jeffbrown2002 wrote:Exactly my point, those alignments have already been studied and had projected costs assigned to them, it seems to me subway proponents would be most satisfied with B7 while C3A would be a nice compromise.
Just hope all that research doesn't go to waste.
tanzoak wrote:Luckily, DART appears to be aware of which ones are good and which ones are hot garbage.
LBJ-Inwood and West Dallas are Tier 1 (i.e. start to conduct alternatives analysis), while the three worst ones are Tier 3 (i.e. ignore them).
Tivo_Kenevil wrote:Am I missing something here? What is the point of this line.. where would anyone go on this line if it were to built first?..legacy West/DFW? How long will that even take over an HR?! Might as well drive.
electricron wrote:Tier 1 look promising, somewhat. Once D2 is finished, another light rail line west to Oak Cliff makes sense.
The LBJ line makes sense between I-35E and US-75, but that's not where they are proposing to build it. It only needs to tie the Green Line with the Red Line, or at most to the Blue Line. The existing plans it doesn't reach the Green Line and it goes way past the Blue Line.
Big disappointment. .
electricron wrote:DART to date has avoided routing light rail lines down the middle of expressways, preferring to route light rail lines down one side or under. Any light rail line near LBJ will probably be very expensive and routed under it, just like DART subway under US-75. Building a subway a couple of miles long at a time is very expensive, building a subway 10 miles long will be pie in the sky, cow jumping over the moon, unaffordable.
Tier 2 are basically extensions of the existing light rail lines to the borders of cities not member cities.The sole exception is another commuter rail lie out to Frisco from Irving. They only make sense if they attract non-member cities to join DART.
Tier 3 are worse than Tier 2, extensions to even smaller cities with even smaller tax bases.
tanzoak wrote:electricron wrote:DART to date has avoided routing light rail lines down the middle of expressways, preferring to route light rail lines down one side or under. Any light rail line near LBJ will probably be very expensive and routed under it, just like DART subway under US-75. Building a subway a couple of miles long at a time is very expensive, building a subway 10 miles long will be pie in the sky, cow jumping over the moon, unaffordable.
There's existing rail ROW along 635 on the north side from the Blue line to Garland Ave (which is probably why they included that segment). There's also rail ROW along Inwood between 635 and the Cotton Belt ROW. So what goes between DNT and the Blue line is the question.
Presumably they will want to connect to the LBJ Red line station directly, which will mean crossing 635 twice (LBJ Blue line station is north of 635, but then LBJ Red line station is south, Medical City also south, before turning north after Preston).
The route is about 13 mi long, with estimated cost of $1.8 billion, or $140 million per mile. 5.5 miles or so of that would utilize existing rail ROW. DART says: "Given right-of-way constraints, significant portions of this corridor would be below- and/or above-grade."
The RR ROW along the northern side of LBJ belongs to KCS, not to DART. I'm not aware that KCS wants light rail trains running adjacent to their freight trains.
electricron wrote:The reason why I'm disappointed with the line as envisioned today is because it doesn't connect all the light rail corridor spokes in what would be DART's surrounding wheel. Ideally, if you're going to run a rail line along LBJ, it should follow LBJ all the way around Dallas, being the wheel to their spokes. That would give passenger options in both south and north Dallas an alternate rail route vs riding the trains through downtown.
muncien wrote:I've always thought the idea of a 'wheel' transit line, that connects all the lines further out from the hub, is a good one. But to me, I think BRT along the Loop 12 corridor is a better approach than 635.
The whole idea of serving Galleria area is a difficult one... No doubt it has the density and needs it, but finding where to go from there has always been a challenge. The proposal DART shows here doesn't seem any worse off than any others, but as always, it seems a bit of a reach.
But I do think you get quite a bit of benefit simply connecting with the Cotton Belt. From there (assuming it uses the same equipment), you could easily have DFW-Galleria, and East Plano - Galleria routes. Just three miles of track can easily get you TWO or more additional lines. Preferably commuter rail instead of LRT.
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