ST9904-CS 970314 TxDOT S.H. 121 TASK FORCE REPORT
Note: Section numbers in narrative below correspond
drawings.
March 14, 1997
to numbers on
121 CAPACITY IMPROVEMENTS (STAGE I)
Section 1:
B. Section 2:
De
Tarrant/Dallas County Line to North of
Denton Creek (4-lane divided highway
with 2-lane frontage roads)
Completed -- July 1992
North of Denton Creek to I.H.
lane divided highway)
(CSJ 0364-03-078 & 0364-03-077)
35E (4/6
Completed ~- November 1993
Section 3: I.H. 35E to East of
divided highway)
F.M. 1171 (6-lane
Section 4:
Completed -- June 1991
East of F.M. 1171 to East of the
Fork of the Trinity River (bridges)
Elm
Completed -~ July 1988
Section 5:
East of the Elm Fork of the Trinity
River to West of the Burlington Northern
Railroad (4-lane divided highway)
(CSJ 0364-03-042)
Completed -- February 2, 1994.
Crider Road Project (0364-03-079)
Completed -- September 1995
Section 6: West of the Burlington Northern Railroad
to East of Legacy (4-lane divided
highway)
(CSJ 0364-03-043)
Completed -- March 29, 1994
Section 7:
East of Legacy to East S.H. 289
divided)(including the S.H.
intersection)
(CSJ 0364-04-028 & 0364-04-032)
(4-lane
289
Section
1.
Completed -- May 3, 1995
S.H. 289 tO U.S. 75 (4-lane divided)
(CSJ 0364-04-022)
The Dallas District requested that this project be
elevated to Priority 2 authority in the 1996
Project Development Plan (PDP) Update as well as
the 1997 Unified Transportation Program (UTP). The
project was not selected by the Commission under
either of these programs. Therefore, Jay Nelson,
P.E. (Dallas District Engineer) has programmed
this project using Category 11 which is a 10 year
programming authority given to the District
Engineers to develop district discretionary
projects. This allows the Dallas District to
proceed with plan development and right-of-way
acquisition.
Work on the Draft 1998 UTP is currently underway.
The TxDOT districts have updated project data on
the mainframe for all NHS and candidate NHS
projects. Austin re-ranked these projects in
February, 1997. The project was not selected to
move up to priority 2 on the tentative lists
received.
This project is still a candidate for
-- National Highway System Mobility.
Category 3A
II.
4. EA clearance is expected in May, 1997.
The updated
$28,000,000.
Estimated
S.H. 121 (SPUR 553) LEWISVILLE BYPASS
(See attached for right of way status)
A. Section 9:
Construction Cost:
(STAGE I)
North of Denton Creek to Denton Tap Road
(3-lane frontage roads)
(CSJ 3547-03-002 & 3547-02-003)
This project let on July 10, 1996 and J.D. Abrams,
Inc. Was the low bidder with a bid of
Texas Transportation
contract at their meeting
$14,581,681.91. The
Commission awarded the
in late July.
Construction began on October 7,
1996 and is(23% ~
Bo
complete. Time charges have resumed -on this
project and completion is expected in 26 months.
Section 10:
Denton Tap Road to Lake vista (3-lane
frontage roads)
Completed -- 1988
Co
Section 11:
Lake Vista to I.H.
roads)
(CSJ 3547-01-002)
35E (3-lane frontage
traffic on June 1, 1996.
Opened to
Section 12: I.H. 35E to Existing S.H. 121 Near F.M.
544 (3-lane frontage roads, freeway
constructed where frontage roads are not
proposed)
(CSJ 3547-01-004)
This project let on January 9, 1996 and Brown &
Root, Inc. was the low bidder with a bid of
$45,502,101.11. The Texas Transportation
Commission awarded the contract at their January
25, 1996 meeting.
The pre-construction meeting was held on March 7,
1996 and construction began on April 29, 1996.
Construction will take 36 months.
Construction is 18% complete and the anticipated
completion date is July 1999, a small delay due to
recent rains.
III. S.H. 121 FREEWAY IMPROVRM~NTS (STAGE II)
A. Section 13:
Tarrant County Line to North of
Creek (conversion to freeway)
(CSJ 0364-02-017 & 0364-03-064)
Denton
1. This project is currently listed as a Long Range
~ , Project (LRP) . ~ ,- · ~,,~ · .... ~ ' -
2. Candidate for Category 3A - - National Highway
System Mobility.
3. Estimated Construction Costs:
CSJ County From TO Cost
0364-02-017 Dallas Tarrant CL Denton CL $16,000,000
0364-03-064 Denton Dallas CL Denton Crk $ 3,000,000
Total $19,000,000
Section 14:
Existing S.H. 121 Near Denton Creek
Existing S.H. 121 Near F.M.
(Lewisville Bypass)(Mainlanes)
(CSJ 3547-03-003, 3547-02-004, &
3547-01-005)
1. LRP
2. Candidate for Category 3A
System Mobility.
3. Estimated Construction Costs:
status for this project has been received.
National
to
544
Highway
CSJ County From To Cost
3547-03-003 Denton SH 121 Dallas CL $ 5,500,000
3547-02-004 Dallas Denton CL Denton CL $12,600,000
3547-01-005 Denton Dallas CL FM 544 $73,500,000
Total $91,600,000
Section 15: F.M. 544 to U.S. 75
(Mainlanes)
(CSJ 0364-04-023, 0364-04-024,
0364-03-066, & 0364-03-067)
1. LRP status for CSJ'S 0364-04-024 & CSJ 0364-03-066
has been received. CSJ's 0364-04-023 & CSJ 0364-
03-067 have not received UTP priority 2. However,
the District has programmed these under
discretionary category 11, similar to section 8
above, so as to allow project development to
proceed.
2. Candidate for Category 4E -- STP Urban Mobility or
Category 3A -- NHS Mobility.
3. Estimated Construction Costs:
CSJ County From To Cost
0364-03-066 Denton FM 544 FM 423 $ 5,209,593
0364-03-067 Denton FM 423 Collin CL $11,832,535
0364-04-023 Collin Denton CL SH 289 $ 6,656,163
0364-04-024 Collin SH 289 US 75 $48,494,116
Total $72,192,407
4
RIGHT-OF-WAY STATUS S.H. 121 BYPASS
March 14, 1997
S.H.121 Bypass:
(Section 9) TO
Outstanding Issues:
From Denton Creek
Denton TaD Road
1. Utilities to be relocated:
a.) TU Electric
(June 1997)
II.
S.H. 121 Bypass:
(Sections 10, 11
& Part of 12)
Outstanding Issues:
From Denton Tap Road
TO The Elm Fork of the Trinity River
(including S.H. 121 -- I.H. 35E
Interchange)
None
III ~
S.H. 121 ByDass:
(Part of Section 12)
Outstanding Issues:
From The Elm Fork of the
Trinity River
To F.M. 423
None
5
SH I 1 4 MIS News
WHAT'S NEW ~
Newsletter
Created
[elcome to the first iesue of the SH
114 MIS News. This effort is to
inform MIS pedicipants,
govemmect agencies, and the general public
on activities connected to the Major
investment Study process. Quarterly
newsletter mailings will be sent to all
participants. Newsletter contents will not
often concentrate on technical information.
Instead the focus wirl be on keeping abreast
on the study's current issues and delivering
information on upcoming activities.
Joe A~ed, Planning Engineer for the
Texas Department of Transportation-Fort
Worth, is the publisher of SH 114 MIS
News. He challenges participants to supply
the newsletter with story topics that may be
of interest to readers
(PAST EVENTS
December
TC Meeting
[]est Decamber's meeting of the
Technical Committee planned the
pathway to the next series of kick-off
mestings. A series of two meetings in one
day was suggested by Dan Lamers,
Principal Transportation Engineer at the
North Centrat Taxes Council of
Governments (NCTCOG). The first meeting
to be held in the afternoon will be for the
benefit of informing non-transportstion
officials in the study area of the need for the
study. The second meeting will be held that
evening. The audience will include private
interest groups, civic groups, and the general
public
Feedback concerning the need for
transportation improvements will be ~..olioited
from the attendees at each meeting.
General information on transportation issues
in the corridor will be presented at both
meetings. Congestion, environmental, and
economic concerns ara the key subjects that
will be delivered
The date for the meetings has not yet been
determined. The ~three W's (where, what,
and when) need resolving before
advertisements for the meetings can be
placed. Joe anticipates an April date will be
announced in March.
The technical committee wilt not likely meet
before the upcoming kick-off meetings. The
few issues that need resoiving can be
handled by TxDOT and NCTCOG.
Questions and requests concerning the
study can be made directly to Joe Atwoocl.
Please make all inquiries in written form and
direct them to:
SH 114/SH 121 MIS
c/o Texas Dept of Trans
PO Box 6868
Fort Worth, TX 76115~0868
attn: Joe Atwood
or e-mail to:
shl 14mis@mailgw.dct.state.tx.us
Yes! There is an e-mail address specifically
for input to this study. Up ahead, there will
be a World Wide Web page dedicated to
this study as well.
"TECHNICAL CORNER
Why have a
Study?
o make sure that federal tax money
is being spent wisely on
transportation projects.
In all urban areas, federal regulations require
that a major investment study be performed
wherever the need for a major metropolitan
investment is identified and federal funds are
potentialty involved. A MIS will be initiated in
each corridor or subarea where one or more
elements of the regional transportation
planning process identify the need for
additional transportation system capacity.
This need is exemplified by placement of a
muiti-million dollar highway improvement
project in the Unified Transportation
Program. In the kick-off meeting held for
transportation officials last Se~ember, need
was demonstrated by reviewing slides of
anticipated congestion from the Mobility
2010 network model. The stides attempted
to convey the predicted levels of congestion
in the corridor. You may recall from the
slides that in 1995 the corridor's mobility was
at or near capacity Whereas, in 2010the
corridor directly north of DFW Airport will
operate with delays since the travel demand
will exceed the corridor's capacity.
Due to the anticipated enormous investment
required for the corridor improvements,
TECHNICAL CORNER '~
Network
Maps Due
ransportation network maps are a
vital link for modeling any
transportation improvements to a
corridor study. Network maps were mailed
last February to the city managers of all
incorporated cities surrounding the study
ares. if you have not seen the maps, contacl
Joe and let him know right away.
Please remember to review the maps and
make redlines as described on the cover
letter. NCTCOG will input your noted
changes to the base models. In the
upcoming months the public invotvement
process will produce transportation
alternatives for evaluation. Comparison of
alternatives with NCTCOG's updated base
model will yield the most accurate
information for decision making. Simply
said, your input enhances the major
investment atudy's viability.
Figure 2 - the recommended MIS option
federal funding will baa major factor in project development. Updated
Bcth the Intermodal Surface Trensportation Efficiency Act of 1991 (ISTEA) and the final Technical
roles for me~ropolitsn transpottation planning stress the importance of proactive public
in',~:,iveslent in trenspurtation decision-making, especially in a MIS. The level of public Committee
involvement during a MIS should be extensive in order to inform the public and solicit
necessary input throughout the study process. At a minimum, the public should have the ~ ere is the most recent list of the
opportunity to comment on the proposed study methodology, the concepts and altemetivesM technical committee members as of
to ba conatdered, any decisions resulting in the scrsening of concepts and altornativas, , March 18, 1997:
and the selection of a locally preferred alternative. In many cases it may be beneficial to
involve the public more actively as members of focus groups, tssk forces, or advisory Mr. Don Williams, Mr. Jerry Hodge, Mr. Bob
commlttses. This app~'oach makes the public part of the decision-making structure and Price, Mr. Bob Whitehesd, Mr. Robert
ensures that the process is open and responsive to the community. Jenkins, P.E., Mr. John Mack, P.E., Mr Ron
Carriker, P.E., Mr. Gustavo Basz, Mr. Dan
Lamers, P.E., Mr. Joe Atwood, P.E., Mr.
If the MIS requires a draft environmental assessment (DEA) or draft environmental impact Steve Gilbreath, P.E., Mr. Robert Sthpling,
statement (DEIS), all appropriate National Environmental Policy Acts (NEPA) and other Mr. Paul Kruckemeyer, P.E., Mr. Michael
federal requirements as they pertain to transportation projects must be mat. Bamas, Mr. Lyle Dresher, Mr. Tom Dingier,
and blr. Jim Driscoll.
At the kick-off meeting held on September 30, 1996, Joe mentioned pursuing the MIS
along option 2 which outlines a work path where the MIS and NEPA documents are
concurrently pursued. The benefit is a shortened path to implementation of the project
(see figure 2 this page).