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MoPac Information
For latest information please see the folowing websites:
Update! 07/01/10 > Project Resumes
After a two-year pause due to funding constraints, the MoPac 1 project is about to resume. TxDOT and the Central Texas Regional Mobility Authority (CTRMA) have joined forces to help fund the much needed improvements identified through the National Environmental Policy Act (NEPA) process.
What's Next? In the next few months, MoPac 1's public involvement, preliminary engineering and environmental processes will resume:
- TxDOT will complete the schematic design and the NEPA environmental process. These will then be turned over to the CTRMA.
- If the NEPA process results in a "Build" alternative, the CTRMA will develop detailed plans and construct the project.
MoPac changes on the way - Noise-reducing asphalt, new lane near lake, managed toll lanes planned.
By Ben Wear bwear@statesman.com; 445-3698
Austin American-Statesman
Published: 9:44 p.m. Wednesday, July 7, 2010
Rush hour on MoPac Boulevard will soon become quieter and perhaps in six years, less congested.
The Texas Department of Transportation is spending $3.6 million this summer to resurface the stretch from RM 2222 to Lady Bird Lake with a special asphalt that dampens road noise and is less slick in rainy conditions. And workers will add a northbound lane on a troublesome bridge just north of the river by restriping part of the shoulder.
A long-term plan will add a fourth, "managed" lane on each side of MoPac (Loop 1) from Parmer Lane in North Austin to the river.
An environmental assessment, which is under way, and engineering work for the managed lanes will be complete in about two years, officials said Wednesday. The additional lanes, which would be tolled at rates based on the congestion level of the highway, might be open by 2016. The tolls would be higher during peak commuting periods, and when traffic is light, they would be minimal or might disappear entirely.
After TxDOT spent about $7 million and 21/2 years on an environmental study and engineering plans for the project, funding dried up, and TxDOT halted work. It has now allocated $2 million to complete the preliminary work.
MoPac would not be widened. Instead, in the tight section between RM 2222 and the lake — where the Union Pacific railroad sits in the median — officials envision that the managed lanes would be squeezed in by narrowing lanes slightly in some spots and using most of the existing shoulders. The new lanes would be separated from the free lanes by a row of flexible pylons and have a handful of entrances and exits.
Officials say the estimated $200 million to $220 million needed for the construction is, if not exactly in the bank waiting, highly likely to be available. Local transportation officials have already set aside $70 million of $543 million promised to TxDOT's Austin district for new construction over the next 10 years.
The rest of the money would be borrowed and paid back from tolls, which, because MoPac has so much traffic, would be sufficient to pay back debt for more than 60 percent of the construction tab, officials said. In addition, officials say, the toll revenue would provide money for sound walls alongside MoPac, a measure long promised by TxDOT to neighborhood groups south of RM 2222.
The Central Texas Regional Mobility Authority, which operates the 183-A tollway in Cedar Park and is building toll lanes on U.S. 290 in East Austin, would build and operate the project. The authority has done preliminary traffic and revenue analysis, which showed the healthy toll revenue from the added lanes.
Although the actual design will be determined during the environmental study, officials said Wednesday that the toll lanes will likely include some sort of direct connection — flyovers or perhaps ground-level ramps — to Cesar Chavez Street. The existing lanes would have the same entrance and exit ramps.
Construction would take three to four years .
The project seemed to be similarly teed up about four years ago and then fell apart when TxDOT finances fell on hard times. But state Sen. Kirk Watson, D-Austin , who hosted a noisy news conference Wednesday alongside MoPac at 35th Street, said the political and financial dominoes are properly lined up this time.
"The vision has coalesced and the people have coalesced to make this happen," Watson said. Those people include Deirdre Delisi , chairwoman of the Texas Transportation Commission, who attended the event.
The racket over Watson's shoulders as cars and trucks zoomed by, he said, was actually part of the point. The "porous friction course " asphalt that TxDOT will begin laying down in a few days on MoPac's main lanes absorbs considerable noise, although officials couldn't quantify the anticipated noise reduction.
The short-term project, Delisi said, "will make our life quieter, which is good news for those who live near MoPac." That includes Delisi, whose Tarrytown home is just a couple of blocks west of MoPac.
Terry McCoy , TxDOT's area engineer for North Austin, said the asphalt project will take place from 9 p.m. to 5 a.m. on Sunday through Thursday nights, and thus should not affect peak morning or afternoon commuting traffic. McCoy said the resurfacing project should be complete by mid-September.
Update 01/18/06 > (MONAC) January 18th meeting
TxDOT has now reengaged and is once again evaluating improvements for the MoPac corridor. These improvements are tied to the toll road "initiative". And contrary to what MONAC was told and due to the the "evolving" toll road plan, the long promised sound walls are now contingent on adding capacity to MoPAC. While MONAC agrees that capacity should be increased within the existing ROW (right of way) and preferably in the form of passenger rail, many are concerned of the equity issues associated with the "managed" lane concept. HOV lanes provide the same benefits as managed lanes while remaining accessible to everyone willing to participate regardless of income.
Below is a summary of the MONAC January 18th meeting provided by Frances B Allen
MONAC invited Bob Daigh, TxDOT's District Engineer for District 14 speak with neighbors concerning the central Austin MoPac corridor. Commissioner Karen Sonelitner also attended the meeting. The agenda was to discuss Managed Lane concepts and the Development of Sound Walls. the following is a highlight of the information from Mr. Daigh:
Managed lane concepts. A “Managed Lane” is a technique for actively moving traffic with a variable policies as to who can go in the lane. For example: It can be busses during peak hours then other traffic at other times. It can be tolled or non-tolled. It can be high-occupancy or single-occupant vehicles. Essentially, it is a way to keep the lane filled using economics.
Development of Sound walls. Mr. Daigh began by saying he would not have all the answers at this time. The following needs to fall in place before the sounds walls can begin:
Hire a new engineering consultant team. This is in process and will be done by Spring 2005.
- The consultants would need to work on plans for the corridor keeping in mind the specifications that came out of the CAMPO Special Committee in 2001 (take no more ROW, no elevated lanes, etc.)
- The MoPac corridor would need to have added capacity (i.e., managed lanes) to trigger funding for the Sound Walls.
- Recommendations of an independent Technical Team will also be evaluated and considered. This team was made up of 7 specialists recruited nationally and was charged with reviewing TxDOT's proposed alternatives and, based on state-of-the-art best practices, propose modifications and/or new alternatives, and recommend a set of alternatives that allow for improved mobility while protecting existing neighborhoods. See the Loop 1/US 183 Technical Review Team's Final Presentation
Mr. Daigh's estimate is that this could well be done in 1-2 years. There is some sound measurement taking place now and there will likely be “sample” walls constructed in the interim.
The neighbors in MoNAC are certainly disappointed that the time table is not as soon as we thought for the long needed sound walls. However, as Commissioner Karen Sonelitner said "It is a new Daigh with TxDOT" and went on to say that she has found Bob Daigh to be very open to work with. That is the impression that he left with the MoNAC meeting, that the neighbors interest would be considered at every turn.
Update
Spring 2002 >
The Project is on Hold
At this time, TxDOT has completed its Phase I studies of the Loop 1/US 183 Corridor
Improvement Project. Phase I provides information for preliminary concept analysis
and identifies corridor concepts recommended for detailed analysis. In 2001 the
Capital Area Metropolitan Planning Organization (CAMPO) Policy Advisory Committee
(PAC) endorsed a Comprehensive east-west traffic plan in conjunction with TxDOT’s
Loop 1/US 183 Improvement Study. The resolution calls for the City of Austin
(COA) to develop short-term and long-term plans for local access to and from
Loop 1. In cooperation with COA, Capital Metro and community/downtown groups,
TxDOT is on hold until the COA completes its study. The results will be incorporated
into the CAMPO 2030 Transportation Plan. In a subsequent phase, TxDOT and participating
agencies will evaluate the recommended corridor concepts and implement the National
Environmental Policy Act (NEPA)
by conducting more detailed technical analyses including traffic, engineering,
environmental, funding feasibility analyses, and developing the NEPA-compliant
environmental reviews. This phase will also include a comprehensive and continuous
public involvement program.
Update
03/27/02 > Loop 1-US 183 Improvement Study
by Maria Caminos-Davila, March 2002 CAMPO newsletter
In 1999, the Texas Department of Transportation (TxDOT) began a corridor study of Loop 1, also known as MoPac, and US 183, or Research Boulevard. The purpose of the study is to evaluate the problems and needs on these two highways and recommend improvements such as an increased number of lanes for all vehicles, improvements to existing lanes, and the relocation of exit and entrance ramps. The goals guiding the study are improved mobility and safety within the corridors.
The study is divided into two phases. During Phase I, which lasted approximately a year, TxDOT and their consultants evaluated a variety of potential improvements to the corridor. Improvements that were looked at included adding additional lanes for all vehicles, improving the access to and from the highways, and constructing HOV (High Occupancy Vehicle) lanes. Phase II of the study will include an inventory and assessment of environmental impacts, preliminary design, and continued public involvement. It will focus on the recommended concepts from Phase I.
On April 9, 2001, TxDOT presented its Phase I recommendations to the PAC at a well attended public hearing held in the LBJ Auditorium:
Concept 1: No-Build. Consists of the existing transportation system (roadway, transit, bikeway, sidewalk) and improvement projects in the two corridors that already have committed funding.
Concept 2: Safety and Operations Improvements (TSM). Consists of short-term improvements that are fairly low to moderate in cost. These improvements include signing and striping, Intelligent Transportation Systems, and upgrading substandard ramps and interchanges.
Concept 3: A Reversible High Occupancy Vehicle (HOV) Lane System. With the HOV lane designated for use by carpools, vanpools and buses only, this system would provide the maximum people-moving capacity with a minimum of additional right-of-way. The system includes: one lane on Loop 1 from US 290 to downtown; two lanes on Loop 1 from downtown to US 183; one lane on Loop 1 from US 183 to Parmer Lane; one lane on US 183 from Loop 1 to SH 45 N; and TSM (Transportation System Management).
Concept 4: A Managed Lane System. Consists of new lanes separated by barriers that are managed to ensure "free flow" during peak periods. The system would include: a reversible HOV lane from US 290 to downtown; two lanes in each direction for the central section of Loop 1 from downtown to US 183; one lane in each direction on Loop 1 from US 183 to Parmer Lane; one lane in each direction on US 183 from Loop 1 to SH 45 N; and TSM.
Rather than endorse the concepts, the PAC passed a resolution to provide a systems analysis for this project in an effort to ensure that all of the issues were considered. A Special Committee was formed to oversee the systems analysis. The Committee was made up of PAC members, representatives from Williamson, Travis and Hays counties, and three representatives from community groups.
The Special Committee hired a Technical Team made up of 7 specialists recruited nationally. The team was charged with reviewing TxDOT's proposed alternatives and, based on state-of-the-art best practices, propose modifications and/or new alternatives, and recommend a set of alternatives that allow for improved mobility while protecting existing neighborhoods.
The Technical Team presented the Special Committee with the following recommendations:
Continue Phase 1 to include public involvement, additional alternatives, and some environmental studies;
Consider additional alternatives with less community impact;
Better collaboration among stakeholders; Limit pressure on Loop 1 traffic growth by:
- regional land use I transportation planning
- no new general purpose lanes
- strong transit emphasis
- complete SH 130; and
- develop a comprehensive traffic plan for central Austin.
On December 10, the PAC approved a resolution that conditionally endorses TxDOT proceeding into the National Environmental Policy Act (NEPA) process with the Loop 1-US 183 Improvement Project. The resolution requests that TxDOT accept four conditions, which are to be completed conditions, which are to be completed before CAMPO considers approval of federal funding for the project. Upon approval of TxDOT's written acceptance of the conditions, the PAC supports moving the Loop 1-US 183 project forward to the formal environmental process. The four conditions are:
1. TxDOT is to develop and evaluate, through a collaborative process, the concept of two, non-reversible, high-occupancy vehicle (HOV) lanes with commuter rail within the existing right-of-way, emphasizing alternatives with less community impact;
2. TxDOT is to consider safety and operations solutions within the existing right-of-way where possible;
3. The appointment of a Project Advisory Panel to monitor and participate to the extent legally possible in the NEPA process;
4. The selection of CAMPO as a Cooperating Agency in the NEPA process for the Loop 1-US 183 project in accordance with FHWA guidance.
On January 30, Bill Garbade, District Engineer, informed the Executive Committee that, due to funding constraints, TxDOT could not advance the Loop 1-US 183 Improvement Project to the NEPA process in the current fiscal year. The resolution approved by the PAC on December 10 will remain in effect until TxDOT advances the project, possibly in FY 2003.
On February 11, the CAMPO Policy Advisory Committee unanimously approved a recommendation to endorse a joint investigation by Capital Metro, TxDOT and the City of Austin on how to proceed with an interim HOV facility on Loop 1(5) as a stand-alone project from Barton Creek to Sth/6th Streets. The joint study will identify project costs, key participants and their roles, funding sources, and the boundaries of the study area. Additionally, the three entities will begin collaborating on a comprehensive east-west traffic plan for Austin, which will be needed when TxDOT is ready to proceed with the Loop 1-US 183 Improvement Project.
Update 12/15/01 (via Ian Inglis MONAC representative)
The resolutions that CAMPO passed on Dec 10
Below are the resolutions (Word documents) that CAMPO passed last Monday re: MoPac. They represent the culmination of a lot of work and struggle on MoNAC's part. The resolutions give us a say on what changes are done to MoPac, if any. They call for no elevated lanes and for the freeway to stay within the existing right-of-way. They also encourage rail in the corridor. The advisory panel is being formed right now. It looks like Sid Covington, Alan McMurtry, and I will be members.
Panel unveils MoPac ideas
By Kelly Daniel
American-Statesman Staff
Saturday, September 29, 2001
Central Texas needs to consider closing Westover Road ramps on MoPac Boulevard, using a 55-mph speed limit and adding two lanes used only by vehicles with at least two occupants, seven transportation experts say. But first the region should take six more months to decide how best to help MoPac (Loop 1), further delaying the Texas Department of Transportation's plans for expanding the highway, the consultants said Friday. The experts' ideas will be used by a committee of elected officials, transportation planners and neighborhood leaders trying to improve on the state's plan without bulldozing as many homes as originally suggested.
The recommendations also include warnings that MoPac will be overly burdened if Texas 45 South is built between Interstate 35 and FM 1626, connecting MoPac and the interstate. Texas 45 North, planned for Williamson and Travis counties and far North Austin, should be built, but the southern portion should end at FM 1626 -- and then only after the Texas 130 bypass for I-35 is open for traffic, the group concluded. "It just turns Loop 1 into an automatic bypass to I-35, and that would be a problem," said Paul Bay, a rail and highway expert from Redmond, Wash., who led the group. "There should not be an easy connection between I-35 and Loop 1." The report resulted from a week of meetings and research on MoPac's problems and potential by the experts, who received $75,000 from the City of Austin for their work. The experts did not include estimates on cost but seemed at once to please and worry nearly every Central Texas transportation interest group. For example, Texas 45 South is supported by Hays and Travis counties but opposed by Austin and environmental groups, while the Westover ramp is nearly equally supported and opposed by nearby neighborhoods. "I think you have some good ideas," Greg Boatright, a Williamson County commissioner and committee member, told the experts. "But there are some hand grenades that have been thrown in there, too."
Other recommendations include:
* Immediate and permanent noise barriers, which Central Austin neighborhoods have fought for decades to get.
* Reducing Union Pacific Railroad land from 60 feet to 40 feet and using the space to add one high-occupancy-vehicle lane in each direction.
HOV lanes could be built alongside the current main lanes, or all of MoPac could be lowered from Enfield Road to RM 2222, they said.
* Begin building a commuter rail system along the Union Pacific tracks to downtown Austin, possibly also using Capital Metro's Giddings-to-Llano railroad. The region should try an inexpensive vehicle such as diesel-powered RegioSprinter trains that Capital Metro tested in 1997.
"Plop it on that track, and use it coming in in the morning and going out in the evening," transportation planning expert Tom Jones recommended. That, too, will be controversial, since Capital Metro's 1 percent sales tax would be a likely way to pay for commuter rail, and the agency must have an election first, Boatright said. Light rail, which uses electric trains and concentrates on downtown areas with frequent stops, was voted down last year. Commuter rail uses larger locomotives, makes fewer stops and concentrates on carrying passengers longer distances. The experts' ideas are somewhat related to the state's proposal, which asked to study adding two and four HOV lanes on MoPac and U.S. 183, either elevating some lanes or lowering them below the highway. The state called for improving several interchanges and ramps near the neighborhoods, which would've destroyed the most homes and drew strong opposition. The state did not call for closing the Westover ramp.
"Controversial? Yes," said Joel Leisch, an HOV and highway expert who proposed shuttering Westover. Those ramps carry the lightest traffic of any MoPac exits but are spaced too close to ramps at 35th Street and Windsor Road, creating jams as cars enter and exit the highway, he said. More traffic would use the 35th and Windsor exits, but those ramps also could be improved to help traffic, the experts said. "If it comes down to losing homes or closing Westover, I think that's an easy solution," said Sid Covington, a committee member and Old Enfield Homeowners Association leader. The committee will meet Wednesday to debate the new suggestions. No work could even begin on MoPac until 2008, no matter what is decided.
The seven experts also challenged the Central Texas leaders to fix their own attitudes about each other. "We agree that this is a really special place, but it has problems," Bay said. First and foremost, "it's the inability to make decisions. This region has not yet effectively learned the art of making the deal." After his comments, committee chairman and state Sen. Gonzalo Barrientos, D-Austin, spoke first and drew laughs from the group. "Mr. Paul Bay, would you consider running for public office in town?" You may contact Kelly Daniel at kdaniel@statesman.com
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Bryker Woods Neighborhood Association MoPac Position Statement (Spring 2001)
The history of MoPac (Loop 1) has not been pleasant for central Austin. The six lane freeway was squeezed through our residential area in the early 1970s. It has split apart our neighborhoods. The design and construction of the highway led to extensive flooding of homes along Johnson Creek. The speed limit has increased from 45 mph to 65 mph, and motorists now routinely drive 75 mph or faster. Initially prohibited, commercial trucks now speed past day and night. The extensions of the highway far north and south have led to traffic counts well in excess of 100,000 vehicles per day. Traffic noise has exceeded federal standards since 1976, and steadily grows more intense. Residents alongside MoPac and its frontage roads live in fear of high-speed accidents. MoPac commuters jam neighborhood streets. Our air increasingly is fouled by vehicle exhaust.
The Texas Department of Transportation currently is studying possible changes to MoPac in our area including, among other alternatives, the addition of elevated lanes. We, the residents of Bryker Woods neighborhood, are compelled to speak out against this or any further intrusion by MoPac on our community.
- No additional land or homes should be taken to expand MoPac or 35th street. The Bryker Wood’s neighborhood has sacrificed enough for both of these roadways.
- TxDOT should acquire part or all of the existing MoPac railroad “right of way” for mass transit. Construction of elevated lanes is unacceptable.
- Every effort should be made to reduce MoPac commuter traffic “cutting through” Bryker Woods on residential streets. TxDOT must conduct comprehensive traffic studies of the impact of proposed changes to MoPac on traffic flow through residential areas
- If the existing right of way for MoPac is increased, the Westover/Northwood ramps should be closed. The neighborhood streets within Bryker Woods were designed for residential use; they can not and should not handle arterial traffic volumes.
- Noise and safety barriers must be constructed now to achieve reduction in noise pollution measured along the edge of the MoPac right-of-way to a level at or below the Federal standards.
Current Traffic problems within the Bryker Woods Neighborhood:
Residents of Bryker Woods will have to take lead if any
action is to be made to improve the traffic situation
on our streets. Our neighborhood streets and the access
ramps on MoPAC (the root of Bryker Wood's
traffic problem) are undoubtedly a convenience for
many commuters. However for those who do not live
in Bryker Woods, the traffic problem we face every
day is not an issue - they simply pass through the neighborhood
frequently at high rates of speed. Click > here < to
read more and learn how you can help preserve the quality
of life within our neighborhood!
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