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Central Expressway CHAPTER 4 Central Expressway Telecom Corridor…Bush Library…Northpark Mall…Uptown…West Village… McKinney Avenue…Greenville Avenue…Henderson Avenue…M‑Streets… Highland Park…Mockingbird Station…SMU…University Park…Cityplace… High Five…Texas Instruments…Collin Creek Mall…Allen Premium Outlets Looking southbound at the High Five Author, June 2009 120 Dallas-Fort Worth Freeways Chapter 4 Expressway in Dallas became the most distinctive freeway he original Central Expressway launched the in North Texas. But the crowning achievement was yet Tfreeway era in North Texas, propelled the amazing to come. In 2005 the monumental High Five interchange growth of north Dallas and became the backbone of the opened, completing the transformation of the original burgeoning high-tech industry. But the 1940s-design free- Central Expressway with one of the most impressive inter- changes in the United States. andway becomingwas woefully steadily inadequate more jammed for the transportationas the years passed. needs Central Expressway in 1958 with the opening of the Col- of the corridor, first experiencing traffic congestion in 1953 The high tech industry had first taken root along city as futuristic architecture was rising all around Dallas the Texas Instruments campus. The telecommunications duringThe antiquated the boom freeway period becameof the late an 1970s embarrassment to mid-1980s. to the lins Radio facility in Richardson and the first building of Everyone wanted a better freeway, but reaching agreement Central Expressway, earning the freeway its nickname as on the design for the six-mile section north of downtown theindustry “Telecom became Corridor” the dominant in 1988. and The defining Telecom industry Corridor along Dallas proved to be one of the most contentious controver- reached its peak with the high-tech boom of the late 1990s, sies in the history of North Texas freeways. culminating with the nationwide bursting of the technol- After twelve years of dispute and debate, the design ogy bubble in 2001. for the new Central Expressway in Dallas was approved in All the while, Central Expressway empowered the 1986. Starting in Plano and Richardson in the late 1980s, - expanded sections of freeway opened regularly. The origi- ardson, then Plano, Allen and McKinney. In Dallas, Central nally planned expansion of the main lanes and frontage Expresswaygrowth of successive remains assuburbs vital as along it has its ever length, been, first serving Rich as a modern-day main street as it continues to attract new section in Dallas. With its architectural enhancements development and redevelopment. androads unconventional was completed design in 1999 elements, with the the opening modern of Centralthe final Rebuilding Central Expressway By the mid-1970s everyone agreed that Central displacement or other impacts. Finding a reconstruction Expressway needed to be modernized and plan to satisfy all stakeholders would be a huge challenge. There was some informal discussion of adding lanes expanded. Getting agreement on that was easy. - Getting everyone to agree on the design and how pansion proposal for lower Central Expressway was made or an upper deck as early as 1964, but the first serious ex to pay for it was not so easy. The controversy, 1974, calling for construction of elevated structures with debate and study consumed 12 years, followed by the regional planning board (now NCTCOG) in August by another 13 years of construction. was minimal response or reaction to the proposal, but it wouldtwo traffic only lanes be a matterand one of bus time lane before in each elevated direction. lanes There on an Central Expressway can be be divided into two sec- upper deck would come under scrutiny.2 tions for the reconstruction: the easy section and the hard In late 1976 Dallas City Council began to consider the section. North of Loop 12 the corridor generally had a issue including possibly involving the Texas Turnpike Au- - thority to build the upper deck as a toll facility, and decided way to 8 main lanes with continuous frontage roads. No to initiate a comprehensive study of options before mak- neighborhoods300-foot-wide right-of-way, were directly sufficient alongside to the expand freeway, the sofree no ing any endorsement of the upper deck. It was becoming opposition developed. Final federal approval for the recon- struction north of LBJ Freeway was received in February some time, so in 1977 the City of Dallas began to promote short-term,apparent that less-expensive a decision on options how to forfix Centralproviding would relief, take in- December 1985.1 cluding upgrades of nearby streets and building a missing 1983Reconstruction and the first construction south of Loop project 12 was was much underway more in link of frontage roads south of Mockingbird Lane.3 In February 1979, in a presentation to Dallas City to 220 feet wide, not wide enough to accommodate new difficult. The freeway right-of-way was typically only 170 the upper deck as the preferred alternative. By this time freeway. Alongside the freeway were numerous neighbor- theCouncil, upper TxDOT deck hadstated become it was a ready topic tofor officially public debate recommend and hoods,lanes and including the improved the highly geometrics engaged required neighborhoods for a modern of controversy was raging. A group called the North Central Highland Park, University Park and M-Streets. The hun- dreds of businesses alongside the freeway faced potential the businesses along Central, declared all-out war on the Beautification Committee, claiming to represent 75% of Central Expressway 121 upper deck and ran a full-page advertisement in the Dallas ing a ground-level widening. Most city council members Morning News to state their case. Developer Ray Nasher, were unwilling to accept TxDOT’s recommendation.4 owner of Northpark Mall, hired a consultant to review the On March 23, 1979, Dallas City Council held a public double-deck concept and another developer was advocat- hearing for Central and heard strong opposition to the up- per deck. City Manager George Schrader actively opposed the upper deck, calling it a last resort and urging further Texas Instruments study of alternatives. Both the Dallas Chamber of Com- Campus merce and the Central Business District Association were urging more study. The City of University Park was on the 635 record opposing the upper deck. It was clear that the City Dallas North Tollway High Five interchange of Dallas was not going to endorse the deck, but it was Nov 21, 2005 Robert 75 notTimeline yet ready ofofficially Controversy reject it even and though Construction Mayor DART Red Line 1964 First discussion of capacity improvements 1974 First official proposal for elevated lanes 1994 Dates: completion 1976 Dallas City Council first considers the project of reconstruction 1977 Dallas plans short-term improvements due to the anticipated long timeline for major construction 1979 The double deck proposal becomes highly contro- Walnut Hill versial and generates substantial opposition. More studies are ordered. Northpark 1980 TxDOT reveals a plan for a ground-level expansion, Mall requiring a major right-of-way clearance. Northwesth Highway Hi h 1981 Robert Dedman is appointed to the Texas Transpor- tation Commission and advocates elevated lanes. University Park 1982 On March 10 Dallas City Council votes 9-2 to sup- 12 port elevated lanes. Opposition to elevated lanes Upper deck proposed Bush continues to build. Mark White wins the governor’s Northwest Highway Library October 1998 election in November and planning for elevated to downtown lanes is immediately suspended. 1983 Houstonian Bob Lanier replaces Dedman as chair- SMU Mockingbird Station man of the Texas Transportation Commission in Mockingbird May. Lanier is more open to non-elevated options. Highland Park Tunnel Portal 1984 A new study is launched to consider alternatives. The concept which became today’s freeway is first Cole Park McCommas presented in October. underground M-Streets 1985 The study recommends the trenched option with stormwater Greenville cavern Henderson Neighborhood DART rail in tunnels under the freeway. In Decem- Lemmon e ber the first construction begins on the non-contro- n versial section north of Interstate 635. Cityplace 1986 On February 13 TxDOT officially approves the rec- West ommended design in Dallas. Village Lanes open: Nov 29, 1999 Dedication: Dec 5, 1999 1988 The first section north of LBJ Freeway, from LBJ to Belt Line, is completed. Sections to the north border Freedman’s of Plano open regularly through 1994. Cemetery 30 1993- Three large contracts are awarded for complicated McKinney Tunnel Portal 1994 work from Loop 12 to downtown. 1994 The first section in Dallas, from Forest Lane to Wal- nut Hill Lane, is completed. Downtown 1999 Freeway is officially dedicated on December 5. 2001 Construction contract is awarded for the High Five. 2005 High Five interchange is completed in November. See page 143 for the corridor map north of Interstate 635 122 Dallas-Fort Worth Freeways Chapter 4 DOUBLE-DECK CENTRAL DARKEN DALLAS Opposition to the upper deck became vocal and well-organized starting in 1979. The North Central Beautification Committee purchased a full-page advertisement in the February 11, 1979, Dallas Morning News to state its opposition. The bold headline on the page was “Double Deck Central and Darken Dallas”. The slogan was featured in a graphic which is shown above. The opposi- tion advertisement was mostly a pro-transit essay, and in its first paragraph stated that any money spent on expanding highway capacity would be “wasted on furthering a mode of personal transportation that might very well be in the twilight of its existence even before the monolith is completed.” The upper deck did not move forward, but the private automobile remains as strong as ever 34 years later. Billionaire businessman Robert Dedman became a key player in the controversy when he became chairman of the Texas Transportation Commission and began to advocate the upper deck.
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