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HomeMy WebLinkAboutIR 7788 INFORMAL REPORT TO CITY COUNCIL MEMBERS No. 7788 January 11, 1994 To the Mayor and Members of the City Council X Subject: PROJECT SUBMITTALS FOR CMAQ PROGRAM The North Central Texas Council of Governments (NCTCOG) is designated under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) as the Metropolitan Planning Organization (MPO) for the Dallas-Fort Worth Metro area and the Denton- Lewisville urbanized area. It is the responsibility of the MPO to develop an annual Transportation Improvement Plan (TIP) for submittal for potential funding from three separate sections of ISTEA: A. The Surface Transportation Program Metropolitan Mobility(STP-MM); B. Congestion Mitigation and Air Quality Improvement Program (CMAQ); and C. Transit Section 9 Program. Project funding under these categories is distinct. The MPO is presently preparing a Congestion Mitigation and Air Quality Improvement Program for submission to the Regional Transportation Council (R.T.C.) which is the policy body responsible under the ISTEA legislation for final project selection. There is a projected $84 million in unprogrammed funds available for CMAQ projects in the Western Subregion over the next six years. The MPO has requested a submission of qualified projects for these unprogrammed funds. Qualified projects include those that reduce congestion and vehicle emissions in the Fort Worth - Tarrant County area. Typical projects might include high occupancy vehicle facilities, alternative fueled vehicles, signal timing projects, intersection improvements, bicycle and pedestrian facilities and other travel demand management systems. The staff has identified a list of possible CMAQ which would meet the eligibility requirements. The attached list will be prioritized by the RTC for possible inclusion in the TIP. The City Council is not required to take any formal action on this submittal at this time, however, should projects be included and funded from ISTEA, a local match is required. These projects, if any, would be presented for formal action by the City Council at the appropriate time. Bob errell C ity Manager BT:d feel lcr% 0V Iruc^IYV RA A KI A^-00 0^13'r lA1^r2rU "rCV AC ?Ohl City of Fort Worth Project Submittals for the CMAQ Program Intersection Improvements 1. Montgomery St./1-30 (RIL) This project will add a right turn access lane from southbound Montgomery Street to westbound 1-30. Currently, this is a signalled intersection with a large percentage of right turning traffic. Because the current intersection does not have a separate lane for right turns, there is a great deal of traffic congestion at this location. By adding a right turn access lane, the level of congestion would significantly be reduced. 2. 7th Street/Commerce/Calhoun (RTL) Presently, 7th Street is a 4-lane major arterial that runs eastbound in the downtown Ft.Worth area. At Commerce Street, which is a northbound, one-way street, 7th Street narrows on the right side effectively eliminating the right lane of traffic. Since Commerce is a northbound one-way street, there is no means by which traffic in this right lane can turn right, but must merge into the adjacent left lane where few traffic gaps exist. This project proposes to add a lane between Commerce and Calhoun which would permit the lane to end at a location where the right lane could turn right or southbound on Calhoun Street thereby relieving the amount of traffic congestion at that point. The proposed lane to be added would-eliminate an abandoned railroad spur that is located in the parkway just south of 7th Street. 3. 8th Avenue/Pennsylvania Avenue (RTL) This project proposes the addition of a northbound right turn lane at 8th Ave. and Pennsylvania Ave.. Summit Ave. is a 4-lane arterial that is being realigned as part of 1-30 project to connect with 8th Ave. at Pennsylvania. The state funded project for 1-30 will have several effects on this area. First, the Ballinger Street and Vickery Blvd. bridges will be removed and Vickery Blvd. will be eliminated through this area. The result of these actions will be a significant increase in the traffic volume at Pennsylvania and 8th Ave. There will also be an additional impact in traffic volume on 8th Ave. due to the Summit Ave. realignment. By adding a right turn lane at this intersection, the amount of traffic congestion can be substantially reduced. Op", 4. 8th Avenue/Rosedale (LT & RTL) This project will expand the left turn storage lanes and construct right turn lanes on 8th Avenue at W. Rosedale Street. Traffic studies done at 8th Ave. and Rosedale show that intersection operating at a high congestion level. The traffic volume on 8th Ave. is 24,265 vpd and on Rosedale is 20,585 vpd. This project demonstrates the most feasible means by which congestion may be reduced at this location. On 8th Ave., the proposal is to expand the left turn lane storage for northbound and southbound traffic thereby reducing the amount of congestion in the through lanes. In addition, northbound to eastbound, and southbound to westbound turn lanes will need to be constructed. These channelization improvements are focused on 8th Avenue because of the scheduled P.A.S.S. improvements on Rosedale Street. The implementation and completion of this project will show a measurable decrease in traffic congestion. 5. Spur 580/Las Vegas Trail (RTL) In the area between SH-183 and 1-820, Las Vegas Trail and Cherry Lane are the two north-south principal arterials that carry traffic between 1-30 and Spur 580. This results in very heavy right turns from Spur 580 onto these streets. The Spur 580 intersection at Cherry Lane has a right turn lane which reduces delay for turning traffic. However the right turning traffic at Us Vegas must queue up with the through traffic waiting for the traffic signal. In order to remedy this situation, a right turn lane should be constructed on Spur 580 to Las Vegas Trail. 6. Dirks Road/Bryant-Irvin Road The Dirks Road/Bryant-Irvin Road intersection consists of two roads that both serve as 2-lane arterials. Peak hour delay is substantial at this intersection. This project will increase the capacity of the intersection by rebuilding it with a 4-lane approach on Bryant-Irvin and by adding an eastbound to northbound left turn lane and a westbound to northbound right turn lane to Dirks Road. 7. Hulen Street/1-20 (RTL) The existing situation at Hulen Street and 1-20 is one where the merging traffic flow entering Hulen from the frontage road at 1-20 is causing the system to operate at Level of Service F. Currently, this intersection (1-20 frontage road and Hulen St.)provides primary access into the Hulen Mall. Along this section, there is substantial merging and weaving because of access to two major entrances into the mall. There is also a signalized intersection at Hulen St. and Barwick that serves as the mall's main entrance. By constructing a continuous right turn access lane from 1-20 up to the entrance at Hulen and Barwick (which is OW approximately 0.15 mi. in length), the capacity over this section will be increased and the turning traffic can be removed from the through traffic lanes and will eliminate the existing short weaving and merging condition. 8. Loop 8201North Beach Street This project proposes to lengthen the existing Loop 820 bridges over Beach Street and construct Beach Street to its ultimate width under the freeway. Beach is presently a 6- lane divided arterial to the north of Loop 820 serving as the only access point to Loop 820 from the Summerfields area. A P.A.S.S. project is about to begin which will construct Beach Street south of Loop 820 to match the 6-lane divided section to the north of Loop 820. However, the section under the existing short bridges of Loop 820 is only a narrow 44 ft. wide. This creates substantial congestion at the Loop 820 interchange. This project would eliminate the bottleneck created by this condition. 9. Loop 820/Randol MR Road Randol Mill Road crosses over Loop 820 by means of an extremely narrow 2-lane bridge. Randol Mill Road is a divided arterial roadway on the west approach. As a result, the narrow access bridge to Loop 820 causes heavy traffic congestion. The proposal is to widen the bridge to match the approaching roadway. This widening of the bridge will eliminate the congestion at this location. City of Fort Worth Project Submittals for the CMAQ Program Corridor Improvements 1. Granbury -Wabash (One-Way Pair) The Granbury-Wabash one-way pair is a TSM Project designated to increase the efficiency of the existing roadway network between Trail Lake and Seminary Drive where Granbury Road is discontinuous. The completion of the new 1-20/Granbury Road interchange, just south of this project site, is expected to almost double the present traffic volumes on Granbury Road in this area in the near future. Peak hour congestion is already a problem in this area. A report documenting the project and its cost-benefits are attached for further information. 2. University, Camp Bowie, W. 7th St., and Bailey The University, Camp Bowie, W. 7th, and Bailey intersection is a 6-legged intersection with ten phases of signal operation. The implementation of this project will reduce operation to a standard 4-leg, eight phase signal operation. Also, traffic from this intersection will be diverted to other intersections in an effort to substantially reduce traffic delay. A report prepared by the City of Fort Worth's Transportation and Public Works Department concerning this project is attached. OOW City of Fort Worth Project Submittals for the CMAQ Programs Grade Separations 1. North Beach and Railtran Railtran is the passenger rail that will serve as a commuter rail between Dallas and Fort Worth. The intersection of Railtran with N. Beach Street, one of the busiest at-grade intersections, causes traffic to back up at this location. This project proposes the construction of a grade separation at N. Beach to reduce the amount of lost time due to vehicles being backed up at this at-grade crossing. Oro` ell City of Fort Worth Project Submittals for the CMAQ Program Critical or Missing Link Projects 1. Everman Parkway Connection to 1-35W (0.76 miles) W. Everman Parkway terminates 0.76 miles from I-35W and this project will connect Everman to I-35W. Presently, the nearest route from W. Everman Parkway to Everman Pkwy (immediately east of I-35W) is to "backtrack" to Sycamore School Road which in turn creates an abundance of traffic on this road. Sycamore Creek and Union Pacific Railroad lie between W. Everman Parkway and I-35W; therefore, a bridge will need to be constructed over these two facilities. The implementation of this project will eliminate the overabundance of traffic on Sycamore School Road and it will significantly reduce the trip length from W. Everman Parkway to I-35W. 2. Mark IV Parkway Connection to Western Center Boulevard (0.62 miles) Mark IV Parkway is a 4-lane divided arterial that terminates approximately 0.62 miles south of Western Center Blvd. A connection north from Mark IV Parkway is proposed. Currently, Burlington Northern Corporation owns a large portion of property in this area which generates a great deal of traffic volume on Western Center Blvd. and I-35W. By making the proposed connection, the level of congestion at Western Center Blvd. and I-35W will be reduced, and this connection will provide opportunity for direct access at Mark IV Parkway to the Loop 820 interchange. 3. Randol Mill/Ist Street Connection from Woodhaven to Beach Street (2.38 miles) Randol Miff Road is located between Airport Freeway (SH 121) and the East Freeway (1-30). It was part of the original east corridor arterial designed to relieve congestion on both the Airport and East freeways. Currently, all sections of this arterial have been completed except for the portion from Woodhaven to Beach St.. The completion of this Ist St.! Randol Mill connection to Beach St. will provide a continuous arterial between Loop 820 and Downtown Fort Worth, and will serve as a relief arterial relieving approximately 20-24,000 vpd from the Airport Freeway (SH 121) and the East Freeway (1-30). 4. Sycamore School Road Connection to Granbury Road (0.28 miles) Sycamore School Road currently terminates 0.28 miles east of Granbury Road. Because there is no direct connection between Sycamore School Road and Granbury Road, the traffic flows through the adjacent residential area to Columbus Trail. From Columbus Trail, traffic may access Granbury Road. The current situation disperses arterial traffic onto roadways that are not designed to handle this type of traffic. This connection will reduce the trip length from Sycamore School Road to Granbury Road, and will maintain traffic on roads designed to carry the specific volumes. S. South Bellaire Drive Connection to Bryant-Irvin Road (0.56 miles) Presently, there is no east-west connection that exists between Hulen St. and Bryant-Irvin Road. The only east-west access is approximately four miles apart at Vickery Blvd. or at the 1-20 corridor, which is extremely congested. The connection being proposed will provide a much shorter alternate route for traffic and will serve to reduce congestion along the Hwy. 183/1-20 corridor especially in the Hulen Mall area, which is currently operating at Level of Service F. 6. Basswood Boulevard from Riverside to 1-35W Interchange (0-53 miles) This project proposes a connection from Riverside Dr. to I-35W. Currently, Basswood terminates 0.53 miles from I-35W and completing this connection will help reduce the amount of congestion at the Western Center Blvd. / I-35W and N. Beach St. / 1-820 interchanges. 7. Meacham Boulevard Connection to US B287 (N. Main) (0.35 miles) The connection of Meacham Blvd. to US B287 would provide an east-west arterial connection from 1-35W to US B287. There are presently no connections between 1-820 and N.E. 28th Street (a distance of almost three miles). There will have to be a grade separation at US B287 in order to cross both the UP and AT & SF Railroads. 8. Trinity Boulevard Connection to Roy Orr Boulevard (0.92 miles) Presently, Trinity Boulevard terminates at the Railtran railroad track. The road at this site is built up for grade separation at the track but the bridge has not been constructed. Currently, traffic either has to go up to Airport Freeway (SH 183) or down to N. Carrier Parkway. The connection of Trinity Boulevard to Roy Off Boulevard (in Dallas County) would provide an east-west alternative to relieve traffic from the SH 183 corridor which is a highly congested corridor. This oplh- project would be the Tarrant County (Fort Worth) side of a joint venture project also involving funding from the City of Grand Prairie and Dallas County. City of Fort Worth Project Submittals for the CMAQ Program Additional Project Descriptions IA. Traffic Signal System Computer Expansion Project Expand computerized traffic signal system to almost all intersections in the city. This project would include about 200 intersections involving the connection to our central computer and phasing and timing modifications to reduce vehicle delay. The City has a working computerized traffic signal system which monitors and coordinates many signals in Fort Worth. Phase One of the current signal system connected 300 traffic signals to a central computer. Phase Two, which is to begin in 1994, will add about 80 additional signals to the system, upgrade existing control equipment and update the central software. This proposed project, being Phase Three, would connect the approximately 200 remaining traffic signals to the central computer. Expansion of the Fort Worth traffic signal system is relatively inexpensive since the central computer is in place and the communication plant throughout the City is in place. Improvements proposed for each intersection would be composed of two areas of emphasis. One is to update the signal controller equipment, add a communications modem and furnish a CATV drop connection. Second is to evaluate and modify signal phasing, signal timing, or progression timing as necessary. 2A. Arterial Incident Detection and Response System This project would allow City staff to detect incidents on City arterials and freeways and implement an appropriate response strategy to mitigate the congestion causing incident. Equipment that would be acquired in this project would include such items as video cameras, portable changeable message signs, portable arrow boards, and barricades. Video cameras will play the most important role in this system by allowing staff to recognize the cause of a congestion causing incident. The existing Fort Worth traffic signal computer, via hundreds of system detectors currently in place, can detect that traffic congestion of some type is occurring. However, a visual image of the nature of the congestion causing incident will allow staff to take OW appropriate action, such as modify traffic signal timing, placing a traffic signal on flash, notify Police or Fire Department for response, notify our Street Division to handle a roadway spill, and notify or coordinate with the Highway Department. Presently the Highway Department actively monitors and responds to freeway incidents. Coordination and response can better be handled when they need to divert traffic to frontage roads or City arterials for use as an alternate route. Since the City operates all traffic signals within City limits, including signals at freeways, this coordination with the TxDOT is beneficial. Additional equipment that allows staff to implement congestion mitigation are portable message signs, portable arrow boards, and barricades. This type of equipment is intended to be implemented by staff for a period of time from several hours to several days. An increase in the current City staff is necessary to effectively accomplish the design, operation and maintenance of this effort. It is requested that two staff positions be funded for a two year period. This temporary funding will allow the City to better plan, design and initiate the operation of the system elements. Regarding the video camera system, the existing equipment in operation provides a basis for how future additional equipment can enhance our response to traffic incidents. Currently, the City's traffic control system includes eleven CCTV cameras monitored 24-hours a day at the Traffic Control Management Center. Op" These cameras are only in the CBD area, and plans are being considered to further expand the coverage in the downtown area. TxDOT in Fort Worth operates 12 CCTV cameras on I-35W and plans to install cameras on all freeway segments. Most of the TxDOT cameras are located at freeway/arterial intersections so a view down the arterial is available. Through this project, it is desired to add cameras on major arterials and connect them into the existing and planned TxDOT communication system. This would be a cooperative effort that would allow both agencies access to the video information. 3A. Variable Message Traffic Information & Control Sign Program This project would allow the City to improve the traffic flow at specific intersections on arterial signal systems. It is intended to install permanent signs which have a variable message to respond to a particular traffic situation. In response to a change in the traffic patterns at an intersection, it is proposed to use Variable Line Control Signals to change the turning movements allowed at certain intersection approach lanes. The display indicates the straight and turning movements allowed for each traffic lane, or even the prohibition of a turning movement. Lane use is typically changed when a high volume turning movement occurs only at certain times of the day necessitating for example the temporary need for a dual left-turn movement. Also, lane use can be modified at diamond intersections in conjunction with the change of signal phases. About ten Op", intersections are planned for this sign usage.