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| Weatherford Loop Feasibility Study
Project Description | Recommended Alignment Map | Public Meetings | Schedule | FAQ 1. What is a feasibility study? 1. What is a feasibility study? A feasibility study addresses possible alternatives when the solution is unknown. The study may show that the project is not economically justifiable - or that it has so many environmental impacts that it is not viable. Early determination of such a finding will avoid unnecessary expenditure of funds on preliminary engineering and related costs. A feasibility study may include studying potential transportation corridors and/or routes within a corridor. 2. Why is the feasibility study being conducted? The Weatherford Loop Feasibility Study was initiated by the Texas Department of Transportation’s Fort Worth District in May of 2003. The purpose of conducting a study was to evaluate the feasibility of constructing a loop roadway, or portions of a loop roadway, around the City of Weatherford. The need to conduct this study stems from the continued increase in population growth within the City of Weatherford and Parker County. The population of Parker County expanded from 33,888 residents in 1970 to 88,495 residents in the year 2000. Future population projections for Parker County show an estimated population of 258,140 residents in the year 2025. The Texas Department of Transportation wants to plan for an adequate transportation system to handle future traffic growth. Thus, this study is being conducted to assist the Department in developing a plan to keep the residents of Parker County moving.
The purpose of conducting the Weatherford Loop Feasibility Study was to evaluate the feasibility of constructing a loop roadway, or portions of a loop roadway, around the City of Weatherford. The results of the feasibility study have shown that Alternative Loop “D” is feasible and is cost effective to construct, and will serve to improve traffic flow within the City of Weatherford and portions of Parker County. The proposed alignment for Alternative Loop “D” is shown on the Recommended Alignment Map. This study has been a comprehensive effort to conduct an unbiased and impartial investigation to address the transportation needs of the study area. The following information supports the recommendations of this report. 1. Future Year 2025 Projected Traffic Volumes for Weatherford using the Existing + Committed Network show that traffic volumes are projected to increase significantly along principal roadways:
2. Future Year 2025 Projected Traffic Operations for Weatherford using the Existing + Committed Network show that most of the principal roadways in Weatherford are projected to deteriorate to unacceptable level of service (LOS) E and F conditions:
3. Proposed Loop “D” offers benefits in traffic reduction:
4. The proposed construction of Alternative Loop “D” offers travel efficiency benefits to the Weatherford area:
5. Alternative Loop “D” is economically feasible to construct:
6. Loop “D” offers the City of Weatherford economic development benefits:
7. Concerning the accident cost savings associated with Loop “D”:
Based on the constraints provided at the outset of this study, the results of all of the data collected, and the analyses that have been performed to date, Loop “D” is the preferred recommended alignment for a loop roadway around the City of Weatherford. This feasibility study, and the recommendation of Loop “D”, fulfills the requirements of the Project Problem Statement that was developed at the outset of the study, and that has been followed throughout the course of the study. 1. The feasibility study has shown a need for an improved transportation network in excess of the committed improvements in order to meet future transportation demands. 2. The feasibility study has documented that Loop “D” is feasible and is a viable solution for meeting future transportation needs. Results of traffic modeling indicate that Loop “D” was found to reduce traffic volumes the most along existing roadways. 3. The goals of the study have been met through:
Return to Top With a benefit-cost ratio of 2.46, Loop “D” is economically feasible to construct in its entirety if funds are available. The opinion of probable cost for the entire Loop “D” is shown in Table-1. Due to financial constraints, it is likely that the recommended alignment would need to be constructed in phases rather than all at once. Four segments of Alternative D were modeled independently to assist in determining the most efficient phasing sequence in terms of traffic relief: 1. IH 20E to FM 730 Network traffic volume and LOS were generated to assume that each of these loop segments operated as an independent segment, without the other segments in place. From a congestion relief standpoint, Segment 4, which connects IH 20W and US 180W, should be constructed first. The opinion of probable cost for each segment of roadway is listed in Table-2. The key issue in this phasing plan is that immediate benefits will be realized upon completion of the first segment of roadway, while still more benefits will be gained as additional segments are constructed. Table 1 - Opinion of Probable Cost – Preferred Recommended Alignment Loop “D”
Note: Opinion of Probable Cost is calculated using 2004 Statewide Average Low-Bid Unit Prices This cost is for a four-lane rural freeway with grade-separated interchanges at major cross roads. The preliminary alignment was assumed to have interchanges at certain locations, but no final determination has been made as to the ultimate location for grade separated crossings and interchanges. A preliminary alignment was developed to show a possible roadway configuration. It should be noted that the preliminary alignment that was developed for this study is probably not the precise final location for a proposed loop. Should the project be continued, additional geometric refinement, additional public involvement and detailed environmental analysis will be conducted to determine a final location for the roadway. Table 2 - Opinion of Probable Cost – Phased Construction Costs for Loop “D”
Note: Opinion of Probable Cost is calculated using 2004 Statewide Average Low-Bid Unit Prices
The projected cost for the preferred recommended alignment is shown in Table-1: Table 1 - Opinion of Probable Cost – Preferred Recommended Alignment Loop “D”
Note: Opinion of Probable Cost is calculated using 2004 Statewide Average Low-Bid Unit Prices The cost shown in Table-1 is for a four-lane rural freeway with grade-separated interchanges at major cross roads. A preliminary alignment was developed and it was assumed that there will be grade separated interchanges at certain locations. However, no final determination has been made as to the ultimate location for grade separated crossings and interchanges. The preliminary alignment was developed to show a possible roadway configuration. It should be noted that the preliminary alignment that was developed for this study is probably not the precise final location for a proposed loop. Should the project be continued, additional geometric refinement, additional public involvement and detailed environmental analysis will be conducted to determine a final location for the roadway. With a projected cost of $181,400,000, it is unlikely that funds can be allocated to construct an entire loop in one project. Therefore, the feasibility study recommends constructing a loop in four possible phases. Those phases and the order of recommended construction are shown in Table-2. Table 2 - Opinion of Probable Cost – Phased Construction Costs for Loop “D”
Note: Opinion of Probable Cost is calculated using 2004 Statewide Average Low-Bid Unit Prices
After a thorough and comprehensive route study, alternatives analysis, and feasibility assessment were conducted, Alternative Loop “D” was determined to be the best location for a loop corridor around Weatherford. However, if the Texas Department of Transportation, the City of Weatherford, and Parker County should choose to move forward with the recommendations offered in the Feasibility Report, then additional and more detailed analysis will be made concerning the proposed alignment and the impacts associated with the location of Alternative Loop “D”. If the project is continued after the feasibility study, then a detailed schematic will be developed along with a comprehensive environmental assessment. Depending on how quickly the project moves forward, it is possible that the alignment may require adjustments in certain areas due to reasons such as unknown impacts, or due to future residential or commercial developments that may be built within or adjacent to the proposed corridor prior to the acquisition of right of way for the proposed roadway. Additional public involvement will also be conducted as the project is developed in order to give the residents of Parker County additional opportunities to provide input into the project development process.
Return to Top The key advice for people who own homes, businesses, and/or property that are currently shown in the path or vicinity of the preferred recommended alignment is to stay informed. It is unlikely that a project of this magnitude will develop quickly. Therefore, keep up to date on the project development process so that you can know the proposed location of the roadway with reference to your property. Currently, this project is merely a conceptual alternative that is the result of a feasibility study. Although the feasibility study offers a valid recommendation for a loop roadway around Weatherford, which is based upon comprehensive and current data, this project is still very preliminary. Even though the proposed project has been found to be extremely cost effective and has shown that a loop will reduce future traffic congestion in the Weatherford area, there are still many issues which can delay or even stop the development of this project. Since the proposed project may never be moved forward, or may develop very slowly over a period of many years, there is no need to make any changes in the way you live your life as a result of this proposed roadway. Additionally, as time passes and as homes and businesses are constructed around Weatherford, it may be that the location of the roadway may be adjusted. So although your property may be directly affected today, it may not be directly impacted once the final location of the roadway is established. If the project continues to develop, the Texas Department of Transportation (TxDOT) will keep the public notified of project issues and the time schedule for right of way acquisition and for construction. If the project continues to move forward, TxDOT will provide the public with information that will allow you to make decisions concerning your property. In any event, please stay informed by contacting the TxDOT Weatherford Area Office and inquiring of the status of the project. The office can be contacted by phone at 817-594-3864, or by visiting the office which is located at 1427 West Bankhead Highway in Weatherford, Texas, 76086. Return
to Top You may contact the TxDOT Weatherford Area Office and ask to speak with the Project Manager for the Weatherford Loop Feasibility Study. The office can be contacted by phone at 817-594-3864. The office is located at 1427 West Bankhead Highway in Weatherford, Texas, 76086. Return to Top The Texas Department of Transportation (TxDOT) will pay the fair market value for your property and improvements. If you are located within the path of the recommended preferred route and if you have questions concerning the TxDOT process for acquiring right of way, then please contact the Fort Worth District Right of Way Office at (817) 370-6500, or in writing at P.O. Box 6868, Fort Worth, Texas, 76115-0868. You can request a free pamphlet that provides information on the acquisition process, or you may ask specific questions concerning your property. Return to Top The projection of future traffic year volumes for transportation planning projects and feasibility studies is dependent upon the use of computerized travel demand forecasting models. To obtain reliable estimates of future travel patterns, both the travel simulation models and the projected land-use data must be sensitive to the many quantitative and qualitative parameters influencing the generation and distribution of trips. These characteristics and patterns depend largely on the following factors:
With these factors as input to the models, forecasts of future travel patterns are made and used to test the adequacy of a proposed transportation system against the estimated needs. Alternative systems can be simulated and tested, from which a responsive transportation plan can evolve. Return
to Top No, the Texas Department of Transportation hired a consultant team with experience conducting feasibility studies to produce a comprehensive and unbiased study. The goal of the study was to determine whether a loop around Weatherford is warranted, feasible, and cost effective. Parkhill, Smith & Cooper, Inc. (PSC) of Lubbock, Texas was the Prime Consulting Engineer for the feasibility study, and was assisted by Wilbur Smith Associates of Houston who provided support in traffic studies, and by Arredondo, Zepeda & Brunz, Inc. of Fort Worth, who provided support in environmental analysis. In addition to hiring an outside consulting firm to conduct the study, the Texas Department of Transportation set a goal to develop a “locally preferred” plan of action to the issues faced in this study. To achieve this goal, it was necessary to allow complete access into the process of evaluating existing and future conditions by those who were interested. Public input was welcomed into the process through several means.
In conclusion, an extensive effort was made throughout the study to provide information and to solicit input from the people who are likely to be affected by the findings and recommendations of this study. This wide and varied cross section of people involved in the study helped to keep the study unbiased in the establishment of a preferred alignment. Return
to Top The Texas Department of Transportation (TxDOT) will be the entity that makes the final decision of whether or not to construct a loop around Weatherford. TxDOT will also be responsible for deciding on the final location of the proposed route. However, TxDOT will need strong local support in order to continue with the development of this project. Since it is likely that some degree of local cost participation will be required from Parker County and/or the City of Weatherford, then resolutions of support from those two entities will likely be required by TxDOT for continued development of the proposed loop. TxDOT also abides by all Federal guidelines required by the environmental process, which includes broad public involvement. As is evidenced through this feasibility study, five stakeholder meetings and three public meetings have already been held on this proposed project, which allowed a significant amount of public input into the process. If the project is continued, then additional public involvement will be held through additional public meetings and a public hearing. TxDOT allows all residents to provide input into the project development process which in turn helps TxDOT to make decisions. Citizens also have the ability to communicate with their local elected officials who will be working with TxDOT as decisions are made concerning the proposed roadway. Return to Top Building a loop farther away from Weatherford will require a longer route, which will cost more money, have more environmental impacts, and will carry significantly fewer cars in the year 2025 than shorter routes that are located closer to Weatherford. For a roadway to be considered cost effective, the benefits of constructing the facility must outweigh the costs of construction. One of the benefits of having a loop roadway around Weatherford is to reduce congestion on roadways within the community. A loop route that is closer to Weatherford reduces congestion on Weatherford streets more than a route that is located farther away from Weatherford. Return to Top The time frame for constructing a roadway project varies from project to project, but an average timeline is approximately seven (7) years from the time the project idea is conceived until the time construction begins. Depending upon the nature of the project, it might be possible to see a portion of this project begin construction in as little as five (5) years or as long as fifteen (15) years. The following steps are necessary before construction can begin, with some components being accomplished concurrently with other tasks:
16. Who paid for the feasibility study, and how much did it cost? The Texas Department of Transportation paid for the feasibility study, and the cost was approximately $580,000.
Return to Top Yes. Roadside travel surveys were conducted along major highways approximately five miles outside of the central Weatherford area in June 2003. These travel surveys were conducted to determine area travel characteristics and patterns, as well as to provide information needed by Wilbur Smith Associates in developing a travel demand model for the Weatherford area. Roadside travel surveys were conducted in the outbound direction at five locations outside of the central Weatherford area. Survey stations were located at points where alternative routes did not provide motorists with an opportunity to bypass the survey station. External travel consists of two types of trips: internal-external (locally generated) and external-external (through traffic). Local trips are those trips that begin, end, or both begin and end from a location within the Weatherford area. Through trips are those trips that begin and end outside of the Weatherford area. The distribution of local versus through trips at the external survey stations is indicated in Table-1. Table 1 - Distribution of Local versus Through Trips by Survey Location
Approximately 51 percent of the vehicles surveyed at all external locations were through trips. US 180 West experienced the highest amount of through traffic (68 percent), and US 180 East experienced the lowest amount of through traffic (34 percent). According to the collected data, the most used through route is I-20E to/from US 180W (approximately 52 percent of all through trips). An analysis of projected traffic volumes in the year 2025 without a loop
around Weatherford shows the traffic volume along US 180 west of FM 730
would be approximately 61,100 vpd. If Alternative Loop “D”
is constructed, then this volume would drop to 43,800 vpd, for a reduction
in traffic of 17,300 vehicles per day. Therefore, with Loop “D” providing an alternative route for through traffic, and also providing an alternative route to the existing street network in Weatherford, traffic along US 180 would be expected to drop by approximately twenty-eight percent east of the Court House square, and by approximately fifty percent west of the Court House square.
Not likely. The Texas Department of Transportation (TxDOT) has a current policy to not build frontage roads on new location mobility projects. Access to the proposed roadway would be provided by ramp access at interchanges. In the event that there is a property that would not have access because of the proposed loop, or if the circulation of an existing street system is cut off, then TxDOT would evaluate various alternatives to providing access to the property. One method might be to build a short section of frontage road. However, it is the goal of TxDOT to avoid building frontage roads, as they tend to reduce the overall operational efficiency of the roadway.
Return to Top Since the proposed loop has been shown to be feasible and cost effective to construct as a freeway, the Texas Department of Transportation (TxDOT) will evaluate the proposed loop to determine if it is viable to operate as a toll road. Some drivers will avoid using a toll road if other routes are available. Therefore, it could be expected that the traffic projections made for the proposed loop would be less than currently projected if tolls are charged to users. If the loop proves to be feasible and cost effective even when tolls are applied, then the roadway has a good chance of being considered for construction as a toll road. If the proposed loop is not feasible as a toll road, then other funding sources will need to be utilized to construct the roadway.
Return to Top The advantage of constructing the proposed loop as a toll road involves the speed of construction. Using toll bonds for financing the construction can speed construction of the roadway and provide benefits to the traveling public much sooner than if using standard financing. For instance, if the entire loop proves to be feasible as a toll road, then it might be possible to construct the entire loop around Weatherford within the next five to ten years. If the project does not prove feasible as a toll road, then it might be seven to ten years before the first segment of the loop is constructed, and may take another ten to twenty years to complete the remaining segments of the loop. The disadvantage of constructing the proposed loop as a toll road will be in having to pay an additional fee to drive on the loop. Tolls paid for using the roadway are in addition to the motor fuel taxes already paid by drivers. Since some drivers will not pay to use toll roads, then there will be less of a reduction on the existing street network than if the proposed loop is a freeway. However, there is also a disadvantage in having to wait between ten and twenty years to have an entire loop constructed around Weatherford if toll financing is not used. Return
to Top If there is an alternate route, then the City of Weatherford can designate that through trucks must use the alternate route to carry hazardous cargo. Hazardous cargo is currently passing through Weatherford along the existing city streets because there are no alternate routes available. So yes, the City of Weatherford, if they chose to do so, could designate the proposed loop as a hazardous truck route for through cargo. Hazardous cargo intended for destinations inside the City of Weatherford would continue to utilize the existing city streets.
Return to Top The need to conduct this study stems from the continued increase in population growth within the City of Weatherford and Parker County. The population of Parker County expanded from 33,888 residents in 1970 to 88,495 residents in the year 2000. Future population projections for Parker County show an estimated population of 258,140 residents in the year 2025. The Texas Department of Transportation wants to plan for an adequate transportation system to handle future traffic growth. Thus, this study is being conducted to assist the Department in developing a plan to keep the residents of Parker County moving. The population growth will continue within Parker County regardless of whether or not TxDOT constructs a loop around Weatherford. As the population continues to grow, then traffic congestion will worsen. As time goes on, and as development continues to spread within the county, then vacant tracts of land on which a future roadway can be constructed begin to disappear. The purpose of the Environmental Data Collection Process was to identify sensitive sites in the area that would preclude any proposed alignments from being built should the project move forward. It is an initial screening process and a more detailed investigation would be conducted should the project move forward into the Design Schematic Phase. The sensitive sites researched include cemeteries, churches, schools, hospitals, and parks. Also, archeological, historical, local landmarks, wetland and hazardous material sites were investigated. The sites were identified either through correspondence with or by visiting the website of the Weatherford and Brock Independent School Districts, Weatherford Parks Department, Chamber of Commerce, City Manager’s Office, and other city staff. A consulting data resource service, TelALL Corporation (TelALL), was utilized to identify hazardous materials sites. Additionally, county maps, USGS maps, historic USGS maps, city maps, land use maps, and National Wetland Inventory (NWI) maps were used to help identify sensitive areas. Various websites, such as the “National Register of Historic Places” and “Texas Landmarks and Vanished Communities” were used to gather additional information. The Texas Archeological Research Lab (TARL) was contacted to help identify locations of archeological significance. All of the above mentioned sites, with the exception of the archeological sites, were mapped using “Maps On Us” (www.mapsonus.com) and were used as a preliminary screening tool in setting the various alignment alternatives. Some sites that are in close proximity to the final alignment and identified in this technical memorandum were recommended for further review should the project move forward. Noise impacts were not considered as part of the scope of this study. Should this project move forward to the design schematic phase, mitigation for any noise impacts that may occur would be addressed at that time. All of the alignments fulfilling the purpose and need of the project
were reviewed for potential environmental concerns. A number of key issues
were reviewed and identified as potential environmental impacts. These
include ROW requirements, displacements, vegetation impacts, floodplain
impacts, and prime farmland. In many aspects, Alignments B and D are environmentally similar. However, Alignment D was selected as being the most desirable in fulfilling the purpose and need of the project because it would impact the least amount of floodplain acreage, would have the least amount of impact to prime farmland, has the fewest number of stream crossings, and would require the second least amount of ROW. This alignment has the greatest number of displacements; however, this issue could be minimized through adjustments in the right of way and minor shifts in the alignment.
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