the City of Dallas v. Millwee-Jackson Joint Venture and Stephen M. Millwee

CourtCourt of Appeals of Texas
DecidedFebruary 8, 2023
Docket05-20-00611-CV
StatusPublished

This text of the City of Dallas v. Millwee-Jackson Joint Venture and Stephen M. Millwee (the City of Dallas v. Millwee-Jackson Joint Venture and Stephen M. Millwee) is published on Counsel Stack Legal Research, covering Court of Appeals of Texas primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
the City of Dallas v. Millwee-Jackson Joint Venture and Stephen M. Millwee, (Tex. Ct. App. 2023).

Opinion

AFFIRMED and Opinion Filed February 8, 2023

S In The Court of Appeals Fifth District of Texas at Dallas No. 05-20-00611-CV

THE CITY OF DALLAS, Appellant V. MILLWEE-JACKSON JOINT VENTURE AND STEPHEN M. MILLWEE, Appellees

On Appeal from the 95th District Court Dallas County, Texas Trial Court Cause No. DC-04-07287-D

MEMORANDUM OPINION Before Justices Pedersen, III, Goldstein, and Smith Opinion by Justice Pedersen, III This is the third appeal in a long-running dispute between the City of Dallas

and landowners Millwee-Jackson Joint Venture and Stephen M. Millwee (together,

Millwee) concerning whether the City—through its own development—has

foreclosed development of Millwee’s land (the Property). The trial court concluded

that the City had done so and signed a judgment that allowed the City to choose

between reopening and maintaining a street it had abandoned and compensating

Millwee for the taking of his property rights caused by the street closure. In this

Court, the City challenges (1) the trial court’s subject matter jurisdiction to enter such an injunction, (2) the legal basis for the injunction, and (3) a declaratory

judgment concluding that the boundaries drawn in a 2001 FEMA 100-year

floodplain apply to the Property. In his cross-appeal, Millwee argues the trial court

erroneously denied his claim for inverse condemnation based on a regulatory taking

of his Property by the City. We affirm the trial court’s judgment.

BACKGROUND

In 1981, Millwee purchased the Property from Chicago Rock Island and

Pacific Railroad Company when the railroad was in bankruptcy. The tract contained

approximately 2.5 acres, and was bordered in part by Interstate 35, the City-owned

Stemmons Park, and railroad property; Turtle Creek lies between the Property and

the park to the west. An easement from the railroad allowed Millwee access to the

Property, running under the nearby railroad bridge to the east and connecting with

Alamo Street. A portion of the Property lies in the 100-year floodplain, including

that original easement. The only structures on the Property since its purchase have

been billboards.

When Millwee purchased the Property, Alamo Street ran south from Oak

Lawn Avenue down through Stemmons Park, continued under the railroad tracks,

and then came back toward the south, extending all the way to downtown at the

Woodall Rogers Freeway. Alamo Street was an open public street for at least thirty

years. It carried a significant amount of traffic and, up until 2002, evidence suggested

–2– that it was well maintained by the City. Surveys performed by the City before and

after Millwee’s purchase establish that his Property abutted Alamo Street.

Millwee always planned to develop the Property commercially beyond its use

for billboards; he planned to build a hotel or an office building on the site. City

regulations required such a development to have two access points for safety

considerations. Millwee’s efforts to create that second access underlie many of his

dealings with the City over the years and most of the issues in this litigation.

Relatively early in the process, the parties appear to have agreed that the only

plausible solution for a second access was to build a bridge from Millwee’s Property

over Turtle Creek to Alamo Street, which in turn connected to Oak Lawn Avenue.

Millwee sought approval from the City to build such a bridge. In 1983, Millwee

submitted his Final Plat of the Property to the City. The plat showed the location of

his Property, the 100-year floodplain line, detailed water and sewer plans, and the

proposed bridge. The plat also included a note that stated:

EXISTING ACCESS IS PROVDED BY DEED FROM THE RAIL ROAD COMPANY UNDER THE EXISTING BRIDGE. THE CITY OF DALLAS PUBLIC WORKS DEPARTMENT WILL REVIEW ANY PLANS FOR ADDITION[AL] ACCESS UPON FURTHER DEVELOPMENT.

There is no question that planning for the bridge continued between the

parties. In February 1985, the City sent Millwee a letter that stated the City had held

an interdepartmental meeting and identified the actions required for development of

–3– the Property. The letter set forth the responsibilities of each party to achieve that

goal:

City Responsibilities:

1. Dedicate a 56 foot right-of-way for Alamo Street from the north addition line of the Millwee/Jackson Addition to Oak Lawn Avenue;

2. Abandon those portions of the existing Alamo Street right-of-way no longer necessary for street purposes;

3. Establish a new alignment for Alamo Street;

4. Prepare field notes for the abandonment of Alamo Street;

5. Prepare field notes for the new right-of-way of Alamo Street.

Millwee/Jackson's Responsibilities:

1. Prepare engineering plans, and submit to Private Development for review and approval. Construct Alamo Street as per the approved alignment;

2. Prepare engineering plans, and submit to Private Development for review and approval. Construct the bridge over Turtle Creek. The bridge must extend through the Floodway Management Area;

3. Relocate any landscaping and irrigation system, etc., in the approved Alamo Street alignment to the satisfaction of the Park and Recreation Department; and

4. Provide an area below the new bridge for a hike/bike path. The design and location to be determined by the Park and Recreation Department.

Millwee identifies the 1985 letter as the City’s “last official action” with respect to

the bridge. On its face, the letter gave at least conditional permission for Millwee to

construct a bridge from his property at his own expense.

Millwee began working on engineering and site preparation pursuant to his

responsibilities under this 1985 plan. Unfortunately, soon after the proposal was –4– accepted, the economy entered a significant downturn, and development plans were

placed on hold.

As development once again became a possibility in Dallas, the City agreed to

amend its Thoroughfare Plan, making changes to some seventeen streets in the area

of the Property, in order to advance the “Arena Project,” i.e., the development of the

American Airlines Center and the Victory development close by. As part of the plan,

Alamo Street was to be “deleted” from the Dallas North Tollway to Oak Lawn

Avenue. During this time period, the City also made an agreement with Dallas Area

Rapid Transit (DART) to abandon Alamo Street next to the Property and to convey

the City’s right of way to DART. The agreement allowed DART to build two sets

of railroad tracks and the City to construct a portion of its new roadway, Houston

Street.

Beginning in 2002, Alamo Street was demolished to the east of the railroad

bridge. It was barricaded and closed from that bridge west to Oak Lawn Avenue.

Millwee’s easement was removed.1 Subsequent construction activities involving the

railroad project—which continued through 2007—blocked access to Millwee’s

Property and physically occupied portions of his Property.2

1 Millwee was given a replacement easement that it describes as a path “over a rock surface from the railroad tracks to Houston Street,” requiring a vehicle coming from Houston Street “to cross private property, a closed Alamo Street and the right-of-way abandoned to DART.” In addition, the easement has been blocked by vehicles in “a rock paved parking lot area” next to Houston Street.

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