Denton Trails Part 8: 35E Crossing Improvements
Feel trapped by 35E, unable to cross it without being in a car? Read on to see some ideas how you could have more options with some simple and creative crossing improvements.
This is part eight in the Denton Trails series, a series that thinks through what a low-stress multimodal transportation network would look like in Denton. It draws inspiration from other trail systems, proposes core principles we could use in developing our own system, and envisions several trail concepts and how they could form the core of a bike and walk portion of our upcoming mobility plan. Please join me as you walk, scoot, or ride through these musings:
Part 1: Why Trails?
Part 2: City Trails Inspiration
Part 3: Recreational Trails Inspiration
Part 4: Five Pillars of Trail Success
Part 5 Concept: Locust / UPRR Trail
Part 6 Concept: Pecan Creek Trail
Part 7 Concept: University Trails
Part 8: 35E Crossing Improvements
Part 9: Concept: Downtown Connectivity
Part 10: Mobility Plan Integration
Part 11: Bond Election — Make your voice heard
What crossings of 35E would we trust our children and elderly loved ones to use without fear for their safety? Currently, the only safe, enjoyable bicycle crossings of 35E exist at the UNT pedestrian bridge and North Texas Blvd. The next crossing with good visibility or a defined safe path is all the way down at Post Oak / Shady Shores Drive, 5.7 miles away. Interstate 35E is a huge barrier to bicycling in our town, especially as additional development spreads on the south side of the freeway. The proposed crossing at the UPRR overpass would help if that comes to fruition, but what are the next steps to improve crossings?
While the right solutions to these challenges are not necessarily trails and could include non-protected bike lanes, here are three suggestions for mitigating the barrier of 35E:
- Provide a contiguous bike lane on McCormick/Avenue A, from the Eagle bike lane and UNT campus to the 35E crossing
- Upgrade the crossing at Teasley Lane to connect South Lakes Park to the A-train trail
- Add a safe biking route from the Wind River community around to the Brinker underpass, across 35E to the a-train trail
McCormick
The road diet and bike lanes on Eagle Drive from campus almost to Carroll were installed some time ago, and have been very helpful to provide a safe route for students to bike to campus. However, there are many students south of 35E in this area, and there are no bike facilities along McCormick and Avenue A connecting across 35E. This route was on the 2012 bike plan and in the early draft of the 2019 mobility update bike plan presented at the bicycle focus group, so that is promising.
This is timely because the city is now planning and constructing a new fire station just west of McCormick in this area, so there is some latitude to make right of way adjustments for bike lane accommodations here.
Teasley
Teasley Lane is the next logical improved crossing. Install a sidepath along Teasley from South Lakes Park(A), across Dallas Dr.(B) and then route through the neighborhood via Duncan street(C) to connect to the A-train trail.
There are many apartment complexes along this route on either side of Teasley which are not within a 10-minute walk or bike to a park — a goal adopted by City Council and our parks department. It would also expand the walkability to McMath Middle School at the north end of South Lakes Park to the same high density residential areas north of I35E.
Brinker
An inviting crossing between Teasley and Post Oak might be possible at Brinker. From Wind River Lane, a route might be possible around the eastern edge of the housing development(A) up to the Buc-ee’s complex, and then across on Brinker(B). Once on the other side, Brinker could provide a straight shot on a sidepath(C) to the Medpark DCTA station and the A-train trail. Since the pad sites in front of Buc-ee’s will soon be under planning and development, the time to plan this route is now.
Are all of these improved crossings feasible? Perhaps not. But 35E is a big enough barrier that we owe it to ourselves to pursue the possibilities. These connections would complete a network to help people get downtown, which is one of the most obvious destinations. But how will people who walk, ride, or scoot downtown once they get there? Next up: Part 9 Concept: Downtown Connectivity.
