The city has released some documents from HDR, Inc.’s current planning work on Fort Worth’s modern streetcar system, and one of the documents gives some more depth, information, and details on the potential starter alignments being considered and how they’re being measured. It’s important to note that at this stage of planning, the routes are not set in stone. There are several potential starter routes for the first phase of the modern streetcar system, and each is being evaluated according to a set of criteria. The end result might be one of these lines, or it might be a combination of parts of lines. These answers will come from the study currently underway by HDR, Inc. that is providing a blueprint for our modern streetcar system. This information comes from publicly-available planning documents posted to the City of Fort Worth’s official streetcar project web site, available as a PDF at the following link: DRAFT Technical Memorandum – Alignment Refinement.
The criteria that the potential starter routes are being measured against come from factors in successful streetcar systems in other cities, and the goals and issues that a Fort Worth solution could be designed to address. The criteria are focused on improving the development and mobility situation in Downtown and its surrounding neighborhoods. They reflect the objectives of the project as told to HDR, based on meetings with City of Fort Worth officials and staff, organizations like Downtown Fort Worth, Inc. and Fort Worth South, Inc., and the city’s Modern Streetcar Task Force.
The sort of criteria that these routes are being measured against include:
- Existing and anticipated population in the alignment corridor
- Existing and anticipated employment in the alignment corridor
- Major destinations served
- Developable land
- Potential yield from TIF and other locally-generated sources
- Assessed value base
- Compatibility with city and TIF district plans
- Relative lack of engineering or traffic management constraints
- Estimated ridership
- Capital and operating costs
- Public and stakeholder support
The following routes are being screened against these criteria. Each is being analyzed as a potential stand-alone Phase 1 of the streetcar system. It’s expected that, once the evaluations are complete, potential combinations of these lines could also emerge as a starter project, but the initial evaluation is of each route alone. Note also that these descriptions are of the starter routes and do not include potential extensions to each route.
You’ll note that most of the lines include several segments that are the same as the other lines. HDR’s plans showcase how the starter lines can build together over time into a network, and how they can share most of the same trackage in Downtown.
Click on the routes for a larger view.
West 7th
The West 7th alignment is 3.0 miles end-to-end. From the Intermodal Transportation Center at 9th & Jones, the line heads westbound on 9th to Commerce, where it turns northbound and heads to 6th. At 6th, the line turns westbound on 6th to Cherry, where it makes a slight right to merge from westbound 6th to westbound 7th. The line heads westbound on 7th to Montgomery, where it then heads southbound to Camp Bowie, the terminus of the line. It heads back into Downtown using the same route – northbound on Montgomery, then eastbound on 7th – until it reaches Henderson. At Henderson, the line turns northbound on Henderson, then eastbound on 3rd. After heading eastbound on 3rd, the line turns southbound on Calhoun before turning eastbound on 9th to go one block to the terminus at 9th & Jones at the ITC.
North Main
The North Main alignment is 1.4 miles end-to-end. From the Intermodal Transportation Center at 9th & Jones, the line heads westbound on 9th to Commerce, where it turns northbound. It heads northbound on Commerce through Belknap & Weatherford and makes the merge onto North Main past the Tarrant County Courthouse. The line crosses the Paddock Viaduct (North Main bridge) where it is then envisioned that it would be integrated into the Trinity Uptown master plan. One option, shown here, would have the line turn onto a reconstructed Commerce and head north before turning westbound on NE 6th and then southbound on North Main to head back to Downtown. Once across the Paddock Viaduct, the line would merge from the bridge onto southbound Houston and continue southbound to 3rd, where it would turn eastbound and head to Calhoun. At Calhoun, the line would turn southbound and head to 9th, turning eastbound on 9th to go one block to the terminus at 9th & Jones at the ITC.
Trinity Bluffs
The Trinity Bluffs alignment is 1.4 miles end-to-end. From the Intermodal Transportation Center at 9th & Jones, the line heads westbound on 9th to Commerce, where it turns and heads northbound to 6th. At 6th, the line turns westbound and heads to 7th, where it heads further westbound to Henderson. It turns and heads northbound on Henderson to 3rd, where it turns and runs eastbound. Upon reaching Pecan, the line turns northbound and heads to Bluff, then eastbound to Samuels. It runs northbound on Samuels to the Cold Springs intersection, the terminus of the line. It then heads back to Downtown via Samuels, Bluff, and Pecan. At Pecan & 4th, it turns and heads westbound to Calhoun. The line then runs southbound on Calhoun to 9th, turning eastbound on 9th to go one block to the terminus at 9th & Jones at the ITC.
Near Southside – Jennings Option
There are two potential Near Southside alignments being considered at this time. This is the Jennings option, which is 2.0 miles end-to-end. The Jennings option heads southbound on Houston from 3rd. At 9th, the line cuts over to Throckmorton headed southbound, then further over to Jennings. It heads southbound on Jennings past Lancaster and under the railroad tracks and I-30, continuing southbound on Jennings to Pennsylvania. The line then heads westbound on Pennsylvania to Henderson, turning southbound on Henderson to Terrell. The line turns westbound on Terrell to 6th Avenue, the terminus of the line. It heads back into Downtown eastbound and northbound via the same route – Terrell, Henderson, Pennsylvania, and Jennings – before reaching Throckmorton and heading northbound to 3rd, heading eastbound on 3rd back to Houston to head back to the Near Southside. It is important to note that the Jennings option does not directly serve the ITC, but provides a connection to the TRE and the future SW2NE train at the Texas & Pacific Station.
Near Southside – South Main Option
The second potential Near Southside alignment is the South Main option, which is 3.2 miles end-to-end. This alignment leaves the Intermodal Transportation Center at 9th & Jones heading westbound on 9th. It turns and heads northbound on Commerce then westbound on 6th. It then turns and heads southbound on Houston, crossing Lancaster, the railroad tracks, and I-30 then merging southbound onto South Main. The line heads southbound on South Main to Magnolia. It turns and heads westbound on Magnolia to 7th Avenue, where it turns northbound and heads to Terrell, the terminus of the line. It heads back into Downtown via the same route – 7th Avenue, Magnolia, and South Main – then turns eastbound towards Jones after crossing the railroad tracks, I-30, and Lancaster. It then turns northbound on Jones and heads back to the ITC at 9th & Jones, where it would then turn westbound onto 9th to head back out.
Near Southside & Rosedale/East Side – Rosedale Alignment
The Rosedale line is 2.2 miles end-to-end. It leaves the Intermodal Transportation Center at 9th & Jones heading westbound on 9th. It turns and heads northbound on Commerce then westbound on 6th. It then turns and heads southbound on Houston, crossing Lancaster, the railroad tracks, and I-30 then merging southbound onto South Main. The line heads southbound on South Main to Rosedale. It turns eastbound on Rosedale to Evans, which is the terminus of the line. It heads back into Downtown via the same route – Rosedale and South Main – then turns eastbound towards Jones after crossing the railroad tracks, I-30, and Lancaster. It then turns northbound on Jones and heads back to the ITC at 9th & Jones, where it would then turn westbound onto 9th to head back out.
Again, let us stress that these alignment options are still being measured against the design criteria. The exact starter alignment has not yet been selected, and may in fact be a combination of elements of multiple alignments. We’ll have more as the study by HDR continues. For more information on this process, head to the City of Fort Worth’s official streetcar project web site, where this data is available to the public as a PDF at the following link: DRAFT Technical Memorandum – Alignment Refinement.
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