3.0 environmental assessment - dart.org · while fta environmental assessment guidelines do not...

DART RAIL TO ROWLETT | Connecting Communities

3.0 Environmental Assessment

3.0 Environmental Assessm

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Environmental Assessment May 2007

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DART Rail to Rowlett Final Local Environmental Assessment

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3.0 ENVIRONMENTAL ASSESSMENT This chapter presents the results of the DART Rail to Rowlett LEA regarding potential impacts to the existing social, natural, and physical environment expected to result from the proposed project. Detailed technical information, methodologies, and mitigation details can be found in supporting reports available for review at DART. Environmental effects, their significance, and mitigation treatments are addressed for the following issues:

• Land Use and Economic Impact • Safety and Security • Visual and Aesthetic Resources • Historic, Cultural, and Archeological Resources • Parklands and Recreational Facilities • Transportation Facilities • Biological and Natural Resources • Water Resources and Floodplains • Noise and Vibration • Air Quality • Utilities • Hazardous and Regulated Materials • Short-and Long-Term Construction Impacts • Cumulative Impacts • Unresolved Issues

The DART Rail to Rowlett LEA document was prepared concurrently with preliminary engineering efforts in accordance with local DART policies. As stated in Chapter 1.0, an LEA was prepared as DART would not be using federal funds to construct the DART Rail to Rowlett. While FTA environmental assessment guidelines do not apply to locally funded projects, DART Mitigation Policies that closely follow federal guidelines require that an LEA be prepared to document and analyze the environmental effects of a proposed project. These guidelines provide the framework for this detailed environmental analysis. 3.1 Land Use and Economic Impact 3.1.1 Compatibility with Local and Regional Plans Impact Assessment Based on the review of relevant local and regional land use and transportation planning documents, an assessment was made regarding the consistency of the proposed DART Rail to Rowlett with approved plans. The proposed DART Rail to Rowlett is compatible with all relevant plans. The DART 2030 Transit System Plan and NCTCOG Mobility 2025—Metropolitan Transportation Plan, Amended April 2005 recommend an intermediate capacity version of the LRT for the DART Rail to Rowlett Corridor.


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The proposed DART Rail to Rowlett is consistent with local comprehensive land use plans. Both the City of Garland and the City of Rowlett recognize the need for improved transit linking areas with the Dallas CBD, and make recommendations for rail transit and associated stations in their plans. DART has coordinated closely with the cities of Garland and Rowlett regarding transit services, including bus and rail. In addition, a site plan of the proposed DART Downtown Rowlett LRT Station has been submitted to the City of Rowlett to ensure that the plan meets City of Rowlett development requirements such as zoning, landscaping, and parking. All necessary permits would be secured during the final design phase of the proposed DART Rail to Rowlett. Mitigation Treatments No adverse land use impacts would result from the project. Therefore, no mitigation treatments would be required. Local comprehensive land use plans would be updated to reflect the proposed DART Rail to Rowlett. Additionally, permits and site plan review would be coordinated during the final design prior to construction of the proposed DART Rail to Rowlett. 3.1.2 Acquisition of Property Impact Assessment Impacts related to the acquisition of land are generally limited to LRT station facilities; however some ROW and permanent easement acquisitions are anticipated for the DART Rail to Rowlett Corridor. Table 3-1 provides a list of potential land acquisitions. Acquisitions would consist of various commercial, industrial, and residential land uses; however, most of these properties are vacant at this time. In the table, the term “Fee Take” refers to the purchase of property from the current land owners, while “Permanent Easement” refers to the use of land owned by a third party for purposes such as water drainage along the ROW. Land owners would be compensated for DART’s use of the property as a permanent easement. The proposed DART Rail to Rowlett would require additional ROW acquisition of property along the DART Rail to Rowlett Corridor and at the proposed DART Downtown Rowlett LRT Station. Along the DART Rail to Rowlett Alignment, DART would need to acquire small portions of 35 properties totaling 11.49 acres, for the purpose of permanent drainage easements and some additional ROW. No displacement of residences or businesses would result along the DART Rail to Rowlett Alignment. However, a property platted for single-family development between Rowlett Creek and Dexham Road would be impacted. At the proposed DART Downtown Rowlett LRT Station, portions of two lots (0.82 acres total) would need to be purchased, but the acquisitions would not require the displacement of businesses or residences.


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Table 3-1: Corridor ROW and Station Site Land Acquisitions Stationing (Approx.) Property Owner Acquisition Type Acreage to be

Acquired Corridor ROW

STA 984+00 Robert E. Gladu Fee Take 0.33 STA 986+00 Joe Samples (Right) Fee Take 0.73 STA 989+00 TO STA 990+80 G.P. & L. Addition (Left) Fee Take/Permanent

Easement 0.08

STA 989+00 TO STA 993+80 G.P. & L. Addition (Right) Fee Take/Permanent

Easement 1.93

STA 991+00 TO STA 992+80

James L. and Mildred E. Segroves, TR (Lot 1)

Fee Take/Permanent Easement 0.09

STA 995+60 TO STA 998+25 Corrugated Services, LP Fee Take/Permanent

Easement 0.13

STA 998+25 TO STA 1000+00

Gerald W. and Phyllis M. Raider

Fee Take/Permanent Easement 0.08

STA 1000+00 TO STA 1000+70 Melvin R. Curry Fee Take/Permanent

Easement 0.05

STA 1001+00 TO STA 1018+00 City of Garland Fee Take/Permanent

Easement 0.89

STA 1015+00 TO STA 1015+25 Charles W. Coleman Fee Take/Permanent

Easement 0.03

STA 1015+25 TO STA 1016+50 Pentecost Church of God Permanent

Easement 0.40

STA 1020+00 TO STA 1026+50 City of Garland (Left) Permanent

Easement 0.68

STA 1024+00 TO STA 1024+70 City of Garland Permanent

Easement 0.06

STA 1035+00 TO STA 1039+00 J.L. Brazell Permanent

Easement 0.20

STA 1039+50 TO STA 1064+00 City of Garland Permanent

Easement 1.13

STA 1064+25 TO STA 1071+40 J&A Manufacturing, Inc. Permanent

Easement 0.33

STA 1101+00 TO STA 1105+00

Francis E. Tierney (Block 1, Lots 1, 2) Fee Take 0.26

STA 1105+00 TO STA 1112+22

Ingram Marilyn Wyrick, Phyllis Wyrick Patterson Fee Take 0.68

STA 1112+73 TO STA 1116+00

William Crawford, Jr., Trustee Fee Take 0.21

STA 1113+50 TO STA 1122+50 Sarah Ruth Tolar Permanent

Easement 1.10

STA 1116 TO STA 1116+50

Charles E. and Marla Dawn Scroggs Fee Take 0.05


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Table 3-1: Corridor ROW and Station Site Land Acquisitions (continued) Stationing (Approx.) Property Owner Acquisition Type Acreage to be

Acquired STA 1116+50 TO STA 1117+00 Walter Paul Lott Fee Take 0.06

STA 1117+00 TO STA 1122+00 Danny Ray Perry Fee Take 0.30

STA 1122+50 TO STA 1128+75 Bobby L. Tarver Permanent

Easement 0.52

STA 1127+00 Larry A. and Gwen D. Howell

Permanent Easement 0.02

STA 1127+00 TO STA 1130+00

George Philip Howell and Larry Allen Howell


STA 1130+00 TO STA 1134+00 Glen R. Gurley Permanent

Easement 0.08

STA 1134+00 TO STA 1138+00

David K. Cummings and James H. Cummings


STA 1138+00 TO STA 1140+50

Independent Storage Systems, Inc.


STA 1140+50 TO STA 1142+25 Bodin Concrete Permanent

Easement 0.13

STA 1181+90 TO STA 1182+10 PIA Frankenburg Straub Permanent

Easement 0.08

STA 1182+10 TO STA 1183+45

Juan Espinoza & Maria I. Espinoza


STA 1189+80 TO STA 1191+50 Curtis L. & Hazel Martin Fee Take 0.04

STA 1191+50 TO STA 1192+60 Charles Slater Fee Take 0.03

Rowlett Station and Parking STA 1196+30 TO STA 1198+00 Guzman MFG, Inc. Fee Take 0.43

STA 1198+00 TO STA 1199+50 Brad Jacoby Fee Take 0.39

Source: LOPEZGARCIA GROUP, 2007


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Mitigation Treatments Acquisitions of property would follow DART Real Estate Policies and Procedures and the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 as amended. Property owners would be fairly compensated in accordance with these policies. Business owners and tenants may be eligible for relocation assistance from DART. Under the Relocation Assistance Program, DART provides relocation assistance to individuals and businesses displaced as a result of a DART project. This policy applies to tenants as well as owners. Displaced residential occupants could be reimbursed for actual, reasonable moving costs. Dislocated business owners or tenants could be reimbursed for actual, reasonable moving expenses as well as related expenses, such as personal property losses, costs of finding a replacement site and re-establishment expenses. 3.1.3 Barriers to Social Interaction Impact Assessment The proposed project would have minimal impacts on neighborhood cohesion and social interaction as the project would primarily be located within existing rail ROW in an established transportation corridor. The proposed DART Rail to Rowlett Alignment would not introduce a new boundary within a neighborhood, but would reinforce the existing corridor. The proposed DART Downtown Rowlett LRT Station would improve transportation with added sidewalks and street modifications, which would further connect areas that were separated due to natural or manmade barriers. The proposed DART Rail to Rowlett would include safety features that would prevent the surrounding residents from crossing the alignment except at designated crossings. A safety barrier would be placed along each side of the proposed DART Rail to Rowlett Alignment where the speeds are greater than 45 mph and where required by the cities of Garland and Rowlett. This would occur along all segments of the proposed DART Rail to Rowlett Alignment that are at-grade and the proposed speeds are greater than 45 mph. The final location of the safety barrier within the proposed DART Rail to Rowlett Corridor would be determined during the final design. The barrier would likely consist of a six-foot chain-link fence, which is consistent with other DART LRT corridors. This safety barrier would control and limit pedestrian access within the residential and commercial areas of the proposed DART Rail to Rowlett Corridor. The DART Rail to Rowlett Alignment crosses the Rowlett Greenbelt; however, it would not hinder pedestrian crossings because the rail would be elevated through this section. Mitigation Treatments Formalized pedestrian crossings would be constructed at appropriate crossings to safely direct pedestrian traffic. Suggested mitigation treatments to address this change in pedestrian traffic at crossings are summarized below.

• DART would coordinate with the cities of Garland and Rowlett to add sidewalks to enhance pedestrian safety. Pedestrian safety crossing signals would be provided in addition to vehicle gates to control access as trains pass through the intersections.


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• DART would coordinate with the cities of Garland and Rowlett during final design to ensure that architectural treatments and streetscaping are consistent with the cities’ downtown urban design and revitalization efforts. This would form a physical and visual linkage between the downtown areas and the DART LRT stations. In addition, traffic signal timing would be adjusted to allow for increased pedestrian safety.

3.1.4 Public Facilities and Services Impact Assessment No public services or facilities are located within the proposed DART Rail to Rowlett Corridor or proposed DART Downtown Rowlett LRT Station location; however, several facilities are located in proximity to the alignment or station area, including:

• Fire Station 1 1019 Austin Street, Garland • U.S. Post Office 1000 W. Walnut Street, Garland • Nicholson Memorial Library 625 Austin Street, Garland • Garland Municipal Court 1791 W. Avenue B, Garland • Garland City Hall 200 N. Fifth Street, Garland • Williams Stadium 510 Stadium Drive, Garland • U.S. Post Office 3416 Enterprise Drive, Rowlett • Rowlett Municipal Court 4401 Rowlett Road, Rowlett • Rowlett Police Department 4401 Rowlett Road, Rowlett • Rowlett Public Library 4601 Highway 66, Rowlett • Rowlett City Hall 4000 Main Street, Rowlett • Fire Station 1 4418 Main Street, Rowlett • Development Services Building 3901 Main Street, Rowlett • Public Works and Utilities 4310 Industrial Street, Rowlett • Animal Shelter 4402 Industrial Street, Rowlett

The proposed DART Rail to Rowlett is not expected to have adverse impacts to public facilities and services; however, the proposed DART Rail to Rowlett would add additional mobility options for the citizens accessing the community facilities in downtown Rowlett including the Rowlett Public Library and Rowlett City Hall. Mitigation Treatments No mitigation treatments would be required. 3.1.5 Population and Employment Impact Assessment This project could have an impact on the expected population growth because the proposed DART Rail to Rowlett would make other parts of the DFW Metropolitan Area more accessible to Rowlett residents. Because of the possibility of mixed-use, high-density development and


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population growth around the proposed DART Downtown Rowlett LRT Station and in Rowlett, the DART rail line would have a positive impact. Living in Rowlett and working elsewhere could become a more viable option with the addition of the DART Downtown Rowlett LRT Station. Residents could benefit from this increased mobility and the opportunity for additional mixed-use, high-density development in the City of Garland as well. These factors could draw new residents to these two cities in the future, and therefore impact positively the population growth rates. The proposed DART Downtown Rowlett LRT Station is expected to have a positive impact on employment opportunities. The improved flow of labor between the City of Rowlett and the surrounding cities could stimulate economic development in the downtown Rowlett area, which would create jobs. The construction of the proposed DART Rail to Rowlett and DART Downtown Rowlett LRT Station would also create short-term employment opportunities. Mitigation Treatments No mitigation treatments would be required. 3.1.6 Induced Development Impact Assessment The investment in LRT service to the City of Rowlett could greatly influence private and joint development opportunities near the proposed DART Downtown Rowlett LRT Station site and surrounding areas. Because of the improved accessibility of downtown Rowlett to residents of other cities, a new transit facility could serve as a focal point for commercial, retail, and office development. The proposed DART Downtown Rowlett LRT Station could also improve reciprocal mobility between downtown Garland and downtown Rowlett, and provide an additional benefit to the City of Garland. Both cities of Garland and Rowlett have plans and/or zoning districts in place to promote TOD, a term which the Transit Cooperative Research Program defines as “a pattern of dense, diverse, pedestrian-friendly land uses near transit nodes that, under the right conditions, translates into higher patronage.” The City of Rowlett has designated the area surrounding the proposed DART Downtown Rowlett LRT Station as the Railhead Village sub-district in the Downtown Master Plan and Downtown District Land Use Plan, adopted November 5, 2002. This sub-district is zoned as Mixed-Use Transit and extends north of the tracks to Lakeview Parkway. This type of zoning promotes a high-density mixture of retail, residential, office, and transit uses. Planned improvements to the downtown area would also play a part in inducing development around the transit facility by making downtown Rowlett more enticing to transit users, business owners, and consumers. The City of Garland also has several projects planned around the DART Downtown Garland LRT Station. According to city planning officials, one of the major developments includes the


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new Dallas County Community College campus to be located approximately one block northwest of the DART Downtown Garland LRT Station. Another planned improvement is a pocket park adjacent to the rail corridor. Mixed residential/retail development and various revitalization projects are also planned to enhance the downtown area and ultimately support TOD. The businesses that could develop around the proposed DART Downtown Rowlett LRT Station would add jobs and income to the local economy. Other firms would also receive positive economic benefits as a result of the new development. The potential ripple effect of economic activity created by the opening of the proposed DART Downtown Rowlett LRT Station could be examined using an economic multiplier. An economic multiplier describes the expected effect of a given economic event by taking into account the direct, indirect, and induced effects. Direct effects are the initial effects on employment and the local economy as a result of an event. Indirect effects refer to the increased demand on suppliers to provide goods and services to the firms directly impacted by the event. Induced effects are the impacts on the local economy due to the expenditures of additional income by employees of firms directly and indirectly affected by the event. To calculate the economic multiplier, the sum of the direct, indirect, and induced effects is divided by the direct effects. Multipliers are typically developed for each industry after studying the economic effects of events across an industry. Once the multiplier has been developed, it can be used to estimate the full impact that a project would have on the local economy. This is done by multiplying the direct income or employment effect by the multiplier. According to a study cited by the International Association of Public Transport, public transportation investments in Europe were found to have a multiplier of between 2.0 and 2.5 ($2.52 - 3.15 in US dollars). This means that every one dollar invested in public transportation would have an impact on the local economy of between $2.52 and $3.15. In the case of the proposed DART Rail to Rowlett, the direct effect would be the jobs and economic activity created by the new transit facility and the surrounding development. Downtown Garland could also experience direct impacts of the proposed DART Rail to Rowlett in the form of new development within walking distance of the existing DART Downtown Garland LRT Station. Indirect effects would include the increased activity of the suppliers whose goods and services are demanded by the new businesses around the station. The induced effect (or consumption effect) would occur when the new employees (due directly or indirectly to the opening of the proposed DART Downtown Rowlett LRT Station) spend their income in the community. Mitigation Treatments No mitigation treatments would be required. Any secondary development would follow existing city development guidelines and zoning ordinances to be compatible with the existing development.


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3.1.7 Environmental Justice Assessment (Executive Order 12898) Federal Executive Order 12898 (February 11, 1994) states “each federal agency shall make achieving environmental justice part of its mission by identifying and addressing, as appropriate, disproportionately high and adverse human health or environmental effects of its programs, policies, and activities on minority populations and low-income populations” The DOT subsequently provided further guidance in DOT Order 5610.2. The Executive Order and subsequent actions on environmental justice are based in part on Title VI of the Civil Rights Act of 1964. In addition, DART Mitigation Policies state that mitigation is warranted if a particular group suffers an inequitable distribution of project costs. For the purposes of environmental justice, the DOT defines “minority” as those persons identifying as: Hispanic or Latino, Black or African-American, American Indian and Alaskan Native, Asian, or Native Hawaiian and other Pacific Islander. “Low income” is defined as persons with household income at or below the federally defined poverty threshold. Impact Assessment As noted in Section 2.1.1, several census tracts in the DART Rail to Rowlett Study Area (181.05, 181.21, 182.03, 182.04, 188.01, and 188.02) have higher minority populations (described as a percentage of total population) than Dallas County. The same is true of low-income populations in Census Tracts 182.04 and 188.02. Although these tracts have slightly lower income and higher poverty levels than Dallas County, the proposed project would not impact these tracts disproportionately or adversely. The proposed DART Rail to Rowlett Alignment would be constructed within the MKT ROW. In addition, no displacements of potentially low-income, transit dependent persons would occur as a result of the project. Development of the proposed DART Downtown Rowlett LRT Station would benefit the surrounding area by providing improved access to transportation, which is especially important for individuals in zero-car households (Table 2-5). In addition to increased employment opportunities that could result from access to transit, new jobs related to construction of the proposed project as a result of induced development could be created. Additionally, as referred to in Section 3.9, a 2,270-foot noise wall and 1,000-foot of vibration mitigation would be constructed on the alignment adjacent to the Rainbow Estates Neighborhood. This neighborhood is located within the affected census tracts. For these reasons, it was determined that the proposed action would not cause a disproportionately adverse impact to any minority or low-income populations. Mitigation Treatments As referred to in Section 3.9, a 2,270-foot noise wall and 1,000-foot of vibration mitigation will be constructed on the alignment adjacent to the Rainbow Estates Neighborhood. DART will coordinate the cities of Garland and Rowlett, as well as the residents of these census tracts through final design to protect their interests.

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