HomeMy WebLinkAboutSeptember 10, 2002 Agenda
Agenda 02-030 09/10/02
AGENDA
CITY OF DENTON CITY COUNCIL
September 10, 2002
After determining that a quorum is present, the City Council will convene in a Planning Session
of the City of Denton City Council on Tuesday, September 10, 2002 at 4:30 p.m. in the City
Council Work Session Room at City Hall, 215 E. McKinney, Denton, Texas at which the
following item will be considered:
NOTE: A Planning Work Session is used to explore matters of interest to one or more City
Council Members or the City Manager for the purpose of giving staff direction into whether or
not such matters should be placed on a future regular or special meeting of the Council for
citizen input, City Council deliberation and formal City action. At a Planning Work Session, the
City Council generally receives informal and preliminary reports and information from City
staff, officials, members of City committees, and the individual or organization proposing
council action, if invited by City Council or City Manager to participate in the session.
Participation by individuals and members of organizations invited to speak ceases when the
Mayor announces the session is being closed to public input. Although Planning Work Sessions
are public meetings, and citizens have a legal right to attend, they are not public hearings, so
citizens are not allowed to participate in the session unless invited to do so by the Mayor. Any
citizen may supply to the City Council, prior to the beginning of the session, a written report
regarding the citizen's opinion on the matter being explored. Should the Council direct the
matter be placed on a regular meeting agenda, the staff will generally prepare a final report
defining the proposed action, which will be made available to all citizens prior to the regular
meeting at which citizen input is sought. The purpose of this procedure is to allow citizens
attending the regular meeting the opportunity to hear the views of their fellow citizens without
having to attend two meetings.
1. Receive a report, hold a discussion, and give staff direction regarding regional
transportation issues.
CERTIFICATE
I certify that the above notice of meeting was posted on the bulletin board at the City Hall of the
City of Denton, Texas, on the day of , 2002 o'clock (a.m.)
(P.m.)
CITY SECRETARY
NOTE: THE CITY OF DENTON CITY COUNCIL WORK SESSION ROOM IS ACCESSIBLE
IN ACCORDANCE WITH THE AMERICANS WITH DISABILITIES ACT. THE CITY WILL
PROVIDE SIGN LANGUAGE INTERPRETERS FOR THE HEARING IMPAIRED IF REQUESTED
AT LEAST 48 HOURS IN ADVANCE OF THE SCHEDULED MEETING. PLEASE CALL THE
CITY SECRETARY'S OFFICE AT 349-8309 OR USE TELECOMMUNICATIONS DEVICES FOR
THE DEAF JDD) BY CALLING 1-800-RELAY-TX SO THAT A SIGN LANGUAGE
INTERPRETER CAN BE SCHEDULED THROUGH THE CITY SECRETARY'S OFFICE.
Agenda 02-030 09/10/02 #1
AGENDA INFORMATION SHEET
AGENDA DATE: September 10, 2002
DEPARTMENT: Development Services (Engineering)
CM/DCM/ACM: Dave Hill, 349-8314
SUBJECT
Receive a report, hold, a discussion, and give staff direction regarding regional transportation issues.
BACKGROUND
The Denton City Council devotes one meeting each month to address long range planning issues. The
September 10th work session will address regional transportation issues. City staff has prepared a
white paper titled "Regional Transportation " for Council's review and discussion. The white paper
provides planning, programmatic, and project-specific information that describes Denton's
transportation program and its relationship to the North Texas region.
Representatives of the Texas Department of Transportation (TxDOT), the North Central Texas Council
of Governments (NCTCOG), The North Texas Tollway Authority (NTTA), and the Denton County
Transportation Authority (DCTA) have been invited to participate in the presentations and discussion.
Also, the Chamber of Commerce and interested developers have been invited to attend the session.
OPTIONS
The long range planning session is intended to facilitate Council discussion regarding transportation
program priorities. As a follow-up to the September 10th discussion, Council may want to address
some issues in further detail. The Council Mobility Committee may be the appropriate forum to
develop preliminary strategies for full Council review.
RECOMMENDATION
In reference to the Regional Transportation white paper, staff offers the following observations:
1. The City of Denton has reached a point in its history where its ties to the North Texas regional
economy and transportation systems are stronger than ever. Growth and development activity
outside city limits increasingly affect the efficiency and reliability of Denton's transportation
systems. Population estimates for regional and city population growth indicate that
transportation deficiencies have already impacted citizens' quality of life, and the problem will
become even more severe if current trends continue. Denton should continue to proactively
plan from a regional transportation perspective. Increased funding to support continued
roadway capacity improvements is not likely to fully address regional mobility needs. A multi-
faceted approach involving public transit, congestion management, access management,
improved development patterns, and other tools will be necessary.
2. The City of Denton has aggressively pursued a strong role as a participant in regional mobility
issues. Denton's representation on the NCTCOG Executive Board, and NCTCOG Regional
Transportation Council (RTC), the North Texas Clean Air Steering Committee, the Dallas
Regional Mobility Coalition (DRMC), Transportation Excellence for the 21st Century (TEX-
21), and the NCTCOG Development Excellence Steering Committee is an indication that this
level of commitment remains strong. Regional cooperation is critical if the North Texas region
1
is to have an impact at federal and state levels, and is critical to the development of cross-
jurisdictional partnerships.
3. Transportation project partnerships are critical to address Denton's mobility needs.
Combinations of federal, state, regional, county, and private funds have been critical to
facilitating projects that would otherwise be cost prohibitive for the city to fund. The
leveraging of funds has proven to be a successful strategy that the City of Denton should
continue to pursue.
4. Projected availability of 2004-09 Capital Improvements Program (CIP) funding will fall far
short of anticipated regional transportation project needs. The use of CIP funds to improve
local streets would further limit Denton's ability to create partnerships. Other funding
mechanisms, such as the/¢cent sales tax for local streets maintenance and repair, and
public/private economic development partnerships may need to be considered to expand the
resource base for regional transportation projects.
5. Continued transportation planning will be critical to better decision making and project
prioritization. The roadway capacity analysis to be undertaken by NCTCOG and city staff will
be very helpful in coordinating land use and travel demand projections. In addition, the "route
studies" being prepared for consideration in advance of the 2004-09 CIP bond election should
facilitate community project selections.
6. Pedestrian and bicycle transportation systems planning has been conducted ty the city, and the
plans recognize regional connectivity. Grant opportunities to implement plan
recommendations should be pursued. A recommendation from the 2000-04 CIP Oversight
Committee is to create a dedicated sidewalk fund to discourage diversion cf potential sidewalk
funds to roadway projects.
ESTIMATED PROJECT SCHEDULE
The City of Denton transportation program is a high priority, and an ongoing effort. Specific project
schedules, if applicable, are mentioned in the attached white paper.
PRIOR ACTION/REVIEW
In the past year, city staff has provided project- specific information updates, and has met with the
Council Mobility Committee to discuss several transportation related issues. City Council has acted
formally on numerous occasions to approve program and project implementation activities.
FISCAL INFORMATION
The white paper describes funding issues related to regional transportation.
ATTACHMENTS
"Regional Transportation " White Paper
Respectfully submitted:
t
r
Dave Hill
Assistant City Manager - Development Services
2
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y
DENTON
City of Denton
White Paper
REGIONAL
TRANSPORIOATION
September 10th, 2002
~T( °xr, -)r°{~~irirt~+~!rif oaf TF~d:yy Jcri<+1~~7r` -
DRMC
Created By:
Dave Hill, Asst. City Manager - Development Services
Charles Fiedler, Director of Engineering
David Salmon, Asst. Director of Engineering NTTA
Bernard Vokoun, Transportation Engineer n w, y;,; ~8;,~a~t
Stephen Cook, Planning Policy Coordinator
Jon Fortune, Asst. City Manager - Public Safety & Transportation Operations
Mark Nelson, Director of Airport and Transportation Operations
Stan Nixon, Public Transportation Manager
Jon Pollster, Intelligent Transportation Systems
The Denton City Council has scheduled series of long range planning sessions intended to address high priority community interest %
In preparation for this work session, city staff have prepared this white paper for Council and citizen review. This paper explains th
^e for proactive regional transportation planning
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Reoinnal Tran.snnrtatinn White Paner S"entev her 10' 2002 Pace 1
Table of Contents
Page
Glossary of Terms 3
1. Introduction/ Context 5
2. Regional Surface Mobility Issues 6
3. Local Transportation Policy 10
4. Current Projects: Completed or Underway 12
5. Programmed Roadway Projects 13
6. Regional Roadway Projects: Planning Stages 18
7. Future Capital Project Candidates 19
8. Transportation Studies 23
9. Regional Transit 25
10. Denton Municipal Airport 26
11. Conclusions 27
Attachments
#1: 1999 Federal Gas Tax Rate of Return 28
#2: Denton Mobility Plan: Roadway Component 29
#3: Denton Mobility Plan: Connectivity Component 30
#4: Denton Mobility Plan: Pedestrian & Bicycle Component 31
#5: Denton Mobility Plan: Draft Rail & Trucking Component 32
#6: Mobility 2025 Update: Executive Summary 33
#7: DFW Air Quality Emissions Control Strategy - Summary 53
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ReQinnal Tran.snnrtatinn White Paner S"entev her 10' .2002 Page 2
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Glossary of Terms
[DCTA Denton County Transportation Authority
House Bill 3323 was approved by the 77t" Texas Legislature and signed into law by the
Governor in 2001. The law allows creation of a Coordinated County Transportation Authority in
urban "collar" counties surrounding core counties with populations of 1,000,000 or more, which
includes Denton County. The Denton County Commissioners Court initiated the process to form
the Denton County Transportation Authority in October 2001.
DRMC Dallas Regional Mobility Coalition
The DRMC is a lobbying coalition serving the transportation interests of the eastern half of the
North Texas Metroplex. City and county elected officials, and North Texas transportation
providers address regional and state transportation issues. Mayor Pro Tern Mark Burroughs is a
member of the coalition.
MPO Metropolitan Planning Organization
A federally required planning body designated by the governor and local elected officials as
responsible, together with the State, for transportation planning in an urbanized area with a
population of over 50,000.
NCTCOG North Central Texas Council of Governments
The North Central Texas Council of Governments (NCTCOG) is a voluntary association of local
governments established to assist local governments in planning for common needs,
cooperating for mutual benefit, and coordinating for sound regional development. NCTCOG
serves a 16-county region of North Central Texas that is centered around the two urban centers
of Dallas and Fort Worth. Currently, NCTCOG has 231 member governments including 16
counties, 163 cities, 26 school districts, and 26 special districts.
The NCTCOG Metropolitan Planning Organization for the Dallas- Fort Worth Metropolitan
Area is a collaborative structure of committees and organizations creating partnerships to
address the region's complex transportation needs. Key players in this organizational structure
include:
• The NCTCOG Executive Board, which oversees the administrative funds granted to
the MPO.
• The Regional Transportation Council (RTC), the policy body for the MPO, is
comprised of local elected council members, mayors, county commissioners, and
transportation provider representatives.
• Technical committees that review, comment on, and prepare recommendations for
transportation improvements. The Surface Transportation Technical Committee is
comprised of city transportation professionals and transportation provider
representatives.
• The North Central Texas Council of Governments' Transportation Department,
which provides support and staff assistance to the RTC and its technical committees.
• Citizens of the Region who participate in the planning process through public
meetings, workshops, and Listening Sessions.
NTTA North Texas Tollway Authority
The NTTA is a political subdivision of the State of Texas under Chapter 366 of the
Transportation Code, and is empowered to acquire, construct, maintain, repair and operate
turnpike projects; to raise capital for construction projects through the issuance of Turnpike
Revenue Bonds; and to collect tolls to operate, maintain and pay debt service on those projects.
Reoinnal Transnnrtatinn White Paner S"entev her 10' 2002 Pace 3
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[RTC Regional Transportation Council
The policy body for the NCTCOG MPO, is comprised of local elected council members, mayors,
county commissioners, and transportation provider representatives. Mayor Pro Tern Mark
Burroughs serves as Denton's RTC member.
IP State Implementation Plan
The State Implementation Plan (SIP) is Texas' plan for complying with the federal Clean Air Act.
The SIP consists of narrative, rules, and agreements used to describe the strategy intended to
demonstrate conformty with federal air quality regulations. There is only one SIP for Texas,
which is constantly revised. The Texas SIP, like that of all states, is required by federal law.
STTC Surface Transportation Technical Committee
The STTC is a technical committee that supports MPO functions, and is comprised of city
transportation professionals and transportation provider representatives. City of Denton Traffic
Engineer Bernard Vokoun serves as a member of this committee.
TIP Transportation Improvement Program
The TIP is a document that serves as the mechanism for project selection of those
transportation projects included in the Metropolitan Transportation Plan. The TIP includes
those travel demand management components such as vanpooling and rideshare programs.
TEX-21 Transportation Excellence for the 21St Century
TEX-21 is a statewide coalition whose purpose and goal is to work with local, regional, state,
national, and international leaders in order to find comprehensive and innovative solutions to
transportation issues facing Texas. Mayor Pro Tern Mark Burroughs serves as a member of
TEX-21.
TxDOT Texas Department of Transportation
The Texas Legislature established the Texas Highway Department in 1917 to administer federal
funds for highway construction and maintenance. Its responsibilities increased in 1975 when
the Legislature merged the agency with the Texas Mass Transportation Commission to form the
State Department of Highways and Public Transportation. In 1991, the Legislature combined
the State Department of Highways and Public Transportation, the Department of Aviation and
the Texas Motor Vehicle Commission to create the Texas Department of Transportation
(TxDOT).
UPWP Unified Planning Work Program
A federally required budgeting document developed annually by NCTCOG in cooperation with
the transportation providers and local governments for coordinating and outlining transportation
and air quality planning in the region.
UTP Unified Transportation Program
The Unified Transportation Program (UTP) is a 10-year statewide funding plan for
transportation project development. The program is updated annually by the Texas
Transportation Commission, a three-member commission appointed by the Governor.
Reoinnal Transnnrtatinn White Paner S"entev her 10' 2002 Pace 4
1. Introduction/Context
A short drive on Interstate 35E from Dallas to Denton Denton ranks among the top ten cities in the area to
quickly reveals that urbanization of the region has gain population in the past year. Growing at a
spread significantly northward. The Dallas-Ft Worth conservative projection of approximately 5% per
Metroplex has experienced growth since the late year, Denton is likely to remain one of the top ten
1940s, when air-conditioning, improved roads and growth cities throughout at least the next 5 years.
favorable economics attracted increasing investment.
Recently, population, housing and employment
estimates have shown significant regional increase
throughout the 1990s and have continued to grow
despite the recent economic downturn. 2002 87,227
The increasing number of residents translates to 2003 91,588 4,361 5%
increasing demand on regional and local 2004 96,167 4,579 5%
transportation systems. In order to accommodate 2005 100,976 4,809 5%
current and future travel demand in North Texas, 2006 106,025 5,049 5%
and in the City of Denton, it is necessary to view 2007 111,326 5,301 5%
transportation from a regional perspective and how Source: City of Denton Planning and Development
specific projects in Denton influence regional
mobility. The dramatic growth of the region and the city will
have sgnificant accessibility, mobility, and economic
Population Increase - Texas is currently the implications. If current travel trends continue, this
fastest growing state in the nation, growing at twice translates into more travel resulting in increased
the national average. Texas' population is projected traffic congestion and negative air quality impacts.
to nearly double from 16,986,510 in 1990 to These trends include: increases in automobile
31,389,565 in 2030. The state has 77,000 centerline ownership, drive alone travel, and "urban sprawl",
miles on the state maintained system. TxDOT resulting in more and longer trips. Unless a way to
estimates that funding availability will be less than modify the travel characteristics of the residents of
40% of what is needed to adequately serve traffic the region is found, an already overburdened
demand. Texas is ranked 47th in the nation in transportation system will have to absorb this
realizing its return of 1999 federal gas taxes (see increase in travel.
Attachment #1).
According to the North Central Texas Council of Projected congestion levels in the region, comparing
Governments, since January 1, 2001 the region has 1995 to 2025, are a significant concern. The
added 152,750 persons. The total estimated NCTCOG maps shown below show the extent to
population for the area is now 5,568,150. The region which congestion will spread, even when taking
has averaged over 150,000 new persons every year projected transportation funding available in the next
for the past three years and marks the sixth 35 years into account.
consecutive year that population increase has been
over 100,000.
7-Op 10 citics
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uNorth Texas: Top 10 Growth Cities, 2001-02 NCTCOG Map Identifying Areas of Moderate and
Severe Peak Congestion as of 1995
Reoinnal Tran.cnnrtatinn White Paner S"entev her 10' 2002 Pace 5
2. Regional Surface Mobility Issues
t- i i r m
202 tion L_-vel The state and region face several issues that will
affect how regional transportation is planned, funded
and maintained. These issues stem from
policy
st, changes at the federal, state and local levels:
Access Management Rules - The Texas
Department of Transportation is currently considering
s t new rules to govern how properties along state-
maintained roads are to be accessed. These rules
would affect curb cuts, driveway lengths, median
openings, traffic signal spacing, and frontage roads.
The purpose of access management is to reduce the
effect turning movements have on the flow of traffic
NCTCOG Map Illustrating Projected Peak and to remove turning volumes and queues from
Congestion Levels by 2025 main lane traffic. Turning movements slow main lane
speeds and create points of conflict, increasing the
Mobility 2025 Update potential for accidents.
The North Central Texas Council of Governments
Mobility 2025 Update contains plans, programs,
policies, and projects aimed at balancing
transportation and land-use decisions in a way that
accommodates growth while minimizing negative
transportation, air quality, and community impacts.~
Mobility 2025 Update balances the goals of the
region through a diversified approach of short and
long-range modal improvements. An Executive
Summary of the Mobility 2025 Update, published by
the NCTCOG, is included in Attachment #6.
Denton actively participates in regional planning and
programming. Mayor Euline Brock represents the City
of Denton as a member of the NCTCOG Executive
Board, and as a Steering Committee member on the
newly formed NCTCOG Center of Development
Excellence (CODE). Mayor Pro-Tem Mark Burroughs
represents the City of Denton as a member of the
NCTCOG Regional Transportation Council (RTC), the
Dallas Regional Mobility Coalition (DRMC), and TEX-
21, three bodies that address mobility issues at
federal, state, and regional levels to participate in the
development of transportation policies and funding
programs.
Denton has taken a proactive local stance in
programming capital improvement projects,
implementing development standards, and Conflict Reduction through Median Construction
supporting multFmodal forms of transportation. Implementation of this program will affect the
Recent efforts are intended to plan for an efficient location of local cross-streets, the interaction of land
and effective local system, and to facilitate uses to state facilities and the review period for
connectivity to the rest of the region. developments accessing state facilities. Recently, the
Governor has asked the TxDOT Transportation
Commission to conduct further analyses of the
Reoinnal Transnnrtatinn White Paner S"entev her 10' 2002 Pace 6
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[implementation oposed access management standards, allowing for Dedicated utility zone -water, electric, natural
ore input from Texas communities prior to gas, petroleum, fiber optic and
of the rules. telecommunications
Dimensions - the corridors will be
rans Texas Corridor Plan As outlined by approximately 4,000 miles in length and up to
overnor Perry, the Trans Texas Corridor Plan 1,200 feet wide
presents a new vision for transportation in Texas.
Specifically, the plan provides a design concept,
identifies four priority corridor segments, details the
financial tools that will make it happen, and
addresses the f
importance of public-private
partnerships. Finally, it presents an action plan for
the first steps in implementation.
Vision - To advance Texas on a new multi-use,
statewide transportation corridor that moves people
and goods safely, efficiently and more reliably,
improving our quality of life.
Challenge - To prepare Texas for the future by:
Providing a safer, faster and more reliable
means for people to travel across the state.,
• Reducing congestion
• Safely transporting hazardous materials Trans Texas Corridor Concept Map
• Reducing air pollution
• Creating a transportation system to support
economic growth Unified Transportation Plan (UTP) -The State of
Elements - Texas will be changing the funding categories and
• Roadways definitions as part of the restructuring of the Unified
o Passenger vehicle lanes - three Transportation Plan. Former "Priority 1" and "Priority
separate 12-foot lanes in each 2" projects will be combined into a prioritized project
direction category, an action that may result in less than
o Truck lanes - two separate 13-foot strategic selection of Priority 2 projects, may delay
lanes in each direction Priority 1 projects listed in the 2002 UTP, and cause
problems with upcoming federal transportation
legislation. This action may delay other regionally
„ • . significant projects not previously listed in Priorities 1
- or 2 until 2014.
- To address this UTP change, the NCTCOG has
proposed a partnership of funding with TxDOT to
fairly allocate funds for Priority 1 and 2 projects in
the 2003 UTP. The Regional Transportation Council
will commit $250 million in Surface Transportation
Program funds to the partnership. Corridor definitions
for thoroughfares and re-establish staged
Conceptual Drawing of Tran Texas Corridor construction for freeways and critical right-of-way
Rail component (each has two tracks, one in would be maintained, and a $2.0 billion partnership
program in Dallas-Ft Worth would be created that
each direction): would expedite several regionally significant projects
o High speed passenger rail that would otherwise have been delayed by the
o Freight rail
o Commuter rail restructuring of the UTP.
ReQinnal Transnnrtatinn White Paner S"entev her 10' .2002 Page 7
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Urban Area Designations - Recently, the US
Bureau of the Census designated Denton-Lewisville
and the City of McKinney as official "Urbanized
Areas", separate from the greater Dallas/Ft
Worth/Arlington area.
LEGEND
i
An Urbanized area is delineated as continuous
developed area with a"`-' ` 0"
population greater than
~ f~UdJtr;,t~~
50,000. These designations affect how federal
funding is allocated to fund transportation
improvement projects.
The Denton-Lewisville area has moved into the
200,000+ population category and, as a result, is no
longer eligible for Section 5307 operating assistance,
funding for transit service. However, the designation
does make Denton-Lewisville eligible for federal
Surface Transportation Program - Metropolitan
Mobility (STP-MM) formula funding. The Regional NCTCOG Map Illustrating Changes from 1990
Transportation Council has requested that the Census Urbanized Areas to 2000 Urbanized Areas
Bureau review the designation for the Dallas/Ft
Worth area and has requested Congress to
reexamine the criteria used to determine urbanized
area boundaries. This designation plays a critical role Texas Mobility Fund
in the allocation of federal surface transportation Texas Senate Joint Resolution 16 (SIR 16), also
funding. referred to as Proposition 15, was the constitutional
amendment passed by the 77th Legislature and
approved by voters, which created the Texas Mobility
Fund. Proposition 15 authorizes grants and loans of
money and the issuance of obligations for financing
the construction, reconstruction, acquisition,
® operation, and expansion of state highways,
turnpikes, toll roads, toll bridges, and other mobility
projects. It provides future legislatures with a
number of options to fund the Texas Mobility Fund.
S
These include:
❑ dedication of a set amount from non-
dedicated funds;
❑ dedication of a portion of one or more specific
Y non-dedicated revenue sources; and,
_ ❑ dedication of all of one or more specific non-
dedicated revenue sources.
NCTCOG Map Showing 2000 Urbanized Areas as
Delineated by US Bureau of Census As reflected above, SIR 16 directs that only funds
that are not currently dedicated by the constitution
may be directed to the Texas Mobility Fund. As an
example, this means that no motor fuel taxes and no
vehicle registration fees can be directed to the Texas
Mobility Fund as they are already dedicated by the
constitution to the State Highway Fund.
Reoinnal Transnnrtatinn White Paner Sentev her 10' 2002 Pace 8
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[Hrood, ir Quality Agency (EPA). Pending EPA's final approval of the
r quality is an issue that that affects the entire DFW attainment demonstration State Implementation
orth Texas region, and merits substantial Plan (SIP), the area will have until November 15,
scussion. The Dallas/Fort Worth (DFW) area 2007 to attain the one-hour ozone standard.
onsolidated Metropolitan Statistical Area (CMSA)
cludes 12 counties: Denton, Collin, Dallas, Tarrant, According to the projected emissions inventory, the
hnson, Ellis, Kaufman, Parker, Rockwall, Hunt, four-county DFW ozone nonattainment area will emit
and Henderson. Four of these counties 501 tons per day (tpd) of nitrogen oxides (NOx) by
enton, Collin, Dallas, and Tarrant) hold 2007, not counting the necessary control strategy
onattainment status for ground-level ozone. The reductions. In order to reach the attainment goal of
st of the eight counties are near nonattainment for 321 tpd, the four-county area will have to reduce
ound-level ozone. NOx by 180 tpd. Additional NOx reductions of about
49 tpd from nine neighboring counties in the CSMA
will contribute towards attainment.
Denton Goldin
Tarrant, Hurt One of the controversial emissions control strategies
_71 involved the reduction of diesel emissions from
~ ] ~LL~ Dallas
construction equipment during morning hours.
Parker _ Rockwall Senate Bill 5, approved by the Texas Legislature in
_ Kaufman June 2001, prohibited the use of this strategy,
Hood --11 I"~ offering instead an alternative $133 million funding
program to support diesel economic incentives. The
Johnson Ellis Hend d erson current problem is the lack of funding to support
Senate Bill 5 programs, which threatens EPA
approval of the SIP.
Prior SIP History
The 1990 Clean Air Act Amendments authorized the
EPA to designate areas failing to meet the NAAQS for
ozone as nonattainment and to classify them
Dallas-Fort Worth according to severity. The Dallas/Fort Worth area
Consolidated Metropolitan Statistical Area was classified a "moderate " nonattainment area and
was required to demonstrate attainment by
County judges in each of the 4 non-attainment November 1996. A SIP was submitted with controls
counties were asked to appoint 3 members to a focused almost entirely on volatile organic
regional Clean Air Steering Committee in August compounds (VOCs); this SIP failed to help the DFW
1999. The final selection consisted of 3 county area reach national air quality standards by the
judges, 4 council members, 4 business deadline. As a result, the EPA reclassified the DFW
representatives, and 1 former chamber of commerce area from "moderate" to "serious," resulting in a new
chairperson. To add to the 12 members appointed by attainment deadline of November 15, 1999.
the county judges, the Greater Dallas Chamber of
Commerce, Fort Worth Chamber of Commerce, and The DFW area also failed to reach attainment by the
North Texas Commission (a regional "chamber of November 1999 deadline. In the final attainment
commerce") were asked to appoint one member demonstration SIP adopted by the TNRCC in April
each for a total of 15 members. One representative 2000, the importance of local NOx reductions as well
from each of the 8 surrounding counties was later as the transport of ozone and its precursors from the
added. The North Central Texas Council of Houston/Galveston area were taken into account.
Governments (NCTCOG) provided staff support to the Based on photochemical modeling demonstrating
Steering Committee. Mayor Pro Tern Mark Burroughs transport from Houston/Galveston, the agency
serves as a member of the committee. requested an extension of the DFW attainment date
to November 15, 2007, the same attainment date as
The DFW area is classified as a "serious" ozone for Houston/Galveston.
nonattainment area by the Environmental Protection
Reoinnal Tran-snnrtatinn White Paner S"entev her 10' 2002 Pace 9
F al Transportation Policy residents will choose to use them as a primary source
of transportation over the usual single-occupant
obility Plan /Development Code vehicle. Creating a split among various transportation
e past five years, Denton has made modes reduces the need to consistently fund
strides forward in providing regulations increased capacity on congested roads.
es that promote regional connectivity and
ility. The Denton Development Code and A final element of Denton's Mobility Plan, available at
p provide a managed system of land uses the current time in draft form only, is the Rail and
and population densities by geographic location. This Trucking Component (Attachment #5). As work
permits the development of "build-out" population, continues on this component, issues such as
housing and employment projections, which in turn commuter rail, hazardous materials routes, rail
allow an assessment of future trip generation. As crossing safety, intelligent transportation system
part of the approved NCTCOG Unified Planning Work (ITS) coordination, and truck route designations will
Program (UPWP), a study will be conducted to gauge be addressed.
the capacity of Denton's Mobility Plan improvements Regional Participation
to support the recently implemented Denton City staff also participates in regional activities in
Development Code. This analysis will be used to concert with City Council activities. A city staff
coordinate land uses and the city's transportation representative serves on the NCTCOG Surface
system, will assist Capital Improvements Program Transportation Technical Committee (STTC), which
decision-making, and will also evaluate alternatives supports the NCTCOG Regional Transportation
to costly road expansions and extensions. Council (City of Denton representative is Mayor Pro
Additionally, the Denton Mobility Plan and Tern Burroughs). A city staff member serves on the
Connectivity Plan Component (Attachments #2 and NCTCOG Development Excellence Technical Advisory
#3) provide a framework that guides the integration Board, which is an advisory committee that supports
of new development into the city's current and future the NCTCOG Development Excellence Steering
transportation needs. Traffic impact analyses gauge Committee (City of Denton representative is Mayor
the impact of new development, based on land use, Euline Brock).
density, and site design. Primary goals are aimed at As regional growth reached Denton, increasing levels
safe and adequate access, provision of roadway of regional traffic have impacted city streets
capacity proportional to the traffic generated by the significantly. As demonstrated by several planning
site, and proper connections to existing roadways activities and participation in regional transportation
that limit the negative impact on the functionality of organizations, the City of Denton has acknowledged
the existing and future road network. and supported the need to work with other North
The roadway component of the Denton Mobility Plan Texas entities to address transportation needs that
focuses on future functional classes of collectors and extend well beyond city limits.
arterials, intended to provide safe travel and
adequate capacity to move people and goods within City Council Mobility Committee
and through the community. The Denton City Council established the Council
Mobility Committee in 2001, in recognition of the
The connectivity component requires strategic need to address transportation policy matters and
roadway linkages between independently developed issues. Current members of the committee are
sites. Connections between subdivisions or Mayor Brock, Mayor Pro Tern Burroughs, Council
subdivision lots link access to the impacted roadway Member McNeill, and Council Member Montgomery.
network. A connected series of developments The committee meets on an "as-needed" basis, and
facilitates more efficient mobility, provides better has provided direction to staff regarding funding
flexibility for emergency response vehicles, and proposal priorities, Mobility Plan amendments, and
reduces traffic on the arterial system by facilitating capital improvements strategies. The committee also
internal circulation. provides a forum for staff briefings regarding issues
The City of Denton Pedestrian and Bicycle likely to surface for the full Council, allowing
Component (Attachment #4) is another element of sufficient time to review and discuss technical
the Mobility Plan, and is integrated with the NCTCOG information.
regional bicycle mobility plan. As these types of
facilities are constructed and improved, more
ReQinnal Transnnrtatinn White Paner S"enterSher 10' 2002 Page 10
-17
Capital Improvements Program As shown in the previous table, $10 million of the
The City of Denton 2000-04 Capital Improvements $17 million in the CIP was specifically designated for
Program, approved by the voters on January 15, projects with associated "regional benefits". The
2000, authorized $34 million for transportation, policy adopted, which was very successful, was to
library, and parks capital projects. About half of the provide city funding in instances where participation
funding, $17 million, was devoted to transportation: would spark or leverage county, regional, state,
and/or federal investment. The table below shows
« . . a a . ' - « • that for every city dollar spent on these projects, the
• ° • • return on investment was about ten dollars.
1999-2000
Brinker Road $900,000
Traffic Signals 200,000
Paving / Sidewalks / Bikelanes 500,000
Bonnie Brae 250,000 City Construction
Fry Street 250,000 Project Participation Fundin
$2,100,000 US 77 $2,300,000 $13,100,000
2000-01 Elm/Locust Resurfacing 250,000 860,000
Traffic Signals $150,000 US 380 West 250,000 7,000,000
Hickory Creek Road 750,000 East Loo 288 Expansion 600,000 13,720,000
Paving / Sidewalks / Bike Lanes 500,000 IH-35E Ramp Reversals 750,000 2,000,000
US 77 1,450,000 - Brinker & Wind River
Loo 288 Phase I 1,000,000 US 377 1,000,000 10,000,000
Widening FM 2181 250,000 FM 2181 809,000 15,200,000
Windsor Interchange 500,000 FM 2499 500,000 8,200,000
Miscellaneous Paving 1,000,000 Hickory Creek Road 750,000 2,250,000
$5,600,000 Total $7,209,000 $72,330,000
2001-02
Traffic Signals $150,000 As the CIP Oversight Committee nears the end of the
Paving / Sidewalks / Bikelanes 485,000 current bond program, two observations were made
$635,000 by its members: (1) in some cases, funds were
2002-03 diverted from selected projects (such as FM 1830
Traffic Signals $150,000 and the West Loop 288 Extension) to expedite higher
Ramp Reversal (Lillian Miller/288/I-35E) 500,000 priority projects (such as the East loop 288
Pavia Sidewalks Bikelanes 515 000
Fort Worth Drive 1,000,000 Expansion and FM 2181), resulting in frustration that
McKinney Street (FM 426) 250,000 important longer-term projects were delayed, and (2)
US 380 (US 77 to I-35E) 250,000 some sidewalk funding was diverted to roadway
Airport Control Tower 500,000 projects, again in deference to higher priority
Mass Transit Initiatives 225,000 roadway projects.
Miscellaneous Paving 1,500,000
$4,890,000 Local Streets IACent Sales Tax
2003-04 The Denton City Council recently conducted a long-
Traffic Signals $150,000 range planning work session to discuss pavement
Paving / Sidewalks / Bikelanes 500,000 maintenance, rehabilitation and reconstruction of
US 377 Alternate (US 377 to I-35W) 1,900,000 local streets. A ten-year program increasing local
Loop 288 (Phase II) 250,000 streets resource levels from $2.6 million per year to
Land Acquisition - Airport Runway 220,000 $5.3 million per year was recommended to address
FM 2499 500,000 street maintenance needs before total pavement
FM 1830 300,000 failure occurs. The decision to call for a 1/4-cent sales
$3,820,000 tax election to fund pavement repair and
2000-04 CIP TOTAL $17,045,000 maintenance was deferred pending further analysis.
Possible use of this funding mechanism will impact
TOTAL: REGIONAL PROJECTS $10,050,000 future funding availability for regional transportation
partnership projects.
ReQinnal Transnnrtatinn White Paner S"enterher 10' 2002 Page 1 1
-17
Projects:
ed or Underway
st year, several significant roadway
FCOM
been started and/or completed. Two
s (Elm/Locu
st and US 77) are the
y / TxDOT partnerships
US 77 North
Construction began on this project in May 2002. The
Elm/Locust Resurfacing City has completed most of the required utility
The City has completed curb and gutter repairs and relocations. Drainage culverts have been installed
utility replacement. The resurfacing work has been along Locust. TxDOT is approximately halfway
completed. The City has completed resurfacing through with the pavement reconstruction of Locust
around the Downtown Square. from Orr Street to Windsor. Initial grading has begun
on the widening of US 77 from Orr to Loop 288.
T
US 77 North Reconstruction
Elm/Locust Street Resurfacing Area
Nottingham Crossing and Extension to Audra
The city has completed this project. The railroad
crossing was opened to public in February of 2002.
The reconstruction of Audra Lane is complete.
Local Streets Maintenance and Repair - The
` City continues to maintain and repair local streets
through crack sealing, micro seals, surface overlays
and reconstruction projects. Recent thoroughfare
improvements include:
• Windsor Reconstruction from Bonnie Brae to
Hinkle Drive
• Oak/Hickory Resurfacing Overlay from Elm
` Street to Bonnie Brae
Nottingham Crossing and Extension to Audra Lane
ReQinnal Tran.annrtatinn White Paner S"enterher 10' 2002 Page 12
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SS. Programmed Roadway Projects
On all sides of the city, programmed roadway
projects are in various stages of progress. All of the
projects identified in this section have received
funding commitments, and are regionally significant US 380 West: US 77 to I-35N
for capacity and/or connectivity purposes. Within the (4 to 6 Lanes)
next five to seven years, construction activity in the 2.4 Miles
City of Denton related to regional roadway $7 million total cost
improvements will reach extraordinary levels. The TxDOT design is currently underway to be
impacts of the improvements will address a majority completed in September 2003
of the federal and state highways, and state farm-to- Funding is authorized to begin construction
market roads that connect Denton to the North
Texas region. upon design completion
US 380 East: Loop 288 to US 77
(2 to 6 Lanes)
• 2.5 Miles
• $12 million total cost
• TxDOT Engineering has been completed.
• Utility relocation is underway US 380 West Expansion Phase
• Construction letting to begin in October 2002
with construction beginning in January 2003
US 380 Far West: I-35N to Wise County Line
(2 to 6 Lanes)
w
• 9.2 Miles
$27.7 million
• Status 2004 Construction start
• Significant safety improvement - concern is
gravel truck traffic
US 380 East Expansion Phase
I US 380 Far West Expansion to Wise County Line
ReQinnal Tran.annrtatinn White Paner S"enterher 10' 2002 Page 1 3
-17
[East Loop 288 Expansion
2 to 6 Lanes)
North Section (US 380 to FM 426)
• 1.4 miles
• $4.82 million total cost
• City contribution $600,000
• City and County initiated engineering in
February 2002
• Construction target date - mid 2003
South Section (FM 426 to IH-35E)
• 2.3 miles
• $8.9 million total cost
• Design begun February 2002
• Construction target date - 2003
• Rail Corridor grade separation issues to be West Loop 288 Extension: I-35N to I-35W
resolved (6 Lane Freeway)
• 7.5 miles
• City has paid $259,000 to County to date for
design work
,.I~ilx'E.FSIiT • City and County have partnered for total of
h71ra;,.r $760,000 on environmental assessment and
i
preliminary design work
• Public hearings to be held on proposed route.
• No funding identified for project yet,
designation as a NAFTA reliever being
explored
ePhase I - IH-35N to US 380 is high priority
truck traffic can be diverted around Loop 288
~`"^1f F instead of IH-35N/US 380 interchange
. I
1 „
r
Loop 288 Expansion
Western Loop 288 Extension
ReQinnal Tran.annrtatinn White Paner S"enterher 10' 2002 Page 14
-17
IH-35E Ramp Reversals
Brinker and Wind River Road Connections
• $2 million in total cost
• Design has begun on both pairs of ramps
• City has reserved $700,000
• TxDOT has committed $1 million
• NCTCOG grant has contributed $295,000
• Project will "reverse" Brinker and Wind River
IH-35E ramp pairs
• Benefits improved access, reduced FM 2181 from Lillian Miller to I-35E/Swisher
congestion, & reduced air pollution (2 to 6 Lanes)
• Target construction date - early 2003 Secured state funding to increase project
from Hickory Creek Road southwards through
~the City of Corinth to Swisher Road/IH-35E
interchange
• City and County have paid $990,000 for
ra,r r~ design services
,~~ar~,E•a s
• Construction funding: County has reserved
$1.2 million, City will contribute $3 million in
4J,? 2002
NVin ,vL
r r'fa,, Preliminary design underway, construction
target date 2003 pending state funding
schedule
IH-35E Ramp Reversals
US 377: I-35E to Kansas City Southern RR m
(2/4 Lanes to 6 Lanes) • 1.4 Miles r
• Cost estimate not available, no construction
r y
funding programmed. T
• City and County: $2 million for design
• RR overpass widening design: contracted in
Spring 2002.
FM 2181 Expansion to Denton City Limits
k
US 377 Expansion
ReQinnal Tran.annrtatinn White Paner S"enter her 10' 2002 Page 1 5
-17
FM 426 (McKinney) Woodrow to Trinitx
(2 to 4 Lanes)
• 3.2 Miles
• Estimated $6 million project; construction
funds available 2004
• Status: TXDOT has begun design work
• Significant traffic relief for Loop 288 and
Mayhill intersections and Ryan High School
traffic
L Hickory Creek Road: FM 2181 to FM 1830
(2 to 4 Lanes, ultimately 6 Lanes)
1.5 miles east of Kansas City Southern RR
(KCS RR)
East section from KCS RR to FM 2181 design
is 95% completed; right-of-way acquisition is
0 R n E underway
• 0.75 miles west of KCS RR
- West section alternatives are under
s~Fac~h examination to keep road section out of
floodway
FM 426 (MclUnney) Expansion City and County partnership ($2.25 million) to
FM 2499, Segment 5: IH-35E/State School be used in design and construction of east
section
Road Interchange to FM 2181
(New 4-Lane Road)
• 3.0 miles
• $8.2 million project _
• Preliminary Design Schematics and
Environmental Assessment have been
completed on this route
• $1 million in City/County partnership
• Construction funding not yet scheduled
1
Ed- J IF, -1
VONTECUO
Hickory Creek Expansion
FM 2499 New Road Construction
ReQinnal Tran-snnrtatinn White Paner S"enterSher 10' 2002 Page 16
-17
FWindsor/ 8 Interchange Western Boulevard: Airport Rd. to US 380
parated Loop 288 interchange (New 4-Lane Road)
ersection will be considered for • Airport Road to US 380
safety concerns • 2.0 miles
ilable for ROW and design • $2.4 million in public/private partnership
$5.1 miion project cost not funded (City - $785,000)
• Traffic and pedestrian analyses to be • ROW acquisition has delayed project,
conducted, public hearings to be held Winter agreement nearing approval
2002-2003 • Important industrial reliever for Airport Road,
better highway access
uw,rv
rL
Windsor Interchange F,
r~
Western Boulevard
US 377 Alternate IH-35W to US 377
(2 to 4 Lanes, ultimately 6 Lanes)
• City partnership with the Vintage developer
• City funding $1.9 million Spencer Road :Woodrow to Loop 288
• Preliminary design complete, ROW (2 to 4 Lanes)
acquisition by developer still pending Retail Development bringing connectivity from
• Bond sale for construction funds to be Brinker Road north
delayed until April 2003 • Capacity improvements to Spencer road.
• Construction target date: 2004 • City ($2.3 million) & Developer ($700,000)
committed to construction partnership
N I
a,
1 .7
y I ~
v
US 377 Alternate
Spencer Road
ReQinnal Tran.snnrtatinn White Paner S"enterher 10' 2002 Page 17
-17
6. Regional Roadway Projects: The Dallas North Tollway - The Dallas North
Planning Stages Tollway (DNT) is the heart of the DNT System. The
DNT is a 21-mile, six-lane thoroughfare of the
Metroplex connecting downtown Dallas to cities in
northern Dallas and southern Collin and Denton
Counties, passing through or along the cities of
IH-35E Major Investment Study (MIS) Dallas, Highland Park, University Park, Addison,
(4 to 8 Main Lanes; 2 to 3 Frontage Road Farmer's Branch, and Plano. Service roads have
Lanes) already been built north of SH 121 in cooperation
23 miles with Collin County and Frisco in anticipation of an
• Lower study (south of lake) to include either extension of the tollway. An environmental
reversible HOV lanes or express lanes. assessment was performed on the proposed
Travel Demand Management, Transportation extension from its current terminus north of Legacy
• System Management (TDM/TSM) and Drive in Plano to US 380 north of Frisco. From
Legacy Drive to Gaylord Parkway, the DNT is
Bicycle/ Pedestrian improvements are being currently under construction. This includes the
recommended. interchange at SH 121.
• Commuter and light rail are being evaluated
in the DART Northwest Corridor MIS. The NTTA periodically evaluates the financial
• The final preferred alternative will go to public feasibility of continued extensions of the DNT to
hearing in 2002/03. TxDOT has indicated points north of SH 121. Frontage roads currently
that construction could begin as early as exist from Legacy Drive just south of SH 121 to FM
2005, subject to available funding. 2934. Collin County is currently constructing one
frontage road from FM 2934 to US 380.
u.
f
S(
_o
Study AreaI
121
NTTA Current System
and Future Extensions
I, TESL R
IH-35E Major Investment Study FM 720 & Lake Lewisville Bridge- This project is
to construct a 41ane divided urban roadway from
Interstate 35E to FM 423 which will ultimately
connect with the Dallas North Tollway. Part of the
roadway will be undivided due to restrictive right-of-
way. The Environmental Assessment for the project
was completed in July. TxDOT will continue to review
the assessment until January of 2003. The North
Texas Tollway Authority is scheduled to begin hiring
engineers to begin plan schematics and estimates in
July-December 2003.
ReQinnal Transnnrtatinn White Paner S"enter her 10' 2002 Page /8
-17
identification of factors that will help in prioritizing
[7s0egnd . Future Capital Project Candidates the relative need for each improvement.
the 2000-04 CIP draws to a close, city staff has Mayhill Road: US 380 to Edwards Road
un preparations for a 2004-09 bond election. (2 to 4 / 6 Lanes; est. $15 million)
urrent estimates indicate that a $30-$35 million Approx 3.7 miles
program will be possible, given the city's • Alternative route: US 380 - FM 426 - IH-35E
current tax rate, and potential transportation projects Relieves demand on Loop 288
are being evaluated to facilitate informed decision- Addresses additional capacity need for Ryan
making. Potential partnership projects for regional High School traffic
roadways such as the Western Loop 288 Extension, Mayhill / Colorado realignment currently
US 377, and FM 1830 will be considered. Recent under construction
successes with East Loop 288, FM 2181, US 380, and
FM 426 indicate that city CIP funds dedicated to
partnerships yield significant leveraging benefits.
City growth has generally progressed from southeast
to the northwest, and as indicated by the projects _
identified in this section, most of the future public
safety and traffic congestion priorities are located in
south and east Denton. In south Denton, travel
demand associated with Teasley Lane (FM 2181) u
Corridor growth has overburdened several roads in
the vicinity. In east Denton, bypass traffic searching
for connectivity between US 380 and I-35E has . k,; I►
overwhelmed Loop 288 and Mayhill Road, with
Lakeview Boulevard viewed as a third connector
capable of accommodating north-south travel.
At the same time, anticipated water and wastewater
service availability in North Denton has stimulated
development interest. Undeveloped areas north of
Loop 288 will soon exert demand for transportation Mayhill Road
improvements, particularly if large tracts (such as
Clear Creek Ranch - 750 acres) are developed as Ryan Road: FM2181 to FM 1830
master planned communities. Interest in the Airport (2 to 4 Lanes; est. $4.5 million)
Industrial Area on the west side of the city has also . Approx. 2 miles
begun to emerge, and other than Airport Road, . East-west secondary major arterial
roadway quality in the vicinity is poor. In these . High growth area; expansion needed to
areas, lack of transportation infrastructure may accommodate new elementary school traffic
hinder economic development objectives and result
in less than desirable development quality.
Even if transportation projects receive half or more of
the funding anticipated in the next bond election, -
demand for thoroughfare improvements will clearly
exceed available CIP funding.,
Anticipated Future CIP Project
Projects identified in this section are either
unfounded or need additional funding to move
toward completion. Preliminary discussion and = -
analyses are being conducted to determine level of LL,
funding needed, the potential for partnerships, and
Ryan Road
ReQinnal Transnnrtatinn White Paner S"enterher 10' 2002 Page 19
-17
Shady Oaks: Extension to Loop 288
Mingo Road: Bell Avenue to Old North (New segment, 4 Lanes; est. TBD)
(2 to 4 Lanes; est. TBD) 1.3 miles
• Approx 2.1 miles • Significant connector through Employment
• East-west secondary major arterial Center area between Woodrow & Loop 288
• Provides access to Downtown from NE • Brinker road, from Loop 288 to Spencer Road,
to be connected as part of the Denton
Crossing Development.
r ~
_ ;at'>FN _kh'
9
Brinker Road Extension
Mingo Road
FM 1830: US 377 to Brush Creek Road
(2 to 4 Lanes; est. TBD)
• 2.12 miles
Hickory Creek Road: KCS RR to FM 1830 • Increase north/south flow allowing for
(2 to 4 Lanes; est. TBD) connectivity to US 377 in both directions.
• 0.72 miles • Accommodate additional development growth
• Alignment selection process underway to pressure in area.
remove road from Hickory Creek floodplain
• Design & construction funds needed for west
section from Kansas City Southern RR to FM
1830 (Country Club Road)
it
11dIMTFC t d'a
Hickory Creek West
FM 1830 (Country Club)
ReQinnal Tran.snnrtatinn White Paner S"enterher, 10' 2002 Page 20
-17
US 377: IH-35E to KCS Railroad
(2 to 6 Lanes; est. TBD)
• 1.4 miles
• Construction phase of project
• Widening of I-35E bridge over US 377
under construction
• Widening of KCS RR bridge over US 377
Under design
West Loop 288 Extension: I-35N to I-35W
-T° (6 Lane Limited Access; est. TBD)
n 7.5 miles
• Preliminary design, alignment selection, and
environmental assessment underway
r • Construction funding not yet identified
• Phase I - IH-35N to US 380 is a high priority
to divert truck traffic to Loop 288 instead of
going through the IF-351\1 US 380
interchange
- i -
US 377
FM 2499, Segment 5: IH-35E to FM 2181
(New 4-Lane Road; est. $8.2 million)
• 3.0 miles
• City / county partnership for design
• ROW acquisition in process j
r
C
Western Loop 288 Extension
F S~
_
"FAA
FM 2499, Segment 5
ReQinnal Tran-snnrtatinn White Paner S"enterher 10' 2002 Page 21
-17
Lakeview Boulevard : US 380 to IH-35E Public/Private Partnerships
(New 4-Lane Road; est. $18-20 million) The City of Denton is recently formed apublic/private
• Route Study and Mobility Plan amendment economic development partnership to support the $3
under consideration to determine most million Spencer Road project. Two other projects,
appropriate route for north/south arterial Western Boulevard and the US 377 Alternate, also
• Significant savings possible if alignment envision private participation for successful
avoids Pecan Creek bridge crossing completion. Two other projects under similar
• Proposed alignment is west of Trinity Road, consideration are identified in this section.
and west of Lakeview Ranch and The
Preserve master planned communities Long Road: FM 2164 to Bonnie Brae
• Mobility Plan amendment to be submitted for (2 to 4 Lanes)
City Council approval in October 2002 • Clear Creek Ranch: 750 Acre Mixed-Use
• Possible city / county partnership project development north of Loop 288
• Construction to include 1.78 mile length of
Long road to connect north Bonnie Brae to
North Locust (FM 2164)
East-west Connectivity
•
l
' Id, ~ 11f+ddi' ~ nµ. ~,!Efl' h ~.+dQ?ida Glt'd7f
it
f-
e
. 1 L
Long Road
Lakeview Boulevard
State School Connector: Wind River to State
School Road
Hobson Lane: FM 2181 to FM 1830 (New 4-Lane Road)
• East west connection from Wind River to
(2 to 4 / 6 Lanes; est. TBD)
1. State School road (future FM2499)
• 1 miles Development to be included as sustainable
• Connectivity needed for east/west mobility land use project with the NCTCOG and
eligible for additional grant funding
III's 17.h-,,N
r
CHobson Lane
State School Road Connector
ReQinnal Tran.annrtatinn White Paner S"enter her 10' 2002 Page 2 2
-17
Dedicated CIP Sidewalk Funding
An important aspect of including pedestrian activity
as a viable mode of transportation is the construction g, Transportation Studies
of adequate sidewalks. The comprehensive plan
states that sidewalks should be included as an City of Denton Roadway Capacity Analysis
important part of the overall design strategy of (NCTCOG UPWP)
building basic infrastructure. Sidewalks should be Each year, the NCTCOG Transportation Department
incorporated as coordinated public improvements just prepares Unified Planning Work Program (UPWP),
as signage, utilities and roads. The plan states as which outlines regional transportation research and
policy: planning. During the upcoming year, NCTCOG staff
...the network of sidewalks, bike trails, and greenbelt will be working with city staff to examine the impact
the recently adopted Development Code and Zoning
paths should be included in the CIP for funding.
Developers shall aid this network by dedicating map will have on the City of Denton's transportation
rights-of-way and constructing portions of the system.
network across their properties. Linkages to daily As part of the research for the Denton
destinations that serve daily needs should be Comprehensive Plan, a study was conducted to
emphasized to reduce use of automobiles. Denton examine population capacity, development densities,
Plan, Page 136. and land absorption projected at build-out, given
Route Studies general objectives outlined in the Denton Plan. With
To increase the efficiency of incorporating new, the adoption of the Denton Development Code,
prioritized needs into the programming of the CIP, a population capacity and development densities can
standardized structure of conducting route studies be projected more precisely. In addition, since
has been implemented. This structure takes a Denton Plan adoption in 1999, more information is
comprehensive look at the engineering, economics, now available to assess the impacts of water and
and land use implications of improving roadways. wastewater infrastructure availability now that
Element of the studies will include: significant capital projects are under construction.
Therefore to adequately understand how future
• Cost Estimates of design, environmental development and growth will impact the city's
assessment, and construction will be transportation system, these capacities will need to
provided, including estimates of major be calculated.
drainage needs. The study will compare existing densities with the
• Public Safety considerations, incorporating balance of available land for development and
accident data, emergency response times, redevelopment. Ultimate build-out capacities will be
and accessibility / connectivity to land uses analyzed to determine the ability of the existing and
will be prepared. programmed transportation system to handle
• Travel Demand / Congestion Mitigation costs
increases in population. The analysis will also
and benefits - a projects ability to handle the evaluate the city's Connectivity Component, mixed
existing and future travel demand based on use strategies, pedestrian and bicycle systems,
surrounding land use patterns and future transit plans, and other
growth projections will be assessed. potential strategies that
Economic Development Impact - The could impact decisions regarding roadway capacity
• needs.
capacity of a project to provide access to land
for industrial, retail or commercial The scope of the study will be citywide, with special
development will be assessed, as will the attention to be placed on high growth or high travel
project's role in allowing for enhanced demand areas.
movement of goods.
• Right-of-Way (ROW) Status -The studies will
evaluate the availability of ROW, relocation
impacts, cost of acquisition, and the
probability that ROW will be secured before
construction funds become available.
ReQinnal Transnnrtatinn White Paner S"enterSher 10' 2002 Pape 23
-17
Windsor / Loop 288 Interchange Analysis
With the passage of the 2000-04 CIP, voters Based mainly on the COE issue, a fourth route west
approved $500,000 to begin design work and ROW of the other three routes was added to the scope of
acquisition for the Windsor / Loop 288 interchange. the route study in an effort to see if it was possible
A traffic impact analysis (TIA) has been undertaken to avoid any crossing of the COE property. Upon
to determine the change in traffic patterns (if any) in further analysis of the fourth route, it became
the residential area to the west of Loop 288 along apparent that not only could the COE property be
Windsor Road. Windsor Road is currently a 2-lane avoided, but the proposed fourth route provided
road built wide enough (and with the intention) to other benefits as well. The fourth route requires a
eventually support 4 lanes. The analysis will assess much smaller bridge over Pecan Creek, and does not
the impacts of a grade-separated interchange at affect the cemetery or mobile home park. Given all of
Windsor and Loop 288, with the intent of closing the these factors, the cost estimate for the fourth route
at-grade Kings Row / Loop 288 intersection. is several million dollars less expensive to build.
Residents have recently expressed concerns that The only apparent disadvantages are that the route
traffic on Windsor will increase due to vehicles is completely new and requires public review and
cutting through to the neighborhood to reach Loop buy-in and will require an amendment to The
288• Preserve planned development.
To date, much of the background information has Staff has worked with the developers of the Preserve
been collected that is needed to complete the on the south as well as the developers of Lakeview
analysis, but there is still some work to do. To Ranch to the north, and they are generally in support
complete the TIA, the potential build-out of of the fourth route. In addition, staff has contacted
surrounding areas will be examined to project future property owners that will or could be directly affected
travel patterns and Windsor Road travel demand. by the change in alignment, and to date, with only
Scheduled completion of this study is due in two some minor and very specific alignment questions,
months. the fourth route has received positive feedback. The
Lakeview Boulevard Mobility Plan Update next step in the public process will be to hold at least
In preparation for a possible Bond Election in 2004, two neighborhood meetings.
the City hired Teague, Nall & Perkins, Inc. (TNP) to
perform a route study for Lakeview Blvd. evaluating University of North Texas Main Campus Plan
the two alternate routes shown on the City's current The City's Small Area Planning Division and University
Mobility Plan. The route study evaluation criteria of North Texas (UNT) staff have begun a
included cost estimates, physical constraints, collaborative effort to conduct a land use /
floodplain disturbance as well as other environmental transportation plan to develop policy
concerns, existing and proposed land uses, drainage recommendations and implementation actions
issues, existing zoning and plats, permitting issues, intended to facilitate main campus operations and
and right of way acquisition. In addition to the two address the needs of increasing student enrollment.
proposed alignments shown on the existing plan, a Planning efforts will focus on roads, transit
third alignment (a combination of the two proposed opportunities, pedestrian and bicycle strategies,
alignments) was analyzed as well (see Future CIP housing needs, and neighborhood compatibility.
Projects section for map).
In researching the flood pla i n/Corps of Engineers
(COE) permitting which would be required to
accomplish any of the three routes, TNP discovered a
relatively new COE policy restricting the crossing of
COE property for regional, multi jurisdictional roads, '
such as FM highways and interstates. In addition,
4
the proposed alignments had other constraints such
as an existing cemetery and a mobile home park on,
Trinity Road, large stands of trees, steep topography
near Pecan Creek and extremely long bridges over w
Pecan Creek. University of North Texas
ReQinnal Tran.snnrtatinn White Paner S"enter her 10' 2002 Page 2 4
9. Regional Transit
Denton County Transportation Authority
House Bill 3323 was approved by the 77t" Texas ` -
Legislature and signed into law by the Governor in -
2001. The law allows the creation of a Coordinated Y
County Transportation Authority in urban "collar" -
counties surrounding core counties with populations Light Rail Concept
of 1,000,000 or more, which includes Denton County.
FIVE PROPOSED SERVICES:
The legislation requires that a Service Plan, an . Regional Rail Service
outline of the services that would be provided by an
authority when confirmed by the voters, be Park-and-Ride/Regional Rail and Bus Facilities
developed by the Transportation Authority. The . Regional Connector Service
Denton County Commissioners Court initiated the
process to form the Denton County Transportation Feeder and Local Bus Service
Authority (DCTA) in October 2001. The . Demand Response
Commissioners Court and large municipalities in the
County (those with populations above 12,000) made Although each of these services are important to
appointments to the DICTA Interim Executive improving regional mobility, and in fact, some
Committee (IEC); the remaining positions were services are currently being provided by different
selected by a vote of municipalities with populations entities in the County, the primary focus of the
between 500 and 12,000. Service Plan is commuter rail service to connect
Denton County residents to regional rail service such
The IEC approved a Service Plan on June 13, 2002 to as the Dallas Area Rapid Transit System (DART).
address the need for improved public transportation The DICTA plan recognizes that Denton County is part
services in Denton County. The Service Plan vas of the greater Dallas-Fort Worth region and respects
developed to address several issues such as the importance of its part as a component in the
population growth, increasing traffic congestion and regional transportation system. In implementing the
inadequate highway funding in Denton County. The proposed plan, DICTA will seek to work closely with
four goals of the Service are: to improved DART, the Fort Worth Transportation Authority, and
transportation for the County and region, to the North Central Texas Council of Governments to
maintain/improve gaality of life, to contribute to air make connections to regional services. The eventual
quality improvement and to promote economic connectivity to DART and other regional transit
development. authorities will reduce the number of vehicles
traveling the roads in North Texas, thus reducing
The Service Plan includes a rail component and three emissions and improving the quality of life for those
layers of bus service, including Regional Connector in the region.
Service, Feeder/Local Routes and Demand Response
Service, as well as a network of Park-and- The Service Plan was approved by every city in the
Ride/Regional Rail and Bus Facilities to serve Denton county, except the Colony, with a population of
County. Together, these elements provide some type 12,000 and the same cities chose to participate in an
of transit service to virtually every community in the election to be held on November 5, to confirm the
County, helping to mitigate and improve many formal existence of the Denton County
mobility issues immediately, as well as linking the Transportation Authority. If confirmed by the voters,
County's larger cities to rail when that service is the Executive Committee will then refine the service
implemented. plan and proposed finance plans to reflect voting
results and request that Denton County cities
schedule a separate election for approval of a sales
tax to support development of the regional
transportation services.
ReQinnal Transnnrtatinn White Paner S"enterher 10' - 2002 Page 25
[7Central ther Re4ional Public Transportation
Denton and the City of Lewisville have
nd received a grant from the North
s Council of Governments to develop a
nd Reverse Commute Program (]ARC).
ture between the two cities is targeted
at providing public tr ansportation between major
employers in Lewisville, Denton and along I-35 E
corridor. A similar program is also being considered
along the I-35 West corridor with the City of Fort
,a, "
Worth. These programs are currently being
developed pending identification of local matching
funds.
Denton Airport
. rot -hiiilh 'd02S UpAte
- F The Denton Airport has experienced steady growth
and development over the past six years, doubling
o .
` the number of based aircraft from 114 in 1996 to 230
- in 2002, and more than doubling the available
hangar and office space during that same time
frame. To accommodate this growth, the Texas
Department of Transportation Aviation Division has
administered nearly $4.1 million in both federal and
state grant funds for airport improvements. Part of
this funding includes an airport master plan, which is
nearing completion and will assist airport
management and TxDOT Aviation in coordinating the
current and forecasted growth at the airport. Among
NCTCOG Rail Transit Plan (Mobility 2025) these improvements include a 50:50 matching grant
for an air traffic control tower now under
construction. A 50:50 matching grant has also been
provided by TxDOT Aviation for the construction of a
10. Denton Municipal Airport new airport terminal building planned for design
phase in Fall 2002. Other projects include the
The Denton Airport is designated by the Federal current land acquisition of approximately 40 acres
Aviation Administration (FAA) as a "Reliever Airport" north of the airport for the proposed runway
for the Dallas Fort Worth International Airport (DFW). extension of 1,500 feet and the realignment design
This designation puts the Denton Airport into a of the main taxiway providing a true parallel taxiway
separate federal funding category to ensure that the system.
aviation infrastructure at Reliever Airports is As business, retail and distribution centers continue
maintained at high levels. Ten Reliever Airports developing further north, these short-term
serve the DFW and each airport is located within 40 improvements will allow the airport to keep pace with
miles of DFW. The primary goal of a reliever airport continued development experienced at the airport,
is to provide an alternative destination to business and will strengthen Airport's position to serve as a
and recreational pilots thereby "relieving" potential
air traffic congestion at major commercial air carrier gateway to the North Central Texas Region. One of
airports throughout the nation. the most significant challenges the airport will face in
the next five years is planning for the final
development of available property on the east-side of
the airport and transitioning development to the west
side. Staff is currently examining opportunities to
ReQinnal Transnnrtatinn White Paner S"enterher 10' 2002 Page 26
provide full infrastructure development to
approximately 20 acres of property on the east side
of the airport. Access and development of more than
230 acres of airport property located on the west
side of the airport also presents a significant
challenge in the next five years as east side
development is expected to be complete by the end
of the decade.
11. Conclusions
The City of Denton has aggressively pursued a multi-
modal strategy to address both local and regional
mobility needs. This strategy acknowledges that
Denton has become more prominent regionally, and
ties to the North Texas economy and transportation
systems are stronger than ever before.
Regional transportation challenges and opportunities
transcend city boundaries, and partnerships have
become critical keys to major project successes.
Participation in the North Texas Council of
Governments, the Regional Transportation Council,
the Dallas Regional Mobility Coalition, Transportation
Excellence for the 21s' Century, the Center for
Development Excellence, and the North Texas Clean
Air Coalition are examples of regional relationships
that foster communications, improve cooperation and
coordination, and help to guide solutions to problems
of multi-jurisdictional concern.
Other efforts have been pursued to foster federal,
state, regional, and county relationships. From
surface transportation to transit to aviation issues,
Denton has devoted significant time and resources to
develop and support strategies that leverage city
funds to the maximum extent possible for critical
capital projects.
The City of Denton transportation program is broad-
based, complex, and multi-modal. Regional mobility
issues will continue to challenge city leaders as the
region grows northward. Planning, programming,
and implementation efforts will continue to be
emphasized to meet current and future needs in
acknowledgement of transportation's role in Denton's
quality of life and economic health.
ReQinnal Transnnrtatinn White Paner S"enterher 10' 2002 Pape 27
-17
Alaska $6.76 Attachment 1:
DC $3.39
Montana $2.18 1999 Federal Gas Tax Rate of Return
Rhode Island $2.13
South Dakota $1.99
Hawaii $1.94
North Dakota $1.86
Delaware $1.66
West Virginia $1.57
Wyoming $1.49
Vermont $1.48
Connecticut $1.40
Idaho $1.40
Utah $1.35
New Hampshire $1.25
Pennsylvania $1.19
New York $1.16
Colorado $1.13
New Mexico $1.11 Above the line each state received
Nevada $1.04 more than a dollar in return for each
Minnesota $1.03 dollar paid by its citizens.
Wisconsin $1.02
Maine $0.98
Kentucky .98 Below the line each state received less
Massachusetts .97 than a dollar for each dollar that was
Oregon $0.95 paid by its citizens.
California $0.95
Kansas $0.95
Iowa $0.95
Texas Highways carry 13% of Washington $0.94
all U.S. Freight ton miles, Alabama $0.93
including 10% of all U.S. Mississippi $0.92
interstate ton miles. Arizona $0.92
Source: BTS 1997 Commodity Flow Survey Arkansas $0.92
North Carolina $0.92
Virginia $0.92
Missouri $0.91
Nebraska $0.90
Maryland $0.89
Illinois $0.89
South Carolina $0.89
Tennessee $0.89
Yet, Texas receives only 7.4% of the federal Ohio $0.89
highway Trust Fund Formula distributions. New Jersey $0.88
Texas ranks 47th in the nation in return of 1999 Georgia $0.87
federal gas taxes. Louisiana $0.87
Source: TxDOT TEXAS $0.87
Oklahoma $0.87
Michigan $0.87
R ida $0.87
Indiana $0.86
ReQinnal Tran-snnrtatinn White Paner, "enter her 10' 2002 Pape 28
Attachment #2: Denton Mobility Plan: Roadway Component
DENTS N MOBILITY P'LAN
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ReQinnal Tran-snnrtatinn White Paner S"enter~her 10' 2002 Pape 29
Attachment #3: Denton Mobility Plan: Connectivity Component
DENTON INIOBILITY PLAN
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ReQinnal Tran-snnrtatinn White Paner S"enter~her, 10' 2002 Pape 30
Attachment #4: Denton Mobility Plan: Pedestrian & Bicycle Component
_
_
Denton Mobility Plan
Pedestrian and Bicycle Linkage Component
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ReQinnal Tran-snnrtatinn White Paner S"enter~her 10' 2002 Page 31
Attachment #5: Denton Mobility Plan: Draft Rail & Trucking Component
Denton AlohifitNPlan
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ReQinnal Tran-snnrtatinn White Paner S"enter~her 10' 2002 Page 32
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Mobility 2025 Update: The Metropolitan Transportation
Plan is a comprehensive, multimodal blueprint for
transportation systems and services aimed at meeting the
Transportation mobility needs of the Dallas-Fort Worth (DFW) Metropolitan
Area. It serves to guide the expenditure of the more than
• Accommodate Expected $49 billion of federal, State, and local funds expected to be
Demographic Growth available for transportation improvements through the year
• Reduce Traffic Congestion 2025. More than that, it recognizes the heightened awareness
of the growing concerns for improved air quality, public
• Provide Multimodal Options acceptance of major transportation facilities, and the need
• Improve Travel Efficiency for adequate financial resources for Plan implementation.
Mobility 2025 Update is the product of the comprehensive,
Qualitv of Life cooperative, and continuous transportation planning efforts
• Provide for Continued among local governments, Dallas Area Rapid Transit (DART),
Fort Worth Transportation Authority (The T), Texas Department
Economic Development of Transportation (TxDOT), North Texas Tollway Authority
• Provide Increased (NTTA), Texas Natural Resource Conservation Commission
Transportation Accessibility (TNRCC), and the Dallas/Fort Worth International Airport. The
• Reduce Environmental and Plan Update was adopted in May 2001 by the Regional
Community Impacts Transportation Council (RTC) and the Executive Board of the
North Central Texas Council of Governments (NCTCOG),
Financial together serving as the Metropolitan Planning Organization
(MPO) for the DFW Metropolitan Area.
• Pursue Stable, Long-Term
Revenue Options
• Reduce Transportation
System Costs
The development of Mobility 2025 Update was guided by the
principles set forth in the Transportation Equity Act for the 21 st
Century (TEA-21) and the requirements of the Clean Air Act
Amendments of 1990. TEA-21 was passed by federal
legislators in June 1998 and continues the philosophy set out
in the Intermodal Surface Transportation Efficiency Act of 1991
(IS TEA), which strengthened the role of the planning process
by making it a central decision-making mechanism for
development and funding of the metropolitan transportation
system. Because the DFW Metropolitan Area is a designated
nonattainment area for the pollutant ozone, the Plan Update
must be updated every three years and must demonstrate that
its plans, projects, programs, and policies are consistent with
State and regional air quality improvement goals.
34
Growing concerns regarding the region's air form of freeway/tollway lanes and arterial street
quality and the anticipated lack of funding for lanes where appropriate.
future needed transportation improvements,
mandated that Mobility 2025 Update be Throughout the development of each of these
developed in a way that focuses on lower-cost, components, air quality and financial impacts
highly cost-effective strategies before were evaluated to ensure that financial feasibility
considering more traditional large-scale and air quality conformity requirements could be
capacity improvements. Through this met. In addition, consideration was given to
process, recommendations were developed sustainable development and intermodal
which aggressively target traffic congestion opportunities.
and improve air quality for the region.
The Plan Update development process, as
adopted by the RTC, began with the allocation
of resources for the maintenance and operation
of the current transportation system. Then,
transportation system management strategies
such as freeway bottleneck improvements,
intelligent transportation system applications,
intersection improvements, and traffic signal
coordination were identified to maximize the
efficiency of the current transportation system.
An aggressive travel demand management
program was then developed to encourage
strategies such as telecommuting, bicycle, and
pedestrian travel in an effort to eliminate as
many trips as possible from the transportation
system. Additional vehicle trip reductions were
targeted through the development of public
transportation options, such as bus and rail
transit, as well as high occupancy facilities in
corridors where feasible. Additional capacity for
single-occupant vehicles was identified in the
Public involvement was a key component in the participation, and to educate the public development of Mobility 2025 Update. about Mobility 2025 Update.
Consistent with the public involvement
procedures adopted by the Regional Recommendations of the Plan Update
Transportation Council, external public meetings were developed under the guidance of ",vvk
were held on the draft Mobility 2025 Update, the elected officials who comprise the
and 30 days were allowed for public comment Regional Transportation Council.
prior to adoption of the Plan Update. There Technical guidance and support was a
were 10 public meetings held beginning in provided by NCTCOG's Surface
February 2001 to keep the community aware of Transportation Technical Committee, the
the progress and issues associated with the Travel Demand Management/Congestion
Plan Update development. Three media Management System Committee,
briefings were provided to inform print and and the Bicycle and Pedestrian
broadcast media of the development of Mobility Transportation Task Force.
2025 Update, encourage attendance and
35
The Dallas-Fort Worth Metropolitan more than twice that of the eight larger of the State's gross regional product,
Area was one of the most rapidly areas. Larger today in population the region is a national and statewide
growing areas in the U.S. during the than 27 states and as the largest leader in job growth and is consistently
1980s and 1990s. Year 2000 Census metropolitan area in Texas, the named among the most attractive
data shows that the DFW Metropolitan Dallas-Fort Worth area is a major U.S. metropolitan areas for corporate
Area is the ninth largest metropolitan economic and social force. expansions and relocations.
area in the country with a growth rate Representing approximately one-third
This trend of rapid growth is expected
to continue through the year 2025.
According to projections performed
independent of the Plan Update by the
Emp,loy,,,,c.,rirChI ri'Pu. NCTCOG Research and Information
Services Department, population will
grow by 47 percent, from 4.5 million to
6.7 million persons, and employment
by 45 percent, from 2.7 million to
3.9 million jobs. On average, the region
~A is expected to add population at a rate
-f of 82,000 persons per year and
employment at a rate of 47,000 jobs
per year. This is equivalent to adding
two cities the size of Dallas or four
cities the size of Fort Worth.
The dramatic growth of the region will
t- have significant accessibility, mobility,
I and economic implications. If current
travel trends continue, this translates
into more travel resulting in increased
traffic congestion and negative air
quality impacts. These trends include:
increases in automobile ownership,
drive alone travel, and suburbanization,
resulting in more and longer trips.
Unless a way to modify the travel
characteristics of the residents of
j the region is found, an already
P_pu,lob x1 overburdened transportation system
a'~ " will have to absorb this increase in
travel. To this end, Mobility 2025
Update contains plans, programs,
policies, and projects aimed at
balancing transportation and land-use
decisions in a way that accommodates
the growth while minimizing any
negative transportation, air quality,
and community impacts. Mobility 2025
Update balances the goals of the region
I,
through a diversified approach of short
and long range modal commitments.
36
The need to operate the current High Occupancy Vehicle/Managed
transportation system as efficiently as Facilities. Transportation Management i~
possible is a top priority, because of the Associations are public/private
air quality and financial challenges organizations that implement congestion
faced by the Dallas-Fort Worth management strategies and other local
Metropolitan Area. Mobility 2025 transportation projects in small,
Update recommends three types of geographically defined areas. Many
management approaches proven to be transportation management
cost-effective tools in addressing these associations are incorporated, non-profit
challenges. Travel Demand organizations made up of employers, inadequate signage and pavement
Management, Transportation System developers, building owners, and local striping, and other geometric
Management, and Intelligent government representatives and are characteristics.
Transportation Systems are very located in dense employment areas.
cost-effective, quick-implementation The planning, programming, and
projects, policies, and programs that The Transportation System implementation of Intelligent
encourage the use of alternate travel Management (TSM) approach to Transportation System (ITS) programs
modes and improve the efficiency of the congestion mitigation seeks to identify and projects is another tool that is
transportation system. improvements to new and existing recommended for this region. ITS
facilities of an operational nature. utilizes closed circuit television, lane
Travel Demand Management (TDM) These techniques are designed to control signals, dynamic message signs,
strategies address the demand side of improve traffic flow and safety through ramp meters, mobility assistance
travel behavior by reducing the number better management and operation of patrols, and traffic flow detectors to
of vehicles that travel on roadways existing transportation facilities. TSM identify and manage the conditions of
through the promotion of alternatives to strategies that are adopted in Mobility the transportation system. The region is
driving alone. TDM strategies adopted 2025 Update include intersection developing integrated arterial and
as part of the Mobility 2025 Update improvements, traffic signal freeway/tollway systems along strategic
include employer trip reduction enhancements, and removal of freeway corridors in the DFW Metropolitan Area.
programs, vanpool programs, park-and- and arterial bottlenecks. Intersection The transit authorities in the region,
ride facility development, and trans- improvements, such as turning lanes, DART and The T, are developing
portation management association grade separations, pavement striping, vehicle business systems including
creation. The employer trip reduction signage and lighting, bus turnouts, and computer automated dispatch and
program is a cooperative effort between channelization of traffic, can greatly automated vehicle locator systems.
the public and private sectors that improve traffic flow operation on The roadway and transit ITS systems
targets commute vehicle trips of arterials and at intersections. Traffic are being designed to provide operators
employees that work for large signal enhancements includesignal and travelers with real-time information
employers. Alternatives to driving timing optimization, signal equipment on system performance, in an effort to
alone, such as ridesharing, upgrades, and system interconnection. make systems safer. more reliable, and
telecommuting, flexible work hour Freeway and arterial bottleneck removal to provide greater choices to travelers
programs, transit pass subsidies. and consists of improving insufficient (trip mode and trip timing).
pedestrian/bicycle facilities are acceleration and deceleration lanes and
encouraged through the employer trip ramps, sharp horizontal and vertical
reduction program. The vanpool curves, narrow lanes and shoulders,
program promotes ridesharing
alternatives to commuters traveling long
distances to work and to those with little
or no transit available. This strategy ~l
aims at increasing average vehicle
occupancy during peak travel periods,
thereby decreasing drive-alone travel. r; I 4n
~
Park-and-ride facilities can also be
effective in reducing vehicle trips by y
increasing vehicle occupancy. These y
facilities serve as collection areas for
persons using ridesharing alternatives, A LA
the recommended bus/rail system, and
37
One of the goals of the pedestrian and bicycle markings designed to serve bicycle commuter
aspect of the Plan has been to advance these traffic. The Plan Update encourages the use of
travel modes into more detailed planning, wide outside lanes to increase safety for
programming, and construction. This portion of bicyclists. The Plan Update also endorses the
Mobility 2025 Update identifies strategies to signed on-street route systems of several local
improve pedestrian and bicycle safety and governments which identify the network of
mobility, as well as increase the service area of streets that are preferable for bicycle traffic in
bicycle and pedestrian facilities within the region. their cities. Pedestrian and bicycle districts are
The recommended facilities were developed to areas with activity densities and land-use
serve short trips, generally less than five miles, characteristics conducive to pedestrian and
particularly in high density areas, mixed-use bicycle usage. Funds will be used to improve
areas, and along congested travel corridors. and enhance the pedestrian and bicycle facilities
The Plan Update calls for $754 million of to accommodate and encourage their use
improvements including the regional Veloweb including the construction of on and off-street
system, an on-street bicycle improvement bicycle facilities, sidewalks, crosswalks,
program, pedestrian and bicycle transportation landscaping, and the provision of support
districts, and support for local pedestrian and facilities such as bicycle racks and shower/
bicycle initiatives. changing facilities. In addition, technical support
will be provided to local governments for the
The regional Veloweb is a 306-mile system of identification, planning, and implementation of
interconnected, off-street bicycle facilities with safe, effective pedestrian and bicycle facilities.
grade-separated crossings and pavement
Mobility 2025 Update
Bicycle Facilities
Legend
Bicycle Transportation Districts
Recommended Veloweb Routes
Candidate Veloweb Routes
Existing Off-Street
Hard Surface Trail (Improved)
Programmed Off-Street
Bicycle/Pedestrian Facilities
New facility locations indicate
transportation needs and do not
represent specific alignments.
All existing railroad rights-of-way should
- be monitored for potential future
transportation corridors.
All veloweb routes should be targeted
for right-of-way preservation.
North Central Texas N
Council of Governments ^A
Transportation
38
The transit component of the Plan includes A series of rail alternatives was developed and
local bus, express bus, commuter rail, light rail, evaluated to arrive at the final recommendations
and rail technologies yet to be determined. which include 77 additional miles of light rail,
Currently, each one of these technologies exists 152 additional miles of commuter rail, and
in various parts of the region. The Fort Worth 141 miles of rail where the technology or
Transportation Authority and Dallas Area Rapid institutional structure to implement and operate
Transit currently provide traditional fixed-route the service is undefined pending additional
transit service in their respective service areas. study. Also included is a recommendation for
The City of Denton also operates limited fixed- 25 miles of special events service to the Texas
route transit service. Currently, 34 miles of light Motor Speedway from Fort Worth. In addition,
rail service is available in the DART service area a recommendation is made in the North
in the North Central Expressway corridor, the Crosstown Corridor to continue to investigate
South and West Oak Cliff corridors, and in the most appropriate route for rail service in that
downtown Dallas. DART and The T jointly corridor. The total cost for the rail system
operate 25 miles of commuter rail service on construction is $8.6 billion.
the Trinity Railway Express. Analysis of the rail
and bus transit systems for the Plan focused on
the extension and expansion of each of these
modes as appropriate.
Mobility 2025 Update
( Rail System
Legend
r
t )
o..,.. M`"i-y Commuter Rail
r Frix.
f Light Rail
North Crosstown Corridor Study
` O Possible Eastern Terminus
121 Staged Rail
■,x„M,,,,
Speedway
Special Events
Intercity Rail Corridor
- ; - Freeways/Parkways
~T----- VL -1 _ - Existing Rail Corridors
c.1l.nbell al vas 1 'r` V -rlM1eosl
All existing railroad rights-of-way should be monitored for
r
potential future transportation corridors.
ran nir,ny
/ FxpfB55 r y L - _ New facility locations indicate transportation needs and do
Pi .....t not represent specific alignments.
breve
s ,aM / ved~ 1' o' STAGED RAIL
dill s. th t (Must meet two of the following)
o k Refined rail forecasts are necessary to determine
technology and alignment
Extension into Olym
pic Village Site (South Oak Cliff LRT)
Institutional structure for implementation to be determined
DART and FWTA expansion (preferred) or New transit
- authorities will be created
Other sources of funding to be pursued
lh..hi.
Midlelhi.n w.cl .r.. } ° { North Crosstown Corridor Stud Area
At a minimum, evaluate the engineering
t feasibility and environmental implications of:
- rail along the Santa Fe line and the Burlington Northern
line, including the feasibility of an alternative connection
along S.H. 190; -
- rail along the full Cottonbelt Corridor, from Parker Road North Central Texas N
to DFW Airport; and Council of Governments
- rail along the Cottonbelt Corridor from DFW Airport with _ Transportation
an eastern transition to light rail along LBJ Freeway at
an Addison Intermodal Center.
39
High Occupancy Vehicle (HOV) lanes where the HOV demand is directional; for qualified vehicles to avoid the delay
are becoming a common solution heavy in one direction during the at toll booths. This type of facility is
toward reducing freeway congestion morning peak period and the opposite identified in Mobility 2025 Update as
across the country, including the direction in the evening peak period. a Managed HOV/Integrated Tollway.
Dallas-Fort Worth Metropolitan Area. On these facilities the number of lanes
The key to a successful HOV facility is required to accommodate the peak- This Managed Facility concept is
to manage the demand so that it never period demand in the peak direction proposed because a properly operated
exceeds the capacity, thereby are constructed. They offer ramps and facility would provide relatively
maintaining a high level-of-service. gates that only allow traffic to enter and congestion-free travel through an
The HOV concept is to move the same, exit in the proper direction during the auto occupancy and toll management
or more, people in fewer vehicles faster appropriate time period. At some point approach. HOV facilities can be built
and more reliably than a typical during the day, the lanes are closed to which provide travel time advantages
congested freeway lane. However, one allow those access points to close and to those willing to carpool, vanpool,
common criticism regarding HOV lanes those necessary to accommodate the or take public transportation, while
is the perception that they do not carry traffic in the reverse direction to open. providing a revenue source to offset
as many vehicles as a mixed-flow lane Two-Way facilities are recommended construction and operating costs. In
and are often underutilized in the off- where the HOV demand warrants addition, tollways can be built which
peak periods. In response to this providing the capacity in both directions generate revenue, and vehicle
issue, Mobility 2025 Update extends during the morning and evening peak occupancies are increased through
this managed concept to efficiently periods. These facilities are available toll management strategies designed
utilize the capacity in the off-peak in both directions for the entire day. to encourage carpools and vanpools.
periods by treating them as express
lanes for non-HOV users, but still The managed concept can also be Mobility 2025 Update contains
managing the demand by charging applied to existing or proposed recommendations for an extensive
a user fee or toll. tollways through differential tolls HOV and Managed Facility system.
charged by auto occupancy. In this The Plan Update calls for constructing
Two types of HOV/Managed Facilities scenario, a higher toll could be charged the equivalent of over 600 lane miles
are identified in Mobility 2025 Update: to non-HOV users, a lower or no toll of HOV/Managed Facilities at a cost
Reversible and Two-Way. Reversible could be charged to HOV users, and a of $2.1 billion.
facilities are recommended in corridors toll plaza bypass lane could be offered
Mobility 2025 Update
HOV and Managed
Facility System
Legend
- Reversible
ii Managed HOWIntegrated Tollway
® Two-Way
Freeways/Parkways
Arrows represent the direction of travel
during the morning peak period.
--F i - - Direction of travel is reversed during the
`I afternoon peak period on these HOV fac litics
Right-of-Way preservation should he
encouraged in all freeway corridors to
accommodate potential future HOV fac litics.
- ` 111 - - - - - - New facility locations indicate
transportation needs and do not
represent specific alignments.
' All HOV facilities will be managed for
mobility efficiency.
J
_ _ _ _______f
r
North Central Texas N
Council of Governments
~I
Transportation ~1
40
A major component of the Dallas-Fort freeway capacity. The RTC is not Service roads, interchanges, or grade
Worth Metropolitan Transportation considering conversion of existing free separations could be constructed
System is the regional freeway and roadways to tollways. initially. In addition, these could be
tollway system. The system continues planned and designed in such a way to
to carry nearly half of all vehicular There are six categories of convert them to a freeway or tollway at
travel in the area. Even considering improvements identified for the some time after 2025. The Upgrade to
the availability of other multimodal freeway and tollway system outlined Parkway category identifies corridors
options and advanced traffic in Mobility 2025 Update. Improving where an arterial roadway exists today,
management strategies, there will Existing Freeways includes the but demand by 2025 is sufficient to
still be significant demand placed on widening of existing freeways by require the additional capacity offered
the region's roadway system. Mobility adding two or more lanes or the by a regional facility. The final
2025 Update calls for the addition of reconstruction of existing freeways to category is Preserve Right-of-Way,"
2,479 lane miles of new freeway/ add additional capacity through where demand is not expected to be
tollway capacity at a cost of bottleneck improvements as well as strong enough to warrant the
$11.5 billion and $1.3 billion is accommodating other improvements. construction of a transportation facility,
expected to come from tolls and user New Staged Freeways are in corridors but the corridor should be preserved
fees. Mobility 2025 Update faces the where there is currently no freeway, but for future system capacity.
challenge of balancing a huge demand one is warranted by 2025 and could be
on an already over-used system, with constructed in stages as the demand The development of the projects in
constrained funding resources from warrants. The New Staged Tollway these corridors will move forward
traditional fuel tax and vehicle category identifies corridors where toward implementation and will be
registration fee revenues. Over the revenue estimates support for the refined as the corridors proceed
past few years, the idea of user-fee construction of new tollway capacity by through the advanced planning, design,
based roadways has been growing in 2025. New Staged Parkways are and engineering phases.
popularity and acceptance. To that facilities that have sufficient demand
end, it is the Regional Transportation for a major transportation facility, but
Council's policy to evaluate toll or not a full freeway or tollway.
congestion pricing feasibility for new
Mobility 2025 Update
Freeway and Tollway System
Legend
j
Improve Existing Freeway
New Staged Freeway
New Staged Tollway
b. New Staged Parkway
Upgrade to Parkway
Preserve Right-of-Way
0 Dallas CBD Fort Worth CBD
~s
3
- I
Additional and improved freeway interchanges and service
roads should be considered on all freeway facilities in order
to accomodate a balance between mobility and access needs.
New facility locations indicate transportation needs and
0, do not represent specific alignments.
Q The need for additonal east/west capacity is identified in the
corridor between Northwest Highway and Mockingbird Lane
' from US 75 to SH 183/IH 35E. Further study is needed to
- - - - 'T re tine alignment an operational characteristics.
J
North Central Texas N
Council of Governments Q
Transportation
41
The Regional Arterial System is a have been included in the amendment arterials and build new components.
subcomponent of a broader regional of the Regional Thoroughfare Plan The Plan Update identifies $3.1 billion
thoroughfare system. The NCTCOG arterial network. committed to the 1,731 mile designated
Regional Thoroughfare Plan (RTP) Regional Arterial System and
recognizes the network of arterial The Regional Arterial System is a $2.6 billion of additional local funds
facilities having regional travel critical component of the Plan Update for other arterial improvements through
significance upon which the Regional in providing transportation support and the year 2025, as reflected in the
Arterial System is based. The RTP access. The importance of regional Financial Plan.
includes all roadways classified as arterials to the overall Plan Update
principal arterials through the TEA-21 becomes increasingly essential as The updated Regional Arterial System
functional classification effort, as well reliever facilities to parallel freeways map shows a shaded area surrounding
as the National Highway System and tollways, as well as, supporting the urban core in recognizing that the
(NHS). In addition to the basic accessibility to other regional facilities regional arterial network must be
framework of federally designated to and from local land uses. Travel on expanded in the future to support
facilities, complementary local regional arterials is expected to rise long-term growth. At present, the
government principal arterials are almost 48 percent over current levels future arterial needs have not been
incorporated to complete the 1,731 by the year 2025. fully studied for all of the shaded area
miles of regional arterials. The only shown on the map. The main purpose
changes incorporated since the The Regional Arterial System has for showing the shading is to identify
January 2000 adoption of the regional evolved as a tool to quantify the the need for a more comprehensive
arterials were those identified through amount of future arterial capacity regional arterial network in the outlying
the Mobility 2025 Update public needed to support the Metropolitan areas to support the growth that is
meetings in spring 2001 where one Transportation System (MTS). Based being forecast in those areas.
modification was made to the Regional on the importance of providing user Additional studies will be needed
Arterial System at the request of a local mobility and access throughout the to substantiate the magnitude and
government. Another six regional region, a total of $5.7 billion in arterial extent of improvements that may be
arterials incorporated minor changes to capacity funds is expected to be warranted beyond 2025.
the proposed number of lanes that available to maintain existing regional
Mobility 2025 Update
Regional Arterial System
Legend
I Regional Arterials
Existing Freeways and Tollways
/ Proposed Freeways and Tollways
Preserve Right-of-Way
/ Local government thoroughfare
plans vary in these corridors
y Thoroughfare Spacing Review
II ~ ~ New facility locations indicate transportation
i needs and do not represent specific alignments.
Based on NCTCOG's Regional Thoroughfare Plan
I '
I i I Dallas CBD Fort Worth CBD
~ I
i I
t
- - - - - - -
I
I
' North Central Texas N
Council of Governments
Transportation
42
The North Central Texas region logistics experts as the primary private-sector partners, strategic
represents one of the largest "inland trucking/rail/air cargo center in the projects that address these goals can
ports" in the nation where freight is Southwest and will grow in importance be identified, and consequently,
moved, transferred, and distributed to as a principal international marketplace funding opportunities for these
destinations across the State and in the 21st century. improvements can be sought. The
around the world. North Central Texas Strategic Routing System, for instance,
has one of the most extensive surface, Furthermore, the significance and identifies the NAFTA corridor and
air, and rail transportation networks in impact to the regional economy and other major freight corridors as
the world, providing trade opportunities goods movement of the North roadways that should be targeted
for the more than 600 motor/trucking American Free Trade Agreement for improvements. The Hazardous
carriers and almost 100 freight (NAFTA), which was enacted in 1993, Materials Truck Route is another
forwarders that operate out of the cannot be understated. Trade from the important element of the freight route
Dallas-Fort Worth Metropolitan Area. DFW Metropolitan Area to Mexico and system. In addition, a program that
The region is the primary economic Canada has more than doubled to identifies and prioritizes at-grade
engine in Texas, representing about $2.3 billion. Interstate Highway 35 has highway-railroad crossings will assist
one-third of the State's total economic grown in importance, as it extends from in guiding improvement funds.
output. As a measure of the region's the Texas-Mexico border to northern
strategic geographic position for goods Minnesota. Referred to as the NAFTA Mobility 2025 Update recognizes the
movement, 41 million people in Superhighway, this major north-south importance of goods movement in
80 major cities can be reached route also serves both the Fort Worth this region. As transportation funds
overnight from the DFW Metropolitan Central Business District and the are made available, careful
Area by truck or rail. The nation's Dallas Central Business District. consideration will be given to
largest rail lines operate in the region projects that impact the mobility
and coordinate with trucking shippers Two critical goals of the Intermodal/ and safety of the transportation
at four intermodal freight centers locat- Freight Transportation Planning system, particularly in the context
ed on or near significant highway process in the region is increased of freight transportation and
corridors. Overall, the region is mobility and improved safety. By intermodal accessibility.
considered by most economic and working with local governments and
Mobility 2025 Update
Interstate Highway 35 NAFTA
Corridor Technology Deployment
I.H. 35 Intelligent Transportation
Den oVi System Components
•p Dynamic Message Signs
(Potential/Existing Sites)
Speed Detection
_ -r ) - IncidenlBypassROUtes
Freeways/Parkways
O T(Potential ruck Sto Sites) Kiosk
,
Fort Worth
/ TxDOT Transportation
Dallas
1(C1. Management Center
B O
•o
-----o----- - -
0
North Central Texas N
/ Council Governments
Transportation
Metropolitan Planning Area I.H. 35 E / W Merge at Hillsboro
Southern Boundary to Hillsboro
43
A transportation system's performance In 1999, the daily vehicle miles of
can be measured in many ways, travel was 125 million in the region.
especially when talking about a Regionwide, 38 percent of all roadways
multimodal transportation system. It is were congested during the peak
often measured in terms of how hour, resulting in $5.3 billion in lost
successful the system is in reducing productivity due to traffic congestion
roadway traffic congestion. If annually. Travel and congestion is not t,A, =
multimodal options, trip reduction uniform throughout the region. In
programs, system management 1999, the most severe congestion was
projects, and other travel policies are in the north Dallas County/south Collin
effective, the result will be reflected County area around I.H. 635 (LBJ),
through reduced congestion on the I.H. 35E (Stemmons), and the Dallas
roadway system. However, North Tollway. If the expected
demographic growth may increase demographic growth were to
faster than transportation system occur, and there were no major
capacity can be provided, either due transportation improvements through
to implementation issues or the year 2025, there would be over
financial constraint. 200 million vehicle miles of travel in the
region with 65 percent of the roadways
1999 Congestion Levels congested in the peak hour, resulting
in $15.6 billion in congestion costs.
Legend This, of course, is an unrealistic
I Areas of Moderate scenario since some transportation
! 0 Peak-Period Congestion improvements will certainly occur, and
Areas of severe if they did not, the region would not
Peak-Period Congestion
o attract the expected demographic
Annum cost or growth. However, it is a good
Congestion -$5.3Billion indication of how much impact the
population and economic growth will
have if we do not provide significant
transportation system capacity to
accommodate it.
j If the projects, programs, and policies
contained in Mobility 2025 Update are
~Cann ortco,Temmema " implemented, 45 percent of the
Transportat on
roadways will be congested with an
annual congestion cost of $8.2 billion -
over 50 percent more than the cost in
2025 Congestion Levels 1999. Severe congestion will spread to
Legend include southeast Denton County and
additional portions of north Dallas
Areas Moderate
Peak-Period Congestion and south Collin Counties. Financial,
Areas of Severe environmental, and social constraints
Peak-Period Congestion will make it very difficult to
accommodate the increased demand
Annual Cost of
for travel resulting from the regional
Congestion . $8.2 Billion
growth. If we are to meaningfully
r reduce congestion levels, we must
r~~, continue to aggressively pursue
X additional congestion mitigation
'Ld strategies aimed at reducing vehicular
travel and making the transportation
system more efficient, as well as
4 \ ` Cnuncl. GOVerYnments " additional revenue to implement
~.JI Transportat nn
those strategies.
44
As part of the development of Mobility integrated into the metropolitan transportation facilities can enhance a
2025 Update, corridors are evaluated transportation planning process as a community's quality of life rather than
from a regional, system-level corridor refinement study. These detracting from it.
perspective for major transportation corridor refinement studies serve as a
improvements such as freeways, bridge between the regional planning Several major investment studies have
tollways, high occupancy vehicle lanes, process and the more detailed been completed under the ISTEA
and rail facilities. The Plan Update environmental analysis and project regulations. The recommendations
makes general recommendations in design and engineering phases. from these studies are reflected in
each corridor to meet the increasing Mobility 2025 Update. There are also
demand on the roadway and transit The goal of these studies is to major investment studies which were
systems. For each specific corridor achieve local consensus on a preferred underway at the time Mobility 2025
recommended for improvement in the alternative and investment strategy. Update was developed. For those
Plan Update, federal regulations This is accomplished through a studies, the recommendations in the
developed under the Intermodal comprehensive and aggressive Plan Update reflect the latest
Surface Transportation Efficiency Act agency and public involvement information available for each
of 1991, and proposed under the process. These studies include more corridor at the time the Plan Update
Transportation Equity Act for the 21 st than simply solving the mobility needs was developed. As each study is
Century, require that a comprehensive in the corridor, they also achieve completed, specific recommendations
and detailed analysis be conducted. additional goals by integrating within each corridor may change. If
Under ISTEA, these analyses were local government land-use policies, this occurs, the new recommendations
called major investment studies. neighborhood and community goals, will be incorporated into Mobility 2025
Under TEA-21, a major investment environmental issues, and economic Update or in the development of
study will no longer be required as a development objectives. Through this subsequent Plans, as appropriate.
stand-alone planning item, but will be comprehensive process, major
Preferred Major
I Investment Studies
Alternatives
Legend
/ Mobility 2025 Update Freeways/Parkways
Rail
- 1 Roadway
The major investment studies on this
map represent general corridor
improvements as identified in
Mobility 2025 Update. Recommendations
for specific facility improvements are
pending completion of each MIS.
North Central Texas N
Council of Governments
Transportation
I
45
Mobility 2025 Update establishes sustainable development: the Overall, the objectives of these
sustainable development as a strategic utilization of existing system capacity, practices are to: respond to local
approach to transportation planning, the mixing/integration of land uses, initiatives for town centers, mixed-use
programming, and construction. increased rail mobility, and improved growth centers, transit oriented
Sustainable development leverages access management. developments, infill/brownfield
the land-use/transportation relationship
to improve mobility, enhance air quality,
and support economic growth in 7- '
ways that utilize the existing and planned transportation system in an
efficient manner.
By providing planning support fora'{
diverse range of mobility options such F'~'yh
as rail, automobiles, bicycling, transit, ~
and walking, the Plan Update helpsi
local governments present a range
of development opportunities to the private sector. The Plan Update
recognizes four categories of j 11 developments, and pedestrian
oriented projects; complement
rail investments with coordinated
investments in park-and-ride facilities
Strategic Urban Development and pedestrian and bicycle facilities;
Provide access to urban and older suburban areas with and promote economic development
undeveloped land. appropriately throughout the region
• Encourage sensitive intensification of existing neighborhoods while improving air quality and traffic
through increased housing densities supported by a greater mix congestion by reducing vehicle miles
of compatible activities.
traveled per person.
• Establish incentives to promote infill and brownfields development.
• Encourage development in the urban and suburban core. Private developers and local
Integrated Land-Use Planning/Urban Design governments are leading the way
• Provide diverse housing types in balance with employment distribution. with a collection of existing
sustainable development projects
• Reduce the segregation of land uses in appropriate areas (mixed-use
development). including: Addison Circle,
Provide an equitable distribution of public social and cultural Downtown Fort Worth, and the
services and facilities. DART Light Rail Stations. In one
example, current construction at
Transit-Oriented Development the Mockingbird light rail station
Increase residential and employment densities near transit stations. features developer sponsored
Establish mixed-use zones around transit stations. pedestrian linkages to the adjacent
• Increase the number of cities belonging to a transportation authority. station and retail office and multifamily
areas. Mobility 2025 Update builds
Access Management on these successes by recommending
• Require shared access (driveways) and shared parking for new strategies to meet financial constraints,
developments, expansions, or redevelopments. diversify mobility, and improve air
• Provide access to major arterials or heavily traveled corridors via quality regionwide.
secondary roads (instead of access points directly on major arterials).
• Restrict left-turn conflicts on thoroughfares with a high volume of traffic.
Limit signal spacing along major thoroughfares.
Locate school zones away from major arterials.
46
The use of alternative fuels and ultra low- Cities has been promoting the use of alternative
emitting vehicles are important to the United fuels in the area. The organization hosts
States and the Dallas-Fort Worth Metropolitan events, demonstrations of alternative fuel and
Area. It can lessen dependence on foreign advanced technology vehicles, and regularly
products, create domestic jobs, and have a scheduled informative meetings. Clean Cities
positive impact on air quality. Currently, there members also work with national and Statewide
are 7,000 publicly and privately owned coalitions to coordinate vehicle purchases,
alternative fuel vehicles (AFVs) operating on education and training, and infrastructure needs
the roadways of North Central Texas, which are in order to support the growing industry.
powered by propane, natural gas, and electricity.
The Ultra Low-Emitting Vehicles Program will
In the DFW Metropolitan Area, federal and State continue to play an important role in the mobility
financial incentives have been available for and air quality considerations of the region. As
several years to encourage fleets to adopt existing technologies change and new
ultra low-emitting vehicle technologies. technologies evolve, policies to capitalize on
Transit agencies and public-sector fleets have their benefits should be put in place.
benefited greatly from these incentives.
The recommendations outlined in Mobility
2025 are flexible and targeted toward taking
advantage of available incentives, both current Encourage less reliance on petroleum fuels.
and future, to encourage the continued
Facilitate the public/private sharing of
refueling stations and the installation of
y new stations.
es Consider feasibility of using electric vehicles
j in conjunction with transit facilities.
i
idFacilitate the adoption of emerging
j'. advanced technologies.
Continue to fund the incremental costs of
alternative fuel vehicles.
Expand funding opportunities for
private fleets.
~i
Begin to expose the general public to
~ alternative fuel vehicles.
Continue to seek financial and non-financial
incentives necessary to promote the
purchase of ultra low-emitting vehicles.
advancement of vehicle technologies and
equipment availability to fleets and for
private use.
r.,
Between 1994 and 2001, more than $5 million
was used to pay a portion of the incremental a uH
cost of alternative fuel vehicles for public fleets,
resulting in more than 3,000 light-duty AFVs
being placed into public fleets during this time period. Area transit agencies also received
financial assistance in building a total fleet of
300 alternative fuel buses in the region.
The DFW Metropolitan Area participates in the
U.S. Department of Energy's Clean Cities
11t
Program. Since 1995, Dallas-Fort Worth Clean
47
The goal of the Elderly and Persons with projects are selected annually by the TxDOT
Disabilities Program is to provide efficient, Dallas and Fort Worth District Offices. As the
reliable, comprehensive, and coordinated MPO for the Dallas-Fort Worth Metropolitan
transportation services to meet the special Area, the North Central Texas Council of
transportation needs of the elderly and persons Governments provides input as appropriate for
with disabilities. Funding for the Program is the inclusion of projects in the Transportation
available for metropolitan, small urban, and Improvement Program (TIP).
rural areas through federal, State, and local
sources. This funding can be used for the Existing rural and urban transit districts and
purchase of replacement vehicles, new metropolitan transit authorities are the primary
vehicles for service expansion, and auxiliary recipients of funds, for their respective service
equipment to transport the elderly and areas, under this Program. For those areas not
persons with disabilities. currently served by transit providers, or in cases
where the existing provider is unable to provide
The Mobility 2025 Update financial plan includes the service, TxDOT may chose an alternative
$80 million in funding for currently programmed primary recipient. Private, nonprofit
or future Elderly and Persons with Disabilities organizations and associations are eligible
projects. In accordance with State rules, to receive funds as secondary recipients. In
addition, local public agencies approved by the
State to coordinate transportation services, and
any public agency that certifies that nonprofit
organizations in the area are not readily
Increased access should be provided to existing elderly and available to carry out the services, may also
persons with disabilities services, where feasible. receive funds as secondary recipients. Issues
New services and service expansions should be reviewed to identify continue to be raised regarding the lack of
and eliminate the duplication of services whenever possible. transportation services for elderly and persons
All services should comply with the Americans with Disabilities Act with disabilities. NCTCOG has assumed a
and support federal guidelines. leadership role in the efforts to improve and
New and existing services should be coordinated with Access to coordinate transportation services for the
Jobs initiatives where feasible. region's elderly and persons with disabilities.
This should be accomplished through the
Regular need assessments are recommended in order to identify program recommendations shown at left.
opportunities to guide the establishment of additional services and
the provision of needed service refinements.
Additional funding sources for operational expenses and capital
equipment should be identified.
b.-. h
m
w~
48
One of the most important aspects thoroughfare construction, as the Since the Plan Update is not tied to
of Mobility 2025 Update is the primary source of revenue for these any specific revenue generation
identification and analysis of the improvements is motor fuel taxes. strategy such as gas tax increases
financial resources available to This source of revenue continues to or percentage of gas tax revenue
implement its recommendations. be eroded by the diversion of funds returned to the State, it puts an
Not only is this financial analysis a to non-transportation purposes. increasing burden on the RTC to
sound planning practice, it is also The impacts of inflation, and improved monitor the financial situation of the
required by federal law. TEA-21 vehicle efficiency resulting in less Plan Update on a regular basis and
requires that the Plan Update be available revenue per mile driven by make adjustments accordingly.
constrained to available financial commuters also reduce this revenue. Because implementation is
resources. The cost of Mobility 2025 At risk is an estimated $3.3 billion of contingent upon the need for
Update is estimated at $49 billion over needed funds if status quo conditions additional revenue, the RTC will
the 24-year life of the Plan Update. remain. While the Regional continue to monitor State and federal
Thirty seven percent, $18.1 billion, of Transportation Council and other legislative initiatives to ensure that
the Plan's financial resources is transportation partners have funding is available to implement
directed toward operation and made significant strides in reducing Mobility 2025 Update.
maintenance of the system while the projected shortfall in recent years,
$30.9 billion is allocated across the additional efforts are needed to reduce
various multimodal transportation the deficit even more.
system improvements based on need
and eligible funding programs.
As part of the development of Mobility
2025 Update, the mobility needs for
each program area based on the
adopted goals and objectives were
identified; then the costs were
estimated and summed. An in-depth
analysis of the historical and current
transportation funding was carried
out including investigation of the
sources of funds, funding formulas,
and the administrative processes that
result in taxes and fees being
collected and expanded for specific Dedicated local sales tax revenue
transportation improvements. combined with federal formula and
discretionary funding and passenger Pursue Tollway, Congestion
The primary sources of revenue fares are used to build and operate Pricing, and Managed
for transportation maintenance, public transportation systems. The Facilities
operation, and capital improvements transit agencies prepare operating and Reduce Premature
include federal and State motor fuel financial plans to ensure continued Maintenance Through
taxes, State vehicle registration fees, system operation and expansion.These Capital Assets Inventory
dedicated transportation authority sales plans which assume continued growth
taxes, tollway revenue, and local in transit readership, transit fares, and Reduce Project Costs
government bond programs. The sales tax revenue, were integrated Through Value Engineering
analysis revealed that if the rates into this effort. Stage-Construct Major
associated with these revenues remain Transportation Facilities
at their current levels, or status quo,
there would not be sufficient funding to Streamline Project
construct the recommendations of this Development Process
Plan Update. This is particularly critical Improve System Capacity
in the area of freeway and Through Bottleneck
Removal Program
• Pursue Innovative Cost-
Sharing Arrangements
49
Conformity is the mechanism in the Clean Air Act (CAA) emissions must be below the established budgets
that requires the Plan Update to be consistent with identified in the SIP, and second, they must be below
State and local air quality objectives and goals. the base year 1990.
Conformity also mandates that the Plan Update meet
federal clean air standards through implementation The result of the air quality conformity analysis
strategies contained in the State Implementation Plan conducted on the Plan Update indicates that the Plan
(SIP). To meet the requirements of the CAA and SIP, Update is consistent with both the VOC and NOx
the Plan Update shall be consistent with established emission budgets in the attainment demonstration SIP
mobile emission budgets, contribute to mobile source and contributes to emission reductions when comparing
emission reductions, and provide for the timely the analysis years 2007, 2015, and 2025 to 1990
implementation of transportation control measures. emission estimates. This allows projects, programs,
and policies contained in the Plan Update to move
forward to advance planning and implementation
within the region.
CONFORMITY OF THE 2002-2004 TIP AND
THE 2025 METROPOLITAN TRANSPORTATION PLAN UPDATE In order for the region to continue to thrive
FOR THE DALLAS/FORT WORTH METROPOLITAN AREA
Nitrogen Oxide Emissions economically, efforts must be focused on the
commitments to implement transportation
400 improvements with positive air quality benefits.
T Failure to do so will jeopardize the region's quality
v 300 of life, public health, environment, and the ability to
N
implement the projects and programs in the
Attainment Demonstraton SIP
0 200 NOx Emission Budget = 164.30 (tons/day) Plan Update.
y
N
E
w
q 100
Z
0
1990 2007 2015 2025
Analysis Year
SOURCE: NCTCOG Transportation Department
CONFORMITY OF THE 2000 TIP AND
2025 METROPOLITAN TRANSPORTATION PLAN
FOR THE DALLAS/FORT WORTH METROPOLITAN AREA
Volatile Organic Compound Emissions
Transportation Control Measures (TCMs) are projects
and programs specifically designed to reduce the 400
region's congestion and improve air quality. Typical
m
TCMs include intersection and signal improvements, ? 300
freeway corridor management projects, HOV lanes, and
N
travel demand reduction strategies, all of which are o zoo
F. Attainment Demonstration SIP
components of the Plan Update and inventoried in the 2 VOC Emission Budget 107.60 (tons/day)
Transportation Improvement Program. o ,oo
Transportation strategies included in the Plan Update
shall be subjected to an intensive air quality conformity 0 1990 2007 2015 2025
review due to the serious ozone nonattainment status Analysis Year
:
of the Dallas-Fort Worth Metropolitan Area. The air SOURCE NCTCOG Transportation Department
quality conformity analysis focuses on the principle
ozone-causing pollutants of Volatile Organic
Compounds (VOC) and Nitrogen Oxides (NOx).
Two specific emission tests are conducted in the
conformity analysis. First, future year VOC and NOx
50
The North Central Texas Council of Governments (NCTCOG) is a voluntary association of local governments within the 16-county
North Central Texas region. The agency was established in 1966 to assist local governments in planning for common needs, Cooper-
ating for mutual benefit, and coordinating for sound regional development. North Central Texas is a 16-county region with a population
of 4.6 million and an area of approximately 12,800 square miles. NCTCOG has 232 member governments, including all 16 counties,
163 cities, 26 independent school districts, and 27 special districts.
Since 1974, NCTCOG has served as the Metropolitan Planning Organization (MPO) for transportation in the Dallas-Fort Worth
Metropolitan Area. The Regional Transportation Council is the policy body for the Metropolitan Planning Organization. The Regional
Transportation Council consists of 37 members, predominantly local elected officials, overseeing the regional transportation planning
process. NCTCOG's Department of Transportation is responsible for support and staff assistance to the Regional Transportation
Council and its technical committees, which comprise the MPO policy-making structure.
NCTCOG Transportation Department Staff
Transportation Department Fay Church Nan Miller Mark Stephens
Executive Secretary Senior Transportation Planner Transportation Planner I
Michael Morris Arash Mirzaei
Director of Transportation Erin Clark Senior Transportation Planner Francisco Torres-Verdin
Transportation Planner I Senior Transportation Planner
Dan Kessler Mindy Mize
Assistant Director of Transportation Kathie Crider Transportation Planner 11 Jacqueline Turentine
Executive Secretary Administrative Secretary 11
Dan Lamers Jeffrey Neal
Principal Transportation Engineer Brian Crooks Senior Transportation Planner Barbara Walsh
Transportation Planner 11 Administrative Secretary 11
Vickie Alexander Boris Palchik
Administrative Assistant 11 Chad Edwards Transportation Planner I Mitzi Ward
Transportation Planner 11 Transportation Planner 11
Zintia Alfaro Marian Pardue
Transportation Intern 11 Brian Flood Grants Coordinator Jared White
Transportation Planner I Transportation Planner I
Wilfred Babbili Vercie Pruitt-Jenkins
Transportation Planner 11 Robert Hall Administrative Assistant I Dawn Wills
Transportation Planner I Transportation Planner I
Felice Barlett Vijaya Pusuluri
Urban Planner I Rachel Harshman Transportation Intern 11 Timothy Young
Transportation Planner I Urban Planner I
Omar Barrios H.R. Ranganath
Transportation Planner I Lynn Hayes Senior Transportation System Modeler Jacqueline Zee
Principal Transportation Planner Transportation Intern I
Wes Beckham Chris Reed
Transportation Engineer 11 Marc Hesler Transportation Planner 11 Christie Zupancic
Transportation Planner I Senior Transportation Planner
Therese Bergeon Carrie Reese
Administrative Secretary 11 Cathy Huffman Morris Urban Planner I
Administrative Assistant 11
Bob Best Roxane Roberts Contributing NCTCOG Staff
Computer Systems Administrator Christie Jestis Administrative Secretary 11
Transportation Planner
Natalie Bettger Dan Rocha Public Affairs Department
Senior Transportation Planner David Jodray Principal Transportation Planner
Senior Transportation Planner Kristy Libotte Keener
Michelle Bloomer Greg Royster Graphic Designer
Senior Transportation Planner Sajjad Khan Principal Transportation Engineer
Transportation Intern 11
Shahram Bohluli Mark Sattler Research and Information
Transportation Planner 11 Christopher Klaus GIS Analyst 11 Services Department
Principal Transportation Planner
Ruth Boward Kim Seymour Bob O'Neal
Senior Transportation Planner Runhui Liu Urban Planner I Director of RIS
GIS Analyst I
Michael Burbank Md Shahabuddin Rocky Gardiner
Principal Transportation Planner Barbara Maley Transportation Planner I Manager of Research
Principal Transportation Planner
Ken Cervenka Mike Sims
Principal Transportation Engineer Chad McKeown Principal Transportation Planner
Transportation Planner 11
Ying Cheng LaDonna Smith
Urban Planner I Julie Meador Transportation Planner 11
Administrative Secretary 11
51
NCTCOG Executive Board 2001-02
President Director Director Director
Mike Cantrell Tom Vandergriff Wayne Ogle Linda Harper Brown
Commissioner, Dallas County County Judge, Tarrant County Councilmember, City of Arlington Councilmember, City of Irving
Vice President Director Director General Counsel
James O'Neal Wendy Davis Wayne Gent Jerry Gilmore
Councilmember, City of Lancaster Councilmember, City of Fort Worth County Judge, Kaufman County Attorney at Law, Dallas
Secretary-Treasurer Director Director Executive Director
Jack Hatchell Alan Walne Mary Lib Saleh R. Michael Eastland
Commissioner, Collin County Councilmember, City of Dallas Mayor, City of Euless
Past President Director Director
Mary Poss Charles Beatty Bob Phelps
Interim Mayor, City of Dallas Mayor, City of Waxahachie Mayor, City of Farmers Branch
Regional Transportation Council 2001
Ron Harmon, Chairman Linda Harper Brown Jay Nelson Mark Stokes
Johnson County City of Irving Texas Department of Transportation, City of Carrollton
John Murphy, Vice Chairman Becky Haskin Dallas District Steve Terrell
City of Richardson City of Fort Worth Mike Nowels City of Allen
B. Glen Whitley, Secretary Jack Hatchell City of Lewisville
Tarrant County Collin County Mary Poss Maxine Thornton-Reese
City of Dallas City of Dallas
Ron Brown John Heiman, Jr. Carl Tyson
Ellis County City of Mesquite Dave Ragan City of Euless
Mark Burroughs Jerry Hiebert Fort Worth Transit Authority
City of Denton North Texas Tollway Authority Pat Remington Marti VanRavenswaay
City of Arlington Commissioner, Tarrant County
Jim Carter Lowell Hyatt Mark Wright
Denton County City of Garland Charles Scoma Mayor, City of Kennedale
Wendy Davis City of North Richland Hills
Lee Jackson Vacant
City of Fort Worth Dallas County Chuck Silcox City of Dallas
Harry Englert City of Fort Worth
Linda Koop Vacant
City of Grand Prairie Dallas Area Rapid Transit Grady Smithey TxDOT - Fort Worth District
City of Duncanville
Lois Finkelman Ken Lambert Michael Morris
City of Dallas City of Plano Robert Stimson Transportation Director, NCTCOG
Sandy Greyson Kenneth Mayfield City of Dallas
City of Dallas Dallas County
Air Transportation Surface Transportation Travel Demand Management/
Technical Advisory Committee Technical Committee Congestion Management
Robert Porter Jim Driscoll System Committee
Chairman Chairman Martha Musgrove
Chairperson
The contents of this report reflect the views of the authors who are responsible for the opinions, findings, and conclusions presented herein. The contents do not necessarily
reflect the views or policies of the Federal Highway Administration, the Federal Transit Administration, or the Texas Department of Transportation. This document was pre-
pared in cooperation with the Texas Department of Transportation and the U. S. Department of Transportation, Federal Highway Administration and Federal Transit
Administration.
North Central Texas Council of Governments
P. O. Box 5888
Arlington, Texas 76005-5888
Attachment #7: Dallas-Fort Worth Attainment
Demonstration SIP Emission Reduction Control Strategies
SIP Rules
ITEM SUMMARY
DFW Electric - 0.033 lb NOx/MMBtu large DFW systems
Generating Utilities - 0.06 lb NOx/MMBtu small DFW systems
-2005
- Heat Input Based on Highest 30-day period
Regional Electric - East and Central Texas Region (outside non-attainment
Generating Utilities areas)
- 0.165 lb NOx/MMBtu permitted coal and lignite boilers
- 0.14 lb NOx/MMBtu permitted gas boilers
- 2003 compliance date for cost recovery units
- 2005 compliance date for others
Cement Kilns in - NOx limit of 4 Ibs/ton (wet kilns) or 2.8 Ibs/ton (dry kilns)
East and Central Texas in Ellis County
- Reduction complete by 2003 in Ellis county
- Reductions of approximately 22% complete in 2005 for the
rest of the region
Vehicle Inspection - ASM (Acceleration Simulation Mode); pre 1996
and Maintenance - OBD (On-Board Diagnostics); 1996 and newer
Program - May 2002 in Dallas, Tarrant, Collin, & Denton
- May 2003 in Rockwall, Ellis, Kaufman, Johnson, & Parker
Vehicle Technology - Federal Tier II standards in 2004
- California LEV II by 2007 being held in abeyance
Reformulated - Lower RVP
Gasoline (RFG) - EPA to phase out MTBE over 3 year period
- Federal program: Sulfur content 30 ppm by 2004
Cleaner Diesel Fuel - TNRCC; April 1, 2005
500 ppm Sulfur, < 10% Aromatic, Cetane No. > 48)
- Federal Program; June 1, 2006 (sulfur 15 ppm)
Water Heaters and Small - Statewide
Boilers - Applies to new units manufactured starting July 1, 2002
for relaxed interim standards and 2005 for final standards
California Gasoline - Statewide (adopted with Houston SIP); May 1, 2004
Engine Standards for - Applies to new equipment sales of 175 hp and less
Non-Highway Equipment (forklifts, compressors, generator sets)
- Exempt: recreational equipment, stationary engines,
marine vessels, and equipment on tracks
Source: Texas Natural Resource Conservation Commission 53
Dallas-Fort Worth Attainment Demonstration SIP
Emission Reduction Control Strategies
ITEM SUMMARY
SIP Commitments (locally implemented)
Airport Ground - 4 counties
Support Equipment - 2005 complete
- Phased implementation 20%, 50%, 90%
- Airlines = 75% reduction, Airport = 15% reduction
- Exempt winter equipment
Voluntary Mobile - Accelerate Locomotive Tier II Engines (4 counties)
Emission Reduction - Retrofit Selected Off-Road HD Diesel Engines (12
Programs counties)
- Control Measures for Ozone Season (12 counties)
- Sustainable Development
- Low Emission Vehicle Program (4 counties)
- Employee Trip Reduction Program (9 counties)
- Vehicle Retirement/Maintenance Program (9 counties)
Building Efficiency Codes - 9 counties 2000 standards
- 2001 implementation
Transportation Control - 4 counties
Measures - Travel demand management in surrounding 5 counties
- Various years
Speed Limit Reduction - 9 counties by September 1, 2001
- 5 mph reduction (70 mph to 65 mph, 65 mph to 60 mph, all
other limits to remain unchanged)
Legislative Activities
Emission Reduction Plan - Repeal of Construction Shift
Senate Bill 5 - Repeal of Accelerated Tier II/III Purchase Requirement
- Diesel Emissions Reduction Incentive Program
- Light-Duty Motor Vehicle Purchase/Lease Incentives
- Local Government Grant Program
Auto Emissions Testing - Provides Expanded I/M Authority and Flexibility
House Bill 2134 - Sets Specific Waivers, Exemptions, and Requirements
- Establishes Low-Income Repair Assistance, Retrofit, and
Accelerated Retirement Program
- Identifies Penalties for High Emitting Vehicle Owners
Source: Texas Natural Resource Conservation Commission 54