Riding the rails in North Texas
By : J. David Chapman/November 20, 2025
North Texas may not be the first place that comes to mind when thinking about American rail systems, yet the DFW region has quietly built one of the most extensive commuter and light-rail networks in the country. Last week, as part of the Regional Transportation Authority of Central Oklahoma (RTA), I spent two days riding DART Light Rail, the Trinity Railway Express (TRE), and TEXRail; walking the transit-oriented districts around key stations; and meeting with the managers who live this system every day. The goal was simple: understand what works, what doesn’t, and what lessons Central Oklahoma should carry forward.
DART launched its first 11-mile light-rail segment in 1996. Over the next two decades, it grew into a full regional system: the Red, Blue, Green, and Orange Lines, reaching Plano, Garland, Farmers Branch, Deep Ellum, and the Dallas Arts District. That same year, the TRE began operating as a shared-use commuter line between Dallas and Fort Worth, creating a true downtown-to-downtown connection. TEXRail followed in 2019, linking Fort Worth’s Central Station to Grapevine and directly into DFW Airport’s Terminal B. The region’s newest investment, the DART Silver Line, will create an east–west commuter connection from DFW Airport through Carrollton, Addison, Plano, and Richardson, tying major suburban job centers into the network.
Stations such as Akard (AT&T Discovery District), Mockingbird Station, Victory Station, and Grapevine/Main Street show how rail can transform districts. These places are intentionally walkable, vibrant, and built around people rather than parking lots. A recent DART study estimated more than $18 billion in economic activity within a quarter mile of rail stations since the system opened.
Walking these areas reinforced how powerful transit-oriented development can be: Akard’s pedestrian-friendly tech hub, Mockingbird’s mixed-use redevelopment, Victory’s entertainment district, and Grapevine’s historic Main Street, where TEXRail arrives steps from local shops.
North Texas shows that rail can shape development, support walkable districts, and strengthen regional mobility – but only with land-use alignment, leadership, and long-term vision. As Oklahoma evaluates commuter rail from Norman to Edmond, the DFW system offers a real-world preview of what is possible – and what to avoid.
The lesson is clear: the DFW network wasn’t built overnight. It took regional cooperation, aligned jurisdictions, sustained funding, and strong public-private partnerships around transit-oriented development. That commitment is exactly what Central Oklahoma will need to build a successful rail future of its own.
J. David Chapman is the chair of finance and professor of real estate at The University of Central Oklahoma (jchapman7@uco.edu).