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Trinity Parkway Technical Review 2016-03
Trinity Parkway Technical Review 2016-03
Trinity Parkway Technical Review 2016-03
Introduction
City Council Direction:
The City Manager was directed by Council Resolution 150732 to form a team,
including partners and appropriate expertise from a variety of disciplines, to
determine actions that would be necessary to implement the findings of the Charrette
Report within the current project federal approvals or Records of Decision (ROD)
The Purpose of This Report or Technical Proposal:
Technical Review
Local, regional and private partners and the City of Dallas funded a Technical
Team of consultants and provided in-kind support through staff and resources.
This Technical Team included national and local expertise, as well as staff from
the local, state and federal project partner agencies.
Several members of the Design Charrette Team also actively participated in
Technical Team work sessions.
The Technical Team has been working throughout the fall of 2015 and winter of
2016 to bring forward its assessment of feasibility regarding the ideas presented.
The Technical Team proceeded with interactive design investigations and
development of detailed conceptual designs from hand-drawn ideas in the
Charrette Report.
They focused their work on the ideas recommended in the Charrette Report
and then assessed their potential consistency with the existing ROD.
3
Technical Team
Larry Beasley, Co-Facilitator
Brent Brown, Co-Facilitator
City of Dallas
North Texas Tollway Authority (NTTA)
North Central Texas Council of Governments (NCTCOG)
Texas Department of Transportation (TxDOT)
Federal Highway Administration (FHWA)
United States Army Corps of Engineers (Corps)
Public Forums
During the months of May and June, 2015, several local public forums were conducted
around the city to gather input on the 20 ideas featured in the Charrette Report.
Citizens and others were also afforded an opportunity to provide public input via an open
online opportunity.
Several hundred comments were received. This input was shared with the Technical
Team and later with Trinity Parkway Advisory Committee (Advisory Committee)
members.
Summary of Findings
The Technical Teams conceptual design proposal (Technical Proposal)
significantly performs or is largely consistent with the Charrette Report in the
Technical Proposal as follows.
Of the 20 key features of the charrette scheme:
Nine (9) are clearly consistent.
Three (3) offer only minor variations that are not incompatible.
One (1) offers potential significant variation and requires Council choices.
Three (3) are policy decisions, not matters of technical design, and the
detailed design accommodates them.
Four (4) are still subject to more detailed design which normally will not
happen until later in the process and therefore cannot now be fully judged,
though nothing incompatible is anticipated.
In addition, other matters have emerged through the technical design process
that will require Council consideration as discussed herein.
8
Confirmation #1
Idea #1
Roadway and land bench elevations, roadway corridor and end connection to
highways generally as earlier proposed.
Technical Team Findings: The Technical Proposal reviewed these confirmations for
conformity with Design Charrette Team drawings and determined that they are
consistent with the ROD.
10
Pedestrian links across the Parkway generally as earlier proposed 15 links under and
over the Parkway at about -mile intervals; Top-of-levee bikeways and pedestrian
paths generally as earlier proposed; Service roads/bikeways/pedestrian paths around
the Parkway generally as earlier proposed.
Technical Team Findings: The Technical Proposal reviewed these confirmations for
conformity with Design Charrette Team drawings and determined that they are
consistent with the ROD.
11
Variation #1
Idea #5
Only build a 4 lane roadway now fit those 4 lanes of traffic (narrower lanes + grass
shoulders) meandering within the approved road corridor.
Variation #2
Idea #6
Build fewer ramps. Only build two set of ramps within the park accessing the inner city
for the foreseeable future: 1 on/off pair at the north end near the Medical District and
1 on/off pair at the south end near Cedar Crest.
Technical Team Findings: The Technical Proposal, even with its variations, generally
meets the intent of the Design Charrette Team vision, provided that one intrusive
ramp at Riverfront is relocated if shifted from Cedar Crest. Vehicle Miles Traveled
(VMT) projections were generated for each proposed intersection in the ROD, as
well as the recommended interchanges by the Design Charrette Team. Design
exceptions would likely be required from the approved design for fewer ramps, and to
shift and reconfigure ramps. The initial two sets of ramps or interchanges are
recommended as part of a first phase.
13
Variation #3 & #4
Ideas #7 & #8
Ban trucks except for emergencies; Add a U-turn option within the Parkway corridor at
mid-point.
Technical Team Findings: There is nothing in the Technical Proposal that would
forestall adoption of a policy to ban trucks, but this decision will require further
assessment with project partners to determine potential financial implications.
Regarding U-turns, Corps guidance would be required from the approved scheme
and these would be included as part of a phased approach.
14
Variation #5
Idea #9
Allow on-street parking along the Parkway on weekend slow periods and special
occasions.
Technical Team Findings: There is nothing in the Technical Proposal that would
forestall adoption of this policy decision, as the outside lane has been designed to be
slightly wider than minimal standards to accommodate extra width needed for
occasional parking. This will require a decision among project partners related to
operation of the roadway, with the need to address potential financial implications
and liability/safety concerns.
15
Design Refinement #1
Idea #10
Meander the Parkway within the approved road corridor so that future road sections
can be finished now as pull-off parking areas on both sides of the Parkway for park
access and scenic overlook.
Technical Team Findings: Design exceptions may be required from the approved
scheme to achieve the pull-offs and parking for park access. These would be
suggested as integral to the staged or phased approach because these pulloff/parking paved areas are all located within areas that may ultimately be paved as
part of a full build out as currently approved in 3C.
16
Design Refinement #2
Technical Team Findings: The Technical Proposal is generally consistent with the
Idea #11
Design Charrette Team vision to achieve the experience of a roadway lined with trees.
This potential configuration of a tree-lined Parkway remains contingent upon the
65%-level landscape design development when the full detailed landscape plan is
further refined. This will include additional hydrologic review that is consistent with
the Corps technical parameters.
17
Design Refinement #3
Idea #12
within the current technical design. A more detailed landscape design would include
further hydrologic review that is consistent with the Corps technical requirements.
18
Design Refinement #4
Idea #13
Design refinement of flood protection barriers with landscape, art, wall treatments
and hillocks or berms to eliminate blank walls and secure more pervasive views of the
park and to add character, interest, and a strong ecological strategy all along the
Parkway.
19
Technical Team Findings: Design exceptions will be required from the approved
scheme to achieve berming on the Parkway side for the 100-year flood standard.
Further detailing of this concept with landscape elements may be pursued during the
65%-level landscape design development. Resolution of berming on the park side of
the wall cannot be determined until the full park review is undertaken because more
solutions may be necessary to meet Corps hydrologic requirements. Pursuing a flood
standard of less than the 100-year protection will almost certainly challenge the ROD,
representing a high risk in moving the project forward. The Technical Teams
recommendation is to uphold the use of the 100-year flood standard for the Parkway.
20
Design Refinement #5
Idea #14
Design refinement to exploit five major WOW views over the Parkway.
Technical Team Findings: This idea is consistent with the ROD, although design
Allow toll free park use from the Parkway; Locate transit stops so as to enhance
transit-user access to the park over the Parkway for example, provide a Houston
Bridge streetcar stop and a Riverfront Boulevard bus stop.
Technical Team Findings: There is nothing in the Technical Proposal that would
forestall adoption of this policy decision to allow toll free use of the park. This will
require a policy decision among project partners related to operation of the roadway,
with the need to confirm financial implications. With regard to transit user access,
this opportunity is not ruled out by the current Technical Proposal. This should be
resolved with further design.
22
Development Strategy #1
Idea #17
Technical Team Findings: The Technical Proposal confirms the Design Charrette Team
vision for this development strategy. This will be further explored as part of the park
review process now underway.
23
Development Strategy #2
Idea #18
For the Design District, facilitate the current incremental development trend with
regular and attractive pedestrian connections across the Parkway to the park.
Technical Team Findings: The Technical Proposal confirms the Design Charrette Team
vision for this development strategy. This will be further explored as part of the park
review process now underway.
24
Development Strategy #3
Idea #19
Technical Team Findings: The Technical Proposal confirms the Design Charrette Team
vision for this development strategy. This will be further explored as part of the park
review process now underway.
25
Development Strategy #4
Idea #20
For the districts at the far north and south ends of the Parkway, just before it joins the
existing highways, build under or over the roadway elevation within the alignment so
that the Parkway development spurs private development that augments the
neighborhoods.
Technical Team Findings: The Technical Proposal confirms the Design Charrette Team
vision for this development strategy. This will be further explored as part of the park
review process now underway.
26
Additional Consideration #1
No design speed specified in Charrette Report resulting design speed in Technical Proposal is
45 MPH.
Technical Team Findings: Evaluation suggests that the 45 MPH effective design speed,
with the 4-lane cross-section, will cut the vehicle miles traveled in the regional model
by about 40% from the ROD maximum estimate however it still accommodates the
projected demand in the near term as part of a phased plan.
Also, a lower speed would reduce the number of vehicles using the roadway, which
would reduce toll revenue. This would have a financial implication on project funding
and would need to be considered in developing the project financing plan with
project partners. Posted speed may be established by agreement with NTTA.
Finally, TxDOT/FHWA will examine the ability of the Parkway to meet ROD need and
purpose as a reliever route given ultimate build-out of all phases currently
approved.
27
Additional Consideration #2
Parkway and Levee Alignment
Technical Team Findings: In the interest of avoiding some costs and achieving less impact
on the Forest, the Technical Team discussed the potential to share right of way along the
future Lamar Levee. However, sharing right of way between two federal agencies
(FHWA and the Corps) is not preferred and would require waivers to federal policies
regarding primacy of the infrastructure. These approvals would be through the
headquarters levels and are not likely to be approved, and therefore not recommended
by the team. Additionally, this segment represents a fairly small portion of the Parkway
and cost reductions and avoidance of the Forest would likely be nominal given
construction requirements related to alignment with the future levee.
28
Additional Consideration #3
development concepts proposed as a part of the Design Charrette, but may present
an opportunity to expand economic development along the corridor.
Further preliminary exploration of this additional consideration may be performed
internally by City staff.
29
Additional Consideration #4
Bridge Deck Treatment over Outfalls.
Technical Team Findings: Bridge treatment concepts can be explored as part of the
design development process, but may increase overall project costs for these
facilities, both for initial implementation and ongoing operations and maintenance.
30
held firmly to the principles of bringing the Charrette to a more detailed level of
conceptual design to better assess the compatibility of the proposal with current
federal approvals.
While compatibility with existing federal approvals has been tested via dialogue
with local, state, and federal partners, official federal approvals have not been
sought due to the need to advance the detailed conceptual designs further to
accommodate formal consideration.
31
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35
IRVING
36
37
Roadway Section
38
Hampton/Inwood Area
39
40
Sylvan/Wycliff Area
Continental/Commerce Area
41
42
Horseshoe Area
43
Project Animation
Driver View @ 45 m.p.h.
44
45
Parkway Oversight
City Council Transportation & Trinity River Project Committee
Briefings:
09/15/15
10/26/15
03/21/16
Update
Update
Findings and Recommendations
46
47
Parkway Advisors
Advisors:
Councilmember Sandy Greyson
Jere Thompson
Advisory Committee:
Councilwoman Sandy Greyson, Co-Chair
Jere Thompson, Co-Chair
Ambassador Ron Kirk, Former U.S. Trade Representative & Dallas Mayor
Representative Rafael Anchia, Texas House
Angela Hunt, Former Councilwoman
Chancellor Lee Jackson, University of North Texas and Former County Judge
Mary Ceverha, Founder & Former Trinity Commons Foundation President
Robert (Bob) Meckfessel, Former American Institute of Architects Dallas President
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49
Appendix
50
Background
The first river freeway was identified in the 1967 DFW Regional Transportation Plan
and was also included in the Consolidated Plan for Open Space Development of the
Trinity River System adopted by the Dallas City Council in 1970.
In the summer of 1994, The Trinity River Corridor Citizens Committee (TRCCC) began
looking at the Trinity Parkway as part of their vision for the Trinity River Corridor, within
the City limits. Their report was approved in May 1995 by the Dallas City Council and
recommended a levee couplet to accommodate major traffic movements to different
directions while providing access to recreational areas.
The Trinity Parkway Corridor Major Transportation Investment Study (MTIS) was
occurring parallel to the TRCCC work and ultimately recommended a 8-lane, 45 MPH
split parkway, inside the levees, from SH-183 & IH-35 to US-175 with some or all of the
road being tolled (The Trinity Parkway). The MTIS was approved by the Dallas City
Council in September 1997.
51
Background (continued)
The 1998 Bond Proposition 11 was approved by the citizens and included $84M for the
Trinity Parkway. In January 1999, the City entered into an interlocal agreement with
the North Texas Tollway Authority (NTTA) and Texas Department of Transportation
which set the stage for advancing the Environmental Impact Statement (EIS) for the
Trinity Parkway.
During the early 2000s, the Balanced Vision Plan (BVP) initiative began and the
Trinity Parkway vision ultimately changed from a split parkway to a combined parkway
along the east levee. The Dallas City Council approved the BVP in December 2003 and
amended in March 2004, which included the Trinity Parkway.
The Trinity Parkway Environmental Impact Statement was completed and a federal
Record of Decision (ROD) was made in April 2015, selecting Alternative 3C as the only
practicable alternative for construction.
52
Background (continued)
In April 2015, the Dallas City Council was presented with the Trinity Parkway Design
Charrette Report (Charrette Report) which was prepared by a team of external
experts in urban, transportation, landscape, and environmental design (Design
Charrette Team). This report primarily focused on the proposed Trinity Parkway where
it converges with the Dallas Floodway north of Hampton/Inwood and exits the Dallas
Floodway south of MLK/Cedar Crest. The Charrette Report was prepared prior to the
ROD.
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5
40
8'
395
405
405
410
400
390
400
40
39
0
40
415
405
395
400
410
410
405
405
5
0
39 39
395
40
39
5
39
405
0
39
410
405
415
425
5
38
5
40
405
420
430
415
400
5
38
400
425
430
410
400
410
395
39
1'
395
400
415
385
38
395
410
400
395
405
395
FRONT
R
E
V
I
R
390
400
405
415
420
425
5
39
390
410
430
395
400
405
415
395
415
2'
400
400
395
385
400
5
395
395
420
41
395
38
39
405
0
41
390
390 385
415
395
430
425
405
400
400
40
0
42
395
420
395
430
410
415
420
400
400
400
415
0
39
410
425
405
400
400
400
405
400
400
39
395
400
395
390
380
405
395
400
405
395
435
425
400
400
395
385
420
390
400
400
400
405
400
435
405
40
430
395
395
39
410
400
400
430
410
405
400
400
395
405
435
395
390
395
425
415
39
420
400
0
40
395
430
385
425
405
395
400
430
38
400
425
405
390
410
390
420
410
400
400
40
440
385
395
415
420
415
415
395
39
415
395
385
395
425
410
405
400
405
395
39
445
405
395
390
390
430
415
405
415
5
40
415
400
0
40
415
395
5
39
405
410
400
41
390
0
39
400
415
405
0
40
410
395
405
420
410
405
40
5
41
390
405
410
425
40
405
395
415
430
420
400
400
395
400
395
400
410
400
405
395
390
0
40
405
5
40
5
40
0
41
395
41
0
42
40
5
5
42
400
0
43
39
405
0
43
40
5
42
420
420
425
430
405
415
405
400
405
390
400
400
400
385
395
395
405
405
395
395
84'-92'
400
410
405
400
395
395
430
410
415
39
0
42
405
0
41
400
415
400
400
405
400
410
420
425
42
400
405
5
40
400
400
405
41
0
40
400
405
425
405
405
415
415
400
400
400
395
395
420
410
395
405
395
400
405
410
400
400
410
400
405
420
400
390
405
405
405
435
430
425
385
425
400
410
395
395
385
380
420
405
405
400
395
5
39
395
430
410
405
410
425
395
5
0
39
38
41
405
40
38
405
390
390
410
5
39
390
400
400
405
0
40
395
0
39
39
390
41
400
0
42
41
405
390
430
405
395
5
42
400
43
400
5
42
405
410
5
38
395
390
405
385
0
42
395
425
400
405
400
43
400
400
420
405
39
40
40
39
385
0
39
5
40
405
385
41
39
395
405
410
405
410
395
390
38
430
430
410
420
415
415
425
39
400
390
425
400
400
410
425
420
430
415
405
430
400
410
425
385
425
430
395
40
0
405
400
390
410
430
405
410
415
420
5
40
425
400
400
410
415
0
40
400
405
415
405
405
395
400
390
400
400
400
405
415
405
395
420
425
400
405
390
395
5
39
400
405
400
405
390
385
400
425
405
410
415
420
400
0
40
385
420
395
400
405
400
395
400
400
405
5
40
410
405
405
405
405
390
425
420
405
405
40
405
405
410
410
410
420
410
430
2.5% TYP
2.5% TYP
430
400
400
CO
5
40
415
430
405
400
400
420
415
425
400
415
405
405
405
400
5
41
410
405
405
410
425
405
405
405
405
405
400
390
415
410
400
390
395
410
415
420
400
40
395
390
405
415
410
400
400
385
400
405
405
395
390
410
415
38
430
420
415
405
430
0
41
405
400
41
40
41
420
410
405
405
405
405
430 5 0
42 42
405
390
395
400
0
42
400
5
42
0
40
410
410
405
425
405
405
405
0
43
410
40
400
405
405
420
380
42
43
415
395
385
400
5
40
415
405
410
410
400
425
415
415
UPRR
410
410
400
415
5
41
405
445
400
400
405
405
410
390
415
405
410
395
420
0
42
415
405
390
41
385
400
400
420
415
390
390
SH
395
415
420
420
395
425
420
400
R SO N
JEFFE
425
430
40
420
425
425
430
400
400
405
410
415
420
390
0
40
40
410
415
405
405
40
405
40
405
400
42
405
405
390
405
425
40
395
395
LN
390
395
400
430
410
390
42
405
420
420
400
395
390
385
430
425
425
385
415
40
425
425
430
420
40
410
400
390
40
5
5
40
385
425
415
410
405
40
415
41
420
420
410
400
40
400
400
395
415
415
405
400
400
405
395
385
395
395
410
405
395
420
385
425
405
400
390
390
43
0
395
0
40
410
405
405
0
41
400
410
390
405
390 395
400
405
395
425
400
400
410
405
410
405
395
405
425
40
390
400
40
420
405
395
400
415
400
0
40
400
395
430
430
400
400
410
390
395
400
5
40
405
410
405
405
5
40
405
400
400
0
40
400
41
DATE
400
40
40
M ON
2-03-2016
390
405
410
40
410
DATE
405
405
405
405
395
2-03-2016
405
0
41
405
410
400
400
415
430
OR CONSTRUCTION
415
385
385
430
420
400
LN
435
425
DE
I
OUTS
WALL
DGE
OF BRI
INTENDED
390
390
395
400
400
430
430
0
40
400
395
P.E. NO.
390
395
400
400
400
NAME
103650
395
400
405
405
JEREMY W. MCGAHAN
P.E. NO.
405
/
N
O
PT
D
O
O
NAME
69910
5
40
0
41
5
40
MATTHEW G. CRAIG
41
42
42
BIDDING
405
PERMIT,
405
IN
APPROVAL,
405
405
HA
REGULATORY
41
0
43
395
400
FOR
NOT
5
42
405
AND
385
410
0
42
405
EXISTING ROW
REVIEW
395
405
5
41
400
400
405
400
405
405
0
41
43
LEGEND:
405
400
400
41
0
41
PRELIMINARY
405
390
395
405
390
41
405
405
40
40
405
385
405
41
0
40
ry
na
i
m
i
l
e
r
P
400
395
390
39
39
40
5
405
40
405
405
410
42
41
405
405
0
40
40
405
405
415
405
0
41
39
40
410
405
405
410
400
MEDIAN
430
385
5
39
390
395
LN
405
400
0
40
385
38
5
40
395
390
405
41
5
40
400
405
405
W EA
LTH
405
405
41
5
39
405
405
405
LN
415
400
405
5
39
405
405
400
400
405
e
ng
T o Cha
F
A ect t
j
ub
DR
,S
400
0
41
405
40
400
390
5
41
395
395
405
405
0
42
40
400
400
405
390
410
410
405
400
400
5
40
5
42
405
405
385
390
395
405
400
405
385
405
405
410
400
395
390
385
405
390
390
0
43
400
395
415
S
O PU
D
A R
LL 3
6
R 6/
O
D
G
ER
385
395
43
405
385
390
400
400
390
400
390
395
400
405
405
405
395
5
42
420
385
400
0
40
385
400
425
390
395
400
395
390
395
400
405
395
405
390
405
405
405
5
42
430
405
400
400
385
400
405
400
0
42
410
400
390
NT
IN
EN
TA
L
410
405
405
400
405
400
5
41
400
385
2.5% TYP
2.5% TYP
SH
405
425
415
385
390
395
390
385
385
0
40
400
5
40
410
420
420
420
390
385
2.5% TYP
2.5% TYP
415
425
395
5
40
390
395
5
40
390
405
0
40
405
430
400
405
395
390
420
415
410
40
400
40
39
5
40
400
405
390
390
395
395
395
400
405
5
40
40
40
0
40
395
400
385
395
390
390
390
405
42
400
405
405
0
40
415
420
425
430
400
385
400
395
405
385
385
415
420
410
410
400
395
390
400
390
395
400
395
400
410
405
400
405
405
390
410
405
400
42
405
410
395
0
40
400
390
/
N
A
F
LV LIF
SY
YC
400
400
405
390
385
405
405
400
400
400
395
405
5
39
405
405
400
405
405
405
385
390
410
420
410
40
40
400
395
390
425
400
405
395
390
415
410
410
400
395
400
400
400
405
42
405
410
400
400
405
415
415
40
400
395
400
410
430
425
420
410
405
420
415
415
430
405
400
425
400
420
425
400
41
400
400
425
420
395
5
40
405
41
395
430
415
40
400
395
410
395
415
40
390
400
405
400
0
39
420
400
38
415
405
410
415 0
42
400
385
410
425
40
400
390
385
395
400
405
400
385
395
400
425
415
430
41
405
400
405
400
395
390
385
390
420
425
410
415
420
400
X
A
IF
L
A
405
400
420
405
385
410
39
385
405
400
395
400
385
400
400
405
425
390
405
400
410
430
395
38
410
405
39
415
431
410
415
40
405
420
425
420
415
425
405
395
420
405
415
410
425
430
420
400
395
430
405
420
425
430
430
410
400
405
425
415
400
19
395
405
405
400
Pier
415
395
400
390
430
405
390
405
400
425
405
395
400
410
420
405
390
395
430
42
400
385
405
40
410
400
395
390
5
40
405
405
420
405
395
IR
405
405
425
420
395
400
405
40
0
40
430
425
420
400
405
420
425
425
415
5
40
405
405
5
40
405
405
5
40
410
405
405
40
0
41
40
SH
410
415
410
410
400
5
40
LN
415
415
410
8'
405
41
LN
400
415
0
41
420
12'
410
0
41
5
41
42
410
415
410
430
415
405
5
40
415
410
415
395
405
MEDIAN
415
0
41
410
11'
410
405
41
LN
2'
16'-116'
405
405
405
40
LN
420
405
420
405
405
405
405
410
435
405
40
410
410
410
405
410
405
405
SH
40
405
425
400
400
405
410
410
40
SH
400
395
395
390
405
405
410
405
40
LN
410
405
430
395
IN
420
405
LN
405
425
430
405
415
MEDIAN
LN
415
400
400
400
420
405
410
405
420
395
395
405
405
410
415
405
LN
400
415
390
405
405
SH
400
40
420
420
405
5
40
40
5
410
41
0
40
0
425
400
400
410
425
405
400
0
41
405
41
420
410
420
405
415
415
405
405
8'
425
430
420
405
40
405
41
415
42
425
12'
425
410
41
2'
11'
410
22
430
410
425
8'-16'
415
430
Pier
425
405
385
400
40
42
1'
11'
1'
11'
40
0
400
405
390
415
425
420
420
405
385
39
1'
12'
425
415
400
395
405
395
405
410
405
410
395
0
40
405
40
35E
400
415
410
405
420
410
385
5
40
410
405
8'
1'
12'
40
5
40
395
405
0
40
405
425
410
405
395
390
400
0
41
425
0
5
39 40
410
410
400
400
415
405
400
400
400
39
390
405
40
40
405
400
400
39
395
5
41
420
410
410
400
425
420
420
390
415
400
415
410
405
415
400
390
420
0
40
420
425
410
405
415
8'
TEXAS
420
405
395
395
405
39
0
42
390
410
2'
12'
415
410
11'
2'
410
410
8'
400
420
390
400
390
410
16'-150'
420
415
395
425
395
39
405
11'
415
405
415
400
425
400
405
425
395
395
420
12'
405
410
400
40
420
INTERSTATE
400
395
395
425
405
410
405
405
40
415
400
400
390
410
415
405
405
420
420
425
400
400
415
400
405
8'
415
420
405
40
405
405
2'
400
405
410
420
425
405
405
410
400
400
400
400
405
400
405
1'
430
430
415
415
410
420
C O R IN TH
400
400
405
405
425
425
405
1'
400
425
420
405
410
40
420
0
40
420
415
395
405
395
420
398.
5
400
385
39
400
415
410
400
400
415
2'
405
410
405
405
410
395
415
405
430
425
405
400
390
405
40
5
5
39
405
400
400
405
5
40
405
390
395
395
390
400
39
395
76'-84'
400
40
405
30
405
405
395
42
405
410
405
400
L
AMAR
415
420
425
425
420
40
410
41
430
415
40
400
5
39
410
410
430
415
41
5
39
390
410
0
39
5
40
39
0
40
5
40
410
400
390
400
405
410
430
435
415
420
420
39
425
415
84'-218'
40
425
400
40
405
395
40
425
430
400
405
400
40
405
425
420
TEXAS
400
400
405
40
405
425
INTERSTATE
405
395
430
1335+00
405
390
40
400
1330+00
415
390
395
405
1325+00
84'-184'
385
40
400
395
415
415.
88
1320+00
400
400
40
420
425
425
1305+00
415
395
405
43
0
435
1300+00
420
385
405
400
414.
93
399.
0
414.
51
413.
39
413.
14
411.
85
399.
8
411.
78
400.
1
410.
31
399.
3
410.
41
408.
77
398.
9
409.
04
407.
23
407.
68
405.
77
398.
8
406.
39
398.
7
404.
89
398.
2
405.
65
404.
68
398.
8
405.
55
405.
13
406.
07
406.
25
398.
1
407.
23
397.
3
407.
95
397.
6
408.
93
409.
73
397.
7
410.
71
411.
51
412.
50
413.
29
398.
2
414.
28
397.
2
415.
07
395.
8
416.
06
416.
85
395.
3
417.
85
418.
63
419.
63
420.
41
395.
4
421.
41
397.
0
422.
19
397.
5
423.
20
423.
97
397.
9
424.
91
425.
46
426.
11
426.
36
398.
4
1295+00
435
405
405
425
435
1290+00
430
430
1285+00
40
410
5
40
B
36,EL=420.
05
L PSBTP STA 1333+03.
430
EXI
ST GRND ELEV
426.
72
398.
7
426.
69
398.
3
426.
76
426.
43
398.
5
426.
28
425.
88
425.
73
425.
33
398.
5
425.
18
397.
5
424.
78
424.
63
379.
6
424.
23
390.
5
424.
08
423.
68
423.
53
423.
13
394.
2
422.
98
393.
1
422.
58
422.
43
380.
9
422.
03
386.
5
421.
88
421.
48
421.
33
420.
93
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5
0
41 41
64.
0'RT B
00
L PSBTP STA 1304+00.
BEGI
N FLOOD SEPARATI
ON WALL
B
00
L PSBTP STA 1282+00.
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1160+00
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39
0
5
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405
405
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430
370
425
1155+00
400
405
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405
380
400
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430
400
40
40
425
415
395
395
5
40
410
405
410
43
405
415
415
425
410
435
405
410
405
405
405
PROPOSED ROW
420
440
40
39
40
440
440
430
425
405
SCALE: 1"=200'
430
440
390
IN
R
T
41
415
400
40
Y
IT
415
435
435
405
5
40
40
41
440
425
5
40
405
440
410
405
40
405
0
42
41
5
42
(-)1.4
54%
(+)1.
400
370
2.5% TYP
380
40
400
(-)0.50%
PROP SB PGL
35E
300
(+)1.06
EXIST GROUND
AT PROP PGL
7%
(+)1.3
4%
PROP NB PGL
(-)0.50%
PROP BVP EL
400
390
(
)
1
.
78%
(
)
1
.
78%
395.
6
SH
420
63%
.
1
+)
(
84%
.
1
+)
(
(-)1.05
PROP BVP EL
(+)1.06
404.
00
LN
LN
44
PROP 10 YR WSEL
(-)0.55%
(-)0.50%
(+)0.50%
EXI
ST GRND ELEV
MEDIAN
TEXAS
405
42
420
200
80%
.
1
+)
(
0%
LN
440
420
410
100
0%
(-)0.55%
(-)0.60%
0%
1
2.
+)
(
(-)1.5
(-)1.5
LN
2.5% TYP
405
0%
0%
(-)0.50%
(+)0.50%
(-)1.00%
(-)1.5
(-)1.5
PROP 25 YR WSEL
(+)0.55%
PROP BVP EL
(+)0.50%
(+)0.50%
430
PROP 50 YR WSEL
(+)0.55%
PROP 10 YR WSEL
PROP 10 YR WSEL
0%
5%
410
435
(-)1.5
(-)1.5
410
440
PROP 25 YR WSEL
PROP 25 YR WSEL
420
8'
403.
31
12'
379.
7
11'
(+)0.55%
440
440
440
(+)0.55%
402.
94
16'
52.00' RT B
LPSBTP STA 1173+00.00
SH
41
41
405
400
TEXAS
11'
410
40
5
0
405
405
183
12'
400
405
405
405
410
(+)0.50%
(-)0.50%
8'
395
5
40
405
405
405
410
PROP 50 YR WSEL
390
405
410
PROP 50 YR WSEL
440
450
405
0
44
460
395
41
(-)0.50%
405
5
41
(+)0.50%
DART
420
0
42
(-)0.50%
(-)0.50%
RIVERFRONT
410
415
405
41
L = 200.00
430
INTERSTATE
W
IL
A
R
405
2'
CORINTH
435
41
410
405
1'
426.
23
405
405
1'
401.
8
MO
405
405
405
2'
K = 200
405
405
Y
A
JEFFERSON MEMORIAL
COMMERCE
UPRR
ex = -0.25'
400
405
410
405
405
JEFFERSON
HOUSTON
REUNION OVERLOOK
395
410
IH 35E
IH 30
EL = 423.63
390
405
415
410
385
405
420
WOODALL RODGERS
STA = 1176+00.00
440
400
410
SPUR 366 /
CONTINENTAL
450
385
415
405
420
460
395
420
84'
405
EM PIRE CEN TR AL
415
S
S
E
R
P
X
E
40
40
5
410
410
470
440
5
40
420
410
440
440
410
40
410
415
440
415
410
0
40
405
410
TEXAS
45
470
C KI
NGB
410
41
390
410
410
410
410
410
410
40
410
35E
INTERSTATE
440
INTERSTATE
395
410
410
390
410
405
410
410
LEGEND:
PRELIMINARY
REGULATORY
APPROVAL,
REVIEW
PERMIT,
AND
BIDDING
NOT
INTENDED
OR CONSTRUCTION
MATTHEW G. CRAIG
69910
NAME
P.E. NO.
JEREMY W. MCGAHAN
103650
NAME
P.E. NO.
2-03-2016
DATE
2-03-2016
DATE
PROPOSED SECURITY WALL
58
Page 1 of 57
59
Technical Team
Larry Beasley Co-Facilitator
Brent Brown Co-Facilitator
bcWORKSHOP Urban Planning and Design
City Design Studio Urban Planning and Design
Larry Good Urban Planning/Design and Economic Development
Gresham, Smith and Partners Stormwater Management and
Design/Environmental Planning
Keith Manoy Transportation Planning
Halff Associates Transportation Planning/Road Design
HNTB Corporation Geotechnical and Levee Integrity
Salcedo Group Civil Engineering
Michael Van Valkenburgh and Associates Environmental Design and Landscape
Architecture
Page 2 of 57
60
Advisors
Councilwoman Sandy Greyson
Jere Thompson
Advisory Committee:
Councilwoman Sandy Greyson, Co-Chair
Jere Thompson, Co-Chair
Ambassador Ron Kirk, Former U.S. Trade Representative & Dallas Mayor
Representative Rafael Anchia, Texas House
Angela Hunt, Former Councilwoman
Chancellor Lee Jackson, University of North Texas and Former County Judge
Mary Ceverha, Founder & Former Trinity Commons Foundation President
Robert (Bob) Meckfessel, Former American Institute of Architects Dallas President
61
Introduction
The purpose of this document is to serve as a summary of findings by the Trinity
Parkway Technical Team (Technical Team), regarding evaluation of the ideas
within the Trinity Parkway Design Charrette Report (Report) and how those ideas
may be implemented within the context of current federal regulatory approvals.
Background
The first river freeway was identified in the 1967 DFW Regional Transportation
Plan and was also included in the Consolidated Plan for Open Space Development
of the Trinity River System adopted by the Dallas City Council in 1970. In the
summer of 1994, The Trinity River Corridor Citizens Committee (TRCCC) began
looking at the Trinity Parkway as part of their vision for the Trinity River Corridor,
within the City limits. Their report was approved in May 1995 by the Dallas City
Council and recommended a levee couplet to accommodate major traffic
movements to different directions while providing access to recreational areas.
The Trinity Parkway Corridor Major Transportation Investment Study (MTIS) was
occurring parallel to the TRCCC work and ultimately recommended a 8-lane, 45
MPH split parkway, inside the levees, from SH-183 & IH-35 to US-175 with some or
all of the road being tolled (The Trinity Parkway). The MTIS was approved by the
Dallas City Council in September 1997.
The 1998 Bond Proposition 11 was approved by the citizens and included $84M for
the Trinity Parkway. In January 1999, the City entered into an interlocal agreement
with the North Texas Tollway Authority (NTTA) and Texas Department of
Transportation which set the stage for advancing the Environmental Impact
Statement (EIS) for the Trinity Parkway. During the early 2000s, the Balanced
Vision Plan (BVP) initiative began and the Trinity Parkway vision ultimately
changed from a split parkway to a combined parkway along the east levee. The
Page 4 of 57
62
Dallas City Council approved the BVP in December 2003 and amended in March
2004, which included the Trinity Parkway.
The Trinity Parkway Environmental Impact Statement was completed and a federal
Record of Decision (ROD) was made in April 2015, selecting Alternative 3C as the
only practicable alternative for construction.
Page 5 of 57
63
Public Forums
During the months of May and June, 2015, several local public forums were
conducted around the city to gather input on the 20 ideas featured in the Charrette
Report. Citizens and others were also afforded an opportunity to provide public
input via an open online opportunity. Several hundred comments were received.
This input was shared with the Technical Team and later with Trinity Parkway
Advisory Committee (Advisory Committee) members. Dates and locations of
forums are noted below.
64
Technical Review
Local, regional and private partners and the City of Dallas funded a Technical Team
of consultants and provided in-kind support through staff and resources. This
Technical Team included national and local expertise, as well as staff from the local,
state and federal project partner agencies. Several members of the Design
Charrette Team also actively participated in Technical Team work sessions.
The Technical Team has been working throughout the fall of 2015 and winter of
2016 to bring forward its assessment of feasibility regarding the ideas
presented. The Technical Team proceeded with interactive design investigations
and development of detailed conceptual designs from hand-drawn ideas in the
Charrette Report. They focused their work on the ideas recommended in the
Charrette Report and then assessed their potential consistency with the existing
ROD.
Summary of Findings
In summary, the Technical Teams conceptual design proposal (Technical Proposal)
significantly performs or is largely consistent with the Charrette Report in the
Technical Proposal as follows.
Of the 20 key features of the charrette scheme:
65
Four (4) are still subject to more detailed design which normally will not
happen until later in the process and therefore cannot now be fully judged,
though nothing incompatible is anticipated.
In addition, other matters have emerged through the technical design
process that will require Council consideration as discussed herein.
Page 8 of 57
66
Idea #1
Confirmation #1
Roadway and land bench elevations, roadway corridor
and end connection to highways generally as earlier
proposed.
Discussion: The Technical Team received clarification that the Design Charrette
Teams intention was to connect the park and levees to the federal highway system
with access to enter and exit the Trinity Parkway at SH-183/IH-35 and IH-45/US175. The Design Charrette Team also clarified that they supported the overall
bench elevation along the proposed Trinity Parkway and the alignment of the
corridor.
Technical Team Findings: The Technical Proposal reviewed these confirmations for
conformity with Design Charrette Team drawings and determined that they are
consistent with the ROD.
Page 9 of 57
67
Discussion: The Technical Team clarified that the Design Charrette Teams
intention was to provide as many pedestrian and bicycle linkages over and under
the Parkway as feasible, in addition to top-of-levee bikeways and pedestrian paths,
and service roads. These linkages were discussed in the context of regional trail
systems, economic development, and transportation planning, as well as
maintaining existing drainage features and park access requirements. The linkages
were also coordinated and discussed with the desired additional landscape
configurations discussed under Design Refinement #3.
Technical Team Findings: The Technical Proposal reviewed these confirmations for
conformity with Design Charrette Team drawings and determined that they are
consistent with the ROD.
Page 10 of 57
68
Idea #5
Variation #1
Only build a 4 lane roadway now fit those 4 lanes of
traffic (narrower lanes + grass shoulders) meandering
within the approved road corridor.
Page 11 of 57
69
Idea #5
Discussion: The Design Charrette Team further clarified that the meanders would
be sufficient within the proposed road corridor without the need to extend beyond
the corridor to a footprint encompassing other parts of the bench areas. It was
affirmed that the Design Charrette Team wanted to avoid neutralizing more areas
on the bench which would be useable for park activities or ecological landscape.
Thirteen (13) meanders were confirmed. The decision was made to pursue the
most purposeful meanders to exploit key views and offer a more aesthetically
pleasing driving experience. It was also explained that meanders were not expected
where bridge structures are currently clustered.
The Technical Team also spent time discussing the desired lane widths, shoulder
treatment, and the median width variables. Regarding the potential for 4 lanes,
the Technical Team determined this configuration was likely acceptable for an
initial stage. However, staging must not preclude construction of ultimate design
approved in ROD. The potential for a median was discussed and the Design
Page 12 of 57
70
Idea #5
Charrette Team confirmed that a landscaped median would reinforce their vision
to soften the impact of pavement. The outside lanes were made slightly wider than
the inside lanes to accommodate transit and occasional on-street parking as
suggested by the Design Charrette Team, who was comfortable with 11-foot wide
inside lanes and 12-foot wide outside lanes. While the Design Charrette Team
originally envisioned grass shoulders, they clarified that gravel or some other nonimpervious shoulders were consistent with their vision because they may facilitate
curb-side parking during special events.
Technical Team Findings: The Technical Proposal is generally consistent with the
Design Charrette Team vision and several elements as noted further reinforce that
vision. Regarding the ROD, the Technical Team understood that design exceptions
would be required from the approved scheme and these would be suggested as
part of a staged approach. Lane widths were meant to be those of a standard
arterial roadway. This is likely acceptable for a first phase as a meander within
existing road alignment. Reduced lane width and minimized shoulders may require
design exceptions.
Page 13 of 57
71
Idea #6
Variation #2
Build fewer ramps. Only build two set of ramps within the
park accessing the inner city for the foreseeable future: 1
on/off pair at the north end near the Medical District and
1 on/off pair at the south end near Cedar Crest.
Page 14 of 57
72
Idea #6
Discussion: The Technical Team received additional input from the Design
Charrette Team regarding the flexibility of proposals for variations to the two
locations for interchanges identified. The principle of only two sets of ramps
within the park is reflected in the Technical Proposal. At the north section, at
Hampton, one set of on/off ramps on the north side was recommended, but this
was where the Design Charrette Team preferred ramps to be located and the
Design Charrette Team was not absolutely definitive on how many would be
needed. The Design Charrette Team vision was to keep such ramps at the edge of
the park in order to minimize impacts of ramp structures on the park.
The south ramps are identified at Lamar, outside the primary study area and the
park, close to the freeway connection consistent with the ROD. This has not been
explored further by the Design Charrette Team, but it is not contrary to the
Design Charrette Team vision. The Design Charrette Teams preferred set of
ramps at Cedar Crest may be moved to an adjacent location at Riverfront. This is
not inconsistent with the Design Charrette Team vision, except that one of the
ramps crosses over one of the sumps and may present challenges to sump
function and operation for flood control purposes. One benefit of the shift, in
general, is to take ramp construction away from forested areas within the park.
Further design development is needed to reconfigure the one intrusive ramp to
move it away from the sump, and further review of traffic projections is under
way to confirm the preference for any needed shift of location for
ramps/interchanges.
Technical Team Findings: The Technical Proposal, even with its variations,
generally meets the intent of the Design Charrette Team vision, provided the one
intrusive ramp at Riverfront is relocated if shifted from Cedar Crest. Vehicle Miles
Traveled (VMT) projections were generated for each proposed intersection in
the ROD, as well as the recommended interchanges by the Design Charrette
Team. Design exceptions would likely be required from the approved design for
fewer ramps, and to shift and reconfigure ramps. The initial two sets of ramps or
interchanges are recommended as part of a first phase.
Page 15 of 57
73
Idea #7
Variation #3
Ban trucks except for emergencies.
Discussion: The Technical Team discussed the typical approach to toll revenues,
limited projected use by trucks, the possibility for providing higher tolls to reduce
truck traffic, and an outright ban for non-emergency situations.
There is very little demand from trucks on tolled/managed lanes and trucks have
alternative routes. The Design Charrette Team confirmed that a full ban is
recommended. Ultimately, this is a management policy decision that does not
appear to have a large impact on toll revenue. This can be achieved through an
agreement between project partners.
Technical Team Findings: There is nothing in the Technical Proposal that would
forestall adoption of this policy decision. This policy decision will require further
assessment with project partners to determine potential financial implications.
Page 16 of 57
74
Idea #8
Variation #4
Add a U-turn option within the Parkway corridor at midpoint.
Discussion: The Design Charrette Team outlined their desire that a user of the
park would not have to travel the entire length of the Trinity Parkway if the only
purpose of the trip was to view and/or visit particular park amenities.
Understanding this desire, the Technical Team sought to make provisions for Uturns at the midpoint and further recommended that there be two U-turn options
connected to the access points for the park. This is included in the Technical
Proposal. The Design Charrette Team felt that this was an even better resolution
of their intentions.
Page 17 of 57
75
Idea #8
Technical Team Findings: U.S. Army Corps of Engineers (Corps) guidance would be
required from the approved scheme and these would be part of a phased approach.
Page 18 of 57
76
Idea #9
Variation #5
Allow on-street parking along the Parkway on weekend
slow periods and special occasions.
Discussion: All options for modifying toll customer payment based on using the
Parkway as an access to the park and/or offering some special event parking can
be provided by somehow offsetting lost toll revenue and appropriate special event
permits, if applicable. This is a management policy decision with financial impacts
and potential liability/safety concerns, but the outside lane has been designed to
be slightly wider than minimal standards to accommodate extra width needed for
occasional parking. This may be achieved through agreements with project
partners.
Technical Team Findings: There is nothing in the Technical Proposal that would
forestall adoption of this policy decision. This will require a policy decision among
project partners related to operation of the roadway, with the need to address
potential financial implications and liability/safety concerns.
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Idea #10
Design Refinement #1
Meander the Parkway within the approved road corridor
so that future road sections can be finished now as pulloff parking areas on both sides of the Parkway for park
access and scenic overlook.
Discussion: The Design Charrette Team confirmed that the Technical Proposal of
five pull-off/parking opportunities is consistent with the Design Charrette Team
vision. The Design Charrette Team was also comfortable with the length of onand-off-driveways because they are mindful of the safety considerations and they
allow the pull-off experience to be more attractively landscaped and comfortable
to maneuver for the driver. The Design Charrette Team did not base their vision
of the length of pull-off driveways on the acceleration or deceleration speeds of
the Parkway. The Design Charrette Team confirmed that landscaped steps down
into the lower park areas are desirable as well. These are detailed design matters
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Idea #10
that need to be confirmed as part of the 65%-level landscape design
development.
Technical Team Findings: Design exceptions may be required from the approved
scheme to achieve the pull-offs and parking for park access. These will be
suggested as integral to the staged or phased approach because these pulloff/parking paved areas are all located within areas that may ultimately be paved
as part of a full build out as currently approved in 3C.
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Idea #11
Design Refinement #2
Design refinement of the landscape configuration to add
a consistent linear tree pattern at about 20 40-centers
along the Parkway making it a Tree-Lined Parkway for
character and beauty.
Discussion: The Technical Team brought definition to the desire to use regularly
spaced trees and other native vegetation along the Parkway to soften the
appearance of the road. The Technical Team is sensitive to the need to maintain
integrity of the flood control system; hence, technical guidance criteria from the
Corps was utilized to support development of this concept. The Technical Team
developed several alternative approaches for working within the Corps technical
guidance. Most of the proposed tree planting areas from the Design Charrette
Team have been retained, but the viability of all tree-lined areas will require
additional Corps review during more detailed design, with the goal of maximizing
the number of tree-lined areas along the Parkway. Some short distances do not
have a line of trees where trees are impractical over the toe of the levee but this
was expected by the Design Charrette Team. The Design Charrette Team felt that
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Idea #11
slight variations offer variety for the driving experience along the roadway. The final
pattern of trees will be confirmed through the detailed landscape design, which is
still to come up to 65%-level landscape design development and will include
alignments and hydrologic modeling.
Technical Team Findings: The Technical Proposal is generally consistent with the
Design Charrette Team vision to achieve the experience of a roadway lined with
trees. This configuration of the tree-lined Parkway remains contingent, which could
be up to 65%-level landscape design development when the full detailed landscape
plan is further refined. This will include additional hydrologic review that is
consistent with the Corps technical parameters.
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Idea #12
Design Refinement #3
Design refinement of the landscape configuration to add
character, interest, and a strong ecological strategy all
along the Parkway, especially along the land bench edges
and at stream outfall areas.
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Idea #13
Design Refinement #4
Design refinement of flood protection barriers with
landscape, art, wall treatments and hillocks or berms to
eliminate blank walls and secure more pervasive views of
the park and to add character, interest, and a strong
ecological strategy all along the Parkway.
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Idea #13
Discussion: The Technical Proposal respects the 100-year flood standard whereby
the flood-barrier wall is maintained and camouflaged berms are achieved on the
Parkway side with only minor walls exposed that may be landscaped. The
experience on the Parkway side is as the Design Charrette Team envisioned.
However, up to 23-foot walls remain in a 2.25 mile stretch from Turtle Creek Outfall
to the DART bridge on the park side, which cannot be confirmed for adjusted
landscape or berm camouflage treatments until detailed park design is completed.
The current federally approved BVP does include floodwall treatment with some
levels of landscaping or other aesthetic features. It may be difficult to camouflage
these park-side walls with berms in addition to or in lieu of landscaping. Design to
a lesser flood standard was reviewed, which would open up views and make
camouflaged berms easier on both sides of the wall, but this configuration opens
the Parkway to more frequent flooding and lowering down to as low as 10-year
flood protection only reduces the wall height by seven feet.
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Idea #13
Technical Team Findings: Design exceptions will be required from the approved
scheme to achieve berming on the Parkway side for the 100-year flood standard.
Further detailing of this concept with landscape elements may be pursued during
the 65%-level landscape design development. This will include further testing and
review of the exact configuration of berms and hydrology to be consistent with the
Corps technical guidance.
Resolution of berming on the park side of the wall cannot be determined until the
full park review is undertaken because more solutions may be necessary to meet
Corps hydrologic requirements. Pursuing a flood standard of less than the 100-year
protection will almost certainly challenge the ROD, representing a high risk in
moving the project forward. The Technical Teams recommendation is to uphold
the use of the 100-year flood standard for the Parkway.
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Idea #14
Design Refinement #5
Design refinement to exploit five major WOW views
over the Parkway.
Discussion: Only one WOW view does not have an opportunity to stop for a
vehicle, but the other views offer several options to stop nearby. The Design
Charrette Team confirmed that this slight change does not conflict with the Design
Charrette Team vision because the key views are preserved, especially since the
meanders are purposely oriented to exploit them.
Technical Team Findings: This idea is consistent with the ROD, although design
exceptions may be required to achieve pull-off parking areas as part of a phased or
staged approach.
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Idea #15
Design Refinement #6
Allow toll free park use from the Parkway.
Discussion: All options for modifying toll customer payment based on using the
Parkway as an access to the park and/or offering special event parking can be
provided by offsetting lost toll revenue. This opportunity would only apply to
intended use of the park and not every day bypass users of the Parkway. The Design
Charrette Team confirmed that is an important part of their vision for the Parkway
to serve the park. This is a policy decision and can be achieved through agreements
with the project partners.
Technical Team Findings: There is nothing in the Technical Proposal that would
forestall adoption of this policy decision. This will require a policy decision among
project partners related to operation of the roadway, with the need to confirm
financial implications.
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Idea #16
Design Refinement #7
Locate transit stops so as to enhance transit-user access
to the park over the Parkway for example, provide a
Houston Bridge streetcar stop and a Riverfront Boulevard
bus stop.
Discussion: This idea requires more inquiry with the transit agencies, but it is not
seen as a major problem to achieve either on the roadway bench in parking areas
or in the floodway on a park road system.
Technical Team Findings: This opportunity is not ruled out by the current Technical
Proposal. This should be resolved with further design.
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Idea #17
Development Strategy #1
For the Reunion/Commerce and Mix Master District,
catalyze development to happen earlier than expected by
allowing development to locate as close to the park as
possible.
Discussion: Because ramps are deferred at this location and the boardwalk or
similar pedestrian cover of the Parkway is retained, the close association of new
development to the amenity of the park is secured.
Technical Team Findings: The Technical Proposal confirms the Design Charrette
Team vision for this development strategy. This will be further explored as part of
the park review process now underway.
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Idea #18
Development Strategy #2
For the Design District, facilitate the current incremental
development trend with regular and attractive pedestrian
connections across the Parkway to the park.
Discussion: All existing pedestrian/bike links have been retained and the Technical
Proposal can accommodate more pedestrian/bike links over time as determined in
the further design review of the park or through private proposals. As many links
as possible are desirable.
Technical Team Findings: The Technical Proposal confirms the Design Charrette
Team vision for this development strategy. This will be further explored as part of
the park review process now underway.
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Idea #19
Development Strategy #3
For the Southside District, facilitate the current
development inclinations by enhancing the sump water
bodies as the primary amenities in this district the park
and Parkway are less important.
Technical Team Findings: This development strategy requires further planning and
design as noted above.
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Idea #20
Development Strategy #4
For the districts at the far north and south ends of the
Parkway, just before it joins the existing highways, build
under or over the roadway elevation within the alignment
so that the Parkway development spurs private
development that augments the neighborhoods.
Discussion: This strategy will be explored as part of the ongoing park planning to
review economic development opportunities.
Technical Team Findings: This development strategy requires further planning and
design as noted above.
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Additional Consideration #1
No design speed specified resulting design speed in
Technical Proposal at 45 MPH.
Discussion: The Design Charrette Team envisioned that the roadway design should
not be targeted to a specific speed, but rather meet all quality expectations or 20
ideas of the Design Charrette Team vision. The Technical Proposal stays true to this
principle, and in the end resulting in a design speed of 45 MPH for this initial phase.
Increasing design speed to 55 MPH or 60 MPH would result in removal or
smoothing out of most of the meanders and loss of over half of the pull-off parking
opportunities, so it would be significantly incompatible with the Design Charrette
Team vision.
Technical Team Findings: Evaluation suggests that the 45 MPH effective design
speed, with the 4-lane cross-section, will cut the vehicle miles traveled in the
regional model by about 40% from the ROD maximum estimate however it still
accommodates the projected demand in the near term as part of a phased plan.
Also, a lower speed would reduce the number of vehicles using the roadway, which
would reduce toll revenue. This would have a financial implication on project
funding and would need to be considered in developing the project financing plan
with project partners.
Finally, TxDOT/FHWA will examine the ability of the Parkway to meet ROD need
and purpose as a reliever route given ultimate build-out of all phases currently
approved.
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Additional Consideration #2
Parkway and Levee Alignment.
Discussion: The Parkway and levee alignments were further explored as part of the
Technical Team efforts to explore additional opportunities to maximize
opportunities for federal project development within the Dallas Floodway
Extension, Dallas Floodway and Trinity Parkway projects. These alignments include
consideration of the Parkway "co-habitating" with the levee envelope, particularly
along the proposed Lamar Levee. This concept is not consistent with the partnering
regulatory agency policies concerning road and levee implementation and
maintenance.
Technical Team Findings: The Technical Team discussed the potential to share right
of way along the future Lamar Levee and the Trinity Parkway. Sharing right of way
between two federal agencies is not preferred and would require waivers to federal
policies regarding primacy of the infrastructure. These approvals would be through
the headquarters levels and are not likely to be approved and therefore not
recommended by the team.
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Additional Consideration #3
Economic Development of IH-35/SH-183 Connections.
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Additional Consideration #4
Bridge Deck Treatment over Outfalls.
Technical Team Findings: These concepts can be explored as part of the design
development process, but may increase overall project costs for these facilities,
both for initial implementation and ongoing operations and maintenance.
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Appendix
- Common Terminology
- Trinity River Corridor Citizens Committee (TRCCC)
Recommendations (CR# 951704)
- Major Transportation Investment Study (MTIS)
(CR# 051210)
- Trinity Parkway Advisory Committee Appointment
- 1998 Capital Bond Program
- Final Environmental Impact Statement (FEIS) and
Record of Decision (ROD) for Trinity Parkway
- Trinity Design Charrette (CR# 150732)
- Advisory Committee Commentary
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Common Terminology
Alternative 3C: One of four Build Alternatives (2A, 2B, 3C, and 4B) that were
considered for evaluation in the Final Environmental Impact Statement (FEIS). It is
the recommended alternative in the FEIS for further development to a higher level
of detail.
Charrette Report: A summary of recommendations by the Dream Team tasked
with evaluating alternatives to Alternative 3C as described in the FEIS.
Design Exception: The process and associated documentation that enable
designers to deviate from design standards for a specific highway feature in order
to achieve a design that best suits the needs of the project. The process to evaluate
and justify design exceptions must be based on an evaluation of the context of the
facility (e.g., community values), needs of all the various project users, safety,
mobility, human and environment impacts, project costs, and other impacts.
Design Speed: In general, it is the selected speed used to determine the various
geometric design features of the roadway. For purposes of this report and its
approach, the design speed was derived from a set of design features agreed to by
the Technical Team as most suited for the Trinity Parkway.
Record of Decision (ROD): A Federal Highway Administrations (FHWA) document
describing its selection of Alternative 3C for the Trinity Parkway Project.
100-year Flood Event: It is the flood event that has a 1% probability of occurring at
any given year.
United States Corps of Engineers (USACE/ Corps): A federal agency in charge of
regulating and permitting activities inside the Dallas Floodway. USACE/ Corps is
responsible for Section 408 approval which addresses proposed modifications to
the Dallas Floodway. USACE/ Corps is responsible for Section 404 Permit which
addresses impacts to the waters of the United States including wetlands
Federal Highway Administration (FHWA): A federal agency responsible for
reviewing the Projects FEIS and selecting one of several alignment alternatives via
the ROD.
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MTIS (CR#972918)
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