CHAPTER IV | TRANSFORMATIVE STRATEGIES Downtown Dallas is certainly a hub of light rail network that now reconnects Downtown to regional centers such as Fort sible if there is full commitment to completing the transit system and ensuring transportation. As the center of the Worth, Plano and Garland by mode other than the car. The recent emphasis on that it is coordinated, easy to use, accessible to a variety of modes, and allows for city and one of the region’s most diversifying the region’s mobility system has set the foundation for a transition to future fl exibility. prominent employment centers, a comprehensive multi-modal network. Transit: Today and Tomorrow it is the place where freeways, For a center city the size of Downtown Dallas, the transportation system is fairly arterial roads, commuter rail, GLOBAL COMPETITIVENESS well developed. The automobile network, including the freeways and many bou- light rail, bus lines and trolley While the existing multi-modal transportation system has laid the groundwork levards, maintains nearly unparalleled visibility and access to every part of the cars all converge. However, despite for an eventual shift away from a predominantly automobile-oriented circula- region. Downtown is also the focal point of the city’s bus system, anchored by two this range of transportation, most of tion network, Downtown’s success in the 21st century will rest on whether it can major transfer points on the east and west ends of the loop. the emphasis is on the automobile and compete with urban environments throughout the world. Contemporary global there is a lack of connectivity between these different modes of travel. Downtown cities such as Shanghai, Los Angeles and Dubai continue to undergo rapid shifts The Dallas Area Rapid Transit (DART) light rail network is also strong. As pro- Dallas must expand its transit and realize the full potential of Transit-Oriented to accommodate millions of new residents. Like Dallas – and perhaps unlike 19th posed in the 1980s, the system, currently encompassing the Blue, Red and Green Development (TOD). If it does not, it risks being left behind in the competitive and 20th century capitals such as New York, London or Paris – these emerging lines, is envisioned to continue expanding to strategic regional destinations global marketplace of urban centers. mega-cities are ensuring competitiveness through their transportation systems including Dallas-Fort Worth International Airport (DFW). Within Downtown, that balance the attraction of auto-mobility with a robust transit network. Dal- current and anticipated rail bottlenecks at either end of the Pacifi c Transit Mall Downtown came of age at a time when streetcars and interurban rail lines con- las’s competitiveness will rest on its ability to continue to provide for automobile continue to drive the need for a second alignment, commonly referred to as “D2.” nected to areas near and far from the thriving core. Like many North American access while broadening the appeal of the center city to residents and workers Due to the heavy transit traffi c in place in the northern parts of Downtown along regions, this “transit-oriented” growth was quickly replaced by an extensive who are familiar with and demand a world-class transit system. the transit mall, D2 is seen as an opportunity to expand light rail capacity and network of expressways and Interstate highways, which helped vault Dallas into connect major destinations in the southern half of the loop. A study prepared in the top tier of world urban economies within a few decades. Then, beginning in STRATEGIES FOR TAKING ADVANTAGE OF TRANSIT 2008 examined 17 possible alignments for such a line. An examination of engi- the 1980s the Dallas region successfully developed a burgeoning commuter- and In particular, this Transformative Strategy presents two key strategies to ensure neering feasibility, cost and development potential led a committee to select four that Downtown Dallas takes full advantage of the unique opportunities that preferred alternatives, most of which include a signifi cant underground portion transit can provide to the urban environment. The fi rst addresses completing the due to geologic, mobility and infrastructure concerns. transit network, understanding that additional transit expansion will help ensure the competitiveness of Downtown Dallas as a prime destination for business, A new southern alignment alternative was added in 2009 to serve the new Omni recreation and living. The second involves realizing the full potential of transit- Convention Center Hotel, currently under construction just north of the Dallas oriented development through specifi c incentives and regulatory mechanisms. Convention Center. A decision on a specifi c alignment, however, is likely years away due to budget constraints, political and economic interests, and ongoing COMPLETE TRANSIT NETWORK planning considerations in part driven by Downtown Dallas 360. Downtown Dallas’s vision of a more pedestrian-oriented, vibrant urban core rests in part on its ability to remain competitive while attracting the best and bright- The existing McKinney Avenue (M-Line) Trolley, a restored historic streetcar est future workers. Dallas must, therefore, ensure that expansion of the transit service through parts of Uptown, currently terminates just north of Ross Avenue near the Dallas Museum of Art. DART light rail, buses, and streetcars widen Downtown’s accessibility to a more diverse range of network is a priority. A robust, balanced transportation system will only be pos- workers, visitors and residents. DOWNTOWN DALLAS 360 – A PATHWAY TO THE FUTURE 41 CHAPTER IV | TRANSFORMATIVE STRATEGIES To Love Field and Irving Funding has been secured to extend the M-Line further into the CBD to To North Dallas, Garland, Richardson and Plano AWN AVE ROSS ST provide better connections to DART light rail, specifi cally at the Pearl Station To Fort Worth OAK L and westbound Amtrak Destinations AN ST RY B near the Arts District and extending toward Main Street to Federal, a short 75 N PEAK ST EAST N HASKELL DALLAS MARKET CENTER BLVD LIVE OAK ST walk from the St. Paul Station. N WASHINGTON AVE AVE VE A GASTON Another signifi cant component of the rapidly-emerging rail network in Down- CEDAR SPRINGS RD TH ST VE WOR town Dallas is a modern streetcar system. Originally envisioned to connect A MCKINNON ST UPTOWN HARRY HINES BLVD major landmarks and destinations such as the Convention Center, West End N HOUSTON ST IRVING BL MCKINNEY VD and Main Street, streetcars are now being examined for their potential to knit DALLAS ARTS together Downtown districts and their surrounding neighborhoods. As an VE DISTRICT BAYLOR WN A A early commitment to the nascent streetcar system, the City and other partners Victory N PEARL EXPY OAK L 75 have been successful in securing grant funding for a “starter line” that would DALLAS N INDUSTRIAL BLVD VICTORY THANKSGIVING N GOOD L DESIGN Baylor University DISTRICT PARK 366 COMMERCIAL Medical Center connect Downtown (specifi cally the Union Station area) with adjacent Oak CENTER ATIMER EXPY Pearl Deep Ellum Cliff across the Trinity River. This line will become a key feature in a Streetcar T To Fair Park rinity River DART Bus East Transfer Center and South Dallas System Study and subsequent planning efforts that will examine the opportu- St. Paul DEEP ELLUM nities for modern streetcars to connect in-town neighborhoods to Downtown WEST DART Bus END West Transfer Center v PE HISTORIC N GRIFFIN ST Akard and each other, extend the reach of light rail transit, supplement or replace bus A DISTRICT R L CESAR CH MAIN EX R RIVERFRONT West O CONTINENTAL AVE P B Y lines, and stimulate economic development. End STREET E R ELM ST DISTRICT AVEZ FARMERS T Study Area Complete Transit NetworkB MAIN ST MARKET C COMMERCE ST U L LU NIS NOTELGVLBD M BLV These existing transit lines, planned improvements, and ongoing studies Freeway/Ramp D SOUTH DALLAS/ S GOOD L Heavy Rail demonstrate an unwavering commitment to expanding mobility options for FAIR PARK T CANTON ST Amtrak/Trinity River Express COMMERCE ST Union DALLAS ATIMER EXPY Station the urban core of Dallas. To support these efforts, the 360 plan puts forth MALCOLM X B WEST CIVIC Existing DART Rail and Station DALLAS CENTER recommendations to comprehensively guide transit investment in the coming Recommended DART Alignment and Station CESAR CH LVD REUNION/ S HARWOOD ST Alternative DART Alignment and Station decades. The plan’s proposed “Complete Transit System”, presented in the N BECKLEY UNION Convention GRIFFIN ST E A STATION VEZ Center GRIFFIN ST W M-Line Extension and Station fi gure at right, comprises existing and planned light rail and streetcar lines, CEDARS VD AVE Concept Desire Line for StreetcarsL VE S ERVAY ST A emphasizing ultimate versatility to ensure long-term fl exibility. Components of op45T Transit Hub Cedars GRAND Bus Transfer Center S OAKLAND the Complete Transit System are multiple modes; route fl exibility; and cover- SOUTH SIDE S LAMAR ST TIN LUTHER KING JR B Study Area R MA A age and access. VE Trinity River Corridor VD VIADUCT Existing Park N S INDUSTRIAL BLVD HOUSTON ST VIADUCT OAK CLIFF 175 JEFFERSON BL 0 .12 .25 .5 miles VE A Revised 12-15-10 GRAND AVE D LV To South Oak Cliff Reproduced with permission granted by NCTCOG and the B G and West Oak Cliff FORESTCity of Dallas, Department of Public Works and Transportation N To eastbound Amtrak A Destinations Z N 42 DOWNTOWN DALLAS 360 – A PATHWAY TO THE FUTURE Multiple Modes structure and accessibility enhancements along Young Street. Finally, its potential Downtown must embrace all of the different ways to get around. Building on the to spur development in the Farmers Market area with an at-grade station will existing and planned rail system, Downtown’s future transit network will incorpo- further transform another portion of southern Downtown.