TEXRail
TEXRail is a 27-mile commuter rail line operated by Trinity Metro that connects downtown Fort Worth to Terminal B at Dallas/Fort Worth International Airport, serving stations in North Fort Worth, North Richland Hills, and Grapevine.[1][2] Service commenced on January 10, 2019, utilizing diesel multiple-unit trains on a hybrid rail corridor that includes segments of existing freight and commuter rail tracks.[3][4] The line features eight stations, with peak-hour service intervals of 30 minutes and daily operations year-round, facilitating connections to other Trinity Metro bus and rail services as well as the Trinity Railway Express in downtown Fort Worth.[1][5] Initial projections anticipated significant ridership growth, but early post-launch figures in 2019 fell short at around 1,300 weekday riders, roughly one-sixth of forecasts, amid a $1.03 billion construction cost funded partly by federal grants.[6][7] However, ridership has since rebounded substantially, surpassing pre-pandemic levels with over 166% growth since 2021 and achieving a record 103,312 rides in December 2024, the highest monthly total in its history.[8][9] TEXRail's development addressed regional transportation needs in the Dallas-Fort Worth metroplex by providing direct airport access and alleviating highway congestion on routes like State Highway 114, though extensions to further integrate with area rail networks remain under consideration.[10][11] The system's modern fleet and station infrastructure emphasize reliability and passenger comfort, contributing to its role in North Texas's multimodal transit framework despite initial underperformance relative to expectations.[12][13]History
Planning and Development
The planning for TEXRail emerged in the early 2010s within the Fort Worth Transportation Authority's (later rebranded Trinity Metro) broader strategy to expand commuter rail options in Tarrant County, focusing on a direct link from downtown Fort Worth to Dallas/Fort Worth International Airport over approximately 27 miles. This conception addressed empirical transportation gaps in the Dallas-Fort Worth region, where airport passenger volumes exceeded 60 million annually by the mid-2010s, driving demand for reliable ground access alternatives to highways prone to congestion. Initial feasibility assessments prioritized air-rail integration, projecting 8,300 average daily linked trips at opening with growth to 13,700 by 2035, based on travel demand models incorporating regional population increases and aviation forecasts rather than generalized urban density arguments.[14][7] Federal oversight shaped key approvals, with the Federal Transit Administration advancing the project to preliminary engineering in March 2012 under SAFETEA-LU guidelines, followed by a Final Environmental Impact Statement in May 2014 and a Record of Decision in October 2014 confirming the selected alignment's environmental and operational merits. These milestones reflected causal analyses of modal shifts, anticipating reductions in automobile dependency for airport trips and associated vehicle miles traveled, quantified through ridership models showing diversion from congested routes like State Highway 114. Partnerships with DFW Airport authorities ensured seamless terminal connections, underpinning projections of economic spillovers via enhanced labor mobility and business access to the airport's cargo and passenger hubs.[7][15] Project viability hinged on funding secured without new voter mandates, leveraging the half-cent sales tax approved by Fort Worth residents in November 1983 to create the Transportation Authority, supplemented by a $499 million Full Funding Grant Agreement from the FTA in December 2016. Cost-benefit evaluations, as documented in federal reviews, justified advancement through net present value calculations incorporating congestion relief—estimated via avoided delay costs—and regional productivity gains from airport proximity, prioritizing measurable traffic volume offsets over unsubstantiated equity narratives.[16][17]Construction and Implementation
Construction of the 27-mile TEXRail commuter rail line commenced with multiple groundbreaking ceremonies on August 24, 2016, along the route from downtown Fort Worth to Dallas/Fort Worth International Airport.[18][19] The project leveraged existing rail rights-of-way, primarily the historic Cotton Belt corridor in Fort Worth and northeast Tarrant County, supplemented by short segments of the Fort Worth & Western Railroad and Union Pacific Railroad tracks, minimizing new land acquisition needs while requiring extensive upgrades.[20] Key infrastructure work encompassed laying approximately 27 miles of new double track, installing modern positive train control signaling systems, and constructing grade separations at select highway-rail crossings to enhance safety and operational efficiency.[21] Major contracts included a $106 million agreement with Stadler Rail signed on June 10, 2015, for eight diesel multiple-unit (DMU) FLIRT trainsets, with delivery beginning in 2017 for testing.[22] Civil construction involved multiple firms, such as Walsh Construction for transit infrastructure elements and Parsons/TranSystems joint venture for engineering design, focusing on track rehabilitation, station foundations, and a new maintenance facility with 2,000 park-and-ride spaces.[23][21] Herzog Railroad Services contributed to rail-specific elements, including track and signal integration, aligning with their subsequent operations role.[24] The total project cost reached $1.034 billion, funded through a combination of $499.39 million in Federal Transit Administration New Starts grants, state Texas Mobility Funds ($86.31 million), local sales taxes from Tarrant County and Grapevine ($81.2 million combined), Trinity Metro debt and dedicated taxes ($226.99 million), regional toll revenues ($25 million), and an in-kind $40 million contribution from DFW Airport for the Terminal B station.[25] Construction faced logistical hurdles, including delayed utility relocations, third-party submittal approvals, and contractor scheduling adjustments, yet concluded in late 2018—$80.6 million under budget and on schedule relative to initial projections—demonstrating effective management in a freight-shared corridor environment.[26][27]Launch and Initial Performance
TEXRail initiated revenue service on January 10, 2019, after a preview period commencing December 31, 2018, connecting downtown Fort Worth to Dallas/Fort Worth International Airport over 27 miles with nine stations.[28] The line integrated with the Trinity Railway Express through shared facilities at the Fort Worth Intermodal Transportation Center and other existing infrastructure, enabling coordinated dispatching from a common maintenance facility.[23] [29] Initial operations featured hourly peak-period frequencies, which were increased to 30-minute headways for 10 hours daily across seven days starting July 28, 2019, to accommodate growing demand.[30] [31] In its inaugural year, TEXRail achieved 545,345 total passengers, with December 2019 recording a peak of 51,217 riders, reflecting steady uptake driven by airport commuters and validating early demand projections through consistent load utilization.[32] The system demonstrated high reliability, logging 230,442 miles between January and late July 2019 with minimal reported disruptions.[32] The COVID-19 pandemic caused a sharp ridership decline in 2020 across commuter rail networks, including TEXRail, as travel restrictions curtailed airport and urban movements; however, the line experienced relatively swift post-2020 recovery, supported by Trinity Metro's overall transit rebound leading regional trends.[33] Initial performance metrics underscored effective infrastructure utilization for commuter and airport access, setting a foundation for subsequent expansions in service frequency.[34]Route and Infrastructure
Line Alignment and Specifications
TEXRail operates along a 27.2-mile north-south corridor extending from the Fort Worth T&P Station in downtown Fort Worth to Terminal B at Dallas/Fort Worth International Airport, traversing suburban areas including North Fort Worth, North Richland Hills, and Grapevine.[11][7] The alignment follows existing rail rights-of-way where feasible, with new trackage constructed to accommodate commuter service while adhering to Federal Railroad Administration (FRA) standards for passenger operations.[11] The route employs a predominantly single-track configuration supplemented by passing sidings to enable bidirectional service and maintain scheduled headways without requiring full double-tracking, optimizing capital costs in flat terrain with minimal elevation changes.[11] Tracks are standard gauge (4 ft 8½ in or 1,435 mm) and designed for compatibility with diesel multiple units (DMUs), supporting a maximum operating speed of 59 mph to balance efficiency, safety, and infrastructure limitations.[11] Electrification was omitted to reduce upfront and maintenance expenses, relying instead on self-propelled DMUs compliant with EPA Tier IV emissions standards.[11] Engineering prioritizes safety through minimized at-grade highway-rail crossings, with grade separations implemented at major intersections to mitigate collision risks amid growing regional traffic volumes on parallel highways like State Highway 121 and Interstate 35W.[11] The design facilitates potential future freight compatibility via FRA Class 4 track standards but operates primarily as dedicated passenger trackage under Trinity Metro dispatch, avoiding routine shared use to ensure reliability for airport-bound business and commuter travel that reduces automobile dependency on congested arterials.[11]Stations and Accessibility Features
TEXRail operates nine stations along its 27-mile route from downtown Fort Worth to Dallas/Fort Worth International Airport (DFW) Terminal B, each engineered for efficient commuter access with features such as park-and-ride lots, sheltered platforms, and integration with local bus services.[1] All stations comply with Americans with Disabilities Act (ADA) standards, including level boarding platforms, ramps, elevators at multi-level access points, and tactile paving for visual impairment navigation, ensuring accessibility for passengers using mobility aids or with other disabilities.[35] Bike racks and secure storage are available at multiple stops to support multimodal trips, while five stations offer designated long-term parking at $5 per day to facilitate airport-bound travel, with standard free parking limited to 20 hours for daily commuters.[36] The southern terminus, Fort Worth T&P Station, serves as an intermodal hub in downtown Fort Worth, connecting to Trinity Railway Express (TRE) services, Amtrak's Heartland Flyer and Texas Eagle trains, and numerous local bus routes, with adjacent parking and pedestrian access to urban amenities.[37] Northward, Fort Worth Central Station provides additional transfer points to Trinity Metro buses, emphasizing connectivity for central Fort Worth riders. North Side Station, located near the Fort Worth Stockyards historic district, includes park-and-ride facilities and bus linkages for area workers and visitors. Mercantile Center Station supports industrial and commercial zones with bus interchanges and parking options tailored for shift-based commuters.[37] Further north, North Richland Hills/Iron Horse Station and North Richland Hills/Smithfield Station each feature park-and-ride lots integrated with local bus services, serving residential and business areas; Iron Horse includes proximity to recreational facilities, while Smithfield connects to nearby schools and homes. The northern extension includes Grapevine/Main Street Station in the historic district, offering transfers to Grapevine shuttles and parking for tourism-oriented trips. The line culminates at DFW Airport Terminal B Station, which provides a direct, enclosed walkway to the terminal for seamless air-rail transfers, along with accessible amenities like priority seating areas and real-time signage.[38][5]| Station | Key Accessibility and Efficiency Features |
|---|---|
| Fort Worth T&P | ADA-compliant platforms; TRE/Amtrak/bus transfers; urban pedestrian access.[37] |
| Fort Worth Central | Bus interchanges; sheltered waiting areas; elevator access.[37] |
| North Side | Park-and-ride; bus connections; near Stockyards for mixed-use access.[39] |
| Mercantile Center | Industrial zone parking; multimodal bus links.[37] |
| North Richland Hills/Iron Horse | Bike facilities; local bus; residential parking.[40] |
| North Richland Hills/Smithfield | Park-and-ride; school/business proximity; long-term parking option.[38] |
| Grapevine/Main Street | Historic district transfers; tourism parking; ADA pathways.[37] |
| DFW Terminal B | Direct terminal walkway; level boarding; airport signage integration.[5] |