CARJ HOLDING NEAR DFW EXPERIENCED TCASII RA AT 9000 FT WITH D10 TRACON.

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ON APCH TO DALLAS AREA; WX WAS RPTED AS 1/8 MI; FOG; RWY 17C RVR 1200 FT; VV100. CAPT INFORMED ATC UNABLE TO FLY APCH AT DFW. ATC ISSUED HOLDING INSTRUCTIONS ON STAR AS PUBLISHED AT FL390. PRIOR TO ENTERING HOLD; ATC ADVISED RWY 17C RVR WAS 2200 FT TOUCHDOWN ZONE; AS MINIMUMS WERE 1800 FT RVR. CAPT ADVISED ATC WE COULD ACCEPT APCH CLRNC AT 2200 RVR. WE WERE TOLD TO DSND AND CROSS KARLA AT 11000 FT AND 250 KTS. AFTER DSNDING AND SLOWING; WE WERE GIVEN A VECTOR OF 240 DEGS. ATC ADVISED RVR WAS 800 FT AND CAPT ADVISED ATC WE WERE NOW UNABLE TO ATTEMPT THE APCH. ATC ISSUED FLY 065 DEGS; DIRECT ORICK; DSND TO 9000 FT; HOLD AT ORICK NE; L TURNS; 10 MI LEGS. AFTER LOOKING AT STAR; WHICH ORICK IS NOT ON; WE ASKED FOR THE SPELLING OF ORICK. WE PROGRAMMED ORICK IN THE FMS AND PROCEEDED DIRECT. AFTER BUILDING THE HOLD IN FMS AND ALMOST TO ORICK; WE RECEIVED A TA. ATC ISSUED A L TURN. INITIATED A L TURN WHILE SCANNING FOR TFC. WE THEN RECEIVED AN RA JUST AFTER WE ESTABLISHED CONTACT. ATC ISSUED AN IMMEDIATE L TURN. I DISENGAGED THE AUTOPLT AND INCREASED BANK ANGLE. WE THEN GOT CLR OF CONFLICT; ATC THEN ISSUED DIRECT BYP VORTAC. WE STARTED DIRECT BYP; THEN ELECTED TO DIVERT TO SJT ARPT. WE INFORMED ATC; THEY ISSUED CLRNC AND WE DIVERTED. AFTER REVIEW; THE OTHER TFC WAS IN WHAT SHOULD HAVE BEEN OUR PROTECTED AIRSPACE FOR THE HOLD. HIGH WORKLOAD ADDED TO THE CREW NOT REALIZING THAT ORICK IS ON THE JONEZ 4 ARR AND IS CROSSED AT 9000 FT. THE CAPT DID CLARIFY THE CLRNC WAS TO 9000 FT BEFORE DSCNT; AS ATC NORMALLY TRIES TO HOLD ABOVE ARR TFC. HIGH CTLR WORKLOAD; I FEEL; LED TO AN ISSUANCE OF A BAD CLRNC THAT CAUSED THE TCASII RA. THE CTLR SHOULD HAVE SET UP A HOLD THAT GAVE MORE TIME TO REVIEW AND PROGRAM THE HOLD. GIVEN A HOLD TO AT A FIX ON THE STAR ADDED TO CONFUSION AS THE CREW DID NOT HAVE THE INFO ON THE CHARTS IN USE AND HAD TO SPEND TIME FINDING THE FIX ON OTHER CHARTS.