1.0 PURPOSE AND NEED

Transcription

1 1.0 PURPOSE AND NEED This chapter documents the need for transit improvements in the Northwest Corridor and the purposes that the proposed action (Build Alternative) is intended to serve. An overview of the study corridor summarizes current and projected population and employment, and existing and proposed transportation services and facilities. The chapter also summarizes the planning context and history of local decision-making regarding the proposed improvements. It presents the mobility, economic and community development, and environmental objectives to be addressed by the project. Dallas Area Rapid Transit (DART) initiated a Major Investment Study (MIS) in early 1998 to examine transportation needs in the Northwest Corridor. The Northwest Corridor MIS Influence Area included a large part of northwest Dallas County. It extended from downtown Dallas on the south, to SH 121 on the west and north, Marsh Lane to the east and Dallas/Fort Worth International Airport (DFW Airport) to the west. The Locally Preferred Investment Strategy (LPIS) adopted on February 22, 2000, included several components, such as Transportation System Management (TSM) improvements, the implementation of High Occupancy Vehicle (HOV) lanes along major highways within the corridor, and two Light Rail Transit (LRT) lines: a line to Farmers Branch and Carrollton, and a line to Irving and DFW Airport. These two lines have independent utility and were placed on separate planning, engineering and construction schedules. The Final EIS for the LRT line to Farmers Branch and Carrollton is complete. Final design for the facility containing 17.6 miles of double-tracked light rail transit from downtown Dallas to Carrollton is underway, and the project is proposed to be operational by December This line is also proposed to connect to a planned commuter rail line from Carrollton to Lewisville and Denton, to be constructed and operated by the Denton County Transit Authority (DCTA). Two alternatives are being considered in this EIS, a No-Build Alternative and an LRT Alternative. The No-Build Alternative includes transportation and transit projects that have a reasonable expectation of funding and are programmed for implementation. The No-Build Alternative is used as a basis for determining the potential environmental impacts that would be associated with the proposed LRT Alternative. The proposed action, referred to throughout this Draft EIS as the LRT Alternative, is a 9.3-mile light rail transit project derived from the MIS LPIS, and subsequently modified. Both alternatives are described in detail in Chapter 2 of the Draft EIS. DART is proposing to implement the with the staged construction of approximately 9.3 miles of double-tracked light rail transit from a junction with the Farmers Branch / Carrollton Line north of Bachman Station to the vicinity of Belt Line Road and Valley View Lane in Irving. An extension from Belt Line Road to the Central Terminal Area of DFW International Airport will be evaluated and constructed at a later date, pending DFW Airport guidance and direction regarding terminal interface issues. The Northwest Corridor LRT Line to Irving/DFW Study Area is shown in Figure 1-1. The purposes of the LRT Line to Irving and DFW are to increase regional connectivity, to improve the performance and effectiveness of transit services within the corridor, to offer an alternative to single-occupancy vehicle (SOV) travel, to provide a seamless interface at the DFW Airport Central Terminal Area once the extension to DFW Airport is completed, and to improve transit travel time. The project is intended to increase the people-carrying capacity in the corridor and support increased economic development opportunities through improved accessibility to sites along the corridor. Draft Environmental Impact Statement 1-1

2 N MACARTHUR BLVD Proposed LRT Line to Irving/DFW Study Area Potential Future Extension to DFW E lm Fork Trinity River HARRY HINES BLVD REGAL ROW 35E WALNUT HILL LN DENTON DR WEB CHAPEL RD 354 Cabell Dr DFW International Airport BELT LINE RD 114 PRESIDENT GEORGE BUSH TPKE JOHN CARPENTER FWY ROYAL LN Farmers Branch LUNA RD Legend VALLEY VIEW LN WALNUT HILL LN RIVERSIDE DR 35E CARBON RD H I DDEN RIDGE DR Dallas 348 ESTERS RD 161 WALNUT HILL LN ROCHELLE BLVD CALIFORNIA CROSSING RD NORTHWEST HWY 12 NORTHGATE DR ROCHELLE RD BELT LINE RD STORY RD Irving MACARTHUR BLVD N O' CONNOR RD JOHN CARPENTER FWY TOM BRANIFF DR STOREY LN BNSF RR E AIRPORT FWY 183 IRVING BLVD GRAUWYLER RD Figure 1-1 Study Area NW Corridor LRT Line to Irving/DFW Environmental Impact Statement 0 2,000 4,000 8,000 Feet

3 The federal action for FTA would be funding related. The project is proposed to be partly funded with federal dollars through the NCTCOG s Transit Strategic Funding Program. Pursuant to FTA regulations, the FTA Administrator must verify that NEPA requirements have been met in order to approve use of federal funding. The federal action for FAA would be approval of a revision to the DFW International Airport Layout Plan (ALP). Pursuant to 49 USC 47107(a)(16), the FAA Administrator (under authority delegated from the Secretary of Transportation) must approve any revision or modification to an ALP before the revision or modification takes effect. Any FAA determination to approve revision of the ALP to accommodate the proposed alterations to the airport for the LRT project will have to take into consideration the effect such changes would have on the safety, utility, or efficiency of the airport. 1.1 GOALS AND OBJECTIVES DART is the Dallas area s regional transit agency providing service within a 700-square mile area comprised of 13 member cities. The DART Board of Directors established a set of goals for transportation improvements in the Northwest Corridor during the MIS study process. The goals and objectives respond to the underlying transportation needs defined in this chapter. They are based on the goals adopted in May 1983 to guide development of the DART Transit System Plan and goals stated in the DART Mission Statement: The mission of Dallas Area Rapid Transit is to build and operate an efficient and effective transportation system that, within the DART Service Area, provides mobility, improves the quality of life, and stimulates economic development through the implementation of the DART Service Plan as adopted by the voters on August 13, 1983, and as amended from time to time. The primary objective of the Northwest Corridor MIS was to identify an LPIS for transportation improvements in the corridor. This study identified the following purposes for transportation improvements in the Northwest Corridor: Enhance Mobility by offering travel choices to and from, and through, the corridor; Provide Additional Capacity for heavily-traveled radial directions; Reduce Congestion by reducing automobile dependence; Enhance the Quality and Reliability of Transit Service for existing and potential riders; Improve Safety and Operating Efficiency of roadways; and Strengthen Economic Conditions in the corridor. 1.2 RELEVANT SYSTEM PLANNING ACTIVITIES The two branches of the Northwest Corridor (formerly known as the Stemmons Corridor) have been included in DART s and other regional transportation improvement plans for more than 20 years. A summary of these plans is presented in this section. DART s 1983 Final Service Plan included a 160-mile fixed guideway transit system. The Northwest Corridor was to be built in two phases along the Union Pacific Railroad (UPRR) line, first to LBJ Freeway, then to Belt Line Road with an extension west to Las Colinas in Irving. Phase II also included a commuter rail extension north from the Trinity Railway Express (TRE) line to Texas Stadium and Las Colinas, along the Burlington Northern Santa Fe (BNSF) rail line. The 2010 Service Plan (1988) reduced the fixed guideway system to 93 miles. The Northwest Corridor showed fixed guideway transit from downtown Dallas to LBJ Freeway with extensions to Belt Line Road along the UPRR line and west to Las Colinas in Irving along the Mañana spur. With the failure of the 1988 bond election, DART re-evaluated the rail system and developed a new cost-effective program in Draft Environmental Impact Statement 1-3

4 The 1989 Transit System Plan showed a light rail line along the UPRR right-of-way from downtown Dallas to Valley View Lane in Farmers Branch, and future expansion north to the North Carrollton Transit Center. A branch west from the UPRR right-of-way to the North Irving Transit Center along the Mañana spur was also included. DART purchased the UPRR line in 1990 for future use as a rail transit line. The 1995 Transit System Plan updated the 1989 plan to improve both affordability and costeffectiveness. The plan changed the Northwest Corridor rail alignments from LRT to commuter rail and identified a line along the UPRR from downtown Dallas to the North Carrollton Transit Center and a branch west along the Mañana spur to the North Irving Transit Center. DFW airport was served by a spur north from the TRE commuter rail line. The Northwest Corridor Needs Assessment (December 1997) identified travel needs in the Northwest Corridor, resulting in the identification of two subareas within the Northwest Corridor: the Carrollton Farmers Branch Subarea, which generally parallels IH 35E from downtown Dallas and into Carrollton; and the North Irving Subarea, which generally follows the IH 35E/SH 114 corridor through North Irving. This Needs Assessment identified northwest-southeast travel as the primary need in the North Irving Subarea. This includes travel from residential origins in the northwest to employment destinations along the corridor and in downtown Dallas. It also includes travel from residential origins south of downtown Dallas to employment destinations along the corridor and elsewhere in the region (reverse commute). The North Central Texas Council of Governments (NCTCOG) developed the Mobility 2025 Plan (January 2000) using demographic projections for the year The plan generally reflected the DART 1995 Transit System Plan, with the exception that it showed LRT instead of commuter rail in the Northwest Corridor, based on the MIS results, with two alternative alignments near DFW International Airport. One alignment brought rail into the northern end of the airport, while the other alignment brought rail into the central terminal area of the airport. The Mobility 2025 Plan was updated in May 2001, June 2004 and April The Northwest Corridor Major Investment Study was initiated in early 1998 and completed in early It identified LRT on the UPRR alignment from downtown Dallas to Frankford Road in Carrollton, with a section along Harry Hines Boulevard in the Medical Center area. It also identified a branch at Northwest Highway through Irving and DFW Airport. The DART Board approved the LPIS for the Northwest Corridor on February 22, 2000, and amended the 1995 Transit System Plan to reflect these changes. The two lines were to be treated as separate projects, with an EIS to be prepared for each. In August 2000, DART conducted a special election requesting voter approval for the agency to issue long-term bonds to finance capital improvements. Previously, DART had funded projects on a pay-as-you-go basis. The issue passed overwhelmingly, and permitted DART to accelerate implementation of several projects, including the proposed project. Under the schedule currently published by DART, the proposed project is expected to begin operation in December of The extension from Belt Line Road to DFW Airport is proposed to begin operation in December of In 2002 the Dallas/Fort Worth International Airport Rail Planning and Implementation Study was completed. This study, sponsored by NCTCOG, DFW Airport, DART, The Texas Department of Transportation (TxDOT) and the Fort Worth Transit Authority, explored future rail service options to the airport. The Study s goal was to provide a seamless, customer sensitive, affordable, clearly achievable rail interface between the regional rail system and the DFW Airport Central Terminal Area. The selected alternative identified three possible options for accessing the Central Terminal Area with LRT. The northern and southern options were elevated or at-grade, Draft Environmental Impact Statement 1-4

5 while the central option was a tunnel under DFW Airport. As of now, the northern access option appears to be favored. However, airport access options will continue to be studied and evaluated, and are not proposed to be part of this EIS. In October 2006, DART updated its 1995 Transit System Plan in accordance with the DART 2030 Transit System Plan. This plan reflects the latest year 2030 demographic projects from NCTCOG and identifies projects to be undertaken by DART through the year The LRT Line to Farmers Branch and Carrollton Final Environmental Impact Statement was completed in October The project received a Record of Decision (ROD) in February Final design has been completed on this 17.6 mile, double-tracked light rail extension from downtown Dallas to Carrollton. DART began construction in 2006 with operations scheduled to be phased in from 2009 through The Irving/DFW LRT Line begins north of Bachman Station on this line. 1.3 OVERVIEW OF THE CORRIDOR The transportation system in the Irving/DFW LRT Line Corridor includes a major international airport; several freeways; a tollway; a network of arterial roadways and local streets; a bus system operating daily on surface streets and freeways; a portion of a commuter rail line; two freight rail lines; and a people mover system serving the Las Colinas Urban Center. DFW International Airport, which is foreseen as the ultimate terminus of the Irving/DFW LRT Line, is one of the busiest airports in the world. According to information provided by the airport, DFW handles nearly 2,000 flights per day and serves 57 million passengers per year. The airline serves as a hub for Fort Worth-based American Airlines. The airport also has the newly-opened Skylink System automated people mover serving passengers and employees traveling between the six existing terminals. The bi-directional system has two stations at each terminal and operates during airport operating hours. A connection with this system is intended in the later phase of the LRT line. Several freeways interconnect within the project corridor. Texas Stadium serves as a focal point of the confluence of four freeways (SH 114, Loop 12, SH 183, and Spur 482). In addition, IH 35E crosses the eastern end of the alignment and SH 161 (the President George Bush Turnpike) crosses the western end of the alignment. The principal freeway in the area, SH 114 (John Carpenter Freeway), is part of a system of highways that radiates from the Dallas CBD freeway loop, and runs in a general northwest direction through the study area to the north edge of DFW Airport and rapidly-growing suburban communities such as Grapevine, Southlake, Coppell and Flower Mound. The proposed LRT line would parallel this freeway for much of its alignment. The busiest freeway within the project corridor is SH 183 (Airport Freeway), which connects north Dallas with north Fort Worth and provides access to the south entrance of DFW Airport. At the eastern end of the Irving/DFW LRT corridor, there are few arterial roadways due to the Elm Fork of the Trinity River. Towards the western end of the corridor there are more arterial roadways. A regular, grid street pattern does not exist within the corridor. The bus system currently includes two express, eight suburban circulator, one rail-feeder, and three cross-town routes in the corridor. Typically, express routes provide service to downtown Dallas, but one of the express routes is a cross-town route that provides east-west service on IH 635. The suburban circulator routes operate between transit centers in outer Dallas and in the suburbs; several of these routes serve Irving. Cross-town service into Dallas, Farmers Branch, and Carrollton is available, but cross-town service to other cities surrounding Irving does not exist as they are not DART member cities. The single rail feeder route feeds into the TRE. There is one transit center, the North Irving Transit Center, within the corridor which provides park-and-ride facilities and serves as a major bus transfer center. It is served by two express bus routes and five Draft Environmental Impact Statement 1-5

6 circulator bus routes on weekdays, and five different circulator bus routes during the weekend. DFW International Airport also operates a free terminal link van service. In addition to bus service, there is a commuter rail line operated by DART that travels just south of the corridor. The Trinity Railway Express (TRE) rail line links downtown Dallas and downtown Fort Worth. Located south of SH 183 on O Connor Road, the closest TRE station to the project corridor is the South Irving Station, which also contains a bus transfer center served by eight bus routes on weekdays. There are two active freight rail lines operating within the project corridor. One of these rail lines is now owned by DART and the other is owned by the Burlington Northern Santa Fe Railroad (BNSF). Currently there are active freight operations on both of these rail lines. The primary rail line along the eastern edge of the corridor is the DART-owned UPRR line, along which construction of the new light rail line to Farmers Branch and Carrollton is proposed. The BNSF RR is a major north-south rail line that runs through the corridor. It runs through Irving and into Dallas and eventually Farmers Branch and Carrollton, where it intersects with the UPRR line. Within the Las Colinas Urban Center there is a 1.4-mile elevated people-mover system that connects several office buildings. The Las Colinas Area Personal Transit (APT) System, more commonly known as the Las Colinas people-mover, operates between 10:30 AM and 2:30 PM on weekdays and serves four stations in area office buildings. DFW International Airport operates the Skylink secure-side, elevated people-mover between existing terminals. The bi-directional system has two stations at each terminal and runs during normal airport operating hours. Existing transportation services and facilities are illustrated in Figure 1-2. The proposed Northwest LRT Line to Irving/DFW is included in the third phase of expansion to DART s LRT system. The initial phase included the 20-mile LRT Starter System that was opened in The second phase included the extensions along the North Central LRT Line to Richardson and Plano that were completed in late 2003, and the Northeast Line to Garland that was completed in late The third phase of LRT development includes the Northwest Corridor to Farmers Branch and Carrollton and the Southeast Corridor, which are in final design, as well as the Northwest LRT Line to Irving/DFW. Planned and programmed LRT improvements are shown in Figure 1-3. The Northwest Corridor LRT Line to Irving/DFW branches off of the LRT Line to Farmers Branch and Carrollton at Bachman Station, and parallels several highways, including Spur 482 and State Highway 114, as it makes its way through Irving and to DFW Airport. The corridor is linked at the south end via the Farmers Branch/Carrollton line to the Dallas Central Business District with 120,000 jobs, and a variety of employment, education, health, entertainment and residential areas. Major Activity Centers along the corridor include Texas Stadium, The University of Dallas, Las Colinas, North Lake College and DFW Airport. In addition to these Major Activity Centers there is a variety of residential, industrial and commercial uses along the proposed alignment. Draft Environmental Impact Statement 1-6

7 N MACARTHUR BLVD MOCKINGBIRD LN WEB CHAPEL RD Legend!( " # Bus Routes!( " MIDWAY RD Dallas Love Field LOVERS LN INWOOD RD DALLAS NORTH TOLLWAY CEDAR SPRINGS RD VALLEY VIEW LN Trinity Railway Express Station INTERNATIONAL PKY Farmers Branch North Irving Transit Center Existing Railroads Existing DFW Skylink Existing Las Colinas APT!(" DFW International Airport TRINITY RAILWAY EXPRESS ESTERS RD!(" VALLEY VIEW LN UV 161 Cabell Dr CARBON RD NORTHGATE DR ROCHELLE RD BELT LINE RD PRESIDENT GEORGE BUSH TPKE WALNUT HILL LN IRVING BLVD STORY RD UV 114 Irving JOHN CARPENTER FWY HIDD E AIRPORT FWY MACARTHUR BLVD EN RIDG E DR N O' CONNOR RD!( " BNSF RR ROYAL LN RIVERSIDE DR # ROCHELLE BLVD &-348 LUNA RD CALIFORNIA CROSSING RD JOHN CARPENTER FWY UV 183 TOM BRANIFF DR Dallas NORTHWEST HWY ") 12 35E STOREY LN GRAUWYLER RD Elm Fork Trinity River REGAL ROW UPRR - LRT Line to Farmers Branch and Carrollton (under final design) &-482 HARRY HINES BLVD ") 12 BROO NORTHHAVEN RD WALNUT HILL LN DENTON DR KHOLLOW LE A D 35E Harry Hines Blvd Sh orecrest UV 354 MARSH LN IRVING BLVD Source: Parsons, 2005; DART 2005 Figure 1-2 NW Corridor LRT Line to Irving/DFW 0 4,000 8,000 16,000 Environmental Impact Statement Feet Existing Transportation Services and Facilities

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9 1.3.1 Population and Employment The Dallas/Ft. Worth region is growing at a tremendous pace, placing significant demands on the transportation system. Population in the region is forecast to grow by almost 80% between 2000 and Employment in the region is forecast to grow by almost 72% in this same time period. Growth within the area within one-half mile of the proposed LRT alignment will be strong as well, especially in terms of employment. In 2000, employment in the vicinity of the proposed alignment outnumbered population by over 41,600 jobs. In 2025, the surplus of jobs over population in this same area is expected to grow to more than 87,200. When the area is expanded to include the entire Las Colinas and DFW Airport areas, the surplus of jobs over population in 2030 jumps to 272,300. Current population and employment and forecast growth are shown in Table 1-1. TABLE 1-1 FORECAST POPULATION AND EMPLOYMENT GROWTH Population Employment Area % Difference % Difference DFW Region 2 5,067,400 9,107, % 3,158,200 5,416, % Dallas County 2,232,476 2,817, % 1,745,100 2,529, % City of Dallas 1,202,592 1,404, % 1,038,314 1,390, % City of Irving 196, , % 165, , % DFW Airport Area 4,962 4, % 48,785 85, % Las Colinas Area 25,066 38, % 77, , % Irving/DFW Alignment 3 16,473 21, % 58, , % 1 NCTCOG estimate adjusted from 2000 Census count; does not include group quarters 2 Ten-county region as defined by NCTCOG 3 Defined as the geographic area within one-half mile of the proposed LRT alignment and based on NCTCOG Traffic Survey Zone data Source: NCTCOG 2030 Demographic Forecast, Travel Patterns and Congestion The primary flow of traffic within the corridor is north and south along the major arterials within Irving (Belt Line Road, MacArthur Boulevard, and O Connor Boulevard), and northwest and southeast along the central freeway of the corridor, SH 114, as well as Spur 348 (Northwest Highway). SH 114 and Spur 348 exhibit traditional commuter traffic patterns in that most traffic is traveling southeast towards Dallas during the AM peak, and most is traveling northwest away from Dallas during the PM peak. However, the Las Colinas Urban Center is a center of employment within the corridor which causes some reverse commuting on SH 114 between Las Colinas and Dallas. Finally, SH 161 (the President George Bush Turnpike) provides a cross-town route, which is an alternative to the more heavily traveled IH 35E when traveling from IH 635 to SH 183 or the south DFW Airport entrance. Traffic volumes in the Dallas urbanized area are considered some of the highest in Texas. The project corridor is bounded on the east by IH 35E, which carries an average of 226,000 vehicles per day north of the corridor. In addition, the project corridor is just south of IH 635 (LBJ Freeway) which, when it travels through north Dallas, carries the highest volumes of traffic in the Dallas urbanized area with approximately 300,000 vehicles per day. The busiest freeway in the project corridor is SH 183 which carries an average of 177,000 vehicles per day near Texas Stadium. SH 114 carries an average of 86,000 to 100,000 vehicles per day, and SH 161 carries an average of 35,000 to 47,000 vehicles per day. Traffic volumes on most of the arterial roadways in the study corridor are also high, with some carrying over 30,000 vehicles per day. Along many of these major arterial roadways, high traffic volumes contribute to congestion delays. The high volume-tocapacity ratios on many of these arterials result in unacceptable traffic operating conditions as defined by local and national standards. Draft Environmental Impact Statement 1-9

10 Historically, traffic volumes on Dallas freeways have increased five to ten percent per year between 1995 and Growth slowed in the first years of this decade due to a general economic recession, but is expected to increase again through the year Within the project corridor, traffic volumes on the mature freeways (IH 35E, Loop 12, and Spur 482) are projected to grow at about one percent per year, while traffic volumes on SH 114 are projected to grow at about four percent per year. With the connection of SH 161 to the main portion of President George Bush Turnpike being opened in late 2005, traffic on this section of the turnpike will increase rapidly in the next few years. The traffic volume statistics for the major roadways serving the corridor are listed in Table 1-2. These statistics include the existing traffic volumes, existing levels of service, projected 2030 traffic volumes, and their projected 2030 levels of service. The level of service is a measure of the relative delay and congestion experienced on a roadway, with level of service A being the best, and anything worse than level of service D being unacceptable. TABLE 1-2 EXISTING AND PROJECTED TRAFFIC VOLUMES 1 Roadway Location Freeways ADT 2 LOS 3 ADT 2 LOS 3 %Change IH 35E (Stemmons Freeway) South of Spur E 170 E Spur 482 (Storey Lane) East of IH 35E 54 C 72 C Loop 12 (Walton Walker Freeway) North of SH E 194 F SH 114 (John Carpenter Freeway) North of Spur D E South of Spur E F SH 161 (Pres. George Bush Tpke.) Valley View to Beltline 47 4 B F Arterials Riverside Drive Teleport to O Connor 6 B 11 B O Connor to Spur C 27 D O Connor Boulevard West of Riverside 25 D 13 B Spur 348 (Northwest Highway) Loop 12 to Luna Road 36 E 54 F O Connor to SH E 38 F Hidden Ridge Dr. West of SH B 18 C Walnut Hill Lane SH 114 to MacArthur 15 B 18 C East of Belt Line Rd. 22 C 27 D Belt Line Road South of Valley View 32 E 41 F Along major roadways paralleling and crossing the proposed LRT alignment 2 ADT = Average Daily Traffic volume (in thousands). All freeway traffic counts were collected in 2003, all arterial traffic counts were collected in 2003 or LOS = Level of Service, a measure of traffic flow and delay. LOS A is free flow/no delays, LOS F is congested/long delays. Level of Service determined by NCTCOG. 4 Includes traffic on main lanes and frontage roads Source: Parsons Transportation Group, NCTCOG Existing Transit Conditions The Irving/DFW LRT corridor is served by a network of 14 bus routes. The bus routes traveling through the study corridor have a total average ridership of more than 220,000 passengers each month, almost 91 percent of which use the system on weekdays. These routes account for about seven percent of DART s total system-wide bus ridership. The two highest ridership routes are actually suburb-to-suburb services which travel between the North Irving Transit Center and the City of Garland. Several types of transit use occur within the corridor. Some transit users drive to a park-and-ride lot and board a bus bound for downtown Dallas, a cross-town destination, or destinations within the corridor. Other transit users walk to bus stops near their homes and board the bus bound for their place of employment. Depending on their destination, some of these latter transit users may use the transit center to transfer from one bus route to another in order to reach their final destination. Finally, some transit users use the commuter rail that travels just south of the corridor. These users Draft Environmental Impact Statement 1-10

11 are primarily long-haul commuters who drive to the park-and-ride lot in south Irving and ride the train into downtown Dallas or downtown Fort Worth. The first type of transit user described above is usually a resident of the northwestern suburbs of Dallas who would rather drive just part of the way towards their employment destination and use the transit system for the remainder of it. These transit users are likely using the system to reach employment centers in and around downtown Dallas. As residential development increases within the corridor and to the northwest and as employment opportunities increase in and around downtown Dallas, more and more long-haul commuters will likely choose the park-and-ride option rather than driving in the increasing traffic congestion that will likely occur on highways leading into Dallas. The second type of transit user described above is usually a transit-dependent person who does not have access to an automobile. DART s transit system enables these people to work at employment centers all over the Dallas area that would normally be accessible only to someone with an automobile. This allows transit-dependent people living in the corridor to work outside the corridor, and vice versa. Considering the large amount of employment within the study corridor, DART s transit system is very important to the economic vitality of the corridor. It provides job opportunities for people from all areas and demographics, and it provides employers with a wider range of the labor pool. As employment opportunities increase within the corridor and transitdependent residential development increases, the transit system will become even more important to employers and employees alike. The third type of transit user often prefers the speed and reliability of a train over other forms of transportation. The implementation of a light rail will provide increased opportunities for this type of transit user. 1.4 NEED FOR ACTION Current and projected travel patterns, levels of roadway congestion, growth in population and employment in the region and in the corridor require that the proposed project be built in order to address the need for transportation improvements. The need for transportation improvements is illustrated by the following: The Dallas-Fort Worth region is currently (as of April 2005) designated as a Serious nonattainment area for 1-Hour Ozone and a Moderate non-attainment area for 8-Hour Ozone by the Environmental Protection Agency; The entire study area falls within a region identified for the year 2030 as an area of severe peak-period congestion by the Mobility 2025 Plan (Amended April 2005) produced by the North Central Texas Council of Governments (NCTCOG); Existing and planned roadway improvements are insufficient to meet the demand within this corridor; Travel time delay and congestion levels in the corridor are increasing; and A significant amount of employment and population growth is forecast for the corridor Specific Transportation Needs in the Corridor The SH 114 corridor, bounded by IH 35 E (Stemmons Freeway) on the east and The George Bush Turnpike (SH 161) on the west, is an important and growing employment center featuring highdensity, mixed-use developments like Las Colinas and major educational facilities such as The Draft Environmental Impact Statement 1-11

12 University of Dallas and Northlake College. The overall study area added almost 52,000 jobs between 1990 and The corridor connects rapidly-growing suburbs northwest of Dallas to downtown Dallas, which is expected to have over 160,000 jobs in The corridor also serves DFW Airport, which is one of the busiest airports on the planet and is a critical employment center in its own right. Congestion has worsened, resulting in increased travel times for drivers and transit riders. Freeway congestion has grown, leading to further congestion on surface streets. The region s air quality has declined, and steps must be taken to improve it. These conditions and the expected growth that will lead to further worsening of these conditions indicate the need for major transportation improvements. These needs are: Need to reduce travel times in the corridor Need to increase transit effectiveness in the corridor and connectivity in the region Need to provide additional people-carrying capacity in the corridor Need to contribute to improvements in unacceptable regional air quality Purposes of the Proposed Action The construction of the Irving/DFW LRT line from Downtown Dallas to Irving and, eventually, DFW Airport will serve the following purposes: Improve Transit Effectiveness and Performance The construction of the LRT line will improve transit performance in the corridor by offering more reliability and shorter travel times than the current all-bus network, which generally operates in mixed traffic, is able to provide. The line will complement other planned transit improvements in the corridor, such as the construction of HOV lanes and the restructuring of bus routes through Irving, to promote a multi-modal, user-friendly transit network. Increase Regional Connectivity The existing DART LRT/bus/commuter rail system provides access to job opportunities in the corridor and elsewhere in the Service Area and region, especially for transit-dependent populations. By improving the effectiveness and performance of the overall transit network, the construction of the Irving/DFW LRT line will expand those opportunities for current and prospective transit riders both in the corridor and in the region as a whole. Access to the growing number of jobs in the corridor from areas outside the corridor, such as southern Dallas or the growing communities northwest of Dallas and access to central Dallas from the Northwest will be improved. Access to DFW Airport will also be improved, initially through a shuttle service between the airport s central terminal area and the project and eventually through the project s extension into DFW Airport. The combinations of residence and employment locations accessible by transit in the region will increase with implementation of this project. Offer an Alternative to Single-Occupancy Vehicle (SOV) travel Traffic congestion in the corridor has increased and will continue, and options for increasing roadway capacity are limited. These limitations are both physical (right-of-way and land use pattern) and financial (limited available funding). Improving the transit system offers an alternative to Single-Occupancy Vehicle (SOV) travel in the corridor and within the DART Service Area. Increase People-carrying Capacity in the SH 114 Corridor Regional demand for travel in the corridor will increase, and additional capacity is needed to meet this demand. Northwest-southeast travel patterns include residents from the northwest Draft Environmental Impact Statement 1-12

13 traveling to jobs in the corridor and in downtown Dallas, and residents from elsewhere in the region traveling to jobs in the corridor (reverse commute). Improve Accessibility and Increase Economic Development Opportunities The Irving/DFW LRT Line will provide access for residents and visitors to the employment centers, educational institutions, health services, entertainment, and a major international airport in the corridor. This increased accessibility will strengthen economic conditions to existing activity centers, and provide an opportunity for development of further economic activity at other locations in the corridor. The Irving/DFW line is also expected to encourage opportunities for Transit-Oriented Development (TOD) within the corridor, which seeks to reduce automobile dependence by concentrating commerce, services and residences around rail stations. DART has already experienced successful TODs at locations such as Mockingbird Station in Dallas, Galatyn Park in Richardson, and downtown Plano. The transportation needs described demonstrate that improvements are needed to meet the anticipated demands of travelers in the corridor and region. The DART LRT, commuter rail and bus system offers travel choices for current and prospective transit riders. The proposed expansion of the LRT system in the Irving/DFW corridor will further add to those choices for transit users in the corridor and from throughout the region. 1.5 PLANNING CONTEXT The evaluation of transportation needs in the Northwest Corridor has been oriented toward the Federal Transit Administration s (FTA) planning and project development process. The decisionmaking framework and the process used in selecting the recommended improvements are described below Decision Framework The decision-making process is framed by DART s 1995 amendment to its Transit System Plan, which identified a need in the Northwest Corridor. As shown in Figure 1-4, DART completed a Needs Assessment in This initial step examined the corridor needs and defined the issues to be addressed in the MIS. The needs assessment also defined a comprehensive Public and Agency Involvement Program that provided specific opportunities for review and input from the general public, public agencies and other stakeholders. In the spring of 1998, DART initiated the MIS process for the Northwest Corridor. These efforts were coordinated with the NCTCOG (the Metropolitan Planning Organization for the region), and other affected agencies such as the cities of Dallas and Irving and the Texas Department of Transportation Selection of the LPIS and Subsequent Refinements The Northwest Corridor MIS provided a decision-making process for determining transportation investments in the Northwest Corridor and relied upon technical analyses and community and agency input for determining the preferred alternative. On February 22, 2000, the DART Board of Directors approved an LPIS that combined LRT improvements in the corridor with Highway/High Occupancy Vehicle (HOV) and Transportation System Management (TSM) components (low-cost transportation improvements and freeway bottleneck removal projects). The LPIS alignment for the Irving/DFW LRT Line crossed the Trinity River, paralleled Spur 482 and SH 114, and terminated at the north end of DFW International Airport east of International Parkway and south of SH 114. Since completion of the MIS in 2000, several factors have contributed to revising the alignment of the Irving/DFW LRT Line. The construction of SH 161 and plans to expand SH 114 has constrained available right-of-way. Significant new development within the corridor has become an Draft Environmental Impact Statement 1-13

14 impediment to the MIS alignment. This development has also prompted the City of Irving to reconsider how well the proposed project would serve growing activity centers. DART has worked with the City of Irving, property owners, and other stakeholders to revise the original MIS LPIS alignment so as to address these concerns and better serve the activities in the corridor. Figure 1-4 Project Development Process Ongoing System Planning Begin early 1998 Major Investment Study Begin early 2005 PE / EIS Needs Assessment Select LPIS Record of Decision Late 1997 Early Conduct Carrollton/Farmers Branch PE / EIS Conduct Re-Evaluation of Irving/DFW Alignment Based on Changing Conditions in Corridor Final Design Construction Operation Starting in 2001, the DFW International Airport Rail Planning and Implementation Study was conducted to determine the feasibility and possible routes for providing LRT and commuter rail to the Central Terminal Area of the airport. The study was completed in February 2002, and identified three options for the DART Irving/DFW LRT Line to enter the airport from the north, south, or central. No preference for any the three alignments was made nor recommended; the study noted that DART would determine the preferred alignment during the Irving/DFW PE/EIS. The three airport access options prompted consideration of alternative LRT options through north Irving, which were developed, studied, discussed with stakeholders and presented to the public during public meetings conducted in 2004 and A detailed description of the alignment modifications made since completion of the MIS is provided in Section in Chapter 2. Draft Environmental Impact Statement 1-14

15 Given the complexity of serving the airport and the accompanying need for further study, a decision has been made to phase the project with Phase I terminating prior to entering the Central Terminal Area of the airport. FTA and DART have determined that an interim terminus at Belt Line Road is appropriate. Phase I of this project, with an interim terminus at Belt Line Road, and Phase II, terminating at DFW International Airport, have been determined to have independent utility. All alignment options through the North Irving Sub-area, termination points and the phasing of the project were discussed during the Scoping process. Eight stations, two being deferred, are proposed for Phase I, terminating at Belt Line Road. Figure 1-5 shows the revised preferred alignment of the Irving/DFW LRT Line. The Irving/DFW LRT Line begins at the Northwest Corridor LRT Line to Farmers Branch and Carrollton near the Bachman LRT station. Extending southwest parallel to Spur 482 the line crosses IH-35E and the Elm Fork of the Trinity River, and continues into the City of Irving. Turning northwest and passing Texas Stadium parallel to SH 114 the alignment crosses into the Las Colinas Urban Center and enters the median of Lake Carolyn Parkway. It then exits the urban center by crossing south of SH 114 near Northwest Highway, and continues west, crossing Walnut Hill Lane and onto DFW International Airport property southeast of the intersection of Valley View Lane and Belt Line Road. From here any of the three airport access options may be considered for the next phase of the project. Airport access options extending from Belt Line Road to the DFW Central Terminal Area will continue to be studied and evaluated by DART, DFW Airport, the Federal Aviation Administration (FAA) and others, but are not proposed to be part of this EIS The Role of the EIS in Project Development FTA, in cooperation with FAA and DART, is using the FTA project development process illustrated in Figure 1-4 to guide the implementation of the proposed action. The EIS is prepared in accordance with FTA guidelines in order to fulfill the requirements of NEPA. These requirements define the process to be followed to ensure that reasonable and feasible transportation solution alternatives are evaluated, and that the environmental effects of proposed improvements are assessed thoroughly. Since the LRT alignment will extend into DFW International Airport, FAA is participating as a cooperating agency in the preparation of the EIS. FAA has jurisdiction over airports and will provide expertise and oversight in airport related content necessary to fulfill NEPA requirements. The EIS is prepared as a full-disclosure document and is intended to inform the public of potential environmental, social, and economic impacts associated with the proposed LRT project and the No-Build Alternative. The No-Build Alternative represents the base condition for identifying impacts associated with the proposed action (Build Alternative). The EIS serves as the primary document to facilitate review by federal, state, and local agencies and the general public of the proposed project. The EIS documents the purpose and need for the project and describes the alternatives considered. It addresses in detail the anticipated transportation and environmental impacts of the project and identifies appropriate mitigation measures. Draft Environmental Impact Statement 1-15

16 Old Denton Rd SH 26 O'Connor Rd ston Int. Pkwy L e w i s v i l l e North Carrollton/ Frankford Trinity Mills Frankford Rd President George Bush Turnpike Dallas North Tollway Denton Tap Rd Sandy Lake Rd C o p p e l l C a r r o l l t o n Keller Springs Rd Downtown Carrollton Addison Transit Center Belt Line Pre Rd Rd Spring Valley Rd Farmers Branch F a r m e r s B r a n c h Valley View Ln IH 635 Forest Ln DFW International Airport SH 114 Belt Line Carpenter Ranch North Las Colinas DART LRT Line to Farmers Branch and Carrollton Royal Lane IH 35E Webb Chapel Rd D a l l a s Walnut Hill/Denton Royal Ln Walnut Hill Ln F o r t W o r t h SH 183 SH 161 Belt Line Rd North Lake College I r v i n g Story Rd Mac Arthur Blvd University of Dallas South Irving Transit Center Lake Carolyn South Las Colinas Shady Gr o (deferred) Loop 12 (deferred) ve Rd Spur 482 SH 356 SH 183 Trinity River Bachman Love Field Love Field Harry Hines Blvd Southwestern Medical Center District/Parkland Northwest Hwy Lovers Ln Lemmon Ave U n i v e r s i t y P a r k Mockingbird Ln H i g h l a n d P a r k Inwood Victory Market Center/ Oak Lawn DART LRT Legend Proposed Station Shady Grove R West End Dallas CBD DART LRT Proposed LRT Line to Irving/DFW Potential Future Extension to DFW Source: Parsons, 2005 Figure 1-5 Proposed Irving/DFW LRT Line NW Corridor LRT Line to Irving/DFW Environmental Impact Statement Miles

17 This Draft EIS will be circulated for a required 45-day review and public comment period. During this comment period, the Draft EIS will be made available to interested parties including private citizens, community groups, the business community, elected officials and public agencies. A series of public hearings will be held within the project Study Area to formally receive comments. Public comments may be submitted in writing throughout the full comment period. After circulation of the Draft EIS, preliminary engineering and environmental studies will be completed. Mitigation commitments, where necessary, will be identified and responses to comments received during the Draft EIS comment period will be prepared. A Final EIS will incorporate all of these elements and will be published and made available to the public. Subsequent to the issuance of the Final EIS, FTA may approve the EIS by issuing a Record of Decision (ROD). The ROD for this EIS is anticipated in As a cooperating agency the FAA may also issue a ROD for the project. Upon receipt of the RODs the project will be advanced to final design and construction. System planning, the MIS, and the PE/EIS are considered to be project planning phases. Following the PE/EIS, final design will be conducted. The Phase I Project terminating at Belt Line Road is not an FTA Section 5309 New Starts Project. The LRT line will be financed through a combination of federal and local funding. Federal financing will include funds available through the Transit Strategic Funding Program (Partnership Program 2) designed to flex Congestion Mitigation Air Quality Improvement Program (CMAQ) funds to make transit-related improvements in the Dallas-Fort Worth area. The program is administered through the Regional Transportation Council (RTC), which serves as the transportation policy board of the Dallas-Fort Worth Metropolitan Planning Organization (MPO). Local financing includes contributions from DART as well as the City of Irving which, through an interlocal agreement with DART, has committed $60 million (1999$) towards implementation of this project. The future Phase II Project, extending from Belt Line Road to the DFW Central Terminal Area, is a potential candidate for a FTA Section 5309 New Starts Project in the recently adopted Federal Public Transportation Law (SAFETEA-LU: the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users), enacted on August 10, Draft Environmental Impact Statement 1-17