Item 5 - 2030 Mobility Master Plan
City of Southlake
Mobility Master Plan
An Element of the Southlake 2030 Comprehensive Plan
Adopted by Southlake City Council
Ordinance No. 1075
January 7, 2014
Prepared by
Planning & Development Services Department
and
Public Works Department
ACKNOWLEDGEMENTS
SOUTHLAKE CITY COUNCIL PLANNING & ZONING COMMISSION
John Terrell
Mayor Robert Hudson
Chairman
Brandon Bledsoe
Mayor Pro Tem, Place 3 D. Todd Parish
Vice Chairman
Pamela A. Muller
Deputy Mayor Pro Tem, Place 6 Michael Springer
Martin Schelling
Place 1 Michael Forman
Carolyn Morris
Place 2 Kate Smith
Randy Williamson
Place 4 Daniel Kubiak
Laura Hill
Place 5 Shawn McCaskill
CITY STAFF
Ken Baker, AICP
Senior Director of Planning & Development Services
Shana K. Yelverton
City Manager
Dennis Killough, AICP
Deputy Director of Planning & Development Services
Ben Thatcher
Assistant City Manager
Jennifer Crosby, AICP
Comprehensive Planner
Alison Ortowski
Assistant City Manager
Daniel Cortez, AICP
Principal Planner
Caroline Eckel, AICP
Assistant to the City Manager
Bob Price, P.E.
Director of Public Works
Kari Happold
Deputy Director of Community Services
Cheryl Taylor, P.E.
Deputy Director of Public Works - City Engineer
Steve Anderson, P.E.
Civil Engineer
SPECIAL THANKS TO
Sherry Berman
Parks & Recreation Board Secretary
Lori Palmer
Parks & Recreation Board Member
Reed Ballew
Carroll Independent School District Representative
Al Zito
Former City Council Member
Jeff Wang
Former City Council Member
Laird Fairchild
Former Planning & Zoning Commissioner
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 12
13 THOROUGHFARES
REGIONAL TRENDS 14
FUNCTIONAL ROADWAY CLASSIFICATIONS 15
STREET DESIGN STANDARDS 20
Exhibit 2: Master Thoroughfare Plan 27
INTERSECTION STUDIES 28
TRAFFIC CALMING MEASURES 29
STREET LIGHTING STANDARDS 33
ILLUMINATED STREET SIGNAGE 36
ACCESS MANAGEMENT 36
RIGHT OF WAY IMPROVEMENTS 37
THOROUGHFARE PLAN RECOMMENDATIONS 48
56 ACTIVE TRANSPORTATION
ACTIVE TRANSPORTATION PLANNING 56
HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE 56
REGIONAL PLANNING 57
MOVING FORWARD 58
BICYCLE FACILITIES 61
Exhibit 3: Bicycle Facility Master Plan 66
BICYCLE FACILITY MASTER PLAN RECOMMENDATIONS 67
SIDEWALK FACILITIES 68
Exhibit 4: Pathways Master Plan 71
SIDEWALK CONSTRUCTION PRIORTY LIST 72
ACTIVE TRANSPORTATION POLICY RECOMMENDATIONS 79
CROSSWALKS 80
CROSSWALK RECOMMENDATIONS 86
87 IMPLEMENTATION, PRIORITIZATION AND EVALUATION
PLAN IMPLEMENTATION 87
PRIORITIZATION SCHEDULE 87
88 APPENDIX A: Level of Service (LOS) Descriptions
90 APPENDIX B: Thoroughfare Plan Amendments
95 APPENDIX C: Summary of all Southlake 2030: Mobility Master
Plan Recommendations
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 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 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 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 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 3
The Strategic Management System guided the
development of the Southlake 2030 Plan Vision, Goals
and Objectives (VGO), which define a desired direction
for growth in the City. As such, all recommendations in
the Southlake 2030 Plan are tied to at least one Strategic
Focus Area from the Strategic Management System and
at least one objective from the adopted Southlake 2030
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 2030 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 2030 Plan, the City’s
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 Southlake 2030 Mobility Master Plan updates and consolidates three
documents from the Southlake 2025 Plan: the Sidewalk Plan, the Pathways
Plan, and the Mobility and Master Thoroughfare Plan. The Pathways Plan and
the Mobility and Master Thoroughfare Plan were adopted in 2005. The Sidewalk Plan was adopted in 2007.
Combining each of these elements will help the City achieve a more complete and comprehensive mobility
system, planning for all modes of transportation. In addition, the 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.
Citizen Survey
Strategic Management
System
•Focus Areas
•Corporate Objectives
Southlake 2030 Vision,
Goals, and Objectives
Plan Elements
•Mobility Master Plan
City Activities
•Capital Improvements Program
•Departmental Business Plans
•City Council and Board Decisions
Results
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 4
Exhibit 1
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 5
GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN
The Southlake 2030 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 2030 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, effici ent 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 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 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 3.5 Develop a program to encourage the dedication of easements for pathway construction in
accordance with the sidewalk priority plan and Capital Improvements Plan.
Objective 3.6 Identify and prioritize the funding and construction of mobility system capital improvements
projects according to the impacts on safety, system efficiency, costs, and maintaining
acceptable levels of service.
Objective 3.7 Increase safe bicycle mobility when reasonably possible.
Objective 3.8 Continue to promote a strong working relationship with the Texas Department of
Transportation to identify, design and implement projects that prevent or relieve congestion in
the area.
Objective 3.9 Continue to evaluate and improve upon the existing mobility system within the City,
maintaining existing infrastructure, making required improvements and evaluating innovative
ways to integrate transportation and land use.
Objective 3.10 Obtain adequate right-of-way for future roadway corridors and improvements.
Goal 5: Public Safety
Establish and maintain protective measures and policies that reduce danger, risk or injury to property and
individuals who live, work or visit the City.
Objective 5.3 Ensure compliance with the stated standard of response coverage and industry guidelines
through the provision of facilities, equipment, personnel and roadways.
Objective 5.6 Enhance and promote public safety through public-private partnerships and utilization and
training of volunteers.
Objective 5.8 Develop and implement safety education programs that enhance the quality of life and safety
in the community.
Objective 5.9 Promote security of public buildings and infrastructure.
Goal 6: Economic Development
Create a diversified, vibrant and sustainable economy through the attraction and support of business
enterprises and tourism meeting the vision and standards desired by City leaders.
Objective 6.1 Promote the City both nationally and regionally as a great place to live, work, visit, shop and
recreate.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 7
Objective 6.3 Foster an environment that retains and supports existing businesses to ensure the
sustainability of our existing tax base.
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 ar ea, 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 2030 Plan.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 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 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 will integrate the former Southlake 2025 Master
Thoroughfare Plan, Sidewalk Plan, and Pathways Plan, and provide additional considerations for bicycle
facilities. Combining each of these elements will help the City achieve a more complete and comprehensive
mobility system, planning for different modes of transportation.
LOCATION, CHARACTER & RESOURCES
Southlake is located in North Central Texas,
situated 23 miles northeast of Fort Worth and 25
miles northwest of Dallas. Dallas-Fort Worth
International Airport is only a few short miles to
the southeast, and Lake Grapevine borders the city
to the north. State Highway 114 runs diagonally
through the middle of the City, heading east
through Las Colinas and into downtown Dallas and
west toward the Alliance Airport corridor.
The City of Southlake now consists of
approximately 22 square miles of land and has just
over 27,000 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 fiscal policies and effective strategic management has made it an
exemplary community. Historically, Southlake’s growth has always been automobile-oriented and
Southlake Regional Map
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 9
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 as late as 2050.
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.
Historical Population (1990 – 2010)
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%
Source: NCTCOG (www.dfwinfo.com) and US Census Bureau
(2000 US Census, 2010 US Census, American Community Survey)
Projected Population (2015 – Build-out)
Year Population 5-Year Growth Rate
2015 29,245 10%
2020 31,717 1%
2025 30,305 2%
2030 31,924 5%
Build-out 34,188 7%
Source: City of Southlake Water System Master Plan and Water
Conservation Plan
7,065
13,350 21,519
24,900
26,575
29,245
29,636
30,305
31,924
34,188
1990 1995 2000 2005 2010 2015 2020 2025 2030 Build-Out
City of Southlake
Population Growth
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 10
Population by Age (2000 – 2010)
2000
Population
2000
% of Total Population
2010
Population
2010
% of Total Population
% Growth
2000-2010
Total 21,519 100% 26,575 100% 23.5%
Sex
Male 10,792 50.2% 13,313 50.1% 23.4%
Female 10,727 49.8% 13,262 49.9% 23.6%
Age
Under 5 1,632 8% 1,383 5% -15%
5 to 9 2,523 12% 2,511 9% -0.5%
10 to 14 2,512 12% 3,186 12% 27%
15 to 19 1,761 8% 2,670 10% 52%
20 to 24 390 2% 625 2% 60%
25 to 34 1,310 6% 963 4% -27%
35 to 44 5,198 24% 4,029 15% -23%
45 to 54 4,209 20% 6,352 24% 51%
55 to 64 1320 6% 3,296 12% 150%
65 to 74 417 2% 1023 4% 145%
75 to 84 205 1% 375 1% 83%
85 + 42 0.2% 162 0.6% 286%
Under 18 7,978 37% 7,080 27% 14%
65 + 664 3% 1,560 6% 135%
1,383
2,511
3,186
2,670
625
963
4,029
6,352
3,296
1023
375
162
1,632
2,523
2,512
1,761
390
1,310
5,198
4,209
1320
417
205
42
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 +
Population by Age (2000-2010)
2000 Population
2010 Population
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 11
The 2010 census identifies 35-44 and 45-54 year
olds as predominant age groups in the City of
Southlake, while nearly one-third of the
population is less than 18 years old. Between
2000 and 2010, the City saw a decrease in the
population of children under 10, 25-34 and 35-
44 year olds, and an increase in youth 15-19, 45-
54 and 55-64 year olds. Both the youth and the
adult populations in Southlake are generally
older than they were a decade ago. Looking
toward the next 10 to 20 years, it is possible
that the number of adults over 65 may increase
significantly, depending on patterns of
migration. Likewise, as new residential development slows and the City reaches build out, the number and
percentage of young children in the City may continue to decline. This would ultimately impact the City’s
transportation systems by developing mobility options that are more oriented towards an older demographic.
The average household income will also play a critical role in the type of mobility options the City provides.
From the 2000 census to the 2010 census the amount of households which earned over $200,000 dollars per
year more than doubled. In addition, approximately 81% of households in the City had an income level of more
than $100,000. What this translates to is that the preferred primary mode of transportation in the City is likely
the automobile. Active transportation facilities such as sidewalks and bikeways would more than likely serve
for recreational or leisure activities rather than commuting to work.
135
128
152
83
174
426
386
1,354
1,521
3,337
91
47
152
182
220
660
721
1,691
1,129
1,529
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 (2000-2010)
2000 Households
2010 Households
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 12
Household Income (2000-2010)
2000
Households
2000
% of Total
Households
2010
Households
2010
% of Total
Households
% Change
2000-2010
Less than $10,000 91 1% 135 2% 48%
$10,000 to $14,999 47 0.7% 128 2% 172%
$15,000 to $24,999 152 2% 152 2% 0%
$25,000 to $34,999 182 3% 83 1% -54%
$35,000 to $49,999 220 3% 174 2% -21%
$50,000 to $74,999 660 10% 426 6% -36%
$75,000 to $99,999 721 11% 386 5% -47%
$100,000 to $149,999 1,691 26% 1,354 18% -20%
$150,000 to $199,999 1,129 18% 1,521 20% 35%
$200,000 or more 1,529 24% 3,337 43% 118%
Median Household Income $131,549 $182,237 39%
Source: US Census Bureau (2000 US Census, 2010 US Census)
MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT
The Southlake 2030 Mobility Master Plan Committee, which included members from various boards and
commissions in the City, oversaw the development of the Mobility Master Plan. The committee consisted of
members from the Parks & Recreation Board, the Planning & Zoning Commission, City Council and a
representative from the Carroll Independent School District (CISD). Altogether, the committee held 4 public
meetings between September 2012 and August 2013 to discuss, review, and develop the recommendations for
the plan. All of these meetings were open to the public and advertised on the City’s website. In addition, the
committee extended invitations to specific property owners that may be affected by significant changes to the
master thoroughfare plan. Once the plan was complete, the committee forwarded the plan to the Planning &
Zoning Commission for consideration and recommendation.
A Southlake Program for the Involvement of Neighborhoods (SPIN) meeting was also 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 summary, the approval process for the Mobility Master Plan was as follows:
1) Mobility Master Plan Committee meetings
2) SPIN meeting
3) Final Committee recommendation
4) Planning & Zoning Commission recommendation
5) City Council 1st reading
6) City Council 2nd reading (final plan approval)
In addition, both the Planning & Zoning Commission and the City Council held public hearings for the Mobility
Master Plan prior to adopting Ordinance No. 1075 in November 2013 and January 2014.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 13
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 2011 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.
REGIONAL TRENDS
According to the North Central Texas Council of Government’s Mobility 2035 – 2013 Update, the Dallas-Fort
Worth area represents 34% of the state’s economy and is the twelfth largest metropolitan economy in the
world. By the year 2035, the region is expected to experience a 47% increase in employment.
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. NCTCOG
estimates that $395.3 billion will be needed to eliminate the worst
levels of congestion in the DFW region through 2035. However, only
approximately $98.7 billion in resources have been identified. New
roadway capacity is only expected to increase by 14% by 2035, with a
46% increase in average travel time due to congestion. In order to address increasing congestion, the Mobility
2035 – 2013 Update emphasizes programs and projects aimed at eliminating or reducing vehicle trips,
shortening vehicle trips, and utilizing the capacity of the transportation system to its fullest.
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Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 15
Mobility 2035 – 2013 Update Goals:
• Improve the availability of transportation options for people and goods.
• Support travel efficiency measures and system enhancements targeted at congestion reduction and
management.
• Assure 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.
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.
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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.
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)
Davis Boulevard (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 27 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
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.
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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.
Typical C2U Streets
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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
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
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Typical Residential Street Typical Commercial Street
As a part of the 2030 Mobility Master Plan update, a few recommendations were made to change or refine
existing roadway classifications on the Mobility and Master Thoroughfare Map. These changes were
recommended to simplify and clarify roadway classifications, to add a new roadway (Tower Boulevard), and to
remove an un-built roadway that is no longer recommended. A summary of these changes is provided in the
following table.
Roadway Southlake 2025 Designation Southlake 2030 Designation
Southlake Boulevard FM 1709/FM 1938 (130’ ROW) A6D – 130’ to 140’ Arterial
Randol Mill Avenue Randol Mill/FM 1938 (140’
ROW Parkway)
A6D – 130’ to 140’ Arterial
Including the following note: The current
cross section for Randol Mill north of FM
1709/Southlake Blvd is A4D (140’ ROW).
Davis Boulevard FM 1709/FM 1938 (130’ ROW) A6D – 130’ to 140’ Arterial
Southridge Lakes Parkway C2U – 84’ – 60’ Collector A4D – 88’ Arterial
Tower Boulevard Not shown on map C2U – 60’ Collector
East/West Connector
Between Shady Oaks
Drive and White Chapel
Boulevard
C2U – 60’ Collector Removed from map
(no longer recommended)
Access Point from
Woodland Heights
Subdivision to South
Village Center Drive
Common Access Easement Removed form map
(connection has been constructed)
Brumlow Avenue A4D – 88’ Arterial A4D – 94’ Arterial
[SOUTHLAKE 2030] Mobility Master Plan
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[SOUTHLAKE 2030] Mobility Master Plan
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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
are anticipated to increase in certain locations, the
level of service deteriorates. The intersections
shown on the map on the next page are
recommended for future study to determine if
improvements are needed to maintain or improve
the level of service. Recommendation information
on these intersections can be found within the
Thoroughfare Recommendations Map on page 27
and the Summary of All Thoroughfare Plan
Recommendations beginning on page 48.
Multiple options may be available at these
intersections to achieve the desired level of
service. The recommended studies will determine
which improvements will be most effective and
efficient. 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
SH 114 and Dove Road
S White Chapel Boulevard and Continental Boulevard
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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.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 32
A raised intersection is a plateau across the entire intersection, with a ramp on each approach. It can be
enhanced through the use of distinctive surfacing such as pavement coloring, brickwork, or other pavements.
In some cases, the distinction between roadway and sidewalk surfaces is blurred. If this is done, physical
obstructions such as bollards or planters should be considered, restricting vehicular access.
Ramps should not exceed a maximum gradient of 16 percent. Distinctive surfacing materials should be skid–
resistant, particularly on inclines. Ramps should be clearly marked to enable bicyclists to identify and
anticipate them, particularly under conditions of poor visibility. And care must be taken so the visually
impaired have adequate cues to identify the roadway’s location (e.g., tactile strips). Color contrasts will aid
those who are partially sighted.
Curvilinear Roads
New roads can be designed to meander or turn sharply to slow traffic, limit views, and discourage speeding.
Designs for new curvilinear roads should be careful to consider adequate access to adjacent properties, both in
terms of servicing and the needs of the individual.
Narrow Traffic Lanes/Road Diets
Wide traffic lanes encourage faster motor vehicle speeds. Consideration should be given to the review of
cross–sections for all street classifications to determine whether roadway lane widths can be reduced (within
the AASHTO guidelines) so more area can be dedicated to bicycle and pedestrian use and associated traffic–
calming facilities.
One method of narrowing traffic lanes is called a road diet. A road diet consists of converting a two–way street
with four travel lanes to two travel lanes with a center turn lane and using the additional space for bicycle and
pedestrian space.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 33
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
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-B) 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.
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.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 34
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
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
Gullwing
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 35
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.”
Shoebox
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 36
ILLUMINATED STREET SIGNAGE
Illuminated street signage can improve safety for the driving
public by improving the visibility of major intersection
signage. It is recommended for the city to install backlit
intersection signage at major intersections, similar to the
existing signage at Kimball Avenue and SH 114. This type of
signage is appropriate at signalized intersections along
TxDOT rights-of-way or other arterials.
Illuminated signage along FM 1709 is scheduled to be
constructed in FY13. This project includes the intersections
of FM1709 at SH114, Commerce St., Nolen Dr., Kimball Ave.,
Village Center Dr., Carroll Ave., Byron Nelson Parkway,
White Chapel Blvd., Shady Oaks Dr., Waterford Dr.,
Peytonville Ave., Randol Mill Rd., and Pearson Ln.
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.
Above: Illuminated Street Signage Examples
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 37
RIGHT OF WAY & SIGNAL IMPROVEMENTS
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 improvements below are descriptions of the issues concerning specific roadways and
the improvements being proposed. The descriptions of projects below should be used in conjunction with the
Thoroughfare Recommendations Map on page 47 and the Summary of All Thoroughfare Plan
Recommendations on page 48. The first column in the table below provides a number for cross-referencing
with the aforementioned map and recommendations summary as well as other documents, such as the Capital
Improvements Program.
MT1
Traffic Signal at Watermere Dr and FM 1709
This project includes the engineering, design, and construction of a traffic signal at the
intersection of Watermere Drive/ Jellico West and FM 1709. This traffic signal is needed to
facilitate traffic flow through the intersection and facilitate access to FM 1709. It is difficult for
residents to access FM 1709 from these subdivisions causing backups on neighborhood streets.
This traffic signal is needed to facilitate traffic flow and access to FM 1709. Difficulty accessing
FM 1709 was consistently mentioned as a concern in the 2011 Citizen Survey.
MT2
FM 1938 (Phase 2)
The FM 1938 project involves paving, utility, and drainage improvements along the existing
Randol Mill Avenue from FM 1709 to SH 114 to four lanes divided with raised medians.
Construction of FM 1938 will be in two phases. Phase I runs from the bend in Randol Mill Avenue
to SH 114 through Westlake. Phase 2 extends from the intersection of FM 1709 and Randol Mill
Avenue/ Davis Boulevard to the bend in Randol Mill Avenue in Southlake. This project includes
reconstruction of the FM 1709/ FM 1938 intersection and includes the installation of irrigation,
landscaping, hardscaping, retaining wall aesthetics, trails on both sides and 1,600 linear feet of
screening wall at Myers Meadow.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 38
MT3
Continental Blvd and S Peytonville Ave Roundabout
This project involves the design and construction of a roundabout at the Continental Boulevard
and S Peytonville Avenue intersection. The funding request includes drainage improvements.
Funding does not include burying of the utilities. The funding request also includes landscaping,
irrigation, electrical work, and art for the roundabout.
MT4
W Dove Rd / N Peytonville Ave Roundabout
There is significant traffic congestion in the vicinity of the intersection of North Peytonville
Avenue and West Dove Road during the peak AM and peak PM hours (primarily related to school
traffic). This project addresses current traffic backup at South Peytonville Avenue and Dove Road
as well as Sam School Road and Dove Road. This project calls for the realignment of Sam School
Road with South Peytonville Avenue. It will require the purchase of right of way. This project is
recommended based upon the findings from a study conducted by Teague, Nall and Perkins of
traffic patterns and projected growth.
MT5
Kirkwood Blvd, Acquisition from TW King to Tyler
The City is working to acquire the private portion of Kirkwood Boulevard from T. W. King Road to
Tyler Street as a public street to extend connectivity north to SH114.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 39
MT6
Kirkwood Blvd, Widening from Stockton to Tyler
This project includes the widening of Kirkwood Boulevard from Stockton Drive to Tyler Street
from the current 2 lane configuration to the ultimate build out of A4D, four lanes divided with a
landscaped median. This improvement will allow for a consistent and continuous cross-section
along Kirkwood.
MT7
Kirkwood Blvd, Extension from Dove Rd to Highland St
The widening and extension of Kirkwood Boulevard will increase mobility in the northern portion
of the City. The majority, if not the entirety of this section is anticipated to occur along with
development in the area.
MT8
N White Chapel Blvd, Emerald to SH 114
This project involves paving and drainage
improvements for the widening of North White
Chapel Boulevard from SH 114 to Emerald Boulevard
to its ultimate pavement section of 4 lanes divided
with a median. The median along this section of
North White Chapel Boulevard will include
landscaping and irrigation. The intersection of North
White Chapel Boulevard and Highland Street will be
improved from a four-way stop sign intersection to a
dual-lane roundabout to accommodate increased
traffic along this corridor. Increased traffic is
anticipated due to the widening of North White
Chapel and the recent development of Forest Park
Medical Center. This project also includes
landscaping, irrigation, electrical work, and public art
for the roundabout.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 40
MT9
N White Chapel Blvd, SH 114 to Dove Rd
This project includes engineering design, ROW acquisition,
testing, and construction of the southbound lanes along
North White Chapel Boulevard from SH114 to the north
property line of the Carillon development. Construction
includes excavation, storm sewer, and street paving, as well
as 5 street lights, 10 street and handling signs, sod and
irrigation for the medians and right of way areas. This project
will also widen North White Chapel Boulevard from Carillon
to the Dove - White Chapel roundabout to four lanes divided
with a median.
MT10
Texas Turnaround, N Carroll Ave at SH 114
This project will improve access to Town Square
for motorists traveling westbound on S.H. 114 as
well as improve access to eastbound S.H. 114 for
patrons leaving the new Gateway Church facility.
Currently, heavy traffic volumes are required to
maneuver through the intersections at North
Carroll Avenue in order to return in an easterly
direction. Consequently, heavy delays are being
experienced when the intersections are being
controlled by uniformed officers at the dismissal
of religious activities.
MT11
State St. Extension from Federal Way to Reserve St
This project will provide for better traffic circulation and
additional on street parking opportunities in the Northwest
portion of the Town Square area near DPS Headquarters.
MT12
Zena Rucker Rd Connector
The majority of the road construction for Rucker Road is expected to be built in conjunction with
development projects. However, the City may need to purchase ROW and construct the roadway
as it crosses the floodplain. In addition, a roundabout should be considered at the intersection
of Tower Boulevard and Rucker Road when traffic counts justify it.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 41
MT13
S Carroll Ave widening from Breeze Way to FM 1709
This project includes the widening of South Carroll Avenue
from Breeze Way to just south of FM 1709, adjacent to
Shops of Southlake. This improvement will bring this
portion of Carroll to its ultimate pavement section, 4 lanes
divided.
MT14
Brumlow Ave widening from Continental Blvd to SH 26
This project includes the widening of Brumlow
Avenue from Continental Boulevard to SH 26 to its
ultimate pavement section of 4 lanes divided.
Gateway enhancements (entry feature,
landscaping) are recommended at the intersection
of Brumlow and S.H. 26. Landscaping should be
similar to and complement existing landscaping
found in Heritage Business Park.
MT15
N Kimball Ave and E Dove Rd Roundabout
East Dove Road is the only major connection into
Grapevine from Southlake north of SH 114 and traffic is
increasingly congested at the intersection of East Dove
Road and North Kimball Avenue. With the future opening
of the managed lanes on SH 114, traffic is expected to
increase even more. To handle this congestion, a
roundabout is planned. The construction will be handled
by the City of Grapevine per interlocal agreement.
MT16
North Kimball Ave
This project involves paving, utility, and drainage improvements for
the widening of North Kimball Avenue from SH 114 to Dove Road.
North Kimball Avenue will be widened to its ultimate four lane
divided pavement section with center landscaped medians and six-
foot sidewalks on both sides of the street. The construction of this
project will be completed in two phases. Phase I along North
Kimball Avenue from SH 114 to Kirkwood Boulevard is complete,
and Phase II is the continuation along North Kimball Avenue from
Kirkwood Boulevard up to Dove Road.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 42
MT17
S Village Center Dr Connector
This project includes the right-of-way acquisition, design, and construction of a 2-lane undivided
connector to allow Georgetown Park vehicular access to the traffic signal at Nolen and FM 1709.
This roadway is planned to be constructed as a 60-foot C2U.
MT18
Nolen Dr Connector
This project will complete the roadway connection of Nolen
Drive between Exchange Boulevard in Southlake and
Industrial Boulevard in Grapevine. This project is a joint
venture with the City of Grapevine. The agreement to make
this roadway connection is a term of the Interlocal
Agreement with the City of Grapevine for the boundary
adjustment completed in 2007.
MT19
Bank St Connector
This project includes the design and construction of a roadway
connector parallel to FM 1709. The roadway connector will
allow Bank Street to tie into Commerce Street which has an
existing traffic signal at FM 1709. This project is necessary
because the DFW Connector will prevent westbound FM 1709
access from Bank Street. Commuters would have to turn right,
heading eastbound and then turn around in Grapevine to
head west into Southlake. This project is critical for business
retention as it will prevent existing businesses on Bank Street
from relocating due to inaccessibility.
MT20
FM 1709 and Pearson Improvements
This project is a joint effort between both the City of
Southlake and the City of Keller. The project includes
deceleration lanes and aesthetic improvements. This
will also require the relocation of utility lines on both
the Southlake and Keller sides. In addition, an entry
feature is recommended at this intersection.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 43
MT21
N Carroll Ave widening from SH 114 to Dove Rd
Currently, this segment of N. Carroll Avenue is designated as
an 88-foot 2-lane undivided roadway, if the level of service
and traffic counts warrant in the future, this will change to a 4-
lane divided roadway. This project would include the design
and construction of N. Carroll from the intersection at S.H. 114
to the roundabout at the intersection with Dove Road.
MT22
FM 1709 Flyover
This project includes a flyover from westbound S.H. 114 onto westbound Southlake Boulevard
(FM 1709). This was designed as a part of the DFW Connector project but was not funded for. As
the level of service is reduced along the frontage road to gain access to Southlake Boulevard.
MT23
Southlake Marketplace
There is limited access for Southlake Marketplace
shopping center and adjoining developments.
Access improvements and signalization options
should be installed adjacent to Southlake
Marketplace.
MT24
Players Circle and Meadowlark
In addition to limited access for Southlake Marketplace,
immediately to the east at Players Circle and Meadowlark there
are also some difficulties with traffic access. If the project at
Southlake Marketplace is not implemented a traffic signal is
recommended to be installed at this location.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 44
MT25
FM 1938 and W Continental Traffic Management Study
Increased traffic volumes are expected along Davis Boulevard (FM 1938) as it is widened north of
Southlake Boulevard (FM 1709). A study to determine options at this signalized intersection will
be necessary as traffic increases.
MT26
Dove and Kirkwood Traffic Management Study
As the property develops to the south of this interesction, traffic is anticipated to increase. A
study will be necessary to determine a form of traffic control at this intersection.
MT27
Carroll and Highland Traffic Management Study
As the property develops around this interesction, namely Carillon to the west and the Gateway
Church facility to the east, traffic is anticipated to increase. A study will be necessary to
determine a form of traffic control at this intersection.
MT28
Federal Way Traffic Light
Federal Way has increased in traffic as Town Square has
developed further. A study has been conducted and it has
determined that a traffic light and a right turn lane onto
northbound N. Carroll Avenue is warranted. This project should
help with congestion at this intersection for traffic exiting Town
Square.
MT29
Zena Rucker and S. Carroll Improvements
This project will be dependent on the the future development of
properties located to the east and to the south such as the
residential development Winding Creek and proposed commercial
development of Park Village. As the area develops further the
need for further traffic management will be necessary. When the
property immediately to the east develops (Park Village), the
improvements adjacent to what is being called the “South Drive”
at The Shops of Southlake will be installed by the developer of
Park Village. The traffic signal at Zena Rucker Road will be installed
whenever traffic is warrants the installation and will occur as
further development occurs to the west along Zena Rucker Road.
MT30
Kimball and Kirkwood Traffic Management Study
As the property develops to the west of this interesction, traffic is anticipated to increase. A
study will be necessary to determine a form of traffic control at this intersection.
MT31
Kimball and SH 114 Traffic Management Study
This intersection serves as a primary access point onto State Highway 114 on the east side of the
City and traffic is anticipated to increase as N. Kimball Avenue is widened and the area develops
further. A study will be necessary to determine if any intersection improvements can be done.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 45
MT32
Kimball and FM 1709 Traffic Management Study
As the property develops to the west and to the south of this interesction, traffic is anticipated
to increase. A study will be necessary to determine a what intersection improvements can be
done with the grading challenges that exist at this intersection.
MT33
Kimball and Village Center Traffic Management Study
As the property develops to the west of this future interesction, traffic is anticipated to increase.
A study will be necessary to determine if a form of traffic control at this intersection will be
necessary.
MT34
Kimball and Continental Traffic Management Study
As the property develops in the area of this interesction, traffic is anticipated to increase. A study
will be necessary to determine if a form of traffic control at this intersection is necessary.
MT35
Traffic Management Options
Currently, the City does not operate or maintain any traffic
signals in the City. The City will need to consider the future
operation and maintenance of traffic signals as they are installed
throughout the City and determine whether this should be done
by additional staff or contracted servicing.
MT36
Pedestrian Safety & Vehicle Speeds
Current speed limits may be higher than appropriate for some
thoroughfare classifications. Some of these locations may be of
concern due to a higher pedestrian presence. It will be
necessary with this project to look at ways to improve the City’s
traffic calming policy and determine where retrofits may be
appropriate, lower speed limits or a cost sharing program with
neighborhoods.
MT37
Arterial Lighting Standards
Lighting along the City’s arterial streets may be necessary to
meet AASHTO criteria. Lighting intensities along the arterials may
need to be coordinated with minimum AASHTO criteria and
possibly could be updated and included within the City’s Lighting
Ordinance where it currently is not subject to any requirement.
MT38
Illuminated Street Signage
This project consists of improved safety and wayfinding during
night time throughout the City at key intersections along major
thoroughfares with the installation of illuminated street signage.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 46
MT39
Property Access Management
The City’s current Driveway Ordinance has been in effect since 1995 and may be out of date to
current development practices and not meet appropriate access management. With this project,
City staff should research and present to City Council current and best practices for a new
Driveway Ordinance.
MT40
Accessibility for Lake Wood Acres, Southview and Foxborough Neighborhoods
The residents within Lake Wood Acres, Southview and
Foxborough Neighborhoods have expressed concern over
traffic circulation to and from their neighborhoods to access
major thoroughfares such as FM 1709, State Highway 114
and N. Carroll Avenue. A study should be conducted to
determine what viable options are available for these
residents and improving circulation patterns.
MT41
Naming of FM 1938
FM 1938 has naming inconsistencies throughout northeast Tarrant County and within the City.
As FM 1938 (Randol Mill) is widened and improved in Southlake, the renaming of this portion of
FM 1938 may be appropriate in order to be consistent with the nomenclature in Westlake where
it intersects with State Highway 114.
MT42
Deceleration Lanes at Southridge Lakes and Byron Nelson
Increased traffic along Southlake Boulevard (FM 1709) and the installation of medians have
warranted the construction of deceleration lanes for the intersections at Southridge Lakes and
Byron Nelson Parkway.
MT43
Traffic Calming Management
Examples of traffic calming measures have been noted within this Mobilty Master Plan. It will be
necessary for the City to review its traffic management policies when it pertains to new
development for residential and non-residential applications.
MT44
Electric Vehicle Recharge Stations
Electric vehicles are becoming more common and more
affordable for consumers. Future demand of these stations is
anticipated to increase in non-residnetial settings in
commercial and retail developments. The City will need to
amend its Zoning Ordinance to establish guidleines and
threshholds for these stations on non-residential properties
in the City.
MT45
TEX Rail
The TEX Rail project is under development and will move forward in the near future. While there
are no planned stations within the City of Southlake, there is a large gap between the stations of
North Richland Hills and Grapevine. Southlake may consider the possilbity of a future rail station
if the properties along State Highway 26 are to ever redevelop.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 47
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 48
Summary of Thoroughfare Plan Recommendations
Tier 1 (1-3 Years)
Tier 2 (4-6 Years)
Tier 3 (7+ Years)
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT1
There are safety concerns regarding
the intersection of Watermere and
FM 1709. Residents living adjacent
to the intersection have difficulty
accessing FM 1709 from adjacent
neighborhoods.
Install a signal at FM 1709
and Watermere.
Complete construction and
installation of the
1709/Watermere signal project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT2
Increased traffic volumes on FM
1938 from the construction of the
connection to SH 114 in Westlake.
LOS reduced for current condition
of the road.
Improve FM 1938 to its
ultimate cross section with
center landscaped median,
including improvements to
the intersection of FM 1938
and FM 1709.
Complete construction of the FM
1938 project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT3
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.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT4
There is significant traffic
congestion in the vicinity of the
intersection of North Peytonville
Avenue and West Dove Road.
Anticipated alignment with Sam
School Road is expected in the near
future creating a 4-way intersection.
Undeveloped properties located on
the northeast corner of the
intersection may create additional
traffic volumes if developed.
Construct a roundabout at
the intersection of W Dove, S
Peytonville, and Sams School
Road.
Complete construction of the W
Dove/N Peytonville roundabout.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT5
There is a lack of connectivity along
Kirkwood between Dove and SH
114.
Acquire private ROW for
public use along this section
of Kirkwood.
Complete acquisition of
Kirkwood Blvd from Tyler Street
to TW King.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 49
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT6
Kirkwood Blvd between Stockton
and Tyler is currently 2 lanes while
the remainder of Kirkwood is being
constructed as an A4D.
Complete the build-out of
this section of Kirkwood as
an A4D, consistent with
other sections along this
ROW.
Complete construction of the
Kirkwood widening from Tyler
Street to Stockton Drive.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT7
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
3
PW
MT8
Traffic volumes will increase on N
White Chapel Blvd between
Highland and SH 114 as Forest Park
Medical Center and adjacent
undeveloped properties designated
as Mixed Use develop around the
hospital.
Improve this segment of N
White Chapel to its ultimate
cross section with a
roundabout at the
intersection with Highland.
Complete construction of the N
White Chapel improvements
from Highland to SH 114,
including the N White
Chapel/Highland roundabout.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT9
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.
Complete construction of the N
White Chapel improvements
from SH 114 to Dove.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
2
PW
MT10
Traffic congestion at the SH 114 and
N Carroll Ave intersection. Traffic
build-up occurs at this intersection
due to Gateway Church activities
and services and traffic is expected
to increase with the completion of
the DFW Connector project.
Construct a Texas
Turnaround on the east side
of the Carroll bridge across
SH 114.
Work with TXDOT to complete
the construction of the Texas
Turnaround at Carroll and SH
114.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT11
State Street is disconnected
between the Municipal Court and
the Town Square development,
increasing traffic along N. Carroll.
Extend State Street from
Division Street to Federal
Way.
Complete construction of the
State Street extension.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 50
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT12
As Rucker and Prade properties
develop, traffic volumes are
expected to increase along FM
1709.
Extend Rucker Road east to S
Carroll Ave. Roadways are
anticipated to be
constructed as development
occurs with city participation
in bridging the floodplain.
Assist in bridging the floodplain
to enable the completion of the
Rucker extension project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT13
Traffic volumes along S Carroll from
Breeze Way to FM 1709 will
increase due to the Winding Creek
residential development and future
development along FM 1709.
Widen this section of S
Carroll Ave to its ultimate 4
lane divided cross section.
Complete construction of the S
Carroll widening from FM 1709
to Breeze Way.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT14
Properties adjacent to Brumlow are
mostly undeveloped or
underdeveloped. Traffic volumes
are anticipated to increase 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 3
PW
MT15
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 a roundabout at
the intersection of N Kimball
and Dove.
Complete construction of the N
Kimball/Dove roundabout.
Handled by Grapevine per
interlocal agreement.
Mobility,
Infrastructure,
C1, C2, CBO5
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT16
Traffic volumes on N Kimball Ave
have increased as properties have
developed and will continue to do
so as large underdeveloped
properties on the west side of N
Kimball develop further.
Improve N Kimball to its
ultimate cross section with
center landscaped median.
Complete construction of the N
Kimball project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT17
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.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT18
Nolen Drive in Southlake does not
connect to Nolen Drive in
Grapevine.
Connect these roads to
improve connectivity issues
in Commerce Business Park.
Complete construction of the
Nolen Connector.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 51
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT19
DFW Connector Project will prevent
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 2
PW
MT20
LOS anticipated to be reduced with
continued development along FM
1709 and Pearson Lane.
Consider options for
intersection improvements
at FM 1709/Pearson in
partnership with Keller.
Work with Keller to study 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 1
PW
MT21
The level of service is expected to
decrease as Carillon and other
properties adjacent to N. Carroll
Avenue 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 3
PW
MT22
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 3
PW
MT23
There is limited access for Southlake
Marketplace shopping center.
Consider access
improvements and
signalization options
adjacent to Southlake
Marketplace.
Conduct a study Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT24
There is limited access from
properties along Player Circle and
Meadowlark as traffic volumes
increase on FM 1709.
Consider access
improvements and
signalization options near
FM 1709/Meadowlark.
Conduct a warrant study to
determine if a lit signal is
needed.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT25
Increased traffic volumes on FM
1938, connecting to SH 114 and
Continental Blvd.
Consider options for lane
configurations at the
intersection of FM 1938 and
W Continental.
Conduct a study of the FM
1938/W Continental
intersection.
Mobility,
Infrastructure,
C1, C2, CB04
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT26
Traffic volumes will increase as
property to the south develops and
the intersection is built for the
continuous connection of Kirkwood.
Consider signalization or
other traffic management
devices at the intersection of
Dove and Kirkwood.
Conduct a study of the
Dove/Kirkwood intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 52
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT27
Carillon and Gateway Church will
increase traffic and stacking at this
intersection as the properties
develop.
Consider options for traffic
management at the
intersection of N Carroll and
Highland (Kirkwood),
including installation of a
temporary roundabout.
Conduct as study of the N.
Carroll/Highland (Kirkwood)
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT28
Federal Way is increasingly
congested as Town Square patrons
try to turn left on N Carroll. Safety
at this intersection is also a concern.
Consider signalization of N
Carroll/Federal Way
intersection.
Install the light signal per the
study conducted and construct
turn lane.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT29
As the southwest corner of FM 1709
and Carroll Ave develops, increase
in vehicle access and traffic is
anticipated.
Conduct a warrant study for
a signal at S Carroll/Rucker,
dependent upon
development and implement
improvements per the
study’s findings.
Implement intersection
improvements as recommended
(Option 3) in the Kimley-Horn
study and conduct a warrant
study for a lit signal at the
intersection of S Carroll Ave. and
Zena Rucker Rd.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT30
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 3
PW
MT31
Traffic volumes will increase as
property develops to the northwest.
Increased congestion during
Gateway Church services and
activities.
Consider options for lane
configurations at the
intersection of N Kimball/SH
114.
Continue to study the N
Kimball/SH 114 intersection for
options.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT32
Traffic volumes will increase as the
properties located to the southwest
along S Kimball Ave develop.
Consider options for lane
configurations at the
intersection of FM 1709 and
Kimball.
Conduct a study of the
Kimball/FM 1709 intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT33
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 2
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 53
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT34
Continued commercial
development around this
intersection will increase traffic
congestion on E Continental during
peak time turning onto S Kimball.
Consider signalization,
roundabout or other traffic
management at the
intersection of S Kimball and
E Continental.
Conduct a study of the S
Kimball/E Continental
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT35
As signals are installed and
maintained by the city, current staff
will need to be responsive to traffic
management issues.
Consider traffic management
options through internal
staffing or contracted
services.
Explore options to add a traffic
management service.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT36
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.
Work with DPS to determine
locations where speeding is
high. Consider and prioritize
appropriate locations for
traffic calming to achieve
desired speeds through
improved design.
Incorporate traffic calming
techniques along new ROWs
to achieve desired design
speeds.
Update Traffic Calming Policy.
Create a prioritized list of
locations appropriate for traffic
calming retrofits. Encourage
speed-appropriate designs in
new ROW construction through
the review process.
Consider a cost-sharing program
for neighborhoods requesting
installation of traffic calming
devices.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options,
Pedestrian
Design
3.1,
3.3,
3.5, 3.9
1
PDS, PW,
DPS
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 54
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT37
Need for lighting standard on
arterial rights-of-way to meet
AASHTO criteria and consider the
Southlake Lighting Ordinance,
residential adjacency, and
availability of fixture on the electric
utility standard menus.
For future arterial lighting
improvements, choose
between Gullwing or
Shoebox fixtures with the
specifications consistent
with the street lighting
standards. Add street
lighting to arterials with new
ROW improvement projects.
Adopt a lighting standard as part
of the Mobility Master Plan and
evaluate the Gullwing and
Shoebox fixtures for any new
arterial lighting improvements.
Pursue TXDOT approval on all
TXDOT ROW.
Consider other decorative poles
as available from electric
providers.
Conduct an analysis on existing
roadways to determine where
street lighting may be needed
for safety purposes.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PDS, PW
MT38
Need for improved safety and
wayfinding at key intersections
along major thoroughfares through
the installation of illuminated street
signage.
Install illuminated street
signage at signalized
intersections.
Complete installation at existing
signalized intersections along FM
1709. Include illuminated
signage with the installation of
any future signals within the city.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT39
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
1
PDS, PW
MT40
Residents in Lake Wood Acres,
South View, and Foxborough
neighborhoods have difficulty
accessing northbound Carroll Ave
due to increased traffic on Carroll
Ave and due to the installation of
medians on FM 1709.
Conduct a study to
determine how the area can
be developed to improve
access for local residents.
Complete study.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PDS, PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 55
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT41
There are inconsistencies in the
local naming of F.M. 1938 – the
roadway changes from Precinct Line
in Westlake to Randol Mill Avenue
and Davis Boulevard in Southlake.
In addition, the completion of F.M.
1938 north of F.M. 1709 calls into
question how the Randol Mill
“bend” should be named.
Discuss naming with
stakeholders and determine
local name for F.M. 1938 and
for the Randol Mill “bend”.
Pass ordinance establishing
name for F.M. 1938 within
Southlake and for the Randol
Mill “bend”.
Mobility, C2,
B2, B4
Efficient
Mobility
Options
6.7
1
PW
MT42
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.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT43
Traffic calming measures have
several benefits, such as improving
pedestrian and bicyclist safety,
decreasing traffic noise, and
improving street aesthetics.
Review current traffic
management policies for
inclusion of appropriate
traffic calming measures.
Consider residential as well
as non-residential
applications.
Update current traffic
management policies, including
the Policy for Neighborhood
Traffic Calming.
Mobility,
Safety &
Security, C1,
C2
Efficient
Mobility
Options
3.1,
3.2, 3.9
1
PW
MT44
As electric vehicles become more
popular, there will be a demand for
non-residential charging stations
within Southlake. Currently, non-
residential charging stations are not
an allowed use.
Consider options for adding
non-residential charging
stations as a use. Consider
LEED guidelines for
recommended number of
stations for a site.
Amend the Zoning Ordinance to
allow vehicle charging stations in
certain districts.
Mobility, B6 Efficient
Mobility
Options
6.2,
7.3, 7.6
1
PDS
MT45
The TEX Rail commuter rail project
is moving forward and the closest
proposed stations will be located in
Grapevine and North Richland Hills.
If the properties at the
intersection of Brumlow and
S.H. 26 are redeveloped, the
possibility of a rail station
may be considered.
No action recommended unless
the properties at the
intersection of Brumlow and S.H.
26 are redeveloped.
Mobility,
Quality
Development,
C2
Efficient
Mobility
Options
1.7, 3.9
3
PDS
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 56
ACTIVE TRANSPORTATION
This chapter of the Southlake 2030 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 2009 National Household Travel Survey,
walking and cycling are also becoming more popular. Biking
and walking made up 11.9% of all trips in the United States in
2009 compared to 9.5% in 2001 – a 25% 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 2030 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 2030
Vision, Goals & Objectives
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 57
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 is 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 addition to plan development and ordinance
amendments, the City has worked to improve
pedestrian mobility by pursuing grant funding
opportunities and by dedicating approximately
$400,000 annually for the construction of
sidewalks.
As evidenced in Southlake’s 2011 Citizen Survey (see
box to the left), today there continues to be
substantial public support and interest in bicycle and
pedestrian facilities. 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 two broader-scale
planning committees.
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-
2011 Citizen Survey: Quality of Life
As part of the 2011 Citizen Survey, respondents were asked
an open-ended question: “If the City government could
change one thing to make Southlake a better place to live,
now and in the future, what change would you like to
see?” The above word cloud was generated from the
verbatim responses. Words that appear larger indicate
that response was repeated more often.
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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.
Regional Bicycle and Pedestrian Coordination Committee
This committee originally began as a joint effort
between the Town of Westlake, the Town of Trophy
Club, the City of Southlake, and the City of Roanoke to
coordinate sidewalk and trail planning and to explore
active transportation funding options. Today, this
regional collaboration includes 11 municipalities –
Southlake, Grapevine, Colleyville, Keller, Westlake,
Trophy Club, Roanoke, Northlake, Flower Mound, North
Richland Hills, and Coppell – as well as DFW Airport.
The North Central Texas Council of Governments also
participates in an advisory capacity. The purpose of the group is to ensure connectivity between cities and to
develop projects, programs, and policy recommendations for improving bicycle and pedestrian facilities in the
area. In particular, the group plans to work together to pursue grant funding for active transportation
projects. Future meetings may also include a charrette to design a network of trails around Lake Grapevine,
development of a bike rack program, and ordinance and policy research.
MOVING FORWARD
Recommendations for improvements for active transportation generally fall into three categories, Education
and Promotion, Safe Behavior and Enforcement, and Planning and Infrastructure:
Education and Promotion
By teaching pedestrians, bicyclists, and motorists to practice safe behavior while out on the City’s roads,
sidewalks, and trails, we can create a safer, more welcoming active transportation network. Education and
training increase confidence which translates into a greater number of individuals choosing to utilize active
transportation options.
In addition to providing outreach and education to road and sidewalk users, an often overlooked audience
includes staff and decision makers. This type of program is important for building support of a wider public
education campaign, increasing understanding of bicycle and pedestrian infrastructure needs, and fostering
relationships between the city and other local agencies and groups with an interest in pedestrian and cyclist
safety (schools, hospitals, running/bicycle stores or clubs). Internal education may include but is not limited to
hosting in-house meetings or forums, providing printed educational materials, and organizing “walk/bike the
trail” events where participants walk/run/bike on selected routes.
There are a number of resources available for developing a customized education program for Southlake. A
few resources as well as model community activities are highlighted on the next page.
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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/
The North Central Texas Council of Governments (NCTCOG) offers several publications on bicycle and
pedestrian safety that may be reproduced and distributed. Beyond education materials, NCTCOG facilitates
regional coordination for bicycle and pedestrian planning, provides statistics and resources related to active
transportation, and promotes National Bike to Work Week, National Bike to Work Day, and Bike to School Day.
Federal Highway Administration Pedestrian Safety Campaign
http://safety.fhwa.dot.gov/local_rural/pedcampaign/
The Federal Highway Administration offers a Pedestrian Safety Campaign
that includes ready-made outreach materials that communities can
customize and use locally. The website includes materials for use in
television, radio, cinema, and print advertising. The website also includes a
Campaign Planning Step by Step Guide that explains how to implement the
campaign. The purpose of the campaign is to
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 website also includes an interactive game for kids to learn
bicycle safety skills. 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.
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San Antonio, Texas
The City of San Antonio is one of three 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 bike light ordinance requiring a front white light and rear red light or
reflector. The City has also 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 has a comprehensive website that outlines city bike ordinances, state
bike and pedestrian laws, and provides downloadable “Get Cyched” outreach materials.
San Antonio further promotes cycling and other forms of active
transportation by holding a car-free event called Siclovia on selected city
streets. The 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 Child Safety Program. This program hires and
supervises crossing guards for 88 schools and provides education on bicycle and pedestrian safety to all
elementary schools in the city. Austin is also developing a Safe Walk, Safe Bike campaign to provide education
on safe walking and cycling and to encourage walking, cycling, and the use of public transportation.
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. The logo pictured
to the right is used to raise awareness of this ordinance.
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)
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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
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.
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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.
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.
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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, bicyclists are required to ride as
near as practicable (not as possible) to the right curb or edge of the roadway, with limited exceptions.
Dedicated Bicycle Lanes
Bike lanes are one-way facilities that typically carry bicycle traffic in the
same direction as adjacent motor vehicle traffic. Bike lanes are provided for
the exclusive or preferential use of bicyclists on a roadway and are
identified through signage, striping, or other pavement markings. Bike
lanes are typically provided on thoroughfare types of facilities and are
intended to provide separation between motor vehicles and bicyclists. This
separation provides for additional comfort to the less experienced bicyclists
and encourages these riders to use on-street facilities. Traditionally, only
the more aggressive, experienced riders (Enthused and Confident riders)
are comfortable sharing a lane with cars on thoroughfare roadways. The
addition of bike lanes can increase types and numbers of on-street riders.
However, Enthused and Confident riders may disregard bike lanes if they
are too successful and become crowded with slower users.
The minimum operating width of a bike lane should not be less than 4 feet and the maximum operating width
should not be greater than 6 feet. Bike lanes wider than 6 feet are commonly mistaken by motor vehicles as
travel lanes or parking areas.
Due to right of way constraints, dedicated bicycle lanes are not feasible in Southlake unless they are
incorporated into future roadway widening projects. Since most roadways will not be widened, other facility
options must be considered.
On-Street Sharrows
A sharrow is a shared-lane pavement marking that raises awareness that bicyclists are present and that
encourages roadway users to share the road. The sharrow symbol provides a higher level of guidance to both
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bicyclists and motorists by indicating the bicyclists’ proper
positioning within the lane. Sharrow markings can be placed
on streets with a speed of 35 mph or less. Below is a list of
guidance for the placement of sharrows. Note - all
measurements below are to the center of the sharrow symbol.
Outside travel lane that is less than 14 feet wide,
sharrow is in center of the lane;
Outside travel lane greater than 14 feet wide, sharrow
is four feet from face of the curb or edge of pavement;
and
Shared lane with on-street parallel parking: At least 11
feet from the face of the curb or edge of the pavement.
When used, the sharrow symbol should be placed immediately
after an intersection and spaced at intervals not greater than
250 feet. Signs should be used to supplement the sharrow
symbols on shared route facilities. A “BICYCLES MAY USE FULL
LANE” sign is recommended for use on roadways that feature
the sharrow symbols.
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 sharrows and/or other signage to raise awareness of the presence of bicyclists. The
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new section of White Chapel Boulevard is an example of a Wide Outside Lane facility, with 14 foot outside
lanes to accommodate cyclists.
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, with the
exception of 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
chose to ride on the sidewalk in either direction must be
educated about the hazards associated with this practice and
understand that cyclists must always yield to pedestrians on
sidewalks.
Existing Facilities
Currently there are no dedicated bicycle lanes in the City.
However, there are several routes that have “Share the Road”
signs (see images on the next page) to raise awareness of
bicyclists. These routes include:
Dove Road
North White Chapel Boulevard
Randol Mill Avenue
Brumlow Avenue
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.
Watch for children.
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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
– see image to the left) on Southlake Boulevard near White Chapel Boulevard and
Peytonville Avenue.
Soon, White Chapel Boulevard will include 2 additional feet (Wide Outside Lane)
on both the north and south lanes to accommodate bicyclists from Carroll High
School to Highland. Although the additional right of way will not be dedicated
bike lane, it will provide additional space for bicyclists and motorists to share the
roadway.
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 following facilities are
recommended:
Example of a “Share the
Road” sign found on multiple
routes
Bicycle sign on Southlake
Boulevard
Bicycle Facility
Master Plan
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Summary of Bicycle Facility Master Plan Recommendations
Tier 1 (1-3 Years)
Tier 2 (4-6 Years)
Tier 3 (7+ Years)
Bicycle Facility Plan Recommendations
Tier 1
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. Kirkwood Boulevard Between Kimball and S.H. 114 Signed Route
4. Dove Road Between Westlake city limits and Grapevine city limits Signed Route (Existing)*
5. Carroll Avenue Between Continental and Burney Lane Signed Route (Existing)*
6. Burney Lane Between Carroll and Midway Drive Signed Route
7. Midway Drive Between Burney Lane and Grapevine city limits Signed Route
8. Continental Boulevard/ Union
Church Between Pearson and Kimball Signed Route (Existing)*
9. Brumlow Avenue Between Continental and S.H. 26 Signed Route (Existing)*
10. Kimball Avenue Between Kirkwood and Dove Signed Route
11. Kimball Avenue Between Continental and S.H. 26 Signed Route
12. Peytonville Avenue Between Continetal and Dove Signed Route (Existing)*
13. Randol Mill Avenue (F.M.
1938) Between Florence and Westlake city limits Signed Route (Existing)*
14. Florence Road Between F.M. 1938 and Pearson Signed Route
15. Pearson Lane Between Union Church and Florence Signed Route
16. White Chapel Boulevard Between Continental and northern roadway terminus Signed Route (Existing)*
Tier 2
Roadway Description Recommendation
17. Kirkwood Boulevard Between Kimball and S.H. 114 Sharrow (upon
completion)
Tier 3
Roadway Description Recommendation
18. Brumlow Avenue Between Continental and S.H. 26 Dedicated Bike Lane
*Existing signage locations should be reviewed/reassessed to ensure optimal signage placement
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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 2011 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 $400,000 is allocated for sidewalk
construction. In FY2012, approximately 12,785 linear feet
of sidewalks were constructed.
Capital Improvements Program Indirect Funding. When
roadways are widened, sidewalks are included on both
sides of the street as part of the project. For example,
sidewalks are currently being constructed as part of the
roadway improvements on North Kimball Avenue. 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. The new sidewalks along Southlake Boulevard are
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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In addition, Southlake offers a Sidewalk Partnership Program for property owners who
voluntarily convey easement(s) for the purpose of building sidewalk segments identified in
the City’s Capital Improvement Program. Property owners who donate easments are
publicly recognized for their contribution and are eligible for a tax deduction.
Accessibility
In accordance with the Americans with Disabilities Act (ADA), the City of Southlake is required to complete a
self-evaluation of all city services, programs and facilities. The evaluation is to identify and correct deficiencies
that are not consistent with the requirements of Title II of the ADA. The City of Southlake is currently in the
process of completing the self-evaluation and creating a Transition Plan to address noncompliant facilities
within the city. This self-evaluation includes a curb ramp inventory to ensure ramps are provided where
required and that these ramps meet specified design standards. In addition, the self-evaluation will include a
pedestrian signal inventory to identify noncompliant signals as well as locations where new signals need to be
installed.
Sidewalk Classification
In an effort to simplify the Pathways Map and make the proposed pathways system easier to understand, the
pathways classifications used in previous plans were consolidated into the following categories:
Pathway – Any sidewalk or trail intended primarily for walking, running, hiking, and/or horseback
riding.
Existing Sidewalks – Built sidewalks that are 6 feet or less in width.
Existing Multi-Use – Built sidewalks that are 8 feet or more in width. Although these sidewalks are
intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar
users.
Existing Equestrian/Hike – Built trails and sidewalks, primarily located within City parks. These
pathways vary in width depending on site conditions and user needs. They may be concrete, asphalt
or natural surface and are intended primarily for hiking and/or horseback riding.
Future Sidewalks – Recommended sidewalks that are 6 feet in width.
Future Multi-Use – Recommended sidewalks that are 8 feet or more in width. Although these
sidewalks are intended primarily for pedestrians, they may also accommodate low speed cyclists and
other similar users.
Park Connection Recommendations – Planned sidewalks or trails within or adjacent to City parks.
These pathways may be concrete, asphalt or natural surface and vary in width. Additional information
on these sidewalks and trails may be found in the Parks, Recreation, & Open Space/Community
Facilities Master Plan.
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Sidewalk Construction Prioritization
As part of the 2007 Sidewalk Plan, staff identified critical sidewalk gaps throughout the City and ranked those
gaps based on the following criteria:
1. proximity to schools,
2. proximity to parks,
3. proximity to existing and future trails,
4. proximity to destinations of commerce,
5. connections to other cities, and
6. adjacency to roadway type (residential street vs. arterial).
On an annual basis, that initial ranking has been 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 have been 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 has been thoroughly reviewed and updated as part of the Southlake 2030
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.
The 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 at least annually as new developments are constructed and new needs are identified.
Further, tier ranking recommendations are intended only as a general guideline and are subject to change due
to site conditions and availability of funding during the given budget year.
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*A more legible copy of this plan can be found be found online or at the Planning & Development Services Department offices.
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Sidewalk Construction Priority List
Note: Tier 1 segments have been assigned a letter ID to help differentiate them from Tier 2 and Tier 3
segments. If a Tier 1 segment was identified in the previous Sidewalk Plan, that segment’s original numerical
ID is provided in parentheses.
Tier 1
ID Primary
Street/Location
Description Issues Length &
Estimated Cost
Priority
Tier
Strategic Link VGO
A
(141)
West Southlake
Boulevard – south
side
Located in front of The Hills
Church of Christ property
near Brock Drive.
Retaining wall. 200 LF
(Separate CIP
request for
FY15 for
$285,000)
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
B
(301)
East Southlake
Boulevard – south
side
South side of East Southlake
Boulevard connecting to
Central Drive.
Retaining walls, TxDOT
permit, possible
lowering of 20-inch
water line
650 LF
($250,000 –
already
funded)
1
Mobility,
Infrastructure,
C2
3.1 &
3.3
C
(302)
East Southlake
Boulevard – south
side
2200 block of East Southlake
Boulevard.
Undeveloped
property. Power pole
will need to be
relocated. Sidewalk
installed prior to
development may be
removed (and
reinstalled by the
developer) when
property is developed
due to grading.
450 LF
$100,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
D
(83)
South Kimball Avenue
– east side
925 South Kimball Avenue,
between Variosystems and
Dragon Stadium.
Undeveloped
property. Existing
sidewalk immediately
to the south (adjacent
to school property) is
sinking. New culvert
will need to be
installed.
440 LF
$33,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
E
(303)
South Kimball Avenue
– south side
South of Continental
Boulevard to city boundary
(adjacent to S.H. 26).
A portion of this
segment is on
undeveloped property.
May be issues with
trees on portion that is
developed. Will need
to explore options for
crossing railroad track
and connecting to
Cottonbelt Trail.
2,150 LF
$260,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
F
(304)
South Peytonville
Avenue – east side
From Boardwalk Avenue to
Elks Lane.
Existing sidewalk to
the north and south.
Trees, topography, and
ROW issues will make
this connection
difficult.
860 LF
$120,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
G
(305)
North White Chapel
Boulevard – east side
From Emerald Boulevard to
Southlake Boulevard.
Trees and topography. 970 LF
$50,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
H
(10)
Continental
Boulevard – north
side
From Breeze Way to existing
sidewalk adjacent to Old
Union Elementary (across
from Champions Way)
Inadequate ROW; also
issues with trees and
grade/drainage
215 LF
$25,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
M
(307)
Exchange Boulevard –
south side
From Silicon Drive to South
Nolen Drive
Should be considered
in conjunction with
connection to Nolen
Drive in Grapevine
508 LF
$20,000
($4,000
escrowed)
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 73
Tier 1
ID Primary
Street/Location
Description Issues Length &
Estimated Cost
Priority
Tier
Strategic Link VGO
N
(308)
South Nolen Drive –
west side
From Exchange Boulevard
north to connect to existing
sidewalk
Should be considered
in conjunction with
connection to Nolen
Drive in Grapevine
450 LF
$18,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
O
(New)
Federal – north side From Carroll Avenue to trail
by Hilton Hotel (State Street)
Portion of this
sidewalk will be
constructed with
intersection
improvements at
Carroll Avenue and
Federal
400 LF
$26,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
P
(58)
Silicon Drive – east
side
From existing sidewalk
adjacent to 500 South Nolen
Drive to Exchange Boulevard
Should be considered
in conjunction with
connection to Nolen
Drive in Grapevine to
complete the sidewalk
loop in this area
520 LF
$21,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
R
(21)
Crooked Lane – west
side
From Brookshire Drive to
Southlake Sports Complex
Road side ditch; trees 165 LF
$30,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
S
(43 &
part
of
152)
North Peytonville
Avenue – west side
From Southlake Boulevard to
Ten Bar Trail
Trees, existing
landscaping,
topography. Note:
Citizen request
2500 LF
$100,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
T
(203)
East Continental
Boulevard – north
side
From South Hollow Drive to
Crooked Lane
ROW/Easements;
drainage. Will likely
require a bridge at
Cambridge Place
Addition.
3465 LF
$260,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
U
(206)
Shady Oaks – east
side
From West Highland Street to
Love Henry Court
Drainage;
ROW/Easements;
Mailboxes
Note: Connectivity is
being provided with a
mid-block crossing
2145 LF
$240,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
W
(New)
North White Chapel
Boulevard – east side
From Brentwood Circle to
Keystone Drive
Topography
Note: Multiple
requests for this
sidewalk were received
525 LF
$45,000
1
Mobility,
Infrastructure,
C2
3.1 &
3.3
X
(New)
North White Chapel
Boulevard – east side
From Kirkwood Boulevard to
Brentwood Circle
Topography, ROW
(Companion to above)
665 LF
$55,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
Y
(New)
Zena Rucker – north
side
From property line of
proposed Little Sunshine
development to Byron
Nelson
Sidewalk is existing
along other
constructed portions
of Zena Rucker and
along Byron Nelson
70 LF
$4,000
1 Mobility,
Infrastructure,
C2
3.1 &
3.3
ESTIMATED TOTAL FOR TIER 1 PROJECTS $1,403,000 Excluding $250,000 for segment B,
which is already funded, and excluding
$285,000 for segment A, which is a
separate CIP request.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 74
Tier 2 and Tier 3
# Primary Street/Location Description Issues Length Priority
Tier
Strategic Link VGO
0 Royal Lane – east side From existing sidewalk
along Johnson Road to
existing sidewalk adjacent
to 601 Royal Lane
Topography. 41 LF 2 Mobility,
Infrastructure,
C2
3.1 &
3.3
2 Village Green Drive –
west side
From existing sidewalk
along Continental
Boulevard to sidewalk
adjacent to 1900
Amesbury Court
Existing neighborhood
entry feature (wall)
blocks connectivity.
93 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
6
(Q)
Stonebury Court – north
side
From S. Peytonville
Avenue to existing
sidewalk along Indian
Paintbrush Way
Existing landscaping
and topography. No
existing sidewalk on
west side of Peytonville
to connect to at this
time.
169 LF
$45,000
3 Mobility,
Infrastructure,
C2
3.1 &
3.3
7(I) Union Church – north
side
From Chesapeake Park
sidewalk to Watermere
property
Topography; drainage;
landscaping.
Watermere will
construct a sidewalk to
the east of this
segment.
875 LF
$75,000
2 Mobility,
Infrastructure,
C2
3.1 &
3.3
7(J) Union Church – north
side
From Watermere
property to Siena
Addition
ROW/easements;
topography; drainage;
trees. Watermere will
construct a sidewalk to
the west of this
segment. This would
provide a pedestrian
connection between
Siena Addition and
Watermere Park.
545 LF
$65,000
2 Mobility,
Infrastructure,
C2
3.1 &
3.3
7(K) Union Church – north
side
2651 Union Church Road
(connecting existing
sidewalks adjacent to east
and west entrances to
Siena Addition)
Trees; topography;
drainage.
365 LF
$50,000
2 Mobility,
Infrastructure,
C2
3.1 &
3.3
7(L) Union Church – north
side
From exisiting sidewalk
adjacent to Siena
Addition to Davis
Boulevard
Trees; topography;
drainage. Would
connect a
neighborhood (Siena
Addition) to a
preschool.
570 LF
$70,000
2 Mobility,
Infrastructure,
C2
3.1 &
3.3
8 Waterford Drive – west
side
From existing sidewalk
along Southlake
Boulevard to existing
sidewalk adjacent to 100
Waterford Drive
Existing neighborhood
entry feature (wall) and
landscaping block
connectivity.
55 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
15 South Kimball Avenue –
north side
From existing sidewalk
east of Silicon Drive to
Cotton Belt Trail/S.H. 26
Portion in Grapevine;
trees, signs; crosses
railroad tracks
1171 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
18 Morningside Drive –
west side
From Merlot Drive to
Rainbow Street
Internal neighborhood
sidewalk
930 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
19 Bordeaux/Lorraine
Drive/Fontaine Drive
From Merlot Drive to
South Carroll Avenue
Internal neighborhood
sidewalk
797 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
20 Nettleton Drive – north
side
From Byron Nelson
Parkway to Inwood Drive
Internal neighborhood
sidewalk
571 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 75
Tier 2 and Tier 3
# Primary Street/Location Description Issues Length Priority
Tier
Strategic Link VGO
22 Warwick Way – south
side
From Montgomery Lane
to Brumlow Avenue
Entry landscaping; low
priority since a
connection exists on
the north side of
Warwick Way
166 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
23 Foxborough Lane – west
side
From existing sidewalk
along Gateshead Court to
East Southlake Boulevard
636 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
24 Foxborough Lane – east
side
From existing sidewalk
along Gateshead Court to
East Southlake Boulevard
500 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
26 Southcrest Court –
north side
From Southbend Trail to
North Carroll Avenue
No existing sidewalk
connection on the west
side of North Carroll
Avenue; retaining wall;
trees; may require
easements/HOA
approval
375 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
27 Southcrest Court –
south side
From Southbend Trail to
North Carroll Avenue
No existing sidewalk
connection on the west
side of North Carroll
Avenue; trees; may
require
easements/HOA
approval
375 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
28 North Carroll Avenue –
west side
From Southcrest Court to
Southlake Boulevard
Constricted ROW;
grade; utility lines and
poles
2266 LF 3 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 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
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 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
34 Southridge Lakes
Parkway – east side
From Brazos Drive to
existing sidewalk along
Crockett Court
Trees; may require
easements/HOA
approval; segment not
critical due to presence
of slip streets
352 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
39 Kirkwood Boulevard –
east side
From Tyler Street to Sabre
driveway
Will be built with new
development
2288 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
40 Kirkwood
Boulevard/North White
Chapel Boulevard
connection
Adjacent to existing Sabre
driveway
May be built with new
development
2288 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
41 Kirkwood Boulevard –
east/north side
From Sabre driveway to
existing sidewalk east of
TW King Road
Will be built with new
development
1862 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
42 Kirkwood Boulevard –
north side
From existing sidewalk at
TW King Road to SH 114
Need to coordinate
connection at SH 114
with Westlake
757 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
55 Durham Elementary Sidewalk along school
drive
Need to work with CISD 205 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
56 Ascot Drive – north side From North White Chapel
Boulevard to Saratoga
Drive
May require
easements/HOA
approval
727 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 76
Tier 2 and Tier 3
# Primary Street/Location Description Issues Length Priority
Tier
Strategic Link VGO
57 East Chapel Downs
Drive – north side
From North White Chapel
Boulevard to end of street
May require
easements/HOA
approval
3 Mobility,
Infrastructure,
C2
3.1 &
3.3
65 Meadowlark Lane –
west side
From existing sidewalk
along Meadowlark Lane
to West Southlake
Boulevard
Low priority because
sidewalk connection to
Southlake Boulevard
exists on the east side
of Meadowlark Lane
214 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
66 Jordan Drive and Harrell
Drive
From North Pearson Lane
to Johnson Road
Bar ditch, lack of ROW 3037 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
67 Gray Lane From North Pearson Lane
to Harrell Drive
Bar ditch, lack of ROW 879 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
68 Pearson Lane – east side Adjacent to 3255 Jordan
Drive
To be constructed with
Pearson Lane
improvements
541 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
68b Pearson Lane – east side Adjacent to 101 North
Pearson Lane
To be constructed with
development
680 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
69 Chesapeake Lane –
north side
Adjacent to 3101 West
Southlake Boulevard
To be constructed with
development of
property at 3101 West
Southlake Boulevard
264 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
70 Chesapeake Lane –
north side
Entrance to Chesapeake
Place adjacent to Pearson
Lane
To be constructed with
Pearson Lane
improvements
75 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
71 Chesapeake Lane –
south side
Entrance to Chesapeake
Place adjacent to Pearson
Lane
To be constructed with
Pearson Lane
improvements
75 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
72 Connector from Stone
Lakes to Monticello
Estates/Timber Lake
Across Stone Lakes HOA
property from existing
sidewalk along Stratford
Drive to existing trail on
Monticello Estates HOA
property
Neighborhood sidewalk
connector; will need
HOA
easements/approval;
drainage and trees
533 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
74 Vermilion Court From Royal & Annie Smith
Park to West Southlake
Boulevard
Need easements/ROW 1152 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
76a Continental Boulevard –
north side
From Davis Boulevard to
existing sidewalk along
Woodbury subdivision
Drainage and ROW
issues
552 LF 2 Mobility,
Infrastructure,
C2
3.1 &
3.3
77 Mendez Trail –
north/south
From West Southlake
Boulevard to proposed
east/west Mendez trail
To be constructed with
development
680 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
78 Mendez Trail –
east/west
From Cross Lane to North
Carroll Avenue
To be constructed with
development
1136 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
79 T W King – east side From Kirkwood Boulevard
to existing sidewalk
adjacent to The Cliffs
subdivision
To be constructed with
development
2041 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
86 Crooked Lane – west
side
Adjacent to Southlake
Sports Complex to East
Continental Boulevard
Lower priority since
there is an existing
sidewalk on the east
side of Crooked Lane
1450 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
88 Parkwood Drive –
north/east side
From Byron Nelson
Parkway to West
Southlake Boulevard
To be constructed in
conjunction with new
development
1575 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
92 Johnson Road - north
side
From Trailhead Addition
to Johnson Place Estates
Bar ditch, trees,
drainage, ROW
620 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 77
Tier 2 and Tier 3
# Primary Street/Location Description Issues Length Priority
Tier
Strategic Link VGO
93 Johnson Road – south
side
From Johnson Place
Estates to Randol Mill
Avenue
Bar ditch, trees,
drainage, ROW
600 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
98 Turnberry Lane – north From Shady Oaks Drive to
existing sidewalk east of
Suffolk Court
Lower priority because
there is an existing
sidewalk connection on
the south side of
Turnberry Lane
672 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
101 Oak Pointe Lane – north From Ridgecrest Drive to
existing sidewalk on Oak
Pointe Lane
Lower priority because
there is an existing
sidewalk connection on
the south side of Oak
Pointe Lane
170 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
114 Southridge Lakes
Parkway – east side
From Raven Bend
Court/North Peytonville
Avenue to existing
sidewalk north of Bowie
Court
No existing sidewalks to
connect to on North
Peytonville
252 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
115 North Peytonville
Avenue – east side
From Brazos Drive to
Crockett Court
Trees; may require
easements/ROW
1028 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
127 Deer Hollow Boulevard
– west side
From West Continental
Boulevard north to
parking lot on Southlake
Woods HOA lot
Requires HOA approval;
also issues with
neighborhood entry
landscaping; sidewalk
connection exists on
the east side of Deer
Hollow Boulevard
100 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
131 Trailhead/Johnson Place
connection
From Gallant Court
(Trailhead Addition) to
Johnson Place Park
Park Plan Tier 3 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
144 Dove Road – south side From Estes Park Phase I to
Estes Park Phase 4
ROW, trees. 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
152 North Peytonville
Avenue – west side
From Red Wing Street to
Raven Bend Court
ROW, drainage, trees. 4255 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
153 West Highland Street –
north side
From Shady Oaks Drive to
White Chapel Boulevard
ROW, drainage, trees 2599 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
154 East Dove Street – south
side
From White Chapel
Boulevard to Estes Park
ROW, drainage, trees.
Sidewalk has been
constructed on the
north side of Dove.
985 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
155 East Dove Street – south
side
From Winfield Estates to
Estes Park
ROW, drainage, trees.
Sidewalk has been
constructed on the
north side of Dove.
1090 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
204 North Peytonville
Avenue – east side
From Raven Bend Court
to West Dove Road
ROW, trees, drainage. 6432 LF 3 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; included in
Brumlow widening
project which is a Tier 3
project
2280 LF 3 Mobility,
Infrastructure,
C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 78
Tier 2 and Tier 3
# Primary Street/Location Description Issues Length Priority
Tier
Strategic Link VGO
306 North White Chapel
Boulevard –
power line easement
From the existing
sidewalk/crosswalk at the
3000 block of North
White Chapel Boulevard
through Kirkwood/Sabre
Linear Park, continuing
along the power line
easement, and
connecting to the
proposed trail through
Corps property to connect
to The Cliffs Park.
The PROS-CF Plan
ranked this connection
Tier 31.
Will vary
depending on
route
2 Mobility,
Infrastructure,
C2
3.1 &
3.3
New Dove Road – north side From S.H. 114 to French
Circle
Sections of this
segment will be
constructed with
Savannah Estates.
Remaining sections
have ROW, topography,
and tree issues. If
constructed to
Southlake’s city limit,
there will be an
approximately 35 ft.
gap in Westlake.
1600 LF
$57,600 NOT
INCLUDING
ROW OR
DRAINAGE
IMPROVEMENTS
2 Mobility,
Infrastructure,
C2
3.1 &
3.3
1 2013 Parks, Recreation & Open Space/Community Facilities (Ordinance No. 1060) Recommendation: “Provide
connectivity from Kirkwood/Sabre Linear Park to Bob Jones Park and The Cliffs Park.”
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 79
Summary of Active Transportation Policy Recommendations
In addition to bicycle and pedestrian facility improvements, the following policy recommendations are also
made:
Recommendation Priority
Tier
Department
Responsible Strategic Link VGO
AT1
Amend relevant development ordinances to remove
exemptions for sidewalk construction. Also
specify/clarify that the minimum sidewalk width shall
be 5 feet.
1 PDS Mobility, Infrastructure,
Quality Development; C2 3.1
AT2
Develop an education campaign to improve safety for
motorists, pedestrians and bicyclists. Provide
education on the purpose of sharrows prior to or
concurrent with their installation.
1 DPS, PDS, PW Safety & Security,
Mobility; C1, C2
3.1,
5.8
AT3
Consider options and establish guidelines for
improving pedestrian safety during festivals and
special events in Town Square.
1 PW, PDS, ED Safety & Security;
Mobility; C1, C2 3.1
AT4 On an annual basis, review the sidewalk priority list
and prioritize sidewalk construction. 1 PDS, PW Mobility, Infrastructure;
C2 3.1
AT5 Inventory and georeference all bicycle signage in the
City. Identify routes that may require additional signs. 2 PW, PDS
Mobility, Infrastructure,
Performance
Management & Service
Delivery; C2, B5, B6
3.1
AT6 Explore options for encouraging bike rack installation
at local businesses. 2 PDS, ED Mobility, Partnerships &
Volunteerism; C2, C5, B2
9.1,
9.3
AT7 Conduct bicycle and pedestrian counts. 2 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.
2 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.
3 PW, PDS Mobility; C1, C2
1.2,
3.1,
3.2
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 80
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.
There are inconsistencies in the types of crosswalks found throughout Southlake. 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.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 81
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).
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 82
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.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 83
An initial review of crosswalks was conducted in May 2013 and the following priority list was developed. This
list may be used as a starting point for identifying key locations for crosswalk improvements and maintenance.
Priority Intersections
Intersection
No. Intersection Crosswalk
Direction Recommendation
1 Byron Nelson Pkwy. & Bryson Way/Northwood Trl. N/S , E/W Marked & Signed
2 Byron Nelson Pkwy. & Parkwood Dr. E/W Marked & Signed
3 S. Carroll Ave. & Bordeaux Dr. N/S Active Warning
Beacon
4 S. Carroll Ave. & E. Continental Blvd./Brumlow Ave. N/S , E/W Stamped
Asphalt/Concrete
5 E. Continental & Breeze Way N/S , E/W Marked & Signed
6 E. Continental & Champions Way N/S Active Warning
Beacon
7 W. Continental & S. Peytonville Ave. N/S , E/W Stamped
Asphalt/Concrete
8 W. Continental & Village Green Dr./Deer Hollow Blvd. N/S Active Warning
Beacon
9 E. Dove Rd. & Ridgecrest Dr. N/S Marked & Signed
10 E. Highland St. & Sunshine Ln. N/S , E/W Marked & Signed
11 E. Kirkwood Blvd. & Blessed Way N/S , E/W Marked & Signed
12 S. Peytonville Ave. & Stonebury Ct. E/W Active Warning
Beacon
13 E. Southlake Blvd. & Carroll Ave. N/S , E/W Stamped
Asphalt/Concrete
14 E. Southlake Blvd. & Central Ave. N/S , E/W Marked & Signed
15 Southlake Blvd. & White Chapel Blvd. N/S , E/W Stamped
Asphalt/Concrete
16 W. Southlake Blvd. & Shady Oaks Dr. N/S , E/W Marked & Signed
17 W. Southlake Blvd. & Southridge Lakes Pkwy. N/S , E/W Marked & Signed
18 W. Southlake Blvd. & Peytonville Ave. N/S , E/W Stamped
Asphalt/Concrete
19 N. White Chapel Blvd. & Chapel Downs Dr. E/W Marked & Signed
20 N. White Chapel Blvd. & Ascot Dr. E/W Marked & Signed
21 N. White Chapel Blvd. & E. Dove Rd. N/S , E/W Stamped
Asphalt/Concrete
22 N. White Chapel Blvd. & Clariden Ranch Rd. E/W Marked & Signed
23 N. White Chapel Blvd. & King Ranch Rd. E/W Marked & Signed
24 Shady Oaks Dr. & Sherwood Dr. E/W Marked & Signed
25 Shady Oaks Dr. @ Durham Elementary Southern
Driveway E/W Active Warning
Beacon
26 W. Continental & Shiloh Dr. N/S Marked & Signed
27 S. Peytonville Ave. & Chimney Works Dr. E/W Active Warning
Beacon
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 84
Priority Intersections
Intersection
No. Intersection Crosswalk
Direction Recommendation
28 Johnson Rd. @ Royal & Annie Smith Park N/S Active Warning
Beacon
29 Johnson Rd. & Harrell Dr. N/S, E/W Marked & Signed
30 N. White Chapel Blvd. & Keystone Dr. E/W Active Warning
Beacon
31 N. White Chapel Blvd. between Kirkwood Hollow and
Wingate Hill E/W Active Warning
Beacon
32 N. Carroll Ave. & Del Mar Dr. E/W Active Warning
Beacon
33 N. Carroll Ave. & E. Highland St. N/S, E/W Marked & Signed
34 N. Carroll Ave. & Ownby Ln. E/W Active Warning
Beacon
35 N. White Chapel Blvd. & Emerald Dr./Future
Bicentennial Park Drive E/W Active Warning
Beacon
36 N. White Chapel Blvd. @ St. John Baptist Church E/W Active Warning
Beacon
37 W. Southlake Blvd. & FM 1938 NS, E/W Stamped
Asphalt/Concrete
38 E. Southlake Blvd. & Kimball Ave. N/S, E/W Stamped
Asphalt/Concrete
N/S : North-South
E/W : East-West
Yellow
Highlight : Mid-Block Crossing
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 85
Priority Crosswalk Intersection Reference Map
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 86
Summary of Crosswalk Recommendations
Recommendation Priority
Tier
Department
Responsible Strategic Link VGO
AT10
Inventory all crosswalks. Establish a maintenance
schedule for crosswalks, specifying more
frequent maintenance of crosswalks near
schools.
1 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) whenever new crosswalks are
installed or existing crosswalks are re-striped.
1 PW
Safety & Security,
Mobility,
Infrastructure; C1, C2
3.1
AT12
Encourage pedestrian crossings at the
intersections of 1709 and Carroll and 1709 and
Central through signage and the creation of a
walkable environment. If necessary, consider
methods to discourage mid-block crossings at
State Street and Grand Avenue.
1 PDS, PW, DPS Mobility, Safety &
Security; C2 3.3
AT13
Inventory and assess curb ramps and pedestrian
signals. Develop a curb ramp and pedestrian
signal transition plan.
1 PW, CMO
Mobility, Safety &
Security, Performance
Management &
Service Delivery; C1,
C2, B5, B6
3.1
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 87
IMPLEMENTATION, PRIORITAZATION AND
EVALUATION
PLAN IMPLEMENTATION
A plan is only as good as the methods by which it is used as a tool for the ultimate goal, implementation. While
several substantial transportation improvements through the City remain, the City is in generally good shape
(compared to population size) with meeting current needs. The next section provides the strategy that was
undertaken to determine which recommendations and needs should be addressed earlier rather than later.
The end result of this strategy is the Summary of All Mobility Plan Recommendations (Appendix C on page 95),
which serves as the blueprint for plan implementation.
PRIORITIZATION SCHEDULE
For each specific recommendation, a relative ranking (tier) has been established to assist with the timeframe
of implementation for the recommendation. The Mobility Master Plan Committee established the tier rankings
for all the recommendations during prioritization activities which were held for the Thoroughfares, Active
Transportation, and Educational components of the plan. The tiers are divided into three different categories
based on timeframe to implement:
Tier 1: 1 to 3 Years
Tier 2: 4 to 7 Years
Tier 3: 8 Years and beyond
The tier rankings are used in the development of department work plans as well as the Capital Improvements
Program (CIP). In fact, the Capital Improvements Program (CIP) planning process begins and ends with
projects recommended by this master plan. Annually, as part of the City’s budget process, city staff analyzes
the adopted master plan and develops a comprehensive list of projects with preliminary cost estimates for
inclusion in the proposed CIP. The proposed CIP is submitted to the CIP Technical Committee (department
directors), who rank them based on set criteria. The priority list that was developed during this master plan
will help guide future members of the City’s boards and City Council when making decisions related to the CIP.
While these tiers provide the ideal order of implementation and desired priority for the mobility
recommendations, all recommendations are subject to available funding during the given budget year and
will be placed on the Capital Improvements Program (CIP) accordingly.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 88
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 t raffic 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 availabl e. 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 mor e 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.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 89
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.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 90
APPENDIX B
Thoroughfare Plan Amendments
Resolution No. 02-010
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 91
Ordinance No. 1056
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 92
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 93
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 94
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 95
APPENDIX C
Summary of all Mobility Plan Recommendations
Tier 1 (1-3 Years)
Tier 2 (4-6 Years)
Tier 3 (7+ Years)
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT1
There are safety concerns regarding
the intersection of Watermere and
FM 1709. Residents living adjacent
to the intersection have difficulty
accessing FM 1709 from adjacent
neighborhoods.
Install a signal at FM 1709
and Watermere.
Complete construction and
installation of the
1709/Watermere signal project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT2
Increased traffic volumes on FM
1938 from the construction of the
connection to SH 114 in Westlake.
LOS reduced for current condition
of the road.
Improve FM 1938 to its
ultimate cross section with
center landscaped median,
including improvements to
the intersection of FM 1938
and FM 1709.
Complete construction of the FM
1938 project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT3
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.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 96
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT4
There is significant traffic
congestion in the vicinity of the
intersection of North Peytonville
Avenue and West Dove Road.
Anticipated alignment with Sam
School Road is expected in the near
future creating a 4-way intersection.
Undeveloped properties located on
the northeast corner of the
intersection may create additional
traffic volumes if developed.
Construct a roundabout at
the intersection of W Dove, S
Peytonville, and Sams School
Road.
Complete construction of the W
Dove/N Peytonville roundabout.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT5
There is a lack of connectivity along
Kirkwood between Dove and SH
114.
Acquire private ROW for
public use along this section
of Kirkwood.
Complete acquisition of
Kirkwood Blvd from Tyler Street
to TW King.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
MT6
Kirkwood Blvd between Stockton
and Tyler is currently 2 lanes while
the remainder of Kirkwood is being
constructed as an A4D.
Complete the build-out of
this section of Kirkwood as
an A4D, consistent with
other sections along this
ROW.
Complete construction of the
Kirkwood widening from Tyler
Street to Stockton Drive.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT7
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
3
PW
MT8
Traffic volumes will increase on N
White Chapel Blvd between
Highland and SH 114 as Forest Park
Medical Center and adjacent
undeveloped properties designated
as Mixed Use develop around the
hospital.
Improve this segment of N
White Chapel to its ultimate
cross section with a
roundabout at the
intersection with Highland.
Complete construction of the N
White Chapel improvements
from Highland to SH 114,
including the N White
Chapel/Highland roundabout.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 97
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT9
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.
Complete construction of the N
White Chapel improvements
from SH 114 to Dove.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
2
PW
MT10
Traffic congestion at the SH 114 and
N Carroll Ave intersection. Traffic
build-up occurs at this intersection
due to Gateway Church activities
and services and traffic is expected
to increase with the completion of
the DFW Connector project.
Construct a Texas
Turnaround on the east side
of the Carroll bridge across
SH 114.
Work with TXDOT to complete
the construction of the Texas
Turnaround at Carroll and SH
114.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT11
State Street is disconnected
between the Municipal Court and
the Town Square development,
increasing traffic along N. Carroll.
Extend State Street from
Division Street to Federal
Way.
Complete construction of the
State Street extension.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT12
As Rucker and Prade properties
develop, traffic volumes are
expected to increase along FM
1709.
Extend Rucker Road east to S
Carroll Ave. Roadways are
anticipated to be
constructed as development
occurs with city participation
in bridging the floodplain.
Assist in bridging the floodplain
to enable the completion of the
Rucker extension project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT13
Traffic volumes along S Carroll from
Breeze Way to FM 1709 will
increase due to the Winding Creek
residential development and future
development along FM 1709.
Widen this section of S
Carroll Ave to its ultimate 4
lane divided cross section.
Complete construction of the S
Carroll widening from FM 1709
to Breeze Way.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT14
Properties adjacent to Brumlow are
mostly undeveloped or
underdeveloped. Traffic volumes
are anticipated to increase 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 3
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 98
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT15
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 a roundabout at
the intersection of N Kimball
and Dove.
Complete construction of the N
Kimball/Dove roundabout.
Handled by Grapevine per
interlocal agreement.
Mobility,
Infrastructure,
C1, C2, CBO5
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT16
Traffic volumes on N Kimball Ave
have increased as properties have
developed and will continue to do
so as large underdeveloped
properties on the west side of N
Kimball develop further.
Improve N Kimball to its
ultimate cross section with
center landscaped median.
Complete construction of the N
Kimball project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT17
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.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT18
Nolen Drive in Southlake does not
connect to Nolen Drive in
Grapevine.
Connect these roads to
improve connectivity issues
in Commerce Business Park.
Complete construction of the
Nolen Connector.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT19
DFW Connector Project will prevent
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 2
PW
MT20
LOS anticipated to be reduced with
continued development along FM
1709 and Pearson Lane.
Consider options for
intersection improvements
at FM 1709/Pearson in
partnership with Keller.
Work with Keller to study 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 1
PW
MT21
The level of service is expected to
decrease as Carillon and other
properties adjacent to N. Carroll
Avenue 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
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 99
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT22
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
PW
MT23
There is limited access for Southlake
Marketplace shopping center.
Consider access
improvements and
signalization options
adjacent to Southlake
Marketplace.
Conduct a study Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT24
There is limited access from
properties along Player Circle and
Meadowlark as traffic volumes
increase on FM 1709.
Consider access
improvements and
signalization options near
FM 1709/Meadowlark.
Conduct a warrant study to
determine if a lit signal is
needed.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT25
Increased traffic volumes on FM
1938, connecting to SH 114 and
Continental Blvd.
Consider options for lane
configurations at the
intersection of FM 1938 and
W Continental.
Conduct a study of the FM
1938/W Continental
intersection.
Mobility,
Infrastructure,
C1, C2, CB04
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT26
Traffic volumes will increase as
property to the south develops and
the intersection is built for the
continuous connection of Kirkwood.
Consider signalization or
other traffic management
devices at the intersection of
Dove and Kirkwood.
Conduct a study of the
Dove/Kirkwood intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT27
Carillon and Gateway Church will
increase traffic and stacking at this
intersection as the properties
develop.
Consider options for traffic
management at the
intersection of N Carroll and
Highland (Kirkwood),
including installation of a
temporary roundabout.
Conduct as study of the N.
Carroll/Highland (Kirkwood)
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT28
Federal Way is increasingly
congested as Town Square patrons
try to turn left on N Carroll. Safety
at this intersection is also a concern.
Consider signalization of N
Carroll/Federal Way
intersection.
Install the light signal per the
study conducted and construct
turn lane.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 100
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT29
As the southwest corner of FM 1709
and Carroll Ave develops, increase
in vehicle access and traffic is
anticipated.
Conduct a warrant study for
a signal at S Carroll/Rucker,
dependent upon
development and implement
improvements per the
study’s findings.
Implement intersection
improvements as recommended
(Option 3) in the Kimley-Horn
study and conduct a warrant
study for a lit signal at the
intersection of S Carroll Ave. and
Zena Rucker Rd.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT30
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 3
PW
MT31
Traffic volumes will increase as
property develops to the northwest.
Increased congestion during
Gateway Church services and
activities.
Consider options for lane
configurations at the
intersection of N Kimball/SH
114.
Continue to study the N
Kimball/SH 114 intersection for
options.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT32
Traffic volumes will increase as the
properties located to the southwest
along S Kimball Ave develop.
Consider options for lane
configurations at the
intersection of FM 1709 and
Kimball.
Conduct a study of the
Kimball/FM 1709 intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT33
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 2
PW
MT34
Continued commercial
development around this
intersection will increase traffic
congestion on E Continental during
peak time turning onto S Kimball.
Consider signalization,
roundabout or other traffic
management at the
intersection of S Kimball and
E Continental.
Conduct a study of the S
Kimball/E Continental
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 101
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT35
As signals are installed and
maintained by the city, current staff
will need to be responsive to traffic
management issues.
Consider traffic management
options through internal
staffing or contracted
services.
Explore options to add a traffic
management service.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT36
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.
Work with DPS to determine
locations where speeding is
high. Consider and prioritize
appropriate locations for
traffic calming to achieve
desired speeds through
improved design.
Incorporate traffic calming
techniques along new ROWs
to achieve desired design
speeds.
Update Traffic Calming Policy.
Create a prioritized list of
locations appropriate for traffic
calming retrofits. Encourage
speed-appropriate designs in
new ROW construction through
the review process.
Consider a cost-sharing program
for neighborhoods requesting
installation of traffic calming
devices.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options,
Pedestrian
Design
3.1,
3.3,
3.5, 3.9
1
PDS, PW,
DPS
MT37
Need for lighting standard on
arterial rights-of-way to meet
AASHTO criteria and consider the
Southlake Lighting Ordinance,
residential adjacency, and
availability of fixture on the electric
utility standard menus.
For future arterial lighting
improvements, choose
between Gullwing or
Shoebox fixtures with the
specifications consistent
with the street lighting
standards. Add street
lighting to arterials with new
ROW improvement projects.
Adopt a lighting standard as part
of the Mobility Master Plan and
evaluate the Gullwing and
Shoebox fixtures for any new
arterial lighting improvements.
Pursue TXDOT approval on all
TXDOT ROW.
Consider other decorative poles
as available from electric
providers.
Conduct an analysis on existing
roadways to determine where
street lighting may be needed
for safety purposes.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PDS, PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 102
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT38
Need for improved safety and
wayfinding at key intersections
along major thoroughfares through
the installation of illuminated street
signage.
Install illuminated street
signage at signalized
intersections.
Complete installation at existing
signalized intersections along FM
1709. Include illuminated
signage with the installation of
any future signals within the city.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT39
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
1
PDS, PW
MT40
Residents in Lake Wood Acres,
South View, and Foxborough
neighborhoods have difficulty
accessing northbound Carroll Ave
due to increased traffic on Carroll
Ave and due to the installation of
medians on FM 1709.
Conduct a study to
determine how the area can
be developed to improve
access for local residents.
Complete study.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PDS, PW
MT41
There are inconsistencies in the
local naming of F.M. 1938 – the
roadway changes from Precinct Line
in Westlake to Randol Mill Avenue
and Davis Boulevard in Southlake.
In addition, the completion of F.M.
1938 north of F.M. 1709 calls into
question how the Randol Mill
“bend” should be named.
Discuss naming with
stakeholders and determine
local name for F.M. 1938 and
for the Randol Mill “bend”.
Pass ordinance establishing
name for F.M. 1938 within
Southlake and for the Randol
Mill “bend”.
Mobility, C2,
B2, B4
Efficient
Mobility
Options
6.7
1
PW
MT42
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.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 103
Thoroughfare Plan Recommendations
Ref.
No. Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT43
Traffic calming measures have
several benefits, such as improving
pedestrian and bicyclist safety,
decreasing traffic noise, and
improving street aesthetics.
Review current traffic
management policies for
inclusion of appropriate
traffic calming measures.
Consider residential as well
as non-residential
applications.
Update current traffic
management policies, including
the Policy for Neighborhood
Traffic Calming.
Mobility,
Safety &
Security, C1,
C2
Efficient
Mobility
Options
3.1,
3.2, 3.9
1
PW
MT44
As electric vehicles become more
popular, there will be a demand for
non-residential charging stations
within Southlake. Currently, non-
residential charging stations are not
an allowed use.
Consider options for adding
non-residential charging
stations as a use. Consider
LEED guidelines for
recommended number of
stations for a site.
Amend the Zoning Ordinance to
allow vehicle charging stations in
certain districts.
Mobility, B6 Efficient
Mobility
Options
6.2,
7.3, 7.6
1
PDS
MT45
The TEX Rail commuter rail project
is moving forward and the closest
proposed stations will be located in
Grapevine and North Richland Hills.
If the properties at the
intersection of Brumlow and
S.H. 26 are redeveloped, the
possibility of a rail station
may be considered.
No action recommended unless
the properties at the
intersection of Brumlow and S.H.
26 are redeveloped.
Mobility,
Quality
Development,
C2
Efficient
Mobility
Options
1.7, 3.9
3
PDS
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 104
Bicycle Facility Plan Recommendations
Tier 1
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. Kirkwood Boulevard Between Kimball and S.H. 114 Signed Route
4. Dove Road Between Westlake city limits and Grapevine city limits Signed Route (Existing)*
5. Carroll Avenue Between Continental and Burney Lane Signed Route (Existing)*
6. Burney Lane Between Carroll and Midway Drive Signed Route
7. Midway Drive Between Burney Lane and Grapevine city limits Signed Route
8. Continental Boulevard/ Union Church Between Pearson and Kimball Signed Route (Existing)*
9. Brumlow Avenue Between Continental and S.H. 26 Signed Route (Existing)*
10. Kimball Avenue Between Kirkwood and Dove Signed Route
11. Kimball Avenue Between Continental and S.H. 26 Signed Route
12. Peytonville Avenue Between Continetal and Dove Signed Route (Existing)*
13. Randol Mill Avenue (F.M. 1938) Between Florence and Westlake city limits Signed Route (Existing)*
14. Florence Road Between F.M. 1938 and Pearson Signed Route
15. Pearson Lane Between Union Church and Florence Signed Route
16. White Chapel Boulevard Between Continental and northern roadway terminus Signed Route (Existing)*
Tier 2
Roadway Description Recommendation
17. Kirkwood Boulevard Between Kimball and S.H. 114 Sharrow (upon completion)
Tier 3
Roadway Description Recommendation
18. Brumlow Avenue Between Continental and S.H. 26 Dedicated Bike Lane
*Existing signage locations should be reviewed/reassessed to ensure optimal signage placement
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 105
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 1 Only
ID Primary
Street/Location Description Issues Length &
Estimated Cost
Priority
Tier Strategic Link VGO
A
(141)
West Southlake
Boulevard – south
side
Located in front of The Hills
Church of Christ property
near Brock Drive.
Retaining wall.
200 LF
(Separate CIP
request for FY15
for $285,000)
1 Mobility,
Infrastructure, C2
3.1 &
3.3
B
(301)
East Southlake
Boulevard – south
side
South side of East Southlake
Boulevard connecting to
Central Drive.
Retaining walls, TxDOT permit, possible lowering of
20-inch water line
650 LF
($250,000 –
already funded)
1
Mobility,
Infrastructure, C2
3.1 &
3.3
C
(302)
East Southlake
Boulevard – south
side
2200 block of East Southlake
Boulevard.
Undeveloped property. Power pole will need to be
relocated. Sidewalk installed prior to development
may be removed (and reinstalled by the developer)
when property is developed due to grading.
450 LF
$100,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
D
(83)
South Kimball
Avenue – east side
925 South Kimball Avenue,
between Variosystems and
Dragon Stadium.
Undeveloped property. Existing sidewalk
immediately to the south (adjacent to school
property) is sinking. New culvert will need to be
installed.
440 LF
$33,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
E
(303)
South Kimball
Avenue – south
side
South of Continental
Boulevard to city boundary
(adjacent to S.H. 26).
A portion of this segment is on undeveloped
property. May be issues with trees on portion that is
developed. Will need to explore options for crossing
railroad track and connecting to Cottonbelt Trail.
2,150 LF
$260,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
F
(304)
South Peytonville
Avenue – east side
From Boardwalk Avenue to
Elks Lane.
Existing sidewalk to the north and south. Trees,
topography, and ROW issues will make this
connection difficult.
860 LF
$120,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
G
(305)
North White
Chapel Boulevard –
east side
From Emerald Boulevard to
Southlake Boulevard. Trees and topography.
970 LF
$50,000
1 Mobility,
Infrastructure, C2
3.1 &
3.3
H
(10)
Continental
Boulevard – north
side
From Breeze Way to existing
sidewalk adjacent to Old
Union Elementary (across
from Champions Way)
Inadequate ROW; also issues with trees and
grade/drainage
215 LF
$25,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
M
(307)
Exchange
Boulevard – south
side
From Silicon Drive to South
Nolen Drive
Should be considered in conjunction with connection
to Nolen Drive in Grapevine
508 LF
$20,000 ($4,000
escrowed)
1 Mobility,
Infrastructure, C2
3.1 &
3.3
N
(308)
South Nolen Drive
– west side
From Exchange Boulevard
north to connect to existing
sidewalk
Should be considered in conjunction with connection
to Nolen Drive in Grapevine
450 LF
$18,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 106
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 1 Only
ID Primary
Street/Location Description Issues Length &
Estimated Cost
Priority
Tier Strategic Link VGO
O
(New)
Federal – north
side
From Carroll Avenue to trail
by Hilton Hotel (State Street)
Portion of this sidewalk will be constructed with
intersection improvements at Carroll Avenue and
Federal
400 LF
$26,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
P
(58)
Silicon Drive – east
side
From existing sidewalk
adjacent to 500 South Nolen
Drive to Exchange Boulevard
Should be considered in conjunction with connection
to Nolen Drive in Grapevine to complete the sidewalk
loop in this area
520 LF
$21,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
R
(21)
Crooked Lane –
west side
From Brookshire Drive to
Southlake Sports Complex Road side ditch; trees 165 LF
$30,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
S
(43 &
part of
152)
North Peytonville
Avenue – west side
From Southlake Boulevard to
Ten Bar Trail
Trees, existing landscaping, topography. Note: Citizen
request
2500 LF
$100,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
T (203)
East Continental
Boulevard – north
side
From South Hollow Drive to
Crooked Lane
ROW/Easements; drainage. Will likely require a
bridge at Cambridge Place Addition.
3465 LF
$260,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
U
(206)
Shady Oaks – east
side
From West Highland Street to
Love Henry Court
Drainage; ROW/Easements; Mailboxes
Note: Connectivity is being provided with a mid-block
crossing
2145 LF
$240,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
W
(New)
North White
Chapel Boulevard –
east side
From Brentwood Circle to
Keystone Drive
Topography
Note: Multiple requests for this sidewalk were
received
525 LF
$45,000
1
Mobility,
Infrastructure, C2
3.1 &
3.3
X
(New)
North White
Chapel Boulevard –
east side
From Kirkwood Boulevard to
Brentwood Circle
Topography, ROW
(Companion to above)
665 LF
$55,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
Y
(New)
Zena Rucker –
north side
From property line of
proposed Little Sunshine
development to Byron Nelson
Sidewalk is existing along other constructed portions
of Zena Rucker and along Byron Nelson
70 LF
$4,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
ESTIMATED TOTAL FOR TIER 1 PROJECTS $1,403,000
Excluding $250,000 for segment B,
which is already funded, and excluding
$285,000 for segment A, which is a
separate CIP request.
Note: Tier 1 segments have been assigned a letter ID to help differentiate them from Tier 2 and Tier 3 segments. If a Tier 1 segment was identified in
the previous Sidewalk Plan, that segment’s original numerical ID is provided in parentheses.
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 107
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues Length Priority
Tier Strategic Link VGO
0 Royal Lane – east
side
From existing sidewalk along
Johnson Road to existing
sidewalk adjacent to 601
Royal Lane
Topography. 41 LF 2 Mobility,
Infrastructure, C2
3.1 &
3.3
2 Village Green
Drive – west side
From existing sidewalk along
Continental Boulevard to
sidewalk adjacent to 1900
Amesbury Court
Existing neighborhood entry feature (wall) blocks
connectivity. 93 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
6 (Q) Stonebury Court –
north side
From S. Peytonville Avenue to
existing sidewalk along Indian
Paintbrush Way
Existing landscaping and topography. No existing
sidewalk on west side of Peytonville to connect to at
this time.
169 LF
$45,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
7(I) Union Church –
north side
From Chesapeake Park
sidewalk to Watermere
property
Topography; drainage; landscaping. Watermere will
construct a sidewalk to the east of this segment.
875 LF
$75,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
7(J) Union Church –
north side
From Watermere property to
Siena Addition
ROW/easements; topography; drainage; trees.
Watermere will construct a sidewalk to the west of
this segment. This would provide a pedestrian
connection between Siena Addition and Watermere
Park.
545 LF
$65,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
7(K) Union Church –
north side
2651 Union Church Road
(connecting existing sidewalks
adjacent to east and west
entrances to Siena Addition)
Trees; topography; drainage. 365 LF
$50,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
7(L) Union Church –
north side
From exisiting sidewalk
adjacent to Siena Addition to
Davis Boulevard
Trees; topography; drainage. Would connect a
neighborhood (Siena Addition) to a preschool.
570 LF
$70,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
8 Waterford Drive –
west side
From existing sidewalk along
Southlake Boulevard to
existing sidewalk adjacent to
100 Waterford Drive
Existing neighborhood entry feature (wall) and
landscaping block connectivity. 55 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
15
South Kimball
Avenue – north
side
From existing sidewalk east of
Silicon Drive to Cotton Belt
Trail/S.H. 26
Portion in Grapevine; trees, signs; crosses railroad
tracks 1171 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 108
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues Length Priority
Tier Strategic Link VGO
18 Morningside Drive
– west side
From Merlot Drive to Rainbow
Street Internal neighborhood sidewalk 930 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
19
Bordeaux/Lorraine
Drive/Fontaine
Drive
From Merlot Drive to South
Carroll Avenue Internal neighborhood sidewalk 797 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
20 Nettleton Drive –
north side
From Byron Nelson Parkway
to Inwood Drive Internal neighborhood sidewalk 571 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
22 Warwick Way –
south side
From Montgomery Lane to
Brumlow Avenue
Entry landscaping; low priority since a connection
exists on the north side of Warwick Way 166 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
23 Foxborough Lane
– west side
From existing sidewalk along
Gateshead Court to East
Southlake Boulevard
636 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
24 Foxborough Lane
– east side
From existing sidewalk along
Gateshead Court to East
Southlake Boulevard
500 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
26 Southcrest Court –
north side
From Southbend Trail to
North Carroll Avenue
No existing sidewalk connection on the west side of
North Carroll Avenue; retaining wall; trees; may
require easements/HOA approval
375 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
27 Southcrest Court –
south side
From Southbend Trail to
North Carroll Avenue
No existing sidewalk connection on the west side of
North Carroll Avenue; trees; may require
easements/HOA approval
375 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
28
North Carroll
Avenue – west
side
From Southcrest Court to
Southlake Boulevard Constricted ROW; grade; utility lines and poles 2266 LF 3 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 3 Mobility,
Infrastructure, C2
3.1 &
3.3
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 3 Mobility,
Infrastructure, C2
3.1 &
3.3
34
Southridge Lakes
Parkway – east
side
From Brazos Drive to existing
sidewalk along Crockett Court
Trees; may require easements/HOA approval;
segment not critical due to presence of slip streets 352 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 109
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues Length Priority
Tier Strategic Link VGO
39
Kirkwood
Boulevard – east
side
From Tyler Street to Sabre
driveway Will be built with new development 2288 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
40
Kirkwood
Boulevard/North
White Chapel
Boulevard
connection
Adjacent to existing Sabre
driveway May be built with new development 2288 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
41
Kirkwood
Boulevard –
east/north side
From Sabre driveway to
existing sidewalk east of TW
King Road
Will be built with new development 1862 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
42
Kirkwood
Boulevard – north
side
From existing sidewalk at TW
King Road to SH 114
Need to coordinate connection at SH 114 with
Westlake 757 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
55 Durham
Elementary Sidewalk along school drive Need to work with CISD 205 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
56 Ascot Drive –
north side
From North White Chapel
Boulevard to Saratoga Drive May require easements/HOA approval 727 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
57
East Chapel
Downs Drive –
north side
From North White Chapel
Boulevard to end of street May require easements/HOA approval 3 Mobility,
Infrastructure, C2
3.1 &
3.3
65 Meadowlark Lane
– west side
From existing sidewalk along
Meadowlark Lane to West
Southlake Boulevard
Low priority because sidewalk connection to
Southlake Boulevard exists on the east side of
Meadowlark Lane
214 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
66 Jordan Drive and
Harrell Drive
From North Pearson Lane to
Johnson Road Bar ditch, lack of ROW 3037 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
67 Gray Lane From North Pearson Lane to
Harrell Drive Bar ditch, lack of ROW 879 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
68 Pearson Lane –
east side Adjacent to 3255 Jordan Drive To be constructed with Pearson Lane improvements 541 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
68b Pearson Lane –
east side
Adjacent to 101 North
Pearson Lane To be constructed with development 680 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
69 Chesapeake Lane
– north side
Adjacent to 3101 West
Southlake Boulevard
To be constructed with development of property at
3101 West Southlake Boulevard 264 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 110
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues Length Priority
Tier Strategic Link VGO
70 Chesapeake Lane
– north side
Entrance to Chesapeake Place
adjacent to Pearson Lane To be constructed with Pearson Lane improvements 75 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
71 Chesapeake Lane
– south side
Entrance to Chesapeake Place
adjacent to Pearson Lane To be constructed with Pearson Lane improvements 75 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
72
Connector from
Stone Lakes to
Monticello
Estates/Timber
Lake
Across Stone Lakes HOA
property from existing
sidewalk along Stratford Drive
to existing trail on Monticello
Estates HOA property
Neighborhood sidewalk connector; will need HOA
easements/approval; drainage and trees 533 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
74 Vermilion Court
From Royal & Annie Smith
Park to West Southlake
Boulevard
Need easements/ROW 1152 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
76a
Continental
Boulevard – north
side
From Davis Boulevard to
existing sidewalk along
Woodbury subdivision
Drainage and ROW issues 552 LF 2 Mobility,
Infrastructure, C2
3.1 &
3.3
77 Mendez Trail –
north/south
From West Southlake
Boulevard to proposed
east/west Mendez trail
To be constructed with development 680 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
78 Mendez Trail –
east/west
From Cross Lane to North
Carroll Avenue To be constructed with development 1136 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
79 T W King – east
side
From Kirkwood Boulevard to
existing sidewalk adjacent to
The Cliffs subdivision
To be constructed with development 2041 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
86 Crooked Lane –
west side
Adjacent to Southlake Sports
Complex to East Continental
Boulevard
Lower priority since there is an existing sidewalk on
the east side of Crooked Lane 1450 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
88 Parkwood Drive –
north/east side
From Byron Nelson Parkway
to West Southlake Boulevard
To be constructed in conjunction with new
development 1575 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
92 Johnson Road -
north side
From Trailhead Addition to
Johnson Place Estates Bar ditch, trees, drainage, ROW 620 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
93 Johnson Road –
south side
From Johnson Place Estates to
Randol Mill Avenue Bar ditch, trees, drainage, ROW 600 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
98 Turnberry Lane –
north
From Shady Oaks Drive to
existing sidewalk east of
Suffolk Court
Lower priority because there is an existing sidewalk
connection on the south side of Turnberry Lane 672 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 111
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues Length Priority
Tier Strategic Link VGO
101 Oak Pointe Lane –
north
From Ridgecrest Drive to
existing sidewalk on Oak
Pointe Lane
Lower priority because there is an existing sidewalk
connection on the south side of Oak Pointe Lane 170 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
114
Southridge Lakes
Parkway – east
side
From Raven Bend
Court/North Peytonville
Avenue to existing sidewalk
north of Bowie Court
No existing sidewalks to connect to on North
Peytonville 252 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
115 North Peytonville
Avenue – east side
From Brazos Drive to Crockett
Court Trees; may require easements/ROW 1028 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
127
Deer Hollow
Boulevard – west
side
From West Continental
Boulevard north to parking lot
on Southlake Woods HOA lot
Requires HOA approval; also issues with
neighborhood entry landscaping; sidewalk
connection exists on the east side of Deer Hollow
Boulevard
100 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
131 Trailhead/Johnson
Place connection
From Gallant Court (Trailhead
Addition) to Johnson Place
Park
Park Plan Tier 3 3 Mobility,
Infrastructure, C2
3.1 &
3.3
144 Dove Road – south
side
From Estes Park Phase I to
Estes Park Phase 4 ROW, trees. 3 Mobility,
Infrastructure, C2
3.1 &
3.3
152
North Peytonville
Avenue – west
side
From Red Wing Street to
Raven Bend Court ROW, drainage, trees. 4255 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
153 West Highland
Street – north side
From Shady Oaks Drive to
White Chapel Boulevard ROW, drainage, trees 2599 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
154 East Dove Street –
south side
From White Chapel Boulevard
to Estes Park
ROW, drainage, trees. Sidewalk has been
constructed on the north side of Dove. 985 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
155 East Dove Street –
south side
From Winfield Estates to Estes
Park
ROW, drainage, trees. Sidewalk has been
constructed on the north side of Dove. 1090 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
204 North Peytonville
Avenue – east side
From Raven Bend Court to
West Dove Road ROW, trees, drainage. 6432 LF 3 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; included in Brumlow widening project
which is a Tier 3 project 2280 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 112
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues Length Priority
Tier Strategic Link VGO
306
North White
Chapel Boulevard
–
power line
easement
From the existing
sidewalk/crosswalk at the
3000 block of North White
Chapel Boulevard through
Kirkwood/Sabre Linear Park,
continuing along the power
line easement, and
connecting to the proposed
trail through Corps property
to connect to The Cliffs Park.
The PROS-CF Plan ranked this connection Tier 31.
Will vary
depending on
route
2 Mobility,
Infrastructure, C2
3.1 &
3.3
New Dove Road – north
side From S.H. 114 to French Circle
Sections of this segment will be constructed with
Savannah Estates. Remaining sections have ROW,
topography, and tree issues. If constructed to
Southlake’s city limit, there will be an approximately
35 ft. gap in Westlake.
1600 LF
$57,600 NOT
INCLUDING ROW
OR DRAINAGE
IMPROVEMENTS
2 Mobility,
Infrastructure, C2
3.1 &
3.3
1 2013 Parks, Recreation & Open Space/Community Facilities (Ordinance No. 1060) Recommendation: “Provide connectivity from Kirkwood/Sabre Linear Park to Bob
Jones Park and The Cliffs Park.”
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 113
Active Transportation Policy Recommendations
Recommendation Priority
Tier
Department
Responsible Strategic Link VGO
AT1
Amend relevant development ordinances to remove exemptions for
sidewalk construction. Also specify/clarify that the minimum
sidewalk width shall be 5 feet.
1 PDS Mobility, Infrastructure,
Quality Development; C2 3.1
AT2
Develop an education campaign to improve safety for motorists,
pedestrians and bicyclists. Provide education on the purpose of
sharrows prior to or concurrent with their installation.
1 DPS, PDS, PW Safety & Security, Mobility;
C1, C2 3.1, 5.8
AT3 Consider options and establish guidelines for improving pedestrian
safety during festivals and special events in Town Square. 1 PW, PDS, ED Safety & Security; Mobility;
C1, C2 3.1
AT4 On an annual basis, review the sidewalk priority list and prioritize
sidewalk construction. 1 PDS, PW Mobility, Infrastructure; C2 3.1
AT5 Inventory and georeference all bicycle signage in the City. Identify
routes that may require additional signs. 2 PW, PDS
Mobility, Infrastructure,
Performance Management &
Service Delivery; C2, B5, B6
3.1
AT6 Explore options for encouraging bike rack installation at local
businesses. 2 PDS, ED Mobility, Partnerships &
Volunteerism; C2, C5, B2 9.1, 9.3
AT7 Conduct bicycle and pedestrian counts. 2 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.
2 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. 3 PW, PDS Mobility; C1, C2 1.2, 3.1, 3.2
[SOUTHLAKE 2030] Mobility Master Plan
Ordinance No. 1075, Adopted January 7, 2014 [SOUTHLAKE 2030] 114
Crosswalk Recommendations
Recommendation Priority
Tier
Department
Responsible Strategic Link VGO
AT10
Inventory all crosswalks. Establish a maintenance schedule
for crosswalks, specifying more frequent maintenance of
crosswalks near schools.
1 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. 81) whenever new crosswalks are
installed or existing crosswalks are re-striped.
1 PW Safety & Security, Mobility,
Infrastructure; C1, C2 3.1
AT12
Encourage pedestrian crossings at the intersections of 1709
and Carroll and 1709 and Central through signage and the
creation of a walkable environment. If necessary, consider
methods to discourage mid-block crossings at State Street
and Grand Avenue.
1 PDS, PW, DPS Mobility, Safety & Security;
C2 3.3
AT13 Inventory and assess curb ramps and pedestrian signals.
Develop a curb ramp and pedestrian signal transition plan. 1 PW, CMO
Mobility, Safety & Security,
Performance Management
& Service Delivery; C1, C2,
B5, B6
3.1