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Further summaries of the alternatives being considered for transforming Dallas' Downtown freeways are provided in this section of the web site. The information will be updated periodically to include current results as the study progresses.

TxDOT is moving forward with the development of construction plans on I-30 from Sylvan Avenue to I-35E. Click here to see the proposed Phase I design limits. For detailed plan and profile, see the Phase 3 Schematic design section located below.



Notice of Availability of the Finding of No Significant Impact - The Federal Highway Administration (FHWA) has issued a Finding of No Significant Impact (FONSI) for the proposed reconstruction and widening of IH 30 and IH 35E near downtown Dallas in Dallas County, Texas. The FONSI, Environmental Assessment, Section 4(f) Statement, Summary and Analysis of the Public Hearing which includes the Responses to Public Comments and Certification of Public Involvement are available on this website. Copies of the same plus the transcript for the February 22, 2005, Public Hearing are also available for public inspection and reproduction at the Texas Department of Transportation (TxDOT) Dallas District Library, 4777 E. Highway 80, Mesquite, TX 75150.

Summary and Analysis of the Public Hearing
FONSI



The Woodall Rodgers Extension is a City of Dallas / Texas Department of Transportation project. The proposed design is extending the Spur 366 (Woodall Rodgers) freeway westward from its current terminus at IH 35E, across the Trinity River, to the Beckley Avenue / Singleton Boulevard Intersection. For more information, click here.

The urban design component has also been initiated to enhance the transportation corridor environment for both the motorists and the adjacent property owner perspectives. The Urban Design process involves ultimate what-if items to be considered for future community cost-sharing such as signage, illumination, public art, landscaping, specialty pavement, community gateways, design of bridge structures, bridge column supports, and so forth. The implementation of urban design elements will require cost-sharing between the City of Dallas and TxDOT. A potential "River" concept or theme that could be used for the corridors.

For more information, see the Urban Design Summary Report [in Adobe Acrobat® Portable Document Format (PDF)].

Contents
Background
Involvement
Purpose
Context
Precedents
Characteristics
Opportunities
Components
Summary
Next Steps
Appendix

As part of the planning process, an environmental study in the form of an Environmental Assessment has also been prepared to identify any effects to the social, economic, and natural environment. For more information, see the Environmental Assessment [in Adobe Acrobat® Portable Document Format (PDF)]. Because of the large file size Appendix A - Land Use Maps and Appendix H - Wetland Data Sheets have not been placed on the website. If would like to view these appendices, please call 214.920.8147.

Contents
Chapter 1: Purpose and Need for the Project
Chapter 2: Description of the Alternatives
Chapter 3: Affected Environment and Environmental Consequences
Chapter 4: Recommendation of the Preferred Alternative
Appendix A Corridor Land Use
Appendix B Agency Coordination
Appendix C Section 4(f) Evaluation
Appendix D Potential Displacements
Appendix E Environmental Justice Analysis
Appendix F Dallas County Federal and State Listed Threatened/Endangered Species of Concern
Appendix G Hazardous Materials Concerns
Appendix H Wetland Data Sheets

Based on the Phase 2 evaluation and public/agency input, one alternative for each section was recommended for further development during Phase 3 - Schematic Design. A combination of alternatives C-1, M-1, S-1, and S-2C are considered the preferred alternative for the design of IH 30 and IH 35E. A design schematic, Environmental Assessment, Interstate Access Justification Report, and Design Exception Report have been developed for these alternatives.

These designs have also been revised based on the Value Engineering (VE) Study of the proposals. VE is a program to improve project quality, reduce project costs, foster innovation, eliminate unnecessary and costly design elements, and ensure efficient investments. It is required on all Federal-aid highway projects on the National Highway System with an estimated cost of $25 million or more. A VE Study was conducted in March 2003; it was attended by representatives from FHWA, City of Dallas, Dallas County, North Central Texas Council of Governments, Texas Transportation Institute, TxDOT and the consultant study team.

To allow for public review and comment, the alternatives have been placed on this website for information purposes only. PLEASE NOTE, THESE PRELIMINARY PROJECT LAYOUTS ARE NOT INTENDED FOR CONSTRUCTION, BIDDING OR PERMIT PURPOSES AND ARE SUBJECT TO CHANGE WITHOUT NOTICE.

The PDF items are in Adobe Acrobat® Portable Document Format (PDF). Notice: The mentioning of brand names is strictly for informational purposes and does not imply endorsement or advertisement of a particular product by the Texas Department of Transportation. Acrobat is a registered trademark of Adobe System, Incorporated. The reader may be downloaded from Adobe at: http://www.adobe.com/prodindex/acrobat/readstep.html

Roll 1 = IH 30 Plan/Profile from Sylvan Avenue to East of UP RR (as of March 2004)
Roll 2 = IH 30 Plan/Profile from East of UP RR to IH 45 (as of March 2004)
Roll 3 = IH 30 Frontage Road & Ramp Profiles (as of March 2004)
Roll 4 = IH 45 Direct Connections Profiles (as of March 2004)
Roll 5 = IH 35E Plan/Profile from Eighth Street to Reunion (as of March 2004)
Roll 6 = IH 35E Plan/Profile from Reunion to Oak Lawn (as of March 2004)
Roll 7 = IH 35E Plan/Profile from Oak Lawn to South of Inwood (as of December 2004)
Roll 8 = IH 35E Plan/Profile from South of Inwood to SH 183 (as of September 2006)
Roll 9 = IH 35E Frontage Road, Collector-Distributor, and Ramp Profiles from Eighth Street to Dallas North Tollway (as of March 2004)
Roll 10 = IH 30 and IH 35E HOV/M Lane Profiles from Eighth Street to Continental (as of March 2004)
Roll 11 = IH 30 / IH 35E Direct Connection Profiles (as of March 2004)
Roll 12 = IH 30 and IH 35E Frontage Road, Collector-Distributor, and Ramp Profiles (as of March 2004)
Roll 13 = IH 35E Cross Street and Ramp Profiles (as of March 2004)
Roll 14 = IH 35E Frontage Road Profiles and Typical Sections from Oak Lawn to South of Inwood (as of September 2006)
Roll 15 = IH 35E Frontage Road Profiles and Typical Sections from South of Inwood to SH 183 (as of September 2006)
Roll 16 = Trinity Parkway and Trinity Rail Express Profiles (as of September 2006)

For more information and Full Evaluation Report, Click here

During schematic design, the study team will continue to develop these alternatives to a higher level of detail and incorporate, as appropriate, comments and concerns from the project's public and study work groups. The following are key concerns raised during the Phase 2 alternative refinement and which the designers will remain aware of during schematic design:

  • Include opportunities for urban design
  • Minimize business and right-of-way impacts
  • Maximize/lengthen weaving areas between ramps
  • Allow for improved access/circulation

During the Phase 2 refinement of the alternatives, the study team continued to develop the alternatives from Phase 1 to a higher level of detail and incorporate, as appropriate, comments and concerns from the public and study work groups. The following are concerns raised during the first phase of alternative development:

  • Include opportunities for urban design
  • Include access from Woodall Rodgers to DNT
  • Freeway to freeway access is improved but local access is more limited
  • Provide more direct access to/from the Industrial Boulevard area, Colorado Boulevard, and Beckley Avenue - Cadiz should not be made one-way
  • Minimize impacts to businesses and right-of-way impacts, especially in the Mixmaster area - Utilize the recently completed northbound IH 35E/HOV bridge
  • Check for planned development districts along the corridor which could escalate right-of-way costs
  • Maximize/lengthen weaving areas between ramps
  • Include more quantitative information

The study team refined the remaining alternatives between August and December 2002. During this time, meetings continued with the Project Coordination and Community work groups. Public Meetings were held in January 2003 to gain additional public input. After the Public Meetings, the preferred alternative was selected for final revisions per agency/public input. This preferred alternative will be further refined during Phase 3 - Schematic Design.

During Phase 2, the study team developed the conceptual designs from Phase 1 that were selected for further evaluation. To allow for public review and comment, the alternatives have been placed on this website for information purposes only. PLEASE NOTE, THESE PRELIMINARY PROJECT LAYOUTS ARE NOT INTENDED FOR CONSTRUCTION, BIDDING OR PERMIT PURPOSES AND ARE SUBJECT TO CHANGE WITHOUT NOTICE. Larger drawings were displayed at Public Meetings held in January 2003. The following maps are in pdf format:

The PDF items are in Adobe Acrobat® Portable Document Format (PDF). Notice: The mentioning of brand names is strictly for informational purposes and does not imply endorsement or advertisement of a particular product by the Texas Department of Transportation. Acrobat is a registered trademark of Adobe System, Incorporated. The reader may be downloaded from Adobe at: http://www.adobe.com/prodindex/acrobat/readstep.html

Phase 2: IH 30 Canyon from IH 35E to IH 45 (as of November 2002)

Phase 2: IH 30/IH 35E Mixmaster Interchange

Phase 2: IH 35E Stemmons from Commerce to the Oak Lawn (as of November 2002)
Phase 2: IH 35E Stemmons from Oak Lawn to Motor Street (as of February 2003)
Phase 2: IH 35E Stemmons from Motor Street to Empire Central (as of February 2003)

The Phase 1 Conceptual Alternative Development developed numerous alternatives and then evaluated them to determine how well the alternatives addressed the identified objectives of the Project Pegasus. Alternatives were compared to each other and the No-Build Alternative using an established set of evaluation criteria for traffic conditions in the design year of 2026. The application of criteria and measures was intended to pinpoint the major differences between alternatives, help facilitate the decision of which alternative(s) should be developed further in Phase 2, and balance design standards, safety, transportation needs, costs, and social, economic, and environmental concerns.

Based on the evaluation measures and criteria established, the following alternatives have been recommended for further development and evaluation:

  • No-Build Alternative
  • IH 30 Canyon
    • Alternative C-1
  • IH 30/IH 35E Mixmaster
    • Alternative M-1
    • Alternative M-2
  • IH 35E Lower Stemmons
    • Alternative S-1 between Commerce and Oak Lawn
    • Alternative S-2C between Oak Lawn and Empire Central

For more information and the full evaluation report, click here.

PLEASE NOTE, THESE PRELIMINARY PROJECT LAYOUTS ARE NOT INTENDED FOR CONSTRUCTION, BIDDING OR PERMIT PURPOSES AND ARE SUBJECT TO CHANGE WITHOUT NOTICE.

During Phase 1, the study team has developed numerous conceptual alternatives. To allow for public review and comment, the alternatives have been placed on this website for information purposes only. Larger drawings were displayed at the May 2002 Public Meetings (see Events Calendar for meeting summaries). The following maps are in pdf format:

Phase 1 : IH 30 Canyon Section: from IH 35E to IH 45

Phase 1 : Mixmaster: IH 35E/IH 30 Interchange

  • Alternative M-1 (2.6mb) Updated May 28, 2002
  • Alternative M-2 (2.6mb) Updated May 28, 2002
  • Alternative M-3 - Note: This drawing has not been developed to the same level as M-1 or M-2 because realigning IH 35E east of the TXU substation would introduce a more severe geometric design than the existing alignment.
  • Alternative M-4 - Note: This drawing has not been developed to the same level as M-1 or M-2 because of potential environmental issues regarding elevating IH 35E over the Houston Street Viaduct near downtown. If these issues can be resolved, the design of the frontage and collector-distributor roads will be included and would be similar to those shown in M-2.

Phase 1 : IH35E Lower Stemmons: IH 30 to Dallas North Tollway

Phase 1 : IH 35E from Oak Lawn to Wycliff (4.6mb)

Phase 1 : IH 35E from Wycliff to North of Dolton (4.5mb)

Phase 1 : IH 35E from North of Dolton to South of Commonwealth (4.6mb)

Phase 1 : IH 35E/SH 183 Interchange (5.0mb) Updated May 28, 2002

Preliminary recommended improvements from the Trinity Parkway Corridor MTIS for IH 30, IH 35E, and the Mixmaster interchange include the following major elements:

  • Building additional main lanes along the south side of the IH 30 Canyon to carry eastbound traffic, allowing the existing eastbound IH 30 main lanes to be reconfigured for two-way High Occupancy Vehicle(HOV) use through the area.
  • Adding collector-distributor roads along both sides of the IH 30 Canyon, beginning in the area of IH 45, and terminating into Griffin Street East and West in the area of Ervay Street. These particular frontage roads would be controlled-access and specifically necessary for traffic management and capacity purposes.
  • Reconfiguring the IH 30/IH 35E Mixmaster to allow through traffic on IH 30 and IH 35E to stay in the same lanes through the interchange, rather than being forced to change lanes as in the current configuration. Adding north-south lanes through the Mixmaster, so that IH 35E traffic flows on a total of three (3) dedicated main lanes in each direction.
  • Adding direct-connect ramps in the Mixmaster connecting IH 35E (South R.L. Thornton Freeway) to the IH 30 (Tom Landry Highway) for the northbound to westbound and eastbound to southbound traffic movements.
  • Constructing collector-distributor roads on both sides of IH 35E (Lower Stemmons) from the Reunion Arena area northward to Oak Lawn Avenue. These particular frontage roads would be controlled-access and specifically necessary for traffic management and capacity purposes.
  • Constructing continuous collector-distributor roads alongside IH 35E in the segment from Spur 366(Woodall Rodgers Freeway) to the connection with the Dallas North Tollway, with allowance for separating traffic streams to and from Spur 366 (the Woodall Rodgers Freeway) and the Dallas North Tollway.
  • Construction of collector-distributor roads over the Trinity River along both IH 30 and IH 35E.
  • Constructing an HOV system serving the major radial highways feeding into the Dallas Central Business District (CBD).

Based on the results of the Trinity Parkway Corridor MTIS, TxDOT is beginning the second phase of project development for the proposed reconstruction and widening of IH 30 and IH 35E in Dallas County. This phase involves developing the Preliminary Engineering (PE) and Environmental Assessment (EA) in accordance with state and federal guidelines. Alternative development and evaluation, public and agency involvement, schematic design, urban design, and right-of-way and utility mapping are included. The environmental documentation will be in the form of an EA. The schedule for this effort is 36-months. This combined planning effort will conclude with:

  • Identification of a Locally Preferred Alternative (LPA),
  • Typical cross-sections,
  • Design schematic,
  • Interstate access justification, and
  • Final environmental clearance through a Finding of No Significant Impact (FONSI).

Planning Schedule

The general process for building large transportation projects involves many steps and can take 10 to 15 years before roadway improvements are open to traffic. The flowchart on the left shows the major steps.

Regional transportation needs are identified through a long-range planning process involving local, regional, state and federal transportation officials (Step 1).

The process is based on current needs, future growth and available transportation funding and the Metropolitan Transportation Plan (MTP) for the next 20 years (Step 2). If warranted, Major Investment studies are conducted during this process.

After a project is included in the MTP, corridor-level planning studies can begin. This step includes the development and evaluation of alternatives, public and agency involvement, environmental studies, preliminary design, and cost estimates (Step 3). These more detailed planning studies will both determine if a transportation project is feasible and will identify potential effects on the community and environment.

Once these studies are completed and approved by the Federal Highway Administration (FHWA), more engineering is initiated to develop detailed construction plans and right-of-way maps (Step 4).

Based on the construction plans, the necessary right-of-way for the project is acquired and any utilities such as power lines and water lines can be relocated such that they do not interfere with construction (Step 5).

When the construction plans are completed, right-of-way acquired, and funding secured - construction can begin (Step 6). As with most large projects, it is anticipated the improvements to IH 30 and IH 35E will be built in stages and could take 5 to 10 years to complete (Step 7).

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