(The following article by Marice Richter was posted on the Dallas Morning News website on December 22.)
DALLAS — Under the web of freeways south of downtown Fort Worth, freight trains routinely sit idle, waiting to proceed through an intersection that has become one of the biggest transportation snarls in North Texas.
Delays at this railroad intersection, known as Tower 55, can be up to 90 minutes. With about 100 trains a day trying to cross Tower 55, trains are almost always waiting.
Local transportation officials say a solution to Tower 55 is imperative, and not just because the tie-up slows the eastward movement of foreign-made big-screen TVs and other consumer goods from ports in California – or delays the delivery of parts to the GM plant in Arlington.
“Solving Tower 55 is crucial to keeping this region from losing its economic competitiveness,” said Mike Sims, a senior program manager for the North Central Texas Council of Governments. “But solving Tower 55 is also extremely important to improving air quality, safety and opening up new passenger rail routes.”
The council of governments has launched a three-year, $2 million study of the crossing that could develop a quick-fix solution.
Establishing another commuter rail route between Dallas and Fort Worth is important, especially as area business and civic leaders seek to host a Super Bowl game in the new Dallas Cowboys stadium in Arlington.
Local leaders have announced their intention to bid for Super Bowl XLV on Feb. 6, 2011.
“We need a better mass transit system to move people between Dallas and Fort Worth if we hope to land a Super Bowl,” said Tarrant County Judge-elect Glen Whitley. “But we don’t just need it to serve the stadium.
The Trinity Railway Express is the only commuter rail line now operating between Dallas and Fort Worth. The rail line is about five miles north of the new stadium.
Tower 55 is the intersection of railroad tracks operated by the Burlington Northern Santa Fe and Union Pacific railroads.
Local transportation planners and officials from both railroads support construction of either a bi-level intersection or a bypass around downtown Fort Worth.
Both solutions are expensive, officials said. The bypass is estimated to cost about $5.8 billion, while a new split intersection would cost from $150 million to $850 million.
“We hope the study will give us a true number in that range,” Mr. Sims said.
The council of governments has a $1.6 million federal grant to help pay for the study, and other local participants – including the railroads – are chipping in.
Railroad officials said they expect to help pay for improvements to Tower 55 through a public-private partnership.
“Improving Tower 55 is a huge priority for us,” said Joe Adams, an official for Union Pacific. “A capacity improvement for freight movement is in the national best interest as well as the region’s.”