REQUEST FOR INFORMATION
DALLAS AREA RAPID TRANSIT /
FORT WORTH TRANSPORTATION AUTHORITY
COTTON BELT RAIL LINE PUBLIC PRIVATE PARTNERSHIP

View a PDF version of the Cotton Belt PPP RFI (7.1MB PDF file opens in a new window) View a PDF version of ADDENDUM 1 to the Cotton Belt PPP RFI (106KB PDF file opens in a new window) View a PDF version of the List of Respondents to the Cotton Belt PPP RFI (15KB PDF file opens in a new window) View a PDF version of the Sept. 22, 2009 RFI Presentation to the Rail Program Development Committee (2.0MB PDF file opens in a new window)

In May 2009, Dallas Area Rapid Transit (DART) and Fort Worth Transportation Authority (The T) initiated an effort to identify individuals and firms interested in entering into a Public Private Partnership ("PPP") to design, construct, operate, maintain and finance a cross regional passenger rail service utilizing the Cotton Belt Corridor, with the aim of starting on or about 2013.

On March 23, 2010, the DART Board of Directors approved Resolution No. 100039 directing the President/Executive Director to make a request to the Regional Transportation Council/North Central Texas Council of Governments (RTC/NCTCOG) to undertake the pursuit of innovative financing for the corridor and to negotiate an agreement with the RTC/NCTCOG under which the RTC/NCTCOG would be responsible for identifying sources of funding to implement rail transit service on the Cotton Belt corridor.

On May 11, 2010 the DART Board of Directors authorized the President/Executive Director to execute the Memorandum of Understanding between Dallas Area Rapid Transit and the Regional Transportation Council Concerning the Identification of Funding Sources to Implement Passenger Rail Service on the Cotton Belt Corridor.

Following similar actions by the Regional Transportation Council and the Fort Worth Transportation Authority, the RTC/NCTCOG issued a Request for Proposals (RFP) entitled "Cotton Belt Passenger Rail Corridor Innovative Finance Initiative (Planning Services)". Two pre-proposal meetings were held in June and a contract is scheduled to be awarded in late July. More information can be found at http://www.nctcog.org/trans/admin/rfp/. Any inquiries regarding this RFP should be directed to NCTCOG.

Table of Contents
• Transit Agency Overview	• PPP Procurement Process
• The Cotton Belt Rail Line Overview	• Disadvantaged, Minority and Woman Owned Businesses
• Project Funding	• Connect to the Cotton Belt PPP Online or In Person!
• Public Private Partnership (PPP)	• Attachment One / Attachment Two

Transit Agency Overview

Dallas Area Rapid Transit

DART is a regional transportation authority that was created by voters on August 13, 1983 and funded with a one-cent local sales tax. The service area consists of 13 member cities: Addison, Carrollton, Cockrell Hill, Dallas, Farmers Branch, Garland, Glenn Heights, Highland Park, Irving, Plano, Richardson, Rowlett and University Park.

Currently, DART serves Dallas and 12 surrounding cities with approximately 130 bus routes, 45 miles of light rail transit (DART Rail), 75 freeway miles of high occupancy vehicle (HOV) lanes, and paratransit service for the mobility impaired. DART is in the process of doubling the existing Light Rail System to over 90 miles by 2013. This includes the new Green Line, Orange Line and extensions of the Blue Line. DART and The T jointly operate 34 miles of rail service (the Trinity Railway Express or TRE), linking downtown Dallas and Fort Worth with stops in the mid-cities and at a station serving DFW International Airport.

Fort Worth Transportation Authority

The T is a regional transportation authority confirmed by a public referendum on November 8, 1983. At the time of inception, one-fourth cent sales tax was imposed on certain retail sales within the City of Fort Worth in order to provide a stable funding source for mass transit operations. As called for on the original ballot, the sales tax rate was increased to one-half cent in January 1989. For the first several years of its existence, The T provided services only to Fort Worth; however, in November 1991, voters in the City of Lake Worth approved a one-half cent sales tax rate increase for the purpose of joining the transportation system. The communities of Blue Mound and Richland Hills followed suit in May of 1992. Effective September 13, 2003, voters in the City of Lake Worth elected to withdraw as a member of the transportation system.

On November 7, 2006, voters in the City of Grapevine elected to approve a half-cent sales tax increase for transportation, of which The T will receive three eighths cent sales tax for the construction and operation of commuter rail passenger service through Fort Worth, Grapevine and into DFW Airport. This is a significant milestone in support of public transportation in Tarrant County. This action by the Grapevine citizens marks the first time in 15 years that a new city has joined with The T, which will help make public transit options available on a regional basis.


Refer to Attachment One for more details on DART and The T.

The Cotton Belt Rail Line Overview

DART owns 54 miles of the Cotton Belt rail corridor from north Fort Worth to downtown Wylie, TX. This corridor was acquired in 1990 for the purposes of right-of-way preservation for future transportation use. The primary objective of the Cotton Belt Rail Line PPP project is to provide regional rail connectivity for communities along the project corridor to Fort Worth, Dallas-Fort Worth (DFW) Airport, the DART transit network, and major activity centers along the corridor. The Cotton Belt will link with the Orange Line (at DFW Airport), the Green Line (in downtown Carrollton), the Red Line (in the Richardson/Plano area), and the Addison Transit Center, which provides extensive bus connectivity in the north part of the DART Service Area. The Cotton Belt Rail Line extends to the existing TRE stations in downtown Fort Worth and then continues on to Southwest Fort Worth. The Cotton Belt Rail Line would also connect in downtown Carrollton with the planned Denton County Transportation Authority (DCTA) passenger rail service between Denton and Carrollton, and the TRE line at the Intermodal Transportation Center and T&P Stations in Fort Worth.

Refer to Attachment One for more details on the Cotton Belt Rail Line.

Project Funding

Various funding alternatives that are under consideration will be addressed during the Cotton Belt Rail Line PPP Symposium. Some general assumptions regarding project funding and the role of DART and The T include:

• DART long-range financial plans assume full funding of capital and operating requirements after 2027
  
  
• DART seeks a "revenue/cost" neutral solution during the 2013-2027 time period with no balance sheet impact during that period
  
  
• Underwriting of debt and operating subsidy obligations during 2013-2027 will require risk-sharing and financial burden sharing between private and non-DART public entities
  
  
• Non-DART revenue streams may be available to offset some or most of the cashflow requirements during the first 15 years
  
  
• The T may make available local funds that it has accumulated in anticipation of the SW2NE commuter rail project
  
  
• The T may make available certain federal grants that it obtains related to the SW2NE commuter rail project
  
  
• The T may make available additional funds that it obtains related to the SW2NE commuter rail project.

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Public Private Partnership (PPP)

A Public Private Partnership is a contractual arrangement formed between public and private sector entities. Such an arrangement typically provides for extensive private sector participation in the design, construction, operation, maintenance and financing of an infrastructure project. Under a Public Private Partnership, the public entity typically retains ownership of the public facility or system, but the private entity invests its own capital to design and develop the public facility or system. A Public Private Partnership, although a contractual arrangement, differs from a typical service contract in that the private entity makes a significant, at-risk, equity investment. In a Public Private Partnership the public entity gains access to new revenue or service delivery capacity without having to provide up-front financing of the construction of the facilities or systems. The term "Public Private Partnership" is a term of art without a precise legal definition that can refer to a range of different contractual relationships. Use of the term should not and will not indicate that a partnership between DART and the selected entity will be created at the end of any PPP procurement process that DART may complete for the Cotton Belt Rail Line project. The details and form of the relationship between the parties will be determined as the procurement process and the Cotton Belt Rail Line project develops and will be governed solely by the terms and conditions of any final agreement that may be negotiated at the end of such process.

PPP Procurement Process

DART is required by law to award contracts through full and open competition. This Request for Information (RFI) is considered a preliminary phase in a public procurement process. DART reserves the right to cancel, revise or supplement this RFI at any time. If DART elects to move forward with a formal procurement process involving any combination of design, construction, operation, maintenance and financing of the Cotton Belt Rail project using some form of PPP, DART's Procurement Department (DART Procurement) anticipates issuing a Request for Qualifications (RFQ) to anyone interested in competing for the PPP.

Disadvantaged, Minority and Woman Owned Businesses

DART has implemented Disadvantaged, Minority and Woman Owned Business Enterprise Programs (DMWBE). DART strongly encourages DMWBE businesses to participate in the process, together with majority firms or independently.

Connect to the Cotton Belt PPP Online or In Person!

Visit www.dart.org/cottonbeltppp

Your ideas, suggestions and observations are vital to the feasibility of the proposed Cotton Belt PPP. So please visit www.DART.org/pppsurvey to tell us more about yourself and your company. In return, we'll sign you up to receive regular updates about the public private partnership process, notifications of all related DART Procurement opportunities, special meeting announcements and more.

Respond with Statement of Interest

Deadline for receipt of responses was 2 p.m., July 24, 2009. See the List of Respondents who submitted. (15KB PDF file opens in a new window)

For Information Contact

CottonBeltPPP@dart.org

John O. Adler, Vice President, Procurement
214-749-2573
Cedric D. Seay, Contracts Specialist
214-749-2807

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Attachment One

1.0 Background

Dallas Area Rapid Transit (DART) owns 54 miles of the Cotton Belt rail corridor from north Fort Worth to downtown Wylie, TX. This corridor was acquired in 1990 for the purpose of right-of-way preservation for future transportation use.

The Cotton Belt rail corridor falls within the service areas of both DART and The T. Portions of the corridor also pass through municipalities that are not members of either agency's service area. The DART 1983 Final Service Plan contemplates passenger rail service on the Cotton Belt rail corridor from the Red Line (Richardson/Plano) to the future Green Line in downtown Carrollton, TX. In October 2006, the DART Board of Directors adopted the 2030 Transit System Plan (TSP), which recommends passenger rail service on the Cotton Belt rail corridor from the Red Line to Dallas-Fort Worth International Airport (DFW Airport). Also in 2006, The T selected a locally preferred alternative that would provide passenger rail service from southwest Fort Worth to DFW Airport, using the Cotton Belt corridor from north Fort Worth to the entrance into DFW Airport. Although the segment from the Red Line to Wylie, TX is not contained within DART's long-range plans, there has been interest from the municipalities of Wylie and Murphy in the east to be connected to the regional rail system via the Cotton Belt rail corridor. The North Central Texas Council of Governments (NCTCOG) regional rail plan shows the Cotton Belt Corridor being developed as a potential public-private partnership to advance the service delivery schedule.

Combined with The T's project segment southwest of Fort Worth, the entire project corridor from southwest Fort Worth to Wylie, TX is 67.7 miles. The primary objective of the Cotton Belt Rail Line project is to provide mobility improvements and regional rail connectivity for communities along the project corridor. This project connects passengers with the TRE service in downtown Fort Worth, and the DART Light Rail System via the Orange Line at DFW Airport, the Green Line in downtown Carrollton, and the Red Line in the Richardson/Plano area. It also connects with the Addison Transit Center which provides extensive bus connectivity in the north central part of the DART Service Area. A future connection in downtown Carrollton to the planned DCTA passenger rail service between Denton and Carrollton, TX is possible. The Cotton Belt Rail Line project should result in a system that interacts seamlessly and efficiently with other transportation systems in the region.

Daily ridership in year 2030 for the section of the Cotton Belt Rail Line from southwest Fort Worth to DFW Airport is estimated to be 15,500 (Source: The T's Southwest to Northeast {SW2NE} Draft EIS). Daily ridership in year 2030 for the section of the Cotton Belt Rail Line from DFW Airport to the DART Red Line is estimated to be 6,000 (Source: DART 2030 Transit System Plan). These ridership projections may change as operating scenarios are refined and connecting transit networks are further developed.

1.1 Project Description

The Cotton Belt Rail Line project is composed of three current segments and one segment that could be added in the future. These segments are:

1. DFW Airport to the DART Red Line in Richardson/Plano
2. Southwest Fort Worth to Downtown Fort Worth
3. Downtown Fort Worth to DFW Airport
4. DART Red Line to Downtown Wylie (potential future segment)

Segment 1: DFW Airport to DART Red Line

This segment is approximately 22.3 miles long and extends from DFW Airport to downtown Carrollton, where the Cotton Belt Rail Line intersects with the future DART Green Line (opening in 2010), the BNSF Railroad, and potentially the DCTA project (which is planning a near-term terminus point north of downtown Carrollton at the future Trinity Mills Station). Continuing east, the Cotton Belt Rail Line would serve the DART member cities of Farmers Branch, Addison, Dallas, Richardson and Plano. In addition to the DFW Airport Station, potential station locations in this segment include MacArthur Road, Downtown Carrollton, Josey Lane, Marsh Lane, Addison Transit Center, Knoll Trail (City of Dallas request), Preston Road, Coit Road, Custer/UTD area, and a station interface with the Red Line in either Richardson (Red Line Bush Turnpike Station) or Plano (Red Line Downtown Plano Station). Station locations have not been defined in detail and are listed herein for informational purposes only until more detailed station area planning is conducted. The Cotton Belt Rail Line project would operate within a single-track alignment, upgrading the existing freight tracks where necessary and having limited areas of double-track as needed for passing sidings. It is anticipated that all stations would be double-tracked.

Segment 2: Southwest Fort Worth to Downtown Fort Worth

The T is currently conducting the Southwest to Northeast Commuter Rail Project (SW2NE) in Segments 2 and 3 and expects to have revenue service starting in 2013.

Segment 2 begins at Sycamore School Road southwest of Fort Worth, and would follow the Fort Worth & Western Railroad corridor toward downtown Fort Worth where it would transition onto the Union Pacific (UP) railroad for a short section before connecting with the TRE Corridor at the T&P Station. Stations for Segment 2 and 3 have been identified through a station planning process conducted by the T. Stations would be located at Sycamore School Road, I-20/Granbury, TCU/Berry, Medical Center, and the existing T&P Terminal and Intermodal Transportation Center (ITC) stations in downtown Fort Worth, which would allow for transfers with the TRE commuter rail service. This segment is 10.4 miles from Sycamore Road to the ITC Station.

Segment 3: Downtown Fort Worth to DFW Airport

This segment extends north from downtown Fort Worth (ITC Station) along a TRE owned track to the UPRR Corridor to the Cotton Belt, and continues through Haltom City, North Richland Hills, Colleyville, and Grapevine to the north end of DFW Airport. After leaving downtown Fort Worth, additional stations would be located at: North Side, Beach Street, Haltom City-US 377, North Richland Hills-Iron Horse, North Richland Hills-Smithfield, Colleyville-John McCain, Grapevine-Main Street, and DFW Airport-. Segment 3 would connect with the core project at DFW Airport. The segment length from the ITC to DFW is 25.2 miles.

Segment 4: DART Red Line to Downtown Wylie

This segment of the project corridor is a potential future phase into the communities of Murphy and Wylie, TX. No planning has occurred for this segment. Station locations would likely be located in downtown Murphy and downtown Wylie.

DFW Airport Connection

Recent planning efforts for the SW2NE project and the DART Orange Line have focused on an additional station at DFW Airport-Terminal A/B, requiring the Cotton Belt corridor alignment to be extended into DFW Airport's terminal area. As of early 2009, DART, The T, NCTCOG and DFW Airport are discussing an option that would extend the Orange Line to the Cotton Belt, creating one central transfer area at the DFW Airport-North Station on the Cotton Belt corridor. The Orange Line or a shuttle would then continue south to the DFW terminal area. This concept would eliminate the transfer activity between lines within the DFW terminal area. DART invites input on how best to interface projects with DFW Airport.

1.2 Vehicle Concept

Given that active freight rail operations take place in the project corridors, DART and The T are interested in using a passenger rail vehicle which complies with the requirements of the Federal Railroad Administration (FRA) safety standards (FRA-compliant vehicle). The vehicle would be a self-powered vehicle. Due to community concerns and conditions contained within the DART 2030 Transit System Plan and a DART Board resolution issued in August 2008, locomotive hauled vehicles will not be used on the Cotton Belt Rail Line project, and the size of the vehicle (length, height, and width) would generally be the same as the current DART light rail vehicle. At this time, DART is working with the FRA and interested transit properties within the United States to develop specifications for this new FRA-compliant vehicle. A decision has not been made at this time whether DART and/ or The T or the PPP would procure this vehicle on behalf of the PPP. Once engineered and produced, it is anticipated that this car will become the regional vehicle where a compliant vehicle is required for use in revenue service, and by resolution, the DART Board has made its use mandatory on the DART-owned Cotton Belt Corridor.

1.3 Operating Concept

The operating concept for the project would be similar to that of the TRE. General operating characteristics would be as follows:

• 20-minute peak period service headways in each direction
• 60-minute off-peak period service headways in each direction
• 60-90 minute service headways on Saturdays and Sundays
• Weekday service span of 5 AM to midnight
• Weekend service span of 7 AM to midnight

Coordination with the freight carriers that interface with the intended passenger rail service as to the service's operating schedule as well as dispatching priorities will be accomplished pursuant to existing or modified trackage rights agreements.

It is anticipated that rail maintenance and operating facility will be required. Limited planning has occurred for this facility. Options include one or more storage, layover and fueling facilities for light maintenance along the project corridor, with heavy maintenance occurring at the existing Irving Yard of the TRE.

1.4 Environmental Clearance of NEPA Review

The issuance of this RFI is without prejudice to any aspect of the National Environmental Policy Act (NEPA) process. The following is the status of environmental clearance associated with each segment: NEPA process. The NEPA process has not been initiated for the core Cotton Belt Rail Line project (Segment 1). An Environmental Review has been completed to document key issues and existing conditions in advance of a formal environmental clearance.

The T has completed a Draft Environmental Impact Statement (DEIS), including public hearings for Segments 2 and 3 of the SW2NE project. The T is in the process of responding to comments on the DEIS and is continuing to pursue Section 5309 Federal New Starts funds for Segments 2 and 3. The status of their New Starts evaluation process will be documented in a Final EIS that is expected to be issued in late 2009.

No environmental review has been initiated for Segment 4 as this segment is for future consideration and is not currently contained within the DART System Plan.

1.5 Railroad Agreements

Existing freight rail service in the project corridor is provided pursuant to trackage rights agreements by the following railroads:

• Dallas, Garland and Northeastern Railroad Company ("DGNO") has trackage rights from Wylie, TX to Carrollton, TX.
  
  
• Kansas City Southern Railway Company ("KCS") has non-exclusive rights for the Wylie to Renner Junction trackage segment. KCS dispatches and performs maintenance on that trackage segment of the Cotton Belt.
  
  
• UP has "non-exclusive overhead" trackage rights from Wylie to Fort Worth. The Fort Worth and Western Railroad Company ("FWWR") has trackage rights between north Fort Worth and Carrollton. An excursion train operation was allowed in this agreement, to operate between north Forth Worth and Grapevine, TX.
  
  
• The City of Grapevine entered into an Excursion Rights Agreement, effective September 1, 2006 between DART and RRROW, for passenger excursion train operations between north Fort Worth and Dallas (DFW Airport Area).
  
  
• UP, FWWR, RRROW and DART entered into a Trackage Rights and Construction Agreement on September 18, 2003, for construction of an additional track and its operation in north Fort Worth. This allows UPRR operations over this track.
  
  
• The T has trackage rights over approximately ½ mile of the UPRR Main Track 1 west of the T&P Station.
  
  

1.6 Agency and Public Involvement

During the preparation of The T's SW2NE DEIS and the DART 2030 Transit System Plan, several local municipalities adopted resolutions in support of the Cotton Belt Rail Line project.

In addition, residents along the Cotton Belt Rail Line corridor have expressed concerns related to potential project impacts including pollution, noise, vibration and vehicle technology. As a result, the DART Board of Directors included Corridor Development Conditions in the 2030 Transit System Plan to guide future planning and design of the corridor. These conditions are currently specific only to the north Dallas section of the corridor between Addison and the Red Line.

Click here to view a PDF version of the Southwest-Northeast Rail Corridor Map (Opens in a new window) Click here to view a PDF version of the North Crosstown Planning Corridor Cotton Belt Alignment (Express Strategy) Map (Opens in a new window)   Click here to view a PDF version of the 2030 Transit System Plan Map (Opens in a new window) Click here to view a PDF version of the Rail North Texas Rail Lines Under Consideration Map (Opens in a new window) Click here to view a PDF version of the Current and Future Services Map

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Attachment Two

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