SOUTHWEST-TO-NORTHEAST TRANSPORTATION CORRIDOR STUDY

Transcription

1 DOCUMENT REVIEW

2 TABLE OF CONTENTS INTRODUCTION... 1 SOUTHWEST-TO-NORTHEAST TRANSPORTATION CORRIDOR STUDY... 2 FORT WORTH PARK-AND-RIDE DEVELOPMENT STUDY... 4 JOHNSON COUNTY PASSENGER RAIL STUDY... 6 FORT WORTH TRANSPORTATION AUTHORITY TARRANT COUNTY PLANNING SURVEY... 8 FORT WORTH TRANSPORTATION AUTHORITY STRATEGIC PLAN MODERN STREETCAR PLANNING AND DESIGN, PHASES 1 AND 2 (SYNOPSIS REPORT) BURLESON TOD MASTER PLAN MOBILITY 2035: THE METROPOLITAN TRANSPORTATION PLAN FOR NORTH CENTRAL TEXAS DOWNTOWN ACCESS AND CIRCULATION STUDY ACCESS NORTH TEXAS: REGIONAL PUBLIC TRANSPORTATION COORDINATION PROGRAM FOR NORTH CENTRAL TEXAS PLANNING FOR LIVABLE MILITARY COMMUNITIES REGIONAL VISION PLAN TEX RAIL FINAL ENVIRONMENTAL IMPACT STATEMENT FORT WORTH 2014 BIKE SHARE RIDER SURVEY TEXAS-OKLAHOMA PASSENGER RAIL STUDY DALLAS/FORT WORTH CORE EXPRESS SERVICE... 30

3 INTRODUCTION The Fort Worth Transportation Authority (The T) and other agencies have conducted many planning and development efforts that have either directly focused on transit service in the Fort Worth region, or have focused on related issues that can impact regional planning for transit. These documents provide context for the issues, challenges, and opportunities related to mobility in the Fort Worth area and Tarrant County: The T: Southwest-To-Northeast Transportation Corridor Study (2007) Fort Worth Park-And-Ride Development Study (2008) Johnson County Passenger Rail Study (2008) Fort Worth Transportation Authority Tarrant County Planning Survey (2010) Fort Worth Transportation Authority Strategic Plan (2010) Synopsis Report Modern Streetcar Planning And Design, Phases 1 And 2 (2010) Burleson TOD Master Plan (2012) Mobility 2035: The Metropolitan Transportation Plan for North Central Texas (2013) Access North Texas: Regional Public Transportation Coordination Program For North Central Texas (2013) Planning Livable Military Communities Regional Vision Report (2013) TEX Rail Final Environmental Impact Statement (2014) Downtown Access And Circulation Study (2014) Fort Worth 2014 Bike Share Rider Survey (2014) Texas Oklahoma Passenger Rail Study (In progress) Dallas/Fort Worth Core Express Service (In progress) This document review provides an overview of previous efforts to ensure that the T Master Plan considers and draws from the findings of those previous efforts. The key findings and recommendations of each study are described below.

4 SOUTHWEST-TO-NORTHEAST TRANSPORTATION CORRIDOR STUDY PURPOSE The Fort Worth Transportation Authority conducted an alternatives analysis of a prospective rail line that would provide new service in Tarrant County, with a connection to Dallas-Fort Worth International Airport. The study cites population growth, a congested road network, and low levels of service between activity centers as the major motivators for the study. According to the study, Tarrant County is projected to grow by over 40% by 2030, with the study corridor shown in Figure 1 growing to over 1 million residents. SUMMARY The alternatives analysis identified seven alternatives that were eliminated from further study due to various factors including effectiveness, cost, and redundancy. The final three alternatives included a Bus Rapid Transit alternative, which was eliminated from consideration due to poor cost-effectiveness, Regional Rail 1, which was recommended as the locally preferred alternative, and Regional Rail 3, which was similar to Regional Rail 1, though less attractive because of its lower level of connectivity with other regional transportation systems and activity centers. Regional Rail 1, the locally preferred alternative shown in Figure 1, was found to serve all areas of the region at a relatively low cost. Under this alternative both commuter rail from the Cotton Belt and LRT from Dallas along the Northwest Corridor would provide service to DFW Airport s central terminal area. There would also be an extension of commuter rail from the Cotton Belt along a preserved corridor to the TRE. The evaluation estimated capital costs of the preferred alternative to be between $360 million and $390 million while operating costs were projected to be $12.3 million annually. Daily ridership for the Regional Rail 1 alternative was projected to reach 10,000 in IMPLICATIONS FOR THE T MASTER PLAN This study jumpstarted interest TEX Rail service, which is now under construction and promises to become an important regional link between downtown Fort Worth and DFW. The eventual construction of the southwestern leg would provide an important transit spine to the southwest. The progress of expanded commuter rail options in the Fort Worth region and the general enthusiasm for bringing more transportation options to the area is indicative of a growing interest in transit in the face of growing population and increasing congestion.

5 FIGURE 1 REGIONAL RAIL 1 ALTERNATIVE

6 FORT WORTH PARK-AND-RIDE DEVELOPMENT STUDY PURPOSE The Fort Worth Transportation Authority (The T) commissioned a Park-and-Ride System Development Study whose purpose was to develop a recommended system of future park-and-ride facilities in The T s service area. One of the goals of The T s 2005 Strategic Plan was to create an improved public transportation system for regional travelers, and the expansion of park-and-rides was identified as a method of improving access to The T. At the time of the study, The T operated ten park-and-rides, with four at or adjacent to commuter rail stations and six served by bus. SUMMARY The T identified 17 potential park-and-ride locations to be evaluated using Express Transit Analysis Method (EXTRA) software. EXTRA is a tool that estimates potential demand for express bus service and for parking at park-and-ride locations that provide access to central business districts (CBDs) and other employment centers. Recommendations for where to site park-and-ride facilities were determined using four different analysis categories, which were based on the origin and destination that the park-and-ride locations would serve. Category 1 aimed to identify areas that maximize potential demand for an express bus system that would operate from outlying areas to the CBD, and prioritizes those locations expected to generate greater ridership demand. The 17 potential Park-and-Rides identified by The T fell under Category 1 and four were determined to be priority one locations, meaning that they would produce 80 or more one-way daily passengers and exceeded The T s minimum ridership requirements in 2007 and These locations were Basswood at Riverside, IH 30 at Loop 820, Loop 820 at IH 20/Mansfield Highway, and Loop 820 at Lancaster. Category 2 explored potential ridership from Centreport Station to Alliance Airport destinations; however, the analysis projected zero ridership between the two destinations due in part to no cost parking at the airport, and determined that vanpool services should be considered instead of express bus service. Category 3 locations were also anticipated to have low demand due to no cost parking as well as low congestion along the corridor. As a result, vanpool service was recommended over express bus service. Category 4 examined the route from the CBD to DFW, and determined that although a commuter rail line currently serves the market area, a feeder bus could improve existing service. The use of analysis categories allowed potential park-and-ride locations to be compared based other locations serving the same corridor; this helped determine which location performed best in a given corridor according to EXTRA analysis results. Of the 17 sites identified, only four were determined to not be viable outright, with one more thought to only be a viable location by Figure 2 shows the park-and-ride locations that met the T s minimum ridership requirements for years 2007 and IMPLICATIONS FOR THE T MASTER PLAN The study identified potential park-and-ride locations that would be served by express bus or vanpool service provided by the T. The results of the analysis indicate that express bus or other commuter service is a potentially significant transit service for the region, and that such service may be viable for several key locations across Tarrant County.

7 As congestion has increased and commuting has emerged as a major regional challenge, express service to park-and-ride facilities has the potential to be an important strategy for improving transportation options in the county. FIGURE 2 PROPOSED PARK-AND-RIDE LOCATIONS MEETING THE T S MINIMUM RIDERSHIP REQUIREMENTS

8 JOHNSON COUNTY PASSENGER RAIL STUDY PURPOSE The Johnson County Passenger Rail Study was conducted to determine the viability of passenger rail service between Downtown Fort Worth and Cleburne, Texas. The corridor had been previously suggested as a part of NCTCOG s 2004 Regional Rail Corridor Study based on anticipated population and employment projections for the region. (Johnson County s population is expected to grow from 124,300 in 2000 to nearly 450,000 by 2030.) The proposed corridor, as shown in Figure 3, would be aligned largely on the existing BNSF railway and provide service from Downtown Fort Worth south to Crowley, Burleson, Joshua, and Cleburne. SUMMARY Six alternatives were considered that represented various ways to connect the existing BNSF and FW&W tracks. The major differences between these alternatives were slightly different alignments, various track geometry speed limits, and various lengths of new track to be constructed. The Steering Committee chose Option 4, the Biddleson Connection, as the study s preferred alternative and Option 6 as another somewhat viable alternative. The four other alternatives were considered to have too many significant adverse impacts. Capital costs for the proposed line were estimated at $373.1 million dollars, and operating costs were estimated at $3.3 million annually. Annual fare revenues were estimated at $1.03 million per year, which would produce a 31% fare box recovery ration. The corridor analysis focused on a 2018 opening of the rail line, with a best estimate of 4,044 daily boardings. The study team identified various possible funding sources including local, state, and federal funding, as well as general obligation bonds, private sector funding, and non-transportation revenues such as advertising and lease or rental income. IMPLICATIONS FOR THE T MASTER PLAN This study identifies several alignments for passenger rail between Fort Worth and Cleburne, as well as their ridership potential. Based on this study, rail service would be viable between Fort Worth and Johnson County, including the communities of Burleson and Cleburne. The potential viability of rail between the two counties demonstrates the importance of considering regional connections, including outside of Tarrant County, when creating a vision for the region s transit future. Even if rail is not necessarily viable along some alternative alignments, other high-capacity transit service such as express bus may be an important intermediate step in meeting demand for regional service in Johnson County.

9 FIGURE 3 PROPOSED PASSENGER RAIL CORRIDORS

10 FORT WORTH TRANSPORTATION AUTHORITY TARRANT COUNTY PLANNING SURVEY PURPOSE In 2010, The T contracted National Service Research to conduct a survey to be used in coordination with the development of the 2030 Strategic Plan. The survey was based on a similar effort from 2005 and was designed to answer a number of questions relating to travel patterns, demographic characteristics, and perception of T service of riders and non-riders. SUMMARY A total of 417 interviews were conducted in January 2010 of randomly selected households in Tarrant County that had a telephone. Part of the survey goals included 250 interviews from within The T s existing service area and 150 interviews from outside the service area. In terms of T usage, only 10% of those surveyed replied that someone in the household had used The T in the previous month, with an additional 22% reporting someone had used services provided by The T in the prior year. 41% of respondents replied that no one in the household had ever used The T. Of those reporting a member of the household had used some form of The T s available services, a majority (57%) responded the person had used the Trinity Railway Express versus less than a third (30%) for the bus. In terms of perception of The T, on a scale of 1-10, with 10 being the most positive, area residents responded that they held a largely positive view of The T with a mean score of 6.64, an improvement from the 2005 value of The mean score agreement from 1-10, with 10 being the highest level of agreement, on the statement transit systems improve the quality of life was 7.3 Overall use of public transportation as a means of getting to work held steady at 3% since the previous survey, while driving to work fell by 8%, and working from home grew from 3% to 9%. The survey also found that over 60% of respondents reported a willingness to consider changing their travel modes to work. Survey respondents were asked if they would use a range of possible new transit options. Of the options, the highest percentage of respondents stated that they would use direct passenger rail service from Fort Worth to DFW Airport (72%) or a historic trolley to visit recreational destinations (66%). Over half of respondents answered that they would use a rail passenger train operating on existing railroad tracks (59%), a carpool lane on a reserved freeway lane (59%) or an inexpensive and convenient rental car option at transit stations (52%). Fifty percent of respondents stated that they would use a streetcar or light rail operating in the street, while only 38% reported that they would be willing to use express bus operating on a reserved freeway lane. IMPLICATIONS FOR THE T MASTER PLAN The survey provides insight into preferred transit options, existing travel patterns and mode choices, and rider and non-rider perceptions of T service. Notable findings include a majority of respondents agreeing that transit systems improve quality of life, indicating an understanding by respondents of transit as a community asset. Although a majority reported a willingness to consider switching commute modes, most respondents were interested in premium services, such as passenger rail, trolley service, or light rail, with less interest in express bus or local bus service.

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12 FORT WORTH TRANSPORTATION AUTHORITY STRATEGIC PLAN 2010 PURPOSE The Fort Worth Transportation Authority s 2010 Strategic Plan was developed as a 25 year strategy to guide the agency amid burgeoning population growth. According the North Central Texas Council of Governments (NCTCOG), Fort Worth added 200,000 residents from 2000 to 2010, the largest increase of any city in North Texas, while Tarrant County grew by nearly 400,000 residents. Furthermore, NCTCOG projects that the county s population will expand by nearly a half million people by The plan seeks to address the impact that this population growth will have on congestion and service demands in the area as well as on meeting regional air quality goals. SUMMARY The T solicited community feedback beginning in November 2009 through community meetings, randomly distributed surveys, online comment portals, and meetings with regional stakeholders. Among community surveyed priorities, The T determined that the most important goal to the public was the expansion of commuter rail in the region, in particular the completion of the Southwest-2-Northeast (TEX Rail) rail corridor running from Downtown Fort Worth to DFW Airport. The T also planned to evaluate further commuter rail service to connect to Southeast Fort Worth to downtown, with service potentially extended to either Arlington or Mansfield. Additional goals contained in the strategic plan were to increase the number park-and-ride lots, express bus service, and vanpool services in order to expand transit usage and provide options in addition to private vehicles. The plan recognized the need to enhance existing bus service in the region, potentially through the creation of bus rapid transit corridors and expanded service of the local bus network to include new communities. Further goals would be to expand relationships with other regional providers and construct new transfer centers in the area. The plan also recognized that providing services beyond traditional transit, such as on-demand or flex routes, might expand the catchment area of existing bus and rail service and better meet customer demand. This service could be used in coordination with improved bus service to offer greater transit access for more residences. Other ideas include the development of a bike share system, car sharing programs available at transit centers, evaluation of a possible modern streetcar system in the central city, and expansion of late night service. As a means to improve transit efficiency and opportunities, The T set a goal to work with local jurisdictions to encourage further growth of transit oriented development proximate to transit centers. Other capital improvements suggested include providing better pedestrian and bicycling access to transit centers from surrounding neighborhoods, increased number of bus shelters, improved amenities at bus stops, improved security and exploration of creating a dedicated police force for The T. Lastly, The T set goals of enhanced technology use. The goals included improving customer information through the better use of existing technology, allowing for better trip planning, increased awareness and alerts, and expansion of real time information. Additionally, The T set goals of investigating electric or hybrid technologies, introduction of smart cards for fare payment, and installation of automatic vehicle locators (AVLs) on all buses. The 2010 Strategic Plan concludes with identification of various challenges, including funding and demand growth. Some potential funding solutions provided include possible public private partnerships and tax increment financing.

13 FIGURE 4 STRATEGIES FROM 2009 FWTA STRATEGIC PLAN

14 IMPLICATIONS FOR THE T MASTER PLAN The 2010 Strategic Plan identified a variety of ways that The T can expand its service to better serve the area s population, which is expected to continue to increase significantly. These recommendations ranged from the creation of bus rapid transit corridors and the extension of T service into new communities to investment in new technology such as smart cards and AVLs. A prevailing theme was the need to improve service regionally to meet transportation needs across Fort Worth and Tarrant County, and to improve connections with other communities and service providers in the region. Many of the recommendations from the 2010 Strategic Plan have been implemented or are now being implemented for example, new Spur* service on East Lancaster Avenue and the development of TEX Rail. However, many have not, but still remain relevant, and provide a foundation for the development of this plan.

15 MODERN STREETCAR PLANNING AND DESIGN, PHASES 1 AND 2 (SYNOPSIS REPORT) PURPOSE The City of Fort Worth and The Fort Worth Transportation Authority commissioned a study to determine whether a streetcar system would facilitate and spur growth in Downtown Fort Worth and the surrounding area. In particular, the City desires to create growth in Urban Villages and Mixed-Use Growth Centers as identified in the City s Comprehensive Plan and sought answers as to whether the streetcar could encourage the desired level of growth. An additional aspect of the study was to identify the single most viable streetcar project that could both operate on its own and provide a platform for further expansion of the streetcar system. SUMMARY The framework for analyzing the Fort Worth streetcar was the City s goal of enhancing and accelerating walkable, transit-oriented redevelopment and providing non-automobile, local circulation for residents and visitors. The study team met with local stakeholders and performed a variety of outreach efforts in concert with the City and Streetcar Task Force. Through these efforts, criteria were developed to address the merits of the plan s various options. Criteria included existing and anticipated population and employment in the alignment corridor, major destinations served, estimated ridership, capital and operating costs, and potential yield from tax increment financing (TIF) and other locally-generated sources. Additionally, the study team created a variety of materials to assist in the project evaluation, including design guidelines, economic development impacts, cost estimates, and a comparison of bus and streetcar alternatives. The plan recommended an alignment that would follow Main Street, Houston and Commerce Streets, 9 th Street, Jennings Avenue, Vickery Boulevard, and South Main Street, shown in Figure 5. The proposed route would provide access to the Trinity River Vision development, the Tarrant County Courthouse, the T s Intermodal Transit Center, retail areas along Magnolia Avenue, and would terminate by John Peter Smith Hospital. The capital costs of the alignment were estimated to be between $81 and $86 million, with operating costs projected to be $1.6 million a year for 7 days per week, 14 hour daily service at 15 minute headways. The study projected daily ridership between 2,050 and 2,250, with ridership anticipated to grow to between 2,950 and 5,800 riders by The team cited the example of Portland, Oregon to demonstrate that the streetcar would likely attract new development projects, lead to higher development densities, and increase land values. For the financial analysis the study team identified possible funding solutions, with a focus in particular on TIF and public improvement districts to cover both the capital and operations costs of the proposed streetcar. The study estimated TIF funding could cover $58 to $63 million of the project s potential costs, with the remaining funding provided by a Federal Urban Circulator Grant.

16 FIGURE 5 PROPOSED ROUTE ALIGNMENT Within a week of the City Council s receipt of the study synopsis and appendices, the Council voted to not move forward with Phase 3 of the study on December 7, IMPLICATIONS FOR THE T MASTER PLAN Although City Council s 2010 vote indicates that significant hurdles would need to be overcome, the study indicates that there is demand for expanded high-capacity transit service in Fort Worth, particularly between major activity centers like Downtown and the Medical District.

17 BURLESON TOD MASTER PLAN PURPOSE Burleson, which is a city of just over 40,000 residents in Johnson County located approximately 15 miles south of downtown Fort Worth would have a stop on a potential Johnson County commuter rail line (as described above). The Burleson TOD Master Plan was conducted to produce a vision for transit-oriented development around a Burleson station. The plan consisted of three primary elements: Real estate development market analysis Station design concepts Transportation studies, including a station parking analysis, a bus to rail transportation plan, and a nonmotorized mobility plan SUMMARY The TOD study area included two primary areas: the Burleson West TOD area along the railroad, shown in Figure 6, and the Old Town area of the city. A review of existing conditions determined that the West TOD area would be amenable for redevelopment given existing zoning and potential development costs in that area. FIGURE 6 TOD CONCEPTUAL VISION

18 The market study examined both the West TOD and Old Town areas suitability for future development. It found that most economic development in the area has been focused along major roads, and that local demographics support demand for higher residential densities and further retail uses. Additionally, the market study found that the proposed TOD area could support notably higher levels of employment and that Burleson may emerge as a more notable employment and commercial area within the larger region. A review of the existing bus and transit system found that public transportation, though limited, could be expanded to better serve Burleson. Both The T and Cleburne City/County Transportation provide service to Fort Worth, with paratransit services in Burleson offered by the latter. The TOD plan found that ample opportunities for development existed within a quarter mile of the proposed station, to both the east and west of the facility. Additionally, the study suggests that an additional fixed guideway streetcar or trolley could further enhance TOD by potentially leading to the extension of transit oriented areas to the west of the proposed station. The Burleson TOD Master Plan concluded that the Western TOD area adjacent to the proposed station site would be an appropriate and effective location to encourage transit oriented development, to provide greater residential and employment densities and further mixed use areas. The study also determined that the Old Town District would be less suitable for future TOD citing the older population, and no currently proposed TOD catalyst such as a transit station. Finally, the study recommends that the focus turn to rail implementation and further consideration of transit expansion in the Burleson area. IMPLICATIONS FOR THE T MASTER PLAN More focused development designed as TOD would support future opportunities for both local and regional transit service. TOD in Burleson would bolster the market for transit service between the city and Fort Worth. The study also identified a need for expanded transit in the Burleson area in conjunction with the implementation of rail service. Burleson s efforts to pursue more transit-supportive development are promising, and present an opportunity to better coordinate housing and transportation in a region where sprawl is the predominant development pattern.

19 MOBILITY 2035: THE METROPOLITAN TRANSPORTATION PLAN FOR NORTH CENTRAL TEXAS PURPOSE The Mobility Update was developed with a focus on concerns of congestion, air quality, and limited funding for transportation project amid projected population growth of 45%. A prioritization scheme was developed to manage how transportation investments would be allocated and to maximize the efficiency and effectiveness of the existing transportation system. The prioritization guidelines include: Maintain and operate existing facilities Improve efficiency of existing facilities Reduce single-occupancy trips Improve land use/transportation connection Increase transit trips Increase auto occupancy SUMMARY The total budget anticipated under the financially constrained Mobility Update is $98.7 billion, with nearly $75 billion slotted for infrastructure maintenance and the expansion of major roads and arterials. $15.6 billion is slated for possible transit projects, with the remaining $8.7 billion projected for management and operations strategies as well as growth, development, and land-use strategies. Mobility Update contains 10 policy recommendations amended from the previous plan. Recommendations include working with the region s existing public transit providers to ensure a seamless multimodal transit system through coordination, coordinate fare structure, standardization of assets, technologies, and service characteristics and elimination of gaps in service to establish a minimum level of service. In addition to policy recommendations, the 2013 update also includes considerations for how the region should better prepare for the expansion of rail service (see Figure 6), and the need to negotiate with freight rail operators to ease possible conflicts. With respect to bus service, the 2013 Update recommends that efforts be made to improve bus stop amenities and cites the need for seamless interfaces between all modes of public transit throughout the North Central Texas region. Additionally, the update recognizes that Bus Rapid Transit (BRT) could be used to mitigate congestion and improve transit options in the region. As an additional tool to improve system continuity, the Update calls for the implementation of a smart card system, also to be used throughout the region The Update notes that over the course of the plan a total of $33 billion in capital expansions and operations and maintenance would be required.

20 FIGURE 7 MOBILITY 2035 POTENTIAL RAIL SERVICE NETWORK IMPLICATIONS FOR THE T MASTER PLAN The plan recommends a number of transit projects to be implemented in Tarrant County and throughout the region and identified ways that the existing transit system can provide service more efficiently, most of which are still applicable today. Transit will be a crucial strategy for achieving the goals of Mobility A more robust transit network in the Fort Worth region can shift more trips away from single-occupancy vehicles, achieving mobility and air quality goals. Coordinated transportation and land use is a key ingredient in the success of transit, and addressing this connection in the T Master Plan will be crucial to meeting the Mobility 2035 goal. However, the overwhelming allocation of funding to road expansion and maintenance projects demonstrates that, while there is a desire to improve transit in the region, there needs to be a greater commitment to investing in transit to achieve the region s transportation goals.

21 DOWNTOWN ACCESS AND CIRCULATION STUDY PURPOSE The 2013 Downtown Access & Circulation Study (DACS) updated previous efforts to develop transportation solutions consistent with the Downtown Strategic Action Plan, and provides a means to ensure that specific improvements are consistent with the overall vision for Downtown Fort Worth, which states that Downtown Fort Worth should: Be the regional multimodal transportation hub for Fort Worth and Tarrant County Serve as the gateway for individuals arriving into Fort Worth Fully integrate pedestrian, transit, automobiles, and bicycle infrastructure within the Downtown core Have substantial linkages connecting to both the region and surrounding neighborhoods SUMMARY The 2013 DACS recommendations were developed using stakeholder feedback from the City of Fort Worth, Downtown Fort Worth Inc., The T, and other public and private stakeholders throughout Downtown Fort Worth. During the development of the plan, consultants used the Downtown Urban Design District Standards and Guidelines to ensure that recommendations were consistent with existing plans and courses of action. The 2013 DACS put forth 12 concept recommendations, each concerning a roadway or area in downtown Fort Worth. The plan s concept recommendations include the development of traffic calming improvements throughout the city, the conversion of numerous one-way streets into two-way streets in order to improve circulation downtown, and improving pedestrian facilities through sidewalk widening. Figure 8 shows the recommended circulation system for Downtown Fort Worth. IMPLICATIONS FOR THE T MASTER PLAN The improvements proposed in the DACS emphasize creating a more supportive environment for transit, walking, and bicycling. Street circulation improvements, including any changes from one-way to two-way streets, could allow for the simplification of bus routing in downtown Fort Worth and foster more convenient transit travel downtown. Enhancements to the pedestrian environment would also benefit transit, improving access to transit and making it more attractive to take transit rather than needing to drive in downtown. A transit-supportive built environment is critical to attracting and retaining transit ridership, and the strategies identified in the DACS can support the role of transit in local and regional mobility. The effort to improve circulation and multimodal accessibility in Downtown Fort Worth, in conjunction with other efforts to attract residents and development downtown, should inform any strategies and opportunities identified as part of the T Master Plan.

22 FIGURE 8 PROPOSED DOWNTOWN FORT WORTH TRAFFIC CIRCULATION

23 ACCESS NORTH TEXAS: REGIONAL PUBLIC TRANSPORTATION COORDINATION PROGRAM FOR NORTH CENTRAL TEXAS PURPOSE Access North Texas is the public transit-human services coordination plan for North Central Texas sixteen counties. The plan was developed with the assistance of local stakeholders including local transit providers, local governments, and human service agencies. The plan aims to address some of the service needs of the region, to provide enhanced regional transportation solutions, and to continue to support existing service for transit dependent populations. SUMMARY The plan used a Transit Access Improvement Tool (TAIT) to identify populations that might have a greater dependence on public transportation in the region. In particular, it identifies areas that have a higher proportion of transit dependent residents, rather than an actual number of such persons. The TAIT provides a score for each US Census block group in the region based on the percent of the population that is low income, has a disability, has a population over 65 years old, or has zero cars. The score for each block group was then compared to the regional average and assigned a score in comparison to the region. Higher scores mean that the area has a higher proportion of a likely transit dependent population. The largest clusters of high potential need were found to be in Tarrant and Dallas Counties. In Tarrant County, the greatest need is in south Fort Worth with moderate needs found throughout Fort Worth and Arlington (see Figure 9). The plan lays out five prioritized strategies to address regional level needs: Strategy 1 Continue implementation of regional transportation service and coordination projects. Strategy 2 Coordinate and plan for seamless regional connectivity between service providers including transit authorities, other public transportation agencies and human service or community transportation providers. Strategy 3 Meet existing funding commitments for services for transportation-dependent populations. Strategy 4 Establish and support coordinated regional travel training that contributes to customer knowledge of, awareness of and meaningful access to public transportation options across the region. Strategy 5 Create and maintain a centralized information resource for transportation resources in the region. The study team also conducted 30 stakeholder interviews in Tarrant County and public outreach meetings to gain a better understand of the transportation challenges and needs in the county and used demographic and travel analysis to develop approaches to generate transit improvements throughout Tarrant County. The plan includes eight priority approaches that range from improving coordination among transportation providers that serve transit-dependent populations in similar geographies, coordinating ongoing efforts to establish and expand a one-call center for transportation options, and addressing gaps in service due to eligibility.

24 FIGURE 9 ACCESS NORTH TEXAS AREAS WITH HIGH PROPORTIONS OF TRANSIT DEPENDENT POPULATIONS Additional approaches include establishing or enhancing transportation service in geographies with limited or no transportation options, improving the availability of transportation options during peak hours and exploring additional specialized services to serve the needs of students, homeless persons, and non-english speaking persons. The plan also identified preferred alternatives for Tarrant County that would be compatible with the existing needs. These include raising public awareness of transportation programs, establishing uniform service policies among providers, and developing or expanding volunteer driver programs and driver reimbursement programs. These also include implementing community shuttles, the use of vanpools, and investing in pedestrian amenities to promote non-motorized alternatives. Some other relevant alternatives that would be longer term efforts for successful implementation include general public dial-a-ride, transportation voucher programs/fare reimbursement, joint procurements, trip brokerage, point deviation service, site-specific shuttles, and carpooling. IMPLICATIONS FOR THE T MASTER PLAN Access North Texas presents the need for expanded transportation options in Tarrant County for transitdependent populations, which could be served by T bus service or MITS service. The plan identifies areas with particularly high numbers of transit-dependent populations in Tarrant County, notably southern Fort Worth and other areas of the city, as well as Arlington. In developing the T Master Plan, it will be critical to identify how transit can improve access and mobility for those who rely on it the most. Improved service in key areas, as well as additional services such as dial-a-ride or deviated fixed-route service, can help better meet the transportation needs of Tarrant County residents.

25 PLANNING FOR LIVABLE MILITARY COMMUNITIES REGIONAL VISION PLAN PURPOSE The Planning for Livable Military Communities (PLMC) study was undertaken to better coordinate regional strategies with the military. The study is intended as a comprehensive planning vision for the regional communities including the Cities of Benbrook, Lake Worth, River Oaks, Sansom Park, Westworth Village, and White Settlement, which surround the Naval Air Station Forth Worth Joint Reserve Base. SUMMARY The study is broken down in two main parts: The Regional Vision Report explores how the regional communities can collaborate to implement the larger transportation, housing, and economic development strategies of the area. The City Comprehensive Plan Visions create more specific goals for the above mentioned cities for their comprehensive plans in the areas of land use, economic development, transportation, and housing. The study provides a demographic profile of the area as well as a review of existing planning documents in the region. Additionally within the background information of the area plan, the study provides an analysis of undeveloped land in the area, economic development zones, redevelopment opportunities, housing and real estate, as well as a robust transportation profile. For each of the above categories the study additionally provides recommendations for future exploration and implementation. With respect to transit, the PLMC states: Besides Fort Worth, none of the communities are served by fixed-route (bus) public transportation service. However, the demographics of many of the communities would likely support public transportation. Potential strategies to meet existing transit needs include creating a community shuttle service and coordinating with the Fort Worth Transportation Authority on the feasibility of adding recommended bus and bus rapid transit routes. Finally, it recommends that a number of studies be undertaken to further explore the development of Bus Rapid Transit (BRT) and local bus service (see Figure 10).

26 FIGURE 10 PLMC RECOMMENDED REGIONAL BICYCLE CONNECTIONS, PUBLIC TRANSPORTATION OPTIONS, AND ROADWAY STUDIES IMPLICATIONS FOR THE T MASTER PLAN The PLMC explores transit feasibility in the area and provides a list of recommendations for the area. The larger public transportation goals listed under the PLMC include the following: Raise public awareness of existing public transportation options Improve public transportation options for special populations and major employers Improve public transportation options for the general population Enhance, market, and monitor park and ride system Update and establish review process for local transportation planning documents Coordinate with transportation partners and leverage resources to improve transportation options Identify and secure sustainable funding to implement public transportation options Most importantly, the PLMC identifies areas with significant transit demands that are not being met, and that should be addressed as part of this effort.

27 TEX RAIL FINAL ENVIRONMENTAL IMPACT STATEMENT PURPOSE In 2007 The T and the Federal Transit Administration began work on the environmental impact statement for the TEX Rail. The project, formally known as the Southwest-to-Northeast Rail Corridor, proposes transportation improvements along a corridor that includes portions of the Fort Worth and Western Railroad, Union Pacific Railroad Company, and the Dallas Area Rapid Transit s Cotton Belt rail lines. The T and the North Central Texas Council of Governments (NCTCOG) recognized the need for improved transit facilities in Tarrant County and identified the TEX Rail corridor as a means to mitigate congestion amid a burgeoning population, assist with air quality, and additionally provide improved access to Dallas-Fort Worth International Airport. SUMMARY Using the Alternatives Analysis developed in November 2006, The T s board originally adopted the Commuter Rail Alternative as the preferred alternative. However, after further review of project costs and other considerations, the board amended their selection to the Commuter Rail Minimum Operable Segment (MOS) Alternative. The Commuter Rail MOS is a 27.2 mile commuter rail system designed to operate between downtown Fort Worth and DFW s Terminal A/B. While the original Commuter Rail Alternative is longer (37.6 miles) than the Commuter Rail MOS Alternative, the T intends to complete the remainder of the line as an extension at a later date. Figure 11 shows both the Commuter Rail Alternative and the Commuter Rail MOS Alternative. The study team identified three reasons to develop TEX Rail. The first is to improve mobility between and among activity centers in the corridor. The second is to provide multimodal solutions for mobility in the corridor that help mitigate congestion and improve air quality. The final reason is to provide a transportation solution that interacts seamlessly and efficiently with other transportation systems in the region. The FEIS identified the Northeast MOS as the preferred alternative due to its elimination of costly track work and engineering challenges. This route would provide service to the southwest portion of Tarrant County. The Commuter Rail MOS Alternative is anticipated to service ten stations using a single track alignment. Passing sidings would be provided where necessary to accommodate 30 minute peak headways and 60 minute off-peak headways. The total estimated capital costs for the project are $743 million, while the estimated operating and maintenance costs of the alternative total $59.8 annually. The FEIS projected impacts of the proposed TEX Rail on the local transit providers, looking at the effects of the No Build alternative, the Commuter Rail Alternative and the Commuter MOS Alternative. Under the No Build Alternative, the transit network would receive modest enhancements in the southwest portion of the corridor due to the completion of The T s anticipated facility expansions, including express service. As a result, transit was expected to improve in this portion of the corridor. The rest of the network would not experience any changes, thus the transit needs of direct passenger rail services will not be met under this alternative. Under the Commuter Rail Alternative, commuter rail service would expand significantly in the corridor area and local bus service would improve, providing an increase of transit connections to the new commuter rail through 12 new feeder service lines for communities currently not served by The T. Under this alternative, the number of transit trips was projected to increase by over 5%, or 16,500 daily trips, due to increased transit availability and reliability as well

28 FIGURE 11 TEX RAIL COMMUTER RAIL ALTERNATIVES as the opportunity for time savings for riders and expansion of destination choices. The average weekday station activity for the full alignment is anticipated to be approximately 18,100 boardings per day. Nearly a quarter of these are anticipated at DFW Airport. The Commuter Rail Alternative would add transit service in the northeast portion of the corridor where no service currently exists, which would likely attract riders to The T and DART services. The Commuter Rail MOS Alternative would also provide enhanced commuter rail service to the northeast portion of the corridor. This alternative would not provide as broad a transit impact as the Commuter Rail Alternative given that the corridor is nearly 10 miles shorter. The service area under this scenario would increase only along the northeast portion of the corridor, while the southwest portion would remain unchanged. This alternative would add 26.2 miles of commuter rail and ten feeder lines, thus expanding the reach of this project beyond The T s existing service area. Under the Commuter Rail MOS, the number of transit trips would increase by over 4% or nearly 15,000 trips. The average weekday station activity for the partial alignment is anticipated to be approximately 14,600 boardings per day. Nearly a quarter of these are anticipated at DFW Airport. This alternative would provide riders with more reliable travel times and transit service, especially during peak hours, though only for the northeast portion of the corridor. IMPLICATIONS FOR THE T MASTER PLAN The FEIS notes that residential and employment populations within Tarrant County are expected to grow by 77% and 41%, respectively, by Recent growth has resulted in higher demand along major roads, and the development of other transportation alternatives will be necessary to keep up with demand. The TEX Rail MOS is currently under construction and will become an important regional link between downtown Fort Worth and DFW. TEX Rail is a major step towards completing a regional transportation system that provides seamless, efficient transit service between communities and activity centers across Fort Worth and beyond.

29 FORT WORTH 2014 BIKE SHARE RIDER SURVEY PURPOSE In 2014 a survey was conducted to determine the extent of B-Cycle ridership patterns, perceptions, and use among B- Cycle s annual members, non-annual members (casual riders), and individuals who are non-annual members but have never used the service. Overall nearly 350 individuals were surveyed, with approximately each of the above groups representing one third of respondents. SUMMARY The survey found that of B-Cycle s annual members, 72% reported cycling more often, 45% reported driving less often, and 28% reported using public transit more often. Among annual members and casual riders a majority (53%) reported only using the service less than once a month, and most often on weekends. A small number of riders (14%) reported that they use the service in lieu of public transit, while a slightly larger group (20%) reported using B-Cycle in coordination with public transit. Of the respondents 53% were female, with 56% of all respondents between 25 and 44 years of age. The vast majority of respondents were white (77%) and had at least a bachelor s degree (70%). Further, of the surveyed income groups the largest representation was from those households making $100,000 or more. IMPLICATIONS FOR THE T MASTER PLAN Fort Worth B-Cycle was jumpstarted by The T, and the system currently provides 300 bicycles at 35 stations across Fort Worth. B-Cycle can expand the catchment area of transit given that individuals are willing to bike further to transit than they would be to walk to transit. Survey results show that individuals are both using B-Cycle in concert with public transit and as a replacement for public transit. B-Cycle can provide an excellent complement to more traditional transit service, and expanding B-Cycle service to communities of low-income and minority populations would make this option more accessible to a broader cross-section of Fort Worth residents. The increasing use of B-Cycle demonstrates a desire among Fort Worth residents for more transportation options, as well as an interest in using transit services in coordination with other options like bicycling.

30 TEXAS-OKLAHOMA PASSENGER RAIL STUDY PURPOSE The Texas-Oklahoma Passenger Rail Study (TOPRS) is an ongoing study anticipated to be completed by the end of TOPRS explores the feasibility of a high speed rail corridor from Oklahoma City to South Texas. The proposed route would pass through the Metroplex from Oklahoma City and travel south toward Austin and San Antonio and possibly farther into other parts of South Texas. The study breaks the range of passenger service into three sections: North Section: Oklahoma City to Dallas and Fort Worth Central Section: Dallas and Forth Worth to San Antonio Southern Section: San Antonio to Corpus Christi, Brownsville, and Laredo SUMMARY The study team cites continued population growth and congestion along the I-35 corridor as motivation to explore new methods of moving people throughout the region and functions as a follow up to a 2010 Texas Transportation Institute study. TOPRS will explore the possible construction cost structures of such a project, but not how the project would be funded. 27 cities in the two states (22 in Texas) have been identified as possible sites for high speed rail stations. For the Northern Section a recommended route for the environmental impact statement was identified: Alternative N4A, which would run at conventional speeds on existing lines and offers the lowest capital cost per passenger mile due to effective use of existing resources. For the Central Section, three alternatives were identified, none of which originate in Fort Worth. These EIS corridor recommendations can be seen in Figure 12. The study team will explore possible differences in service from using existing routes and conventional service, higher speed service along existing freight routes, and possible true high speed service, which would require the building of new lines. That said, the study team does not anticipate that existing passenger or freight service will be affected. FIGURE 12 TX OK CORRIDOR EIS STUDY RECOMMENDATIONS IMPLICATIONS FOR THE T MASTER PLAN The connection between the Northern Section, which would have a terminus in Fort Worth, and the Central Section, which would have a terminus in Dallas, would be via the existing TRE corridor.