Knox-Henderson Station
|
Knox–Henderson Station
|
|
|---|---|
| Coordinates | 32°49′13″N 96°47′11″W / 32.820303°N 96.786322°WCoordinates: 32°49′13″N 96°47′11″W / 32.820303°N 96.786322°W |
| Owned by | Dallas Area Rapid Transit |
| Line(s) | |
| Platforms | Island platform |
| Construction | |
| Structure type | Underground |
| Disabled access | Yes |
| History | |
| Opened | Unfinished, abandoned |
Knox–Henderson Station was a proposed subway station along both the Dallas Area Rapid Transit's (DART) Red Line and Blue Line in the Knox-Henderson neighborhood of Dallas, Texas, United States. The station would have been located beneath the North Central Expressway (U.S. 75) near the Knox Street/North Henderson Avenue intersection.
DART's original system plan featured a tunnel underneath North Central Expressway, connecting Pearl Station and Mockingbird Station, with underground stations serving the Knox-Henderson and Cityplace neighborhoods. During construction of the tunnel in the 1990s, the station area for Knox–Henderson Station was excavated at an additional cost of $1 million and left as a shell for future development. The proposed station would have been located 80 feet (24 m) below grade with a platform length of 400 feet (120 m). Because of initial Vickery Place neighborhood objections, DART did not complete Knox–Henderson Station as part of its initial phase as planned. The station's shell, considered a ghost station, serves as an emergency exit from the tunnel. The nearby underground Cityplace Station, of similar design, was finished as planned and opened in 2000.
By the mid-1990s, attitudes towards the station began to shift with the neighborhood actively petitioning DART to construct the station. However, funding problems related to the deferred construction doomed the station. By 2006, DART announced it would cost an estimated $100 million to complete and open Knox–Henderson Station. The large price tag was attributed to the high labor and infrastructure costs associated with working underground near actively used tracks. In order to avoid interfering with existing rail service, tunneling and station construction work could only be carried out for four hours per day, between midnight and 4 a.m., when trains are not running. Due to the high costs involved, DART stated that it was deferring construction of the station indefinitely.
...
Wikipedia