1075-D ORDINANCE NO. 1075-D
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
SOUTHLAKE, TEXAS, AMENDING THE ADOPTED MOBILITY
MASTER PLAN OF THE CITY OF SOUTHLAKE UNDER
ORDINANCE NO. 1075, AS AMENDED, AS AN ELEMENT OF
THE SOUTHLAKE COMPREHENSIVE PLAN TO INCLUDE
THE ADDITION OF THE "C2U" 2-LANE UNDIVIDED
COLLECTOR THOROUGHFARE CLASSIFICATION TO
MUSTANG CT. AND SOUTHWESTERN ST. AND PROVIDING
AN EFFECTIVE DATE.
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 11.05 of the Southlake City Charter provides for the adoption and updating of
a Comprehensive Master Plan and its components, including the Master Thoroughfare Plan (known as
the Mobility Master Plan); and
WHEREAS, the City Council has deemed that the recommendations in the Mobility Master Plan
herein reflect the community's desires for the future development of the City's thoroughfares,sidewalks,
and other transportation methods,
NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF
SOUTHLAKE,TEXAS:
SECTION 1
Pursuant to Section 11.05 of the Southlake City Charter,the Comprehensive Master Plan, of which
the Mobility Master 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 Mobility Master
Plan is noted by written description in Exhibit"B".
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
and subject to the City Council motion as indicated in Exhibit"A".
PASSED AND APPROVED on the 1st reading the 7th day of November, 2023.
CITY OF SOUTHLAKE
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PASSED AND APPROVED on the 2" reading the 5th day of December, 2023.
CITY OF SOUTHLAKE
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City of Southlake, Texas
EXHIBIT A
City Council motion at 1st Reading:
November 7, 2023; 1st Reading Approved (7-0) on consent.
City Council motion at 2°d Reading:
December 5, 2023; 2nd Reading Approved (7-0), subject to the Staff Report dated November 28,
2023, and noting the following: Approving the amendments to the City of Southlake Mobility Master
Plan, an element of the Southlake Comprehensive Plan, as presented.
Changes presented:
The primary purpose of this amendment is to add the "C2U" 2-Lane Undivided Collector thoroughfare
classification to Mustang Ct. and Southwestern St., with Southwestern St. extending to Brumlow Ave.,
on the Master Thoroughfare Map. This recommendation is the result of several months of review of the
Mustang Ct./Southwestern St./Brumlow Ave. area to consider possible traffic solutions to improve
efficiency and safety for existing and future land uses. The proposed map change allows Southlake to
continue pursuing traffic solutions in the area and to seek funding for those solutions.
In addition, the following document changes are also proposed to ensure the Mobility Master Plan is as
current as possible.
• Minor editorial revisions to include changing "Southlake 2035" to "Southlake Comprehensive
Plan" throughout the document, updating demographics data from the 2010 Census to the
2020 Census, and updating Citizen Survey information from the 2019 Survey to the 2021
Survey.
• Removing 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."This objective is recommended for removal because this program has already been
developed (Sidewalk Partnership Program).
• Removing priorities from recommendations The purpose of this change is to shift the focus of
the comprehensive plan to goals and objectives rather than specific projects. Priorities will be
assessed annually and implemented through the Capital Improvements Program (CIP) and
department work plans.
o Associated maps are also being updated to remove references to specific priorities.
The original priority maps will be retained internally for CIP and work plan purposes
and updated accordingly.
• Removing completed projects from the Thoroughfare Plan Recommendations table and
associated map
o Removing MT8 — North White Chapel improvements from Emerald to SH 114.
o Removing MT13 — S. Carroll Ave. widening from Breeze Way to F.M. 1709.
o Removing MT35 —Traffic Management Options.
• Removing Intersection Capacity Improvement Recommendations as they are highly specific
and will be addressed through the Public Works Department's work plan.
• Clarifying the definition of"Future Sidewalks" to reflect current usage and adding definitions for
"Future Equestrian/Hike" and "Future Natural" as they are shown on the Pathways Map but are
not defined.
o Future Sidewalks— Recommended sidewalks that are 6-feet-less than 8 feet in width.
o Future Equestrian/Hike— Pathways that may vary in width depending on site
conditions and user needs. They are preferred to be natural surface for hiking and/or
horseback riding but may be concrete or asphalt depending on site conditions.
Future Natural — Pathways less than 8 feet in width that are preferred to be natural
surface but may be concrete or asphalt depending on site conditions.
EXHIBIT B
City of Southlake
Mobility Master Plan
An Element of the Southlake
Comprehensive Plan
Adopted by Southlake City Council
Ordinance No. 1075‐D
December 5, 2023
Prepared by
Planning & Development Services Department
and
Public Works Department
EXHIBIT B
ACKNOWLEDGEMENTS
SOUTHLAKE CITY COUNCIL PLANNING & ZONING COMMISSION
John Huffman
Mayor
Daniel Kubiak
Chairman
Shawn McCaskill
Mayor Pro Tem
Michael Forman
Vice Chairman
Kathy Talley
Deputy Mayor Pro Tem – Place 1 Austin Reynolds
Randy Robbins
Place 2 Gina Phalen
Ronell Smith
Place 4 Michael Springer
Amy Torres-Lepp
Place 5 Stacy Driscoll
Randy Williamson
Place 6 Lora Gunter
CITY STAFF
Rob Cohen, P.E.
Director of Public Works
Shana K. Yelverton
City Manager
Kevin Ferrer, P.E.
Deputy City Engineer
Alison Ortowski
Assistant City Manager
Jeff Ginn, P.E.
Deputy City Engineer
Dennis Killough, AICP
Director of Planning & Development Services
Bryan Ahumada
Civil Engineer
Jennifer Crosby, AICP
Deputy Director of Planning & Development Services
Patrick Whitham
GIS Analyst
TABLE OF CONTENTS
1 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
8 BACKGROUND
LOCATION, CHARACTER & RESOURCES 8
DEMOGRAPHICS 9
MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT 13
14 THOROUGHFARES
REGIONAL TRENDS 17
FUNCTIONAL ROADWAY CLASSIFICATIONS 18
STREET DESIGN STANDARDS 23
Exhibit 2: Master Thoroughfare Plan Map 30
INTERSECTION STUDIES 31
TRAFFIC CALMING MEASURES 34
STREET LIGHTING STANDARDS 38
ILLUMINATED STREET SIGNAGE 40
ACCESS MANAGEMENT 40
Exhibit 3: Thoroughfare Recommendations Map 41
THOROUGHFARE PLAN RECOMMENDATIONS (SEE APPENDIX C)
41 ACTIVE TRANSPORTATION
ACTIVE TRANSPORTATION PLANNING 42
HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE 42
REGIONAL PLANNING 43
MOVING FORWARD 44
BICYCLE FACILITIES 46
Exhibit 4: Bicycle Facility Master Plan Map 52
BICYCLE FACILITY MASTER PLAN RECOMMENDATIONS (SEE APPENDIX C)
SIDEWALK FACILITIES 53
Exhibits 5 & 6: Pathways Master Plan Maps 56
SIDEWALK CONSTRUCTION PRIORTY LIST (SEE APPENDIX C)
ACTIVE TRANSPORTATION POLICY RECOMMENDATIONS (SEE APPENDIX C)
CROSSWALKS 58
61 IMPLEMENTATION, PRIORITIZATION AND EVALUATION
PLAN IMPLEMENTATION 61
62 APPENDIX A: Level of Service (LOS) Descriptions 62
64 APPENDIX B: South Village Center Drive Guidelines 64
68 APPENDIX C: Summary of all Mobility Master Plan
Recommendations 68
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 1
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.
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 2
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
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:
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.
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.
South Peytonville Avenue
Cotton Belt Trail along S.H. 26
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 3
Results
City Activities and Operations
Comprehensive Plan Elements
Southlake 2035 Vision, Goals and Objectives
Strategic Management System
Citizen Satisfaction SurveyThe 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 Southlake Comprehensive 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 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
The Mobility Master Plan is a component of the Southlake Comprehensive
Plan. The comprehensive plan is a reflection of the 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 2023 Mobility Master Plan includes three master plan elements: the
Sidewalk Plan, the Pathways Plan, and the Mobility and 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.
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 4
Exhibit 1
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 5
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.
Goal 3: 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.
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 6
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 3.6 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.
Objective 6.3 Foster an environment that retains and supports existing businesses to ensure the
sustainability of our existing tax base.
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 7
Goal 7: 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.
Goal 9: 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 COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 8
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.
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 under 32,000 residents. Throughout this time
the City has grown and become a premier
community in the Dallas-Fort Worth metropolitan area. The City’s dedication to quality development, sound
Southlake Regional Map
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 9
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.
2,808
7,065
13,350
21,519
24,900
26,575 27,710
31,265
1980 1990 1995 2000 2005 2010 2015 2020
City of Southlake
Population
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 10
Historical Population (1990 – 2020)
Year Population 5-Year Growth Rate
1990 7,065 --
1995 13,350 89%
2000 21,519 61%
2005 24,900 16%
2010 26,575 7%
2015 27,710 4%
2020 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)
1,383
2,511
3,186
2,670
625
963
4,029
6,352
3,296
1,023
375
162
1,269
2,450
3,255
3,024
1,612
1,260
3,816
5,649
4,866
2,587
1,052
425
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000
Under 5
5 to 9
10 to 14
15 to 19
20 to 24
25 to 34
35 to 44
45 to 54
55 to 64
65 to 74
75 to 84
85+
Age Population (2010-2020)
2020 Population 2010 Population
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
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Population by Age (2010 – 2020)
2010
Population
2010
% of Total
Population
2020
Population
2020
% of Total Population
% Growth
2010-2020
Total 26,575 100% 31,265 100% 17.64%
Sex
Male 13,313 50.1% 15,570 49.8% 16.95%
Female 13,262 49.9% 15,695 50.2% 18.35%
Age
Under 5 1,383 5% 1,269 4.1% -8.24%
5 to 9 2,511 9% 2,450 7.8% -2.43%
10 to 14 3,186 12% 3,255 10.4% 2.17%
15 to 19 2,670 10% 3,024 9.7% 13.26%
20 to 24 625 2% 1,612 5.2% 157.92%
25 to 34 963 4% 1,260 4% 30.84%
35 to 44 4,029 15% 3,816 12.2% -5.29%
45 to 54 6,352 24% 5,649 18.1% -11.07%
55 to 64 3,296 12% 4,866 15.6% 47.63%
65 to 74 1,023 4% 2,587 8.3% 152.88%
75 to 84 375 1% 1,052 3.4% 180.53%
85 + 162 0.6% 425 1.4% 162.35%
Under 18 7,080 27% 8,990 18.8% 26.98%
65 + 1,560 6% 4,064 12.9% 160.51%
Source: 2010 US Census, 2020 US Census
U.S. Census 2010, 2020
The 2020 census identifies 45-54 and 55-64 as
the predominant age groups in the City of
Southlake, while nearly 20% of the population is
less than 18 years old. Between 2010 and 2020,
the City saw a decrease in the population of
children under 10, 35-44 and 45-54 year olds,
and an increase in youth 15-19, and 20-24 along
with all 55+ age groups. 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 impact the City’s transportation
systems by developing mobility options that are more oriented towards an older demographic.
Household income plays a crucial role in shaping the mobility options a city provides. According to data from
the 2020 census, approximately 87% of households in the city had an income level exceeding $100,000.
Furthermore, between the 2010 and 2020 censuses, there was a notable 22% increase in the number of
households earning over $200,000. These statistics suggest that the automobile is the preferred primary mode
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of transportation in the city. Sidewalks and bikeways, typically associated with active transportation, are more
likely to be used for recreational or leisure activities rather than for commuting to work.
Household Income (2010-2020)
2010
Households
2010
% of Total
Households
2020
Households
2020
% of Total
Households
% Change
2010-2020
Less than $10,000 135 1.8% 104 1% -0.8%
$10,000 to $14,999 128 1.7% 64 0.69% -1.01%
$15,000 to $24,999 152 2% 195 2.1% 0.1%
$25,000 to $34,999 83 1.1% 255 2.7% 1.6%
$35,000 to $49,999 174 2.3% 238 2.6% 0.3%
$50,000 to $74,999 426 5.6% 382 4.1% 0.4%
$75,000 to $99,999 386 5% 608 6.5% 1.5%
$100,000 to $149,999 1,354 17.6% 876 9.4% -8.2%
$150,000 to $199,999 1,521 19.8% 1,338 14.4% -5.4%
$200,000 or more 3,337 43.4% 5,263 56.5% 13.1%
Median Household Income $182,237 $223,621 22.7%
Source: US Census Bureau (2010 US Census, 2020 US Census)
2010: US Census 2020: US Census
104
64
195
255
238
382
608
876
1338
5263
135
128
152
83
174
426
386
1354
1521
3337
0 1000 2000 3000 4000 5000 6000
Less than $10,000
$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
Household Income (2010-2020)
2010 2020
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MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT
A Southlake Program for the Involvement of Neighborhoods (SPIN) meeting was
held to solicit 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 City Council’s adoption of
Ordinance No. 1075-D on December 5, 2023.
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)
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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;
• Making efficient use of available resources by
designating and recognizing the major streets that will
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.
N. Kimball Avenue
Carroll Avenue - Federal Way Intersection
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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 2021 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. For example, forty-three percent of
respondents rated the city’s performance in providing travel convenience within the city as “excellent” or
“very good” in 2021, as compared to 33% in 2019.
Source: 2021 Citizen Satisfaction Survey
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Source: 2021 Citizen Satisfaction Survey
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REGIONAL TRENDS
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 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.
Mobility 2045 Goals:
• 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,
operating, and maintaining the regional transportation system.
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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.
Functional
Classification Service Provided
Arterial
Provides the highest level of service at the greatest speed for
the longest uninterrupted distance with some degree of access
control.
Collector
Provides a less highly developed level of service at a lower
speed for shorter distances by collecting traffic from local roads
and connecting them with arterials.
Local
Consists of all roads not defined as arterials or collectors;
primarily providing access to land with little or no through
movement.
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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.
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Arterial Streets
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
and truck traffic. 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.
Arterial Street Designation Criteria
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.
Southlake Boulevard (FM 1709)
Randol Mill Avenue (FM 1938)
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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
addition of turn lanes at key intersections to address critical
capacity needs. Flat curbs and surface drainage may be acceptable along most rural roads. Appropriate
adjoining land use categories include low-density residential and rural conservation.
Collector Street Designation Criteria
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.
Johnson Road
Continental Boulevard
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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.
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
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.
Typical Residential Street
Typical Main Street
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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 Arterials Collector Local
Freeway
300’ – 500’ ROW
A6D
124’ – 130’ – 140’ ROW
6 lane divided
C2U
60’ – 70’ – 84’ ROW
2 lane undivided
Main Street
50’ – 60’ ROW
2 lane undivided
A5U
80’ – 90’ ROW
5 lane undivided
Commercial/Residential
50’ – 60’ ROW
2-4 lane divided/undivided
A4D
88’ – 100’ ROW
4 lane divided
A3U
70’ ROW
3 lane undivided
A2U
88’ ROW
2 lane undivided
Freeway
Right-of-Way 300’ – 500’
Type 6-lane divided freeway with 3-lane frontage road in both directions
Design Speed Freeway: 50-70 mph Frontage Roads: 40 mph
Minimum Lane Width 12’
Design Characteristics 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.
View of S.H. 114
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Freeway Cross Section
Arterial – A6D
Right-of-Way 124’ - 130’ - 140’
Type 6-lane divided arterial
Design Speed 45-50 mph
Minimum Lane Width 11’
Design Characteristics 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.
A6D Cross Section
Views of Southlake Boulevard
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Arterial – A5U
Right-of-Way 80’ – 90’
Type 5-lane undivided arterial
Design Speed 35-40 mph
Minimum Lane Width 11’
Design Characteristics 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.
A5U Cross Section View of North Nolen Drive
Arterial – A4D
Right-of-Way 88’ - 100’
Type 4-lane divided arterial
Design Speed 35-40 mph
Minimum Lane Width 11’
Design Characteristics 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.
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A4D Cross Section View of North Kimball Avenue
Arterial – A3U
Right-of-Way 70’
Type 3-lane undivided arterial
Design Speed 30-35 mph
Minimum Lane Width 11’
Design Characteristics 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.
A3U Cross Section
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Arterial – A2U
Right-of-Way 88’
Type 2-lane undivided arterial
Design Speed 30-35 mph
Minimum Lane Width 11’
Design Characteristics 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.
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.
A2U Cross Section
Collector – C2U
Right-of-Way 60’ - 70’ - 84’
Type 2-lane undivided collector
Design Speed 30-35 mph
Minimum Lane Width 11’
Design Characteristics C2U Cross Section
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.
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Typical C2U Streets
Local – Main Street
Right-of-Way 50’ - 60’
Type 2 lane undivided local street
Design Speed 20-25 mph
Minimum Lane Width 10’
Design Characteristics Main Street Cross Section
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.
Typical Main Streets
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Local – Residential/Commercial Street
Right-of-Way 50’ - 60’
Type 2 lane undivided local street
Design Speed 20-25 mph
Minimum Lane Width 10’
Design Characteristics Residential/Commercial Street Cross Section
Pedestrian orientation with street trees separating
sidewalks from the roadway.
Improved pedestrian connectivity with minimum 4’
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
Typical Residential Street Typical Commercial Street
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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.
The study entailed the engineering firm
performing site inspections at key intersections
during the AM and PM peak traffic periods to
observe 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 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.
SH 114 and Dove Road
S White Chapel Boulevard and Continental Boulevard
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Intersection Capacity Analysis Map
Intersections Studied
1 Southlake Boulevard (FM 1709) and Pearson
Lane 16 Carroll Avenue and Zena Rucker Road
2 Southlake Boulevard (FM 1709) and
Watermere Drive / Jellico Circle 17 Kimball Avenue and Village Center Drive
(Two -way Stop Controlled)
3 Southlake Boulevard (FM 1709) and Davis
Boulevard / Randol Mill Avenue (FM 1938) 18 Dove Road and Peytonville Avenue
4 Southlake Boulevard (FM 1709) and
Peytonville Avenue 19 Dove Road and Shady Oaks Drive
(Northbound Stop Controlled)
5 Southlake Boulevard (FM 1709) and
Southridge Lakes Parkway / Waterford Drive 20 Dove Road and White Chapel Boulevard
6 Southlake Boulevard (FM 1709) and Shady
Oaks Drive 21
Peytonville Avenue / Southridge Lakes
Parkway and Peytonville Avenue / Raven
Bend Court
(All Way Stop Controlled)
7 Southlake Boulevard (FM 1709) and White
Chapel Boulevard 22
Shady Oaks Drive and Highland Street /
Turnberry Lane
(All Way Stop Controlled)
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8 Southlake Boulevard (FM 1709) and
Diamond Boulevard / Byron Nelson Parkway 23
Carroll Avenue and Highland Street /
Kirkwood Boulevard
(Two -way Stop Controlled)
9 Southlake Boulevard (FM 1709) and Tower
Blvd 24 Continental Boulevard and Davis Boulevard
(FM 1938)
10 Southlake Boulevard (FM 1709) and Carroll
Avenue 25
Continental Boulevard and Peytonville
Avenue
(All Way Stop Controlled)
11 Southlake Boulevard (FM 1709) and Central
Avenue 26 Continental Boulevard and White Chapel
Boulevard
12 Southlake Boulevard (FM 1709) and Village
Center Drive 27
Continental Boulevard and Byron Nelson
Parkway
(All Way Stop Controlled)
13 Southlake Boulevard (FM 1709) and Kimball
Avenue 28 Continental Boulevard and Carroll Avenue
14 Southlake Boulevard (FM 1709) and Nolen
Drive 29 Continental Boulevard and Kimball Avenue
15 Southlake Boulevard (FM 1709) and
Commerce St / Gateway Drive 30 SH 114 Eastbound Frontage Road and State
St.
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TRAFFIC CALMING MEASURES
Beyond the posted speed limit, the design of a street affects
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.
As traffic calming is considered, it is also important to
consider potential impacts on emergency personnel and
response times. Southlake could consider applying a combination of the following traffic calming measures in
appropriate locations:
Intersection Treatment
Roundabout
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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 other
traffic–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
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have been 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.
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.
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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.
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.1
1 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.
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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)
o 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
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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.
Lighting Coverage 1-foot candle light average
Pole height 30-40’
Spacing 150-250’
Wattage 400 W (HPS)
Installation and
Maintenance
Available through Tri-County. Retail
Electric Provider will install for
additional cost and maintain at no
additional cost.
Service Costs City is responsible
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.
Lighting Coverage 1-foot candle light average
Pole height 30-40’
Spacing 150-250’
Wattage 400 W (HPS)
Installation and
Maintenance
Available through Oncor or Tri-
County. Retail Electric Provider will
install and maintain at no capital cost
to the city.
Service Costs 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.”
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ILLUMINATED STREET SIGNAGE
Illuminated street signage can improve safety for the driving
public by improving the visibility of major intersection
signage. Accordingly, Southlake has installed backlit
intersection signage at major intersections. This type of
signage is appropriate at signalized intersections along
TxDOT 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.
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Exhibit 3
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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.
Southlake 2035 Mobility Goal
“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.”
Excerpted from the Southlake 2035
Vision, Goals & Objectives
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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, and discuss
common issues in an effort to improve local initiatives and enhance regional coordination.
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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 below.
• National Bicycle Safety Education Resource Center
http://www.bicyclinginfo.org/education/resource/fhwa.html
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.
• NCTCOG Bicycle & Pedestrian Safety Education
http://www.nctcog.org/trans/sustdev/bikeped/safetyed/
https://www.lookouttexans.org
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.
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• 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
1. Sensitize drivers to the fact that pedestrians are legitimate road
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.
• San Antonio, Texas
The City of San Antonio is one of thirteen Texas communities that has
received “Bicycle Friendly” designation by the League of American
Bicyclists. The City has received this designation not only for their
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.
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Siclovia, a bi-annual car-free event organized by the YMCA of Greater San Antonio, further promotes cycling
and other forms of active transportation 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 participate in other
recreational activities without worrying about cars. In addition, there are Reclovia areas that include free
activities such as group 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
4th 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
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
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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”.
Goals for improved bicycle facilities:
• Improve public safety and reduce opportunities for
injuries on roadways.
• Promote healthy lifestyles, a cleaner environment,
and an improved quality of life.
• Provide safe connected routes within the city,
offering easy transportation to schools, parks, and
pedestrian-friendly shopping areas.
• Extend recreational opportunities and
transportation choices by connecting to
neighboring cities.
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:
Strong and Fearless
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.
Enthused and
Confident
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.
Interested but
Concerned
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.
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Not Able or Not
Interested
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.
Children
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
the speed and distance of an
approaching vehicle.
o Assume the driver of a motor vehicle
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, 4th 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.
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.
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• 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.
• 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 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.
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• 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 to raise awareness of bicyclists. These routes include:
Dove Road
North White Chapel Boulevard
Peytonville Avenue
Carroll Avenue
Continental Boulevard
BICYCLIST
RULES OF THE ROAD
Follow the same laws that apply to
motorists. Obey all traffic signals,
signs, and lane markings.
Always yield to pedestrians.
Ride on the right side of the road with
the flow of traffic.
Always wear a properly fitting helmet.
Ride predictably, assertively, and be
alert. Use hand signals before
turning.
Be visible. If riding at night, use lights,
reflectors, and bright clothing.
Avoid riding on sidewalks if possible.
When riding on sidewalks, keep
speeds close to a typical jogging
speed.
MOTORIST
RULES OF THE ROAD
Obey speed limits. Higher speeds
result in greater injuries to cyclists
and pedestrians.
Obey signs, signals, and markings.
Always look for bicyclists when
turning left or right.
Pass bicyclists giving at least three
feet of space. Slow down and do not
pass if space does not allow.
Do not use your horn in close
proximity to bicyclists.
Look for bicyclists when opening
doors.
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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.
Example of a “Share the
Road” sign found on multiple
routes
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Exhibit 4
Bicycle Facility Master Plan
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SIDEWALK FACILITIES
A safe, seamless, and effective sidewalk network continues to be
a top 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.
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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 less than 8 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.
• Future Equestrian/Hike – Pathways that may vary in width depending on site conditions and user
needs. They are preferred to be natural surface for hiking and/or horseback riding but may be
concrete or asphalt depending on site conditions.
• Future Natural – Pathways less than 8 feet in width that are preferred to be natural surface but may
be concrete or asphalt depending on site conditions.
• 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,
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4. proximity to destinations of commerce,
5. 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 2035, 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. Sidewalk priorities are reviewed at least annually and are available on the city’s website. Sidewalk
priorities are subject to change due to site conditions, feasibility of inclusion in outher CIP projects (such as
roadway improvements), and availability of funding during the given budget year.
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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.
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Table P-1: Recommended Crosswalk Type
Crosswalk
Type Example Recommended Application
Marked -
Continental
“Continental” striping is
recommended across arterials,
collectors, school drives, and
residential streets within school
zones.
Marked -
Standard
“Standard” striping is
recommended across local and
residential streets.
Marked &
Signed
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.
Stamped
Asphalt or
Stamped
Concrete
Roundabouts, Town Square, S.H.
114 intersections, and selected
intersections along Southlake
Boulevard (as recommended in the
Urban Design Study).
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Table P-1: Recommended Crosswalk Type
Crosswalk
Type Example Recommended Application
Active
Warning
Beacon
Midblock locations, particularly in
or near school zones. Active
warning beacons should be used in
conjunction with “continental”
striping.
Traffic Signal
Intersections
At intersecting collector and
arterial intersections, push-button
activated pedestrian signals are
recommended.
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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) which
serves as the blueprint for plan implementation.
PRIORITIZATION SCHEDULE
The Summary of All Mobility Plan Recommendations is 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 the Comprehensive Plan. Annually, as part of the
City’s budget process, city staff analyzes the adopted master plan elements 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 list of mobility
recommendations 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.
All recommendations are subject to available funding during the given budget year and will be placed on the
Capital Improvements Program (CIP) accordingly.
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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 B
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.
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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.
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APPENDIX B
South Village Center Drive Guidelines
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APPENDIX C
Summary of all Mobility Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Responsible
Department
MT3
Continental Blvd and S Peytonville
Ave Roundabout
Traffic increases in the vicinity of
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.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT7
Kirkwood Blvd, Extension from
Dove to Highland
Kirkwood is disconnected between
Dove and Highland.
While the majority of the
roadway is anticipated to be
constructed along with
development, participate in
the extension of Kirkwood
from Dove to Highland as
appropriate.
Dependent upon development
and as needs are determined,
consider public participation in
the extension of Kirkwood from
Dove to Highland.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT9
N White Chapel Blvd, SH 114 to
Dove Rd
Traffic volumes along N White
Chapel Blvd between SH 114 and
Dove are anticipated to increase as
Carillon builds out and the property
between N White Chapel Blvd and
SH 114 develops.
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.
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
project will be driven by
development.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT14
Brumlow widening from
Continental to SH 26
Properties adjacent to Brumlow are
mostly undeveloped or
underdeveloped. Traffic volumes
are anticipated to increase with the
opening of the Municipal Service
Center and as adjacent properties
develop.
Widen this section of
Brumlow to its ultimate 4
lane divided cross section.
Complete construction of the
Brumlow widening from
Continental to SH 26.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
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Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Responsible
Department
MT15
N Kimball Ave and E Dove Rd
Intersection Improvements
Traffic congestion is increasingly
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.
Construct intersection
improvements at the
intersection of N Kimball and
Dove.
Complete construction of the N
Kimball/Dove intersection
improvements. Handled by
Grapevine per interlocal
agreement.
Mobility,
Infrastructure,
C1, C2, CBO5
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT17
S Village Center Dr Connector
Traffic volumes are anticipated to
increase along FM 1709 as
development occurs. Stacking
along Kimball creates congestion
during peak times for school drop-
off/pick-up.
Acquire, design, and
construct Village Center
Drive from Kimball to Nolen.
Complete construction of the
Village Center extension from
Kimball to Nolen. This project
will be driven by development.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT19
Bank St Connector
There is no westbound FM 1709
access from Nolen Street. An
alternate route is necessary to
provide access.
Design and construct a
roadway connector parallel
to FM 1709 to preserve
access to commercial
businesses.
Complete construction of the
Bank Street connector.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT20
FM 1709 and Pearson
Improvements
LOS anticipated to be reduced with
continued development along FM
1709 and Pearson Lane.
Design and construct
intersection improvements
at FM 1709/Pearson in
partnership with Keller.
Work with Keller to complete
construction of safety and
mobility improvements at FM
1709/Pearson.
Mobility,
Infrastructure,
C1, C2, CBO4,
CBO5
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT21
N Carroll Ave widening from SH
114 to Dove Rd
The level of service is expected to
decrease as Carillon and other
properties adjacent to N. Carroll
Avenue continue to develop.
Consider the widening of N.
Carroll Ave. from SH 114 to
Dove Rd as traffic counts and
level of service warrant.
Complete the widening and
improvements of N. Carroll
Avenue. This may occur in
phases.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT22
FM 1709 Flyover
The level of service has dropped in
the past but may have improved
with the DFW Connector Project
from the westbound frontage road
of S.H. 114.
Consider the construction of
the FM 1709 Flyover if the
level of service and traffic
counts warrant.
Complete the construction of
the flyover onto westbound FM
1709.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 70
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Responsible
Department
MT25
FM 1938 and W Continental
Intersection Improvements
Increased traffic volumes on FM
1938, connecting to SH 114 and
Continental Blvd.
Design and construct
intersection improvements
at FM 1938 and W
Continental.
Complete construction of
intersection improvements at
FM 1938/W Continental.
Mobility,
Infrastructure,
C1, C2, CB04
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT26
Dove and Kirkwood Intersection
Improvements
Traffic volumes will increase as
property to the south develops and
the intersection is built for the
continuous connection of
Kirkwood.
Design and construct
intersection of Dove and
Kirkwood.
Complete construction of
intersection improvements at
Dove/Kirkwood.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT30
Kimball and Kirkwood Traffic
Management Study
Increased traffic volumes as
properties adjacent to SH 114 and
Kimball Ave develop.
Consider options for traffic
management at the
intersection of Kirkwood and
N Kimball.
Conduct a study of the N
Kimball/Kirkwood intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT33
Kimball and Village Center Traffic
Management Study
Traffic volumes will increase as the
properties located along S Kimball
Ave develop and create congestion
during peak times and during
school operations on the west side
of S Kimball.
Consider signalization or
other traffic management
devices at the intersection of
S Kimball and the Village
Center Drive extension.
Conduct a study of the S
Kimball/Village Center
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT36
Pedestrian Safety and Vehicle
Speeds
Current speeds along may rights-of-
way are higher than appropriate for
the designated classification. High
speeds create safety concerns,
especially for locations highly
trafficked by pedestrians.
Continue to work with DPS
to determine locations
where speeding is high and
to assess existing speed
limits.
Assess existing speed limits and
modify them where appropriate.
Encourage speed-appropriate
designs in new ROW
construction through the review
process.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options,
Pedestrian
Design
3.1,
3.3,
3.5, 3.9
PDS, PW,
DPS
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 71
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Responsible
Department
MT39
Property Access Management
The city’s current Driveway
Ordinance is out of date and does
not adequately meet needs for
access management.
Develop a new Driveway
Ordinance reflecting current
best practices to ensure
proper access to new
development.
Adopt a new Driveway
Ordinance.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PDS, PW
MT42
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.
Install deceleration lanes on
Southlake Blvd at Southridge
Lakes Pkwy and Byron
Nelson Blvd.
Construct decelerations lanes at
the intersections of Southlake
Blvd (FM 1709) and Southridge
Lakes Pkwy and Byron Nelson
Blvd. Project is under design.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
PW
MT44
Electric Vehicle Recharge Stations
As electric vehicles become more
popular, demand for charging
stations within Southlake will
continue to increase.
Continue to explore
opportunities for electric
vehicle recharge stations in
public and private
development where
appropriate.
Continue to explore
opportunities for electric vehicle
recharge stations in public and
private development where
appropriate.
Mobility, B6 Efficient
Mobility
Options
6.2,
7.3, 7.6
PDS
MT46
SH 114 Improvements – Frontage
Road between Dove and W
Kirkwood/Intersection
Improvements and signalization at
SH114/Kirkwood
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.
Design and engineering and
the installation of traffic
signals at the SH 114 and W.
Kirkwood intersection have
been completed.
Complete construction of
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.
Design and engineering and the
installation of traffic signals at
the SH 114 and W. Kirkwood
intersection have been
completed.
Complete construction of the
frontage road and remaining
intersection improvements.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1,
3.6,
3.8,
3.10
6.1
PW
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 72
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Responsible
Department
MT51
Shady Oaks/Highland Intersection
Improvements
Increased traffic has reduced the
level of service of the Shady
Oaks/Highland intersection.
Evaluate intersection
improvement options and
implement recommended
improvements if determined
necessary.
Evaluate the final analysis of
improvement options and
include incorporation of
feedback from Coventry Manor
HOA representatives. Construct
intersection improvements only
if determined necessary.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1,
3.6,
3.8,
3.10
6.1
PW
MT52
In Conjunction 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 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.
Conduct a study to
determine cost and
construction feasibility.
Based on study findings – create
a CIP project request and project
timeline for the implementation
of the project.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1,
3.6,
3.8,
3.10
6.1
PW
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 73
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 74
Bicycle Facility Plan Recommendations
Roadway Description Recommendation
1. W. Bob Jones Road Between T.W. King and N. White Chapel Signed Route
2. T.W. King Road Between Kirkwood and W. Bob Jones Signed Route
3. Dove Road Between Westlake city limits and Grapevine city limits Signed Route (Existing)*
4. Carroll Avenue Between Continental and Burney Lane Signed Route (Existing)*
5. Burney Lane Between Carroll and Midway Drive Signed Route
6. Midway Drive Between Burney Lane and Grapevine city limits Signed Route
7. Continental Boulevard/ Union Church Between Pearson and Kimball Signed Route (Existing)*
8. Brumlow Avenue Between Continental and S.H. 26 Signed Route (Existing)*
9. Peytonville Avenue Between Continental and Dove Signed Route (Existing)*
10. Randol Mill Avenue (F.M. 1938) Between Florence and Westlake city limits Signed Route (Existing)*
11. Florence Road Between F.M. 1938 and Pearson Signed Route
12. Pearson Lane Between Union Church and Florence Signed Route
13. White Chapel Boulevard Between Continental and northern roadway terminus Signed Route (Existing)*
14. Brumlow Avenue Between Continental and S.H. 26 Dedicated Bike Lane
15. Kirkwood Boulevard Between Kimball and S.H. 114 Signed Route**
*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)
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 75
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 76
Master Pathways Plan (Sidewalk Construction Priority List)
ID Primary
Street/Location Description Issues/Comments Length & Estimated
Cost Strategic Link VGO
7* Union Church –
north side
North side connecting dead ends
from 2651 Union Church Road to
Venice Avenue (Siena Addition).
Existing fence is outside of property line. Heavy tree
clearing needed.
374 LF
$39,000
Mobility,
Infrastructure, C2
3.1 &
3.3
7* Union Church –
north side
North side from Chesapeake Park
sidewalk to Watermere property. Trees; utilities. 859 LF
$77,000
Mobility,
Infrastructure, C2
3.1 &
3.3
7* Union Church –
north side
North side from Watermere to
Venice Avenue (Siena Addition). ROW/Easement issues. 416 LF
$62,000
Mobility,
Infrastructure, C2
3.1 &
3.3
7* Union Church –
north side
North side from existing sidewalk
adjacent to Siena Addition to Davis
Boulevard.
Requires pedestrian bridge to be designed by
engineer.
570 LF
$278,000
Mobility,
Infrastructure, C2
3.1 &
3.3
58 Silicon Drive – east
side
East side from 500 S. Nolen Drive
to Exchange Boulevard. 460 LF
$42,000
Mobility,
Infrastructure, C2
3.1 &
3.3
304 South Peytonville
Avenue
From Boardwalk to Elks Lane –
connect gap to west side.
Would need to take down wall; heavy tree clearing
needed.
860 LF
$80,000
Mobility,
Infrastructure, C2
3.1 &
3.3
308 South Nolen Drive –
west side
West side from Exchange
Boulevard north to connect to
existing sidewalk.
Existing landscaping. 439 LF
$40,000
Mobility,
Infrastructure, C2
3.1 &
3.3
466
South White Chapel
Boulevard – east
side
East side, from Big Bear Creek
bridge (Colleyville) to the offices at
1211 S. White Chapel Boulevard.
Existing landscaping; trees. Will provide a
connection to Colleyville’s sidewalk network.
2150 LF
$125,000
Mobility,
Infrastructure, C2
3.1 &
3.3
470 Davis Boulevard –
east side
East side missing gaps near Sunset
Way.
Slope is a little steep in this location. South end ties
into a sidewalk with concrete slope.
350 LF
$19,000
Mobility,
Infrastructure, C2
3.1 &
3.3
482 Sunrise Ranch Road
Connect The Cliffs Park sidewalk to
neighborhood sidewalk at 3611
Sunrise Ranch Road.
Recommendation from the Parks, Recreation, and
Open Space Master Plan.
140 LF
$8,000
Mobility,
Infrastructure, C2
3.1 &
3.3
483* Byron Nelson
Parkway – west side
Gap along the west side of Byron
Nelson Parkway, south of F.M.
1709.
Existing landscaping. 100 LF
$6,000
Mobility,
Infrastructure, C2
3.1 &
3.3
486 S.H. 114 Frontage
Road - westbound
Westbound frontage road gaps
west and east of Kimball Avenue
from 2000 E. S.H. 114 to 2540 E.
S.H. 114.
Requires coordination with TXDOT and utility
companies. Will need to rebuild ramps and relocate
traffic signal poles.
2100 LF
$210,000
Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 77
Master Pathways Plan (Sidewalk Construction Priority List)
ID Primary
Street/Location Description Issues/Comments Length & Estimated
Cost Strategic Link VGO
491 East Dove Road –
north side
North side from sidewalk terminus
west of Lonesome Dove (1497 East
Dove Road) to North Kimball
Avenue.
ROW, drainage, trees, utility relocation.
Construction is dependent on the right of way
acquisition and funding availability.
4080 LF
$1,200,000
Mobility,
Infrastructure, C2
3.1 &
3.3
492 East Highland Street
– south side
South side from the Carroll Middle
School driveway to 2149 East
Highland Street.
ROW, drainage, trees. 1220 LF
$163,000
Mobility,
Infrastructure, C2
3.1 &
3.3
21* Crooked Lane –
west side
West side from Brookshire Drive
to Southlake Sports Complex. Chain link fence may need to be moved back. 420 LF
$39,000
Mobility,
Infrastructure, C2
3.1 &
3.3
70* Pearson Lane – east
side
East side of Pearson Lane adjacent
to 101 North Pearson Lane;
includes entrance to Chesapeake
Place adjacent to Pearson Lane.
Ditch would conflict with beginning of sidewalk. 540 LF
$51,000
Mobility,
Infrastructure, C2
3.1 &
3.3
71* Chesapeake Lane –
south side
Entrance to Chesapeake Place
adjacent to Pearson Lane 50 LF
$6,000
Mobility,
Infrastructure, C2
3.1 &
3.3
76a*
Continental
Boulevard – north
side
North side from Davis Boulevard
to existing sidewalk adjacent to
Woodbury subdivision.
638 LF
$58,000
Mobility,
Infrastructure, C2
3.1 &
3.3
86* Crooked Lane –
west side
West side of Crooked Lane
adjacent to Southlake Sports
Complex to East Continental
Boulevard.
1171 LF
$77,000
Mobility,
Infrastructure, C2
3.1 &
3.3
88 Parkwood Drive –
north/east side
From Byron Nelson Parkway to
F.M. 1709.
Existing road is split into two independent sections.
Would need to relocate railing within the cul-de-sac
to make room for the sidewalk.
1575 LF
$124,000
Mobility,
Infrastructure, C2
3.1 &
3.3
93 Johnson Road –
north side
North side from Johnson Place
Estates to Randol Mill Avenue.
Requires sidewalk easement. Relocate fencing
behind proposed sidewalk.
548 LF
$56,000
Mobility,
Infrastructure, C2
3.1 &
3.3
98* Turnberry Lane –
north
North side of Turnberry Lane from
Shady Oaks Drive to existing
sidewalk east of Suffolk Court.
660 LF
$39,000
Mobility,
Infrastructure, C2
3.1 &
3.3
101 Oak Pointe Lane –
north
North side from Ridgecrest Drive
to existing sidewalk on Oak Pointe
Lane.
170 LF
$12,000
Mobility,
Infrastructure, C2
3.1 &
3.3
155* East Dove Street –
south side
South side from Winfield Estates
to Estes Park. ROW, drainage, trees. 977 LF
$80,000
Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 78
Master Pathways Plan (Sidewalk Construction Priority List)
ID Primary
Street/Location Description Issues/Comments Length & Estimated
Cost Strategic Link VGO
306
North White Chapel
Boulevard – west
side
On the west side of North White
Chapel Boulevard from the
existing crosswalk south of
Wingate Lane to the existing
sidewalk on The Cliffs Park
property.
To be included with the bridge project on North
White Chapel Boulevard.
2443 LF
$150,000
Mobility,
Infrastructure, C2
3.1 &
3.3
469 Davis Boulevard –
east side
East side from West Continental
Boulevard to 855 Davis Boulevard.
The north end of the segment will tie into existing
sidewalk with a concrete slope. This area is steep
and may require engineering design for drainage and
grading.
1010 LF
$91,000
Mobility,
Infrastructure, C2
3.1 &
3.3
474 South Kimball
Avenue – east side
East side from the terminus at 165
S. Kimball Avenue to F.M. 1709.
Sidewalk location is near a retaining wall. There is a
steep cross slope and may require additional
retaining wall.
590 LF
$46,000
Mobility,
Infrastructure, C2
3.1 &
3.3
476a Shady Oaks Drive –
west side
West side from 300 Shady Oaks
Drive to Love Henry Court. Requires engineering design due to drainage pattern. 1810 LF
$165,000
Mobility,
Infrastructure, C2
3.1 &
3.3
481 S.H. 114 Frontage
Road – westbound
Westbound frontage road from
North Carroll Avenue to 1110 E.
S.H. 114.
Requires coordination with TXDOT and utility
companies. Will need to rebuild ramp and relocate
traffic signal pole.
440 LF
$52,000
Mobility,
Infrastructure, C2
3.1 &
3.3
493 North Carroll
Avenue – east side
East side between S.H. 114 and
Johnson Elementary School. ROW, grading/drainage. 1100 LF
$165,000
Mobility,
Infrastructure, C2
3.1 &
3.3
494 Randol Mill – east
side
East side of Randol Mill from
Morgan Road to the city limits.
Design and construction are dependent on
coordination with the Town of Westlake. Southlake
must either have permission to construct the
sidewalk along Randol Mill Avenue within the Town
of Westlake or Westlake must have built a sidewalk
from Dove Street to the Southlake city limits.
Further, construction is dependent on right of way
acquisition and funding availability.
2400 LF
$650,000
Mobility,
Infrastructure, C2
3.1 &
3.3
15 South Kimball
Avenue – north side
From existing sidewalk east of
Silicon Drive to Cotton Belt
Railroad.
Trees, signs, easement/ROW. 1151 LF
$77,000
Mobility,
Infrastructure, C2
3.1 &
3.3
28 North Carroll
Avenue – west side
From Southcrest Court to F.M.
1709. ROW; grade; potential retaining wall needed. 2250 LF
$166,000
Mobility,
Infrastructure, C2
3.1 &
3.3
32 Southridge Lakes
Parkway – east side
From existing sidewalk north of
Southlake Boulevard to Sabine
Court
Trees; may require easements/HOA approval;
segment not critical due to presence of slip streets 428 LF Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 79
Master Pathways Plan (Sidewalk Construction Priority List)
ID Primary
Street/Location Description Issues/Comments Length & Estimated
Cost Strategic Link VGO
33 Southridge Lakes
Parkway – east side From Sabine Court to Brazos Drive Trees; may require easements/HOA approval;
segment not critical due to presence of slip streets 647 LF Mobility,
Infrastructure, C2
3.1 &
3.3
34 Southridge Lakes
Parkway – east side
East side from Brazos Drive to
Crockett Court
Trees; may require easements/HOA approval;
segment not critical due to presence of slip streets
352 LF
$25,000
Mobility,
Infrastructure, C2
3.1 &
3.3
39 Kirkwood Boulevard
– east side
East side from Tyler Street to the
private drive. 2295 LF
$133,000
Mobility,
Infrastructure, C2
3.1 &
3.3
41 Kirkwood Boulevard
– east/north side
From private drive to existing
sidewalk east of TW King Road. Easement/ROW. 1862 LF
$112,000
Mobility,
Infrastructure, C2
3.1 &
3.3
68 Pearson Lane – east
side Adjacent to 3255 Jordan Drive 536 LF
$36,000
Mobility,
Infrastructure, C2
3.1 &
3.3
79 T W King – east side
From Kirkwood Boulevard to
existing sidewalk adjacent to The
Cliffs subdivision
Grading. 2041 LF
$143,000
Mobility,
Infrastructure, C2
3.1 &
3.3
92 Johnson Road -
north side
From Trailhead Addition to
Johnson Place Estates
Bar ditch, trees, drainage, ROW. Will require
pedestrian bridge to be designed by an engineer.
624 LF
$294,000
Mobility,
Infrastructure, C2
3.1 &
3.3
115 Southridge Lakes
Parkway – east side
From Brazos Drive to Crockett
Court. 1028 LF
$63,000
Mobility,
Infrastructure, C2
3.1 &
3.3
144,
154
East Dove Street –
south side
From White Chapel Boulevard to
Estes Park. Would require multiple pedestrian bridges. 2007 LF
$693,000
Mobility,
Infrastructure, C2
3.1 &
3.3
153* West Highland
Street – north side
North side from Shady Oaks Drive
to White Chapel Boulevard Pedestrian bridge to be designed by engineer. 1880 LF
$459,000
Mobility,
Infrastructure, C2
3.1 &
3.3
204* North Peytonville
Avenue – east side
East side from Raven Bend Court
to West Dove Road. ROW; Heavy tree removal. 4760 LF
$356,000
Mobility,
Infrastructure, C2
3.1 &
3.3
205* Brumlow Avenue –
west side
From existing sidewalk adjacent to
Timarron to existing sidewalk
north of S.H. 26.
ROW, trees; also proposed sidewalk is within a ditch
and fencing would need to be relocated.
2227 LF
$176,000
Mobility,
Infrastructure, C2
3.1 &
3.3
206* Shady Oaks – east
side
East side from West Highland to
Love Henry Court. Heavy tree removal. 3150 LF
$271,000
Mobility,
Infrastructure, C2
3.1 &
3.3
303 South Kimball
Avenue – south side
South side from Continental
Boulevard to railroad/city limit. Easement/ROW. 990 LF
$61,000
Mobility,
Infrastructure, C2
3.1 &
3.3
304 South Peytonville
Avenue
From Boardwalk to Elks Lane –
connect gap to west side.
Would need to take down wall; heavy tree clearing
needed.
860 LF
$80,000
Mobility,
Infrastructure, C2
3.1 &
3.3
305
North White Chapel
Boulevard – east
side
East side from Southlake
Boulevard to Emerald Boulevard. To be built with widening. 948 LF
$62,000
Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 80
Master Pathways Plan (Sidewalk Construction Priority List)
ID Primary
Street/Location Description Issues/Comments Length & Estimated
Cost Strategic Link VGO
399 East Dove Road –
north side
North side from S.H. 114 to French
Circle 1593 LF
$159,000
Mobility,
Infrastructure, C2
3.1 &
3.3
467
East Continental
Boulevard – north
side
North side from Byron Nelson
Parkway to terminus near Sarah
Park Trail.
ROW; would require a bridge over the creek. 1680 LF
$333,000
Mobility,
Infrastructure, C2
3.1 &
3.3
468
East Continental
Boulevard – south
side
South side from sidewalk terminus
(near Tealwood) to Majestic Dance
Academy.
ROW; not much room for sidewalk with bar ditch,
utility poles, and fences.
3080 LF
$475,000
Mobility,
Infrastructure, C2
3.1 &
3.3
469 Davis Boulevard –
east side
East side from West Continental
Boulevard to 855 Davis Boulevard.
The north end of the segment will tie into existing
sidewalk with a concrete slope. This area is steep
and may require engineering design for drainage and
grading.
1010 LF
$91,000
Mobility,
Infrastructure, C2
3.1 &
3.3
471 S.H. 114 Frontage
Road – eastbound
Eastbound frontage road between
North Kimball Avenue and F.M.
1709
Requires coordination with TXDOT and utility
companies. Will need to rebuild ramps and relocate
traffic signal poles.
4720 LF
$338,000
Mobility,
Infrastructure, C2
3.1 &
3.3
472 South Kimball
Avenue – east side
East side from 405 South Kimball
Avenue to 175 South Kimball
Avenue.
Sidewalk location is near a retaining wall and there is
an inlet between the back of curb and the wall.
370 LF
$20,000
Mobility,
Infrastructure, C2
3.1 &
3.3
473 South Kimball
Avenue – east side
East side from Crooked Lane to
terminus at Christ Our King
Church.
Segment crosses rock rip rap near an open back curb
inlet.
940 LF
$81,000
Mobility,
Infrastructure, C2
3.1 &
3.3
475
North Kimball
Avenue – west and
east side
West and east side from F.M. 1709
to eastbound S.H. 114 Frontage
Road.
Easement/ROW. 1480 LF
$108,000
Mobility,
Infrastructure, C2
3.1 &
3.3
476b Shady Oaks Drive –
east side
East side from Bicentennial Park
terminus to Love Henry Court. Requires engineering design due to drainage pattern.
1810 LF
$165,000 (for both
476a and 476b)
Mobility,
Infrastructure, C2
3.1 &
3.3
477 Nolen Drive – east
side
East side from the terminus at 315
South Nolen Drive to F.M. 1709. 580 LF
$45,000
Mobility,
Infrastructure, C2
3.1 &
3.3
479 S.H. 114 Frontage
Road – westbound
Westbound frontage road at 500
E. S.H. 114. A pedestrian bridge will be required. 160 LF
$249,000
Mobility,
Infrastructure, C2
3.1 &
3.3
480 North Carroll
Avenue – west side
West side from Primrose Lane to
Del Mar Drive. Easement/ROW. 220 LF
$19,000
Mobility,
Infrastructure, C2
3.1 &
3.3
487 North Carroll
Avenue – west side
South of Winfield Court; 2110
North Carroll Avenue. Easement/ROW; fence relocation will be necessary. 200 LF
$24,000
Mobility,
Infrastructure, C2
3.1 &
3.3
490 East Highland –
south side
North White Chapel Boulevard to
170’ west of Imperial Avenue.
Will require relocation of utilities due to limited
ROW.
1300 LF
$131,000
Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 81
Master Pathways Plan (Sidewalk Construction Priority List)
ID Primary
Street/Location Description Issues/Comments Length & Estimated
Cost Strategic Link VGO
X
North White Chapel
Boulevard – east
side
East side from Kirkwood Boulevard
to Brentwood Circle. 685 LF
$61,000
Mobility,
Infrastructure, C2
3.1 &
3.3
491 East Dove Road –
north side
North side from sidewalk terminus
west of Lonesome Dove (1497 East
Dove Road) to North Kimball
Avenue.
ROW, drainage, trees, utility relocation. 4080 LF
$360,000
Mobility,
Infrastructure, C2
3.1 &
3.3
492 East Highland Street
– south side
South side from the Carroll Middle
School driveway to 2149 East
Highland Street.
ROW, drainage, trees. 1220 LF
$163,000
Mobility,
Infrastructure, C2
3.1 &
3.3
*Segment identified for potential inclusion in a planned CIP project in the vicinity if funding and site conditions allow.
Master Pathways Plan (Sidewalk Construction Priority List)
TXDOT Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
141
West Southlake
Boulevard – south
side
South side at the 2500 block
of West Southlake Boulevard
(The Hills Church of Christ).
Requires engineering design due to drainage
pattern. The driveway for the church will need to be
redone.
450 LF
$63,000 Mobility, Infrastructure, C2 3.1 &
3.3
301
East Southlake
Boulevard – south
side
South side of East Southlake
Boulevard, west of Central
Avenue; connecting existing
sidewalk to crosswalk at
Central Avenue.
Steep grade change. 130 LF
$10,000 Mobility, Infrastructure, C2 3.1 &
3.3
488
East Southlake
Boulevard – south
side
South side from 2821 East
Southlake Boulevard to 2905
East Southlake Boulevard
(QuikTrip).
Grading; utilities. 290 LF
$23,000 Mobility, Infrastructure, C2 3.1 &
3.3
489
East Southlake
Boulevard – north
side
North side between 200 East
Southlake Boulevard and 140
East Southlake Boulevard
(CVS Pharmacy).
Grading; utilities. 180 LF
$17,000 Mobility, Infrastructure, C2 3.1 &
3.3
*To be completed by TXDOT as part of TXDOT’s F.M. 1709 Pedestrian Improvements Project.
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 82
Master Pathways Plan (Sidewalk Construction Priority List)
Neighborhood Sidewalk Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
0 Royal Lane – east
side
East side of intersection of
Johnson Road Steep grade. 41 LF
$5,000 Mobility, Infrastructure, C2 3.1 &
3.3
2 Village Green Drive
– west side
West side from Continental
Boulevard to Amesbury
Court.
ROW/Easement; would need to take down an HOA
entry wall.
91 LF
$14,000 Mobility, Infrastructure, C2 3.1 &
3.3
6
Deer Hollow
Boulevard – west
side
West side from West
Continental Boulevard north
to parking lot on Southlake
Woods HOA lot.
ROW/Easement. 96 LF
$8,000 Mobility, Infrastructure, C2 3.1 &
3.3
18 Morningside Drive
– west side
West side from Merlot Drive
to Rainbow Street. ROW/Easement. 930 LF
$111,000 Mobility, Infrastructure, C2 3.1 &
3.3
19
Fontaine
Drive/Lorraine
Drive/Versailles
Drive
From Merlot Drive to South
Carroll Avenue. ROW/Easement. 797 LF
$90,000 Mobility, Infrastructure, C2 3.1 &
3.3
20 Nettleton Drive –
north side
North side from Byron
Nelson Parkway to Inwood
Drive.
HOA landscaping. 585 LF
$75,000 Mobility, Infrastructure, C2 3.1 &
3.3
22 Warwick Way –
south side
South side from Montgomery
Lane to Brumlow Avenue. ROW/Easement. 150 LF
$11,000 Mobility, Infrastructure, C2 3.1 &
3.3
23 Foxborough Lane –
west side
West side from existing
sidewalk along Gateshead
Court to East Southlake
Boulevard.
ROW/Easement. 435 LF
$27,000 Mobility, Infrastructure, C2 3.1 &
3.3
26 Southcrest Court –
north side
North side from Southbend
Trail to North Carroll Avenue. ROW/Easement; retaining walls and large trees. 385 LF
$24,000 Mobility, Infrastructure, C2 3.1 &
3.3
27 Southcrest Court –
south side
South side from Southbend
Trail to North Caroll Avenue. ROW/Easement; retaining walls and large trees. 390 LF
$28,000 Mobility, Infrastructure, C2 3.1 &
3.3
56 Ascot Drive – north
side
North side from North White
Chapel Boulevard to Saratoga
Drive.
727 LF
$92,000 Mobility, Infrastructure, C2 3.1 &
3.3
57 East Chapel Downs
Drive – north side
North side from North White
Chapel Boulevard to end of
street.
ROW/Easement. 1651 LF
$172,000 Mobility, Infrastructure, C2 3.1 &
3.3
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 83
Master Pathways Plan (Sidewalk Construction Priority List)
Neighborhood Sidewalk Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
61 Stonebury Court –
north side
North side from South
Peytonville Avenue to
existing sidewalk along Indian
Paintbrush Way.
Potential retaining wall. 175 LF
$22,000 Mobility, Infrastructure, C2 3.1 &
3.3
65 Meadowlark Lane –
west side
West side from existing
sidewalk along Meadowlark
Lane to West Southlake
Boulevard.
ROW/Easement. 78 LF
$13,000 Mobility, Infrastructure, C2 3.1 &
3.3
66 Jordan Drive and
Harrell Drive
From North Pearson Lane to
Johnson Road. ROW/Easement. 1796 LF
$135,000 Mobility, Infrastructure, C2 3.1 &
3.3
67 Gray Lane From North Pearson Lane to
Harrell Drive. ROW/Easement. 879 LF
$74,000 Mobility, Infrastructure, C2 3.1 &
3.3
72
Connector from
Stone Lakes to
Monticello
Estates/Timber
Lake
Across Stone Lakes property
from existing sidewalk along
Stratford Drive to existing
trail on Monticello Estates
HOA property.
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.
533 LF
$287,000 Mobility, Infrastructure, C2 3.1 &
3.3
74 Vermilion Court
From Royal & Annie Smith
Park to West Southlake
Boulevard.
ROW/Easement. 1088 LF
$106,000 Mobility, Infrastructure, C2 3.1 &
3.3
131 Trailhead/Johnson
Place connection
From Gallant Court (Trailhead
Addition) to Johnson Place
Park.
Easement required. Located within Trailhead HOA
property. Within Flood Hazard Area Zone X; would
require culvert with headwall.
118 LF
$7,000 Mobility, Infrastructure, C2 3.1 &
3.3
*See Neighborhood Sidewalk Matching Funds Program.
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 84
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 85
Active Transportation and Crosswalk Policy Recommendations
# Recommendation Department
Responsible Strategic Link VGO
AT2 Continue education outreach efforts to improve safety for
motorists, pedestrians, and bicyclists. DPS, PDS, PW Safety & Security, Mobility;
C1, C2 3.1, 5.8
AT3 Continue to conduct pedestrian safety walk-throughs in Town
Square prior to any festival or special events in Town Square. PW, PDS, ED Safety & Security; Mobility;
C1, C2 3.1
AT4 On an annual basis, review the sidewalk priority list and prioritize
sidewalk construction. PDS, PW Mobility, Infrastructure; C2 3.1
AT5 Identify bicycle routes that may require additional signs. PW, PDS
Mobility, Infrastructure,
Performance Management &
Service Delivery; C2, B5, B6
3.1
AT6 Explore options for encouraging bike rack installation at local
businesses. PDS, ED Mobility, Partnerships &
Volunteerism; C2, C5, B2 9.1, 9.3
AT7 Conduct bicycle and pedestrian counts. Consider utilizing Strava
Metro for tracking biking, walking, hiking, and running trips. PW, PDS Mobility; C2 3.1
AT8
Consider the addition of a grant writer/sidewalk coordinator
position for grant writing, coordinating sidewalk and trail
construction between departments and between public and private
development projects, and managing bicycle/pedestrian
educational outreach.
TBD
Mobility; Performance
Management & Service
Delivery; C1, C6
3.1, 5.8
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 COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 86
Recommendation Department
Responsible Strategic Link VGO
AT10 Continue a regular maintenance schedule for crosswalks, specifying
more frequent maintenance of crosswalks near schools. PW, PDS
Safety & Security, Mobility,
Infrastructure,
Performance Management
& Service Delivery; C1, C2,
B5, B6
3.1
AT11
Implement the recommended crosswalk types (Table P-1 in
Mobility Master Plan pg. 56) whenever new crosswalks are installed
or existing crosswalks are re-striped.
PW Safety & Security, Mobility,
Infrastructure; C1, C2 3.1
AT14 Continue participating in the Bicycle Pedestrian Advisory
Committee through the NCTCOG. PDS, CS, PW Partnerships &
Volunteerism; C5 9.1
AT15
As the City designs, constructs or provides maintenance on City
roads, consider opportunities to incorporate bicycle signage in a
manner that provides linkages to bicycle facilities in neighboring
cities.
PW
Quality Development,
Mobility, Infrastructure;
C2, C3
1.2, 3.7
AT16 Consider citywide participation in Bike (Safety) Month (May). PDS, CS, ED, DPS
Mobility, Safety & Security,
Partnerships &
Volunteerism; C1, C3, C5,
C6,
3.7, 5.8, 9.1
AT17 Host a Bicycle Safety Forum. PDS, PW, DPS
Mobility, Safety & Security,
Partnerships &
Volunteerism; C1, C5, C6,
B2
3.7, 5.8, 9.1
AT18 Upon bike signage implementation, develop bicycle-related Story
Maps. PDS, PW, ED
Mobility, Partnerships &
Volunteerism,
Performance Management
& Service Delivery; C2, B2,
B6
3.7, 9.3
[SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan
Ordinance No. 1075-D, Adopted December 5, 2023 [SOUTHLAKE COMPREHENSIVE PLAN] 87
AT19 Pursue grant funding opportunities for projects related to bicycle
safety. PDS, DPS, PW
Mobility, Safety & Security,
Performance Management
& Service Delivery; C1, B4,
F1
3.7, 5.8
AT21
Once Brumlow Avenue is widened, promote the linkage from
Southlake to the Cotton Belt Trail. Include the linkage along Kimball
Avenue.
PDS, PW
Mobility, Safety & Security,
Performance Management
& Service Delivery; C2, C3,
B6
3.4
AT22 Consider designing, installing and/or constructing any future bike
facilities according to AASHTO / NACTO guidelines. PW
Quality Development,
Mobility, Infrastructure;
C1, B1, F2
1.2, 3.7, 10.6
AT23 Explore opportunities to implement new technology and
improvements that promote bicycle and pedestrian safety. PW, PDS
Quality Development,
Mobility, Infrastructure,
Safety & Security; C1, C2,
B6, F2
1.2, 3.2, 10.6
AT24 Research and consider pursuing Bicycle Friendly Community status
through the League of American Bicyclists. PDS, CS Quality Development; B1 1.2
AT26 In coordination with local schools, update the City’s Safe Routes to
Schools Plan. PDS
Mobility, Safety & Security,
Partnerships &
Volunteerism; C1, C2, C5
3.1, 3.2, 3.3, 3.6,
3.8, 9.2
PUBLISH FRIDAY, OCTOBER 6, 2023
FORT WORTH STAR-TELEGRAM
PUBLIC HEARING NOTICE
CITY OF SOUTHLAKE, TEXAS
Notice is hereby given to all interested persons that the City of Southlake, Texas, will consider
the following items in the Council Chambers at Town Hall, 1400 Main Street, Southlake, Texas
for:
The Planning and Zoning Commission on Thursday, October 19, 2023, at 6:30 p.m. and the City
Council on Tuesday, December 5, 2023, at 5:30 p.m. will hold a public hearing and consider:
Ordinance No. 1075-D, Amendments to the City of Southlake Mobility Master Plan, an
element of the Southlake Comprehensive Plan.
All interested persons are urged to attend.
City of Southlake
Amy Shelley, TRMC
City Secretary
10/4/23, 4:03 PM
Adportal Self Service Advertising Confirmation
THANK YOU for your legal submission!
Your legal has been submitted for publication. Below is a confirmation of your legal placement. You
will also receive an email confirmation.
ORDER DETAILS
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Classification: Legals & Public Notices
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Final Cost: $59.36
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User ID: IPL0024584
ACCOUNT INFORMATION
CITY OF SOUTHLAKE IP
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SOUTHLAKE, TX 76092-7604
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PUBLIC HEADING NOTICE
CITY OF SOUTHLAKE, TEXAS
Notice is hereby given to all interest-
ed persons that the City of Southlake,
Texas, will consider the following items
in the Council Chambers at Town Hall,
1430 Main Street, Southlake, Texas
fo r:
The Planning and Zoning Commis-
sion on Thursday, October 19, 2023,
at 6:30 p.m. and the City Council on
Tuesday, December 5, 2323, at 5,30
p.m. will hold a public hearing and
consider:
Ordinance No. 1 D75-D, Amend-
ments to the City of Southlake
Mobility Master Plan, an element
of the Southlake Comprehensive Plan.
All interested persons are urged to
attend.
City of Southlake
Amy Shelley, TRMC
City Secretary
W00000000
Publication Dates
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