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~/~I~WIER & ASSOCIATES, INC.
ENGINEERING SURVEYING LAND PLANNING
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M~R ~0 ~ 0~:06~M WIER ~ ~SSOCI~TES
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DRAFT LETTER
March 29, 1995
Mr. Kenneth Griffin, P.E.
City Engineer
Engineering Department
City of Coppeil
255 Parkway Boulevard
Post Office Box 478
Coppoll, TX 75019
2141462-0022
RE:
W&A # - 94093, DENTON TAP ROAD;
Coppoll, Texas
Dear Ken:
We met on March 20th with yourself, Mike Martin, Rick Wieland and Michael
Carr regarding the criteria for adding a continuous high speed bicycle path system
along Denton Creek to the proposed Denton Tap Road design. The bike path concept
discussed consisted of a high speed path along the south side of Denton Creek from
the west up to Denton Tap Road then crossing over the proposed bridge to the north
and proceeding to the east along the north side of Denton Creek. The original cost
studies we preformed at the contract phase included pedestrain crossings over the
bridge and a ten foot wide path under the bridge on both sides of the creek. You asked
that we prepare a preliminary bike path plan iayout which demonstrates a bike path
plan, bridge layout. pavement lanes, pedestrian walkways, hike and bike trail, and
pedestrian crossing locations. You also asked us to determine the additional cost over
our original cost opinion to allow for future addition of a high speed bike path crossing
under and over the proposed roadway bridge at Denton Creek. The plan, costs, and
comments are discussed below. In the discussion that follows, the existing parks south
of Denton Creek are referred to as Brown east and Brown west. The future park north
of Denton Creek and west of the roadway is referred to as future Magnolia Park. The
private property located north of the creek and east of Denton Creek is referred to as
the Vista Ridge tract. The comments we make in the following are not intended to
encourage or discourage addition of bike trail facilites but are intended to provide cost,
impact, and visual aids to assist the city in the decision process:
M~R 3~ ~9~ 0~:06~M WIER ~ ~SSOCI~TES
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March 29, 1995
Page 2 of 5
.on Griffin, P.E,
~' v ,.,A #94-093
PLAN INDICATING PHYSICAL CONDITIONS
We reviewed the existing topography, vegetation, park locations, and other
physical conditions to arrive at a layout for the bicycle and walkway locations
indicated on the attached preliminary plan. The plan indicates a continuous high
speed bike path along the south side of Denton Creek crossing under the
proposed bridge then curving within Brown East Park terminating at a stop
location at the future park entrance at Denton Tap Road. The bike path then
traverses north along the east side of Denton Tap Road over the future bridge to
the north side of Denton Creek. The bike path then curves away from the
roadway and traverses to the east along the north side of Denton Creek. The
trail system shown on the plan and exhibits meets the recommended AASHTO
design criteria as follows:
B.
C.
D,
E.
F.
G.
12' typical paved width with 2' fiat clear space.
16' paved width at bridge overpass and under bridge.
Maximum 5% vertical grade,
Minimum 155' horiz. curve radii.
10' vertical clearance beneath bridge.
10' safety barrier over bridge.
Separated from pedestrian paths (non multi-use path).
The above criteria is recommended but can be reduced if situations and
restraints dictate lesser design criteria. The p~an also indicates the location of
pedestrian walkways which are separated from the bicycle path. Also attached
are typical sections indicating the path system at the bridge and at the roadway
embankment. The sections and plans do not attempt to indicate landscaping
and other estectic features.
Several items we would wish to bring to your attention regarding the attached
plan are discusesed below:
Path Impacts on_Parks: The alignment as indicated will substantially
impact the layout of Brown Park East. The aligment could be altered by
stop and turns to illiminate Iooping well into the park. The existing creek
bank is steep on each side and the path elevation at 10' below the bridge
low cord will be in an approximately 8' deep cut exiting the bridge. The
maximum 5% vertical grade on the path and 155 horizontal curve radii will
cause the cut into the bank to extend into treed bank for about 90'
upstream and downstream of the bridge. This will require substantial
removal of trees along the creek bank on the west side of the bridge.
Also expensive retaining walls and barrier fence will be required on the
outside creek side of the path. The path system outside of the bddge
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March 29, 1995
Page 3 of 5
location will not be a part of the Roadway Construction and we
understand the city will attempt to florid this work by an ISTFA grant. The
creek is erosive arid unstable where trees are removed and the retaining
wall foundation along the outside creek side of the path wi{{ probably
need to supported by piers for some of the length.
Path Impacts o._n Priv_ate Property: The path sy stem if crossed to the
north side of Denton Creek will traverse along the Vista Ridge tract. The
path will need to be in the overbank area which is above the 100 year
flood plain- The right-of-way will therefore be within useable property
which we anticipate will be acquired by purchase. The path right-of-way
may be quite expensive to purchase in this location. Consideration may
be given to keeping the bike path along the south sicie of Denton Creek to
another crossing location futhur to the east, A bridge crossing will
ulitmately be needed, however the right-of-way costs may be substantially
tess for an atternate alignment.
Ped_estrian Walkw_avs: The attached plans and sections indicate a 5' to 6'
walkway in all locations except the bridge crossing on the west side of
Denton Tap Road. Since this path will connect pedestrian and slow bike
traffic between two parks, we recommend the crossing over the bridge be
widened to 10' for increased safety. As indicated before, pedestrain
traffic is separated from the high speed bike path. If a under bridge
crossing is required from Brown Park East and Brown Park West, a
separate path approximately 5' wide would be recommended with a
barrier between. This would increase the total bridge length another 6',
Our original anticipated brid, ge span lenth was 160'. Adding one bike trail
would increase the lenght to 166' and addition one bike trail and a
pedestian path would increase the length to 172'.
II- ADDITIONAL .COSTS
The path systems extended beyound the underpass beneath the bridge and the
overpass at the bridge are not incuded in the costs provided. Costs for the path,
retaining walls beyond the bridge, excavation, and widened roadway
embankment are not included. You had asked us there was a way to design the
bridge so the path could be added to the side as a cantelivered situation. We
looked at this option and a method can be accomplished by adding a triangular
thickened section to the outside edge of the outside coilurn and internal cross
members between coilurns. This option would look gaudy and another method
with similiar costs can be accomplished, We would suggest installing two
additional columns with the main bridge construction and widening the interior
bridge bents as shown on the attached bridge section. The "l" beams, deck, and
MAR ~c' 95 09:08AM WIER & ASSOCIATES
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' ~-' ~en Griffin, P.E.
.~ :~, ~j4-093
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March 29, 1995
Page 4 of 5
barrier for the bike path could be added in the future. Our cost estimates are
provided below which include a phased path crossing at the bridge and the cost
to install the bike path with the roadway bridge.
Option "A" provide for path crossing over bridge in future:
1. Extend bridge lenght 6' for bike path ...... $23,000
2. Barrier rail vs pedestrian trail ........................2,400
3. Wider trail beneath bridge 1,600
4. Extra piers and bent for future trail ......... 18,200
$45,200
Option "B" provide path crossing with roadway bridge in current
construction:
2.
3.
4.
Extend bridge lengh 6' for bike path .................$23,000
Barrier rail vs pedestrian trail .......................2,400
Wider trail beneath bridge 1,600
Widen bridge 17' for bike path .....................93,600
$120,600
The above costs exclude extending the bridge length an additional 6' in
length to allow for a pedestrian walkway along the edge of the bike path
which would cost an additional $23,000- Also, the above costs do not
include widening the roadway embankment for the bike path for either
option. The embankment widening wi!{ require import of offsite material
which we estimate will cost approximately $8.00 per cubic yard. We
estimate the additional embankment to cost $20,500. This cost can be
delayed however the slope should not be landscaped in this area since it
would be removed in the future to add the embankment.
MAR 3~ 95 09:08AM WIER & ASSOCIATES
~- '-',en Griffin, P.E. ,A #g4-0gS
P.
March 29, 1995
Page 5 of 5
Ken we hope this information will help the city make decisions regarding bike
path location and design. Please call me if you have any questions.
Very truly yours,
ULYS LANE II!, P.E., R.P.L.S-
Executive Vice President
WIER & ASSOCIATES, INC.
UTL:ckw
Rick Wieland
Karl Bebberstein
Michael Cart
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