanded in order to provide service on the South Oak Cliff Corridor Blue Line Extension. LRT maintenance operations and vehicle storage space are shared between the Central Rail Operating Facility (CROF) and the new Northwest Rail Operating Facility (NWROF). The Central Rail Operating Facility was constructed as part of the original DART LRT System and is the primary maintenance facility for the LRT vehicle fleet. The main facilities at this location include a Service and Inspection (S&I) Facility, including the Train Control Center; a Ways, Structures and Amenities Building (WSA) where all wayside and passenger amenities (bus and LRT system) maintenance, including material control, are based; cleaning platforms and car wash; and a storage yard capable of storing 120 SLRVs. NWROF provides storage for approximately 70 SLRVs as well an S&I Facility and a WSA building. Maintenance facilities do not serve a specified pool or fleet of SLRVs: operational constraints and maintenance needs will dictate where cars are stored or maintained on a daily basis. In addition to DART maintenance facilities, tail tracks may be utilized at terminal stations for the staging or storage of trains during mid‐day and overnight hours. This helps minimize empty repositioning of vehicles and other operating costs, and is consistent with DART policy. The proposed project incorporates storage track for three SLRVs west of the UNT Dallas Station for these purposes.



2.2.7 Operations and Maintenance Cost

Based on the additional vehicle revenue miles associated with extending the LRT Blue Line to the UNT Dallas campus, the cost for operations and maintenance of the Blue Line Extension are approximately $2.4 million (2012$) per year. All operations and maintenance (O&M) costs are based on actual 2010 costs incurred by DART to operate bus and rail operations, and escalated to 2012 dollars. Table 2‐6 presents the input data used to estimate the O&M costs while Table 2‐7 presents the O&M cost estimates. Feeder bus services, designed to complement the anticipated LRT extension, are estimated to cost about $1.2 million (2012$) per year to operate and maintain at full build out. Bus route changes would be implemented incrementally as service matures. In all, DART’s operating and maintenance expenses would increase by approximately $3.6 million (2012$) per year to implement this Build Alternative.


Summary of Operation and Maintenance Cost Inputs

No‐Build Build* Bus

Annual Vehicle Miles ‐‐ 53,341

Annual Vehicle Revenue Hours ‐‐ 19,191

Peak Vehicles ‐‐ 2

Light Rail

Annual Vehicle Car Miles ‐‐ 182,700

Annual Vehicle Train Hours ‐‐ 2,630

Peak Vehicles ‐‐ 2

Stations ‐‐ 2

Directional Route Miles ‐‐ 5

*Incremental to existing 2010 conditions with Rowlett Station open to reflect full Blue Line operations

Source: General Planning Consultant, 2012

Table 2‐7

South Oak Cliff Corridor Blue Line Extension Annual Incremental Operating Cost Estimate

Mode LRT Bus $1,209,000

Light Rail Transit $2,442,000

Total $3,651,000

Source: CTG, 2012

2.3 No‐Build Alternative In addition to the Build Alternative, which was selected as the preferred alternative, a No‐Build Alternative is considered in this EA. The No‐Build Alternative is used as a basis of comparison to determine the environmental impacts of major transit improvements in the study area. Evaluating this alternative also helps determine whether the benefits to be realized by implementation of the Build Alternative are acceptable, considering environmental, economic,



and social impacts and their mitigation costs. The No‐Build Alternative must be given full consideration and a thorough evaluation in order to compare it adequately to the proposed Build Alternative. The No‐Build Alternative consists of projects planned and programmed by the year 2035. This includes all projects contained in the Mobility 2035: The Metropolitan Transportation Plan for North Central Texas except for a majority of the regional rail plan. Only those rail projects that have committed funding with environmental studies underway are included in the No‐Build Alternative. A majority of the regional rail recommendations rely on new sources of funding that require legislative changes and public‐private investment. Furthermore, based on the DART Fiscal Year 2012 Budget and Twenty‐Year Financial Plan, all of the DART 2030 Transit System Plan (TSP) projects beyond the Orange Line Section from Irving to Dallas‐Fort Worth (DFW) Airport and this project are no longer within the 2035 timeframe. Thus, the No‐Build Alternative presents a financially‐constrained rail network based on known financial conditions. However, the rail projects included in the Mobility 2035: The Metropolitan Transportation Plan for North Central Texas plan have been included in a model run conducted as a sensitivity analysis, which is discussed in Section 4.1.3. Within the study area, the No‐Build Alternative includes no major highway capital investments or rail investments. One high‐occupancy‐vehicle (HOV) lane improvement is planned near the study area on IH 35E, from IH 30 to IH 20. While there would be incremental changes to the existing bus system, both in and out of the study area to keep pace with employment and population growth, the exact nature of these changes is unknown and therefore the differential of operating costs on opening day, using the existing bus system, are presented, and the No‐Build Alternative bus operating plan will remain as shown in Figure 2‐9.

2.0 ALTERNATIVES CONSIDERED - DART.org2‐6 Draft Local Environmental Assessment the Runyon Springs Branch floodplain, as well as grade separation at Wagon Wheels Trail, Crouch Road,

Documents