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Briefing on the 2045 Transit System Plan and Streetcar Master PlanPlanning CommitteeFebruary 25, 2020

Kay Shelton, Capital Planning

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• The purpose of this briefing is to provide an update on the high capacity corridor evaluation, progress on Streetcar Master Plan, and next steps towards draft 2045 Transit System Plan

Today’s Briefing

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Streetcar Master Plan Update

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City Streetcar WorkshopsCity Date Streetcar Areas to Advance

Richardson Dec 5 • Belt Line/Main TOD (Arapaho, Spring Valley Stations)• Innovation District link

Garland Dec 5 • Downtown to Hospital District via Walnut

Cockrell Hill Dec 16 • None (bus service/amenities and pedestrian focus)

Carrollton Dec 19 • Trinity Mills TOD Connection• Downtown Carrollton to Valwood District

Farmers Branch Dec 20 • East Side (Link with Addison and Dallas Midtown)

Addison Jan 2 • Quorum/Inwood Business District (Link with Farmers Branch and Dallas Midtown)

Plano Jan 9 • Legacy West-East Connection• Downtown Plano – Collin Creek Mall

Rowlett Jan 14 • None (will consider as part of Downtown Master Plan update)

Dallas Jan 17 • Several corridors reviewed; key priorities

Irving Feb 4 • None (focus on Las Colinas shuttle/bus circulator)

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Streetcar Master Plan• Definition of Potential Street Corridors Report in development

– Will share with DART Board and cities in April 2020• Key elements:

– Documentation of workshops including priorities and future opportunities

– Definition of corridors to advanceo Existing transit serviceso Alignment/stop locationso Capital costo O&M costo Ridership potential

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High Capacity Corridor Evaluation Update

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Potential Corridors• Evaluating as rail

investment initially• Based on

performance, some could be considered as other modes like express bus, bus rapid transit or benefit from local bus or GoLink

IRVING-LEGACY REGIONAL RAIL

SOUTHPORT

SOUTHEAST

WEST OAK CLIFF

HENSLEY FIELD

WEST DALLAS EAST/SCYENE

ROWLETT BAYSIDE

GARLAND/BUSH TURNPIKE

SPRING CREEK

LBJ

TOLLWAYIRVING-

LEGACY RR

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Corridor Evaluation CriteriaRating Low L-M Medium M-H HighPRIMARYMobility Improvements (25%)Corridor Ridership1 Average daily ridership with 2 times weight to low-income, zero-car household trips

< 8,500 8,500-16,999 17,000-49,999 50,000-99,999 100,000Riders/Mile2 Riders/mile targets depending on type of corridor:

New corridor w/ CBD access 750 1,125 1,500 1,875 2,250+New corridor no CBD access 500 750 1,000 1,250 1,500+Less than 5-mile extension 250 375 500 625 750+Regional rail corridor 150 225 300 375 450+

Cost-Effectiveness (25%)Annual Capital and O&M Costs/Annual Rider1 > $15 $10-$14.99 $6-9.99 $4-5.99 < $4

Congestion Relief (12.5%)Added System Riders1 < 500 500-2,499 2,500-9,999 10,000-17,999 18,000+Land Use (12.5%)Residential Density (Residents/Acre)3 < 5 5-9 10-14 15-30 30+Employment Density (Jobs/Acre)3 < 5 5-9 10-14 15-30 30+Equity/Job Access (12.5%)Total User Benefit Hours

Review and rating based on relative benefits of each corridorLow Income User Benefit Hours %Low Income HBW User Benefit Hours %Economic Development (12.5% Qualitative review of transit-supportive corridor plans and policies

Limited or no progress; not transit-supportive

Plans in development;

moderately transit-supportive

Plans in place; strongly transit-

supportive

• Based on August 2016 Final Interim Policy Guidance FTA Capital Investment Grant Program for New Starts projects• Based on existing DART light rail and Trinity Railway Express (TRE) performance• Based on review of industry best practices for transit density to support high capacity transit investments

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Corridor Overview

Element

N C

entr

al S

prin

g Cr

eek

Exte

nsio

n

Wes

t Oak

Clif

f Ex

tens

ion

LBJ C

orrid

or to

Ad

diso

n T

C

Hens

ley

Fiel

d Ex

tens

ion

Tollw

ay C

orrid

or

LBJ C

ross

tow

n

Wes

t Dal

las

East

Dal

las-

Scye

ne

Irvin

g-Le

gacy

Re

gion

al R

ail

Row

lett

Bay

side

Ex

tens

ion

Sout

hpor

t Ex

tens

ion

Gar

land

/Bus

h Tu

rnpi

ke

Sout

heas

t Ex

tens

ion

Miles 1.8 4.3 12.9 7.1 22.8 15.8 6.0 4.4 20.1 3.4 3.1 3.0 3.6

Capital Cost (millions)

$160 $370 $1,820 $630 $5,310 $2,860 $620 $400 $900 $290 $290 $265 $300

O&M Cost (annual millions)

$2.9 $5.0 $14.7 $6.6 $23.8 $21 $8.3 $14.4 $17.1 $6.2 $4.2 $6.1 $4.7

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Corridor Evaluation Data

CriteriaN

Cen

tral

Spr

ing

Cree

k Ex

tens

ion

Wes

t Oak

Clif

f Ex

tens

ion

LBJ C

orrid

or to

Ad

diso

n T

C

Hens

ley

Fiel

d Ex

tens

ion

Tollw

ay C

orrid

or

LBJ C

ross

tow

n

Wes

t Dal

las

East

Dal

las-

Scye

ne

Irvin

g-Le

gacy

Re

gion

al R

ail

Row

lett

Bay

side

Ex

tens

ion

Gar

land

/Bus

h Tu

rnpi

ke

Sout

hpor

t Ex

tens

ion

Sout

heas

t Ex

tens

ion

Total Linked Trips (with 2x transit dependent)

4,900 9,200 16,700 8,500 28,000 11,700 6,600 4,200 4,400 2,600 1,800 4,500 3,600

Station Riders/Mile 1,350 850 1,200 830 800 550 720 400 200 360 300 200 360

Annual Cost/Annual Trip $6 $8 $20 $14 $37 $48 $22 $28 $41 $21 $31 $21 $17

Added System Riders 2,500 2,400 7,000 2,400 8,500 4,000 1,800 2,600 4,000 1,400 1,400 2,000 580

Residential Density 3.9 5.6 8.4 6.1 7.2 8.6 5.9 7.9 6.8 1.0 5.7 2.1 2.5

Employment Density 5.9 4.0 23.1 2.4 23.6 18.7 8.9 2.7 5.0 0.2 1.5 0.6 0.4

Total User Benefits (% outside Service Area)

1,600 (79%)

1,900 (72%)

5,200 (24%)

2,000(60%)

5,600 (29%)

2,900(12%)

1,400 (15%)

2,000 (24%)

1,500 (56%)

1,100 (73%)

1,100 (70%)

1,600 (24%)

470 (64%)

% Low Income Home Based Work (HBW) User Benefits

2% 26% 49% 40% 34% 48% 74% 49% 14% 5% 37% 62% 30%

% Low Income User Benefits 5% 36% 53% 51% 40% 54% 79% 66% 29% 12% 44% 73% 39%

Econ Dev/Land Use Plans M-H L-M M-H L-M M M M-H L-M M M L-M L L

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Corridor Evaluation Summary

CriteriaN

Cen

tral

Spr

ing

Cree

k Ex

tens

ion

Wes

t Oak

Clif

f Ex

tens

ion

LBJ C

orrid

or to

Ad

diso

n T

C

Hens

ley

Fiel

d Ex

tens

ion

Tollw

ay C

orrid

or

LBJ C

ross

tow

n

Wes

t Dal

las

East

Dal

las-

Scye

ne

Irvin

g-Le

gacy

Re

gion

al R

ail

Row

lett

Bay

side

Ex

tens

ion

Gar

land

/Bus

h Tu

rnpi

ke

Sout

hpor

t Ex

tens

ion

Sout

heas

t Ex

tens

ion

Total Linked Trips (with 2x transit dependent)

4,900 9,200 16,700 8,500 28,000 11,700 6,600 4,200 4,400 2,600 1,800 4,500 3,600

Station Riders/Mile 1,350 850 1,200 830 800 550 720 400 200 360 300 200 390

Annual Cost/Annual Trip $5.50 $8 $20 $14 $37 $48 $22 $28 $41 $21 $31 $21 $17

Added System Riders 2,500 2,400 7,000 2,400 8,500 4,000 1,800 2,600 4,000 1,400 1,400 2,000 580

Residential Density 3.9 5.6 8.4 6.1 7.2 8.6 5.9 7.9 6.8 1.0 5.7 2.1 2.5

Employment Density 5.9 4.0 23.1 2.4 23.6 18.7 8.9 2.7 5.0 0.2 1.5 0.6 0.4

Total User Benefits (% outside Service Area)

1,600 (79%)

1,900 (72%)

5,200 (24%)

2,000(60%)

5,600 (29%)

2,900(12%)

1,400 (15%)

2,000 (24%)

1,500 (56%)

1,100 (73%)

1,100 (70%)

1,600 (24%)

470 (64%)

% Low Income Home Based Work (HBW) User Benefits

2% 26% 49% 40% 34% 48% 74% 49% 14% 5% 37% 62% 30%

% Low Income User Benefits 5% 36% 53% 51% 40% 54% 79% 66% 29% 12% 44% 73% 39%

Econ Dev/Land Use Plans M-H L-M M-H L-M M M M-H L-M M M L-M L L

OVERALL M M M L-M L-M L-M L-M L-M L-M L L L L

Tier 2Tier 1 Tier 3

High Low

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Evaluation Summary IRVING-LEGACY

REGIONAL RAIL

SOUTHPORT

SOUTHEAST

WEST OAK CLIFF

HENSLEY FIELD

WEST DALLAS EAST/SCYENE

ROWLETT BAYSIDE

GARLAND/BUSH TURNPIKE

SPRING CREEK

LBJ

TOLLWAYIRVING-

LEGACY RR

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FY20 Financial Plan

Capital expansion adds debt service and operating expense

Bus Network Resign will define improvements past FY20

Financial capacity for capital and operating is limited through mid-2030s:• Operations/service

improvements need to focus on strategic additions and reallocation of resources

• Capital program needs to focus on lower-cost system capacity/enhancement projects

Debt capacity begins to increase in late 2030’s for major capital projects

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Preliminary Recommendations• Preliminary recommendations are based on several factors:

– Financial constraints through 2045 influence ability to program major capital projects at this time

– Bus Network Redesign effort may highlight other long-term priorities for funding

– Opportunity to focus on land use planning around stations and transit facilities to grow ridership on existing system

– In near-mid term, focus on low-cost improvement to enhance performance/reliability of bus and rail network

– Some corridors should be studied in more detail to evaluate range of options

– Many short extensions relate to regional expansion and/or can continue to be served by bus, GoLink services

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Tier 1 IRVING-LEGACY REGIONAL RAIL

• Cost-effective• Low density area• Only 2-5% of travel time

benefits accrue to low-income riders

• Development plans include transit and more density

• 80% of benefits are to user outside Service Area

• Moderately cost-effective• Low density area and

limited plans• 30% of travel time benefits

accrue to low-income riders• 70% of benefits are to user

outside Service Area

• Moderate level of ridership/new riders

• Expensive so low cost-effectiveness

• High employment density• 50% of travel time benefits

accrue to low-income riders• Development plans at key

locations• Only 13% of benefits are to

user outside Service Area

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West Oak Cliff and Hensley Field Corridor• Two options from Westmoreland in future

– West Oak Cliff Extension rated medium but primarily function to capture non-DART area riders (72%)

• New Hensley Field land use plan and increased density could improve the performance of the Hensley Field corridor to medium– Suggest coordinate with City of Dallas on Master Plan effort and

monitor for future consideration

• Jefferson Route 11 to Hensley Field would be a natural service extension should phased Master Plan move forward– Light Rail $600M capital investment and $6.6M annual O&M costs– Route 11 extension at existing service levels would add 2 peak

buses and approximately $1M additional annual O&M costs– Opportunity for signal priority, lane treatments, enhanced stops

along Jefferson Boulevard Route 11

WEST OAK CLIFF

HENSLEY FIELD

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Low Income Households and Employment Density

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LBJ and Tollway Corridors• The DART service area contains approximately 1.9 million jobs.

Collectively, 85 percent of the jobs are located along the following corridors:– US 75 – 26% (495,277 jobs) – Red Line– I-635 (LBJ) – 26% (500,391 jobs)– Dallas North Tollway (DNT) – 26% (493,058 jobs)– I-35E (Stemmons Freeway) – 25% (473,444 jobs) – Green Line– S.R. 114 (John W. Carpenter Freeway) – 21% (399,322 jobs) – Orange Line– President George Bush Turnpike – 23% (433,944 jobs) - Silver Line

• Opportunity for regional services that utilize freeway facilities to link key activity centers and connect high-employment corridors with lower-income residential concentrations

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LBJ and Tollway Corridors• Travel time and congestion are increasingly

becoming an issue in Tollway corridor, especially between LBJ and Legacy

• The LBJ to Addison corridor (rated medium) is an opportunity to connect Blue, Red, Silver and major bus facilities along portions of LBJ and the Tollway– Recommend detailed Alternatives

Analysis to examine bus rapid transit, express bus or rail investments

• Express bus from southern Dallas to Legacy via Loop 12 and Addison as bypass to Tollway in future

Express bus options and employment density

12 peak buses$4.6M annual O&M

12 peak buses$6.2M annual O&M

Legacy

Addison

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West Dallas Corridor• West Dallas continues to grow and redevelop, especially closer to

downtown in Trinity Groves area

• August 2019 service changes included restructuring improvements to routes 52 and 59

• Light rail to West Dallas may not be feasible given physical barriers (TRE/freight, Trinity River, I-35E)

• Streetcar to West Dallas/Trinity Groves is being advanced through Streetcar Master Plan effort

• Recommend continuing to advance streetcar and bus as most appropriate options for West Dallas

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Irving Regional Rail and Scyene• Irving-Legacy Regional Rail

– Performs best if connections north of Plano are included

– Monitor through NCTCOG Collin County Transit Study, where detailed analysis of longer corridor will be included

• East/Scyene– Continue to serve with bus and monitor for

long-term opportunity– Could be branch for possible LRT service

options such as North Central to Baylor/East Dallas

– Potential service to Mesquite if became part of Service Area

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Tier 3 Corridors• Rowlett Bayside

– Continue as GoLink zone– City will be updating plans over next year and desires

to coordinate on TOD opportunities• Southport

– Continue as GoLink zone– Support growth of Inland Port Transportation

Management Association (IPTMA)• Southeast

– Future trail planned in former right-of-way– Continue bus and GoLink zone services

• Garland/Bush Turnpike– Evaluated as optional terminus of LBJ corridor– Continue with bus service

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High Capacity Corridor Evaluation Next Steps• High Capacity Corridor Evaluation Summary report of key findings is in

draft form• Recommendations will be incorporated into draft 2045 Transit System

Plan and may be refined as the Bus Network Redesign and Streetcar Master Plan efforts advance over next several months

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Board/Committee Meeting Topic/Action

January 28 Planning Plan Coordination, Corridor Evaluation, Streetcar workshops

February 25 Planning Updated Corridor Evaluation and Results, Streetcar update

March 24 Planning Initial Draft - Transit System Plan Framework Goals, Objectives, Actions

April 28 Planning Part I - Review and Discussion of Transit System Plan Framework Goals, Objectives, Actions; Streetcar Master Plan progress update

May 26 Planning Part II - Review and Discussion of Transit System Plan Framework Goals, Objectives, Actions

June 23 Planning FY2021 Financial Plan – Financial Capacity Part III - Review and Discussion of Transit System Plan Framework Goals, Objectives, Actions

July 7 Planning Draft Streetcar Master Plan

August 25 Planning Overview of Draft 2045 Transit System Plan

September 22 COTW/Board Present and distribute Draft 2045 Transit System Plan to DART BoardSchedule for review, outreach and integration of new Bus Plan

Board Briefing Schedule of Topics

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