Though some might think it is good how TCR stresses that these locations also leave open the door for an extended service towards Arlington and Fort Worth, some might also be wondering about the connections to local Dallas rail and bus service. Of course many may think it is great if transit-oriented development is created near the new station site, and that TCR wants to be close to downtown, versus some far-flung station in the suburbs, still it seems like the closest DART light-rail stop would be at the Convention Center, and still a significant walk away. So some might ask: In case the final destination of a rail traveler is not the TCR development itself or the Convention Center, how will a rail traveler be able to continue to the final destination, besides by car?
Isn't DART still studying a second cross-city line. Proposals have seen that running in front of the Convention Center. Maybe that line could be redesigned to take a detour past the HSR station as well?
However, I think an elevated structure above the tracks of the present Union Station would be a good idea, while solving all these problems.
EDIT: looking at the site on Google Earth, it seems there is actually a DART line passing right by the proposed site, so no problem there
DART's plans for downtown Dallas were also mentioned in this thread, in post #9.
When following the link in that post, and looking at the map of possible future DART improvements, one sees in the downtown map how there is no rail connection to the two sites recently mentioned as a possible high-speed rail Dallas station. In that map from last November, a different possible station location was still marked, that would have been much closer to Union Station, like close to where Reunion Park is.
Especially with the possible station location that would be completely south of the freeway, the connections to other rail and bus service would not seem so good.
- The possible Phase 1 of a second DART light-rail downtown line, a tunnel towards Union Station, wouldn't go close to these new possible stations at all.
- The streetcar (and it's future Central Dallas Streetcar Link) also would not directly go by the station location south of the I-30 freeway, and even with the other one that's on both sides of the freeway, it would be closest to it only on the Houston St bridge, and it's kind of unlikely that a streetcar stop for the high-speed rail station would be on that bridge, so the high-speed rail station surely would not be served by any streetcar, though the streetcars pass by kind of close.
Just because on Google Maps it looks like there might be some tracks somewhere close to the high-speed rail station, that does not mean that those are light-rail tracks. And for the location south of the freeway, the closest it seems to get is at least 200 yards, to the light rail line, not even to a light rail station, because the closest light rail station is the one that is underneath the Convention Center, or at Cedars Station. And if the high-speed rail station would be south of the freeway, then there would be 2 blocks of buildings, and some other rail line, inbetween high-speed rail and the light rail line. So that doesn't seem so close at all.
Some might just wish for Teas high-speed rail to have good transit connections, in order for high-speed rail to be a success. And so some might have wished, TCR would have selected something like depicted in the map of the November article, a location very close to Union Station, as Union Station is where a lot of transit will pass through anyway (existing light-rail service, new light-rail service with phase 1 of the Second Downtown light-rail line, and streetcar service, especially once the Central Dallas Streetcar Link would be in place). Still especially with a location south of the freeway, high-speed rail would still be kind of close to downtown, and many might think that is good. At the same time, there would be very few convenient transit connections, which many might think would not be as good.
Of course it is understandable though, that TCR being a private, for-profit company wants to maximize the money they can get out of development of the land surrounding the station. And so, if close to Union Station, with all the transit connections, there is less land to develop, and south of the freeway (or having the station both partially north and south of it) there is more land to develop and make money with, then of course TCR is going to choose this, even if there is little to none convenient transit around.
Edited by beautifulplanet, 21 February 2015 - 05:05 PM.