Mr. Parsons explained that the range in estimated cost for each alternative brackets an at-grade alignment with several elevated structures on the low end, and a fully elevated alignment with elevated stations constituting the high end of the cost range. Mobility 2025 calls for rail lines from the Centerport station to DFW Airport. According to Mr. Parsons, the next step is to profile the proposed routes to show the locations of overpasses and areas of concern for right of way. Mr. Lamers said that modeling for light rail would be conducted. Mr. Molloy and Mr. Lamers agreed that while determining the technology for rail transit in the corridor is not the main purpose of this study, some investigation into a solution is necessary to publish cost estimates.
Preliminary analysis is complete, pending results of the traffic modeling.
In regards to the evaluation matrix showing a double negative effect on natural and cultural assets, this rating was assigned due to the fact that both New York Avenue and Great Southwest Parkway cross the West Fork of the Trinity River, and therefore will encounter major natural resource issues such as wetlands and floodplains. Focusing on the ramping improvements in the northern portion of the corridor from Abram St to Avenue J, Mr. Craig presented the alternatives being considered. Three alternatives for each area were presented as displays, and distributed in the SH360 Intersection Alternatives at IH-30 and Division handout. The major considerations for this area are the two existing railroad bridges north and south of Division St. Without utilizing design exceptions or minimum lane widths, railroad bridge reconstruction is likely.