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GRADE S PARATION
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F E A S I I III l{ Y STUDY
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DENTON ,j'TEXAS
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FORREST AND COTTON , INC. l::ONSIJ` `TING ENGINEERS DALLAS , TEXAS .
IANUAR%►, 1969
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GRADE SEPARATION
FEAS B L TY STUDY
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DENTON TEXAS
FORREST AND COTTON INC. • CONSULTING ENGINEERS DALLAS TEXAS .
JAN UA RY,1969
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THE CITY ~OF DENTt~N, TEXAS
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1 ZEKE MARTIN • MAYOR
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1 COUNCILMEN
1 Dr. Alex. Finlay J. T. Jones. Jr.
r L. A. Nelson Marvin Loveless
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JIM W. WHITE City Manager
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BROOKS HOLT ---City Secretary
' JACK 0. BARTON City Attorney
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11uLro1.°Y study of McKinney Street, It is our opinion that a broader thorough- rU,V,.• Ii, q'"n. CON 1uln«1!
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,+"U+LeNo"r 11611 u11 fare study should be made considering the movement of traffic
between the central business district and the cast part of the City
prior to a decision on proceeding with a grade separation at McKinney
Honorable Mayor and City Council
City of Denton
Civic Center Street,
Denton, Texas 76201 We are available at your convenience to discuss the contents
Gentlemen; of this report.
This report presents the results of studies we have made `\\\\\N1111)
;,•~tg0Ftf~llllk Sincerely yours,
to determine the best means of providing a grade separation, at the
FORREST AND COTTON, Inc.
intersection of McKinney Street and the Texas & Pacific Railroad, G GGR,, GGN „ Consulting Engineers "ite BROWM .,f
pa,, q 25342
Of the various means considered, it is our opinion that an ~I
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overpass will provide the most economical solution to carrying Glen Gordon Brown, P. E.
McKinney Street traffic across the railroad in a dependable manner, .•tti OF t {'t
d `Iq,~f1 A '
The estimated cost of constructing such a structure is $740,000.00. '1 a u+s A. ey Ids, I
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llOIREYNOLDS, R,~. It should be noted that our studies did not extend to a dater- 22612
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ruination of the best location for crossing the railroad considering
the over-all traffic movements, and that this report is limited to a
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r 1NTHODUCTI1_')N SCOPE OF REPORT
' The industrialization of areas within and adjacent to the
Investigations have been made in sufficient detail to make .ke
central business district and the continued growth of the City of
r reasonable comparisons of cost of three different rncans of providing widing
Denton have caused additional traffic and introduced problems with i are
a grade separation. The preliminary designs developed herein are
r regard to travel of the working public to and from their place of
based upon information taken from- available maps, visual inspection ection
employment, as well as travel of emergency vehicles between the p the
' of the site and such field surveying as was necessary to develop the
central business district and the east part of Denton. The City is general features of the proposed structures.
r situated around the junction of the Texas & Pacific and Missouri•
Estimated construction costs were arrived at through the use
Kansas-Texas Railroads. Switching movements, as well as through
of cost records avaiia'Ae for similar structures in this general area.
rail traffic on these two lines, together with the normal automobile
adjusted for recent over-all increases that have occurred in the con-
travel that eAsts, has resulted in continuing delay and inconvenience
struation industry. In the event there is an appreciable tim..- lapse
to the citizens of Denton. This situation will become more critical
before construction is initiated the estimated construction costs
as the area cast of the central business district continues to develop
would need to be adjusted to conform to further variation in construction
r and grow. It is desirable, therefore, to provide a grade separation
costs. The estimated costs presented herein represent the approximate
and this report considers this possibility at McKinney Street since
r cost of construction including enF;ineering and normal contingencies, R
there has been interest for some time in a crossing at this particular
but do not include the cost of rig'it-of-way acquisition or the satisfying nstructlon ME imm-
r location. ir- 7-A - lk i
of possible damage claims and attendant legal expenses or coats that
r might iu, incurred by the railroad and utility companies brought on by
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the construction.
r Three possible means of providing a crossing have been tti sfyi ng
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r investigated. These are; :s that
ton by
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I Plan "A" - Overpass the existing railroad within the The estimated cost of constructing the overpass is $740,000.00. 0
present right-of-way. Maintenance and operation costs for this type of strut ture would be
Plan "H" - Underpass the existing railroad within the relatively small in comparison to an underpass.
' present right-of-way. Plan "13"
1 Plan "C" - Underpass the existing railroad by construction This plan consists of an underpass centered within th" present
of ramps into the adjacent creek and utilizing right-of-way of McKinney Street as shown on the accompanying drawing.
~g.
the present paved channel to cross through the This method of crossing would require the highest construction
' railroad's existing concrete trestle. cost but it has definite advantages in approach grades which can be
Right-of-way considerations might require some modification established. The approach grade from the west can be fixed no steeper
or
I of the alignments shown in arriving at the most economical facility. than b percent, which would be more desirable than the 9 percent grade
These three plans are presented separately in the text which follows, required for the overpass outlined in Plan "A".
Plan "A" The length of the structure would be approximately 1,000 feet,
1 This would consist of an overpass centered within the present as compared to !,800 feet which would be required for an overpass.
right-of-way of McKinney Street as shown on the accompanying Although the construction cost for the underpass will be higher, it is
drawing. probable that contingent costs relating to the effect on adjoining pro-
f Under this plan, Bell Avenue and Railroad Avenue would be perly would be less. It is not possible, however, to determine with
closed to through traffic at their intersection with McKinney Street. any degree of accuracy the magnitude of any reductions which might
Frame Street would remain open and would have adequate clearance. be realized in this manner. Some modification of the existing Pecan
I The approach grade from the west would be 9 percent, which approaches Creek channel would be required to allow the construction of the
under-
the maximum desirable grade. This grade is necessary, however, pass. In addition, a pump station would be necessary to lift storm
I in order to provide the required clearance of 22. 5 feet over the exist- water and ground water which might accumulate in the underpass into
ing tracks. Pecan Crr.ek. Another major item, adding to the cost of this structure,
is the necessity of keeping rail traffic undisturbed. This would require E'
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' constructing the bridge under rail traffic rising falsework, attendant to the use of such a fac°lity are impossible to evaluate
Since it will be necessary to pump storm water from this with any precision, but there is nu question that the structures
structure, it is probable that at sonic time storms in excess of the outlined under Plan "A" and Plan "B" would provide a considerably
t design capacity may occur, allowing water to accumulate in the higher degree of safety to the public.
' underpass for brief periods. To construct sufficient capacity to The estimated cost of constructing the facility outlined
meet any possible contingency would be uneconomical. This situation herein is $60,000. 00, not including signalling systems and other i
i reduces somewhat the desirability of this type of structure, protective devices that may be required to control traffic.
' The estimated construction cost of the underpass is $1, 100.000.00.
Maintenance and operation costs, brought about largely by the necessity
' of pumping storm water, would be substantially more than would be
' required for an overpass.
Plan "C"
' This plan contemplates using the existing Pecan Creel. channel
' as a means of crossing the railroad. Access to this channel would be
provided by ramps on each side of the railroad. The accompanying
1 drawing defines the construction features which would be required.
' This plan provides a very economical means of crossing the
railroad. Severe limitations in its use, however, at critical times
' would exist by virtue of the fact that it would b, unusable during
periods of rain when water collects in Pecan Creek, In addition, a
vertical clearance of only 12.0 feet is available, compared to a rnini-
mum desirable standard of 16.5 feet in vertical clearance. The hazards
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