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Item 7C - Draft Mobility Master PlanDRAFT 11-09-2021 City of Southlake Mobility Master Plan An Element of the Southlake 2030 Comprehensive Plan Adopted by Southlake City Council Ordinance No. , 2021 Prepared by Planning & Development Services Department and Public Works Department q*§ENVISION S0UTHLA1<,E ACKNOWLEDGEMENTS SOUTHLAKE CITY COUNCIL John Huffman Mayor Chad Patton Mayor Pro Tem Randy Williamson Deputy Mayor Pro Tem Kathy Talley Place 1 Randy Robbins Place 2 Ronell Smith Place 4 Amy Torres-Lepp Place 5 Rob Cohen, P.E. Director of Public Works Kevin Ferrer, P.E. Deputy City Engineer Kevin Taylor, P.E. Civil Engineer Bryan Ahumada Engineer in Training Patrick Whitham GIS Analyst PLANNING & ZONING COMMISSION Daniel Kubiak Chairman Michael Forman Vice Chairman Michael Springer Gina Phalen Craig Rothmeier Scott Dyche Austin Reynolds 'A11WEIEll ad Shana K. Yelverton City Manager Alison Ortowski Assistant City Manager Ken Baker, AICP Senior Director of Planning & Development Services Dennis Killough, AICP Deputy Director of Planning & Development Services Jennifer Crosby, AICP Strategic Initiatives Principal Planner 1 E 14 42 TABLE OF CONTENTS INTRODUCTION IMPORTANCE OF TRANSPORTATION PLANNING 1 RELATIONSHIP TO SOUTHLAKE'S STRATEGIC MANAGEMENT SYSTEM 2 PURPOSE AND RELATIONSHIP TO THE COMPREHENSIVE PLAN 3 Exhibit 1: City of Southlake Strategy Map 4 GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN 5 BACKGROUND LOCATION, CHARACTER & RESOURCES 8 DEMOGRAPHICS 9 MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT 12 THOROUGHFARES REGIONAL TRENDS 16 FUNCTIONAL ROADWAY CLASSIFICATIONS 17 STREET DESIGN STANDARDS 22 Exhibit 2: Master Thoroughfare Plan 30 INTERSECTION STUDIES 31 TRAFFIC CALMING MEASURES 34 STREET LIGHTING STANDARDS 39 ILLUMINATED STREET SIGNAGE 40 ACCESS MANAGEMENT 40 MAP 41 THOROUGHFARE PLAN RECOMMENDATIONS (SEE APPENDIX) ACTIVE TRANSPORTATION ACTIVE TRANSPORTATION PLANNING 42 HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE 42 REGIONAL PLANNING 43 MOVING FORWARD 44 BICYCLE FACILITIES 47 Exhibit 3: Bicycle Facility Master Plan 53 BICYCLE FACILITY MASTER PLAN RECOMMENDATIONS (SEE APPENDIX) SIDEWALK FACILITIES 54 Exhibit 4: Pathways Master Plan 57 SIDEWALK CONSTRUCTION PRIORTY LIST (SEE APPENDIX) ACTIVE TRANSPORTATION POLICY RECOMMENDATIONS (SEE APPENDIX) 14I:Zel-14TiTIT" 61 IMPLEMENTATION, PRIORITIZATION AND EVALUATION Ilv_1ZIIAlI0"AHAIII LrIIQZ I]:1191.1r1ItJ_r9Lei ZWT41:M111R4 62 APPENDIX A: Level of Service (LOS) Descriptions 64 APPENDIX B: South Village Center Drive Guidelines 95 APPENDIX C: Summary of all Southlake 2035: Mobility Master Plan Recommendations 141: •I I Mobility Master Plan INTRODUCTION Continental Boulevard One of the most important issues for Southlake citizens is transportation. Transportation is vital to the quality of life and economic viability of the community. The City of Southlake Mobility Master Plan is a comprehensive plan for transportation systems that will serve the mobility needs of residents, businesses, and visitors and will guide transportation investments. It is multimodal — that is, it addresses mobility needs for vehicles, bicycles and pedestrians. The purpose of the Mobility Plan is to identify the transportation needs of the City. It identifies the future transportation network that will be needed to serve the projected population and employment growth and increased travel demand. The Plan identifies policies, programs and projects for implementation and development and guides funding decisions. The Plan is divided into the following sections: 1. Introduction 2. Background 3. Thoroughfares 4. Active Transportation 5. Implementation, Prioritization and Evaluation IMPORTANCE OF TRANSPORTATION PLANNING The transportation system forms one of the most visible and permanent elements of a community. Accordingly, the Mobility Plan establishes the framework for the community's growth and development and, along with the Future Land Use Plan, forms a long-range statement of public policy. By incorporating programmed land uses and densities of the Future Land Use Plan, strategies can be developed that maximize the land use / transportation relationship. As Southlake experiences further residential and commercial growth and approaches build -out, transportation facilities and internal movement become greater concerns. Accessibility to industrial and commercial areas, residential neighborhoods, schools, recreation centers and other traffic generators is essential in creating a transportation system that will move goods, services and people efficiently, conveniently and safely. Ordinance No. 1075-C, Adopted • • Mobility Master Plan In order to support land -use activities, Southlake's transportation infrastructure must be planned to anticipate future traffic demand, minimize unnecessary traffic movement and establish a transportation system which adds to rather than detracts from the quality of life. The direct relationship between land use and transportation is complex; different land uses generate varied intensities of traffic that influence the demand for transportation systems, and transportation systems influence the development of land use activities. Recognizing this inter -relationship, there must be a coordinated, continuing and comprehensive effort in South Peytonville Avenue planning transportation systems and land use. Any transportation system planned should balance the needs of the automotive mode of transportation and non - automotive modes of transportation. At a local scale, this includes bicycle and pedestrian modes and at a regional scale, rail, air, and other modes of travel. A truly multi -modal approach to transportation is required in order to address existing and future local and regional mobility and air quality challenges. Benefits of a well -planned intermodal transportation system include: -Y ■ Efficient access to daily activities and services ■ Availability of transportation options ■ Improved environmental quality ■ Improved personal health ■ Economic vitality and sustainability, The major principles underlying this Master Plan are focusing on future development near existing transportation corridors, ensuring land uses are supported by an efficient local roadway network, supporting active modes of transportation such as walking and biking and ensuring that transportation options are maximized for all community members. Cotton Belt Trail along S.H. 26 RELATIONSHIP TO SOUTHLAKE'S STRATEGIC MANAGEMENT SYSTEM Strategic planning is an ongoing process where resources, critical concerns, community priorities and citizen needs are combined to produce both a plan for the future and a measure for results. More specifically, Southlake's Strategic Management System links the City's day-to-day activities to a comprehensive long-term strategy for public policy and management decisions. The Strategic Management System identifies Strategic Focus Areas and Objectives to guide effective and efficient resource allocation and provides benchmarks to assess performance. The Strategic Focus Areas and Objectives are driven by the City's Citizen Survey and are outlined in Exhibit 1: City's Strategy Map shown on page 4. The Strategic Management System guided the development of the Southlake 2035 Plan Vision, Goals and Objectives (VGO), which define a desired direction for growth in the City. As such, all recommendations in the Ordinance No. 1075-C,[SOUTHLAKE 20351 2 • Mobility Master Plan South lake 2035 Plan are tied to at least one Strategic Focus Area from the Strategic Management System and at least one objective from the adopted Southlake 2035 Vision, Goals and Objectives. These recommendations guide the development of the Capital Improvements Program (a five-year plan for the purchase, construction or replacement of the City's physical assets) as well as departmental business plans. In turn, the Capital Improvements Program and departmental business plans dictate the City's day-to-day activities and ensure the City is working to achieve the community's goals. Further, the Southlake 2035 Comprehensive Plan assists the City Council, Boards and Commissions in decision -making by establishing a blueprint for the City's future. For example, the Planning & Zoning Commission and City Council use the Mobility Master Plan to evaluate requests related to roadways, sidewalks, and pathways to determine the community's needs and goals. Using the Plan as a guide helps to secure the community's vision for mobility. RELATIONSHIP TO THE COMPREHENSIVE PLAN Citizen Satisfaction Survey i y y The Mobility Master Plan is a component of the Southlake 2035 Plan, the City's LW comprehensive plan. The comprehensive plan is a reflection of the � 4 � �6A% community's values and serves as a blueprint for Southlake's future. More specifically, the comprehensive plan establishes a framework to coordinate the City's activities and to guide the City's decision -making for the next 20 years. As such, the comprehensive plan and its components are updated on a regular basis. The Southlake 2035 Mobility Master Plan includes and updates three master plan elements: the Sidewalk Plan, the Pathways Plan, and the Mobility and 0 Master Thoroughfare Plan. The first Mobility Plan combining these elements, the Southlake 2030 Mobility Master Plan, was adopted in 2014. Combining these elements helps the City achieve a more complete and comprehensive mobility system by planning for all modes of transportation concurrently. The Mobility Master Plan will be utilized in setting priorities in the Capital Improvement Program (CIP) planning process, updating relevant ordinances and policies, and creating new mobility -related ordinances or policies as needed. Ordinance No. 1075-C, Adopted • • • Mobility Master Plan Exhibit 1 UT H LAKE S T RAT E GY services that support the highest quality of life for our residents, nodel of balancing efficiency, fiscal responsibility, transparency, LA Safety a Security strategy & how they tantrihute to it Ordinance No. 1075-C, Adopted I [SOUTHLAKE 20351 • Mobility Master Plan GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN The Southlake 2035 Vision Statement expresses a desire for the City to continue to enhance its status as a desirable, attractive, safe, healthy, fiscally -sound, and economically and environmentally sustainable community. Mobility infrastructure plays a vital role in achieving this vision. Accordingly, the adopted Southlake 2035 Plan Vision, Goals and Objectives included several mobility -related goals and objectives as outlined below. These goals and objectives guided the development of this plan and its recommendations to ensure that local infrastructure will meet the mobility needs of future residents, businesses, and visitors. Goal 1: Quality Development Promote quality development that is consistent with the Urban Design Plan, well -maintained, attractive, pedestrian friendly, safe, contributes to an overall sense of place and meet the needs of a vibrant and diverse community. Objective 1.2 Create and preserve attractive pedestrian -friendly streets and pathways to encourage transportation alternatives to the automobile. Objective 1.4 Emphasize creativity and ensure environmental stewardship in the design of all development and public infrastructure, maximizing the preservation of desirable natural features such as trees, topography, streams, wildlife corridors and habitat. Objective 1.5 Promote unique community character through a cohesive theme by emphasizing urban design detail and performance standards for structures, streets, street lighting, landscaping, entry features, wayfinding signs, open spaces, amenities, pedestrian/automobile orientation and transition to adjacent uses. Objective 1.9 Strengthen street and landscape design standards to enhance the visual quality along major corridors. Objective 1.10 Continue to promote a strong working relationship with the Texas Department of Transportation to improve the appearance of bridges, embankments and entryways into the City. Objective 1.11 Ensure that city- and developer -provided infrastructure is functional, aesthetically well - designed, and integrated with the natural environment. Objective 1.12 Continue to strengthen the City's regulations to encourage effective signage that is appropriately designed and scaled to minimize adverse impacts on community aesthetics. Goal3: Mobility Develop an innovative mobility system that provides for the safe, convenient, efficient movement of people and goods, reduces traffic congestion, promotes energy and transportation efficiency and promotes expanded opportunities for citizens to meet some routine needs by walking or bicycling. Objective 3.1 Provide a safe and efficient streets and pathways network that allows travel to shopping areas, schools, parks and places of employment, reducing the need to travel on the City's major arterials (FM 1709, FM 1938, or SH 114) and minimizes cut -through traffic in residential neighborhoods. Ordinance No. 1075-C, Adopted • • Mobility Master Plan Objective 3.2 Implement and promote a mobility system that addresses safety, design, comfort and aesthetic elements such as landscaping, crosswalks, railing, lighting, traffic -calming and signage in order to provide distinct character and functionality for the City. Objective 3.3 In accordance with a need identified by the Citizen Survey, provide and promote a continuous pedestrian pathways system that is user-friendly, efficient, safe, economical, and connect parks, shopping, schools, work and residential areas. Objective 3.4 Pursue opportunities to link Southlake's pathways to systems in adjacent cities and trails on the Corps of Engineers property. Objective 3.5 Develop a program to encourage the dedication of easements for pathway construction in accordance with the sidewalk priority plan and Capital Improvements Plan. Objective 3.6 Identify and prioritize the funding and construction of mobility system capital improvements projects according to the impacts on safety, system efficiency, costs, and maintaining acceptable levels of service. Objective 3.7 Increase safe bicycle mobility when reasonably possible. Objective 3.8 Continue to promote a strong working relationship with the Texas Department of Transportation to identify, design and implement projects that prevent or relieve congestion in the area. Objective 3.9 Continue to evaluate and improve upon the existing mobility system within the City, maintaining existing infrastructure, making required improvements and evaluating innovative ways to integrate transportation and land use. Objective 3.10 Obtain adequate right-of-way for future roadway corridors and improvements. Goal 5: Public Safety Establish and maintain protective measures and policies that reduce danger, risk or injury to property and individuals who live, work or visit the City. Objective 5.3 Ensure compliance with the stated standard of response coverage and industry guidelines through the provision of facilities, equipment, personnel and roadways. Objective 5.6 Enhance and promote public safety through public -private partnerships and utilization and training of volunteers. Objective 5.8 Develop and implement safety education programs that enhance the quality of life and safety in the community. Objective 5.9 Promote security of public buildings and infrastructure. Goal 6: Economic Development Create a diversified, vibrant and sustainable economy through the attraction and support of business enterprises and tourism meeting the vision and standards desired by City leaders. Objective 6.1 Promote the City both nationally and regionally as a great place to live, work, visit, shop and recreate. Ordinance No. 1075-C, Adopted • • Mobility Master Plan Objective 6.3 Foster an environment that retains and supports existing businesses to ensure the sustainability of our existing tax base. Goal7: Sustainability Encourage the conservation, protection, enhancement and proper management of the natural and built environment. Objective 7.2 Promote public awareness and education on such sustainability issues as public health, energy and water conservation and overall environmental stewardship. Objective 7.6 Protect and enhance air quality in coordination with federal, regional and local agencies. Goal9: Partnerships Fully utilize and coordinate with the City's many partners to address issues facing the area, provide services and facilities, promote volunteerism, support events and programs and encourage economic growth. Objective 9.1 Partner with other government entities, non -governmental organizations and the North Central Texas Council of Governments to address regional and local issues. Objective 9.2 Continue mutually beneficial partnerships between the City and local school districts to explore the provision of facilities, services, technology, and other opportunities through open communication and close coordination. Objective 9.3 Continue active partnerships with non-profit organizations, civic groups and local businesses to create opportunities that benefit the community. Objective 9.4 Partner with local school districts to educate Southlake's youth in their municipality and seek youth input when planning the future of our community. Goal 10: Infrastructure Through sound management and strategic investment, develop, maintain, improve and operate public infrastructure that promotes health, safety and an enhanced quality of life for all members of the community. Objective 10.1 Ensure equitably -distributed and adequate services and facilities. Objective 10.2 Plan and program land acquisition and the installation of all essential public facilities to reasonably coincide with the need for such facilities. Objective 10.3 Identify and implement programs where costs may be shared by multiple agencies and/or developers. Objective 10.6 Maintain and enhance existing infrastructure and levels of service through the provision of timely maintenance, repair and replacement as needed. Objective 10.8 Provide a streetlight system for adequate illumination and a wayfinding signage system for pedestrian and driver safety where appropriate. In addition to the goals and objectives noted above, the recommendations of this plan also help implement other goals and objectives of the Vision, Goals & Objectives of the Southlake 2035 Plan. • [SOUTHLAKE 2035] 7 • Mobility Master Plan BACKGROUND The citizens of Southlake, City staff, and the development community consider long-range planning to be one of the most fundamental functions undertaken by elected and appointed officials in this municipality. The Mobility Master Plan has undergone several iterations since it was initially adopted as the Major Thoroughfare Plan with the City's first comprehensive plan in 1969. Like any good plan, it has evolved and become more relevant with each examination. v r I 1 - caw t �d�ljr i ul do -. 1 i 1 Nivv �' ■-- 1969 Major Thoroughfare Plan Southlake 2025: 2005 Mobility & Master Thoroughfare Plan The current update to Southlake's Mobility Master Plan integrates the Master Thoroughfare Plan, Sidewalk Plan, and Pathways Plan, and provides additional considerations for bicycle facilities. Combining each of these elements will help the City achieve a more complete and comprehensive mobility system, planning for different modes of transportation. LOCATION, CHARACTER & RESOURCES Southlake is located in North Central Texas, situated 23 miles northeast of Fort Worth and 25 miles northwest of Dallas. Dallas -Fort Worth International Airport is only a few short miles to the southeast, and Lake Grapevine borders the city to the north. State Highway 114 runs diagonally through the middle of the City, heading east through Las Colinas and into downtown Dallas and west toward the Alliance Airport corridor. The City of Southlake now consists of approximately 22 square miles of land and has just over 31,000 residents. Throughout this time the City has grown and become a premier community in the Dallas -Fort Worth metropolitan Ordinance No. 1075-C, Adopted • DENTON SOUTHLAKE �' k}S Ate„ +I LP r. ax. FORT WORTH ARLINGTON DALLAS Southlake Regional Map • Mobility Master Plan area. The City's dedication to quality development, sound fiscal policies and effective strategic management has made it an exemplary community. Historically, Southlake's growth has always been automobile -oriented and characterized by large lot single-family development that was not pedestrian -oriented. This type of development coupled with the City's desire to maintain its rural character generally resulted in the omission of bike paths and sidewalks for practical and aesthetic reasons. However, as Southlake has transitioned from a rural community to a suburban city with numerous pedestrian -friendly destinations, the desire for active transportation options has grown. In order to continue this level of quality of life it is important to have a plan in place to meet the needs and demands of Southlake's residents while also considering the demands of the region. DEMOGRAPHICS Southlake experienced rapid population growth between 1990 and 2000. This was a 205 percent increase in population, among the highest in Texas during that period. With economic recession and less land available for residential development, this trend slowed significantly between 2000 and 2010. As a result, the City has developed more slowly in recent years and with less intensity than previously estimated. The ultimate build -out population, estimated at 34,188, could be reached in 2030. Demographic characteristics can help the City assess current and future needs for transportation facilities consisting of roadways, sidewalks, trails and bikeways. Demographic profiles depicting age and income provide snapshots of Southlake's current population, illustrate change over the past decade, and suggest trends for the future. 31,265 City of Southlake 27,710 26,575 Population 24,900 21,519 13,350 7,065 2,808 1980 1990 1995 2000 2005 2010 2015 2020 Ordinance No. 1075-C, Adopted • • Mobility Master Plan 85 + 75 to 84 65 to 74 55 to 64 45 to 54 35 to 44 25 to 34 20 to 24 15 to 19 10 to 14 5to9 Under 5 • • i 721,519 0 89% its 61% 24,900 16% 26,575 7% 27,710 4 31,265 13% Source: NCTCOG and US Census Bureau (2000 US Census, 2010 US Census, 2020 US Census, American Community Survey, NCTCOG Annual Population Estimates) Population by Age (2000-2010) 2000 Population 2010 Population 4,209 6,352 5,198 4,029 Ordinance No. 1075-C, Adopted • • • Mobility Master Plan Population by Age (2000 — Population % of Total Population opulation Imor 21,519 10s, 26,575 2010) % of Total Population 100% 2000-2010 23.5% 10,792 50.2% 13,313 50.1% I 23.4% 10,727 49.8% 13,262 49.9% 23.6% I , • - 1,632 8% 1,383 5% -15% • 2,523 12% 2,511 9% -0.5% 2,512 12% 31186 12% 27% • 1,761 8% 2,670 10% 52% • 390 2% 625 2% 60% • 1,310 6% 963 4% -27% • 5,198 24% 4,029 15% -23% • 4,209 20% 6,352 24% 51% • 1320 6% 3,296 12% 150% 417 2% 1023 4% 145% .:205 1% 375 1% 83% 42 1 0.2% 162 0.6% 1 286% 7,978 37% 7,080 27% 14% 664 3% 1,560 6% 135% The 2010 census identifies 35-44 and 45-54 year /yr. olds as predominant age groups in the City of JJ. Southlake, while nearly one-third of the population is less than 18 years old. Between ■ -- 1. 2000 and 2010, the City saw a decrease in the population of children under 10, 25-34 and 35- r 44 year olds, and an increase in youth 15-19, 45- _- 9 54 and 55-64 year olds. Both the youth and the adult populations in Southlake are generally - - - older than they were a decade ago. Looking toward the next 10 to 20 years, it is possible that the number of adults over 65 may increase significantly, depending on patterns of migration. Likewise, as new residential development slows and the City reaches build out, the number and percentage of young children in the City may continue to decline. This would ultimately impact the City's transportation systems by developing mobility options that are more oriented towards an older demographic. The average household income will also play a critical role in the type of mobility options the City provides. From the 2000 census to the 2010 census the amount of households which earned over $200,000 dollars per year more than doubled. In addition, approximately 81% of households in the City had an income level of more than $100,000. What this translates to is that the preferred primary mode of transportation in the City is likely the automobile. Active transportation facilities such as sidewalks and bikeways would more than likely serve for recreational or leisure activities rather than commuting to work. Ordinance No. 1075-C, Adopted • SOUTHLAKE 2035Mobility Master Plan Household Income (2000-2010) $200,000 or more 1 1,529 4 3,337 $150,000 to $199,999 1,129 1,521 $100,000 to $149,999 FMM:L - 1,691 1,354 $75,000 to $99,999 721 386 $50,000 to $74,999 660 426 $35,000 to $49,999 M 220 F 174 $25,000 to $34,999 182 83 $15,000 to $24,999 152 152 2000 Households $10,000 to $14,999 1 47 2010 Households 128 Less than $10,000 1 91 135 kk Less than $10,000 Household 2000 Households Income (2000-2010) 2000 2010 % of Total Households Households 2010 % of Total Households %Change 2000-2010 $10,000 to $14,999 ' $15,000 to $24,999 $25,000 to $34,999 ' $35,000 to $49,999 $50,000 to $74,999 • • �' •' •' $75,000 to $99,999 ' $100,000 to $149,999 ' • • •' �' $150,000 to $199,999 $200,000 or more ' Median Household Income Source: US Census Bureau (2000 US Census, 2010 US Census) PEF- Ordinance No. 1075-C, Adopted • I III! • 1 Mobility Master Plan MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT A 111o®l A Southlake Program for the Involvement of Neighborhoods (SPIN) meeting was held to solicit A®SPIN®R public input. The SPIN forum fosters open and timely communication between the citizens and ® ® city government regarding programs and issues affecting the quality of life in the community. ® This forum encourages positive relations and a stronger sense of community. In addition, both the Planning & Zoning Commission and the City Council held public hearings for the Mobility Master Plan prior to adopting Ordinance No. 1075-C in November and December 2021. In summary, the approval process for the Mobility Master Plan was as follows: 1) SPIN meeting 2) Planning & Zoning Commission recommendation 3) City Council 1st reading 4) City Council 2nd reading (final plan approval) Ordinance No. 1075-C, Adopted • • Mobility Master Plan THOROUGHFARES A Thoroughfare Plan is a city's long-term system plan for its street network. It is the municipality's adopted general plan for guiding thoroughfare system improvements, including the existing and planned extension of city streets and highways. The thoroughfare system is comprised of existing and planned freeways, expressways, and major streets and highways, which require wider or new rights -of -way and may ultimately be developed as four -lane, six -lane, or wider roadways. The primary objective of the thoroughfare plan is to ensure the reservation of adequate right-of-way on appropriate alignments and of sufficient width to allow the orderly and efficient expansion and improvement of the thoroughfare system to serve existing and future transportation needs. Also, the Thoroughfare Plan conveys the ultimate roadway system to residents and businesses, which helps them in making investment decisions. Some of the benefits provided by effective thoroughfare planning are itemized below: • Reservation of adequate rights -of -way for future long- range transportation improvements; N. Kimball Avenue • Making efficient use of available resources by designating and recognizing the major streets that will Carroll Avenue - Federal Way Intersection likely require higher design of improvements; • Minimizing the amount of land required for street and highway purposes; • Identifying the functional role that each street should be designed to serve in order to promote and maintain the stability of traffic and land use patterns; • Informing citizens of the streets that are intended to be developed as arterial and collector thoroughfares, so that private land use decisions can anticipate which streets will become major traffic facilities in the future; • Providing information on thoroughfare improvement needs which can be used to determine priorities and schedules in the city's capital improvement program and capital budget; and, • Minimizing the negative impacts of street widening and construction on neighborhood areas and the overall community, by recognizing where future improvements may be needed and incorporating thoroughfare needs in the city's comprehensive planning process. The Thoroughfares section includes street classifications and cross -sections to describe the ultimate build out for all roadways within the City of Southlake. This enables the City to acquire necessary right-of-way during the development process, and it includes recommendations related to roadways to help the City prioritize investment in transportation projects. Ordinance No. 1075-C, Adopted • • Mobility Master Plan While cross -sections and recommendations in the Thoroughfares section reference pedestrian and bicycle facilities as part of a complete and integrated system, the emphasis is primarily on mobility for motorized vehicles. Information related to bicycle or pedestrian facilities are covered in the Active Transportation section of this master plan. In the 2019 Citizen Survey, questions were included to assess performance for mobility and infrastructure both on a broad, strategic level as well as in specific areas such as traffic circulation, roadway maintenance, water and sewer service, sidewalks and drainage. During this survey, there were several roadway construction projects underway that may have influenced residents' feelings about mobility; nevertheless, it demonstrates the importance of mobility within the community. Further, the survey indicates that Southlake has shown improvement in managing traffic congestion compared to 2019. HOW WOULD YOU RATE THE CITY'S PERFORMANCE IN THE FOLLOWING ACTIVITIES: PROVIDING TRAVEL CUNVFNIFNCF WITHIN THE CITY? (Q 10) Figure 54 - City Performance: Mobility and Infrastructure Customer -Level Objective Good Ordinance No. 1075-C, Adopted • • I Mobility Master Plan *Managing Traffic Congestion 53% 43% Providing Pedestrian Pathways, Sidewalks, And Trails Responding to Code Enforcement Inquiries Complaints Providing Information On Development * Providing Animal Control Services Managing Storm -Water Drainage Maintaining Local Streets And Roads Providing Senior Services 7^t Preparing The City For Emergencies REGIONAL TRENDS 19% 20% 1 14% 27% 3Z% 32% ■ 2019 Indicates significant change at 95% confidence level when 2D19 results are compared with 2a17. GAP THRESHOLD: ANY SERVICE WITH A 25% OR HIGHER GAP IS IDENTIFIED FOR PRIORM7ATION According to the North Central Texas Council of Government's Mobility 2045, the Dallas -Fort Worth area is the 4th largest metropolitan area in the United States and has a population larger than 37 states. Dallas -Fort Worth represents 30% of Texas' economy and is the sixth largest retail market in the United States. Between 2018 and 2045, the region is expected to experience a 51% increase in population (forecast of 11.2 million people) and a 47% increase in employment (forecast of 7 million jobs). With the anticipated level of growth, extending roadways and adding lanes in existing corridors will not provide enough capacity to address increased demand. In addition, transportation funding levels are not expected to increase (and may decrease) in the coming years. Transportation revenues are declining due to inflation, rising construction costs, and increasing fuel efficiency (resulting in reduced fuel taxes). NCTCOG estimates that $390 billion would be needed to eliminate the worst levels of congestion in the DFW region through 2045. However, only approximately $136.4 billion in resources have been identified to fund transportation improvements; about $51 billion of these resources address roadway project needs. By 2045, NCTCOG forecasts a 59% increase in average travel time in congested conditions (compared to 41% in 2018). In order to address increasing Ordinance No. 1075-C, Adopted [SOLITHLAIKE 2035] �&191111.1 I I Mobility Master Plan congestion, the Mobility 2045 emphasizes programs and projects aimed at eliminating or reducing vehicle trips and utilizing the capacity of the existing transportation system to its fullest. • Improve the availability of transportation options for people and goods. • Support travel efficiency measures and system enhancements targeted at congestion reduction and management. • Ensure all communities are provided access to the regional transportation system and the planning process. • Preserve and enhance the natural environment, improve air quality, and promote active lifestyles. • Encourage livable communities which support sustainability and economic vitality. • Ensure adequate maintenance and enhance the safety and reliability of the existing transportation system. • Pursue long-term sustainable revenue sources to address regional transportation system needs. • Provide for timely project planning and implementation. • Develop cost-effective projects and programs aimed at reducing the costs associated with constructing, oneratina, and maintaining the regional transportation system. FUNCTIONAL ROADWAY CLASSIFICATIONS Southlake has adopted the Federal Highway Administration (FHWA) functional roadway classifications, which groups roadways into classes, or systems, according to the character of the traffic service that they are intended to provide. This functional classification system then provides a framework for the design standards for specific roadway cross sections. The FHWA functional classification system of roadways groups all streets into one of the three highway functional classifications listed below, depending on the character of the traffic and the degree of land access allowed. The classifications range from arterials, which are meant for higher speed, longer distance, larger volume travel, unhindered by local access, to local streets, which carry smaller volumes at lower speeds, and are intended to feed other streets. In between arterials and local streets are collector streets. A collector street collects traffic from local streets and feeds the arterial system. The City of Southlake also uses a fourth roadway classification for State Highway 114. Freeways are limited access arterials that are uniquely designed for higher speeds. As such, State Highway 114 provides Southlake residents a fast and easy connection to otherwise distant areas of the Metroplex. Ordinance No. 1075-C, Adopted • • Mobility Master Plan Proportion of Service a • • Provides the highest level of service at the greatest speed for Mobility 4 Arterial the longest uninterrupted distance with some degree of access o control. Provides a less highly developed level of service at a lower Collector speed for shorter distances by collecting traffic from local roads 0 o and connecting them with arterials. Land Access Consists of all roads not defined as arterials or collectors; Local primarily providing access to land with little or no through movement. Freeways A freeway is a controlled access major arterial designed to carry high volumes of through traffic. Access to and from the freeway is allowed at ramps and interchanges. These facilities are designed to permit high-speed merging and diverging maneuvers with minimum disruption to the mainline traffic. Freeways have maximum traffic carrying capacity but minimum access to adjacent property. Traffic capacities are generally from 60,000 to 200,000 vehicles per day (vpd). Freeways generally serve inter -regional as well as local trips. They are ordinarily designed and constructed by the Texas Department of Transportation (TxDOT). Freeways connect major activity centers in a metropolitan region. Intersections are completely grade separated and there is no pedestrian or bicycle access. Buildings are not oriented directly to the freeway, however, they may be oriented towards the highway access roads. Some elements of parkway design are to be incorporated in the freeway design. S.H. 114 in the City of Southlake is the only roadway that would qualify as a freeway. Significant urban design recommendations, including highway landscaping, treatment of overpasses, and portal designs for S.H.114 are discussed further in the Urban Design Plan. Freeway frontage roads provide a means of connecting the local arterials to the freeways and provide controlled access to adjacent property. On frontage roads, trip length is generally less than one mile. Ordinance No. 1075-C, Adopted • Through Traffic Movement and Speed Freeway Access to Property — 0 I III! • Mobility Master Plan Arterial Streets Southlake Boulevard (FM 1709) Randal Mill Avenue (FM 1938) and truck traffic. Arterials are designed to provide a high degree of mobility and generally serve longer vehicle trips to, from, and within urban areas. The arterial system interconnects major urban elements such as the Central Business District, industrial facilities, large urban and suburban commercial centers, major residential areas, and other key activity centers. Increased mobility, or the movement of people and goods, rather than access to adjacent land uses, is the primary function of an arterial street. Arterial streets serve a citywide function and are, therefore, designated using a broader citywide perspective. Arterials are not planned on a neighborhood level since the result would be discontinuity and a breakdown in the street's citywide or regional function. Posted speed limits on arterial facilities generally range between 35 and 50 mph, varying based on the type of area being served. Arterial streets through compact central business districts accommodate the lower end of the speed range, while higher speeds are found on facilities in outlying areas. Traffic volume and capacity of an arterial street are dependent, in part, on the number of through and turning lanes, signalization, the number of driveways and access points, and the volume of bus The volumes and capacity of arterials can range from 10,000 vehicles per day on a two-lane arterial to 75,000 vehicles on a six -lane arterial. With an emphasis on mobility, an arterial facility is generally designed to accommodate vehicle trips in the form of passenger cars and trucks. Pedestrian facilities and, when possible, bicycle facilities should be integrated into the design of these roadways. The criteria for arterial street classification are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of arterial streets. Not all of the criteria need to be met in designating an arterial street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Consists of a grid of streets generally spaced at 1 to 1.5 mile intervals; • Serves as a significant street citywide, accommodating trips of 2-5 miles between destinations; • Provides connectivity between other arterials and collectors; • Provides connectivity between or to freeway interchanges; • Accommodates existing or future average daily traffic volumes of 10,000-75,000 (individual segments may accommodate lower volumes); • Provides significant restrictions on driveways and other access points to adjacent land uses; • Operates and is designated as an arterial street in adjacent jurisdictions; • Generally accommodates speeds of 30 mph or greater; • Provides traffic signals at major intersections and driveways as warranted; and • May accommodate 4 or more travel lanes. Ordinance No. 1075-C, Adopted • I III! • Mobility Master Plan Collector Streets Collectors are designed to provide a greater balance between mobility and land access within residential, commercial, and industrial areas. The makeup of a collector facility is largely dependent upon the density, size, and type of abutting developments. Posted speed limits on collector facilities generally range between 30 and 40 mph. Traffic volume and capacity can range from 1,000 vehicles per day on a two-lane facility up to 10,000 vehicles per day on larger multi -lane facilities. Emphasizing balance between mobility and access, a collector facility is designed to better accommodate bicycle and pedestrian activity while serving the needs of motorists. Rural roads are collectors that have a unique rural identity and should be prioritized for preservation. These are typically 2-lane roadways with limited pedestrian/bicycle access, unimproved shoulders, and adjoining low -intensity residential or rural land uses. Most rural roads in Southlake have mature trees or rolling pastures along the roadway. Where these streets need to accommodate more traffic, improvements shall be limited to Continental Boulevard addition of turn lanes at key intersections to address critical capacity needs. Flat curbs and surface drainage may be acceptable along most rural roads. adjoining land use categories include low -density residential and rural conservation. Johnson Road Appropriate The criteria for collector streets are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of collector streets. Not all of the criteria need to be met in designating a collector street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Serves as a locally significant street (accommodates trips of less than 2 miles distance between neighborhoods, or between destinations within the city); • Provides connectivity between arterials (e.g. connects parallel north -south or east -west arterials) or between other collectors; • Provides connectivity between important neighborhood activity centers such as commercial areas, schools, parks, and residential neighborhoods; • Accommodates existing or future average daily traffic volumes of 10,000 or less (individual segments may accommodate slightly higher); • Operates as and is designated as a collector street in adjacent jurisdictions; • Accommodates speeds of 30 mph or greater; • Provides limited restrictions on driveways and other access points to adjacent land uses; and • Provides no more than 2 travel lanes. Ordinance No. 1075-C, Adopted •20 I III! • Mobility Master Plan Local Streets The design features of local facilities are influenced less by traffic volumes and are tailored more to providing local access and community livability. Mobility on local facilities is typically incidental and involves relatively short trips at lower speeds to and from collector facilities. Because of their "neighborhood" nature, travel speeds are generally lower than collectors and arterials. Posted speed limits on local streets should generally range between 20 and 30 mph, depending on available right-of-way and the adjacent land uses. Traffic volumes on local streets are generally less than 5,000 vehicles per day, and also vary depending on available right-of-way and the adjacent land uses. Pedestrian and bicycle safety and aesthetics are generally high priorities on local streets in residential and commercial areas. Wider travel lanes and broader turning radii to accommodate larger vehicle size are important considerations on local streets in industrial areas. Typical Residential Street These streets provide primary access to adjoining commercial, industrial, and residential properties. They are typically 2 lanes, but may be up to 4 lanes with appropriate turn lanes. They are designed for low -speeds, and they accommodate pedestrian and bicycle access. On -street parking may be appropriate at some locations. Local streets in industrial areas shall have appropriate accommodation for truck traffic, but proper screening and site design should be used to minimize the impact of off-street surface parking facilities on the adjacent roadway. Main Streets are designed to be "destination" streets, and they function as centers of civic, social, and commercial Typical Main Street activity. Main Streets are designed to provide the highest level of comfort, security and access for pedestrians. Developments along these streets are dense and focused toward the pedestrian realm. Buildings are generally pulled to the edge of the right-of-way with no or shallow setbacks. Land uses on Main Streets are typically mixed and are generators and attractors of pedestrian activity. Because of their specialized function and context, Main Streets will represent a relatively small portion of the City's overall street network. Such streets are appropriate in the Town Center and Employment Center -1 land use categories. Ordinance No. 1075-C, Adopted • I III! • Mobility Master Plan STREET DESIGN STANDARDS The following cross sections detail the ultimate build -out for each configuration of the functional classification system. These cross sections are recommendations only and specific site and context conditions may warrant changes to the sections. However, establishing street design standards assists the City in acquiring needed right- of-way and in achieving locally -appropriate urban design and establishing a distinct image for the Southlake. See the Recommended Roadway Network Map (Master Thoroughfare Plan) on page 29 to view the designation for public rights -of -way within the City. Freeway T 300' — 500' ROW 124' — 130'— 140' ROW 6 lane divided A5U 80' — 90' ROW 5 lane undivided A4D 88' —100' ROW 4 lane divided A3U 70' ROW 3 lane undivided A2U 88' ROW 2 lane undivided EW 60'— 70' — 84' ROW 2 lane undivided Main Street 50' — 60' ROW 2 lane undivided Commercial/Residential 50' — 60' ROW 300' — 500' 6-lane divided freeway with 3-lane frontage road in both directions Freeway: 50-70 mph Frontage Roads: 40 mph 12' ■ Limited access to and from the freeway, allowed only at ramps and interchanges. ■ Intersections are completely grade separated. ■ No direct pedestrian or bicycle access. Recommended 8' sidewalk parallel to frontage roads. ■ No parking permitted. ■ Buildings are not oriented directly toward the freeway, however, they may be oriented toward the frontage roads. Ordinance No. 1075-C, Adopted • View of S.H. 114 • • Mobility Master Plan W 124' - 130' - 140' 6-lane divided arterial 45-50 mph 11' ■ Limited driveway access to improve mobility. ■ Improved visual appeal with landscaping and street trees, as allowed by TxDOT. ■ Improved pedestrian connectivity with 5'-10' pathways on both sides of the street. ■ Recommended for pathways to be multi -use. ■ Recommended pavement treatment and crosswalks at signalized intersections. ■ Highly controlled access. Recommended for adjoining uses to share driveways and provide cross access easements. ■ No on -street parking permitted. Minimize the visual impact of off-street parking with vegetative fences, berms, or relocation of parking to the side or rear of buildings. ■ Buildings are set back but provide visual orientation toward the street. ■ Signalization, as warranted, at major interections. Am ■ Edo �I Ordinance No. 1075-C, Adopted • SOUTHLAKE 2035Mobility Master Plan 80' — 90' 5-lane undivided arterial 35-40 mph 11' ■ Limited driveway access to improve mobility. ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-8' pathways on both sides of the street. ■ Recommended for pathways to be multi -use to accommodate bicyclists off-street due to speed differentials. ■ Recommended pavement treatment and crosswalks at signalized intersections. ■ Highly controlled access. Recommended for adjoining uses to share driveways and provide cross access easements. ■ No on -street parking permitted. Minimize the visual impact of off-street parking with vegetative fences, berms, or relocation of parking to the side or rear of buildings. ■ Buildings are set back but provide visual orientation toward the street. 18' - 100' klane divided arterial 5-40 mph .1' Improved visual appeal with landscaping and street trees. Improved pedestrian connectivity with 5'-10' pathway on one side of the street and a minimum 4' pathway on the opposite side. Recommended for wider pathways to be multi -use to accommodate bicyclists off- street due to speed differentials. Consider a road diet to reduce width travel lanes and add on -street bike lanes. Recommended crosswalks at 4-way intersections. Controlled access due to medians. Recommended for adjoining uses to share driveways and provide cross access easements. Minimize the visual impact of off-street parking with appropriate screening. Buildings are set back but provide orientation toward the street. Ordinance No. 1075-C, Adopted SOUTHLAKE SOUTHLAKE 2035Mobility Master Plan NEW �r _ _��00 fmtlia� sunww 70' 3-lane undivided arterial 30-35 mph 11' ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-8' pathways on both sides of the street. ■ Recommended crosswalks at 4-way intersections. ■ No on -street parking permitted. ■ Buildings are set back but provide orientation toward the street. 88' 2-lane undivided arterial 30-35 mph 11' ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-10' pathway on one side of the street and a minimum 4' pathway on the opposite side. ■ Recommended for wider pathways to be multi -use. ■ Recommended crosswalks at 4-way intersections. ■ No on -street parking permitted. SOUTHLAKE 20351 25 SOUTHLAKE 2035Mobility Master Plan ■ Buildings are set back but provide orientation toward the street. ■ This cross-section represents the ultimate build -out, which would require significant underground drainage improvements. i0'-70'-84' Hane undivided collector W-35 mph L 1' ■ Recommended to retain existing natural landscape to the extent possible. ■ Improved pedestrian connectivity with minimum 4' pathways on both sides of the street. ■ Recommended crosswalks at 4-way intersections. Consider turn -lanes and roundabouts where appropriate. ■ Low access control. ■ Typically no on -street parking permitted. ■ Narrow lanes conducive to lower -speed traffic. ■ Buildings are set back but provide orientation toward the street. Ordinance No. 1075-C, Adopted • I I SOUTHLAKE 2035Mobility Master Plan '-60' ane undivided local street -25 mph ■ Pedestrian orientation with street trees separating sidewalks from the roadway. ■ Improved pedestrian connectivity with 8'-10' sidewalks on both sides of the street. ■ Recommended traffic calming and narrow lanes conducive to low speed traffic. ■ Parallel or angled on -street parking permitted. Minimize the visual impact of off-street parking with vegetative fences, berms, or relocation of parking to the side or rear of buildings. ■ Limited driveway cuts with parking areas accessed from alleys. ■ Buildings should be built close to the street and include pedestrian scale design features. 50' - 60' 2 lane undivided local street 20-25 mph 10, ■ Pedestrian orientation with street trees separating sidewalks from the roadway. ■ Improved pedestrian connectivity with minimum 4' All* pathways on both sides of the street. ■ Recommended traffic calming and narrow lanes conducive to lower -speed traffic. ■ On -street parking permitted. ■ Buildings provide orientation toward the street, and may be brought to the street, as allowed by zoning Ordinance No. 1075-C, Adopted SOUTHLAKE • 1 Mobility Master Plan Typical Residential Street Ordinance No. 1075-C, Adopted • Typical Commercial Street • : Mobility Master Plan OO l •�•\>il:�.. .UhMj' •fin+l J �t I` i I�-��� eml .a W-1 -1101.I ni 11rni V II11 +4�"i1�Aya . ar � ��� � � c•/p}1�.i171F iti: FG 1i --��i , k4�r �: `I�rM�'E I L■� Y � I �` i Lf1Y.%7 �* C[' i �k�■ � ��II�'p 1��,�� IIIIIIIIIIIIIIIII` �� � ji / b■�►��� y[M e NSF ENS _ MAN"' f@@ viiY�ar11■A 1 ■Y: 11111■' �� � �� �1■S ���• I 111I 1.1111�[C•YI �sI111iL111 1`��ii•! .InIII I ■ ■a � � � �1 %I�•■1 ` I�A� rh rJ+.ii..o af^ ��.�ica -''�- 4 - ra 4� r'■I..'-11 ...■ rXF <• is LJffi 1 M 4., . .w`i*■ ....,� JI =�nut i�atiia'C9 IIIPII,.•� II Q flii Y� �,�'� � � ul �., 4m i''s�"�T' r3�p�,Y •:� �mr � �/IIIGII-�, �,% rpdf����� -': i1� i s�����ll■1 � _i �.�� .IIIY■loll �. III - r• 3.. .� � �.y�.t 1 £t��. S:/1.01 I 1 nmm�ily■� ■•'i nGnul III �■IIII � I C �; ► k■ �jq-I WE WIR MR, — — — — =—��■ .mn�m VIL ..fl • f � �;2'111� Ordinance No. 1075-C, Adopted [SOUTHLAKE 2035] • Mobility Master Plan INTERSECTION STUDIES The City strives for a level of service (LOS) of C or better at each of its major intersections, which means an average vehicle control delay of 20-35 seconds at signalized intersections or 15-25 seconds at unsignalized intersections. As new development occurs and traffic volumes increase, the level of service deteriorates. Multiple options may be available at these intersections to achieve the desired level of service, and studies determine which improvements will be most effective and efficient. In an effort to address the number one gap issue from the 2015 Citizen Satisfaction Survey, "Manage Traffic Congestion," the City contracted with Kimley-Horn to perform a traffic analysis for various key intersections throughout the City in 2016. - 'b 1 SH 114 and Dove Road a The study entailed the engineering firm performing site inspections at key intersections during the AM and PM peak traffic periods to L observe traffic traffic conditions such as sight distance constraints, intersection operations and <, - geometry, excessive queuing, and crosswalk locations. Following the site inspections, the engineering firm conducted a traffic analysis on S White Chapel Boulevard and Continental Boulevard the intersections which included traffic computer modeling and traffic signal warrant analysis. Based on the work described above, the engineering firm made traffic improvement recommendations for each of the intersections studied. Examples of the recommendations include adding additional turn lanes, signal retiming, improved crosswalks, better signage and adding roundabouts. In addition, the installation of traffic signals may be an appropriate solution in some locations. However, due to the expense for installing and maintaining signals, all signals must meet and be prioritized based on warrant studies. The following should be considered prior to signalization: 1) Warrant Study 2) Construction 3) Maintenance/Technician Service The following map and table show the intersections studied. The complete list of recommendations from the study, including 2021 updates, are included in the Appendix. Ordinance No. 1075-C, Adopted • • SOUTHLAKE 2035Mobility Master Plan Intersection Capacity Analysis Map 1 Southlake Boulevard (FM 1709) and Pearson 16 Carroll Avenue and Zena Rucker Road Lane 2 Southlake Boulevard (FM 1709) and 17 Kimball Avenue and Village Center Drive Watermere Drive / Jellico Circle (Two-way Stop Controlled) 3 Southlake Boulevard (FM 1709) and Davis 18 Dove Road and Peytonville Avenue Boulevard / Randol Mill Avenue (FM 1938) 4 Southlake Boulevard (FM 1709) and 19 Dove Road and Shady Oaks Drive Peytonville Avenue (Northbound Stop Controlled) 5 Southlake Boulevard (FM 1709) and 20 Dove Road and White Chapel Boulevard Southridge Lakes Parkway / Waterford Drive Peytonville Avenue / Southridge Lakes Southlake Boulevard (FM 1709) and Shady Parkway and Peytonville Avenue / Raven 6 Oaks Drive 21 Bend Court (All Way Stop Controlled) Southlake Boulevard (FM 1709) and White Shady Oaks Drive and Highland Street / 7 Chapel Boulevard 22 Turnberry Lane (All Way Stop Controlled) Ordinance No. 1075-C, Adopted • SOUTHLAKE 2035Mobility Master Plan Carroll Avenue and Highland Street / Southlake Boulevard (FM 1709) and 8 Diamond Boulevard /Byron Nelson Parkway 23 Kirkwood Boulevard (Two-way Stop Controlled) Southlake Boulevard (FM 1709) and Tower Continental Boulevard and Davis Boulevard 9 Blvd 24 (FM 1938) Southlake Boulevard (FM 1709) and Carroll ContiAvennental Boulevard and Peytonville 10 Avenue 25 (All Way Stop Controlled) Southlake Boulevard (FM 1709) and Central Continental Boulevard and White Chapel 11 Avenue 26 Boulevard Southlake Boulevard (FM 1709) and Village Continental Boulevard and Byron Nelson 12 Center Drive 27 Parkway (All Way Stop Controlled) 13 Southlake Boulevard (FM 1709) and Kimball 28 Continental Boulevard and Carroll Avenue Avenue 14 Southlake Boulevard (FM 1709) and Nolen 29 Continental Boulevard and Kimball Avenue Drive Southlake Boulevard (FM 1709) and SH 114 Eastbound Frontage Road and State 15 Commerce St / Gateway Drive 30 St. Ordinance No. 1075-C, Adopted • I III! • Mobility Master Plan TRAFFIC CALMING MEASURES Beyond the posted speed limit, the design of a street affects P the typical speed at which a motorist will feel comfortable driving. Traffic calming measures can reduce the travel speed on certain ROW to levels that are appropriate to the functional classification and adjacent land use. By slowing traffic, eliminating conflicting movements, and sharpening drivers' attention, traffic calming may result in fewer collisions. And, because of lower speeds, when collisions do occur, they may be less serious. According to the Federal Highway Administration (FHWA), reducing speed and lowering the volume of traffic on appropriate streets have been shown to have a number of positive impacts: • Improved pedestrian and bicyclist safety. • Decreased traffic noise. • Improved neighborhood cohesion and livability. • Improved property values. • Improved street aesthetics and appearance. Traffic —calming techniques may also affect the following: • Crime reduction: Traffic calming encourages natural surveillance and access control. • Quality of street life: Lower speeds and volumes after traffic calming encourage walking, bicycling, and street life. Various types of traffic calming measures have been researched and recommended by the FHWA. Each may be appropriate under specific circumstances. Southlake has utilized medians, roundabouts, curb extensions, and corner radius treatments, but others may help to calm traffic near schools or parks, in neighborhoods or in certain commercial areas with high volumes of pedestrian or bike traffic. f Intersection Treatment As traffic calming is considered, it is also important to consider potential impacts on emergency personnel and Roundabout response times. Southlake could consider applying a combination of the following traffic calming measures in appropriate locations: Ordinance No. 1075-C, Adopted • • Mobility Master Plan Medians Medians are islands located along the roadway centerline, separating opposing directions of traffic movement. Medians can provide special facilities to accommodate pedestrians and bicyclists, especially at crossings of major roadways. Medians are most valuable on major, multilane roads that present safety problems for bicyclists and pedestrians wishing to cross. The minimum central refuge width for safe use by those with wheelchairs, bicycles, etc., is 5.2 feet to 6.6 feet. Introducing color or texture changes to the road surface material around the refuge area reminds motorists to reduce speed. Used in isolation, roadway medians do not have a significant impact in reducing vehicle speeds. For the purpose of slowing traffic, medians are generally used in conjunction with other devices such as curb extensions or roadway lane narrowing. Curb or midblock extensions The sidewalk and/or landscaped area on one or both sides of the road is extended to reduce the roadway to a single lane or minimum —width double lane. By reducing crossing distances, sidewalk widening can be used to make pedestrian movement easier and safer. They can be installed either at intersections or midblock, and they may be used in conjunction with othertraffic— calming devices, but they cannot impede or restrict the operation of the roadway. Narrowing certain streets with curb extensions can create safer bicycle facilities, but care should be taken that bicyclists are not squeezed by overtaking vehicles where the road narrows. Corner —radius treatments Corner radii of intersection curbs are reduced, forcing turning vehicles to slow down. Efforts to accommodate trucks and other large vehicles have historically led to increased corner radii at intersections. To slow traffic, a corner radius of approximately 7 feet is recommended. The sharper turns that result from the reduced radii require motorists to reduce speed, increasing the time available to detect and take appropriate actions related to pedestrians at the crossing. Smaller radii also provide more pedestrian storage space, and pedestrians are more visible to drivers. Corner treatments may result in wide swings in turning movements of large vehicles, large vehicles hitting and damaging curbs or endangering pedestrians on corners, or affect response times for emergency vehicles. Locations for these treatments should therefore be carefully considered. Roundabouts Roundabouts are circular intersections that allow for a continuous flow of traffic in one direction around a center island. Roundabouts are intended to slow the speed and maintain efficiency at an intersection. They have been Ordinance No. 1075-C,[SOUTHLAKE 2035] 34 I III! • Mobility Master Plan proven to improve safety, reduce collisions, and reduce the injuries or impacts of collisions. Roundabouts in Southlake have been used at key intersections along arterials or collectors, and they provide opportunities for prominent landscaping and art to enhance the public realm. Traffic Circles Smaller traffic circles, with center islands approximately 13 feet in diameter, can be safer for both vehicles and pedestrians, reducing vehicle speeds. Traffic circles can reduce crashes by 50 to 90 percent when compared to two—way and four—way stop signs and other traffic signs, reducing the number of conflict points at intersections. Success, however, depends on the central island being sufficiently visible and the approach lanes engineered to deflect vehicles, preventing overrun of the island. Pavement Treatments/Intersection Treatments Textured pavement treatments provide visual and audible cues for drivers to encourage traffic calming. The use of paving materials such as brick, cobbles, concrete pavers, or other materials that create variation in color and texture reinforces the identity of an area as a traffic —restricted zone. Colors and textures that contrast with those prevailing along the roadway alert motorists to particular conditions, and increase bicyclist and pedestrian visibility. Treatments can be an attractive element along residential streets. The variation from asphalt or concrete paving can signify crossing into a residential zone where pedestrians and bicyclists can be expected to have greater priority. Pavement treatments can be combined with other traffic —calming devices to provide an entry or gateway into a neighborhood or other district. Surface alterations at intersections with local streets can include textured paving, pavement inserts, or concrete, brick, or stone materials. Curb extensions can also be placed at entrances to neighborhood areas, usually where a residential street intersects an arterial. The extension can discourage vehicular traffic from cutting through the neighborhood. The choice of materials should not pose a danger or deterrent to bicyclists or persons with disabilities. Cobbles present special difficulties, particularly for vehicles with narrow wheels or without suspension. Similarly, pavers with chamfered edges can impair a bicyclist's stability. Ordinance No. 1075-C, Adopted • • Mobility Master Plan Raised Crosswalks/Intersections A raised crosswalk is a broad, flat—topped speed hump that coincides with pedestrian crosswalks at street intersections. Raised above the level of the roadway to slow traffic, it enhances crosswalk visibility and makes the crossing easier for pedestrians who may have difficulty stepping up and down curbs. It must be stable and firm and can be constructed of brick, concrete block, colored asphalt, or cement, with ramps striped for better visibility. A raised intersection is a plateau across the entire intersection, with a ramp on each approach. It can be enhanced through the use of distinctive surfacing such as pavement coloring, brickwork, or other pavements. In some cases, the distinction between roadway and sidewalk surfaces is blurred. If this is done, physical obstructions such as bollards or planters should be considered, restricting vehicular access. Ramps should not exceed a maximum gradient of 16 percent. Distinctive surfacing materials should be skid — resistant, particularly on inclines. Ramps should be clearly marked to enable bicyclists to identify and anticipate them, particularly under conditions of poor visibility. And care must be taken so the visually impaired have adequate cues to identify the roadway's location (e.g., tactile strips). Color contrasts will aid those who are partially sighted. Curvilinear Roads New roads can be designed to meander or turn sharply to slow traffic, limit views, and discourage speeding. Designs for new curvilinear roads should be careful to consider adequate access to adjacent properties, both in terms of servicing and the needs of the individual. Ordinance No. 1075-C, Adopted • • Mobility Master Plan 1 I II I I I I I II 1 I I I 1 1 I I I I I I I I I I I I I I I 1 Landscaping and Urban Design With the adoption of the Major Corridors Urban Design Plan, Southlake recognized the opportunities and importance of placemaking along the City's boulevards, entry points, and freeway interchanges. While roadside landscaping and urban design elements improve aesthetics and visitors' impressions of the community, they can also have a positive influence on driver behavior and may improve roadway safety. A pleasing roadside landscape can reduce driver stress levels, which may reduce occurrences of aggressive or unsafe driving. In addition, street trees may encourage motorists to drive more slowly, which in turn may result in fewer crashes and less severe injuries when crashes do occur.' r ' Wolf, K.L. 2010. Safe Streets —A Literature Review. In: Green Cities: Good Health(www.greenhealth.washington.edu). College of the Environment, University of Washington. [SOUTHLAKE 20351 37 • • Mobility Master Plan STREET LIGHTING STANDARDS The City has selected a standard for overhead street lighting along arterials. Adequate street lighting is normally provided in accordance with standard engineering practice when arterial streets are constructed or improved. Adequate arterial street lighting is defined by the American Association of State Transportation Officials (AASHTO) as providing average minimum 0.8 foot-candle illumination or average desired 1.0 foot-candle average illumination on the pavement. In addition to the standards defined by AASHTO, the City of Southlake lighting ordinance (Ordinance 693-C) limits the intensity of lighting to 0.2 foot-candle average illumination as measured at the property line in areas with single or two- family residential adjacency. The City and other governmental agencies are exempt from the lighting ordinance when installing lighting for safety or traffic control purposes, but City staff has used this as a guiding standard and endeavored not to unnecessarily exceed this threshold when possible. Generally, arterials and collectors will be lit to a higher standard than typical local neighborhood streets. All arterial street projects should include street lighting when they are constructed to recommended Thoroughfare Plan standards. A street lighting standard will establish a functionally and aesthetically consistent light fixture throughout the city. The following items are important considerations in selecting standard lighting fixtures: • AASHTO Criteria for Arterial Street Lighting Coverage o Desirable 1-foot candle average light o Minimum 0.8 —foot candle average light • City of Southlake Lighting Ordinance o (Arterial Street Lights are exempt) 0 0.2 foot candle average at residential property line • Residential Adjacency - Electric Utility Standard Menus The following standards have been established to achieve adequate lighting levels between the 0.8 and 1.0 foot- candle standard, without unnecessarily exceeding the 0.2 foot-candle standard at the residential property line called for in our lighting ordinance. Standard type and appearance: • Gullwing or Shoebox fixtures • 30' median mounted painted steel pole • Dual fixtures • 250 watt high pressure sodium or LED lights as available Ordinance No. 1075-C, Adopted • • 1 Mobility Master Plan Gullwing This type of lighting source is similar to Southlake Town Center parking lot lighting, the primary light source is inexpensive, it minimizes potential for "hotspots" and has been used along Kirkwood Boulevard, Grace Lane, and Blessed Way. 1-foot candle light average 30-40' 150-250' 400 W (HPS) Available through Electric Provider additional cost an additional cost. City is responsible d Tri-County. Retail will install for maintain at no The lighting footprint of the "Gullwing" is slightly above the 0.2 foot-candle limit at the right of way line on a standard width arterial street, but has a pronounced bulge that will exceed the 0.2 foot-candle limit and approach 0.5 foot-candle at the right of way line. Using the "Gullwing" fixture is acceptable on ROWs with no residential adjacency that would trigger the lighting ordinance limitation. However, most arterials have residential adjacency that would probably preclude the use of the "Gullwing" fixture. Shoebox This type of lighting source is similar to Byron Nelson Parkway street lighting, the primary light source is inexpensive, it minimizes potential for "hotspots" and has been used along North Kimball Avenue and North White Chapel Boulevard. 1-foot candle light average 30-40' 150-250' 400 W (HPS) Available through Oncor or Tri- County. Retail Electric Provider will install and maintain at no capital cost to the city. City is responsible This is a standard fixture in the menu of options provided by two local electric providers. Like the "Gullwing" fixture, the "shoebox" fixture provides adequate lighting on the pavement between 0.8 and 1.0 foot-candles and slightly exceeds the 0.2 foot-candles at the right of way line, but does not have the bulge produced by the "Gullwing." Ordinance No. 1075-C, Adopted • • Mobility Master Plan ILLUMINATED STREET SIGNAGE Illuminated street signage can improve safety for the driving public by improving the visibility of major intersection signage. It nded f.,r the city to tall haeklir nteFseetien signage atrnajE)F nteFseetions Accordingly, Southlake has installed backlit intersection signage at major intersections. This type of signage is appropriate at signalized intersections along TOOT rights -of -way or other arterials. Illuminated signage should be included with any future signalized intersections in the city. .. .. . ACCESS MANAGEMENT Proper access management will help the city maintain smooth traffic flow, provide adequate street drainage, ensure that all properties have safe and efficient vehicular access to or from the public street system and ensure that public streets have the capacity to handle peak traffic volumes. A driveway ordinance is one tool the city can use to manage access along public streets. Generally, such an ordinance can prohibit the indiscriminate location and spacing of driveways while maintaining reasonable vehicular access to and from the public street system; reduce conflicting turning movements and congestion thereby reducing vehicular accidents; and maintain and enhance a positive image for the attraction of new, high quality, residential and nonresidential development in the city. Southlake's existing driveway ordinance was developed in 1995 and it is recommended that the city update the driveway ordinance to reflect best practices and meet the current needs of residents, businesses and other property owners. THOROUGHFARE RECOMMENDATIONS A number of right of way improvements are recommended in this plan that will assist in achieving the recommended street design standards and help in alleviating specific concerns that may involve that particular section of roadway. The map on the following page shows the locations for the various recommendations. The list of recommendations is included in Appendix C. Ordinance No. 1075-C, Adopted •40 • Mobility Master Plan Southlake Thoroughfare Recommendations 1 • Tier 1 Tier 2 •• • Tier 3 •� j' MT9 • MT51 MT52 • • • Ordinance No. 1075-C, Adopted • • A J • Mobility Master Plan ACTIVE TRANSPORTATION This chapter of the Southlake 2035 Mobility Master Plan addresses active transportation, primarily pedestrian and bicycle mobility, and serves as the City's Trail System Master Plan. As such, this chapter updates and consolidates the Sidewalk Plan and the Southlake Pathways Plan. In addition, this chapter expands on previous plans by providing recommendations for crosswalks. This Plan provides a general overview of active transportation planning and its history in Southlake and also provides a summary and recommendations for bicycle facilities, sidewalk facilities, and crosswalks. ACTIVE TRANSPORTATION PLANNING Active transporation refers to human -powered modes of travel — primarily walking and cycling. Active transportation may be recreational, such as a hike through a park, or utilitarian, such as a trip to school, work, shopping, or services. The benefits of active transportation are numerous and include improved public health, a cleaner environment, reduced congestion, increased social interaction, and improved quality of life. In addition, walking and cycling are convenient and economical. According to the 2017 National Household Travel Survey, walking and cycling have become more popular. Biking and walking made up 11.5% of all trips in the United States in 2017 compared to 9.5% in 2001 — a 21% increase. Further, many destinations in Southlake are desirable to access by bicycle or on foot, including parks, schools, community events, and pedestrian -friendly shopping areas like Town Square. For all these reasons, the City of Southlake and the broader DFW region have placed an increased emphasis on active transportation in recent years. HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE Historically, Southlake's growth was automobile -oriented and characterized by large lot single-family development that was not pedestrian -oriented. This type of development coupled with the City's desire to maintain its rural character generally resulted in the omission of bike paths and sidewalks for practical and aesthetic reasons. However, as Southlake has transitioned from a rural community to a suburban city with numerous pedestrian -friendly destinations, the desire for active transportation options has grown. Formal emphasis on active transportation first emerged in Southlake in the early 1990s. The 1995 Trail System Master Plan was the City's first plan to address pedestrian and bicycle mobility on a broad scale. The Plan was developed in response to a citizen survey conducted in the early 1990s that identified hike and bike trails as well as nature areas and trails as top priorities. The Plan focused primarily on potential on -street bike routes and sidewalks adjacent to roadways. Ordinance No. , Adopted • • - Mobility Master Plan Six years later, the Plan was updated and the 2001 Southlake Pathways Plan was adopted. This revised plan expanded the originally proposed trail network to a more comprehensive system which included greenway paths in future developments as well as additional equestrian and hiking trails. The Pathways Plan was updated again as part of the 2025 comprehensive plan update (Southlake 2025 Plan) and the 2005 Southlake Pathways Plan was adopted. During the update process, a need to address gaps in the existing network as well as connections between recreational trails and destinations was recognized. As a result, the 2007 Sidewalk Plan was developed and adopted in 2007 as a complement to the Pathways Plan. The Sidewalk Plan identified planning, policy and implementation areas to provide or improve access to the City's pedestrian network. Perhaps most significantly, the Sidewalk Plan identified and prioritized sidewalk and trail infill segments for construction. This prioritization list continues to be used as a starting point on an annual basis when determining which sidewalks will be constructed through the Capital Improvements Program. Also during the Southlake 2025 process, recommendations were made to amend relevant development ordinances to require sidewalks for all new development. Those recommendations were implemented in 2006 and 2007. With limited exceptions, all new development must provide sidewalks along city streets. In 2014, the Southlake 2030 Mobility Master Plan was adopted. This plan updated and consolidated three comprehensive plan elements: the Sidewalk Plan, the Pathways Plan, and the Mobility and Master Thoroughfare Plan. In addition to plan development and ordinance amendments, the City has worked to improve pedestrian mobility by pursuing grant funding opportunities and by dedicating approximately $200,000 annually for the construction of sidewalks. As evidenced in Southlake's 2019 Citizen Survey, today there continues to be substantial public support and interest in pedestrian facilities. Sixty-seven percent of survey respondents said "providing pedestrian pathways, sidewalks, and trails" is "very important", with an additional 24% ranking it "somewhat important". With the development of this plan, the City is taking an additional step toward achieving a safe, efficient, seamless, and effective active transportation network. REGIONAL PLANNING Beyond city -level planning, the City has also shown it's commitment to active transportation by engaging in planning at a multi -jurisdictional level and a regional level. City staff currently participate in the regional -scale NCTCOG Bicycle and Pedestrian Advisory Committee. The Bicycle and Pedestrian Advisory Committee is organized and supported by the North Central Texas Council of Governments (NCTCOG) for the 16-county region. The Committee provides technical expertise, public outreach support, review of regional bicycle and pedestrian planning, and assistance in the selection of bicycle and pedestrian projects funded by the Regional Transportation Council. The Committee generally meets quarterly and the meetings provide an opportunity for local governments to share best practices, success stories, effort to improve local initiatives and enhance regional coordination. Regional Ricycle and Pedpqtrwan Coordination Committee Ordinance No. , Adopted • North Central Texas auncil of Governmer and discuss common issues in an SOUTHLAKE 2035Mobility Master Plan MOVING FORWARD Recommendations for improvements for active transportation generally fall into three categories, Education and Promotion, Safe Behavior and Enforcement, and Planning and Infrastructure: Education and Promotion By teaching pedestrians, bicyclists, and motorists to practice safe behavior while out on the City's roads, sidewalks, and trails, we can create a safer, more welcoming active transportation network. Education and training increase confidence which translates into a greater number of individuals choosing to utilize active transportation options. In addition to providing outreach and education to road and sidewalk users, an often overlooked audience includes staff and decision makers. This type of program is important for building support of a wider public education campaign, increasing understanding of bicycle and pedestrian infrastructure needs, and fostering relationships between the city and other local agencies and groups with an interest in pedestrian and cyclist safety (schools, hospitals, running/bicycle stores or clubs). Internal education may include but is not limited to hosting in-house meetings or forums, providing printed educational materials, and organizing "walk/bike the trail" events where participants walk/run/bike on selected routes. There are a number of resources available for developing a customized education program for Southlake. A few resources as well as model community activities are highlighted on the next page. • National Bicycle Safety Education Resource Center http://www.bicyclinginfo.orgleducotionlresourcelfhwo.html Ordinance No. , Adopted • • • • Mobility Master Plan The Federal Highway Administration's National Bicycle Safety Education Resource Center provides bicycle safety education information. The website includes a searchable database, a Database Guide that identifies training needs for different audiences, and a Good Practices Guide that serves as a resource in planning and developing bicycle safety education programs. AP • NCTCOG Bicycle & Pedestrian Safety Education LO 0 ROUT http://www.nctcog.orqltranslsustdev/bikepedlsafetyed/ https://www.lookouttexons.org T E A The North Central Texas Council of Governments (NCTCOG) offers several publications on bicycle and pedestrian safety that may be reproduced and distributed. In addition, NCTCOG launched the Look Out Texans campaign in 2015, which provides safety tips, educational videos, and free bicycle and walking safety school kits for grades 3 through 8. Beyond educational outreach, NCTCOG facilitates regional coordination for bicycle and pedestrian planning, provides statistics and resources related to active transportation, and promotes National Bike to Work Week, National Bike to Work Day, and Bike to School Day. • Federal Highway Administration Pedestrian Safety Campaign http://safety.fhwa.dot.gov/local rural/pedcampaign/ The Federal Highway Administration offers a Pedestrian Safety Campaign that includes ready-made outreach materials that communities can customize and use locally. The website includes materials for use in television, radio, cinema, and print advertising. The website also includes a Campaign Planning Step by Step Guide that explains how to implement the campaign. The purpose of the campaign is to I K E TLI D R I V E rEL"Y' Think of the IfrMpaCt Could Make. Be Safe. Be Smart. Be Seen. _�_i 1� Wbkl _�_ 1. Sensitize drivers to the fact that pedestrians are legitimate road Make Sure Uriuers Can See You. users and should always be expected on or near the roadway 2. Educate pedestrians about minimizing risks to their safety 3. Develop program materials to explain or enhance the operation of pedestrian facilities, such as crosswalks and pedestrian signals. • BikeTexas www. biketexas. org BikeTexas is a non-profit organization that works to increase awareness and interest in bicycle access, safety, and education. BikeTexas organizes bike rides and provides a wealth of information including bicycle related news, bicycle route maps, and bicycle laws. In addition, BikeTexas offers SafeCyclist Certification Training which provides teachers, police, and other youth community workers with the skills and curriculum to teach youth about bicycle and pedestrian safety. The organization also offers a BikeTexas Safe Routes to School Event Manual, which describes how to organize a bike/walk events and provides templates for public service announcements, press releases, donation requests letters, flyers, as well as event checklists and other materials. Ordinance No. , Adopted • • Mobility Master Plan • San Antonio, Texas The City of San Antonio is one of thirteen Texas communities that has i received "Bicycle Friendly" designation by the League of American SAN Bicyclists. The City has received this designation not only for their `OWIL �' ° . provision of bicycle infrastructure, but also for their cycling education and promotion activities. For example, the City of San Antonio's Office of Sustainability has an outreach campaign called "Get Cyched" that promotes cycling and educates the community about the rules of the road for both drivers and cyclists. Some of the City's outreach materials have included print ads, bill boards, bumper stickers, and posters. In addition, San Antonio has adopted a safe passing ordinance which establishes a minimum passing distance of 3 feet for cars (or 6 feet for commercial or large trucks) when passing vulnerable road users such as bicyclists when road conditions allow. The City also has a comprehensive website that outlines city bike ordinances, state bike and pedestrian laws, and provides downloadable "Get Cyched" outreach materials. Siclovia, a bi-annual car -free event organized by the YMCA of Greater San r Antonio, further promotes cycling and other forms of active transportation sl�cbvia in San Antonio. Select streets are closed to automobiles for approximately 6 hours on a Sunday to allow residents to bike, walk, run, skateboard, or 0MUMM participate in other recreational activities without worrying about cars. In addition, there are Reclovia areas that include free activities such as group SAN ANTONIO'S FAMILY ADVENTURE exercise classes as well as live music, water stations, and rest areas. Austin, Texas Austin has received Bicycle Friendly designation and is also the only Texas city to achieve Walk Friendly designation. One reason for this dual designation is Austin's Safe Routes to School Program. This program trains, hires, and supervises crossing guards for 97 schools and offers education on bicycle, pedestrian, bus and train safety to daycares, elementary schools, and parent groups in the city. In addition, similar to San Antonio, the City of Austin has adopted a Vulnerable Road User's Ordinance, which recommends motorists maintain a minimum of 3 feet when passing vulnerable road users such as bicyclists and pedestrians. Other promotion activities that communities have utilized include: ➢ Community rides ➢ Trail maintenance days ➢ 4t" of July bike parade ➢ Kids' triathlon ➢ Bicycle fashion show or decoration competition ➢ Providing bicycle and pedestrian safety courses for the general public ➢ Hosting bicycle instructor certification training (such as the SafeCyclist curriculum) Safe Behavior and Enforcement While it is important to educate citizens about safe biking, walking, and driving habits, there must be effective enforcement of the rules of the road. Motorists who exceed the speed limit or fail to stop for pedestrians in • [SOUTHLAKE 20351 46 •"WIR, - Mobility Master Plan crosswalks should be held accountable for their actions. Likewise, bicyclists and pedestrians that fail to follow traffic laws should also be held accountable. Planning and Infrastructure Planning and Infrastructure includes physical improvements to the City's active transportation network as well as policy improvements. The following sections address bicycle facilities, sidewalks, and crosswalks. BICYCLE FACILITIES Bicycling is an affordable mode of transportation that provides physical activity, produces no pollution, and supports social interaction. Cycling empowers residents of all ages, including children, by providing a mobility alternative to the automobile. Unfortunately, Southlake currently lacks a connected system of bicycle trails and the widespread development of dedicated bicycle lanes is impractical due to right-of-way and funding constraints. However, improvements can be made to provide a safer cycling environment and a connected system of bicycle facilities. Bicycle facilities, as defined by the American Association of State Highway and Transportation Officials (AASHTO), are "improvements and provisions to accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use". Types of Cyclists Bicyclist skill level is important for understanding the characteristics and infrastructure preferences of different cyclists. Bicycle infrastructure should use planning and design options, from shared roadways to separate facilities, to accommodate as many user types as possible and to provide a comfortable experience for the greatest number of cyclists. For example, some recreational cyclists may only feel comfortable using off-street pathways or on -street dedicated bike lanes. Other cyclists may prefer to use streets and do not want their right to occupy any travel lane limited by bike lanes. Several systems of bicyclist classification are used within the bicycle planning and engineering professions. The following bicycle user types are adapted from a classification system adopted by the City of Portland, Oregon: Ordinance No. , Adopted • • Mobility Master Plan Cyclists who will ride anywhere regardless of roadway conditions. These cyclists can ride faster, prefer direct routes, and will choose to ride on roadways, even if shared with other vehicles, over separated bicycle facilities like shared use paths. They may cycle longer distances and ride at speeds of 20-40 mph depending on grade. Intermediate cyclists who are mostly comfortable riding on all types of bicycle facilities but typically prefer low traffic streets, bike lanes, or separated paths when available. They may deviate from a more direct route to avoid arterials with heavy traffic volumes, in favor of a preferred facility type. These cyclists typically ride only on low volume, low speed streets or paths under favorable conditions and weather. They perceive traffic and safety as significant barriers to increased cycling. They may choose to ride on sidewalks if no on -street facility is available or walk their bike across intersections. These cyclists may become Enthused and confident with additional education and experience. They typically ride shorter distances at speeds around 8-12 mph. People in this category are not cyclists. They may not participate in cycling for a variety of reasons, including inability, a lack of interest, or perceived safety issues. Special accommodations are needed for children to feel safe bicycling. Children riding on their own or with parents may not ride as quickly as adults, but still desire access to schools, parks, and other key destinations. While children have a wide range of skills and cognitive abilities, children tend to:. o Have a relatively narrow field of vision. o Have difficulty understanding risks. o Have difficulties accurately judging 4 the speed and distance of an �• approaching vehicle., o Assume the driver of a motor vehicle R.rsr can see them if they can see the vehicle. o Have difficulty concentrating on more than one thing at a time. o Have difficulty determining the direction of auditory input. o Have little experience with the rules of the road because they do not drive.* 2012 Guide for the Development of Bicycle Facilities, 01 Edition, AASHTO Many of the cyclists who are currently seen riding in Southlake would likely fit into either the Strong and Fearless or Enthused and Confident categories. Ordinance No. , Adopted • • Mobility Master Plan Types of Infrastructure Southlake's network of bicycle facilities should include a mix of facility types which can be practically implemented and meet the needs of local cyclists. When identifying bike routes and the types of facilities to implement throughout the City, consideration must be given to accommodate different types of cyclists and to respond to the context of neighboring land uses, speed and volume of motorist traffic, and availability of right of way. The following types of bicycle infrastructure are not intended to be an exhaustive list, but they are the types of facilities that may be appropriate for consideration in Southlake. Shared Lanes A shared roadway is simply a roadway that is open to both bicycle and motor vehicle travel. Generally in Texas, bikes are permitted on all roadways even if there are no signs or lane markings indicating that the roadway is a shared lane facility. According to the Texas Transportation Code (§551.103), bicyclists are required to ride as near as practicable (not as possible) to the right curb or edge of the roadway, with limited exceptions. • Dedicated Bicycle Lanes Bike lanes are one-way facilities that typically carry bicycle traffic in the same direction as adjacent motor vehicle traffic. Bike lanes are provided for the exclusive or preferential use of bicyclists on a roadway and are identified through signage, striping, or other pavement markings. Bike lanes are typically provided on thoroughfare types of facilities and are intended to provide separation between motor vehicles and bicyclists. This separation provides for additional comfort to the less experienced bicyclists and encourages these riders to use on -street facilities. Traditionally, only the more aggressive, experienced riders (Enthused and Confident riders) are comfortable sharing a lane with cars on thoroughfare roadways. The addition of bike lanes can increase types and numbers of on -street riders. However, Enthused and Confident riders may disregard bike lanes if they are too successful and become crowded with slower users. The minimum operating width of a bike lane should not be less than 4 feet and the maximum operating width should not be greater than 6 feet. Bike lanes wider than 6 feet are commonly mistaken by motor vehicles as travel lanes or parking areas. Due to right of way constraints, dedicated bicycle lanes are not feasible in Southlake unless they are incorporated into future roadway widening projects. Since most roadways will not be widened, other facility options must be considered. Ordinance No. , Adopted • SOUTHLAKE 2035] lameyelists und—nreterists by i,indicating the biGyGlists' PF9pef pesitiening vVithin the lane. Sham^,., marl(ings carte be -placed OR 1-Alreet51; vvith a speedef 35 Mph EK less. BelA_;.y is -;; 'i-tA-f guidanee fer the plaee eet—ef sharrevPs. Nete aN - - - - - -- -- - -- - - -- - - - - - • Signed Roadways Signed roadways are simply shared lane roadways with a "SHARE THE ROAD" sign assembly or similar roadside sign type. Signed roadways are facilities that are already frequently utilized by bicyclists or that the City would like to encourage bicyclists to utilize over unsigned F MAY USE FULL LANE 112 inched � inches roadways. The signage provides enhanced awareness to motorists that bicyclists are present and reminds them to afford the bicyclists the same rights as they would to motorized vehicles. Due to limited right of way and funding availability, this type of bicycle facility may be the most practical for improving the bicycle network throughout the City. • Wide Outside Lane Roadways Lane widths that are 14 feet or greater (excluding the gutter) allow motorists to pass bicyclists without encroaching into the adjacent lane. Wide outside lanes are an option when there is some available right of way to accommodate cyclists, but the width is not sufficient to provide either bike lanes or paved shoulders. This type of facility is generally appropriate on arterials and collectors where the design speed is greater than 25 mph. Since wide lanes may result in faster travel speed by motorists, wide outside lane facilities should be signed appropriately with signage to raise awareness of the presence of bicyclists. The new section of White Chapel Boulevard is an example of a Wide Outside Lane facility, with 14 foot outside lanes to accommodate cyclists. Drdinance No. , Adopted I [SOUTHLAKE 20351 5T • Mobility Master Plan • Sidewalks While the roadway is typically the safest location for most bicyclists to ride, sidewalks are a part of the active transportation network and some bicyclists, particularly children, may prefer sidewalks to roadways. Bicyclists may ride on sidewalks if they travel at or below the design speed of the sidewalk (often the speed of a typical jogger). However, apart from children, most bicyclists typically travel faster than this speed. There are several reasons bicycling on sidewalks is not recommended. The narrow width of the City's sidewalks (8 feet in width or less) makes passing other sidewalk users difficult and can cause conflicts between users. The minimum recommended width for paths to accommodate both bicyclists and pedestrians is 10 feet. In addition, bicyclists on sidewalks do not approach intersections and driveways from the same areas as motor vehicle traffic, so they can be difficult for drivers to see. Further, cycling hazards, such as low hanging branches, are more likely on a sidewalk than on a roadway. Bicyclists who choose to ride on the sidewalk in either direction must be educated about the hazards associated with this practice and understand that cyclists must always yield to pedestrians on sidewalks. • Existing Facilities Currently there are no dedicated bicycle lanes in the City. However, there are several routes that have "Share the Road" signs (see images on the next page) to raise awareness of bicyclists. These routes include: ➢ Dove Road ➢ North White Chapel Boulevard ➢ Peytonville Avenue ➢ Carroll Avenue ➢ Continental Boulevard Ordinance No. , Adopted • • Mobility Master Plan These are the routes that are most frequently used by local bicycling clubs. In addition, there are bicycle signs (bicycle symbol without the "Share the Road" text) on Southlake Boulevard near White Chapel Boulevard and Peytonville Avenue. • Recommended Facilities When developing recommendations, the types of cyclists, the types of trips (utilitarian vs. recreational) and the different types of equipment (such as road bikes, cruisers, tandems, and trailers) are all important considerations. The ultimate goal of the bicycle network is to accommodate as many user types as possible and to provide a comfortable experience for the greatest number of cyclists. With these considerations in mind, the recommended facilities are shown on the following map. The recommended facilities are available in a table format in Appendix C. Ordinance No. , Adopted • Example of a Share the Road" sign found on multiple routes I r Bicycle sign on Southlake Boulevard • Mobility Master Plan Bicycle Facility Master Plan Z� i LEGEND - Signed Route (Tier III)* Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball Ave. to SH 114) - Signed (Tier p Dedicated Bike Lane (Tier III) - Signed Routes (Tier p al L•ORENCERD-••mot ° r JONNSON RD WSOUTNLAKEBLVD001' ESOUTNLAKEBLVD Q J ° RIONCR­RD- - W CONTINENTAL BLVD E CONTINENTAL BCVDa� ,} N Ordinance No. , Adopted • r • Mobility Master Plan SIDEWALK FACILITIES A safe, seamless, and effective sidewalk network continues to be atop priority for the City of Southlake. In the 2019 Citizen Survey, 91% of respondents listed sidewalks as a topic of high importance. The primary objectives for Southlake's pedestrian network are to connect neighborhoods to adjacent schools, parks, recreational facilities, shopping centers, and employment centers; to close gaps between existing facilities; to facilitate travel between neighborhoods; and to connect Southlake with neighboring communities. Sidewalk construction in Southlake is primarily funded through the following means: • Capital Improvements Program Direct Funding. Each year, approximately $200,000 is allocated for sidewalk construction. • Capital Improvements Program Indirect Funding. When roadways are widened, sidewalks are included on both sides of the street as part of the project. In addition, park improvement projects may include sidewalk and trail construction. • Developers Agreements. With limited exceptions, all new commerical and residential developments must provide sidewalks along City streets. • Grant Funding. City staff actively seek out grant funding opportunities for sidewalks and apply whenever the City is eligible. Several of the sidewalk segments along Southlake Boulevard were funded in part by the competitive Transportation Enhancement Program, which is federally funded and administered by the Texas Department of Transportation. • Neighborhood Sidewalk Matching Funds Program. Residents can formally request the City to participate in up to 50% of the cost of designing and constructing sidewalks within their neighborhoods. Neighborhood organizations and Homeowners Associations are encouraged to apply for funds to build sidewalk projects they feel would make a difference in improving the safety of their neighborhoods or provide critical connections to schools, parks or other sidewalks. Ordinance No. , Adopted • • Mobility Master Plan q Accessibility In accordance with the Americans with Disabilities Act (ADA), the City of Southlake completed a self -evaluation of all city services, programs and facilities. The purpose of a self -evaluation is to identify and correct deficiencies that are not consistent with the requirements of Title II of the ADA. Southlake's self -evaluation included assessments of curb ramps and pedestrian signals. The City of Southlake's ADA Transition Plan addresses noncompliant facilities. Sidewalk Classification In an effort to simplify the Pathways Map and make the proposed pathways system easier to understand, the pathways classifications used in previous plans were consolidated into the following categories: • Pathway —Any sidewalk or trail intended primarily for walking, running, hiking, and/or horseback riding. • Existing Sidewalks — Built sidewalks that are 6 feet or less in width. • Existing Multi -Use — Built sidewalks that are 8 feet or more in width. Although these sidewalks are intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar users. • Existing Equestrian/Hike — Built trails and sidewalks, primarily located within City parks. These pathways vary in width depending on site conditions and user needs. They may be concrete, asphalt or natural surface and are intended primarily for hiking and/or horseback riding. • Future Sidewalks — Recommended sidewalks that are 6 feet in width. • Future Multi -Use — Recommended sidewalks that are 8 feet or more in width. Although these sidewalks are intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar users. • Park Connection Recommendations — Planned sidewalks or trails within or adjacent to City parks. These pathways may be concrete, asphalt or natural surface and vary in width. Additional information on these sidewalks and trails may be found in the Parks, Recreation, & Open Space Master Plan. Sidewalk Construction Prioritization Beginning with the 2007 Sidewalk Plan, staff identified critical sidewalk gaps throughout the City and ranked those gaps based on the following criteria: 1. proximity to schools, 2. proximity to parks, 3. proximity to existing and future trails, 4. proximity to destinations of commerce, Ordinance No. , Adopted • • Mobility Master Plan S. connections to other cities, and 6. adjacency to roadway type (residential street vs. arterial). On an annual basis, that initial ranking was used to prioritize construction through the Capital Improvements Program, also taking into account factors of funding availability, right-of-way constraints, construction feasibility (due to topography, drainage, trees, etc.), and development status of the land. In addition, new segments were identified annually as a result of the construction of new neighborhoods, schools, parks, commercial developments, and roadway improvements. The 2007 list of critical sidewalk gaps was reviewed and updated as part of the Southlake 2030 process, and again as part of the Southlake 2035 process. Segments that have been completed or that are in progress have been removed and new segments have been identified and added as a result of continued development. For Southlake 203S, a consulting firm was utilized to rank segments based upon: • Connectivity - prioritizing connections to schools and parks; • Constructability - including factors such as relocation of utilities, tree removal, and impact on other existing features (such as signs, fencing, and landscaping); and • Feasibility - considering factors such as whether or not an easement is needed, presence of a bar ditch, the need for a pedestrian bridge, and grading. Once the initial rankings were received from the consultant, the list was reviewed and assessed by staff. In particular, additional consideration was given for segments that could be included with other planned capital projects. The resulting sidewalk construction priority list will continue to serve as a starting point for prioritizing projects for construction through the CIP on an annual basis. This list is intended to be a fluid document with the addition of new segments as new developments are constructed and new needs are identified. Further, tier ranking recommendations are intended only as a general guideline and are subject to change due to site conditions, feasibility of inclusion in other CIP projects (such as roadway improvements), and availability of funding during the given budget year. See Appendix C for the sidewalk construction priority list. Ordinance No. , Adopted • Mobility Master Plan Ordinance No. , Adopted • Mobility Master Plan CROSSWALKS In addition to sidewalks and bicycle facilities, planning for a safe, efficient, and effective active transportation system must also include crosswalks. As traffic volumes continue to increase with local and regional growth and pedestrian counts increase with the expansion and improvement of the active transportation system, establishing and maintaining safe and effective crosswalks is of critical importance. Although different types of crosswalks are appropriate depending on roadway classification and site conditions (such as school zones), uniform standards for similar conditions are desirable to prevent confusion among motorists and pedestrians. These standards are outlined in the following table. -4' Ordinance No. , Adopted • • • Mobility Master Plan "Continental" striping is recommended across arterials, collectors, school drives, and residential streets within school zones. "Standard" striping is recommended across local and residential streets. Intersections (without traffic lights) that are in or near school zones or in other areas that are likely to have heavy pedestrian traffic. Signs may be used in conjunction with "continental" striping, "standard" striping, or stamped asphalt or concrete depending on the type of street. W-F �- --] Roundabouts, Town Square, S.H. 114 intersections, and selected intersections along Southlake Boulevard (as recommended in the Urban Design Study). Ordinance No. , Adopted • • Mobility Master Plan PUSH BUTTON FOR Midblock locations, particularly in or near school zones. Active warning beacons should be used in conjunction with "continental" striping. At intersecting collector and arterial intersections, push-button activated pedestrian signals are recommended. Ordinance No. , Adopted • . • • • Mobility Master Plan IMPLEMENTATION, PRIORITAZATION AND EVALUATION PLAN IMPLEMENTATION A plan is only as good as the methods by which it is used as a tool for the ultimate goal, implementation. While several substantial transportation improvements through the City remain, the City is in generally good shape (compared to population size) with meeting current needs. The next section provides the strategy that was undertaken to determine which recommendations and needs should be addressed earlier rather than later. The end result of this strategy is the Summary of All Mobility Plan Recommendations (Appendix C on page which serves as the blueprint for plan implementation. PRIORITIZATION SCHEDULE For each specific recommendation, a relative ranking (tier) has been established to assist with the timeframe of implementation for the recommendation. The tiers are divided into three different categories based on timeframe to implement: • Tier 1: 1 to 3 Years • Tier 2: 4 to 7 Years • Tier 3: 8 Years and beyond The tier rankings are used in the development of department work plans as well as the Capital Improvements Program (CIP). In fact, the Capital Improvements Program (CIP) planning process begins and ends with projects recommended by this master plan. Annually, as part of the City's budget process, city staff analyzes the adopted master plan and develops a comprehensive list of projects with preliminary cost estimates for inclusion in the proposed CIP. The proposed CIP is submitted to the CIP Technical Committee (department directors), who rank them based on set criteria. The priority list that was developed during this master plan will help guide future members of the City's boards and City Council when making decisions related to the CIP. While these tiers provide the ideal order of implementation and desired priority for the mobility recommendations, all recommendations are subject to available funding during the given budget year and will be placed on the Capital Improvements Program (CIP) accordingly. Ordinance No. , Adopted • • Mobility Master Plan APPENDIX A Level of Service (LOS) Descriptions The following descriptions have been adopted directly from the Transportation Research Board's Highway Capacity Manual (HCM 2000), Fourth Edition. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver's perception of those conditions. Safety is not included in the measures that establish service levels. Level of Service A Level of Service A describes a condition of free flow, with low volumes and high speeds. Level of Service 8 Level of Service B is the zone of stable flow, with operating speeds beginning to be restricted somewhat by traffic conditions. Drivers still have reasonable freedom to select their speed and lane of operation. Level of Service C Level of Service C is the zone of mostly stable flow, but speeds and maneuverability are more closely constricted by the higher volumes. Level of Service D Level of Service D is a zone that approaches unstable flow, with tolerable operating speeds, however driving speed is considerably affected by changes in operating conditions. Level of Service E Level of Service E is a zone that cannot be described by speed alone. Operating speeds are lower than in Level D, with volume at or near the capacity of the highway. Level of Service F Level of Service F is a zone in which the operating speeds are controlled by stop -and -go mechanisms, such as traffic lights. This is called forced flow operation. The stoppages disrupt the traffic flow so that the volume carried by the roadway falls below its capacity; without the stoppages, the volume of traffic on the roadway would be higher, or in other words, it would reach capacity. Ordinance No. 1075-C, Adopted [SOUTHLAKE 20351 • Mobility Master Plan It should be noted that LOS is a measure of a roadway segment's (zone's) efficiency at moving automobiles through the zone. By definition, it places a high emphasis on the free -flowing speeds of autos and does not give consideration to the comfort or safety other roadway users such bicyclists or pedestrians. AMP amp Excellent Bobo Ashow Good amp amp MORIP AM&P Av mr r AMP amp AMP 11111=111016 B10011110 Acc-cptab4e Congested ' Severely Con sled gLl LH L f� Ordinance No. 1075-C, Adopted • • • Mobility Master Plan APPENDIX 6 South Village Center Drive Guidelines ORDINANCE NO. 1056 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS, FOR AMENDMENT TO THE ADOPTED MOBILITY AND MASTER THOROUGHFARE PLAN MAP TO INDICATE THE GENERAL ALIGNMENT OF SOUTH VILLAGE CENTER DRIVE GENERALLY EXTENDING FROM EAST SOUTHLAKE BOULEVARD (FM 1709) to SOUTH NOLEN DRIVE AND TO BECOME EFFECTIVE UPON ITS PASSAGE AND APPROVAL.. WHEREAS, the City of Southlake, Texas is a home rule city acting under its charter adopted by the electorate pursuant to Article XI, Section 5 of the Texas Constitution and Chapter 9 of the Local Government Code: and WHEREAS, Section 11.06 of the Southlake City Charter provides for the adoption and updating of a Comprehensive Master Plan and its components, including the Master Thoroughfare Plan: and. WHEREAS: the Planning and Zoning Commission has forwarded a recommendation foran amendment to the Master Thoroughfare Plan. NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS: SECTION 1 Pursuant to Section 11.06 of the Southlake City Charter, the Comprehensive Master Plan, of which the Master Thoroughfare Plan is a component, may be submitted in whole or in part from time to time to the Council for their adoption: accompanied by a recommendation by the Planning and Zoning Commission, and shall contain a planning consideration for a period of at least ten (10) years. The proposed amendmentsto the Master Thoroughfare Plan, noted by graphical depiction in Exhibit "A" and Exhibit "B" and attached hereto, is hereby approved subject to the following conditions: • Design as a 50' foot (C2U) collector roadway with a speed limit not to exceed 30 mph. • Design as an 'Urban" cross-section roadway which includes curb gutters, street trees and sidewalks_ • Traffic calming measures should be considered in the design of the roadway. • At the time the roadway connection to Kimball Avenue is made from the west, the CISD's north drive connection to Kimball Avenue shall be closed and the western most school service drive shall be connected to the new roadway. Ordinance No. 1075-C, Adopted _ • • • • Mobility Master Plan • Intersection improvements such as pedestrian crosswalks should be considered at the following locations: 1) the two-way intersection located at the southwest corner of the Gateway Church property; 2) the intersection at Southwood Drive; 3) the three-way intersection located at the corners of the GreenwayfQuicksail/CISD properties; 4) the intersection of the school's west drive. and 5) the intersection of S. Kimball Avenue and S. Village Center Drive. • The northern boundary of the C I SD property should be fenced to minimize potential vehicielpedestrian conflict. • During design of the roadway. mitigation measures of the new roadway on adjacent residential properties such as landscaping. buffering, fencing and screening shall be considered. • The portion of the roadway near the intersection of the CISD school drive shall be designed with a center turn lane in both directions to allow stacking to occur during school drop of and pick up times_ • Staff will evaluate the southwest portion of the roadway alignment (Gateway Church {property where the 90 degree turn is located) and consider safety improvements during the design that will improve safety to the adjacent neighborhood. SECTION 2 The different elements of the Comprehensive Master Plan, as adopted and amended by the City Council from time to time, shall be kept on file in the office of the City Secretary of the City of Southlake, along with a copy of the minute order of the Council so adopting or approving same. Any existing element of the Comprehensive Master Plan which has been heretofore adopted by the City Council shall remain in full force and effect until amended by the City Council as provided herein_ SECTION 3 This ordinance shall become effective on the date of approval by the City Council_ PASSED AND APPROVED on the 1st reading the Sth day of February, 2013. VAYQR - ATTEST: Ordinance No. 1075-C, Adopted FF [SOUTHLAKE 2035] • • Mobility Master Plan -V• CITY SECRETARY '•••••'` PASSED AND APPROVED on the 2nd reading the 19th day of February, 2013. MAYOR John T II ���• ..,, ATTEST' ? p� •,... 'a *S z .- J� r _ I-: s L"C.-1 CITY SECRETARY APPROVED AS TO FORM AND LEGALITY: P G�� CITYATTORNEY DATE: ADOPTED: �„�/ EFFECTIVE: b� I Ip_JC a W" �FMr 11} �pPfpp ROW } RwWW MIM iW (1 V ROW PwA*M4 FM 17DEM I B30 0 3V RYk SAG. 12C Ai" A61. - M Arb rW —AIO I PJ kW W .. A40-96A," —A21-1W � ... A30- "hftfW —OLP-Wamm ' r -- = 7rW6 for �" .. , C— Ames EmmW EXHIBIT "A" BiY O S O U T H L A K E SOUYCTHLFAKE v Soethlake 2025 Plan Mobiilry & Master Thoroughfare Plan Furc fofva Classifications System of Roadways Ad pled Ey cey Ckum�l A.y 19. M paw mop .Affm7ded by -ihf Caun93V i5 2007 ApwdWttyCityCawrOFknnery19 208 pmw,d W by CNY Gard" mymhw f d 2WR RRolim 06 W5 T l Arlwndod by GMg cmm" amomw 16. 21m4 w�r i mach - 4506 fr3el e Ii.�M4 +�•++Y 4im 1.rh 0 4m Fwt Ordinance No. 1075-C, Adopted _ • • • Mobility Master FF� —F7 FTT F I L jk T11 S O U T H L A K E SOUTHLAKE 2 0 2 5 PL-1 Southlake 2025 Plan Mobilly & Ynter Thormighfare Plai S)xs� Of Roadways Lwd AM 134 A—W III Lj -------- yr.Y1.Y.�in•Yr I F Sca,a 119600 i kith - 900 rear 0 one o IOd Fe. Ordinance No. 1075-C, Adopted [SOUTHLAKE 2035] 67 1 Ref. No. •i 11• Mobility Master Plan APPENDIX C Summary of all Mobility Plan Recommendations Tier 1 (1-3 Years) Tier 2 (4-7 Years) Tier 3 (8+ Years) Traffic Signal at Watermere Dr and install a r;..nal at P"" 1709 FM1709 There a safety Gencerns regar&4g 4T- CPA 1709 Rerirl.,n+r living adjaeeot +n th., have rliffiewity accessiRg CPA 1709 From -,damn+ ReighlaeFheeds. COMPLETE FM 1938 Phase 2 +raFFi.z volumes en PM 1oR4 Free. the G r+ruetinn nF+h., I OS red eed Fnr G n+ G nditinn of +her ad COMPLETE Continental Blvd and S Peytonville Ave Roundabout Traffic increases in the vicinity of MT3 Continental and S Peytonville during peak times, school pick up/drop off times, and during heavy use of Koalaty Park. Construct a roundabout at the intersection of W Continental and S Peytonville. Complete construction of the W Continental/S Peytonville roundabout. Design is in progress. Strategic Link VNT Link VGO Tie Mobility, Infrastructure, C1, C2 QptiqRs Efficient Mobility Options 3.1, 3.3, E PW 3.5, 3.9 • • [SOUTHLAKE 20351 1 • • Mobility Master Plan VISIT Link VGO Priority Tie Tier Dove Rd/Peytonville Ave Roundabout TheFe is signifieant tFa4ir. rzengestien in the ViGiRity E)f the n+A~.•AA+iAn Af nIA~+4. DA..+An..i IIA AyeRun and West Deye Read Antiempated alignmeRt with Sam c A L. AAI RA -a d is ex p eet ed in the n fut eFeating a n way nterse Gtmen I Inrdeyelepe d Af the in+A~s,. n+iAn may +A traffi.-..A'--..;r,s iF rd Asti—ce l epcd. COMPLETE Kirkwood Blvd, Acquisition from Aequii~A n +A ROW FA~ GempIA+A ~i+ieR As mebility, €#isient 3-1� PW TW King to Tyler publiG IAn this seetien Kirkwood d Ql., d F~A T.,IA~ c+~AA+ InF.; +„r+, ~A Mobility 43-, There laek Af AAnnerztiyity aIAn.. Af 14brIoAgAR +A TW KiRg. rl, C2 Options 4T- Vi~I.,.,AArJ l.A+...AAn nA..A -,nrJ cu ' COMPLETE Kirkwood Blvd Widening Gemplete the build A„+ As GempIA+A , Rstru,.+ieR Ac+l.A may_ E4i meRt 37-1-1 PW K'Fk ..AArd Blvd between c+Ar.I.+An ♦hiS SAn+ieR of Vi~I....AA.d as 's+An+ith Ki~I.,..AArd widening fFem T-yIA~ Infra � � mebility 3-.-3andan Tyler is.-w ... eRtly 2lanesh4e the ~ nrdA~ Af I!i~L,.,AArd I.Ai n.. n AAn, An with A+4.A~ ';A.-+iAnS -,IAnA this -Street tA c+AAI.+An n~i..A G1, G2 $ 3�9 2 nstFui .+Ard a n Ann. COMPLETE Kirkwood Blvd, Extension from While the majority of the Dependent upon development Mobility, Efficient 3.1, PW Dove to Highland roadway is anticipated to be and as needs are determined, Infrastructure, Mobility 3.3, constructed along with consider public participation in C1, C2 Options 3.5, 3.9 MT7 Kirkwood is disconnected between development, participate in the extension of Kirkwood from Dove and Highland. the extension of Kirkwood Dove to Highland. from Dove to Highland as appropriate. Ordinance No. 1075-C • N White Chapel, Emerald to SH114 Traffic volumes will increase on N White Chapel Blvd between Highland and SH 114 as Perest,-ark MT8 undeveloped properties designated as Mixed Use develop around the Methodist Southlake hospital. N White Chapel Blvd, SH 114 to Dove Rd Traffic volumes along N White Chapel Blvd between SH 114 and MT9 Dove are anticipated to increase as Carillon builds out and the property between N White Chapel Blvd and SH 114 develops. Texas Turnaround TFaffir: eengestieR Pit the SH 114 TFa4ie build b eeebiFs t this PATI 8 ac;tivities and re viees i;d +raff*G COMPLETE State St Extension COMPLETE • • Mobility Master Plan Improve this segment of N White Chapel to its ultimate cross section. Phase I, construction from the Highland Roundabout to SH 114, was completed in 2019. Widen this segment of N White Chapel to 4 lanes divided by a median, with other agreed improvements dependent upon and accompanying the Carillon development. Complete construction of Phase II from Emerald to Highland. Conduct a study of the future intersection at N White Chapel Blvd and Kirkwood Blvd. Complete construction of the N White Chapel improvements from SH 114 to Dove. This oroiect will be driven by development. rMl■ Ordinance No. 1075-C • Mobility, Infrastructure, C1, C2 Efficient 3.1, Mobility 3.3, Options 3.5, 3.9 Mobility, Efficient Infrastructure, Mobility C1, C2 Options 3.1, 3.3, 3.5, 3.9 3� 3.5,3.9 I2TIVA I2TIVA PEW PEW 17�0 COMPLETE S Carroll Ave widening from Breeze Way to FM 1709 Traffic volumes along S Carroll from MT13 Breeze Way to FM 1709 will increase due to the Winding Creek residential development and future development along FM 1709. Brumlow widening from Continental to SH 26 Properties adjacent to Brumlow are mostly undeveloped or MT14 underdeveloped. Traffic volumes are anticipated to increase with the opening of the Municipal Service Center and as adjacent properties develop. N Kimball Ave and E Dove Rd Intersection Improvements Traffic congestion is increasingly MT15 heavy during peak hours at the intersection of N Kimball and E Dove, the only major connection into Grapevine from Southlake north of SH 114. North Kimball Ave have as pFepeFties have se as IaFge undeFdeveleped IaFep.,r#ies r.r, the ,..,r# Side Of N COMPLETE • • Mobility Master Plan C-arre" Ave. Roadways aFe antiempated to be develepmeRt ii#h R hridgiRg the fleedplai.. Widen this section of S Carroll Ave to its ultimate 4 lane divided cross section. Widen this section of Brumlow to its ultimate 4 lane divided cross section Construct a Feundalaeut intersection improvements at the intersection of N Kimball and Dove. Assist in bridging the fleedplain mayto eRable the GempletiOR of the IRfFa5tFUGtUFe7 Complete construction of the S Mobility, Carroll widening from FM 1709 Infrastructure, to Breeze Way. Complete construction of the Brumlow widening from Continental to SH 26. Complete construction of the N Kimball/Dove FOURdabeut intersection improvements. Handled by Grapevine per interlocal agreement. Ordinance No. 1075-C • C1, C2 Eft 3-4-1 mebiiity 33-, Optiens .3.5, 3.9 112MA Efficient 3.1, PW Mobility 3.3, Options 3.5, 3.9 E Mobility, Efficient Infrastructure, Mobility C1, C2 Options Mobility, Efficient Infrastructure, Mobility C1, C2, CB05 Options 3.1, 3.3, 3.5, 3.9 3.1, 3.3, 3.5, 3.9 3� 3 IITIVA PW PEW S Village Center Dr Connector Traffic volumes are anticipated to increase along FM 1709 as MT17 development occurs. Stacking along Kimball creates congestion during peak times for school drop- off/pick-up. rr c COMPLETE Bank St Connector MT19 There is no westbound FM 1709 access from Nolen Street. An alternate route is necessary to provide access. FM 1709 and Pearson Improvements MT20 LOS anticipated to be reduced with continued development along FM 1709 and Pearson Lane. N Carroll Ave widening from SH 114 to Dove Rd MT21 The level of service is expected to decrease as Carillon and other properties adjacent to N. Carroll Avenue continue to develop. FM 1709 Flyover The level of service has dropped in MT22 the past but may have improved with the DFW Connector Project from the westbound frontage road of S.H. 114. • Mobility Master Plan Acquire, design, and construct Village Center Drive from Kimball to Nolen. Design and construct a roadway connector parallel to FM 1709 to preserve access to commercial businesses. Design and construct intersection improvements at FM 1709/Pearson in partnership with Keller. Consider the widening of N. Carroll Ave. from SH 114 to Dove Rd as traffic counts and level of service warrant. Complete construction of the Village Center extension from Kimball to Nolen. This project will be driven by development. Complete construction of the Bank Street connector. Work with Keller to complete construction of &tiny safety and mobility improvements at FM 1709/Pearson. Complete the widening and improvements of N. Carroll Avenue. This may occur in phases. Mobility, Infrastructure, C1, C2 Efficient 3.1, Mobility 3.3, Options 3.5, 3.9 Mobility, Efficient Infrastructure, Mobility C1, C2 Options Mobility, Efficient Infrastructure, Mobility C1, C2, CB04, Options CB05 Mobility, Efficient Infrastructure, Mobility C1, C2 Options Consider the construction of Complete the construction of Mobility, Efficient the FM 1709 Flyover if the the flyover onto westbound FM Infrastructure, Mobility level of service and traffic 1709. C1, C2 Options counts warrant. I2TIVA 3-4-1 iW 3-.37 3.5,g 3.1, PW 3.3, 3.5, 3.9 3.1, 3.3, 3.5, 3.9 PW PW PW • • [SOUTHLAKE 20351 5 • • Mobility Master Plan mmm Sauthlak., Marl(etpl..ee aeeess GensideF ss Gendueta Y mebllky, €41eoent 3-4-1 PW �5 ^+ ^d Infr r+r +u Fe, mebility 3-.3-, ,AT�, TheFe is limited a s f,.r aliiatie pti,...r roc-i--C , G OptieRS z3.5, 3.9 ceRteF. MaFketplaee. COMPLETE PlayeFS riFele and n A,....d.....1RFk GensmdeFGeRduet a waFFaRt study te mebility, E4iemeRt 3-4-1 TheFe it 1knote d s fr,.m 4 ^A.,-..dAwlp.rk ar #r-,FFi.-...I�.. p,; ..+r api CnA 97no /n A..-..J.....I-.rL^ ,deterFniRe if a li+ signal i lnfra e,PAT2 vF�^' .. C^A '17-09 COMPLETE FM 1938 and W Continental Design and construct Complete construction of Mobility, Efficient 3.1, Intersection Improvements intersection improvements intersection improvements at Infrastructure, Mobility 3.3, Increased traffic volumes on FM at rr.^Side. eptieRs fer lane Gen duet a study .,f the FM C1, C2, CB04 Options 3.5, 3.9 MT25 1938, connecting to SH 114 and ++h E)Rfi.. ,,bens 1938/W Continental Continental Blvd. ^^+^rs +i^^ ^f+i^^ e FM 1938 and i^+^rseGtme^+i^^. W Continental. Dove and Kirkwood Intersection Gensi,d r sigRalizatien ^r Complete construction of Mobility, Efficient 3.1, Improvements ether #raffiG ....-,nage...^^# intersection improvements at Infrastructure, Mobility 3.3, Traffic volumes will increase as devic;es at the Design and r^^,d,.^+ -. stu dy e f the C1, C2, CBO4 Options 3.5, 3.9 MT26 property to the south develops and construct intersection of Dove/Kirkwood the intersection is built for the Dove and Kirkwood. continuous connection of Kirkwood. Carroll and Highland Traffic Gensider options for traffic Conduct , study of the ^I Mobility, €f iEienrt 3-4— Management Study CarilleR aR d Gateway Ghur^h will RAATT27 .. +raffi,. and staeking at this management at thee RteFseetiOR of ^I CaFFell -,...d ...+.,ram^+i.,^+i.,.. '^cram-,r,,,.+,.re r'I Q rQ04 Mobility Optie RS �F�� 3-3- 2 C�9 ..#..rr.,.-+i r... as +h., r. .. r#i..s COMPLETE RGIW.diRg iRstal I-.#ieR r.f a Ordinance No. 1075-C • PW PW PW PW • • Mobility Master Plan VNT Link VGO Priority Tie Tier Federal Way traffic light Fe deFal Way as increasingly tFy to tum left9i N Gram•• I�-vn— cFmc�•• y -CIS.. Improvements Ar +h.. -- h,.,..r+.- r,F RM traffic it ami Gi..-ted COMPLETE Kimball and Kirkwood Traffic Consider options for traffic Conduct a study of the N Mobility, Efficient 3.1, PW Management Study management at the Kimball/Kirkwood intersection. Infrastructure, Mobility 3.3, MT30 Increased traffic volumes as intersection of Kirkwood and C1, C2, CBO4 Options 3.5, 3.9 properties adjacent to SH 114 and N Kimball. Kimball Ave develop. Kimball and. cu9 14 Traffic C;R..ride.r E...+i....r F..r IaRe Continue to study the N Mobility,_ CFF�ipnt 3-4-1 iW Management Study ..Fi. Fatiens at the Kirnball SH 114 iRterr...-+ieR Fr,r IRfFastFurAwFe Melaility �3-, Traffic volumes ,ill i RtPrr...-H. n of N Kimhall/¢u options. r1 G2 GBQ4QPtiE)RS�a o9 d Sri..,. Gateway rhifr.-h ;;Rd +i..i+i., COMPLETE KiRlhall aR d FA. one Traffic. GeRsi,d r epti r for Ian reRduGt a study ef the may_ EffeieRt 3-4-1 P-W M...............eRt d'r...d.. nfi..watie at the Kimball /CnA 1709 iRteFr,.e+i.... lnfFa e, Mobility 3-.-3-, Tr;;FFi.- - ,ill i .-. r+h., ..+., rr...-+i r,.. r,F CnA 97no rl G G2 GBQ4 11,,+i r..,r g IaFepekies lerzat .rd +r. the r +h.....r+ Kph ,III• / / vPT'vTT.' along C Kimball Ave develop COMPLETE Ordinance No. 1075-C • • • Mobility Master Plan Kimball and Village Center Traffic Consider signalization or Conduct a study of the S Mobility, Management Study other traffic management Kimball/Village Center Infrastructure, Traffic volumes will increase as the devices at the intersection of intersection. C1, C2, CBO4 properties located along S Kimball S Kimball and the Village MT33 Ave develop and create congestion Center Drive extension. during peak times and during school operations on the west side of S Kimball. Kimball and Continental Traffic rr.^SideF alilati^. rend et a study .,f the - may_ Management Study r....ti..ued , ..I .J......I....m ent a nd this ..terseGti.,R a traffi^ rR, ndahg, t Ar etheF traffoe management at the .. te Fsenti......f c V..-. iball -.p E CORtiReRtal K'Fnball E r^^ti^^^t.,' nteFse,.ti,., inrcr�cccrvrr. ri r� ronn c-r-c-�c-ov� will^ rzengestien en E G-AntiRental .Jeri.... ,k time 41FRiRg ente 5 K'FnbaIl COMPLETE Traffic Management Options Consider traffic Explore options to add a traffic Mobility, As signals are installed and management options management service. Infrastructure, maintained by the city, current staff through internal staffing or Performance MT35 will need to be responsive to traffic contracted services. Management management issues. and Service Delivery, C1, C2, CBO4 Pedestrian Safety and Vehicle Work with DPS to determine Assess existing speed limits and Speeds locations where speeding is modify them where appropriate. Current speeds along may rights -of- high and to assess existing Update TFaffie Calming Deli.-.. way are higher than appropriate for speed limits. GeesGensideF d the designated classification. High prieritize apprepriate Create a ^ri^ritized list e speeds create safety concerns, I^,.-,ti^..r f.,r trafFi - zalming I +i iat F r traFFi especially for locations highly- t^ - -hi^••^ ,J^rired speeds almi^^ FetFeFit. Encourage MT36 trafficked by pedestrians. though i ^.^••^ J design. speed -appropriate designs in 'Ree Fperate traffi^ calming new ROW construction through t^^h^'^u^s a'^^^ new ROWs t.. PiGhi....., HP,;ired deSigR 513 the review process. rr, ri J^. - east shaFing pFegFaFn fer ^ ghberh. eds requesting ..rtallatiOR Of tFaffi^ GaIFAiAg deV#Eer. Ordinance No. 1075-C • mmm Efficient 3.1, Mobility 3.3, Options 3.5, 3.9 ?.4e�+lity 3� Efficient 3.1, Mobility 3.3, Options 3.5, 3.9 Mobility, Efficient 3.1, Infrastructure, Mobility 3.3, Performance Options, 3.5, 3.9 Management Pedestrian and Service Design Delivery, C1, C2 I2TIVA PEW PW PDS, PW, DPS • • Mobility Master Plan i nk VGO Priority Tie Tier Illuminated Street Signage Install illuminated stFeet ..fiRdi.. at key ir.tr�v�r�.-4i.�. r�� Rte Fseetions the mRstallatmeR -of 01-Uminated street Property Access Management Develop a new Driveway Adopt a new Driveway Mobility, Efficient 3.1, PDS, PW The city's current Driveway Ordinance reflecting current Ordinance. Infrastructure, Mobility 3.3, Ordinance is out of date and does best practices to ensure Performance Options 3.5, 3.9 MT39 not adequately meet needs for proper access to new Management access management. development. and Service Delivery, C1, C2 Mobility, CFFfi. nt IRfrastructure, Mcy D.. z vFcrons M ..t d c. Delivery, Q, COMPLETE Ordinance No. 107S-C • 3-4— ■ oncoW MT42 MT44 • Mobility Master Plan mmm FM 1938 Name Disebiss Haming with Pass eF Jima,^ establishing mebility,= CFI 6-.-7 PW Th.. aFe the stakehel de Rd rdete R-RPAP- fA-r C NA 1938 ,i+hi B2, PAmebility IeGal RaMiRg of P.M. 1939 the leeaI R ^ fee P.M. !938 S„„+hlake aR d fer+h.. Rand.91 4d �FOptient 0 ,d ^way 4.aRgPr cr..m PreeiRet R d fAF the R;;R d.,l n.. Aill NAi 11 "1... �^� COMPLETE (no name change) Deceleration Lanes at Southridge Lakes and Byron Nelson Traffic flow on Southlake Blvd is impeded by motorists turning right onto Southridge Lakes Pkwy and Byron Nelson Blvd. TFa4ir: ealming measures have seveFal benefits, „-h as impFevipg pedestFian and bieyelist safety, deeFeasiRg tFaffie Raise, and t Fee+ aesthetier COMPLETE Electric Vehicle Recharge Stations As electric vehicles become more popular, *h^r^,ill h^ a demand for charging stations within Southlake will continue to increase. c-i—e .+1., ,.i,d^..tial chargiRg static are at aR allewed e. Install deceleration lanes on Southlake Blvd at Southridge Lakes Pkwy and Byron Nelson Blvd. fflaRagemeRt p9li,- S c., ral i.... GensmdeF Fes*dentmal as well applieati9RS. nenr i,J....+i^I ^h�r..i.... statmeRs as a use. Gens4 d r I Crn ^ ui,deliReS c,.r *-*i^^r car Continue to explore opportunities for electric vehicle recharge stations in public and private development where appropriate. Construct decelerations lanes at the intersections of Southlake Blvd (FM 1709) and Southridge Lakes Pkwy and Byron Nelson Blvd. Project is under design. AMP —Rd the QFGIiRaRr:e te Continue to explore opportunities for electric vehicle recharge stations in public and private development where appropriate. Mobility, Efficient 3.1, PW Infrastructure, Mobility 3.3, C1, C2 Options 3.5, 3.9 Mobility, €# f4pnt Safety-& Mobility Ti Mobility, B6 Efficient Mobility Options 3-4-1 33.23..9 6.2, 7.3, 7.6 19•11 • • [SOUTHLAKE 20351 10 XrX Rail UP TCV Rail r uter rail p not PFE)pes..d statiGRS ...ill he SH 114 Improvements — Frontage Road between Dove and W Kirkwood/Intersection Improvements and signalization at SH114/Kirkwood T.-.{{i.. ....1....... ...ill it .. n...,.. Ct of seFVmee at key inteFsections on the Traffic volumes have increased on Dove St. and W. Kirkwood Blvd. with development in the area and are expected to increase further with future development of the Wilkes property. • Mobility Master Plan Design and engineering and the installation of traffic signals at the SH 114 and W. Kirkwood intersection have been completed. Complete construction of &er+stwcEt the SH 114 frontage road and intersection improvements per the approved engineering plan. Construction of the frontage road will allow employees and patrons of nearby businesses access to SH 114 without having to navigate local roads. tifil f Design and engineering and the installation of traffic signals at the SH 114 and W. Kirkwood intersection have been completed. Complete construction of GenstF, "� et the frontage road and remaining intersection improvements. Ordinance No. 1075-C • VNT Link VGO Priority Tie Tier •- 3 Thoroughfare Plan Recommendations Ref No. . Description/Issues Recommendations Implementation Metric Strategic Link Ordinance No. 1075-C Mobility Master Plan VNT Link I VGO I Priority I Responsible Tie Tier Department Shady Oaks/Highland Intersection Improvements MT51 Increased traffic has reduced the level of service of the Shady Oaks/Highland intersection. In Coniunction with TXDOT — Conduct a Study on SH114 Main Lane Expansion and Ramp Reversals Between Kimball Avenue and White Chapel Boulevard Reversing ramps will allow for increased accessibility to properties along the MT52 frontage road; improve safety by moving the traffic "weaving area" between an entrance ramp and exit ramp from the main lanes to the frontage road, where speeds and volumes are lower; and reduce traffic congestion at intersections by allowing through traffic to access the highway. • Mobility Master Plan D. fiFem the intIRFSPIEtmen evaluation City's Capital IMPFavernent Plan 1�7 Evaluate intersection improvement options and implement recommended improvements if determined necessary. Conduct a study to determine cost and construction feasibility. Construct intersection Mobility, improvements if determined Infrastructure necessary. C1, C2 Based on study findings — create a Mobility, CIP project request and project Infrastructure timeline for the implementation of C1, C2 the project. Ordinance No. 1075-C • VNT Link VGO Priority Tie Tier Efficient 3.1, 3.6, Mobility 338 Options 3.10 6.1 Efficient 3.1, 3.6, Mobility 338 Options 3.10 6.1 PLW PW PW • Mobility Master Plan Southlake Thoroughfare Recommendations • Tier 1 Tier 2 • Tier 3 • • • MT9 MT51 • MT52 • • � � N • • • • [SOUTHLAKE 20351 14 • • Mobility Master Plan IC1. Add crosswalk signs to all crosswalks. IC1 IC3. Add sadewalk curb ramps Mobility, I0 with detectable warning surfaces Continental Blvd @ White Chapel Blvd Infrastructure, 3.2 C1, C2 for the north, east and westbound approaches Investigate need to build out to a two-lane roundabout, needs Mobility, IC80 further study for geometric layout Continental Blvd @ White Chapel Blvd Infrastructure, 3.1, 3.9 C1, C2 and ROW impacts IC2. Add sudewalk curb ramps to the northwest and southwest IC2 corners Mobility, IC13. Install two directional curb Carroll Ave @ Highland St / Kirkwood Blvd Infrastructure, 3.3 IC13 ramps aligned with crosswalks on C1, C2 the northeast and southeast corners • Investigate option of installation of roundabout or intersection signalization Mobility, IC74 a Investigate need to construct a Carroll Ave @ Highland St / Kirkwood Blvd Infrastructure, 3.1, 3.9 right turn bay on the C1, C2 westbound approach (interim improvement) IC4. Add s.dewa;n curb ramps with detectable warning surfaces IC4 on the northwest and southwest Peytonville Ave / Southridge Lakes Pkwy @ Mobility, IC14 Corners Peytonville Ave /Raven Bend Ct Infrastructure, 3.3 IC14. Install two directional curb C1, C2 ramps on the northeast and southeast corners ICS IC5. Add s�.�1k curb ramps Shady Oaks Dr @Highland St / Turnberry Mobility, with detectable warning surfaces Infrastructure, 3.3 IC17 to the three remaining corners Ln C1, C2 • • [SOUTHLAKE 2035] 15 • • Mobility Master Plan IC17. Move crosswalk in front of - the stop sign and install two directional curb ramps on the southwest corner Install curb ramps for all Mobility, IC12 Continental Blvd @ Peytonville Ave Infrastructure, 3.9 approaches, signing and striping Meve "6laeier Per Lease" sign -to C1, C2 X435 g+Ve adequate sight distanee for Seuthlake Blvd (FIVI 1709) @ Village Ge Rf rastr,-, ew Fe, 3-.9 ram' COMPLETE Meve "Pie Trael(see ifs pedestFian head when . Rg fr.,m the s u thyie- t to l+e th., -# r CORti.. Rtal Blvd @ Davis Blvd I F. ,, +,,. � -3-.9 IC18 Investigate need to ee;,stFuet Mobility, or signalize Continental Blvd @ Byron Nelson Pkwy Infrastructure, 3.2 IC75roundabout erg for -intersection C1, C2 improvements. Rebuild appropriate pedestrian Mobility, IC32 accommodations per completed Continental Blvd @ Byron Nelson Pkwy Infrastructure, 3.3 intersection study Re evaluate FOURdabout and- C1, C2 �/� Ttri� once Dove Rd @ PeyteRyille Infrastru c+u... -3-9 COMPLETE 1,rr2 T'bC�the P,-,ywd- alk .-+ruin.. - apffeaeh S uthlake Blvd (FM 1709) @ r,.....m,,Fee St Gateway Dr / Y; I RfFa G1, G2 IC27. Provide curb ramps on the Mobility, IC27 three corners that do not currently Dove Rd @ Shady Oaks Dr Infrastructure, 3.9 IC34 have curb ramps. C1, C2 • • [SOUTHLAKE 20351 16 • • Mobility Master Plan IC34. Rebuild directional curb ramps on the southeast corner. ■ ■ Provide n eresswalk stripir, .. f.,r Mobility, C Rebuild appropriate pedestrian ,Q Mobility, IC33 accommodations for modified Continental Blvd @ Carroll Ave Infrastructure, 3.3 roundabout layout C1, C2 Investigate need to construct a two-lane roundabout, needs Mobility, IC76 Continental Blvd @Carroll Ave Infrastructure, 3.1, 3.9 further study for geometric layout C1, C2 and ROW impacts IC36. Reconstruct two directional curb ramps aligned with IC36 crosswalks on all corners Mobility, IC72 IC72. Place ped push buttons at Carroll Ave @ Zena Rucker Rd Infrastructure, 3.2 C1, C2 landing of each barrier free pedestrian ramp IC41. Relocate PIED push buttons to ADA compliant landings. IC42. Relocate PIED signal heads closer to crosswalk. IC44. Remove split phasing for IC41 minor approaches and run Mobility, IC42 protected + permitted for all Continental Blvd @ Davis Blvd Infrastructure, 3.3 IC44 approaches C1, C2 IC71 IC71. Wait until construction at Davis and FM 1709 is finished, then follow up with additional traffic counts to identify additional infrastructure improvements. • • [SOUTHLAKE 20351 17 • • Mobility Master Plan IC43. Relocate the pedestrian push button to ADA compliant landings IC43 IC55. Retime for eastbound traffic IC55 on Continental Blvd to have more IC56 time IC56. Right turn overlap for northbound right turns with westbound left turns, install sign prohibiting westbound u-turns Replace detectable warning IC45 surfaces to cover full width of curb ramp on both existing curb ramps Restripe all Eresswalks and IC49 st.,.,bars to aligR with Rew eu-pla ramps Continental Blvd @ Kimball Ave SH 114 Eastbound Frontage Road @ State St ■ ■ Mobility, Infrastructure, 3.3 C1, C2 Mobility, Infrastructure, 3.9 C1, C2 Mobility, I..F.ac r 1, r2 • • [SOUTHLAKE 20351 18 J �] Ordinance No. 1075-C Intersection Ca Recommendation/Description Imarovement Recommendations Intersection(s) Strategic I VGO Link Mobility Master Plan Priority Tier • • Mobility Master Plan st..pbaFs to align with ., wrh FaFAPS CtFipe the CF ., -,IL -,.J rpmtpipe the stepb Stripe the EFOSSWalk 8R the Stripe the EFOSSWalks S th., W" Tries. bushes eR the RE)Fthwest mebility, r1, G2 I..f.-mac -34 C. G8RtiReRtal Blvd /l White Chapel MeWhty, Blvd I..fFa St WrAW... 34 r,G2 N49bility, 1,r2 Seuthlake Blvd (CAA 9709) @ Ca FFE.II Wbility, Ave L.fFa5tFHGtUr., -1-2 G1, G2 • • [SOUTHLAKE 20351 20 • • Mobility Master Plan Fight tU Fn bay at the coerd+nation) • Investigate need to conStFU6t bays fOF the eastbeuRd appreae# • Investigate need to C;8RStFH6t second westbound left +u bay, ,ill r r. alignen+ aligned with e alks; n -.II Investigate need te extend westbound turn bay PaSt fiFSt driveway Investigate need to r-enstruet signal at Davis St @ Bear Gree-k DkwY and consider f-it,-re coordination with Seuthlake Blvd (CB4 17-09) -.4e . erk haS finirhe COMPLETE • Investigate need to construct two directional curb ramps IC78 aligned with crosswalks on all corners • Investigate need to extend westbound left turn bay length Mobility, Continental Blvd @ Kimball Ave Infrastructure, 3.1, 3.9 C1, C2 • • [SOUTHLAKE 20351 21 • • Mobility Master Plan K-23 COMPLETE • Investigate need to construct a roundabout, requires further Mobility, IC81 study for geometric layout and Dove Rd @ Shady Oaks Dr Infrastructure, 3.1, 3.9 ROW impact and coordination C1, C2 with TxDOT • Investigate need to construct three curb ramps; two for the Mobility, IC82 Dove Rd @ White Chapel Blvd Infrastructure, 3.1, 3.9 southbound approach and one C1, C2 for the eastbound approach • Investigate need to construct northbound right turn bay (based on RO " - it 61.., 6. i...,.,1...,.-.-hif+i.... ..., r+h h.,u...J 1�0'� Shady /l-, LS fir rl Highland Ch /T61r., h.,rr.. Mobility_ IrEr-r4.-4rr' �g r1, r2 COMPLETE IC6 Change eastbound and westbound left turns to protected only Mobility, Southlake Blvd (FM 1709) @ Carroll Ave Infrastructure, 3.2 C1, C2 • • [SOUTHLAKE 20351 22 • • Mobility Master Plan Change minor street phasing from IC7 split phase to protected + permitted Consider flashing beacon system IC8 for crosswalks for school children since traffic signal isn't warranted IC9 Give eastbound left turn movement more time Give eastbound left turn IC10 movement more time from the westbound through Give southbound left turn phase IC11 and westbound left turn phase more time during the school peak in a special school timing plan Mobility, Southlake Blvd (FM 1709) @ Pearson Ln Infrastructure, 3.6, 3.9 C1, C2 Southlake Blvd (FM 1709) @ Commerce St / Mobility, Infrastructure, 3.3 Gateway Dr C1, C2 Southlake Blvd (FM 1709) @ Carroll Ave Southlake Blvd (FM 1709) @ Kimball Ave Southlake Blvd (FM 1709) @ Peytonville Ave IC20 Prohibit u-turns on all approaches Southlake Blvd (FM 1709) @ Carroll Ave IC21 Prohibit westbound left turns from Southlake Blvd (FM 1709) @ Carroll Ave Main St onto Carroll Ave Provide Audible Pedestrian System IC22 (APS) push buttons for the Southlake Blvd (FM 1709) @ Tower Blvd eastbound approach crossing Mobility, Infrastructure, 3.2 C1, C2 Mobility, Infrastructure, 3.2 C1, C2 Mobility, Infrastructure, 3.2 C1, C2 Mobility, Infrastructure, 3.9 C1, C2 Mobility, Infrastructure, 3.9 C1, C2 Mobility, Infrastructure, 3.2, C1, C2 Provide count down PED signal • Southlake Blvd (FM 1709) @ Byron Mobility, IC23 heads for all crossings Nelson Pkwy / Diamond Blvd Infrastructure, 3.2, 3.3 • Southlake Blvd (FM 1709) @ Carroll Ave C1, C2 • • [SOUTHLAKE 20351 23 • • Mobility Master Plan • Southlake Blvd (FM 1709) @ Central Ave • Southlake Blvd (FM 1709) @ Commerce St / Gateway Dr • Southlake Blvd (FM 1709) @ Nolen Dr • Southlake Blvd (FM 1709) @ Peytonville Ave • Southlake Blvd (FM 1709) @ Shady Oaks Dr • Southlake Blvd (FM 1709) @ Village Center Dr • Southlake Blvd (FM 1709) @ Waterford Dr / Southridge Lakes Pkwy • Southlake Blvd (FM 1709) @ White Chapel Blvd Provide count down PED signal Mobility, IC24 heads for EB and WB approaches Southlake Blvd (FM 1709) @ Pearson Ln Infrastructure, 3.3 C1, C2 Provide count down PED signal Mobility, IC25 heads for the eastbound approach Southlake Blvd (FM 1709) @ Tower Blvd Infrastructure, 3.3 crossing C1, C2 Provide curb ramps, push buttons, count down PED signal heads and Southlake Blvd (FM 1709) @ Watermere Dr Mobility, IC28 striped crosswalk for westbound / Jellico Cir Infrastructure, 3.2, 3.9 C1, C2 approach Provide one curb ramp for the Southlake Blvd (FM 1709) @ Commerce St / Mobility, IC30 northeast and southeast corners Gateway Dr Infrastructure, 3.9 C1, C2 Provide two directional curb Southlake Blvd (FM 1709) @ Commerce St / Mobility, IC31 ramps on the northwest and Infrastructure, 3.9 southwest corners Gateway Dr C1, C2 • • [SOUTHLAKE 20351 24 • • Mobility Master Plan Reconstruct ramp on outside of Mobility, IC35 Southlake Blvd (FM 1709) @ Kimball Ave Infrastructure, 3.9 slip turn lane on northwest corner C1, C2 • Southlake Blvd (FM 1709) @ Byron Nelson Pkwy / Diamond Blvd • Southlake Blvd (FM 1709) @ Central Ave • Southlake Blvd (FM 1709) @ Commerce Reconstruct two directional curb St / Gateway Dr Mobility, IC36 ramps aligned with crosswalks on Infrastructure, 3.2 all corners • Southlake Blvd (FM 1709) @Nolen Dr C1, C2 • Southlake Blvd (FM 1709) @ Tower Blvd • Southlake Blvd (FM 1709) @ Village Center Dr • Southlake Blvd (FM 1709) @ White Chapel Blvd • Southlake Blvd (FM 1709) @ Pearson Ln Reconstruct two directional curb • Southlake Blvd (FM 1709) @ Peytonville Mobility, IC37 ramps aligned with crosswalks on Ave Infrastructure, 3.2 each corner • Southlake Blvd (FM 1709) @ Waterford C1, C2 Dr / Southridge Lakes Pkwy Reconstruct two directional curb ramps aligned with crosswalks on Mobility, IC38 Southlake Blvd (FM 1709) @ Shady Oaks Dr Infrastructure, 3.2 the northeast and southeast C1, C2 corners Reconstruct two directional curb ramps aligned with crosswalks on Mobility, IC39 Southlake Blvd (FM 1709) @ Kimball Ave Infrastructure, 3.2 the southeast and southwest C1, C2 corners Reconstruct two directional curb Mobility, IC40 ramps on all corners aligned with Southlake Blvd (FM 1709) @ Carroll Ave Infrastructure, 3.2 crosswalks C1, C2 • • [SOUTHLAKE 20351 25 • • Mobility Master Plan IC46 Restrict northbound and southbound u-turns Restrict northbound and IC47 southbound u-turns by installing signs Retime and fine tune to be IC53 coordinated with FM 1709 corridor upon construction completion IC54 Retime FM 1709 corridor after Davis/Randol Mill construction Southlake Blvd (FM 1709) @ Nolen Dr Southlake Blvd (FM 1709) @ White Chapel Blvd Southlake Blvd (FM 1709) @ Davis Blvd / Randol Mill Ave • Southlake Blvd (FM 1709) @ Byron Nelson Pkwy / Diamond Blvd • Southlake Blvd (FM 1709) @ Central Ave • Southlake Blvd (FM 1709) @ Commerce St / Gateway Dr • Southlake Blvd (FM 1709) @ Kimball Ave • Southlake Blvd (FM 1709) @ Nolen Dr • Southlake Blvd (FM 1709) @ Pearson Ln • Southlake Blvd (FM 1709) @ Peytonville Ave • Southlake Blvd (FM 1709) @ Shady Oaks Dr • Southlake Blvd (FM 1709) @ Tower Blvd • Southlake Blvd (FM 1709) @ Village Center Dr • Southlake Blvd (FM 1709) @ Waterford Dr / Southridge Lakes Pkwy • Southlake Blvd (FM 1709) @ Watermere Dr / Jellico Cir Mobility, Infrastructure, 3.9 C1, C2 Mobility, Infrastructure, 3.9 C1, C2 Mobility, Infrastructure, 3.9 C1, C2 Mobility, Infrastructure, 3.9 C1, C2 • • [SOUTHLAKE 20351 26 • • Mobility Master Plan Southlake Blvd (FM 1709) @ White Chapel - Blvd • Run a southbound right / Mobility, IC57 eastbound left overlap and • Southlake Blvd (FM 1709) @ Carroll Ave Infrastructure, 3.9 restrict eastbound u-turns C1, C2 • Run a southbound right turn / eastbound left turn overlap • Southlake Blvd (FM 1709) @ Kimball Mobility, IC58 and restrict u-turns on all Ave Infrastructure, 3.9 C1, C2 approaches • Run Protected + Permitted for minor approaches (phasing • Southlake Blvd (FM 1709) @ Central Mobility, IC59 changes might require a new Ave Infrastructure, 3.9 C1, C2 cabinet) • Develop special school plan . Southlake Blvd (FM 1709) @ Shady Oaks Mobility, IC60 with modified traffic timing Infrastructure, 3.9 splits Dr C1, C2 • Southlake Blvd (FM 1709) @ Byron Nelson Pkwy / Diamond Blvd • Southlake Blvd (FM 1709) @ Carroll Ave • Southlake Blvd (FM 1709) @ Central Ave • Southlake Blvd (FM 1709) @ Commerce • Place ped push buttons at St / Gateway Dr Mobility, IC72 landing of each barrier free . Southlake Blvd (FM 1709) @Nolen Dr Infrastructure, 3.2, 3.3 pedestrian ramp C1, C2 • Southlake Blvd (FM 1709) @ Pearson Ln • Southlake Blvd (FM 1709) @ Peytonville Ave • Southlake Blvd (FM 1709) @ Shady Oaks Dr • Southlake Blvd (FM 1709) @ Tower Blvd 9 • • [SOUTHLAKE 20351 27 • • Mobility Master Plan • Place ped push buttons at IC73 landing of each barrier free pedestrian ramp for southeast and southwest corners • Consider extension of southbound right turn bay either by ROW acquisition or lane shifting option shown in IC84 past Kimley-Horn project • Investigate widening of intersection to the north to construct dual eastbound and westbound left turn bays • Consider protected only IC85 eastbound and westbound left turns due to inadequate sight distance • Investigate construction of northbound left turn bay (160') and restripe northbound approach to left and through- IC86 right as seen in plans provided by the City • Investigate construction of southbound left turn bay (130') and restripe southbound • Southlake Blvd (FM 1709) @ Village Center Dr • Southlake Blvd (FM 1709) @ Waterford Dr / Southridge Lakes Pkwy • Southlake Blvd (FM 1709) @ White Chapel Blvd Mobility, Southlake Blvd (FM 1709) @ Kimball Ave Infrastructure, 3.2, 3.3 C1, C2 Mobility, Southlake Blvd (FM 1709) @ Carroll Ave Infrastructure, 3.9 C1, C2 Mobility, Southlake Blvd (FM 1709) @ Central Ave Infrastructure, 3.9 C1, C2 Mobility, Southlake Blvd (FM 1709) @ Pearson Ln Infrastructure, 3.9 C1, C2 • • [SOUTHLAKE 20351 28 • • Mobility Master Plan approach to left, through, and right • Investigate construction of southbound right turn bay and restripe the original right turn lane to be a through lane (cost IC87 prohibitive) • Investigate extension of northbound left turn bay approximately 100' to create a ribbon median back to back with another left turn bay Southlake Blvd (FM 1709) @ White Chapel Blvd E Mobility, Infrastructure, 3.9 C1, C2 • • [SOUTHLAKE 20351 29 • Mobility Master Plan Bicycle Facility Master Plan I JONESI • B a JOHNSON BD W SOUTHLAKE BLVD o j m 2 m > a x u x - e 1 WCONTINENTAL BLVD 3 y LEGEND Signed Route (Tier III)* *Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball Ave. to SH 114) - Signed (Tier 1) Dedicated Bike Lane (Tier III) - Signed Routes (Tier 1) HIGHLAND ST m y IL N ' 2 E SOUTHLAKE BLVD ¢ O C y E CONTINENTAL BLVD - • I • [SOUTHLAKE 20351 30 1. W. Bob Jones Road 2. T.W. King Road 3. Dove Road 4. Carroll Avenue 5. Burney Lane 6. Midway Drive 7. Continental Boulevard/ Union Church 8. Brumlow Avenue 9. Peytonville Avenue 10. Randol Mill Avenue (F.M. 1938) 11. Florence Road 12. Pearson Lane 13. White Chapel Boulevard 14. Brumlow Avenue • • Mobility Master Plan Between T.W. King and N. White Chapel Between Kirkwood and W. Bob Jones Between Westlake city limits and Grapevine city limits Between Continental and Burney Lane Between Carroll and Midway Drive Between Burney Lane and Grapevine city limits Between Pearson and Kimball Between Continental and S.H. 26 Between Continental and Dove Between Florence and Westlake city limits Between F.M. 1938 and Pearson Between Union Church and Florence Between Continental and northern roadway terminus Between Continental and S.H. 26 15. Kirkwood Boulevard Between Kimball and S.H. 114 *Existing and new signage locations should be reviewed/reassessed to ensure optimal signage placement **Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball Ave. to SH 114) Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)* Dedicated Bike Lane Signed Route** • • [SOUTHLAKE 20351 31 •i Mobility Master Plan Primary •• Lenth & Strategic Link EstimatedC ost North side connecting dead 7* Union Church — ends from 2651 Union Existing fence is outside of property line. Heavy tree 374 LF Mobility, 3.1 & north side Church Road to Venice clearing needed. $39,000 Infrastructure, C2 3.3 Avenue (Siena Addition). North side from Chesapeake 7* Union Church — park sidewalk to Watermere Trees; utilities. 859 LF Mobility, 3.1 & north side $77,000 Infrastructure, C2 3.3 property. North side from Watermere 7* Union Church — to Venice Avenue (Siena ROW/Easement issues. 416 LF Mobility, 3.1 & north side $62,000 Infrastructure, C2 3.3 Addition). Silicon Drive — east East side from 500 S. Nolen 460 LF Mobility, 3.1 & 58 side Drive to Exchange Boulevard. $42,000 Infrastructure, C2 3.3 West side from Exchange South Nolen Drive 308 Boulevard north to connect Existing landscaping. 439 LF Mobility, 3.1 & —west side $40,000 Infrastructure, C2 3.3 to existing sidewalk. East side, from Big Bear South White Creek bridge (Colleyville) to Existing landscaping; trees. Will provide a 2150 LF Mobility, 3.1 & 466 Chapel Boulevard — the offices at 1211 S. White connection to Colleyville's sidewalk network. $125,000 Infrastructure, C2 3.3 east side Chapel Boulevard. Davis Boulevard — East side missing gaps near Slope is a little steep in this location. South end ties 350 LF Mobility, 470 east side Sunset Way. into a sidewalk with concrete slope. $19,000 Infrastructure, C2 Connect The Cliffs Park sidewalk to neighborhood Recommendation from the Parks, Recreation, and 140 LF Mobility, 3.1 & 482 Sunrise Ranch Road sidewalk at 3611 Sunrise Open Space Master Plan. $8,000 Infrastructure, C2 3.3 Ranch Road. Byron Nelson Gap along the west side of 483* Parkway — west Byron Nelson Parkway, south Existing landscaping. 100 LF Mobility, 3.1 & $6,000 Infrastructure, C2 3.3 side of F.M. 1709. Westbound frontage road S.H. 114 Frontage gaps west and east of Kimball Requires coordination with TXDOT and utility 2100 LF Mobility, 3.1 & 486 Road - westbound Avenue from 2000 E. S.H. 114 companies. Will need to rebuild ramps and relocate $210,000 Infrastructure, C2 3.3 traffic signal poles. to 2540 E. S.H. 114. * Segment prioritized due to potential inclusion in a planned CIP project in the vicinity if funding and site conditions allow. • • [SOUTHLAKE 20351 32 [SOUTHLAKE 2035' ........... • e~�•�', �I LAY/ a 320.35 4 •��•,. Z U DRAFT Tier 1 Priority ' Sidewalk Segments ; Fj 1012212021 r E. DOVE RD � sy E ; rt Q .......... �.............. Fw• 486 4S6 :..•`. M FM. 1709 2 483 s .+ •,. c� w So : 470 .......: ._ .��. W- COAMNEAITALBLVD 466 On y �,+'• �� ; .�,,.•3.ah tea•. • [SOUTHLAKE 20351 33 [SOUTHLAKE 20351 r r Master Pathways • (Sidewalk r r Priority Tier 2 and © Primary Street/Location Description Issues/Comments Strategic Link M Union Church — North side from existing Requires pedestrian bridge to be designed by 570 LF Mobility, 3.1 & 7* north side sidewalk adjacent to Siena engineer. $278,000 2 Infrastructure, C2 3.3 Addition to Davis Boulevard. West side from Brookshire 21* Crooked Lane— Drive to Southlake Sports Chain link fence may need to be moved back. 420 LF 2 Mobility, 3.1 & west side $39,000 Infrastructure, C2 3.3 Complex. East side of Pearson Lane Pearson Lane — adjacent to 101 North LF S4070* Mobility, 3& east side Pearson Lane; includes Ditch would conflict with beginning of sidewalk. $51 ,000 51 2 Infrastructure, C2 3.3 3. entrance to Chesapeake Place adjacent to Pearson Lane. 71* Chesapeake Lane Entrance to Chesapeake Place 50 LF 2 Mobility, 3.1 & — south side adjacent to Pearson Lane $6,000 Infrastructure, C2 3.3 Continental North side from Davis 76a* Boulevard — north Boulevard to existing 638 LF 2 Mobility, 3.1 & sidewalk adjacent to $58,000 Infrastructure, C2 3.3 side Woodbury subdivision. West side of Crooked Lane 86* Crooked Lane — adjacent to Southlake Sports 1171 LF 2 Mobility, 3.1 & west side Complex to East Continental $77,000 Infrastructure, C2 3.3 Boulevard. Parkwood Drive — From Byron Nelson Parkway Existing road is split into two independent sections. 1575 LF Mobility, 3.1 & 88 north/east side to F.M. 1709. Would need to relocate railing within the cul-de-sac $124,000 2 Infrastructure, C2 3.3 to make room for the sidewalk. Johnson Road — North side from Johnson Requires sidewalk easement. Relocate fencing 548 LF Mobility, 3.1 & 93 north side Place Estates to Randol Mill behind proposed sidewalk. $56,000 2 Infrastructure, C2 3.3 Avenue. North side of Turnberry Lane 98* Turnberry Lane — from Shady Oaks Drive to 660 LF 2 Mobility, 3.1 & north existing sidewalk east of $39,000 Infrastructure, C2 3.3 Suffolk Court. Oak Pointe Lane — North side from Ridgecrest 170 LF Mobility, 3.1 & 101 north Drive to existing sidewalk on $12,000 2 Infrastructure, C2 3.3 Oak Pointe Lane. 155* East Dove Street — South side from Winfield ROW, drainage, trees. 977 LF 2 Mobility, 3.1 & south side Estates to Estes Park. $80,000 Infrastructure, C2 3.3 • • [SOUTHLAKE 2035] 34 [SOUTHLAKE 20351 r r Master Pathways • (Sidewalk r r Priority Tier 2 and Primary ©Street/Location. On the west side of North White Chapel Boulevard from North White the existing crosswalk south To be included with the bridge project on North 2443 LF Mobility, 3.1 & 306 Chapel Boulevard of Wingate Lane to the White Chapel Boulevard. $150,000 2 Infrastructure, C2 3.3 — west side existing sidewalk on The Cliffs Park property. South Kimball East side from the terminus Sidewalk location is near a retaining wall. There is a 590 LF Mobility, 3.1 & 474 Avenue —east side at 165 S. Kimball Avenue to steep cross slope and may require additional $46,000 2 Infrastructure, C2 3.3 F.M. 1709. retaining wall. S.H. 114 Frontage Westbound frontage road Requires coordination with TXDOT and utility 440 LF Mobility, 3.1 & 481 Road —westbound from North Carroll Avenue to companies. Will need to rebuild ramp and relocate $52,000 2 Infrastructure, C2 3.3 1110 E. S.H. 114. traffic signal pole. South Kimball From existing sidewalk east of 15 Avenue — north Silicon Drive to Cotton Belt Trees, signs, easement/ROW. 1151 LF Mobility, 3.1 & $77,000 Infrastructure, C2 3.3 side Railroad. North Carroll 28 Avenue — west From Southcrest Court to ROW; grade; potential retaining wall needed. 2250 LF Mobility, 3.1 & side F.M. 1709. $166,000 Infrastructure, C2 3.3 Southridge Lakes From existing sidewalk north Trees; may require easements/HOA approval; Mobility, 3.1 & 32 Parkway — east of Southlake Boulevard to segment not critical due to presence of slip streets 428 LF Infrastructure, C2 3.3 side Sabine Court Southridge Lakes From Sabine Court to Brazos Trees; may require easements/HOA approval; Mobility, 3.1 & 33 Parkway— east Drive segment not critical due to presence of slip streets 647 LF Infrastructure, C2 3.3 side Southridge Lakes East side from Brazos Drive to Trees; may require easements/HOA approval; 352 LF Mobility, 3.1 & 34 Parkway — east Crockett Court segment not critical due to presence of slip streets $25,000 Infrastructure, C2 3.3 side Kirkwood East side from Tyler Street to 2295 LF Mobility, 3.1 & 39 Boulevard — east the private drive. $133,000 Infrastructure, C2 3.3 side Kirkwood From private drive to existing 41 Boulevard — sidewalk east of TW King Easement/ROW. 1862 LF Mobility, 3.1 & east/north side Road. $112,000 Infrastructure, C2 3.3 Pearson Lane — Adjacent to 3255 Jordan 536 LF Mobility, 3.1 & 68 east side Drive $36,000 © Infra structure, C2 3.3 • • [SOUTHLAKE 2035] 35 [SOUTHLAKE 20351 Master •athways Plan (Sidewalk ConstructionPriority Tier 2 and © Primary Street/Location Description Issues/Comments ��� W StrategicM From Kirkwood Boulevard to 79 T W King —east existing sidewalk adjacent to Grading. 2041 LF Mobility, 3.1 & side The Cliffs subdivision $143,000 Infrastructure, C2 3.3 Johnson Road - From Trailhead Addition to Bar ditch, trees, drainage, ROW. Will require 624 LF Mobility, 3.1 & 92 north side Johnson Place Estates pedestrian bridge to be designed by an engineer. $294,000 © Infra structure, C2 3.3 Southridge Lakes 115 Parkway — east From Brazos Drive to Crockett 1028 LF Mobility, 3.1 & Court. $63,000 Infrastructure, C2 3.3 side 144, East Dove Street — From White Chapel Boulevard 2007 LF Mobility, 3.1 & 154 south side to Estes Park. Would require multiple pedestrian bridges. $693,000 © Infra structure, C2 3.3 North side from Shady Oaks 153 * West Highland Drive to White Chapel Pedestrian bridge to be designed by engineer. 1880 LF Mobility, 3.1 & Street — north side Boulevard $459,000 Infrastructure, C2 3.3 204* North Peytonville East side from Raven Bend ROW; Heavy tree removal. 4760 LF © Mobility, 3.1 & Avenue — east side Court to West Dove Road. $356,000 Infra structure, C2 3.3 From existing sidewalk 205* Brumlow Avenue adjacent to Timarron to ROW, trees; also proposed sidewalk is within a ditch 2227 LF Mobility, 3.1 & — west side existing sidewalk north of S.H. and fencing would need to be relocated. $176,000 Infrastructure, C2 3.3 26. Shady Oaks — east East side from West Highland 3150 LF Mobility, 3.1 & 206* side to Love Henry Court. Heavy tree removal. $271,000 © Infra structure, C2 3.3 South Kimball South side from Continental 303 Avenue — south Boulevard to railroad/city Easement/ROW. 990 LF Mobility, 3.1 & $61,000 Infrastructure, C2 3.3 side limit. South Peytonville From Boardwalk to Elks Lane Would need to take down wall; heavy tree clearing 860 LF Mobility, 3.1 & 304 Avenue — connect gap to west side. needed. $80,000 © Infra structure, C2 3.3 North White East side from Southlake 305 Chapel Boulevard Boulevard to Emerald To be built with widening. LF $62 62,000 Mobility, Infrastructure, C2 3 3. &3 3. — east side Boulevard. East Dove Road — North side from S.H. 114 to 1593 LF Mobility, 3.1 & 399 north side French Circle $159,000 Infrastructure, C2 3.3 East Continental North side from Byron Nelson 467 Boulevard — north Parkway to terminus near ROW; would require a bridge over the creek. 1680 LF $333,000 Mobility, Infrastructure, C2 3.1 & 3.3 side Sarah Park Trail. • [SOUTHLAKE 20351 36 [SOUTHLAKE 20351 Master •athways Plan (Sidewalk ConstructionPriority Tier 2 and ©Primary Street/Location Description Issues/Comments W StrategicM East Continental South side from sidewalk 468 Boulevard — south terminus (near Tealwood) to ROW; not much room for sidewalk with bar ditch, 3080 LF Mobility, 3.1 & utility poles, and fences. $475,000 Infrastructure, C2 3.3 side Majestic Dance Academy. The north end of the segment will tie into existing Davis Boulevard — East side from West sidewalk with a concrete slope. This area is steep 1010 LF Mobility, 3.1 & 469 east side Continental Boulevard to 855 and may require engineering design for drainage $91,000 Infrastructure, C2 3.3 Davis Boulevard. and grading. Eastbound frontage road Requires coordination with TXDOT and utility 471 S.H. 114 Frontage between North Kimball companies. Will need to rebuild ramps and 4720 LF Mobility, 3.1 & Road —eastbound $338,000 Infrastructure, C2 3.3 Avenue and F.M. 1709 relocate traffic signal poles. East side from 405 South 472 South Kimball Kimball Avenue to 175 South Sidewalk location is near a retaining wall and there 370 LF Mobility, 3.1 & Avenue —east side is an inlet between the back of curb and the wall. $20,000 Infrastructure, C2 3.3 Kimball Avenue. East side from Crooked Lane 473 South Kimball to terminus at Christ Our King Segment crosses rock rip rap near an open back 940 LF Mobility, 3.1 & Avenue —east side curb inlet. $81,000 Infrastructure, C2 3.3 Church. North Kimball West and east side from F.M. 475 Avenue — west 1709 to eastbound S.H. 114 Easement/ROW. 1480 LF Mobility, 3.1 & $108,000 Infrastructure, C2 3.3 and east side Frontage Road. West side from 300 Shady Shady Oaks Drive Oaks Drive to Love Henry Requires engineering design due to drainage 1810 LF Mobility, 3.1 & 476 —east and west Court and east side from pattern. $165,000 Infrastructure, C2 3.3 Bicentennial Park terminus to Love Henry Court. East side from the terminus 477 Nolen Drive —east at 315 South Nolen Drive to 580 LF Mobility, 3.1 & side $45,000 Infrastructure, C2 3.3 F.M. 1709. S.H. 114 Frontage Westbound frontage road at 160 LF Mobility, 3.1 & 479 Road —westbound 500 E. S.H. 114. A pedestrian bridge will be required. $249,000 © Infra structure, C2 3.3 North Carroll 480 Avenue — west West side from Primrose Lane Easement/ROW. 220 LF Mobility, 3.1 & side to Del Mar Drive. $19,000 Infrastructure, C2 3.3 North Carroll 487 Avenue — west South of Winfield Court; 2110 Easement/ROW; fence relocation will be necessary. 200 LF Mobility, 3.1 & North Carroll Avenue. $24,000 Infrastructure, C2 3.3 side • [SOUTHLAKE 20351 37 SOUTHLAKE 2035 Master •athways Plan (Sidewalk ConstructionPriority Tier 2 and Primary .. . North White Chapel East Highland — 490 Boulevard to 170' west of Will require relocation of utilities due to limited 1300 LF Mobility, 3.1 & south side ROW. $131,000 Infrastructure, C2 3.3 Imperial Avenue. North White East side from Kirkwood X Chapel Boulevard Boulevard to Brentwood LF Mobility, 3.1 & $61 ,000 Infrastructure, C2 3.3 —east side Circle.61 North side from sidewalk East Dove Road — 491 terminus west of Lonesome ROW, drainage, trees, utility relocation. 4080 LF Mobility, 3.1 & 0 north side Dove (1497 East Dove Road) $360,000 Infrastructure, C2 3.3 to North Kimball Avenue. South side from the Carroll 492 East Highland Middle School driveway to ROW, drainage, trees. Mobility, 3.1 & Street —south side $163 0 163,00 Infrastructure, C2 3.3 2149 East Highland Street. *Segment identified for potential inclusion in a planned CIP project in the vicinity if funding and site conditions allow. Master Pathways Plan (Sidewalk . • TXDOT Segments* Street/LocationPrimary Length & Strategic Link Estimated Cost West Southlake South side at the 2500 block Requires engineering design due to drainage 141 Boulevard — south of West Southlake Boulevard pattern. The driveway for the church will need to be $63 LF 3.1 & Mobility, Infrastructure, C2 63,000 3.3 side (The Hills Church of Christ). redone. South side of East Southlake East Southlake Boulevard, west of Central 301 Boulevard — south Avenue; connecting existing Steep grade change. LF 3.1 & Mobility, Infrastructure, C2 10,000 $10 3.3 side sidewalk to crosswalk at Central Avenue. East Southlake South side from 2821 East 488 Boulevard — south Southlake Boulevard to 2905 Grading; utilities. 290 LF Mobility, Infrastructure, C2 3.1 & East Southlake Boulevard $23,000 3.3 side (QuikTrip). • [SOUTHLAKE 20351 38 • Mobility Master Plan TXDOT Segments* East Southlake North side between 200 East Southlake Boulevard and 140 180 LF 489 Boulevard — north Grading; utilities. side East Southlake Boulevard $17,000 (CVS Pharmacy). *To be completed by TXDOT as part of TXDOT's F.M. 1709 Pedestrian Improvements Project. 0 Royal Lane —east East side of intersection of Steep grade. 41 LF side Johnson Road $5,000 Village Green Drive West side from Continental ROW/Easement; would need to take down an HOA 91 LF 2 —west side Boulevard to Amesbury entry wall. $14,000 Court. West side from West Deer Hollow Continental Boulevard north 96 LF 6 Boulevard —west to parking lot on Southlake ROW/Easement. $8,000 side Woods HOA lot. 18 Morningside Drive West side from Merlot Drive ROW/Easement. 930 LF — west side to Rainbow Street. $111,000 Fontaine 19 Drive/Lorraine From Merlot Drive to South ROW/Easement. 797 LF Drive/Versailles Carroll Avenue. $90,000 Drive Nettleton Drive — North side from Byron LF 20 north side Nelson Parkway to Inwood HOA landscaping. 75,000 $75 Drive. 22 Warwick Way— South side from Montgomery ROW/Easement. 150 LF south side Lane to Brumlow Avenue. $11,000 Strategic Link W Mobility, Infrastructure, C2 3.1 & 3.3 Strategic Link 0 Mobility, Infrastructure, C2 3.1 & 3.3 Mobility, Infrastructure, C2 3.1 & 3.3 Mobility, Infrastructure, C2 3.1 & 3.3 Mobility, Infrastructure, C2 3.1 & 3.3 Mobility, Infrastructure, C2 3.1 & 3.3 Mobility, Infrastructure, C2 3.1 & 3.3 Mobility, Infrastructure, C2 3.1 & 3.3 • [SOUTHLAKE 20351 39 23 26 27 56 57 61 65 66 67 West side from existing Foxborough Lane — sidewalk along Gateshead west side Court to East Southlake Boulevard. Southcrest Court — North side from Southbend north side Trail to North Carroll Avenue. Southcrest Court — South side from Southbend south side Trail to North Caroll Avenue. North side from North White Ascot Drive — north Chapel Boulevard to Saratoga side Drive. North side from North White East Chapel Downs Chapel Boulevard to end of Drive — north side street. North side from South Stonebury Court — Peytonville Avenue to north side existing sidewalk along Indian Paintbrush Way. West side from existing Meadowlark Lane — sidewalk along Meadowlark west side Lane to West Southlake Boulevard. Jordan Drive and From North Pearson Lane to Harrell Drive Johnson Road. From North Pearson Lane to Gray Lane Harrell Drive. Connector from Across Stone Lakes property Stone Lakes to from existing sidewalk along 72 Monticello Stratford Drive to existing Estates/Timber trail on Monticello Estates Lake HOA property. • Mobility Master Plan ROW/Easement. ROW/Easement; retaining walls and large trees. ROW/Easement; retaining walls and large trees. ROW/Easement. Potential retaining wall. ROW/Easement. ROW/Easement. ROW/Easement Easement required. This is an existing nature trail within Stone Lakes HOA property. Accessibility during construction would be difficult. Existing trail is narrow and would need to clear area for construction. Trail would require stairs with pedestrian rail to reach Stratford Drive. Monticello is a gated community. 435 LF $27,000 385 LF $24,000 390 LF $28,000 727 LF $92,000 1651 LF $172,000 175 LF $22,000 78 LF $13,000 1796 LF $135,000 879 LF $74,000 533 LF $287,000 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 0 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 From Royal & Annie Smith 74 Vermilion Court Park to West Southlake ROW/Easement. LF 3.1 & Mobility, Infrastructure, C2 $106 3.3 Boulevard. 106,000 • [SOUTHLAKE 2035] 40 • Mobility Master Plan From Gallant Court (Trailhead Easement required. Located within Trailhead HOA 118 131 Trailhead/Johnson Place connection Addition) to Johnson Place property. Within Flood Hazard Area Zone X; would $7,000 LF Park. require culvert with headwall. *See Neighborhood Sidewalk Matching Funds Program. Strategic Link 0 Mobility, Infrastructure, C2 3.1 & 3.3 • [SOUTHLAKE 20351 41 • Mobility Master Plan AT4 *d-e is IL G-9- A-t F HGti.,R. AI.-...-peeif. e I a Fify that thR RAiri RA,, � mpg[ 34 o i.J.,. alk wuelt" hall hp c fppt COMPLETE ' Continue education outreach efforts Develop an education AT2 campaign o improve safety for motorists, pedestrians, and DPS, PDS, PW Safety &Security, Mobility; C1, C2 3.1, 5.8 bicyclists. Continue to conduct pedestrian safety walk-throughs in Town Square prior to any festival or GeRsideF eptiORS and establish,ED Safety & Security; Mobility; AT3 guidelines f8F 6FAPFOVaRg ,.dest.iaR safety dUFiRg festival.. and PW, PDS, C1, C2 3.1 special events in Town Square. On an annual basis, review the sidewalk priority list and prioritize AT4 PDS, PW Mobility, Infrastructure; C2 3.1 sidewalk construction. I..yeRtery and ... eref.,.-.,nEe .,II "i,.yele si,..,age in the rit., Identify Mobility, Infrastructure, AT5 2 PW, PDS Performance Management & 3.1 bicycle routes that may require additional signs. Service Delivery; C2, 135, B6 AT6 Explore options for encouraging bike rack installation at local 2 PDS ED Mobility, Partnerships & 9.1 9.3 businesses. Volunteerism; C2, C5, 132 AT7 Conduct bicycle and pedestrian counts. Utilize Strava Metro for 2 PW, PDS Mobility; C2 3.1 tracking biking, walking, hiking, and running trips. Consider the addition of a grant writer/sidewalk coordinator position for grant writing, coordinating sidewalk and trail Mobility; Performance AT8 construction between departments and between public and private 2 TBD Management & Service 3.1, 5.8 development projects, and managing bicycle/pedestrian Delivery; C1, C6 educational outreach. AT9 Consider elevated pedestrian crossings at all 4 corners of the intersection of Carroll Avenue and Southlake Boulevard. PW, PDS Mobility; C1, C2 1.2, 3.1, 3.2 • [SOUTHLAKE 20351 42 • IN Mobility Master Plan N ,=eRtery all Eresswalks. Establish Continue a regular maintenance AT10 schedule for crosswalks, specifying more frequent maintenance of crosswalks near schools. Implement the recommended crosswalk types (Table P-1 in AT11 Mobility Master Plan pg. _) whenever new crosswalks are installed or existing crosswalks are re -striped. This will be addressed by TXDOT as part of their FM 1709 Pedestrian Mobility Recommendations AT13 1 Fb FaFnp Rd p d,,StFiaR SigRal tFaR itieH 'Plan. COMPLETE AT14 Continue participating in the Bicycle Pedestrian Advisory Committee through the NCTCOG As the City designs, constructs or provides maintenance on City AT15 roads, consider opportunities to incorporate bicycle signage in a manner that provides linkages to bicycle facilities in neighboring cities Safety & Security, Mobility, Infrastructure, PW, PDS Performance Management 3.1 & Service Delivery; C1, C2, B5, B6 Safety & Security, Mobility, PW 3.1 Infrastructure; C1, C2 PDS, DrvTPW, DPS , 3-.3 4,12 Mobility, Safety & Security, Performance Management PW, CMO 3.1 & Service Delivery; C1, C2, B5, B6 PDS CS PW Partnerships & 9.1 Volunteerism; C5 Quality Development, PW Mobility, Infrastructure; 1.2, 3.7 C2, C3 • [SOUTHLAKE 20351 43 [SOUTHLAKE 20351 Mobility, Safety & Security, AT16 Consider citywide participation in Bike (Safety) Month (May) 0 PDS, CS, ED, DPS Partnerships & 3.7, 5.8, 9.1 Volunteerism; C1, C3, C5, C6, Mobility, Safety & Security, AT17 Host a Bicycle Safety Forum PDS, PW, DPS Partnerships & 3.7, 5.8, 9.1 Volunteerism; C1, C5, C6, B2 Mobility, Partnerships & Upon bike signage implementation, develop bicycle -related Story Volunteerism, AT18 Maps PDS, PW, ED Performance Management 3.7, 9.3 p &Service Delivery; C2, B2, B6 Mobility, Safety & Security, AT19 Pursue grant funding opportunities for projects related to bicycle PDS DPS, PW Performance Management 3.7 5.8 safety & Service Delivery; C1, B4, 0 F1 AT= bi.Eyele,lpedestriaR safety issues and premet- ng fer PDS' CS, ED, DP-S VelunteeFiSM, Quality 3.7, 5.8, 9.1 Gensid-e-F held-ing annual cellah-eratien meetings between Mobility, Safety & Secu4ty-, Once Brumlow Avenue is widened, promote the linkage from Mobility, Safety & Security, AT21 Southlake to the Cotton Belt Trail. Include the linkage along Kimball PDS, PW Performance Management 3.4 Avenue. & Service Delivery; C2, C3, B6 Consider designing, installing and/or constructing any future bike Quality Development, AT22 facilities according to AASHTO / NACTO guidelines PW Mobility, Infrastructure; 1.2, 3.7, 10.6 C1, B1, F2 • • [SOUTHLAKE 20351 44 • Mobility Master Plan Quality Development, AT23 Explore opportunities to implement new technology and PW PDS Mobility, Infrastructure, 1.2 3.2 10.6 improvements that promote bicycle and pedestrian safety Safety & Security; C1, C2, B6, F2 AT24 Research and consider pursuing Bicycle Friendly Community status PDS, CS Quality Development; 131 1.2 through the League of American Bicyclists A5 CBSQuality �'.'T COMPLETE nn„tiz AT26 In coordination with local schools, update the City's Safe Routes to Schools Plan. PDS • • [SOUTHLAKE 20351 45