A URS COMPANY 1225 17'" St, Suite 200 Denver, CO 80202 phone 303-293-8080 fax 303-293-8585 DATE: January29,2001 TO: Michael Murphy, Town of Addison FROM: Tim Baldwin SUBJECT: Status
of Transit Market Analysis for the Cotton Belt Corridor BRW received a Notice to Proceed on December 14, 2000, for this project. Attached is a spreadsheet showing the status of the various
elements of this report, along with a copy of the draft report elements completed thus far. The project is approximately 65% complete. Most narrative data collection elements (report
summaries, relationship to other projects) are complete in draft form. The most difficult element of the project -securing and analyzing NCTCOG demographic and travel market data -is
well under way, as we have recently secured all the NCTCOG datasets needed and are developing GIS maps and data tables for each element. We anticipate the bulk of that analysis to be
completed in draft form by Friday, February 9. The major narrative elements remaining to be rompleted concern an analysis of issues to be analyzed further (including a phasing and staging
scenario analysis), and conclusions and recommendations. It is our goal to have a complete draft report ready for your review by Friday, February 16. 
BRW, INC. Town of Addison Transit Market Analysis for the Cotton Belt Corridor Status of Project Documentation (1/29101) Report Element 1. Introduction 2. Histo!)' and Background Brief
History of Conidor DART History NCTCOG Regional Rail North Crosstown Study Northwest MIS NCTCOG N. Crosstown TF 3. Demographic Summa!), Conidor DeffnHion (TSZ's) Population trends Employment
trends Socioeconomic trends Economic trends Land use trends Development trends TrafflCltransp. trands D/FW Airport Influences 4. Moving in the Corridor Activity Centers Regional Travel
Pattems Corridor Travel Pattems Type ofInformation Narrative Narrative Narrative Narrative Narrative Narrative Narrative NCTCOG data set/map NCTCOG data setlmap NCTCOG data set/map NCTCOG
data setlmap NCTCOGilocal data NCTCOG data set/map Narrative; GIS map NCTCOG data set/map NCTCOG MobilHy 2025 data Narrative NCTCOG data set/map Narrative; GIS map NCTCOG dala set/map
NCTCOG data setlmap NCTCOG daJa set/map 6. Ridership/Cost·Effectiveness Analysis PreVious PreVious Analyses DART comparison National comparison New trends 6. Key Issues Track 􀁣􀁯􀁮􀁤􀁾􀁩􀁯􀁮􀁳􀀠AI-g
rade crossings other neighborhood issues Technology altematives Regional connectivHy Potential station locations Phaslngfstaging scenarios 7. Conclusions! Recommendations Narrative Narrative
Narrative Narrative Narrative Narrative Narrative Narrative Narrative Narrative Narrative Narrative Status Draft complete Draft complete Draft complete Draft complete Draft complete
Draft complete Draft complete Being processed; complete by 219 Partially complete; complete by 219 Being processed; complete by 219 8elng processed; complete by 219 8elng processed;
complete by 2i2 Being processed; complete by 219 Draft ready 219 8eing processed; complete by 212 Draft complete Draft complete Being processed; complete by 219 Partially complete; complete
by 219 Being processed; complete by 219 Being processed; complete by 219 Being processed; complete by 219 Draft complete Draft complete Draft complete Draft complete by by 219 Draft
complete by 219 Draft complete by 219 Draft complete by 219 Draft complete by 219 Draft complete by 219 Draft complete by 219 Draft complete by 219 Draft complete by 219 
1. INTRODUCTION The Cotton Belt railroad corridor, as it is usually described, stretches more than 22 miles from downtown Plano to the north end of DfFW International Airport (see Figure
I-I). Purchased by DART in 1990 as part ofthe agency's long-term railroad preservation programs, the corridor has long been identified by DART as a potential fixed-guideway corridor
serving the rapidly growing east-west travel markets in the northern tier of DART's service area suburbs. However, most of DART's rail program has, to this point, been desigued as a
radial system focused on downtown Dallas. Virtually all ofDART's light rail and commuter rail lines, as described in the original 1983 Service Plan and amended several times since, are
either in place, under construction, or in some stage ofplanning for implementation. DART is now poised to embark on its next wave of regionaI-and possibly inter-regional-planning. The
agency has initiated the procurement process to hire a consultant to help it update its long-range system plan. This effort will ask one crncial question: What happens next? The new
Transit System Plan will consist ofthree major elements: 1. An element that will establish the future direction ofDART and 􀁴􀁨􀁾􀀠. region regarding transit, including the identification
ofkey issues, the establishment ofgoals and objectives, and the provision of a framework for the discussion of key policy issues. Transit Market Analysis for the Cotton Belt Conidor
1 
Figure 1-1 Cotton Belt Corridor , Transit MaItct Analysis for the Cotton Belt Corridor 2 
'\ 2. An element that will develop a strategic action plan for the continuing 􀁩􀁮􀁣􀁲􀁥􀁭􀁥􀁾􀁴􀁡􀁬􀀠development of DART's transit system, including the identification of major opportunities
and obstacles, inter-relationships with other plan elements, and the proposed timing of projects. 3. An element that will identify specific projects to achieve the goals and objectives,
including physicalfoperationalftechnological recommendations and a capital investment plan that is tied to a , phasing and staging plan. Concurrently with the pending development ofthe
new DART System Plan, local leaders in the northern Dallas County area have expressed interest in re-examining the Cotton Belt corridor with the intent of determining its viability as
one of DART's next priority corridors. Along those lines, the Town ofAddison asked BRW, Inc., to conduct a Transit Market Analysis for the Cotton Belt corridor. This Transit Market Analysis
is an attempt to develop a quantitative assessment ofexisting and forecast conditions conditions along the Cotton Belt Corridor telated to demographics, land use patterns and densities,
traffic volumes, trip densities and trip-making patterns, and other factors. The results of this analysis may be used by the Town ofAddison and its neighboring communities to demonstrate
the potential strengths of the Cotton Belt alignment as a futore transit corridor.This report is not intended as a political document. It is not an advocacy statement, nor is it intended
to be adversarial in natore in promoting one solution or alignment over another with DART and other tegional decision-makers on behalfof the Town of Addison. fustead, it is intended
to examine, in one comptehensive yet concise and objective report, the technical issues related to the Cotton Belt corridor that will be made available to DART and other agencies as
it considers its next priority corridors for study, funding, and implementation. Transit Market Analysis for the Cotton Belt Corridor 3 
In addition to this introduction, this report consists of six additional sections: • An exploration of the Cotton Belt Corridor's history as a potential rapid transit corridor, and its
relation to other transportation studies in the area over the past two decades; • An assessment ofdemographic, transportation, and land use and development conditions that exist now
along the corridor and that are forecast to exist through the year 2025; • An assessment of trip-making and travel patterns in the corridor, both existing and forecast, with an exploration
of the major origins and destinations within and external to the study corridor; • An analysis ofpast ridership and cost forecasts for rail transit solutions in the corridor, a qualitative
update of those forecasts based on updated demographic and development projections, and an analysis of how those ridership and cost figures compare to other DART corridors and fixed
guideway corridors nationwide; • A compilation and exploration of key issues to he considered when examining the Cotton Belt corridor as a fixed guideway corridor, including the issue
of grade crossings and track conditions along the corridor, potentiiIJ inter-connectivity to the DART system and other regional transportation networks, an examination ofpotential passenger
station locations, and the development of potential phasing and staging implementation scenarios; and • A chapter on conclusions and recommendations as to where DART and the Town of
Addison should proceed in the near future. Transit Market Analysis for the Cotton Belt Corridor 4 
,\ 2. THE COTTON BELT CORRIDOR IN CONTEXT: HISTORY AND BACKGROUND BRIEF HISTORY OF THE COTTON BELT CORRIDOR In December 1990, DART purchased approximately 54 miles of the Cotton Belt
railroad from Wylie to North Fort Worth at a purchase price of$21.5 million. DART purchased the line for two primary reasons. First, the agency wante4 to preserve the corridor as a future
potential transit right-of-way. Second, DART wanted to use a portion of the corridor to reroute freight trains from the Sante Fe line in east and northeast Dallas, which was slated for
eventual light rail service. Initially, the entire length of the Cotton Belt was to be used for freight rerouting from the Santa Fe line, but additional connections were made by the
Santa Fe and Kansas City Southern through Denton instead. Currently, the DGNO railro!ld operates two to four local freight trains per day on the Cotton Belt between Carrollton and Plano,
with most of the freight customers being located in Carrollton. West ofI-35E, the Fort Worth and Western Railroad handles both local freight and the Tarantula tourist train between Grapevine
and Fort Worth. DART's commuter rail staff has assessed the potential of the Cotton Belt as a transit corridor. Its assessment notes that the track is in generally poor shape from US
75 west, and would need a complete rebuild for any passenger service. The most expensive rebuild component would be in structures and signals, particularly west of1-35E in the Trinity
River bottoms. The corridor is 100 feet wide in most places, with the existing track located in the center ofthe right-of-way. Most existing freight Transit Marlcet Analysis for the
Cotton Belt Corridor 5 
customers are located on the south side of the line, which would provide an opportunity for the placement of transit tracks on the north side ofthe right-of-way without impeding access
for exiting freight customers. THE CORRIDOR AND DART SERVICE AND SYSTEM PLANS Original 1983 DART Service Plan The original DART Service Plan, approved by the voters in August 1983, included
the 12-rnile Cotton Belt corridor as part of that plan's Phase n program (see Figure 2-1). According to the compilation ofthe DART Service Plan developed in January 1991, the Plano/Addison/Carrollton
line was described as follows: The line heads in an easterly direction from Belt Line Rd. in Carrollton (the Sternmons line) towards Plano, passing through Addison and Dallas. The line
is within the SI. Louis and Southwestern (Cottonbelt) railroad right-of-way. The line terminates near 10th Street in Plano (junction with the North Central line). The entire line is
at-grade. An additional unprogrammed line extends north from Station 21 (Tollway) in an unspecified horizontal and vertical alignment parallel to the Dallas North Tollway to S.H. 121,
turning southwest to Paige Rd. near The Colony. (Source: January 1991 compilation ofDARTService Plan) The compilation notes that the Service Plan specified stations locations along the
line as being: • Josey; • Marsh; • Tollway; • PrestonwoodlPreston; • Coit; and • Custer. Transit Market Analysis for the Cotton Belt Corridor 6 
Figure 2-1 Cotton Belt AUgnment in 1983 DART Service Pltm Transit Market Analysis for the Cotton Belt Corridor 7 
In addition, the Service Plan compilation noted grade separations along the line at: • Denton Dr.; • Josey La.; • Marsh La.; • Addison Rd.; • Preston Rd.; • CoitRd.; • Custer; • U.S.
75; and • Plano Parkway. The 1983 Service Plan also included the Galleria Spur as part ofits Phase m. This line, approximately 2 miles long, "heads in a southerly direction from the
Planol Addison/Carrollton line at Station 21 (Tollway) near . Inwood Rd. The line parallels Inwood Rd. to 1-635. The line is aerial unless right-of-way will permit at-grade construction."
Only one station was listed on this line, at Alpha Rd.fGalleria, and grade separations were noted at Belt Line, Spring Valley, and Alpha. Subsequent DART Service and System Plans Since
the adoption of the 1983 Service Plan, DART has taken several actions related to the corridor. By 1988, just before that year's bond election, the line's description was changed to one
of several "unprogrammed rail alignments." During the development ofthe 1989 System Plan, the corridor was actually considered (though briefly) as one alternative for two-way permanent
high-occupancy vehicle (HOV) lanes, in competition with another east-west HOV alternative along S.H. 190. IDtimately, the Cotton Belt right-of-way was recommended for "future right-of-way
preservation" in the 1989 System Plan. Transit Market Analysis for the Cotlon Belt Corridor 8 
<', As mentioned above, DART purcbased the corridor from Wylie to Nortb Fort Worth (a distance of 54 miles) in 1990 as part of the agency's longrange corridor preservation program; DART
bas agreements with local railroads to allow freigbt service on tbe corridor. In November 1995, DART revised its System Plan and re-examined the Cotton Belt corridor. By tbis time, tbe
Cotton Belt was one of several alignments in the :'North Crosstown Corridor" as needing further study: Formerly referred to as the Cotton Belt Corridor, Ibis is the east/west travel
corridor in tbe northern portion of the Service Area. As part of tbe development of the Transit System Plan, discussions were held with neigbborhood representatives, member city elected
officials and the NCTCOG on tbis issue. The consensus ofopinion was tbat the Transit System Plan should not identify a particular alignment or technology at tbis time. It was felt that
a major investment study (MIS) should be done to identify the need for an eastlwest alignment and consider several alternate technologies and alignments, including consideration oftbe
Burlington Northern and Santa Fe. as well as SH-190 and the Cotton Belt. The initial study limits will generally extend from Plano to Irving including DIFW International Airport. It
is expected that tbe l\1lS will take approximately two years to complete. The MIS sbould begin wilbin six months after final adoption of tbe Transit System Plan ... (Source: DART Transit
System Plan, June J995). As ofthe date oftbe preparation of tbis report. DART had not yet initiated Ibis study, tbough it is anticipated that it could possibly be included in the scope
ofthe next General Planning Consultant contract, expected to be issued in early 2001. The 1995 System Plan map (see Figure 2-2) noted the Cotton Belt, along with tbe SH-190 corridor
and additional railroad corridors in the region, as being alternatives "for future study." Transit Markel Analysis for the Colton Bell Corridor 9 
'\ Figure 2-2: Cotton Belt and Adjacent Corridors in 1995 DART System Plan Transit Market Analysis for the Cotton Belt Corridor 10 
<\ The 1995 System Plan document also catalogued the resolutions of DART Service Area jurisdictions related to the Cotton Belt alignment. Those resolutions included: • Addison: "Cotton
Belt Corridor to DFW Airport should be adopted as a future rail line. Initiate demand and fmandal studies immediately. Construction schedule should be supplied to the member cities."
• Carrollton: "Cotton Belt rail line identified as a viable alternative and placed in the Plan to be extended west of 1-35E to DFW within the 10year financing program or as soon as possible."
• Dallas: "Strongly opposes diesel locomotive service on Cotton Belt Corridor, but would, after review, strive to support other rail teclmology when ridership warrants if: the teclmology
has characteristics comparable to light rail in noise, vibration, emission and other environmental concerns, and the corridor is developed from the Plano Transit Center to DFW Airport."
• Garland: "Cotton Belt to DFW Airport should be adopted as a future rail line. Initiate demand and financial studies on Cotton Belt with construction beginning as studies indicate the
demand." • Irving: "Develop a complete feasibility assessment of... Cotton Belt corridor to DFW Airport." • Plano: "Extend Cotton Belt rail line to DFW Airport. Initiate demand and financial
studies immediately." • Richardson: "Cotton Belt rail line [to] be identified and placed in the Plan and extended west ofI-35E to DFW within the lO-yearfmancing program or as soon as
possible." Transit Market Analysis for the Cotton Belt Corridor 11 
• Rowlett: "Cotton Belt rail line [to] be identified and placed in the Plan and extended west ofI-35E to DFW within the lO-year financing program or as soon as possible." DART Construction
Program After the initiation of the DART LRT Starter System in 1996 and 1997, the agency has proceeded with its planning and design program for system extensions. In partjcular, the
North Central LRT line extension from Park Lane to downtown Plano is under construction, with revenue service slated to begin in 2003. That LRT line includes a station in downtown Plano
north of the UPRR's intersection with the Cotton Belt alignment. At that intersection, DART is replacing the at-grade crossing with an aerial structore. Figure 2-3 shows the planned
design of the line and its potential interface with the Cotton Belt corridor. Transit Market Analysis for !he Cotton Belt Corridor 12 
Figure 2·3: Cotton Belt/North Central LRTline Interface Transit Market Analysis for the Cotton Belt Corridor 13 
THE CORRIDOR AND THE NCTCOG REGIONAL COMMUTER RAIL STUDY In 1994, NCTCOG sponsored the Regional Commuter Rail Feasibility Study to examine potential commuter rail lines in the Dallas-Fort
Worth area. It ranked the Cotton Belt alignment from Plano to DIFW Airport as the top-ranked corridor in the entire region. (By way of comparison, the BNSF alignment, also under consideration
by DART as a potential eastwest link in the 􀁮􀁯􀁾􀁨􀁥􀁲􀁮􀀠Dallas County area, was ranked 9th out of twelve corridors examined in the Dallas-Fort Worth area). The report noted several
characteristics of the Cotton Belt corridor: • Its right-of-way is approximately 100 feet; • Its overall track condition was rated "poor;" • It serves approximately two freight trains
per day in each direction; • It currently has speed restrictions of 35 MPH; • It has 18 at-grade crossings; • It does not require Federal Railroad Administration (FRA)-compatible vehicles,
meaning that service can be separated by time or space from existing freight traffic; • It has high operational suitability; • It has high environmental sensitivity, primarily due to
its proximity to residences andlor schonls; and • It is suitable for alternative modes such as HOV lanes and bicycle trails. The report also made recommendations on the vehicles and
equipment to be used, potential administration and operations arrangements, potential station locations, and a sample operating plan. Its appendix includes an Transit Market Analysis
for the Cotton Belt Corridor 14 
assessment of track conditions, an inventory or grade crossings, and existing drainage structures, turnout locations, and mileposts. The report developed several operating scenarios
for the corridor. Possible service scenarios for Plano to Carrollton included service every 30 minutes with 3 equipment sets, or service every 40 minutes with 2 equipment sets, with
a travel time of approximately 30 minutes. From Plano to DIFW, three trainsets could provide hourly frequencies, six trainsets could provide 3D-minute frequencies, and four trainsets
could provide a combined schedule with 3D-minute frequencies to Carmllton and 60-minute frequencies to the airport. Hours of service would be weekday peak hours from 6 a.m. to 9 a.m.,
and evening peak hours from 4 p.m. to 7 p.m. The service could utilize bi-directional vehicles similar to the DART RDC cars (stainless steel, air conditioned, self propelled diesel rail
cars), new self-propelled diesel rail cars, or standard single-level or bi-Ievel push-pull coaches. The report envisioned the possibility of DART contracting with local railroads to
operate and maintain the service. Possible station locations include: Southern PacificlDART LRT Crossing, Collin Creek Mall, Coit Road, Preston Road, Addison Road Transit Center, Marsh
Lane, Stemmons Freeway, MacArthur Road, DIFW Airport. Stations would be modest and would consist of platforms, simple shelters, parking lots, and commuter drop-off areas. To operate
from Plano to Carrollton with a 3D-minute frequency, two sidings would he required for passing, and with a 40-minute frequency,' one siding wonld be required. From Carrollton to DIFW
Airport with a 3D-minute frequency, two sidings would he required, and with a 60-minute frequency, one siding would he required. Fares were recommended to be similar to the Dallas-Irving
commuter fares and similar to park -and-ride express fares. Transit Market Analysis for the Cotton Belt Corridor 15 
1 The report also noted the availability of land along the right-of-way near the intersection of I-35E and Belt Line in Carrollton for a vehicle storage area, light vehicle maintenance
and inspection facility, and track maintenance and signal maintainer's facility. No cost estimates were given for the Cotton Belt service scenarios outlined in the report. Appendix I
contains existing conditions field assessment of the corridor, the highway and railroad crossing inventory, and the existing drainage structures, turnout locations, and mile post stations
ofthe corridor, as documented in the report. THE COTION BELT AND THE DART NORTH CROSSTOWN CORRIDOR STUDY Probably the most comprehensive analysis of the Cotton Belt and other nearby
corridors was contained in the 1997 report for DART conducted by BRW as part of that firm's General Planning Consultant work. The North Crosstown Corridor Preliminary Feasibility Study
examined all potential east-west corridors in an area bounded roughly by US 75 on the east, SH121 on the nort4lt Line Rd. on the .;;;;yand LBJ Freeway on the south. The report's purpose
was to examine all potential alignments to "provide the foundation for a future Major Investment Study." Four alignments were studied in the analysis: • The (then) Burlington Northern
railroad from SH-121 to its intersection with the Cotton Belt near Carrollton; • The Cotton Belt alignment from Plano to D/FW Airport, with a possible eastern terminus at Addison; •
The Kansas City Southern corridor from the DART Northeast LRT line in Garland to the Burlington Northern line north ofAddison; and Transit Market Analysis for the Cotton Belt Corridor
16 
• An alternative using the SH-190 right-of-way from the Kansas City Southern to the Burlington Northern. The Cotton Belt was divided into four segments for this report's analysis: •
Segment Fl: from the North Central LRT line to the intersection of the Kansas City Southern (2.92 miles); • Segment F2: from the Kansas City Southern to the Addison Transit Center (5.98
miles); • Segment F3: from the Addison Transit Center to the Burlington Northern intersection in Carrollton (4.89 miles); and • Segment F4: from the Burlington Northern in Carrollton
to DIFW Airport (8.29 miles). Table 2-1 summarizes the report's analysis of the Corridor's physical conditions. 100' Fair TC (5.98 miles) F2: KCS to Addison Waterview. Coit, McCallum.
Hillcrest, Davenport, campbell, Davenport. Addison 100'F3: Addison TC to BN Midway. Marsh, Kelly. Josey, Denton Dr. Poor 100' FairMacArthur, Denton Tap, Freeport Pkwy .• Major At-Grade
Street Crossings Overall Track to KCS 100' 10th , Ave. F. Plano Pkwy., Alma Dr., Source: DARTNorth Crosstown Corridor 1997 Good Transit Market Analysis for the Cotton Belt Corridor 17

The report also analyzed travel time and access characteristics of the corridor. Table 2·2 summarizes those characteristics. Travel times are computed by assuming a 35 MPH average speed
for traditional push-pull commuter rail and 45 MPH for self-propelled diesel mUltiple unit (DMU) commuter rail vehicles (which has identical travel times and average speeds as light
rail). Access characteristics are gauged by measuring population and employment within a half-mile of the corridor and by cataloging sensitive land uses within 1,000 feet of the corridor.
Travel time (min.) 199012020 Demographics . Segmem 􀁲􀀽􀁣􀀭􀁯􀁭􀀭􀀭􀁭􀀭􀁵􀁾􀁴􀁥􀀭􀁲􀁾􀀷􀁌􀀽􀁒􀁔􀀽􀀧􀁾􀀭􀀭􀁾􀁐􀀭􀁯􀀭􀁰􀁵􀁾􀁬􀁡􀁾􀁴􀁾􀁬􀁯􀀭􀁮􀀭􀀭􀁾􀁾􀁅􀁾􀁭􀀭􀁰􀁾􀁬􀁯􀀭􀁾􀀭􀀭􀁥􀁮􀁾􀁴􀀭􀀭􀁲􀀭􀀭􀀭􀀭􀀭􀀧􀀭
􀁾􀁾􀁲􀀭􀀭􀀭􀀭􀀭􀁾􀀠Rail DMU within *ml. within *mile Schools 5 min. 4 min. 4,300/5,300 11,800121,100 Low 10.25 min. 8 min. 17,200124,500 18,600131,900 Modera Ie 8.5 min. 6.5 12,600/14,800
24,500131,900 Low min. 14 min. 11 min. 5.800117,200 8,000116,600 37.75 min. 29.5 39.900/61.800 62,9001101,500 min. Preliminary Low 3 o 3 o 4 o 2 1 12 1 The analysis showed a travel time
of almost 38 minutes from Plano to DIFW along the Cotton Belt using traditional push-pull commuter rail vehicles. and just under 30 minutes using self-propelled DMU technology or light
rail. Population was projected to increase along the corridor by 55% between 1990 and 2020, and employment was projected to increase Transit Market Analysis for the Cotton Belt Corridor
IS 
, byjust more than 61 %. Regarding sensitive land uses, the report noted that Segment F2 had the highest concentration of sensitive land uses, as it is located largely within a single-family
residential area. The report also noted that residential areas located south ofSegment Fl and north of Segment F4 are buffered from the rail corridor by strips of vacant land or open
space. The report also analyzed capital costs for implementing rail service in the corridor. Table 2·3 summarizes the capital cost analysis. Table 2·3: Capital Cost Analysis for Rail
Service Options in the Colton Belt Corridor Capital Cost In millions Segment 􀁉􀀭􀀭􀀭􀁾􀀠LRT I 􀁾􀀠CommuterRall DMU I 􀀭􀀭􀀭􀀡􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀁾􀀠F1: Plano to KCS $64 $25 $35 2.92 miles)
CSF2: K to Addison $132 $57 $72 TC 5 .98 miles) 􀁾􀀭􀀭􀀫􀁾􀁾􀁾􀁾􀀭􀁾􀀭ddison TC to BNF3: A $108 $46 $50 (4.89 miles) F4:BN to D/FW (8.29 $182 $79 $99 miles) 􀀭􀀭􀀭􀁾􀀭􀁾􀀭􀁾􀀭or Totals
(22.08 $486 ($221mile) $207 ($9.4 􀁾􀁾􀁾􀁾􀁾􀁾􀀠􀁾􀁾􀀠􀀧􀀺􀁩􀁬􀁥􀀩􀁾􀀠􀀱􀁾􀁾􀀤􀀲􀀵􀀶􀀠($11.6/mile) ] 􀀭􀁾􀁾􀀭􀀭􀁾􀀭􀀭􀀭􀁾􀁾􀀭􀁾􀀭􀀭􀀭􀀭􀁾􀀭􀀭􀀭􀁾􀀭􀁾􀀭􀁾􀁾􀀭􀁾􀀠􀁾􀀭􀀭􀁾. . . . ..Source:
DART North Crosstown CorridQr Prelllrnnary Feas.bd.ty Study. BRW. 1997 The table shows that light rail is the most expensive option, followed by DMU and conventional commuter rall. Capital
costs assumed improvements and upgrades such as new structures and new or rehabilitated track to achieve the average speed requirements ofeach mode. The study concluded that, of the
four alignments and subsequent route combinations studied, the Cotton Belt: • was one oftwo with the greatest level ofaccess to high density employment in 2020; Transit Market Analysis
for the Cotton Belt Corridor 19 
• was one of two with the highest level of system connectivity to existing and planned transit services and facilities; and • was one of two with the most direct travel routes across
the corridor and an associated lower capital cost and travel time. THE COTTON BELT AND THE DART NORTHWEST CORRIDOR MAJOR INVESTMENT STUDY This study, produced for DART in 2000, recommended
a Locally Preferred Investment Strategy (LP1S) for the corridor extending from downtown Dallas along 1-35E to Fanners Branch, Carrollton, € 􀁾and to North Irving. It recommended: • the
addition of two reversible HOV lanes and one general purpose lane in each direction on 1-35E in the Carrollton area; • implementation oflight rail service along the UPRR right-of-way
that parallels 1-35E, with an aerial passenger station at Belt Line/Old Downtown Carrollton (see Figure 24). The report notes that this station provides an "Opportunity for future rail
transfer with potential rail lines along the Cotton Belt RR and/or the BN RR." (p. 190). The report also shows the LRT line in an aerial structure crossing over the Cotton Belt near
downtown Carrollton. Figure 2-5 shows an aerial close-up ofthe LRT line in downtown Carrollton, showing its proximity to the Cotton Belt corridor; and Figure 2-6 is a plan drawing showing
the LRT aerial structure as it crossesover the Cotton Belt near Belt Line; and • implementation oflight rail service through Irving and Las Colinas to the north entrance ofDIFW Airport. No specifics are given on a station
location other than that is near the north shuttle parking lot, with an eventual people mover connection to the rest of the airport. Transil Markel Analysis for the COllon Belt Corridor
20 
,. Figure 2·4: Northwest MIS LRTRecommendation Transit Market Analysis for the Cotton Belt Corridor 21 
Figure 2·5: LRTAlignment in Carrolton and Proximity to Cot/on Belt Transit Market Analysis for the Cotton Belt Corridor 22 
Figure 2·6: Plan View ojNorthwest LRT Line Crossing ojCotton Belt in Carrol/ton Transit Market Analysis for the Conon Belt Corridor 23 
THE CORRIDOR AND NCTCOG TRANSPORTAnON PLANS The NCfCOG Mobility 2020 Regional Transportation Plan evaluated several potential rail alternatives for future implementation beyond that
already programmed. The report mentioned the work of the North Crosstown Corridor Evaluation Task Force, which consisted ofinterested public and private sector individuals and was aimed
at identifying mobility solutions in the North Dallas County/South Collin County area. The report recommended that the Task Foree continue its evaluation, with further examination of
the engineering feasibility and environmental implications of: • rail along the Santa Fe line and the Burlington Northern line, including the feasibility ofan alternative connection
along SH-l90; • rail along the full Cotton Belt corridor, from Parker Road in Plano to DIFW Airport; and • rail along the Cotton Belt with a possible eastern terminus at the Addison
Intennodal Center and a western terminus at DIFW Airport. As NCTCOG moved into its 2025 Plan preparation, the North Crosstown Corridor Task Force continued its evaluation and worked
with NCfCOG stsff to prepare Technical Recommendations for possible inclusion into the Plan. The Task Force examined nine potential light rail alignments and seven possible commuter
rail corridors. During the course of its investigation, the Task Force carried three commuter rail alignments forward for further study (see Figure 2-7); • Alternative 4, which consisted
ofthe Cotton Belt aligmnent from Plano to DIFW Airport; • Alternative 7, which consisted of the Cotton Belt from Plano westward to the Santa Fe line, running northwest to its intersection
with the Burlington Northern line, then southward to re-enter the Cotton Belt near Carrollton and on to DIFW Airport; and Transit Markel Analysis for the Cotton Belt Corridor 24 
" Figure 2·7: North Crosstown Corridor Task Force "Short List" o/Commuter Rnil Alignments Transit Market Analysis for the Cotton Belt Corridor 25 
• Alternative 8, which consisted of the Santa Fe line from Garland northwest to its intersection with the Burlington Northern, then proceeding southwest to fe-enter the Cotton Belt near
Carrollton and on to DIFW Airport. Table 2·4 summarizes the analysis conducted for the three short-listed commuter rail corridors, with data on mobility, environmentaUquality of life
issues, and cost-effectiveness. Transit Market Analysis for the Cotton Belt Corridor 26 
E Ridership Daily Boardingsl 4,134 4,686 5,957:::: Alightings .Q 􀁾􀀠Activity Genters Employment at 323,100 270,075 263,600 Centers Noise Impacts 27.7% 24.9% 34.6% .!!... ..... 9 12.5
16... Q t 5 4 6 § Sensitive Sites 0 􀁾􀀠10 10 14 􀁾􀀠boundaries that 41 54.5 61 􀁾􀀠"S .ij Traffic Impacts 6 2 2 21.94 36.91 41.65 36,609 40.551 52,108 􀁾􀀠t 'I:: Cost􀁾􀀠EffectiVeness
lii ,!. $1,200,000.. 􀁾􀀠$2.35 $2.02 $16.86 $20.29 $17.69 'existing ** -Assumes $3M per grade separation $1.4 M per at-grade *** -Assumes DART unit costs and 0.12026 capital recovery
factor (20 years at 3.5% discount) •••• -Assumes 260 days/year annualizaJionfactor and $llrlde Source: NCI'COG Mobility 2025 North Crosstown Corridar Overview <fTechnical Recommendations.
January 2000 Transit Market Analysis for the Cotton Belt Corridor 27 
The table shows that Alternative 4 (the Cotton Belt alignment) is the most cost-effective of the three short-listed alternatives examined when evaluating net cost per passenger miles
and net cost per rider. However, the final Mobility 2025 Regional Transportation Plan did not incorporate these findings and instead recommended that the Task Force "continue to work
with the communities and local governments in the area to establish a clear recommendation." Transit Market Analysis for the Cotton Belt Corridor 28 
3. THE COTTON BELT CORRIDOR: WHAT IT LOOKS LIKE 􀁎􀁏􀁾AND WHAT IT WILL LOOK LIKE IN THE FUTURE INTRODUCTION The purpose of this section is to explore the demographic and economic issues
related to the Cotton Belt corridor and its adjacent communities. This hiformation has been gathered from a wide variety of sources, ranging from NCTCOG to local chambers of commerce
and state and local governmental agencies. The intent of this analysis is to demonstrate the study corridor's socioeconomic trends compared to other parts of the Dallas-Fort Worth region,
particularly those already being served (or planned to be served) by DART rail lines. CORRIDOR DEFINrrION [listing/map of TSZ's/tap zones/census tracts used in this study -Jim Estus
to provide] , Transit Market Analysis for the Colton Belt Corridor 29 
POPULATION TRENDS [from NCTCOG TSZ data -current and forecast, and analysis of highest growth areI\S -Jim Estus to produce] By way of comparison, the NCTCOG Mobility 2025 plan notes
that between 1995 and 2025, population growth will occur as follows: • in the entire North Central Texas region, population will grow from 4.2 million in 1995 to 6.9 million in 2025,
an increase of almost 63%; • in Dallas County, population is forecast to grow from 1.9 million in 1995 to 2.6 million in 2025. an increase of 34%; • and in Collin County, population
is projected to grow from 370,000 in 1995 to 917,000 in 2025, an increase of 148%. Transit Market Analysis for the Cotlon Belt Corridor 30 
EMPLOYMENT TRENDS [from NCTCQG TSZ data -current and forecast, and analysis of highest growth areas -Jim Estus to produce] By way ofcomparison, the NCTCOG Mobility 2025 plan notes that
between 1995 and 2025, employment growth will occur as follows: • in the entire North Central Texas region, employment is anticipated to increase from 2.4 million to 4.1 million, an
increase of almost 170%; • in Dallas County, employment is forecast to grow from 1.4 million in 1995 to 2.1 million in 2025, an increase of49%; and • in Collin County, employment is
projected to grow from 128,000 in 1995 to 357,000 in 2025, an increase ofalmost 180%. Transit Market Analysis for the Cotton Belt Corridor 31 
SOCIOECONOMIC CONDmONS AND TRENDS [from NCTCOG TSZ and census tract data -income, ethnicity, auto ownership, etc. -lim Estus to produce] Transit Market Analysis for the Cotton Belt Corridor
32 
ECONOMIC CONDmONS AND TRENDS [from NCTCOG TSZ and census tract data, and chamber of commerce/comptrollers office. Retail sales, office space and developments, hotel rooms, etc.] Transit
Market Analysis for the Cotton Belt Corridor 33 
CORRIDOR LAND USE TRENDS [from NCTCOG land use data -Jim Estus to produce] Transit Market Analysis for the Cotton Belt Corridor 34 
CORRIDOR DEVELOPMENT TRENDS AND ACllVITY CENTERS [review ofm!\ior new developments along or adjacent to corridor] Transit Market Analysis for the Colton Belt Corridor 35 
CORRIDOR TRAFFIC AND TRANSPORTAllON CONDmONS [primarily frpm NCTCOG traffic counts and forecasts -major congested roadways; TIP infonnation, etc.] The NCTCOG Mobility 2025 Plan shows
that the portion of North Dallas County that includes the Cotton Belt corridor from Coit Road on the east to Las Colinas on the west was noted as an area of severe peak-period congestion
in 1995 (see 􀁆􀁩􀁧􀁵􀁲􀁥􀁾􀀮􀀠The Plan also notes that even with all Mobility 2025 recommendations, the area experiencing severe peakperiod congestion includes most of the Cotton Belt
corridor from Plano to Las Colinas (see Figure --.J. The 2025 Mobility Plan also details a number of travel perfonnance measures for the entire region and localized districts. Table
_ shows the results of that analysis. Beij Districts 12 92% 11% $89 $184 13 186% (4%) $123 $268 14 50"k 8% $113 $179 15 680/0 5% $213 $360 16 20% $102 $226 31 Transit Market Analysis
for the Cotton Belt Corridor 36 
D/FW AIRPORT INFLUENCES ON THE CORRIDOR DallasIFort Worth International Airport is an obvious major factor in the potential use ofthe Cotton Belt as a rail transit alignment, as it has
a huge influence on travel patterns and employment throughout the North Central Texas region. BRW recently completed a study on revamping internal bus circulation at the airport in anticipation
of the new people mover system now being designed. That study developed the following conclusions about passenger and employee movement into and out of DfFW: • DfFW is now world's busiest
airport in terms of operations, and . the 3rd busiest in passenger numbers, with an annual passenger usage of approximately 60 million. Of that figure, about 60% are hubbing, or connecting
to other flights within the airport, meaning that about 40% of all passengers (or 24 million) use DfFW as an origin or destination airport and travel to or from it on the local roadway
system. • Based on the 60 million annual passenger number, DfFW's typical weekday weekday passenger activity is 200,000. As mentioned above, approximately 60% (or 120,000) are hubbing
and never leave the airport property. The other 40% (or 80,000) are either arriving from or departing to the surrounding area. • Roughly half ofthe 80,000 are local residents, with the
other half coming into the Dallas-Fort Worth area for business or recreation: • Ofthe 40,000 local residents who use the airport daily, about 90% use their own cars and park in the airport's
parking lots. The other 10% are using taxis, shuttles, and buses. Transit Market Analysis for the Colton Belt Corridor 37 
• Of the 40,000 non-locals who use the airport, most are using rental cars, with the remainder using taxis, shuttles, and buses. • Total employment at the airport is approximately 42,000,
including airport employees; airline employees (flight crews, ticket counter/gate employees, baggage handlers, operations personnel, line maintenance and maintenance base employees,
and others); other contract firms such as curbside baggage checking (skycaps), aircraft cleaners. security personnel. janitorial and others; terminal retail shop and food service employees;
and other fringe employees such as air cargo, package express (such as Federal Express), airport post office, freight forwarders, airline kitchens, and others. • Public transit service
provided by DART is aimed at employees. DART has two routes serving the airport: Route 202 from the SH114 corridor to the north, serving north employee lots; and Route 409 from the SH-183lWalnut
Hill area, serving south parking lots. The T in Fort Worth provides express service from downtown hotels and from a park -and-ride lot on the northeast side of downtown; this service
focuses on airport passengers. DIFW is embarking on a five-year capital improvements plan that includes implementation of a new secure automated people mover and maintenance facility
serving all terminals (including a new Terminal D that will be designed to handle all international flights). Transit Market Analysis for the Cotton Belt Corridor 38 
4. MOVING IN AND THROUGH THE COTTON BELT CORRIDOR INTRODUCTION The purpose ofthis section is to examine the travel patterns within and external to the Cotton Belt corridor. This analysis
is aimed at detennining the major focal points of trip-making along the corridor; the splits between internal and external trips; and the potential for the corridor to be a selfsustaining
transit alignment and a supplemental alignment to other DART corridors based on the analysis of travel patterns. MAJOR CORRIDOR ACTIVITY CENTERS: KEY ORIGINS AND DESTINATIONS The first
step in the analysis of travel patterns is to determine the major focal points of activity. or the key origins and destinations aiong the Cotton Belt corridor that might serve as focal
points for travel both within and external to the aiignment. As noted in Section 2, the DART 1983 Service Plan designated potentiai station locations for the Cotton Belt aiignment between
Plano and Carrollton as (see Figure 4-1): • Josey; • Marsh; • Tollway; • PrestonwoodlPreston; • Coit; and • Custer. Transit Market Analysis for the Cotton Belt Corridor 39 
Figure 4·1: DART 1983 Service Plan Station Locations on Cotton Belt Alignment Transit Market Analysis for the Cotton Belt Corridor 40 
Since the 1983 Service Plan, development pattems have changed along the corridor, resulting in the need to refocus and refine the major activity centers along the alignment. [list ofmajor
activity centers along corridor; map] CORRIDOR TRAVEL PATTERNS IN A REGIONAL CONTeXT [where are people going to from the corridor related to regional travel patterns, from NCTCOG trip
tables] Transit Market Analysis fur the Cotton Belt Corridor 41 
TRAVEL PATTERNS WITHIN THE CORRIDOR [focus on travel patterns from major points along the right-of-way as determined in4.1; how that has changed in last 5-10 years, 2025 forecast] Transit
Market Analysis for the Cotton Belt Corridor 42 
5. COTTON BELT CORRIDOR RIDERSHIP AND POTENTIAL COST-EFFECTIVENESS INTRODUCTION PREVIOUS RIDERSHIP/COST-EFFECTIVENESS ANALYSES As noted earlier, the NCTCOG North Crosstown Corridor Task
Force conducted a technical analysis of potential rail alignments in the study area, and short-listed three commuter rail alignments for further study. Of those three, the Cotton Belt
alignment was the most cost-effective when measuring costs per passenger miles and rider (see Section 2.6). That analysis forecast that a commuter rail alignment on the Cotton Belt corridor
would carry 4,134 riders per day, or an annual ridership of 1,074,840. The alignment's capital cost was projected at $159.7 million, or approximately $7.3 million per mile. The NCTCOG
analysis measured cost-effectiveness by calculating annualized ca ital costs (multiplying the capital cost figure by 0.l2026 (a 20-ye ,3.5% iscount factor). calculating a fare revenue
estimate (based on annu nders multiplied by a flat $1 fare), calculating a net annualized capital cost (subtracting the fare revenues from the annualized capital costs), and calculating
a cost per annual passenger mile and a cost per annual rider using that net annualized capital cost. When calculated in that manner, the Cotton Belt alignment had a net cost per annual
passenger mile of $1.90, and a net cost per annual rider of $16.86. Transit Market Analysis for the Cotton Belt Corridor 43 
However, other agencies calculate cost-effectiveness in different ways. This section is an attempt to measure the Cotton Belt commuter line's potential cost effectiveness (as determined
in the NCTCOG analysis) compared to other commuter rail and light rail projects locally and nationwide. To ensure the consistency of comparisons, this report uses DART's costeffectiveness
formulas. For example, the most recently completed DART Major Investment Study -the Northwest Corridor -uses the following formulas to measure cost-effectiveness: • annualized capital
costs are determined by mUltiplying a project's capital costs by 0.082 for light rail projects (a discount factor of_%), and by 0.077 for commuter rail projects (a discount factor of_%);
and • annualized riders are calculated by mUltiplying daily riders by 302 for light rail projects and 271 for commuter rail projects. ConON BELT RIDERSHIP AND 􀁃􀁏􀁓􀁔􀁾􀁅􀁆􀁆􀁅􀁃􀁔􀁉􀁖􀁅􀁎􀁅􀁓􀁓􀀠CO
MPARED TO OTHER DART CORRIDORS The fIrst cost-effectiveness analysis examines the Cotton Belt as it compares to other DART projects. shows the results of that analysis. Table? Colton
Bell Cost Effectiveness Compared to Other DART Projects CapltaJ Annualization Annualized Oatiy Annuallzation . Annualized AnnualProJecl StatusCosl Riders Riders Cost.IRlderFactor Costs
􀁆􀁡􀁣􀁴􀀮􀁾􀀮􀀠Commut8J'Rail Conon Bell (1) $159.7M 0.077 1,120,300 $10.98 Understudy 􀁒􀁡􀁉􀁾􀁮􀁡􀁮􀀠Ph II (2) $12.3M 4,134 271 $153.5M 0.077 $11.8M 10.950 271 53.98 PartiallY ooen2.967
500 UghtRaiI NWCorr. (3) $15.40 EnleringPE SE Corr. (4) $1.400 M 0.082 $114.8 M 30224.700 7,460.000 $450M $6.27 AnishedMIS No. Cent Ext. (2) 0.082 30253S.8M 19.500 5.899.000 Underconst$517.2M
0.082 302 $8.26$42.4 M 17.000 5.134.000 Sources: NCTCOG North Crosstown Corridor Task Force, January 2000 FTA New Starts Report NW Corridor MIS Report, BRW, 2000 DARTweb site Transit
Market Analysis for the Cotton Belt Corridor 44 
The table notes that the Cotton Belt has a higher cost-effectiveness calculation than the light rail line proposed for the Northwest Corridor, and is comparable to the cost per rider
calculation for the North Central LRT extension. ;. Transit Market Analysis for the Cotton Belt Conidor 45 
t 'I' " I COTTON BELT RIDERSHIP/COST-EFFECTIVENESS COMPARED TO OTHER CORRIDORS NAnONWIDE The next analysis compares the Cotton Belt to other major transit projects nationwide. shows
the results of that analysis. Table? Cotton Belt Cost-Effectiveness Compared to Other Nationwide Transit Projects Capital Pro eel Cost 􀁦􀁾􀁾􀁾􀁾􀁾􀁾􀁒􀁳􀁾􀁮􀁾􀀭􀀭􀀫􀀭􀁾􀀠􀁾􀀭􀀫􀀠Cotton
Bel! (1) $159.7 1.4 RaleIgh Phase I (2) $2841.4 SO Oceanside (2) $213.71.4 Seatll. (2) $40.11.4 Tampa Say (2) $726.31.4 0"""" East (3) $315.91.4 N. Front Ran 4 $6521.4 /JgIlt Rail Austin
NWJN (2) $516.71.4 ClncinnaH 1·71 (2) $575.81.4 Denver SE (2) $995.71.4 Denve' $W (2) $176.31.4 Osnve,W"'(5) $257.81.4 KC S'I""" (2) $247.71.4 Minn. Hiawatha (2) $4461.4 No"oIk (2) $92'.61.4
Phoanlx(2) $3901.4 Pittsburgh(2) $512.5 1.4 Ponland NIS (2) $1,1861.4 Sacramento S {2} $2221.4 SlC Downtown (2) $7481.4 SlC NIS (2) $312.51.4 SO Mod-Coasl (2) $104.61.4 SO MIssIon V.
(2) $3611.4 S. Jose West (2) $3251.4 Seatlls Unk (2) $2,9201.4 SL L East 2 $426.7M Sources: AnnuallzaHon AnnuaUutlon Annualized AnnualAnnualized Dally Factor CoslS RIders Factor RIders
CostlRldor Status•. o.em $12.31.4 4.134 271 1.120..300 $10.98 0.0.77 $21.91.4 14,000 271 3.794.000 $5.76 o.m $16.51.4 15.100 271 4.092.100 $4.02 0.077 $5O.aM 12,300 271 3.333.300 $9.26
01J77 $55.91.4 22.000 271 5.962.000 $9.38 0.077 $24.3 1.4 12.900 271 3.495.900 $M6 0.077 $50.21.4 10,290 271 2785600 I $18.00 O.oa2 $42.41.4 51.000 302 15.402,000 $2.75 0.082 $55.'1.4
".300 302 5.979.300 $9.27 0.082 $48.9 1.4 29,250 302 B.B33.soo $9.53 0.082 $1'.51.4 22.000 302 6.844.000 $2.18 0.082 $21.11.4 24.540 302 7,411,100 $2.85 0.082 $20.31.4 10.300 302 3,261.300
$9.23 0.082 $36.61.4 24.800 302 7.489.600 $4.88 0.082 $43.11.4 14.740 302 4,451,500 $9.66 0.082 $32.01.4 18.soo 302 5,611,200 $5.69 0.082 $42.01.4 25,000 302 7,550.000 $5.57 0.082 $97.31.4
42,700 302 12.896.400 $7.54 0.082 $18.21.4 25.GOO 302 7,550,000 $2.41 0.0a2 $61.31.4 2.500 302 755.000 $81.24 0.082 $25.61.4 23,000 302 6,946.000 $3.69 0.082 $8.61.4 22,599 302 6,824,900
$1.26 0.082 $2.9.61.4 10,300 302 3,261,600 $9.08 0.082 $26.61.4 7.soo 302 2,265,000 $11.77 0.082 $239.4 1.4 155.000 302 48.810.000 $5.12 0.OB2 $35.01.4 16000 302 4.832.000 $7.2' 􀀭􀁾􀁾(1)
NCTCOG North Crosstown Comdor Task Force, January 2000 (2) FTA New Starts Report (3) Denver Regional Council a/Governments, 1997 (4) Colorado Dept a/Transportation. 2000 (5) Denver Regional
Transportation Dislriel, 1997 Understudy Recommended HIghly Roc. Recommended Not recommended lPA LPA The table shows that the Cotton Belt compares favorably to several commuter rail
and light rail corridors that are in various stages of implementation. For example, the Cotton Belt's cost-effectiveness is similar to that of the new Seattle Sounder commuter rail system,
which is now under construction. The Cotton Belt's cost-effectiveness calculation is also similar to that of the San Diego Mission Valley light rail line (under design) and is actually
hetter than that of the San Jose West light rail line, which is open for revenue service. This analysis shows that the Cotton Belt would fare favorably in a costeffectiveness evaluation,
which is one of the primary criteria used by the Transit Market Analysis for the Cotton Belt Corridor 46 Not yet rated Not recommended Canst. in 2001 OponLPA Not recommended Recommended
Not recommended Not recommended Not recommended Not recommended Not yet rated Not recommended Open Highly reo. Hlghlyrec. Open 􀀺􀀺􀁾􀁲􀁥􀁣􀀮􀀠 I 
t 'I f to Federal Transit Administration in evaluating, ranking, and funding projects. RECENT TRENDS/DEVELOPMENTS THAT COULD IMPACT RIDERSHIP AND COST-EFFECTIVENESS [summary of new developments
along corridor that could improve the cost-effectiveness of the route] Transit Market Analysis for the Cotton Bell Corridor 47 
t fl' ,. 6. KEY ISSUES TO BE EXPLORED FURTHER INTRODUCTION TRACK CONDITIONS [summary of info from Regional Commuter Rail report -what it would take to upgrade tracks for commuter service]
Transit Market Analysis for the Cotton Belt Corridor 48 
" 'I t t AT-GRADE CROSSINGS [summaryof major crossings, issues, traffic warrants] Transit Market Analysis for the Cotton Belt Corridor 49 
OTHER NEIGHBORHOOD ISSUES Transit Market Analysis for the Cotton Belt Conidor 50 
TECHNOLOGY ALTERNATIVES Transit Market Analysis for !he Colton Belt Corridor 51 
REGIONAL CONNECTIVITY Transit Market Analysis for the Cotton Belt Corridor 52 
POTENTIAL STATION loCATIONS [examination .of other studies' recommendations, and a look at a few adjustments that could be made to improve the system, what a station would entail, land
use impacts, etc. -including DFW Airport} Transit Market Analysis for the Cotton Belt Corridor 53 
7. CONCLUSIONS AND RECOMMENDATIONS Transit Market Analysis for the Cotton Belt Corridor 55 I 
Michael Murphy To: tim_baldwin@urscorp.com Subject: RE: report status Mike Michael E. Murphy, P.E. Director of Public Works Town of Addison (972)450-2878 -----Original Message----From:
tim baldwin@urscorp.com [mailto:tim baldwin@urscorp.com] sent: Friday, February 16, 2001 11:47 AM To: bshipp@ci.addison.tx.us; mmurphy@ci.addison.tx.us Subject: report status Bill/Mike
--we are still having trouble processing the demographic and travel model info from NCTCOG. In particular, the travel model info is causing us fits from both a tabular and graphic standpoint.
But I am proceeding to put together as much of the narrative as I can in the absence of the travel model info. I am working with our GIS person to get it straightened out, but we will
continue to work on it next week. In the meantime, I have attached an updated version of the economic conditions memo I sent last week. It includes info on retail sales subject to sales
tax, horne saLes, and a few other items we have added. I should be wrapping up the conclusions this afternoon, which I will then modify based on the final travel model info. Sorry for
the delay -weill keep pushing to get it finished. Let me know if you have any questions. thanks! (See attached file: ECONOMIC CONDITIONS AND TRENDS. doc) Tim Baldwin ERW, Inc. 1225 17th
St. #200 Denver, CO 80202 phone 303-312-4520 fax 303-293-8585 1 
ECONOMIC CONDmONS AND TRENDS Hotel Rooms An analysis ofhotel rooms can provide some insight to the amount of travel being focused on a particular area, either for business purposes or
leisure travel. Table _ shows a compilation ofhotel rooms in the study area and other areas around the region. Table HotelRoom Compansons City/Area Number ofhotel rooms Cotton Belt Corridor
cities: Addison Farmers Branch Carrollton Richardson Plano Subtotal 3,701 2,300 575 2,485 1,169 10,230 I Las Colinas 4,017 Downtown DaUas 6,136 Downtown Fort Worth 2,231 . . , . . .
Sources. Cotton Belt Corridor cilles m/ormatlOn from individual CIO' web slIes and Metrocrest Chamber a/Commerce; other cities' data from local chambers a/commerce. The table shows that
the cities along the Cotton Belt corridor have more hotel rooms than downtown Dallas and downtown Fort Worth combined, and more than twice the number found in Las Colinas. This indicates
a high amount ofbusiness travel, convention business, and leisure travel being generated by the study area cities that could potentially benefit from a fixed guideway system. 
i Office Space An analysis of office space in the study area and comparable areas arOlmd the region can provide some insight into the amount of commercial employment intensity in a given
area. Table shows the results of that analysis. Table Office Space Comparison City/Area Cotton Belt Corridor cities: Addison Farmers Branch Carrollton Subtotalfor three cities: Richardson
Plano Current office space (square footage) 10,833,823 N/A N/A (22,750,000) (12,300,000) Las Colinas 20,000,000 Downtown Dallas 31,000,000 Downtown Fort Worth 8,700,000 Sources: Addison
from Town ofAddison staff; AddisonJFarmers BranchiCarroUton subtotal from Greater Dallas Office Guide; ruchardson, Plano, Las Colinas, and Downtown Dallas from Real Estate Market Overview,
Dallas 2000, The Real Estate Center, Texas A&M University; downtown Fort Worth from Real Estate Market Overview, Fort Worth-Arlington 2000, The Real Estate Center, Texas A&M University.
The table shows that the cities along the Cotton Belt corridor have a larger total concentration ofoffice space than downtown Dallas, downtown Fort Worth, or Las Colinas, another indicator
ofa potential employment market for a fixed guideway transit system. Another method of analysis is to compare office vacancy rates. Table shows the office vacancy rates of the Cotton
Belt area compared to other employment centers in the DIFW area. 􀁾􀀺􀀠
Table Office Vacancy Companson City/Area 􀁃􀁵􀁲􀁲􀁥􀁮􀁾􀀠office vacancy percentage Cotton Belt Corridor cities 16.3% Las Colinas 17.2% • Downtown Dallas 30.2% ! Downtown Fort Worth 15.9%
..Sources. Colton Belt Comdor CItIes, Las Colmas and Downtown Dallas from Greater Dallas Office GUide. Downtown Fort Worth from Real Estate Market Overview. Fort Worth-Arlington 2000,
The Real Estate Center, Texas A&M Unlversity. The table shows that the Cotton Belt corridor cities have a lower office vacancy rate than all other employment centers with the exception
of downtown Fort Worth. Retail Space An analysis ofretail space in a given area may be an indicator ofthe robustness ofthe area's local economy, especially when compared to other high-activity
areas. Table _ shows the results ofthe data compilation on retail space in the study area and other areas in the region. 
Table Retail Space Comparisons City/Area Cotton Belt Corridor cities: Current retail space (square footage) Addison Farmers Branch Carrollton Subtotal for three cities: 1,949,735 NlA
N/A (21,220,000) Richardson Plano ! 5,000,000 8,843,000 Subtotal Las Colinas (includes Coppell and Central Lewisville) Downtown Dallas Downtown Fort Worth 35,063,000 12,300,000 4,600,000
9,912,000 i ! Sources. Addison from Town of Addison staff; AddisonIFanners Branch/Carrollton subtotal, Las Colinas, and Downtown Dallas from Real Estate Market Overview, Dallas 2000,
The Real Estate Center, Texas A&M University; Richardson and Plano data from city staff; Downtown Fort Worth from Real Estate Market Overview, Fort Worth-Arlington 2000, The Real Estate
Center, Texas A&M University. The table shows that the five cities in the study area combined have almost three times the retail space ofthe Las Colinas area, four times the amount ofretail
space ofdowntown Fort Worth, and almost seveJ;l times the amount ofretail space listed in downtown Dallas. 
Retail Sales Another indicator ofthe corridor's relative economic strength is its retail sales. Table _ shows the study's area retail sales compared to other parts ofthe Dallas-Fort
Worth region in 1995 and 1999 (the last full year for which information is available). Table Corridor Retail Sales Analysis City/Area Cotton Belt Corridor zip codes: , Retail Sales Subject
to State Sales Tax in millions) 1995 1999 % change Addison Carrollton Farmers Branch North Dallas Plano Richardson $66.7 $1,129.7 $1,921.9 $2,079.1 $2,617.9 $1,373.5 $193.8 $1,498.1
$1,940.9 $8,916.3 $4,251.9 $1,654.5 190% 33% 1% 329"10 62% 20% Subtotal Las Colinas Downtown Dallas Downtown Fort Worth $9,188.8 $1,035.9 $5,539.6 $498.7 $18,455.5 $1,901.9 $6,795.5
$412.4 101% 84% 23% -1% Source: Texas Comptroller ofPubhc Accounts The table shows that retail sales in the Cotton Belt study corridor increased faster between 1995 and 1999 than Las
Colinas, Downtown Dallas, and Downtown Fort Worth, another indication ofa very strong local economic base
. Home Sales The existing home sales market in the Cotton Belt corridor is among the mostrobust in the entire Dallas area, According to the Real Estate Market Overview, Dallas 2000 (The Real Estate Center, Texas A&M University): • Plano led the Dallas area with 4,342 total
sales ofexisting homes in 1999, with an average 51 days on the market; • Carrollton-Farmers Bninch was the 5th-largest existing home sales area (out of29 catalogued), with 2,164 home
sales in 1999, and an average of34 days on the market; • Far North Dallas was the 7th-largest existing home sales area,with 1,460 home sales in 1999, and an average of53 days on the
market; and • Richardson was the 8th-largest existing homes sales area, with 1,430 homes sales in 1999, and an average of45 days on the market. CORRIDOR DEVELOPMENT TRENDS AND ACTIVITY
CENTERS One indicator ofan area's economic strength is the new development occurring in that area, The following new development trends have been noted in the past few months in the
Cotton Belt corridor: From the Greater Dallas Office Guide 2000: • The Telecom Corridor in Richardson continues to be one ofthe' area's busiest office markets, with many economic experts
predicting that the Corridor will add 40,000 newjobs to the area by 2010, making it the second-largest employer in the Dallas-Fort Worth area; 
• Other recent major high-tech office leases in the Richardson area include Southwestern Bell at One Telecom, I-Net at Collins Crossing, Prism at Fall Creek, and Cisco at Turnpike Commons
East; • The 50-acre Galatyn Park in Richardson is now about a year away from opening and will include a full-service 330-room hotel, a DART light rall station, a 1 ,500-seat auditorium
for conferences and perfurmance arts, and two new Nortel anchor office buildings; • The Far North Dallas office market, which includes Addison, Carrollton, and Farmers Branch, is "one
ofthe busiest in the Metroplex in terms ofnew construction, leasing activity: and relocations .... rivaled only by Las Colinas and the Telecom Corridor". Additional recent development
trends noted in the Real Estate Market Overview, Dallas 2000 (The Real Estate Center, Texas A&M University) include: • Fujitsu Network Service has recently added 250 jobs in Plano; •
Compaq Computers is employing 100 workers at a new telecommunications division in Plano; • An $8 million student housing project is under construction at the University ofTexas at Dallas;
• The Collin County Community College District has purchased a site for the Courtyard Center for Professional and Economic Development, an 80,000-square-foot complex in Plano; • The
Villa Verona is a new 16-story apartment tower constructed near the Galleria Mall; • A IOI-room Wingate Inn hotel opened in Addison in 2000, a 176room Addison/Quorum Courtyard opened
in Apri12000,and a Hilton Garden Inn opened in the spring of 1999; 
• A 330-room Renaissance by Marriott Hotel is planned for Richardson's Telecom Corridor, and a 123-room Riuchardson Campbell Courtyard opened in 2000; • In Richardson, the Collins Crossing
Tower office building opened in September 1999 with 300,000 square feet in eleven floors, the new One Telecom Building added 226,000 square feet ofoffice space to the city, the Commons
Office Center opened in 1999 with 172,781 square feet, arid Telecom Central includes three new buildings with a total of263,000 square feet; • In Plano, new office buildings include
Country Wide Mortgage with 463,600 square feet, Omilicom Group with two buildings and 250,000 square feet, and the Park Center office building with 806,000 square feet; • In Farmers
Branch, the Centura Office Tower was completed in 2000 with 432,000 square feet, the new One International office tower has 351,000 square feet, and the new Hickory Centre has 221,000
square feet; • In Carrollton, the International Business Park is adding 103,000 square feet ofoffice ofoffice space in two towers; • New industrial developments include a 129,000-square-foot
research and development facility for Panja, Inc., in Richardson, and a 630,000-square-foot distribution facility for Home Interiors and Gifts in Carrollton. 
Michael.Murphy From: tim_baldwln@urscorp.com Sent: Monday, February 26, 2001 9:17 AM To: mmurphy@ci.addison.tx.us Subject: RE: report status Hi Mike -sorry for the delays. Our GIS person
has (as far as I can tell) all the NCTCOG data files and maps and is putting them together for me now. I have all the other text ready -as soon as we get the data files and maps incorporated,
I can send everything to you. I hope we can wrap this up by the end of the week --I'll let you know if it's delayed beyond that. thanks .. Tim Baldwin BRW, Inc. 1225 17th St. #200 Denver,
CO 80202 phone 303-312-4520 fax 303-293-8585 1 
Sent: 01 Murphy From: tim baldwin@urscorp,com Sent: Friday, January 05, 2001 4:45 PM To: mmurphy@CLaddison,lx,us Subject: Colton Belt project Mike -I had hoped to get down there on the
9th, but it looks like that isn1t going to happen. We are working on the data collection and will meet here on Tuesday with our GIS people to start getting the demographic and travel
model info from NCTCOG in presentable shape. I will definitely be back in Texas the week of January 29, so perhaps we can get together then to see where things stand. By that time, we
should have most of the analysis completed and ready to review so we can begin making recommendations and conclusions. I want to send you an early draft in the next week or two so you
can get a feel for the types of things we're including. Thanks --I'll be in touch again soon. Tim Baldwin BRW, Inc. 1225 17th St. 1200 Denver, CO 80202 phone 303-312-4520 fax 303-293-8585
1 
BRW A DAMES -& MOORE GROUP COMPANY Graystone Centre 3010 La) Freeway Suite 1320 October 13, 2000 Dallas, Texas 75234 972 406 6950 Tel 972 406 6951 Fax Mr. Michael Murphy Town of Addison
16801 Westgrove Drive PO Box 9010 Addison, Texas 􀀷􀀵􀀰􀀰􀁾􀀭􀀹􀀰􀀱􀀰􀀠Dear Mr. Murphy, Based on our meetings of September 20 and October 11, 2000, BRW has prepared a revised scope of
work and estimated fees to conduct a Transit Market Analysis for the Area North of LBJ Freeway. This market analysis will emphasize a quantitative assessment of existing and future conditions
related to demographics, land use patterns and densities, traffic volumes, trip densities and trip-making patterns that fall in the market area of the DART-owned Cottonbelt Railroad
corridor. This analysis will take into account the trip-making patterns between the Plano/Richardson area to north Dallas, Addison, Farmers Branch, and westerly toward DFW Airport and
surrounding communities. In accordance with direction from you and Mayor Wheeler, it is intended that this information be used by the Town of Addison and its neighboring communities
to demonstrate the strengths of this market area as a future transit corridor. BRW proposes that the data source for this analysis be NCTCOG 1995 and 2025 demographics and travel demand
forecasts, as well as secondary data gathered by City staff. BRW is able to download much of this data from the DFWlNFO website, and then manipulate the data in Geographic Information
Systems (GIS) to illustrate the demographic and trip characteristics in the area and between different Transportation Analysis Zones (TAZ's). Thus, the majority of the analysis will
be presented in tabular and map format to facilitate understanding and to assist the Town of Addison in making a strong case for transit in this area. We greatly appreciate the opportunity
to work with Addison on this study. If you have any additional questions regarding this approach, please feel free to contact me at 303/293-8080, 􀁓􀁩􀀻􀀺􀀺􀀺􀀮􀁴􀁊􀁪􀂣􀀬􀁾􀀠. ,."􀁉􀁦􀁾􀁩􀀺􀁴􀀻􀀺􀀺􀁾
􀁾􀀠"." ,:'Rick Pilgrim't1'pJ 􀀮􀁾􀀮􀀠' , , ; ,:' '. ;-.r , .. '-" ...BRW,mc., '" .' ". .. . ' C: Tim Baldwin -BRW Denver Offices Worldw1de 
Revised 10/13/00 Scope of Services -Transit Market Analysis for North Central Dallas Region TASK 1-DATA COLLECITON 1.1 Confirm Study Area. For the purposes of this analysis, the study
area will be defined as the area north of LBJ Freeway, including the cities of Plano, Richardson, Dallas (north of LBD, Addision, Carrolton, Farmers Branch, Coppell and Grapevine, as
well as DFW Airport. BRW will meet with Town of Addison staff (and other invitees) to confirm the extent of the Study Area. 1.2 Collect and summarize demographic, travel demand and transportation
system performance data for the study area for the base year (1995) and forecast year (2025) from existing sources, primarily from NCTCOG, but also from DART, TxOOT, DFW Airport, US
Census, and study area cities as necessary. Data should include: TAZ boundary definitions in GIS format Population or households by TAZ Employment by TAZ Total trip ends by TAZ Work
trip ends byTAZ Existing and forecast passengers for DFW Airport Existing and forecast employees for DFW Airport Existing data on travel patterns of DFW Airport users Existing data on
trip originations of major area employers Daily traffic volumes and volumelcapacity (vic) ratios or Level of Service (LOS) for key east-west roadways (Beltline, SH 190, LBJ Freeway,
etc.): Existing (1995/2000) conditions Existing and committed roadway network in study area (for a 2025 No Build scenario) Mobility 2025 network 1.3 Collect and summarize land use and
land use development density information from study area cities and NCTCOG. BRW will work with the Town of Addison to submit a written request to each Town that they provide their comprehensive
plans and specifically identify existing and planned major land use developments within 1 to 2 miles of the corridor. Town staff will be responsible for collecting the following data
and will supply the data to BRW. These secondary parameters will consist of the following: • Square feet of office development by TAZ • Square feet of regional retail development by
TAZ • Number of hotel rooms by TAZ • Retail saleslsales tax by major retail mode or City since 1980. 
Revised 10/13/00 BRW will tabulate and organize the data. Graphic depktions will be generated as necessary. 1.4 Collect and summarize previous studies conducted for the Cottonbelt Corridor
by DART, NCTCOG. 1.5 Four representative TAZ's will be selected in the study area and travel times will be compared for transit and highway trips to major activity centers. The major
activity centers will consist of: G"" iI<'rl'", ? • DallasCBD • DFW Airport -A 􀁊􀁾􀀠15CJ'1"l 7 • Love Field • Richardson Telecom Corridor (vicinity of SH 190!US 75) TASK 2 -ANALYZE
TRANSPORTA nON AND LAND USE DATA 2.1 Map land use in the Study Area using NCTCOG existing land use information. Highlight planned high density projects as supplied by Study Area cities.
2.2 Using GIS, plot population, employment and trip-making totals and densities for each T AZ. Based on trip density, identify up the major activity centers in the study area, and compare
their demographic and trip density data to other key regional activity centers, including the Dallas CBD, Las Colinas, and the Medical!Market Center. TASK 3 -DRAFT AND FINAL REPORT 3.1
BRW will prepare a summary draft report that presents the above information in a nonbiased, quantitative format. Included in this report will be an overview of how this information could
be used to support the upcoming DART 2025 System Plan. BRW will also include a list of issues identified in Cottonbelt Corridor (eg. Noise, at grade crossings, etc.) through a review
of previous work by DART and the NCTCOG North Crosstown Corridor Task Force. 3.2 Based on comments from the City of Addison, a Final Report will be developed. One (1) original reproducible
report will be provided along with electronic files. TASK 4 -SUMMARY OF PROBLEM AND OPPORTUNITY 4.1 Develop an Executive Summary of problem statements and opportunities relative to increased
rail transit investment in the Study Area. The summary will be a maximum of 10 slides! charts for public presentation. Review with staff and make revisions as needed. One draft!review
cycle is assumed. BRW will attend one meeting with the Mayor to review results. 4.2 Provide final summary presentation to Town in Powerpoint format (one hard copy and electronic version)

ESTIMATED LEVEL OF EFFORT TRANSIT MARKET ANALYSIS FOR NORTH CENTRAL DALLAS REGION 10/11100 Labor Hours Project Senior GIS Task Manager Planner Planner Analyst Totals 1 -Data Collection
1.1 Study Area 1 1 2 0 4 1.2 Demoltravel data 0 2 4 14 20 1.3 Land use data 0 4 8 12 24 1.4 Previous studies 0 2 4 0 6 1.5 Travel Times 0 2 2 8 12 2· Analyze Data 0 2.1 Land use 2 2
8 8 20 2.2 Travel 2 4 8 28 42 3 -Reports 3.1 Draft report 2 4 12 2 20 3.2 Final Report 2 2 4 2 10 4-Summary 6 0 0 18 24 TOTALS 15 23 52 92 182 Est. Hou rly Rate $140 $80 $60 $65 (Burdened)
Labor Costs $2,100 $1,840 $3,120 $5,980 $13,040 Expenses $1,950 TOTAL ESTIMATED $14,990 PROJECT COST Schedule -Depending upon receipt of the data from NCTCOG and study area cities, BRW
will complete the work through Task 3.1 by December 1,2000. Completion . of all work including final meetings will occur by December 22, 2000. If requested by the Town of Addison, BRW
will be available for on-call follow up services on an hourly basis. 
U},AIlT. UPDATE October 23, 2000 ***On October 18,2000. Town ofAddison staff(Ron Whitehead, Chris Terry, Mike Murphy) and Town ofAddison Mayor Scott Wheeler met with DART Staff (Jay
Kline, Sharron Hodgkins) to discuss and express our desire to be placed on the New Project System Plan fur commuter rail service from Town ofAddison to DFW Airport. ***Staffis working
on developing a "Wish List" describing the Town ofAddison wants and needs for the upcoming system plan. ***Public Hearing is scheduled fur October 24th, at DART office to discuss locations
ofother associated Transit Centers. ***Staffis in scope and tee review with BRW. Plan is to meet with other demographics agencies before making final decision on firm. 
i).A.t:?T. PROGRESS REPORT DATE= October 16, 2000 During the past four weeks staff has had two meetings with BRW Consultants to structure a "Transit Market Analysis" as a market tool
to assist Town of Addison in promoting the extension of "Commuter Rail" service from the Addison/North Dallas Area to DFW Airport. Initial meeting (Sept. 18th) was to discuss scope and
purpose of project. Second meeting (Oct. 11th) was for Mayor Wheeler to share his vision of what he expected from the Analysis. Basic consensus of meeting was to research not only demographics
that would be associated with this type of analysis but to include those numbers that would help the mayor politically move this project forward. (See attached reports dated September
2Th and October 13th) Staff is scheduled to meet with Jay Kline on Wednesday October 18, 2000 from 1 :30 3:00 pm. Jay is the Senior Manager for System Planning and Program Development.
Our goal is to get in on ground floor of "New" system plan to include "Commuter Rail" service from Addison Transit Center to DFW Airport. 
;., 
I Y..... ·....1 w--, (I) Potential StaUon Area Options IiIi!!IlAT T/Il1lSilway Mall 􀁾􀀠lilTlCommu!ef Ran SlaliM • Commu\>rAailS1aliM Nolo, SIllIioo ioeations '" be determinadduring
MIS .'! ,1 \ I 􀀺􀁾􀁬􀀧􀀡􀀮􀀧􀀻􀀬􀀮􀀠;' Line Seclion A OBD 10 Market Oel'll&1 {UP fiR} B. MarJie! Cenler 10 Northw9s\ Hwy Bi Harty HiM$ Blvd. 􀁂􀁾􀀠UP AWOenloll Drive 83 Love field Tunnel
Option 0_ NQrlhwest Hwy 10 farmers Bl!).I'teh Cl Hafq Hinfl9c is. 01 Manana) C2 Halq Hlnu {N. of Manana) C3 UP RRlOenkln Don (S. 01 MaiiMal C4 UP RRIDenIOn Oliva (N. of Manana) C5 Webb
Chapel , 􀁾􀀠. 0_ farmers Stanch 10 Beillin. (UP RR/Oenwn Or. £_ Bolll!na 10 N, CarrGllton 1C. (UP RRfO.nton f _ North Carrolllon T.C. to S.H. 121 lUP RAJ G -NoM 1"lI1g T,CJ'las Colina$:
Connector G! Hor!hwesIHwy{£.0!8NRR) G2 NorUlwsst Hwy {W. 01 BN AR) Ga BN RRlMaiiana G4 Maiiamt Driv8 H aN RA (North oj NorthwsstHwy.j Hl South ll¥ing 10. 10 Northwest Higbwey H2 Norlhwest
Hwy. !O farmars Brandl lis Notlhw8St Hiiy to SnlUinatUP RR 121 • ; -,. 􀁉􀀭􀁾􀀭􀁉􀀠I' 􀀩􀁜􀁴􀂷􀁾􀀻􀁾􀀰􀀮􀁉􀀡􀀧􀁾􀀮􀁟􀀭􀀭􀀭􀁾􀀠II''''NORTHWEST CORRIDOR.liiiii:!!! MAJOR INVESTMENT STUDY
Potential!Fu(ure . Syslem 􀁾􀁸􀁰􀁡􀁮􀁳􀁬􀁯􀁮􀀺􀀠i/,::: ,l Northwest Corridor MIS Fixed Guideway Transil-Una Sections \ \ Source: BRW. Inc. Dale: June. 1998 , ;. 􀁾􀀠􀀮􀁾􀀠-
TRANSIT SYSTEM PLAN YEAR 2010 APPROVED NOVEMBER 1995 REVISED DECEMBER 1997 LEGEND: CBD RAIL HOV LANES GENERAL MOBILITY --<>0 -STARTER SYSTEM .. STATIONS [!]TRANlPORTATION••_ DART PARTICIPATION
nlTEN 􀁾􀀠MANA.IMENT __LleHT RAIL C::::=:JI NO DART PARTICIPATION (FULL CAPACITY) [!] INTIlLIGENT BUS 􀁾􀀭􀀮􀂭dT anTENI---LleHT RAIL (INTERMEDIATE CAPACITY) .. TRANSIT CENTER /PARK ..
RIDE [!j TIIAYIL DEMAND---COMMUTER RAIL :J PASSENGER TRANSFER LOCATION 􀁾􀀠MANA.IMENT 􀁶􀁾􀁌􀀿􀁡􀀠ALTERNATIVE FOR FUTURE STUDY 2't aus OPERATIIIe FACILITY L!Jr!'1 LOcAL AIIIITANCIl PII08RAM(MAy
.'QUIRI oaYle••LAM AYlHDMIMf) 6_ FUTURE SYSTEM EXPANSION (j PACILITY LOCATION SUlJlCr TO SERVICE PLAN AMENDMENT I{c%>//I FUTURE sYSTEM exPANSION c=-,--, BUS CORRIDORS(MAY IUQUIRI IfIVICE
, ..AN At.tIIi1lMI.KT) 
10/06/00 14: 59 􀁾􀀧􀁁􀁁􀀮􀀠912 4UH 􀁩􀁪􀁾􀁾􀁬􀀠UJ<:5 IgJ VOl FAX COVER SHEET Graystone Centre JOIO LSI Freeway, Suite 132llBRW Dallas, Texas 15234 9'J2/4(J6.{,950 telA DAMES & MOORE
GROUP COMPANY 972/406-6951 fax Planrting Transportation Engineering Urban Design Date: __􀀮􀀮􀀮􀀮􀀮􀀮􀀮􀀺􀁪􀀿􀀣􀁬􀁩􀁾􀀱􀀺􀀺􀀻􀁾􀁾􀀽􀀭􀁽􀀡􀀡􀀡􀀭􀁾􀁉􀀴􀁾􀀿􀁦􀁬􀀭􀁾􀀭􀀭􀀭To: 􀁃􀁯􀁭􀁰􀁡􀁮􀁾􀁟􀁾􀁾􀁾􀁾____
􀁾________ 􀁆􀁾􀁎􀁾__􀁾􀁾􀁾􀁾􀁲􀀭􀁾􀁾􀁾_________________________ From: ___􀁾􀁾􀁾􀁾􀁾􀀽􀀭________􀁾_________ If you do not receive _ ...' ....2'--_pages, including this cover sheet, please
caU 972/406-£950. Offices Nationwide 
10/06/00 15: 00 􀁾􀀧􀁁􀀢􀀠􀁾􀀭􀀱􀀲􀀠4Ub b90i BRW ADAMES & MOORE GROUP COMPANY September 27, 2000 Mr. Michael Murphy Town of Addison 16801 Westgrove Drive PO Box 9010 Addison, Texas 75001·9010
Dear Mr. Murphy, Graystone Centre 3010 LBJ Freeway Suire 1320 o.Jlas,Texas 75234 972 406 6950 Tel 972 406 6951 Fox Based on our meeting of September 20, 2000, BRW has prepared an initial
scope of work and estimated fees to conduct a Transit Market Analysis for the Area North of LBJ Freeway, This market analysis will emphasize a quantitative assessment of existing and
future conditions related to demographics, land use patterns and densities, traffic volumes, trip densities and trip-maldng patterns that fall in the market area of the DART-owned Cottonbelt
Railroad corridor, This analysis will take into account the trip-n:tal<ing patterns between the ,.,/_ Plano/Richardson area to north Dallas, Addison, Farmers Branch, and westerly toward
DFW "'l7" Airport and surrounding communities. It is intended that this information information can be used by the Town of Addison and its neighboring communities to demonstrate the
strengths of this market area as a future transit corridor. TIlls corridor provides a critical east-west link between planned rail extensions to Plano and Carrollton, as well as to the
north end of DFW Airport, as ¥well as assist communities in achieving their transit-oriented development goals. BRW proposes that the data source for this analysis be NCTCOG 1995 and
2025 demographics and travel demand forecasis, BRW is able to download much of this data from the DFWINFO website, and then manipulate the data in Geographic Information Systems (GIS)
to illustrate the demographic and trip characteristics in the area and between different Transportation Analysis Zones (TAZ's), Thus, the majority of the analysis will be presented in
tabular and map fonnat to facilitate understanding and to assist the Town ofAddison in maldng a strong case for transit in this area. We greatly appreciate the opportunity to work with
Addison on this study. If you have any additional questions regarding this approach, please feel free to contact me at 972/406-6950. Sincerely, 􀁾􀁾􀀠Steve Salin, AlCP BRW, Inc. C: Chris
Terry -Town of Addison Tim Baldwin, Rick Pilgrim-BRW Denver OifLCeS Wortd\Nide 
UK" DRAFr 9/25/2000 Scope of Services TASK 1-DATA COLLECTION 1.1 Confinn Study Area. For the purposes of this analysis, the study area will be defined as the area north of LBJ Freeway,
including the cities of Plano, Richardson, Dallas (north of LBJ), Addision, Carrolton, Farmers Branch, Coppell and Grapevine, as well as DFW Airport. BRWwill meetwith Town of Addison
staff (and other invitees) to confinn the extent of the Study Area. 1.2 Collect and summarize demographic, travel demand and transportation system performance data for the study area
for the base year (1995) and forecast year (2025) from existing sources, primarily from NCTCOG, but also from DART, TxDOT, DFW Airport, US Census, and study area cities as necessary.
Data should include: TAZ boundary definitions in GIS format Population or households by TAZ Employment by TAZ Total trip ends by TAZ Work trip ends by TAZ Existing and forecast passengers
for DFW Airport Existing and forecast employees for DFW Airport Existing data on travel patterns of DFW Airport users Existing data on trip originations of major area employers Daily
traffic volumes and volumelcapacity (vic) ratios or Level of Service (LOS) for key east-west roadways (Beltline, SH 190, LBJ Freeway, etc.): Existing (1995/2000) conditions Existing
and cor.nmitted roadway network in study area (for a 2025 No Build scenario) Mobility 2025 network 1.3 Collect and summarize land use and land use development density information from
study area cities and NCTCOG. BRW will work with the City of Addison to submit a written request to each City that they provide their comprehensive plans and specifically identify existing
and planned major land use developments within 1 to 2 miles of the corridor. 1.4 Collect and summarize previous studies conducted for the Cottonbelt Corridor by DART, NCTCOG. TASK:!
-ANALYZE TRANSPORTATION AND LAND USE DATA 2.1 Map land use in the Study Area using NCTCOG existing land use information. Highlight planned rugh density projects as supplied by Study
Area cities. 
DRAFl' 9/25/2000 2.2 Using GIS, plot population, employment and trip-making totals and densities for each TAZ. Based on trip density, identify up the major activity centers in the study
area, and compare their demographic and trip density data to other key regional activity centers, including the Dallas CBD, Las Colinas, and the Medical/Market Center. 2.3 For up to
four (4) major activity centers in the study area, the number of trips from other TAZs to the activity centers will be illustrated in GIS format. The number of trips from the region,
from within the Study Area by City will be tabulated. TASK 3 -DRAFT AND FINAL REPORT 3.1 BRW will prepare a summary draft report that presents the above information in a nonbiased, quantitative
format. Included in this report will be an overview of how this information could be used to support the upcoming DART 2025 System Plan. BRW will also include a list of issues identified
in Cottonbelt Corridor (eg. Noise, at grade crossings, etc.) through a review of previous work by DART and the NCTCOG North Crosstown Corridor Task Force. 3.2 Based on comments from
the City of Addison, a Fmal Report will be developed. One (I) original reproducible report will be provided along with electronic IDes. 
ESTIMATED LEVEL OF EFFORT ADDISON TRANSIT MARKET ANALYSIS Task 1 -Data Collection 1.1 Study Area 1.2 Demo/travel data 1.3 Land use data 1.4 Previous studies 2 -Analyze Data 2.1 Land
use 2.2 Travel 2.3 Trips 3 -Reports 3.1 Draft report 3.2 Rnal Report TOTALS Est. 􀁈􀁯􀁵􀁾􀁹􀀠Rate (Burdened) Labor Costs Expenses TOTAL PROJECT COST Labor Hours Project Senior Manager
Planner 2 2 0 2 0 2 0 2 2 2 2 4 2 4 2 4 2 2 12 24 $140 $80 $1,680 $1,920 Planner 2 4 4 4 B B B 12 4 54 $60 $3,240 GIS Analyst Totals 0 6 14 20 4 10 0 6 0 B 20 32 46 32 46 2 20 2 10 94
184 $65 $6,110 $12,960 $2,000 $14,950