Cotton Belt Corridor Regional Rail

Transcription

1 Cotton Belt Corridor Regional Rail Socioeconomic Impact Assessment Technical Memorandum December 2013 Prepared by URS Corporation Prepared for Dallas Area Rapid Transit General Planning Consultant Managed by URS Corporation

2 Document Revision Record Project/Report Name: Socioeconomic Impact Assessment PM: Dan Meyers URS Project Number: PIC: Jerry Smiley Revision Number: Date: Version 1 September 3, 2013 Version 2 Originator: Amber Majefski, AICP, URS September 3, 2013 Comments by: Nancy Stavish, AICP, URS September 7, 2013 Reggie Herman, AICP, URS December 23, 2013 Task Manager Approval: Date: Verified/Approved by: Date: Distribution Name Title Firm

3 TABLE OF CONTENTS TABLE OF CONTENTS... i 1.0 INTRODUCTION IMPACT ASSESSMENT METHODOLOGY IMPACT ASSESSMENT Long-Term Effects Base Alternative Cypress Waters Alternatives North Dallas Profile Options Red Line Interface Alternatives Short-Term Construction Effects Base Alternative Cypress Waters Alternatives North Dallas Profile Options Red Line Interface Alternatives MITIGATION OPTIONS Socioeconomic Impact Assessment i

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5 1.0 INTRODUCTION This Technical Memorandum assesses the socioeconomic impacts associated with the proposed Cotton Belt Regional Rail Project (Cotton Belt Project). The assessment begins with a description of potential impacts resulting from the Base Alternative, which would utilize the existing Cotton Belt Railroad right-of-way (Cotton Belt Corridor). Subsequent sections list the specific impacts that could result from alternative alignments and profile options. For each alignment section, potential impacts to socioeconomic resources have been discussed according to the following topical areas: Community Facilities Neighborhood Integrity and Community Cohesion Schools Demographics Employment Economic Development 2.0 IMPACT ASSESSMENT METHODOLOGY This section describes the methodology for determining impacts to socioeconomic resources. All community facilities and major employers immediately adjacent to the Cotton Belt Corridor or affected by proposed alternative alignments or station areas were evaluated for potential impacts. In addition, school zones, neighborhoods, and homeowners associations which span the Cotton Belt Corridor were also evaluated for possible impacts. An adverse impact would occur if any potential disruption in activity is anticipated. This includes the displacement of a community facility or employer, disruption to the cohesion of a neighborhood, or increased difficulty in accessing a particular facility. Socioeconomic Impact Assessment 1

6 3.0 IMPACT ASSESSMENT The evaluation of potential socioeconomic impacts is divided into long-term effects of the proposed project and short-term, construction impacts. 3.1 Long-Term Effects The majority of the proposed Cotton Belt Project would follow the Cotton Belt Corridor. The Base Alternative describes the potential socioeconomic impacts associated with increased travel along Cotton Belt Corridor, as well as the effects of new station areas serving commuter rail. Potential alternatives would require new track outside of the Cotton Belt Corridor. There are two Cypress Waters Alternatives in Coppell that would deviate from the existing Cotton Belt Corridor, as well as a two Red Line Interface Alternatives for connecting to the DART Red Line in Richardson. Any additional impacts resulting from these alternative alignments will be discussed in the following sections. In the North Dallas area, there are design options known as the Trenching and Tunnel Profile Options. The potential socioeconomic impacts of these profile options are also discussed in the following sections Base Alternative The Base Alternative would follow the Cotton Belt Corridor, with station areas developed at DFW North, Downtown Carrollton, Addison, Knoll Trail Drive, Preston Road, Renner Village, UTD/Synergy Park, and at 12 th Street in Plano. The following section describes potential adverse socioeconomic impacts that would occur as a result of the Base Alternative. Community Facilities For purposes of this analysis, community facilities include day care centers, medical facilities, places of worship, public offices, parks, police and fire stations, schools, universities and colleges, and other places of interest. A total of 71 community facilities were identified within the project study area as part of the Socioeconomic Characteristics Existing Conditions Technical Memorandum. Of those identified, only 19 are adjacent to the proposed Base Alternative or station areas. A majority of these facilities are already adjacent to the existing Cotton Belt Corridor and are not considered to be negatively impacted by the project. Table 3-1 below identifies community facilities adjacent to or otherwise impacted by the Base Alternative. The map key listed in the table refers to the facility s location on Figure 4-2 from the Socioeconomic Characteristics Existing Conditions Technical Memorandum. Impacts due to noise are described in more detail in the Noise and Vibration Impact Assessment Technical Memorandum. The majority of these would be mitigated through the implementation of quiet zones. Table 3-1 Community Facilities Adjacent to Baseline Cotton Belt Alignment Socioeconomic Impact Assessment 2

7 Map Key Facility Name Address City Description of Impact 1 Fire Station No Southwestern Blvd. Coppell None, Adjacent to ROW Coppell Fire Department Office of Administrative 2 Services and Fire Inspection 500 Southwestern Blvd Coppell None, Adjacent to ROW Animal Services and 3 Adoption Center 821 S. Coppell Rd. Coppell None, Adjacent to ROW 4 Coppell Road Service Center 816 S. Coppell Rd. Coppell None, Adjacent to ROW 5 W.W. Pinkerton Elementary 260 Southwestern Blvd. Coppell None, Adjacent to ROW 7 Valley Ranch Baptist Church 1501 E. Belt Line Rd. Irving Moderate Noise Impact 9 The North Church 1615 Belt Line Rd. Carrollton Moderate Noise Impact 11 Miracle Tabernacle Pentecostal Church of God 1107 Jackson Street Carrollton Severe Noise Impact 18 Hilltop Memorial Park 1810 Perry Rd. Carrollton Severe Noise Impact 23 Ted Polk Middle School 2001 Kelly Blvd. Carrollton Moderate Noise Impact 24 Kelly Athletic Fields 2000 Kelly Blvd. Carrollton None, Adjacent to ROW Islamic Association of None, Adjacent to ROW 25 Carrollton 1901 Kelly Blvd. Carrollton Severe Noise Impact 29 Fairhill School and Diagnostic Center Preston Rd. Dallas None, Adjacent to ROW Congregation Ohev Shalom/ Far North Dallas Eruv 6821 McCallum Dallas Severe Noise Impact Montessori School at Hillcrest 6950 McCallum Blvd. Dallas None, Adjacent to ROW Severe Noise Impact 33 Frankford Middle School 7706 Osage Plaza Parkway Dallas Severe Noise Impact Workforce Solutions North 60 Central Texas 1101 Resources Dr. Plano None, Adjacent to ROW 61 US Post Office 1200 Jupiter Rd. Plano None, Adjacent to ROW 62 Small Miracles Day Care 2700 S. Rigsbee Dr. Plano None, Adjacent to ROW Collinwood Nursing and 63 Rehabilitation 3100 S. Rigsbee Dr. Plano None, Adjacent to ROW 3420 E. 14th St., # God's Food Pantry and #101 Plano None, Adjacent to ROW Salvation Army - Plano 66 Corps 3528 E. 14th St. Plano None, Adjacent to ROW 67 Shiloh Center (PISD Facility) th St. Plano None, Adjacent to ROW 68 Islamic Academy 1251 Shiloh Rd. Plano None, Adjacent to ROW 69 Forman Elementary 3600 Timberline Dr. Plano Station 70 Sehion Mar Thoma th St. Plano Station and Alignment Church 71 DFW Fire EMS Station # Regent Boulevard Grapevine Alignment Socioeconomic Impact Assessment 3

8 Neighborhood Integrity and Community Cohesion Cotton Belt Corridor Regional Rail Project The vast majority of neighborhoods surrounding the Cotton Belt Corridor developed around the railroad, since the corridor pre-dates modern residential developments. As a result, the corridor serves as a logical physical boundary line for many neighborhoods. Only three neighborhoods have been identified which are bisected by the existing Cotton Belt Corridor: Old Downtown Carrollton Association Preston Trail in North Dallas Highlands of McKamy in North Dallas The addition of regional rail traffic on the Cotton Belt Corridor may negatively impact neighborhood cohesion in these areas. The Old Downtown Carrollton Association is located in a well-developed area whose downtown neighborhood character is fitting with rail operations. Only a small portion of the Preston Trail neighborhood, accounting for the intersection of Preston and Keller Springs Road, crosses the existing Cotton Belt Corridor. Therefore the potential impact to these two neighborhoods is very minimal. The Highlands of McKamy neighborhood is a residential neighborhood directly bisected by the Base Alternative. The Old Downtown Carrollton Association already experiences some level of interruption due to the existing freight rail corridor. The two neighborhoods in north Dallas would currently experience no interruption due to abandoned freight service in 2010 along this portion of the Cotton Belt Corridor. The adverse impact would be related to the increased frequency of traffic along the rail corridor. North Dallas Eruv The Cotton Belt Project has the potential to affect the North Dallas Jewish community if the breaks occur in the Eruv boundary. The Cotton Belt Corridor crosses Davenport, Hillcrest, McCallum, Meandering Way, Dickerson and Coit Roads, and the proposed changes with the implementation of the Cotton Belt Project may necessitate changes in the configuration of utility poles, which the Jewish community uses for the Eruv. These potential changes, as well as the potential construction of walls, fences or other structures or removal of vegetation associated with the proposed rail alignment may impact the Eruv either positively or negatively. Temporary impacts could occur during construction if markers are down causing a break in what is to be a continuous boundary. The Eruv must remain in good repair to be effective and with no breaks. Schools The Cotton Belt Corridor predates the development of most schools in this area. As a result, many school attendance zones along the Cotton Belt Corridor use it as a logical boundary. However, some school attendance zones are intersected by the Cotton Belt Corridor, resulting in a potential impact. Table 3-2 lists schools which have attendance zones that span the Cotton Belt Corridor and approximates the amount of residential land area that would be separated from the school by the Cotton Belt Corridor. The table also includes a summary of the walkability characteristics for affected neighborhoods (those located across the proposed alignment from their designated schools). Socioeconomic Impact Assessment 4

9 Table 3-2 Schools Attendance Zones Crossing the Cotton Belt Alignment Residential Description of Walk/Bike Potential Area Across Access from Across for School District Corridor Tracks Impact W.W. Pinkerton Elementary Coppell ISD % Nearby neighborhoods, no major barriers to walking Yes Barbara S. Austin Elementary Coppell ISD 0-25% No Direct Access Available, over 2.5 miles from school Not Likely Mockingbird Elementary Coppell ISD 0-25% No Direct Access Available, over 2.0 miles from school Not Likely Coppell Middle School East Coppell ISD 0-25% No Direct Access Available, over 2.0 miles from school Not Likely Coppell Middle School West Coppell ISD % Affected Neighborhoods are over 1.5 miles from school Not Likely Riverchase Elementary Carrollton/Farmers Branch ISD 25-50% miles to nearest affected neighborhood Yes Carrollton Elementary Carrollton/Farmers Branch ISD 0-25% Nearby neighborhoods, no major barriers to walking Yes Country Place Elementary Carrollton/Farmers Branch ISD 0% N/A Not Likely Bush Middle School Carrollton/Farmers Branch ISD 0-25% miles to nearby apartment complexes Yes Perry Middle School Carrollton/Farmers Branch ISD 25-50% Nearby neighborhoods, no major barriers to walking Yes Polk Middle School Carrollton/Farmers Branch ISD 0-25% miles to nearby apartment complexes Yes Ranchview High School Carrollton/Farmers Branch ISD 0-25% Over 3.0 miles to nearest affected neighborhood Not Likely Newman Smith High School Carrollton/Farmers Branch ISD 0-25% miles to nearest affected neighborhoods Not Likely George Herbert Walker Bush Elementary Dallas ISD 0-25% No Direct Access Available, over 3.0 miles from school Not Likely E.D. Walker Middle School Dallas ISD 0-25% No Direct Access Available, over 3.0 miles from school Not Likely W.T. White High School Dallas ISD 0-25% No Direct Access Available, over 3.0 miles from school Not Likely Brentfield Elementary Richardson ISD 25-50% Nearby neighborhoods, no major barriers to walking Yes Parkhill Junior High Richardson ISD 0-25% Nearby neighborhoods, no major barriers to walking Yes Pearce High School Richardson ISD 0-25% Over 2.0 miles to nearest affected neighborhood Not Likely Jackson Elementary Plano ISD 0-25% Over 2.0 miles to nearest affected neighborhoods, separated by PGBT Not Likely Aldridge Elementary Plano ISD 0% N/A Not Likely Socioeconomic Impact Assessment 5

10 Table 3-2 Schools Attendance Zones Crossing the Cotton Belt Alignment Residential Description of Walk/Bike Area Across Access from Across School District Corridor Tracks Mendenhall Elementary Plano ISD 50% Over 2.5 miles to nearest affected neighborhoods, separated by PGBT Potential for Impact Not Likely Forman Elementary Plano ISD 0% N/A Not Likely Frankford Middle School Plano ISD 0-25% miles to nearby apartment complexes Yes 1.5 to 2.0 miles to nearest affected neighborhoods, Wilson Middle School Plano ISD 0-25% separated by PGBT Not Likely Over 2.5 miles to nearest Otto Middle School Plano ISD 0-25% affected neighborhoods Not Likely Armstrong Middle School Plano ISD 0% N/A Not Likely Over 3.5 miles to nearest affected neighborhoods, Shepton High School Plano ISD 0-25% separated by PGBT Not Likely Over 2.0 miles, separated Vines High School Plano ISD 0-25% by PGBT Not Likely Over 2.0 miles, separated Williams High School Plano ISD 0-25% by PGBT Not Likely Plano West Sr. High Over 5 miles, separated by School Plano ISD 0-25% PGBT Not Likely Over 2.5 miles, separated Plano Sr. High School Plano ISD 0-25% by PGBT Not Likely Although the attendance zones for Country Place Elementary, Aldridge Elementary, Forman Elementary, and Armstrong Middle school do span the existing Cotton Belt Corridor, no residential areas exist across the tracks from the school. Therefore no impact to school accessibility is anticipated. For many schools along the corridor, the neighborhoods separated by the proposed Base Alternative are also separated from their schools by long distances or other barriers, making non-motorized school access unlikely. Neighborhoods more than one mile from a school, separated by a major transportation facility, or disconnected by neighborhood design were not considered walkable. For this reason, the majority of schools in Table 3-2 would not be likely to experience any adverse impact to walking or bike access as a result of the base alternative. A few schools in Table 3-2 would be minimally impacted. In Coppell ISD, Pinkerton Elementary is located south of the Cotton Belt Corridor as shown in Figure 3-1. The neighborhoods north of the Cotton Belt Corridor are close enough to the elementary school that walking or biking to school is likely to occur, especially because no major roadways create barriers to non-motorized travel. Students can cross the existing Cotton Belt Corridor in two locations: east of the school along Coppell Road or west of the school on Denton Tap Road. The increase in rail traffic could Socioeconomic Impact Assessment 6

11 impede walking access to the school. However, students and parents are already accustomed to freight rail traffic along this portion of the Cotton Belt Corridor and both crossings are already equipped with flashing light signals and gates, so the potential impacts would be minimal. Figure 3-1 Riverchase Elementary and Barbara Bush Middle School are located in Carrollton/Farmers Branch ISD west of IH 35 as depicted in Figure 3-2. Several neighborhoods and apartment complexes are located within walking distance of both schools, making pedestrian and bike access likely. The primary mode of access for the schools is along MacArthur Boulevard. The Base Alternative would increase rail traffic along the Cotton Belt Corridor, which could impact students who chose to walk or bike. The rail crossing at MacArthur Road has flashing light signals, gates and a traffic control signal regulating vehicle and pedestrian movements across Belt Line Road, which should help to minimize most of the impact. Also in Carrollton/Farmers Branch ISD, to the east of IH 35, Carrollton Elementary and Perry Middle School are located off of Perry Road south of the existing Cotton Belt Corridor. Residential area just north and is within walking distance of both schools and likely to generate some pedestrian and bike travel. The most direct access to these neighborhoods occurs along Perry Road. Perry Road currently has a flashing signal and gate at the Cotton Belt Corridor; however, there is no designated pedestrian path to utilize for crossing. Increased rail traffic resulting from the Base Alternative could create an adverse impact related to school access in this area. Socioeconomic Impact Assessment 7

12 Figure 3-2 Figure 3-3 Polk Middle school in Carrollton/Farmers Branch ISD is located north of the Cotton Belt Corridor on Kelly Lane, as show in Figure 3-4. The majority of property south of the corridor is commercial; however, one block, located south of Country Club Drive between Josey Lane and Metrocrest Drive, is residential. Students in this area are close enough to walk or bike to school and could be adversely impacted by the increased rail traffic. Access to the school would require crossing the on Kelly Boulevard. This crossing is currently equipped with flashing signals, gates, and a designated pedestrian crossing. Any potential adverse impacts are expected to affect only a small number of students, as the affected residential area is quite small. Figure 3-4 Socioeconomic Impact Assessment 8

13 Brentfield Elementary and Parkhill Junior High in the Richardson ISD are located adjacent to each other, southeast of the Cotton Belt Corridor, as shown in Figure 3-5. Both schools attendance zones include the nearby neighborhoods on the northeast side of the existing tracks. Students from these neighborhoods could access school from the southern Davenport Road crossing, along Campbell Road, or via the northern Davenport Road crossing. All three crossings are currently appointed with flashing signals, gates, and a pedestrian crossing, which would minimize the potential impact due to increased rail traffic along Cotton Belt Corridor. Figure 3-5 In the Plano ISD, Frankford Middle School is located north of the Base Alternative on Osage Plaza, as indicated on Figure 3-6. A small portion of this school s attendance zone lies south of the Cotton Belt Corridor, extending east to Coit Road and south to the apartment buildings on the southern side of McCallum Road. The most direct access across is along Dickerson Road; however, some students may also cross at Meandering Way or Coit Road. Meandering Way and Coit Road have existing flashing signals, gates, and pedestrian crossings. The Dickerson Street Crossing, however, does not. Students using this route to access Frankford Middle School may be adversely impacted by the increase of rail traffic resulting from the Base Alternative. Socioeconomic Impact Assessment 9

14 Figure 3-6 Demographics It is possible that the addition of regional rail service could result in a slight change to the existing demographics in this area. However no negative impacts are anticipated as a result of the Base Alternative. Employment Major employers, or businesses with 250 or more employees, are identified by the North Central Texas Council of Governments (NCTCOG). A total of 40 major employers were identified as part of the Socioeconomic Characteristics Existing Conditions Technical Memorandum. Of these, almost half would be within walking distance of a proposed station and would receive benefit from having access to a rail station. Table 3-3 below lists the 13 major employers which are adjacent to the proposed Base Alternative. None of these are expected to be adversely impacted as they are already adjacent to the Cotton Belt Corridor. No improvements or proposed station areas outside the existing Cotton Belt Corridor right-of-way would infringe on these properties. Socioeconomic Impact Assessment 10

15 Table 3-3 Major Employers Adjacent to Proposed Baseline Alternative Employer Haverty's U.S. Postal Service GE Automation Services AT&T Cushman & Wakefield of Texas, Inc. Bombardier Hewlett-Packard Intervoice, Inc. Triquint Semiconductor Texas Instruments General Cable Industries, Inc. Samsung Telecom. America Magnetic Data Texas, LLC Address 770 Gateway Blvd. Coppell, TX W. Bethel Rd. Coppell, TX W. Beltline Rd. Carrollton, TX Dallas Pkwy., Ste. 100 Dallas, TX Dallas Pkwy., Ste. 800 Addison, TX Waterview Pkwy. Richardson, TX Waterview Pkwy. Richardson, TX Waterview Pkwy. Dallas, TX W. Renner Rd. Richardson, TX W. Renner Rd. Richardson, TX Avenue F Plano, TX Klein Rd. Plano, TX Technology Dr., Ste. 101 Plano, TX Employment Range Description of Impact Adjacent to Alignment Adjacent to Alignment Adjacent to Alignment Adjacent to Alignment Adjacent to Alignment Adjacent to Alignment and UTD/Synergy Park station Adjacent to Alignment and UTD/Synergy Park station Adjacent to Alignment Adjacent to Alignment Adjacent to Alignment Adjacent to Alignment Adjacent to Alignment and Shiloh Road Station Adjacent to Alignment Additionally, State Farm Insurance is currently constructing a new 1.5-million square foot facility that could house 6,500 employees adjacent to the Bush Turnpike Station on the Red Line Interface South Alternative. The existing Bush LRT Station is situated between the new development and the proposed Cotton Belt Station. No adverse impact to the State Farm development will result from the Cotton Belt Project. Economic Development The addition of regional rail service could result in an impact to economic development along the corridor. Some existing DART station areas have spawned an increase in transit-oriented Socioeconomic Impact Assessment 11

16 development. No negative economic development impacts are anticipated as a result of the Baseline Alternative Cypress Waters Alternatives Two alternative alignments are under study in Section 1, near North Lake and the planned Cypress Waters mixed use development. Both alternatives would include the addition of the North Lake Station on the northwest side of the proposed rail alignment. Cypress Waters Southwestern Boulevard Alternative This alternative begins at South Coppell Road as a single track alignment on new location and veers to the southeast, generally following Southwestern Boulevard and relocated Belt Line Road. It is on an aerial structure over Grapevine Creek and is grade separated at South Denton Tap Road with an aerial structure. The alternative then descends to at grade and turns northeast to rejoin the existing Cotton Belt Corridor at Moore Road. Two community facilities are located near the Cypress Waters Southwestern Boulevard Alternative: W.W. Pinkerton Elementary at 260 Southwestern Boulevard and Riverside Church of Christ at 150 E. Belt Line Road in Coppell. The proposed alignment would not directly impact either facility. However, there could be a slight impact on the accessibility of these facilities, which are both located off of Southwestern Boulevard/Belt Line Road, to the north side of the street. The aerial structure spanning Grapevine Creek could be extended across to the south side of Southwestern Boulevard in order to avoid access issues at W.W. Pinkerton Elementary. East of Denton Tap Road, however, this alternative runs in the median of Belt Line Road, which could limit turning access into and out of the church. In addition, the W.W. Pinkerton elementary school has been identified as a potential severe noise impact. Noise impacts are described in more detail in the Noise and Vibrations Impact Assessment Technical Memorandum. The majority of these would be mitigated through the implementation of quiet zones. The majority of the attendance zone for W.W. Pinkerton Elementary is located to the north of the school and north of the existing Cotton Belt Corridor. This alternative, which would reroute the rail alignment south around the school would actually result in an improvement to the school s neighborhood connectivity. Instead of % of the residential area in the school s attendance zone being located across the Cotton Belt Corridor, as indicated above in Table 3-2, this alternative would result in only 0-25% separated by the tracks. Although an adverse impact would occur for the neighborhoods to the south, the overall impact for the school would be positive. No neighborhoods, homeowners associations, or major employers are directly impacted by the Cypress Waters Southwestern Boulevard Alternative. Any demographic or economic development impacts which may occur as a result of the North Lake Station would be considered neutral to positive. Cypress Waters South Alternative The Cypress Waters South Alternative begins at South Coppell Road as a single track alignment on new location and veers to the southeast, similar to the Southwestern Boulevard Alternative; however, this alternative is located south of Southwestern Boulevard and Belt Line Road. It is on Socioeconomic Impact Assessment 12

17 an aerial structure over Grapevine Creek and is grade separated at South Denton Tap Road with an aerial structure. The Alternative then descends to at grade and turns northeast to rejoin the existing Cotton Belt Corridor at Moore Road. The two community facilities described for the Southwestern Boulevard Alternative above, W.W. Pinkerton and Riverside Church of Christ, are also in proximity to this alignment alternative. The aerial structure at Grapevine Creek would occur further to the south, simultaneously crossing Southwestern Boulevard and eliminating any impact to the school. No adverse impacts would occur at the church either, as here the proposed rail alignment would run approximately 500 feet south of Belt Line Road. The same overall positive impact described above is anticipated for the W.W. Pinkerton Elementary School attendance zone. No neighborhoods, homeowners associations, or major employers are directly impacted by the Cypress Waters Southwestern Boulevard Alternative. Any demographic or economic development impacts which may occur as a result of the North Lake Station would be considered neutral to positive North Dallas Profile Options Three profile options are under consideration through a 2.6 mile section between Preston Road and Meandering Way in the North Dallas area. All three profile options would follow the same rail alignment (Base Alternative), along the Cotton Belt Corridor, with the only differences being the amount of land required to create the necessary bridge structures and retaining walls. At-Grade Profile Option (Section 3-2A) This profile option would operate at-grade through North Dallas and would use bridges at the three creek crossings locally known as McKamy Branch, Osage Branch Crossing #1 and Osage Branch Crossing #2. The profile option would continue at-grade crossing the roadways of Davenport Road (twice), Campbell Road, Hillcrest Road, McCallum Boulevard, and Meandering Way. The Base Alternative includes the At-Grade Profile Option; therefore, the impacts for this profile option would be the same for those described under the Base Alternative. The Highlands of McKamy neighborhood spans this portion of the profile option. However, since changes to existing horizontal and vertical alignments are minimal, no adverse impact to community cohesion is anticipated. School attendance zones which cross the proposed rail alignment profile optoin in this area include Brentwood Elementary School, Parkhill Junior High, and Pearce High School in Richardson ISD as well as Jackson Elementary, Frankford Middle School, and Shepton High School in Plano ISD. Potential adverse impacts for these schools will be similar to those described in the Base Alternative. No demographic, employment, or economic development impacts are anticipated as a result of the At-Grade Profile Option. Socioeconomic Impact Assessment 13

18 Trench Profile Option (Section 3-2B) Cotton Belt Corridor Regional Rail Project This profile optoin combines a maximum trench depth with walls and berms to maintain a top of wall 15 feet over the rail with the use of culverts instead of bridges at the creek crossings of McKamy Branch, Osage Branch Crossing #1 and Osage Branch Crossing #2. The roadway crossing of Davenport Road (twice), Campbell Road, Hillcrest Road, McCallum Boulevard, and Meandering Way would be grade-seperated. No additional impacts to community facilities are anticipated as a result of the Trench Profile Option. The Highlands of McKamy neighborhood and attendance zones for Brentwood Elementary School, Parkhill Junior High, Pearce High School, Jackson Elementary, Frankford Middle School, and Shepton High School cross the proposed rail alignment profile option. Potential impacts from the Trench Profile Option would be positive in nature, resulting from improved connectivity due to the proposed elevated roadways over the Cotton Belt Corridor. No demographic, employment, or economic development impacts are anticipated as a result of the Trench Alternative. Tunnel Profile Option (Section 3-2C) This profile option would consist of a 2.6-mile tunnel section that starts west of Preston Road and ends west of Coit Road, including a 0.7-mile west portal, a 0.3-mile east portal and a 1.6- mile tunnel. The Tunnel Profile Option would cross underneath the Creek three times and would pass below roadways of Preston Road, Davenport Road (twice), Campbell Road, Hillcrest Road, McCallum Boulevard, and Meandering Way. No additional impacts to community facilities are anticipated as a result of the Tunnel Profile Option. The Highlands of McKamy neighborhood and attendance zones for Brentwood Elementary School, Parkhill Junior High, Pearce High School, Jackson Elementary, Frankford Middle School, and Shepton High School cross the proposed rail alignment profile option. The Tunnel Profile Option could result in improved connectivity, as the rail service on the proposed rail alignment would not bisect these neighborhoods. No adverse impacts to schools or neighborhood cohesion are anticipated as a result of this alternative. No demographic, employment, or economic development impacts are anticipated as a result of the Tunnel Profile Option Red Line Interface Alternatives Two Alternatives, beginning at Alma Road, are being proposed for connection to the existing DART Red Line. The Red Line Interface North Alternative follows the existing Cotton Belt Corridor, while the Red Line Interface South Alternative would operate on new track. East of the Red Line, both Alternatives would continue along the Cotton Belt Corridor and terminate at the proposed Shiloh Road Station. Socioeconomic Impact Assessment 14

19 North Alignment Alternative (Section 3-4A) The Red Line Interface North Alignment Alternative would cross Alma Road at grade, travel under the existing President George Bush Turnpike Bridge, and would cross over both US 75 and Plano Parkway on a new aerial structure. This alternative interfaces with the DART Red Line at a new proposed at-grade station at 12 th Street. This alternative is included in the Base Alternative; therefore, the impacts would be the same as those described in the Base Alternative. The attendance zones for Mendenhall Elementary, Otto Middle School, and Williams High School in Plano ISD are bisected by the Red Line Interface North Alternative. However, since the only change to the existing rail alignment in this area is an added aerial structure which would improve connectivity to the surrounding neighborhoods, any potential impacts would be considered neutral to positive. No community facility, neighborhood, demographic, employment, or economic development impacts are anticipated as a result of the North Alignment Alternative. South Alignment Alternative with Aerial Station and Depressed Freight (Section 3-4B) The Red Line Interface South Alternative deviates from the Cotton Belt Corridor and veers southerly away from the President George Bush Turnpike, crosses the floodplain of Spring Creek and US 75 on an aerial structure, then turns north and descends to the Bush Turnpike Station and adjacent existing Red Line LRT station. From this station, the alignment travels north and parallel to the DART Red Line. Near 12 th Street, the alternative then takes a sharp right turn and ascends on aerial structure to an aerial 12 th Street Station. The aerial 12 th Street Station would include a pedestrian connection to a new future Red Line LRT station. In this area, the existing freight track would be depressed between 10 th Street and N Avenue. K Avenue and Municipal Avenue would be reconstructed to cross the depressed freight track at grade. One Community Facility, the Open Door Christian Life Center at 740 Avenue F. in Plano, exists adjacent to the proposed Red Line Interface South Alternative. The main building and use would not be affected by the proposed rail alignment; however, a small portion of the property may need to be acquired. The attendance zones for Mendenhall Elementary, Otto Middle School, and Williams High School in Plano ISD are bisected by the Red Line Interface South Alternative. No residential areas are located between the Cotton Belt Corridor and the Red Line South Alternative, therefore no adverse impacts beyond those described for the Base Alternative would occur. No neighborhood, demographic, employment, or economic development impacts are anticipated as a result of the Red Line Interface South Alternative. 3.2 Short-Term Construction Effects While detailed construction plans are not yet available at this time, some assumptions can be made about potential socioeconomic impacts that may result from the construction of the Socioeconomic Impact Assessment 15

20 Cotton Belt Project. This section gives a brief description of the socioeconomic resources that could be impacted by construction for each alternative. The exact nature and duration of impacts will be determined and construction plans are refined Base Alternative The Base Alternative consists of utilizing the Cotton Belt Corridor. Construction anticipated for this alternative would be associated with stations, track and bridge and overpass structures. As of the date of this report, no community facilities have been identified that would be impacted by the construction of the Base Alternative Cypress Waters Alternatives Cypress Waters Southwestern Boulevard Alternative Any construction along Southwestern Boulevard could temporarily impact access to W.W. Pinkerton Elementary and the Riverside Church of Christ, which are both located on the north side of the street. Because this alternative travels along the median of Belt Line Road directly in front of the Church of Christ, there is a possibility of a longer duration construction impact in this area. Cypress Waters South Alternative Access to W.W. Pinkerton Elementary and the Riverside Church of Christ, could also be impacted by the construction of the Cypress Waters South Alternative. However, because this alternative runs approximately 500 feet to the south, construction impacts would only occur if Southwestern Boulevard is blocked during construction of the bridge crossing North Dallas Profile Options At-Grade Alternative (Section 3-2A) This profile option would be at-grade within the Cotton Belt Corridor. Construction anticipated for this profile option would be associated with station, track and improvements/replacement of bridge structures.. As of the date of this report, no community facilities have been identified that would be impacted by the construction of the North Dallas At-Grade Profile Option. Trench Profile Option (Section 3-2B) Although the Trench Profile Option would exist primarily within the Cotton Belt Corridor, construction of the trench could result in a temporary easement or access impact to community facilities along the corridor, including potentially: Fairhill School and Diagnostic Center Congregation Ohev Shalom Montes school at Hillcrest (6 weeks-kindergarten) City of Dallas North Central Police Station Tunnel Profile Option (Section 3-2C) The North Dallas Tunnel Profile Option would also exist primarily within the Cotton Belt Corridor. However, construction of the east entrance to the tunnel could result in a possible temporary easement or access impact to the Fairhill School and Diagnostic Center. Socioeconomic Impact Assessment 16

21 3.2.4 Red Line Interface Alternatives North Alternative (Section 3-4A) The Red Line Interface North Alternative would utilize existing track, with new construction associated with the 12 th Street Station. No community facilities are expected to be impacted by construction of the proposed station. South Alternative with Aerial Station and Depressed Freight (Section 3-4B) Construction of the Red Line Interface South Alternative could result in a possible temporary easement or access impact to the Open Door Christian Life Center, located directly west of the proposed rail alignment. The attendance zones for Mendenhall Elementary, Otto Middle School, and Williams High School in Plano ISD are bisected by the Red Line Interface South Alternative. Construction of this alternative could result in a minor impact to travel patterns to access school. However, given the distance of affected neighborhoods from schools (over 2.0 miles) and the proximity of unaffected transportation options, any potential impact in this area is anticipated to be minimal. Socioeconomic Impact Assessment 17

22 4.0 MITIGATION OPTIONS No long-term adverse impacts to community facilities are anticipated as a result of the Base Alternative. Alternatives may impact community facilities at W.W. Pinkerton Elementary, the Riverside Church of Christ, and the Open Door Christian Life Center. Potential impacts at these locations would be temporary or very minor access/easement impacts that would not substantially affect the overall service provided. Therefore, no mitigation is required. Two areas (Old Downtown Carrollton and North Dallas) may experience a slight impact to community cohesion as a result of the Base Alternative. These impacts are not considered to be significant and would not require mitigation. Although not specifically a mitigation measure, DART has taken additional action that would further limit impacts to community cohesion in North Dallas. In anticipation of implementing passenger rail in the Cotton Belt Corridor, DART facilitated the official abandonment of freight traffic in part of the corridor in This action permanently removed freight traffic from North Dallas, thus reducing the possibility of increased train traffic and eliminating crossing events of longer durations. The North Dallas Eruv could experience adverse impacts as a result of the proposed project. To avoid and minimize potential adverse impacts, the affected community should be engaged during future phases of project planning, design, and construction to assist with proposed solutions. During construction, attempts should be made to make repairs before the Sabbath. The following Schools have been identified as potentially being impacted by the Baseline Alternative: W.W. Pinkerton Elementary Riverchase Elementary Barbara Bush Middle School Carrollton Elementary Perry Middle School Polk Middle School Brentfield Elementary Parkhill Junior High Frankford Middle School Mendenhall Elementary Williams High School All but four of these have identified pedestrian areas and safety barriers for all crossings connecting affected neighborhoods to schools, which would minimize the impact of increased rail traffic. The rail crossing at Perry Road, connecting students to Riverchase Elementary and Barbara Bush Middle School, has signals and gates but lacks a designated pedestrian area. Impacts to these schools could be partially mitigated through addition of a sidewalk along Perry Road. The Dickerson Street crossing, which connects students to Brentfield Elementary and Parkhill Junior High, lacks crossing gates. The potential impact to these schools could be partially mitigated through the addition of safe crossing measures such as flashing signals, gates, and a Socioeconomic Impact Assessment 18

23 designated pedestrian crossing. No additional are anticipated as a result of any of the alternative alignments, therefore no additional mitigation is required. No adverse impacts to demographics, employment, or economic development are anticipated. Therefore no additional mitigation is required. Socioeconomic Impact Assessment 19

24 Alliance Transportation Group Arredondo, Zepeda & Brunz Bowman Engineering Connetics Transportation Group Cox McLain Environmental Consulting CP&Y Criado & Associates Dunbar Transportation Consulting HMMH KAI Texas K Strategies Group Legacy Resource Group Mas-Tek Engineering & Associates Nathan D. Maier Consulting Engineers Pacheco Koch Consulting Engineers Parsons Schrader & Cline Spartan Solutions Stantec Consulting Services Inc.