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Member Since 27 Feb 2009
Online Last Active Today, 09:19 AM

Posts I've Made

In Topic: High Speed Rail - Texas

Today, 09:02 AM

Cough! Cough!

Parking electric powered non polluting trains over diesel powered polluting trains is not my ideal of a breathable friendly solution. With trains routed atop of one another, a mezzanine for passengers will be needed between them. This will place the trains on the top level even higher. It would be far better and probably much cheaper  to place these trains side-by-side, with all the trains on the same level. Even in Miami they succeeded doing that. 

The fact they have to place the HSR trains over the commuter trains shows they don't really have an alternate site available or usable in downtown Fort Worth. Which brings up the question, do they actually have to place the HSR station in downtown Fort Worth to be economically viable?

In Topic: TEX Rail project

Yesterday, 09:28 AM

Just look at that recent photo posted of the railroad viaduct, then count the number of posts and then calculate how long the viaduct is. yes, That far for a 25 to 30 feet elevation change so the TexRail trains will not interfere with freight railroad traffic on the UP Choctaw line at all. 30 feet vertically requires 3000 feet horizontally using a 1% grade, 1500 feet horizontally with a 2% grade. Then multiply by two to get the tracks back down to grade on the other side.

Don't you think TexRail would rather have crossed the UP Choctaw corridor at grade, that's how the GVVR using the Cotton Belt crosses it now? The steam train may cross the Choctaw corridor twice, possibly four times a day, but TexRail was going to cross it 50 to 60 times a day. So UP wouldn't allow TexRail crossing its tracks at grade, that's why TexRail is building that long viaduct. TexRail didn't want to wait 10 minutes for a freight train to pass through an at grade crossing either, another reason to go ahead and build that long viaduct. But even with the viaduct being built to take the TexRail trains over the UP tracks, UP asked and got Amtrak's Texas Eagle trains off their Ft. Worth corridor moved onto the TRE corridor - with all the expenses to make it happen paid for by TexRail. TexRail also had to get permission from the UP to cross another rail corridor with another viaduct. So UP really took them to the cleaners.

Imagine how much more TexRail would have had to pay to cross a third UP rail corridor along with BNSF and FWWR corridors just to get to the Stockyards directly? With the present routing, they don't have to cross the BNSF and FWWR owned corridors. at all That fact alone has saved TexRail scores and scores of millions of dollars.....


The main purpose is to get TexRail trains between downtown Fort Worth and DFW airport. TexRail has accomplished doing that, believe it or not, in the most economical way. That's what engineers and building contractors try to do all the time, because the most economical way usually means in the most profitable way. Going directly to the Stockyards has proven not to be the most economical way. 


The only economic way to build TexRail to the Stockyards was to continue it south through Forrest Park and bypassing downtown Fort Worth entirely. That routing failed it's primary mission of getting passengers to and from downtown Fort Worth, therefore during the planning process that routing was eliminated. 

In Topic: TEX Rail project

14 December 2017 - 02:42 AM


I would also like to see the rail overpass going over 28th Street west of Decatur be widened to accommodate a road with wider lanes and bicycle/pedestrian access to points west of the railroad tracks (including the Stockyards).......


Peach Railyard overpass.






What might have been had Tarrant Express "overpass" the tracks between 21st - 28th Streets to place the North Side Station...sad!


It would have been much more expensive. To overpass the tracks between 21st and 28th streets would have meant crossing three freight railroad companies tracks twice more. It took FWTA 10 years to negotiate crossing UP tracks, and using DART tracks. I suppose it might have taken 30 years at that rate to negotiate crossing BNSF, UP, and FWWR tracks. 

As is. they have followed the old Cotton Belt tracks owned by DART, running on the east, then south side of the existing railroad corridor until past the FWWR yard in northeast Fort Worth. They still have had to build expensive overpasses just to build the shorter route. 

In Topic: TEX Rail project

29 November 2017 - 11:07 PM

As for widening 28th Street discussed earlier, who maintains it? TexRail certainly doesn't, but does the City. County, or State maintain it? It is signed with SH 183, does that mean the TXDOT should/would be responsible for highway expansion?

In Topic: Trinity Railway Express

28 November 2017 - 03:50 AM

Commuter rail that comes so infrequently doesn't generate much in the way of TOD anywhere that I've seen.


It's not what type of train it is that matters; and you're correct that it is how often the trains run that counts. 


Commuter rail systems with many lines with low headways converging into one station can affect TODs developments at that one station. Like the TRE and TexRail sharing the ITC and T&P Stations should increase the number of passengers using those stations.

During rush hors, DART runs its light rail trains on each line every 10 minutes - therefore its every 2.5 minutes at those stations where all fur lines merge. 


Ever heard the term McDonalds and other fast food restaurants use for placing their stores? They looked at traffic, the more the better. They called these places of heavy traffic great locations. With trains, frequency of services on a linear line usually is proportional to the amount of traffic the trains have. While individual streets are also linear in nature, I would like to point out that many streets are laid out in grids, with traffic merging and spreading apart at every intersection. Never-the-less, it's the amount of traffic on a stretch of road that attracts businesses to these great locations.


It's traffic that counts most...whichever way it is measured.