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Member Since 27 Feb 2009
Offline Last Active Today, 06:15 AM

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In Topic: Funding transit

Yesterday, 02:14 AM

FWIW, the DART orange line to downtown is about 50 minutes (seems like it used to take longer); TEX Rail to the ITC should be around 48 minutes.


TEX Rail is commuter rail largely because of cost. Double tracking and overhead wires are expensive.


Expensive light rail isn't as practical where density is low and stations are far apart. The TEX Rail corridor isn't very dense.


DART's Orange line is only 19 miles from DFW to downtown Dallas as I estimate from.

Wiki suggests the entire Orange line from Parker Road in Plano to DFW is 37 miles.


by roughly estimating downtown Dallas splits the line in half.....


Doing the math once again, 19 miles / 25 mph average  =- 45 minutes., which is pretty close to the 50 minutes you posted earlier.  FWIW, It'll be interesting what the exact distance was from DFW to downtown Dallas,  I only estimated. 


Additionally, there are two sections of railroad where the Orange line has ~5 miles between train stations (#1 DFW property and #2 Crossing the Trinity River). 5 miles station spacing is more like commuter rail spacing than light rail, but in these two instances there's nobody living there for a station to serve.

In Topic: Funding transit

17 March 2018 - 01:20 AM

Since we're talking about light rail on the forum today, it's worth mentioning that Charlotte (NC) opened a light rail extension today.


Charlotte is similar to Fort Worth in city and metro population. The Blue Line and TEX Rail are a bit different, though. The Blue Line runs much more frequently, but is shorter and doesn't serve its airport.

TexRail follows railroad corridors almost all the way. for 24.6 miles of its initial 27.2 miles,  around 90%. When the southern leg's miles is added, it would be  37.4 miles of a proposed planned 40 miles, around 93%.

Charolette's Blue Line follows railroad corridors most of the way as well, for 15.7 miles of its total 19.7 miles, around 80%.


While Charlotte's Blue Line runs through uptown much like DART's light rail lines through downtown, the corridor used in both cases was mostly a railroad corridor. at some point in the past.  With 20% of the line in Charolette not aligned in a railroad corridor, light rail is more appropriate running in city streets for around 4 miles; whereas the 2.6 miles TexRail isn't aligned to a railroad corridor its running over mostly prairies in DFW property. commuter rail is more appropriate. Faster average speeds of commuter rail over 27 miles ( all running away from downtown) is more approriate than the relatively slower average speeds of light rail over 19 miles (with just 10 miles running away from uptown). 


Per Wiki, Charolette's Blue Line daily ridership was 17,100 before the newest extension, TexRail projects a daily ridership around 

9,000. Charolette's Blue Line projects daily ridership around 51,000 in 2030 while TexRail projects daily ridership around 14,700 in 2035. Charolette projected just as much ridership from the northern city neighborhoods as it sees from its southern city neighborhoods.  The ride from DFW to downtown will be three times larger in distance than the ride of the either termini to uptown in Charolette.


A law of physics  we should not dismiss follows:

Speed = Distance / Time. Solving for Time:

Speed/Distance = 1/Time,

Therefore Time = Distance/Speed.

Charollette = ~10 miles  =  ~30 minutes (assuming average speed of 20 mph)

Fort Worth = ~30 miles = ~60 minutes (assuming average speed of 30 mph)

If TexRail average the same speed as light rail systems usually run, it would take 90 minutes to travel DFW to downtown. 


That's why commuter rail is more appropriate for Fort Worth's TexRail and light rail is more appropriate for Charolette's Lynx. 

In Topic: TEX Rail project

14 February 2018 - 12:28 PM

The recently proposed federal budget cuts the Capital Investment Grant fund (AKA New Starts) down from $2,413,000 to $1,000,000. Without the New Starts program the first leg of TEXrail could not have happened as it payed $499 million of the $1 billion project. 


Does anyone know how these cuts could effect the SW leg? 

Will the SW leg ever get built, and would it ever qualify for FTA "New Starts" funding? Don't forget, there's a reason why it was dropped  in the first place. I don't think that reason was the absence of local matching funds. 


Remember, cuts in programs like these affect future projects, not existing projects already promised funding. 

In Topic: TEX Rail project

12 February 2018 - 09:33 AM

I would like to point out that there are blocks upon blocks of paid parking lots near the ITC, and garages upon garages of paid parking near DFW Terminal B. So the zero (0) reported parking from TexRail publicity isn't telling the whole truth.


If you're going to post a link of the reported ridership at TRE stations for comparison purposes with TexRail, how about listing them side by side? TexRail projected weekday ridership per EIS, and TRE weekday ridership '15.


T&P  620

ITC  790

Richland Hills  610

Hurst/Bell  480

Centerport/DFW 1090

West Irving  300

South Irving  530

Medical Market Center 700

Victory 1300

Union  1380



DFW Airport 4,128
DFW North 637
Grapevine 250
Smithfield 162
Iron Horse 379
xxxHaltom City 96xxx (Not being built)
Beach Street 223
North Side 154
 ITC: 1,116
T&P 582
-----------------------(?To be built later?)

Medical District 874
Berry Street 232
Granbury Road 217
Summer Creek 4

In Topic: The T's new Master Plan

10 February 2018 - 10:46 PM

Tarrant Metro, Fort Worth Metro, or just Metro would be better than Trinity Metro.

Both Houston and Austin use Metro, so it would not be anything special. 


How about doing something different and historic at the same time, the "BOM" - short for Butterfield Overland Mail?

Then put a stagecoach in your crest and livery.