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Author Topic: DFW: US 380 freeway feasibility study options revealed  (Read 13766 times)

MaxConcrete

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Re: DFW: US 380 freeway feasibility study options revealed
« Reply #100 on: January 20, 2021, 08:18:00 PM »

The meeting video is now online (a day early) and the other online items including presentation should be online tomorrow. https://www.drive380.com/coitfm1827
Video: https://www.youtube.com/watch?v=LL8-adbE5U8

The video is long. The only difference in the options being considered as compared to the recommended alignment of the feasibility study are at the east and west ends.



At the east end, the video narration mentions that alignment D, which is recommended by the feasibility study, will be more expensive to build than alignment C, and D will have greater environmental impact than C. That leads me to think alignment C is probably going to be favored. Alignment C does cause a problem with interfacing into the Spur 399 connection, which is the purple section in the map below. If C is selected, I'm thinking Spur 399 will need to be realigned on the east side of the airport. A separate study will consider Spur 399.

The video mentions that the E alignment has been refined since the feasibility study, which suggests it is a sure thing.

On the west end, the video does not mention any problems with A or B, but the City of McKinney favors B.

« Last Edit: January 20, 2021, 08:20:27 PM by MaxConcrete »
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Bobby5280

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Re: DFW: US 380 freeway feasibility study options revealed
« Reply #101 on: January 20, 2021, 08:51:46 PM »

Quote from: r15-I
A grade separation in the existing corridor at the Coit Road intersection is a must to prevent a major bottleneck there. Eastbound and westbound flyover ramps to connect to and from the B-E-C freeway alignment should be part of that grade separation just east of Coit Road.

The intersection of Coit Road and US-380 looks like it will be turned into a freeway interchange since all the freeway route alternatives run over that spot. The US-380 intersection with the Dallas North Tollway is basically the starting point of the whole she-bang. The freeway upgrade should be able to stretch to the Coit Road intersection fairly easy and go maybe a couple miles west of the DNT toward Denton.

The bigger question is what will happen at major intersections along US-380 closer to McKinney and Denton? Several grade separations along the way are being discussed and have been illustrated. The end result could bring those parts of US-380 closer to "Jersey Freeway" standards. But really that's only going to be able to work as an interim solution. Remember commuters in 'Jersey have more options than driving on US-1. Services like commuter rail are far less developed in DFW.

This area North of Dallas and Fort Worth is just going to keep adding more and more new residents and businesses, putting ever more strain on the main arterials like US-380, even if there is a freeway (or toll road) bypass around McKinney and Denton. There may be plenty of opposition to upgrade US-380 to an Interstate quality freeway thru the middle of McKinney and Denton. But as more and more traffic piles onto that route it will force more and more upgrades. That means more grade separations, removals of driveways, more side streets being cut off and/or adding segments of frontage roads. 100% limited access on US-380 could be an eventual development, even if it takes 20-30 years.
« Last Edit: January 20, 2021, 08:54:05 PM by Bobby5280 »
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Road Hog

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Re: DFW: US 380 freeway feasibility study options revealed
« Reply #102 on: January 21, 2021, 07:27:23 PM »

Personally I think the Sam Rayburn needs to be extended past Airport Road to Princeton. I don't think 380 alone will be enough to serve traffic there in a very few years.
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Bobby5280

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Re: DFW: US 380 freeway feasibility study options revealed
« Reply #103 on: January 21, 2021, 08:27:06 PM »

Yeah, extending the Sam Rayburn toll road farther East to meet up with the US-380 corridor in Princeton would be a good idea. Long term: I think the US-380 corridor needs an Interstate upgrade between McKinney and Greenville, where US-380 meets up with I-30. The TX-121 toll road already feeds into the US-380 corridor to some degree. An extension to the toll road would move the traffic more efficiently and get more of it off the surface streets.

There are some obstacles just after the point where the TX-121 toll road ends, Spur 399 really, as it turns into McDonald Street. There is a large, former landfill near the corner of McDonald Street and the recently 4-laned FM-546/Harry McKillop Blvd. Just South of the landfill: the Heard Natural Science Museum and Wildlife Sanctuary. And then there is a bunch of McMansions and park land South of that. Any possible freeway/toll-road alignment has to somehow thread its way North of the former landfill and then somehow get around the airport and over to US-380.
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MaxConcrete

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Re: DFW: US 380 freeway feasibility study options revealed
« Reply #104 on: October 21, 2021, 08:19:47 PM »

TxDOT has posted materials for the Spur 399 public meeting.
http://www.keepitmovingdallas.com/Spur399PublicMeeting

This is part of the EIS process in which the two previously identified alternatives are being studied in more detail. There's no news in this meeting. However, the information provided makes me think there is a very high probability that the orange alignment, east of the airport, will be selected, especially because the City of McKinney is "strongly opposed to a freeway west of the airport". However, another influence not mentioned in the materials is the alignment of US 380 freeway north of the existing US 380. It probably would be desirable for Spur 399 to connect to the US 380 freeway at the point where the US 380 freeway will veer north. (See map shown 25 seconds into the presentation video.)

Both options are expensive, possibly due to 2+ miles of bridges on each option.

Purple option, west of airport: 4.4 miles long, 117 acres ROW required, $601 million. It will displace a large Amazon distribution facility.
Orange option, east of the airport: 6.25 miles long, 233 acres ROW required, $706 million.

The alignment recommendation is expected in summer 2022.

 


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