By CRAIG CIVALE - WFAA-TV - May 10, 2008
An old friend has come back home to Turner Courts. Buses are darting through the neighborhood, back online, and more importantly, back after dark.
"Most people have to walk home from the store, and it's dark, and they're afraid whether they come home from work or go grocery shopping, come into the complex," said Sylvia Baylor, a Turner Courts resident.
Buses were still coming to the area over the last year, but they would only pick up and drop off a few blocks away. The change is not only a matter of convenience, for some it is a necessity.
"From early in the morning, 8 o’clock, as late at 10:15, 11:30 sometimes. Only transportation I have," said Mayela Lopez, DART rider.
The only way Lopez has to get around, and if you don't think a couple of blocks matters, try traveling with 7 kids.
"It's going to be real nice and easy for me. Convenient, instead of walking 2-3 streets down, I can walk across to the apartment where I live," said Lopez.
The transit authority decided to give the route another try, but this time beef up awareness.
"One of the things we've done is step up security in that area. Having officers deployed in the area, it's a visible deterrent that's always good one for us," said Morgan Lyons, DART spokesperson.
Good for DART, and even better for residents in Turner Courts who fought so hard to get the busses back.
"We're just glad it's working, glad that everyone is coming together, that we seeing things being done,” said Baylor.
Read more on WFAA
Showing posts with label DART. Show all posts
Showing posts with label DART. Show all posts
Sunday, May 11, 2008
Sunday, November 4, 2007
Mass transit, HOV lanes do little to ease Dallas traffic
By BRUCE TOMASO - The Dallas Morning News - Saturday, November 3, 2007
The question comes up often at debates about the Trinity toll road:
What about mass transit?
In fact, Dallas Area Rapid Transit is doing precisely that. By 2030, the agency plans to double its light-rail mileage and ridership. Included in those plans are a new Green Line and its offshoot Orange Line that will, in places, roughly parallel the route of the Trinity toll road.
But transportation planners caution that neither those added rail lines nor other mass-transit improvements in the works – such as greatly increased use of HOV lanes – can, by themselves, address the region's growing traffic problems.
"Any kind of solution that we implement to fix traffic congestion in downtown Dallas has to be done with multiple modes," said Jeff Neal, principal transportation planner for the North Central Texas Council of Governments.
"We can't do it just with rail, and we can't do it just with road construction, and we can't do it just by improving bicycle and pedestrian access. We have to use all of the tools at our disposal."
He said that in determining the need for the Trinity Parkway, as the toll road is officially named, regional planners factored in all of the improvements that DART plans to make – every mile of rail that will be built between now and 2030.
And even taking those into account, he said, "we still end up with 110,000 cars a day on the Trinity Parkway."
That figure is the high estimate for what the toll road would carry.
By comparison, DART's total existing rail system, stretching from Plano and Garland to South Dallas and west Oak Cliff, carries about 60,000 people a day.
Doubling that ridership in the next 20 years or so would certainly help with road congestion.
But like it or not, planners say, new highways will continue to be part of any solution.
"We have 100,000 to 150,000 people moving into our region every year," said Doug Allen, DART's executive vice president for program development.
"They're not bringing their highways with them, and they're not bringing rail cars with them. But they are bringing their automobiles."
On Tuesday, Dallas voters will consider a ballot proposal that would kill a planned high-speed toll road inside the Trinity River levees. That measure, Proposition 1, was placed on the ballot by TrinityVote, a group led by Dallas City Council member Angela Hunt.
Ms. Hunt and other TrinityVote supporters say the proposed highway would spoil the downtown park that is also planned inside the levees, part of the city's overall effort to improve the Trinity River corridor.
Opponents of the ballot measure, led by Mayor Tom Leppert, say the toll road is needed if Dallas is to have any hope of addressing its ever-worsening highway congestion.
A report issued in September by the Texas Transportation Institute at Texas A&M University ranked the Dallas area as the nation's fifth worst for traffic delays. Drivers here waste an average of 58 hours a year in stalled traffic, the study found.
And no one expects that to get better, at least not before it gets a lot worse. North-central Texas remains one of the fastest growing and most rapidly sprawling urban areas in the U.S.
The Trinity toll road would run from U.S. Highway 175 southeast of downtown Dallas to where State Highway 183 branches off from the Stemmons Freeway near Texas Stadium. It's envisioned as a reliever route that would help ease congestion along the Stemmons and in the knot of overcrowded freeways that come together just south of downtown.
In public forums, Ms. Hunt does not dispute the need to deal with downtown traffic. But if the toll road is the answer, she contends, it can go somewhere else.
"We're not saying don't built it – we're saying don't put it in our park," she said.
The mayor and other opponents of Proposition 1 steadfastly maintain that there are no good alternative routes. The best of a bad lot, they say, would be to run the toll road up Industrial Boulevard and Irving Boulevard.
That would require relocating hundreds of existing businesses and the condemnation of hundreds of parcels of privately held land. According to estimates from the North Texas Tollway Authority, which would build and operate the Trinity toll road, putting it along Industrial would cost about $300 million more than building it inside the levees: $1.6 billion for the Industrial route, vs. $1.3 billion inside the levees.
DART's new Green Line will run from north Carrollton, along a route just east of the Stemmons Freeway, to the Victory rail station near American Airlines Center. From there, the line will head through downtown (along the Pacific Avenue route now used by DART's Red and Blue lines) and turn south to serve Deep Ellum, Baylor University Medical Center at Dallas and Fair Park. The Green Line will end at Buckner Boulevard and Elam Road in Pleasant Grove.
The first leg, from Victory to Fair Park, is to open in 2009. The line is to be completed by 2010.
An offshoot, the Orange Line, will branch off from the Green Line in the Bachman Lake area, then head west, crossing the river near Storey Lane (Spur 482) not far from Texas Stadium. From there, it will have stops serving the University of Dallas, Las Colinas, North Lake College and Dallas/Fort Worth International Airport.
The first leg of the Orange Line is to open by 2012, with completion of the line by 2014.
Other improvements planned throughout the DART system include extensions of rail lines into South Dallas, West Dallas and Rowlett; development of an east-west express line through Far North Dallas and northern suburbs out to D/FW along the Cotton Belt freight line corridor; bus service improvements; and dozens more miles of HOV lanes along highways including Interstate 30, North Central Expressway and LBJ Freeway.
"We have a very full plate between now and 2030," DART spokesman Morgan Lyons said.
The North Central Texas Council of Governments predicts that by that year, the population of the 10-county region around Dallas and Fort Worth will swell to 9.1 million, up from 5.1 million in 2000. Employment is expected to grow similarly. (The 10 counties are Dallas, Tarrant, Wise, Denton, Collin, Rockwall, Kaufman, Ellis, Johnson and Parker.)
DART's long-range plan, unanimously adopted by the agency's board a year ago, outlines the Sisyphean challenge that such growth presents.
"Nearly doubling the region's population and employment translates into a comparable increase in vehicle miles of travel and fuel consumption," the plan says.
"Although these factors increase by a factor of nearly two, congestion delay – the amount of time people are stuck in traffic – is expected to increase by a factor of five.
"This means that transportation improvements in the region cannot keep pace with population growth."
Does that mean that no matter what's done, fighting congestion is a losing battle?
Mr. Allen, the DART vice president, wouldn't concede as much.
"But," he said, "it is certainly a daunting task."
Transportation writer Michael A. Lindenberger contributed to this report.
Read more in the DMN
The question comes up often at debates about the Trinity toll road:
What about mass transit?
In fact, Dallas Area Rapid Transit is doing precisely that. By 2030, the agency plans to double its light-rail mileage and ridership. Included in those plans are a new Green Line and its offshoot Orange Line that will, in places, roughly parallel the route of the Trinity toll road.
But transportation planners caution that neither those added rail lines nor other mass-transit improvements in the works – such as greatly increased use of HOV lanes – can, by themselves, address the region's growing traffic problems.
"Any kind of solution that we implement to fix traffic congestion in downtown Dallas has to be done with multiple modes," said Jeff Neal, principal transportation planner for the North Central Texas Council of Governments.
"We can't do it just with rail, and we can't do it just with road construction, and we can't do it just by improving bicycle and pedestrian access. We have to use all of the tools at our disposal."
He said that in determining the need for the Trinity Parkway, as the toll road is officially named, regional planners factored in all of the improvements that DART plans to make – every mile of rail that will be built between now and 2030.
And even taking those into account, he said, "we still end up with 110,000 cars a day on the Trinity Parkway."
That figure is the high estimate for what the toll road would carry.
By comparison, DART's total existing rail system, stretching from Plano and Garland to South Dallas and west Oak Cliff, carries about 60,000 people a day.
Doubling that ridership in the next 20 years or so would certainly help with road congestion.
But like it or not, planners say, new highways will continue to be part of any solution.
"We have 100,000 to 150,000 people moving into our region every year," said Doug Allen, DART's executive vice president for program development.
"They're not bringing their highways with them, and they're not bringing rail cars with them. But they are bringing their automobiles."
On Tuesday, Dallas voters will consider a ballot proposal that would kill a planned high-speed toll road inside the Trinity River levees. That measure, Proposition 1, was placed on the ballot by TrinityVote, a group led by Dallas City Council member Angela Hunt.
Ms. Hunt and other TrinityVote supporters say the proposed highway would spoil the downtown park that is also planned inside the levees, part of the city's overall effort to improve the Trinity River corridor.
Opponents of the ballot measure, led by Mayor Tom Leppert, say the toll road is needed if Dallas is to have any hope of addressing its ever-worsening highway congestion.
A report issued in September by the Texas Transportation Institute at Texas A&M University ranked the Dallas area as the nation's fifth worst for traffic delays. Drivers here waste an average of 58 hours a year in stalled traffic, the study found.
And no one expects that to get better, at least not before it gets a lot worse. North-central Texas remains one of the fastest growing and most rapidly sprawling urban areas in the U.S.
The Trinity toll road would run from U.S. Highway 175 southeast of downtown Dallas to where State Highway 183 branches off from the Stemmons Freeway near Texas Stadium. It's envisioned as a reliever route that would help ease congestion along the Stemmons and in the knot of overcrowded freeways that come together just south of downtown.
In public forums, Ms. Hunt does not dispute the need to deal with downtown traffic. But if the toll road is the answer, she contends, it can go somewhere else.
"We're not saying don't built it – we're saying don't put it in our park," she said.
The mayor and other opponents of Proposition 1 steadfastly maintain that there are no good alternative routes. The best of a bad lot, they say, would be to run the toll road up Industrial Boulevard and Irving Boulevard.
That would require relocating hundreds of existing businesses and the condemnation of hundreds of parcels of privately held land. According to estimates from the North Texas Tollway Authority, which would build and operate the Trinity toll road, putting it along Industrial would cost about $300 million more than building it inside the levees: $1.6 billion for the Industrial route, vs. $1.3 billion inside the levees.
DART's new Green Line will run from north Carrollton, along a route just east of the Stemmons Freeway, to the Victory rail station near American Airlines Center. From there, the line will head through downtown (along the Pacific Avenue route now used by DART's Red and Blue lines) and turn south to serve Deep Ellum, Baylor University Medical Center at Dallas and Fair Park. The Green Line will end at Buckner Boulevard and Elam Road in Pleasant Grove.
The first leg, from Victory to Fair Park, is to open in 2009. The line is to be completed by 2010.
An offshoot, the Orange Line, will branch off from the Green Line in the Bachman Lake area, then head west, crossing the river near Storey Lane (Spur 482) not far from Texas Stadium. From there, it will have stops serving the University of Dallas, Las Colinas, North Lake College and Dallas/Fort Worth International Airport.
The first leg of the Orange Line is to open by 2012, with completion of the line by 2014.
Other improvements planned throughout the DART system include extensions of rail lines into South Dallas, West Dallas and Rowlett; development of an east-west express line through Far North Dallas and northern suburbs out to D/FW along the Cotton Belt freight line corridor; bus service improvements; and dozens more miles of HOV lanes along highways including Interstate 30, North Central Expressway and LBJ Freeway.
"We have a very full plate between now and 2030," DART spokesman Morgan Lyons said.
The North Central Texas Council of Governments predicts that by that year, the population of the 10-county region around Dallas and Fort Worth will swell to 9.1 million, up from 5.1 million in 2000. Employment is expected to grow similarly. (The 10 counties are Dallas, Tarrant, Wise, Denton, Collin, Rockwall, Kaufman, Ellis, Johnson and Parker.)
DART's long-range plan, unanimously adopted by the agency's board a year ago, outlines the Sisyphean challenge that such growth presents.
"Nearly doubling the region's population and employment translates into a comparable increase in vehicle miles of travel and fuel consumption," the plan says.
"Although these factors increase by a factor of nearly two, congestion delay – the amount of time people are stuck in traffic – is expected to increase by a factor of five.
"This means that transportation improvements in the region cannot keep pace with population growth."
Does that mean that no matter what's done, fighting congestion is a losing battle?
Mr. Allen, the DART vice president, wouldn't concede as much.
"But," he said, "it is certainly a daunting task."
Transportation writer Michael A. Lindenberger contributed to this report.
Read more in the DMN
Thursday, August 2, 2007
Tolls could open HOV lanes to solo drivers - Dallas, Houston exploring options for pay as you go
By MICHAEL A. LINDENBERGER - The Dallas Morning News - Friday, July 27, 2007
SUGAR LAND, Texas – Psychologist Anthony Rogers regularly finds himself working in Houston – driving solo and stuck in traffic.
Car-poolers and buses zip by in the High Occupancy Vehicle lanes, only furthering his stop-and-go frustration.
"I look over at the HOV lanes and think, 'There's plenty of room over there. I'd be willing to pay to use that lane,' " Mr. Rogers, a San Antonio resident, said as he finished a cup of Starbucks in this booming suburb south of Houston.
He may soon be able to do just that. And by next year, some Dallas drivers will, too.
On Thursday, the Texas Transportation Commission gave a hearty amen to Houston-area transit officials' plan to convert five of their six HOV lanes to tolled lanes.
If the plan is approved – and it could be presented to the commission as soon as next month – solo drivers in Harris County, like Mr. Rogers, will be able to pay for an easier commute.
Dallas catching up
HOV lanes are less common in Dallas than in Houston, where their use has steadily expanded for nearly 20 years. But the Dallas area is catching up fast. New HOV lanes will open on Interstate 30 from the Dallas-Tarrant county line to Loop 12 at 6 a.m. Tuesday. Other HOV lanes are set to open this fall along Central Expressway, and an existing lane on the LBJ Freeway will be extended by September, Dallas Area Rapid Transit officials said.
Plans to make Dallas-area HOV lanes paid lanes are in the works. By next year, HOV lanes along I-30 between Arlington and Dallas will become the region's first such paid lanes, TxDOT spokesman Mark Ball said.
Houston plan praised
But Houston's more sweeping proposal to convert all but one of its lanes to pay-as-you-go won enthusiastic response from the Texas Transportation Commission at its meeting in Sugar Land on Thursday.
"This is very visionary, and I think the rest of the state will be watching," said Commissioner Hope Andrade of San Antonio. Other commissioners had similar reactions.
The commission sets highway policy in Texas and governs the Texas Department of Transportation.
The conversion in Houston could cost $50 million and take a year or more, and officials from METRO, the Harris County counterpart to DART, haven't formally decided to make the switch. But plans to do so are far along.
Strong endorsement
Carlos Lopez, traffic operations director for TxDOT, told the commissioners Thursday that a formal request could appear on their agenda as early as August.
"It's almost a no-brainer," Mr. Lopez said after the meeting. HOV lanes have extra capacity, he said, so they should be monetized to let solo drivers pay to use them. Drivers in the regular lanes will benefit, he said, because the paying drivers will be gone.
Dallas-area officials haven't indicated what they'll charge drivers on the new HOV lanes along I-30 when they become paid lanes next year. Lone drivers will likely pay twice as much as two-person car-poolers, and vehicles with three or more passengers will be free, DART officials have said in the past.
It won't be cheap
Solo drivers in Houston will pay a steep price to ride on the HOV lanes.
Mr. Lopez said they'll likely pay as much as $4.50 each way during peak hours. During less busy times, it may be as low as $1.25, he said.
Mr. Lopez cautioned, however, that rates will depend on how popular the lanes are with solo drivers. The top rate will have to be high enough, he said, to prevent too many solo drivers from crowding the lanes.
TxDOT officials said peak pricing in Orange County, a suburban area near Los Angeles, runs as high as $9 each way.
The market rules
Commissioner Ned Holmes said Houston's use of so-called "congestion pricing" to regulate traffic is one of the best aspects of the plan. He said the strategy is a way to use market forces to help regulate traffic.
Not everyone is singing hallelujahs over what critics describe as "Lexus Lanes" for the wealthy, however.
The new lanes, often called High Occupancy Toll, or HOT, lanes, are in use or in the works in a handful of other communities across America, including Northern Virginia.
Arlington County, Va.'s, Chris Hamilton said he's not sold on them. HOV lanes there have worked, and he's worried that allowing solo drivers to use them for a fee will ruin them.
"I am not convinced there is excess capacities in the HOV lanes," said Mr. Hamilton, a frequent blogger about commuting who also works for the county encouraging commuters to car-pool and use transit.
"One person's excess capacity is another person's congestion.
"We're concerned that the new lanes will just lead to more congestion for the folks who are already van-pooling and using transit.
"We don't want those people to get mired into heavy traffic once these hot lanes start."
Officials from Harris County and TxDOT said they'll give the HOT lane idea a lot more study before approving it anywhere in Texas.
Read more
SUGAR LAND, Texas – Psychologist Anthony Rogers regularly finds himself working in Houston – driving solo and stuck in traffic.
Car-poolers and buses zip by in the High Occupancy Vehicle lanes, only furthering his stop-and-go frustration.
"I look over at the HOV lanes and think, 'There's plenty of room over there. I'd be willing to pay to use that lane,' " Mr. Rogers, a San Antonio resident, said as he finished a cup of Starbucks in this booming suburb south of Houston.
He may soon be able to do just that. And by next year, some Dallas drivers will, too.
On Thursday, the Texas Transportation Commission gave a hearty amen to Houston-area transit officials' plan to convert five of their six HOV lanes to tolled lanes.
If the plan is approved – and it could be presented to the commission as soon as next month – solo drivers in Harris County, like Mr. Rogers, will be able to pay for an easier commute.
Dallas catching up
HOV lanes are less common in Dallas than in Houston, where their use has steadily expanded for nearly 20 years. But the Dallas area is catching up fast. New HOV lanes will open on Interstate 30 from the Dallas-Tarrant county line to Loop 12 at 6 a.m. Tuesday. Other HOV lanes are set to open this fall along Central Expressway, and an existing lane on the LBJ Freeway will be extended by September, Dallas Area Rapid Transit officials said.
Plans to make Dallas-area HOV lanes paid lanes are in the works. By next year, HOV lanes along I-30 between Arlington and Dallas will become the region's first such paid lanes, TxDOT spokesman Mark Ball said.
Houston plan praised
But Houston's more sweeping proposal to convert all but one of its lanes to pay-as-you-go won enthusiastic response from the Texas Transportation Commission at its meeting in Sugar Land on Thursday.
"This is very visionary, and I think the rest of the state will be watching," said Commissioner Hope Andrade of San Antonio. Other commissioners had similar reactions.
The commission sets highway policy in Texas and governs the Texas Department of Transportation.
The conversion in Houston could cost $50 million and take a year or more, and officials from METRO, the Harris County counterpart to DART, haven't formally decided to make the switch. But plans to do so are far along.
Strong endorsement
Carlos Lopez, traffic operations director for TxDOT, told the commissioners Thursday that a formal request could appear on their agenda as early as August.
"It's almost a no-brainer," Mr. Lopez said after the meeting. HOV lanes have extra capacity, he said, so they should be monetized to let solo drivers pay to use them. Drivers in the regular lanes will benefit, he said, because the paying drivers will be gone.
Dallas-area officials haven't indicated what they'll charge drivers on the new HOV lanes along I-30 when they become paid lanes next year. Lone drivers will likely pay twice as much as two-person car-poolers, and vehicles with three or more passengers will be free, DART officials have said in the past.
It won't be cheap
Solo drivers in Houston will pay a steep price to ride on the HOV lanes.
Mr. Lopez said they'll likely pay as much as $4.50 each way during peak hours. During less busy times, it may be as low as $1.25, he said.
Mr. Lopez cautioned, however, that rates will depend on how popular the lanes are with solo drivers. The top rate will have to be high enough, he said, to prevent too many solo drivers from crowding the lanes.
TxDOT officials said peak pricing in Orange County, a suburban area near Los Angeles, runs as high as $9 each way.
The market rules
Commissioner Ned Holmes said Houston's use of so-called "congestion pricing" to regulate traffic is one of the best aspects of the plan. He said the strategy is a way to use market forces to help regulate traffic.
Not everyone is singing hallelujahs over what critics describe as "Lexus Lanes" for the wealthy, however.
The new lanes, often called High Occupancy Toll, or HOT, lanes, are in use or in the works in a handful of other communities across America, including Northern Virginia.
Arlington County, Va.'s, Chris Hamilton said he's not sold on them. HOV lanes there have worked, and he's worried that allowing solo drivers to use them for a fee will ruin them.
"I am not convinced there is excess capacities in the HOV lanes," said Mr. Hamilton, a frequent blogger about commuting who also works for the county encouraging commuters to car-pool and use transit.
"One person's excess capacity is another person's congestion.
"We're concerned that the new lanes will just lead to more congestion for the folks who are already van-pooling and using transit.
"We don't want those people to get mired into heavy traffic once these hot lanes start."
Officials from Harris County and TxDOT said they'll give the HOT lane idea a lot more study before approving it anywhere in Texas.
Read more
Saturday, June 9, 2007
Still hope for transit expansion
Sales tax funding plan derailed in Legislature,
but regional coalition is set to try again in 2009
By MARICE RICHTER - The Dallas Morning News - Friday, June 8, 2007
Read more
but regional coalition is set to try again in 2009
By MARICE RICHTER - The Dallas Morning News - Friday, June 8, 2007
Area transportation advocates are disappointed by the failure of legislation that could have expanded rail transit in North Texas, but they aren't giving up hope.
Instead, meetings and discussions have already begun to regroup and develop a new strategy to target the Texas Legislature in 2009.
"I wish we didn't have to wait two years," said Mark Enoch, chairman of the DART board. "But I think we will get it next time. For a first effort, we did very well. We got the bills out of two committees and onto the floor."
A coalition of more than 100 local entities – including city councils, county commissioner courts and chambers of commerce – endorsed a plan that would have allowed local-option elections on raising the state sales tax cap by up to 1 cent to pay for transit expansion.
Efforts by Rep. Fred Hill, R-Richardson, and Sen. John Carona, R-Dallas, to push this plan through as legislation died on the House floor near the end of the session.
Some Tarrant County officials said they may try to explore other funding options for new passenger rail lines. However, most area transportation leaders said research has shown that sales tax remains the best way to finance an estimated $3.5 billion to $5 billion in rail improvements needed in North Texas.
...
As local leaders begin regrouping, a top priority will be to counter opposition to the local-option sales tax plan. They said opponents succeeded in derailing the plan in the last session.
...
Opponents have argued that higher sales tax in North Texas would hinder the region's competitive edge in business. Detractors also suggested that cities that want to join a rail authority could redirect funds from their economic development and crime control districts rather than raise sales taxes beyond 8.25 percent.
The local-option plan would have allowed cities to raise the sales tax up to 9.25 percent. It also would have allowed cities that are already part of a transit authority such as Dallas Area Rapid Transit to raise their sales tax by 1 cent to create economic development or crime control districts, officials said.
Since Grapevine voters recently agreed to join the Fort Worth Transportation Authority, known as "The T," there are only a few small cities left in North Texas that can still ask voters to raise their sales tax rate to join a transit authority.
A recent survey of area cities found that most have economic development and crime control tax dollars tied up in long term bond-indebtedness that will take 15 years or more to repay.
"It would take too long for all those cities pay off that debt and then hold elections to pull out of their other districts," Mr. Humann said. "By comparison, we can accomplish a lot more a lot quicker if we can get the plan we have approved by the Legislature in two years."
In the meantime, transit agencies can spend their time on right-of-way acquisitions and seeking federal grants to help defray costs, officials said.
Tarrant County transportation officials said they may look at the possibility of creating tax-increment-financing districts or using property taxes to jump-start some new rail corridors or add more stations to a line being developed between southwest Fort Worth and Dallas/Fort Worth International Airport. "Sales tax is still the best option for financing regional rail," said Vic Suhm, executive director of the Tarrant Regional Transportation Coalition. "But we'll consider any other forms of financing to open up some new corridors."
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