Loading...
2005-027OFFICIAL RECORD RESOLUTION NO. 05-027 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS, ADOPTING THE MOBILITY AND MASTER THOROUGHFARE PLAN, AS AN ELEMENT OF SOUTHLAKE 2025 PLAN, THE CITY'S COMPREHENSIVE MASTER PLAN. WHEREAS, a Home Rule Charter of the City of Southlake, Texas, was approved by the voters in a duly called Charter election on April 4, 1987; and, WHEREAS, the Home Rule Charter, Chapter XI requires an update to the City's comprehensive plan elements every four years, WHEREAS, the City Council recognizes that Mobility and Master Thoroughfare is an element of the Southlake 2025 Plan, the City's Comprehensive Master Plan, WHEREAS, the City Council has determined that the document complies with Southlake 2025 Plan, Phase I (Vision, Goals, & Objectives) and consolidates the guiding principles and recommendations for mobility under all area plans of Southlake 2025 Plan - Phase II, WHEREAS, the City Council has deemed that the Mobility & Master Thoroughfare Plan has been formulated with adequate public input, WHEREAS, the City Council has deemed that the recommendations herein reflect the community's desires for the future development of the city's transportation network, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS, THAT: Section 1. All of the findings in the preamble are found to be true and correct and the City Council hereby incorporates said findings into the body of this resolution as if copied in its entirety Section 2. Exhibit A is hereby adopted as the Mobility & Master Thoroughfare Plan, a part of the Southlake 2025 Plan, the City's Comprehensive Master Plan. Section 3. The different elements of the Comprehensive Master Plan, as adopted and amended by the City Council from time to time, shall be kept on file in the office of the City Secretary of the City of Southlake, along with a copy of the resolution and minute order of the Council so adopting or approving the same. Any existing element of the Comprehensive Master Plan which has been heretofore adopted by the City Council shall remain in full force until amended by the City Council as provided herein. Section 4. This resolution shall become effective on the date of approval by the City Council PASSED AND APPROVED ON THIS 19`h DAY OF JULY 2005. ATT ST: Lori Farwell, City Secretary CITY OF SOUTHLAKE tty: — - Andy *ambsganss, Mayor Exhibit A SOUTHLAKE 202S Planning Today for a Better Tomorrow SOUTHLAKE 2025 PLAN - MOBILITY PLAN MASTER THOROUGHFARE PLAN SOUTHLAKE PLANNING & ZONING COMMISSION SOUTHLAKE CITY COUNCIL ADOPTED BY THE SOUTHLAKE CITY COUNCIL ON JULY 19, 2005 RESOLUTION 05-027 WWW .CITYOF SOUTHLAKE.COM/2025/DEFAULT. ASP Resolution 05-027 July 19, 2005 EXECUTIVE SUMMARY The Southlake 2025 Plan is the city's comprehensive plan update and a blueprint for its future. It is a statement of community values and establishes a vision for the long-term growth and development of the city. On March 2, 2004, City Council adopted Phase I — Vision, Goals, and Objective of the Southlake 2025 Plan. On May 3, 2005, City Council approved the last of the area plans under Phase 11 of the Southlake 2025 Plan. This document consolidates all the area plan recommendations for transportation and mobility in the context of the entire city and its region. The purpose of this plan is two -fold. The first is that it forms as a guide to all decision making as it pertains to the city's transportation network and second, the document is the city's official master thoroughfare plan that establishes future roadway network. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 ACKNOWLEDGEMENTS SOUTHLAKE CITY COUNCIL ANDY WAMBSGANSS, MAYOR KEITH SHANKLAND, MAYOR PRO TEM CAROLYN MORRIS, DEPUTY MAYOR PRO TEM JOHN TERRELL GREGORY JONES VIRGINIA M. MUZYKA LAURA K. HILL SOUTHLAKE PLANNING & ZONING COMMISSION VERNON STANSELL, CHAIR DEBRA EDMONDSON, VICE -CHAIR BRANDON BLEDSOE MICHAEL BOUTTE DON COONAN AL MORIN MICHAEL SPRINGER Southlake 2025 Plan: Mobility & Master Thoroughfare Plan July 19, 2005 Resolution 05-027 TABLE OF CONTENTS 1.0 Introduction 1.1 Southlake Growth Trends 1.2 Regional Growth and Mobility Trends 1.3 Purpose of the Master Thoroughfare Plan 1.4 Relationship to the Comprehensive Plan 1.5 The Transportation -Land Use Link 1.6 Connectivity & Linkages 2.0 Mobility Recommendations & Implementation Strategies 2.1 Safety & Efficiency Recommendations 2.2 Bicycle & Pedestrian Recommendations 2.3 Connectivity Recommendations 2.4 Streetscape & Urban Design Recommendations 2.5 Regional Transportation Recommendations 3.0 Functional Classification System, Street Typologies, and Design Standards 3.1 Functional Classification System 3.2 City of Southlake Functional Roadway Classifications 3.3 Linking Transportation and Land Use through Street Typologies 3.4 Southlake's Street Typologies 3.5 Appropriate Street Typology by Land Use Category 3.6 Street Design Standards 4.0 Recommended Roadway Network Appendix A — Level of Service (LOS) Descriptions Appendix B — Street Specific Cross -Sections & Design Standards Southlake 2025 Plan: Mobility & Master Thoroughfare Plan July 19, 2005 Resolution 05-027 July 19, 2005 1.0 INTRODUCTION Transportation is the circulatory system of a city and the lifeline of the economy that carries workers and shoppers, raw materials and finished products to their destinations within the urban environment. As Southlake experiences further residential and commercial growth and approaches build -out, transportation facilities and internal movement become greater concerns. Our society is dependent upon wheeled vehicles for the movement of persons and goods. Accessibility to industrial and commercial areas, residential neighborhoods, recreation centers and other traffic generators is essential. Much planning and study is done to create a transportation system that will move goods, services and people efficiently, conveniently and safely. In order to provide balance between related 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 automobile mode of transportation and non -automobile 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. This introduction chapter first examines the development trends in Southlake over the past 20 years and its impact on the transportation system. This section will also look at future trends that will affect the movement of goods and services within the city and in the DFW metropolitan region. The second section looks role of thoroughfare plans in the development of the city and the third section evaluates the relationship between the mobility/thoroughfare plan and the Southlake 2025 Plan, Phase I and II, the comprehensive plan of the city of Southlake. The final part of the introductory section looks more closely at the critical link between transportation and land use. 1.1 Southlake Growth Trends Southlake is a third -ring suburban community in the Dallas -Fort Worth metropolitan area known as the Metroplex). The city's roots can be traced to the establishment of Lake Grapevine by the Army Corps of Engineers in 1952. Since the city was incorporated in 1956, it grew from a small rural community in the 1970's to a busy suburb in the 1990's. South lake's defining growth occurred in the late 1980's and early to mid -1990's, as shown in the following chart. Third -ring suburb indicates the third suburbanization ring around the central cities of Dallas and Fort Worth. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 City of Southlake: Historical and Projected Population July 19, 2005 10000 s 5000 Year 2001 Estlimate = 22.860 0 IIIIII 1974 1977 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 2016 2019 Calendar Year Effective Build -out based on the adopted 1998 City of Southlake Land Use Plan RpA 0M.: Fib -e 2005 5— City &S""4 PW -ng D+Pr I Located within 20 miles of downtown Dallas and downtown Fort Worth, Southlake offers a unique blend of excellent location, extraordinary quality of life, and available land with many natural attributes. Southlake's quality of life is among the highest in the DFW Metroplex due to its safe neighborhoods, community programs, and excellent schools. Southlake has been and will continue to be a premier location for employers and residents alike due to its strategic location between DFW International Airport and Alliance airport, available land, quality of life, educated labor force, and financial stability. To date, Southlake's growth has been characterized by large -lot residential and large -format retail development that is reinforced by single -use zoning. While this suburban and automobile - oriented development pattern has served Southlake well, it has also created transportation and land use challenges that require new approaches as the community faces build -out in the next 15 years. Large format retail uses in Southlake Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Typical residential uses in Southlake Effective BwW-0ut = 30.160 ' 35&00 IYear 2005 EstlmaW. = 25.158 I }. 30000 I I I V l e l r 2002 star = 23.554 X I L 25000 Year 2000 Census = 21.519 LI 11, 111 O 3 20000 Year 2004 Estimate =24.555 CILO a 15000 Year 2003 Projection =24,150 10000 s 5000 Year 2001 Estlimate = 22.860 0 IIIIII 1974 1977 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 2016 2019 Calendar Year Effective Build -out based on the adopted 1998 City of Southlake Land Use Plan RpA 0M.: Fib -e 2005 5— City &S""4 PW -ng D+Pr I Located within 20 miles of downtown Dallas and downtown Fort Worth, Southlake offers a unique blend of excellent location, extraordinary quality of life, and available land with many natural attributes. Southlake's quality of life is among the highest in the DFW Metroplex due to its safe neighborhoods, community programs, and excellent schools. Southlake has been and will continue to be a premier location for employers and residents alike due to its strategic location between DFW International Airport and Alliance airport, available land, quality of life, educated labor force, and financial stability. To date, Southlake's growth has been characterized by large -lot residential and large -format retail development that is reinforced by single -use zoning. While this suburban and automobile - oriented development pattern has served Southlake well, it has also created transportation and land use challenges that require new approaches as the community faces build -out in the next 15 years. Large format retail uses in Southlake Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Typical residential uses in Southlake Resolution 05-027 July 19, 2005 One land use challenge is developing in -fill and constrained sites on the city's major thoroughfares while maintaining acceptable levels of regional mobility. The recently completed S. H. 114 offers a unique opportunity to create a premier location for a mixed-use regional employment center. The challenge of this planning effort was to balance the role of the highway as a critical transportation link and its role as an economic development priority for the city of Southlake. Another land use and transportation challenge is to preserve and protect some of Southlake's unique rural roadways. Southlake is faced with the classic dilemma of wanting to preserve the narrow, tree -lined country lanes and to avoid the disruptions associated with the acquisition of additional rights-of- way versus an ongoing need to acquire right-of-way to accommodate the construction of wider streets that will ultimately be required as the city develops. Without debating whether or not growth is beneficial or should be encouraged, it is generally accepted that cities should plan for accommodating growth when it does occur. 1.2 Regional Growth & Mobility Trends Several regional growth, mobility, and air quality issues can affect the sustainability of the region in general and the city in particular. The Dallas -Fort Worth (DFW) metropolitan area population according to the 2000 Census was 4.87 million, a 29 percent increase since 1990 U.S. Census Bureau). This rapid growth is expected to continue through the year 2025 and the metro area population is projected to grow by 63% and employment by 64 percent from 2000 to 2025 (NCTCOG Mobility 2025, 2004 Update). DFW's 2025 population is projected to be nearly eight (8) million and employment is projected to be five (5) million. 9,000,000 8,000,000 7,000,000 6,000,000 5,000,000 4,000,000 3,000,000 2,000,000 1,000,000 DFW Area Demographic Forecast 2000 2005 2010 2015 2020 2025 2030 Year IEl Population © Employment I Source: NCTCOG Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 Increasingly, new growth in DFW and in other metropolitan areas has been automobile oriented and has resulted in the growth of vehicle miles traveled (VMT) at a rate higher than population growth in the same areas. In fact for the period between 1975 and 1990, the national population grew at a rate of 15% while annual VMTs grew by 61 %. Figure 1.2.1: 1999 Congestion Levels Figure 1.2.2: 2025 Congestion Levels Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Legend Areas of Moderate Peak -Period Congestion Areas of Severe Peak -Period Congestion Source: North Central Texas Council of Governments, Mobility 2025, 2005 Update. Resolution 05-027 July 19, 2005 This tremendous regional growth coupled with the increasing mismatch between future transportation needs and funding required to meet future transportation needs including maintenance of existing facilities will result in worsening congestion and air quality. See the following figures (1.2.1 and 1.2.2) for 1999 and 2025 projected NCTCOG's Mobility 2025 — 2004 Update identifies sustainable development as a key objective due to the direct link between land use, transportation, air quality, and quality of life see figure 1.2.3 below). Sustainable development is planning and policy support for increased rail mobility, mixed-use development, the utilization of existing system capacity, and access management. Specifically, the RTC has earmarked federal transportation funds for sustainable development under the Land Use/Transportation Joint Venture Program. Land Use Transportation F1 Decisions Facilities 1 1 I Vehicle Miles Traveled ac U. w = J I Vehicle Emissions n. 1 y 3 R 0 Air Quality Conformity 3 3 U. Figure 1.2.3: Relationship between Land Use, Transportation, Air Quality, and Quality of Life. Source: NCTCOG, Mobility 2025 — 2004 Update) 1.3 Purpose of the Master Thoroughfare Plan A Thoroughfare Plan is the city's long-term system plan for its street network. The build -out Thoroughfare Plan represents the eventual, permanent street network, including maximum lanes and rights of way. Thoroughfare planning is interrelated with other components of the planning and development process, specifically the land use plan. The Southlake City Charter, Chapter 11.06 identifies the Thoroughfare Plan as an element of the city's Comprehensive Master Plan and requires its update every four (4) years. The thoroughfare plan 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 Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 sufficient width to allow the orderly and efficient expansion and improvement of the thoroughfare system to serve existing and future transportation needs. 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. 1.4 Relationship to the Comprehensive Plan This update of the Mobility and Master Thoroughfare Plan is a component of the Southlake 2025 Plan, the city's Comprehensive Master Plan. The following goals and objectives from the Southlake 2025 Plan — Phase I have guided the development of the area plans in Phase II and the consolidated Mobility and Master Thoroughfare Plans: Goal 1, Objective 1.2: Promote the creation/preservation of attractive, pedestrian friendly streets with pleasing vistas that limit the visual impact of the automobile. Goal 2, Objective 2.1: Facilitate housing products that are consistent with Southlake's vision for quality neighborhoods which emphasize design details for homes, streets, open spaces, recreational amenities, etc. Goal 3, Objective 3.1: Promote the development of commercial and mixed-use development with an emphasis on design detail and performance standards such as building and street design, pedestrian/automobile orientation and transition to adjacent uses. Goal 4: Develop a transportation system that minimizes traffic congestion, provides alternatives to the automobile, promotes energy efficiency, and allows expanded opportunities for its citizens to meet some routine needs by walking or bicycling. The design of the transportation system should act as a framework that gives the city "character and functionality". Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 Objective 4.1: The Thoroughfare Plan –a component of the comprehensive plan—should address safety, design, and aesthetics elements such as landscaping, street design, lighting, sidewalk design, traffic calming, signage etc. in order to provide a distinct image for the City. Objective 4.2: Provide a street network that allows residents/workers to travel effectively to shopping areas, schools and places of employment without having to travel on the city's major arterials (FM 1709, FM 1938, or SH 114), while minimizing cut -through traffic in residential neighborhoods. Objective 4.3: Promote contiguous bicycle/pedestrian/trail facilities which are user friendly, efficient, safe, economical, and connect parks, shopping, schools, work and residential areas. Objective 4.4: Promote opportunities to link existing neighborhoods, shopping areas and employment centers to the existing/future trail system, as detailed in the Master Pathways Plan. Objective 4.5: Ensure that an adequate transportation system on-site and to the site is provided or planned prior to the approval of any land uses that create significant traffic demand. Objective 4.6: Mixed-use developments should encourage a pedestrian -friendly environment and minimize the need of the automobile for convenience shopping, work, or leisure trips. Objective 4.7: Encourage pedestrian and bicycle mobility on existing roadways or when redesigning existing roadways or designing new roadways. Objective 4.8: Partner with adjoining communities and the North Central Texas Council of Governments (NCTCOG) to study the impact of the future light/commuter rail corridor proposed along the Cottonbelt rail line, adjacent to SH -26. Evaluate and determine appropriate land use designations along the rail corridor. Goal 6: Preserve effective and efficient professional police, fire and communication services. Objective 6.1: Support the provision of facilities, equipment and roadways to achieve desired emergency response times throughout the city. 1.5 The Land Use -Transportation Link There is a significant relationship between land use and transportation decisions. The location of existing and future development has a strong influence on the demand on transportation system in terms of street capacity, traffic flow, traffic distribution, transit use, and pedestrian -orientation. Similarly, changes in transportation facilities such as new highways, capacity increases on existing roadways, and the design of such facilities affects both the Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 accessibility to land uses and the type of development that the transportation facility attracts. Because of this relationship, it is important to plan for both land use and transportation simultaneously. t ••, • rte\.. ; wwG OOQ Conventional suburban development — creates a greater demand on arterial and collector streets. oQ OOO O m aLn Traditional grid street network disperses traffic andfacilitates biking and walking. Increasingly, transportation is more about getting people most efficiently to their destinations instead of just moving cars. National, state, and local agencies are recognizing the importance of treating our transportation systems as networks to get people from the places in which they live to shopping, work, schools, recreation facilities through a variety of modes of transportation, including walking, biking, or transit. In an era where air quality and traffic congestion are affecting the quality of life in our communities, it is important to proactively plan our roadway networks with alternative transportation modes. Not only should the planning process integrate different modes of transportation, emphasis should also be placed on the design quality of our thoroughfares and residential streets alike to improve safety and livability of our streets. Moving cars is balanced against other desired qualities of the street, such as its value as an "address", its retail friendliness, and its role as a premiere public space of the community. In addition, transportation systems design should be integrated with land use decisions that support multiple modes of transportation, reduce the reliance on the automobile, and enhance livability, economic opportunity, air quality, and the quality of life. This includes mixed use, pedestrian -oriented development with an interconnected network of streets. The urban form of our communities has an impact on the walkability of our neighborhoods. Higher degrees of suburban forms of development that are more automobile -oriented have significantly higher negative health impacts. Thus transportation and land use decisions have significant impacts that need to be addressed holistically to balance transportation and livability goals. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 2.0 MOBILITY RECOMMENDATIONS July 19, 2005 The specific area plans under Southlake 2025 — Phase II included several mobility recommendations. These mobility recommendations included context specific recommendations for connectivity, pedestrian -orientation, safety, and design. These recommendations have been consolidated and listed under the following categories: 2.1 Safety & Efficiency Recommendations Several mobility recommendations were made in order to improve safety and efficiency of the city's roadway system. Generally, safety recommendations emphasized improving access to schools from area neighborhoods by prioritizing sidewalk construction. Several intersection improvements were recommended to improve efficiency through the construction of roundabouts, traffic control devices, or turn lanes. One major recommendation included the prioritization of a median study to evaluate the feasibility of medians along the city's major thoroughfares. Medians would improve safety, efficiency, and improve the visual integrity of the city's major corridors. Other recommendations included: Explore traffic management techniques that help make the existing transportation system more efficient and safe. Prioritize pedestrian safety and access to area schools, sporting facilities (e.g., Dragon Stadium), and city park facilities (e.g., Bicentennial Park). Specifically, designate a school zone along F.M. 1709 in the vicinity of Carroll Senior High School. Provide the necessary road improvements to enhance access and safety to the DPS North Facility. Improve Dove Street from the DPS North station to the White Chapel intersection to accommodate emergency vehicle traffic in and out of DPS North station. Control the intersection at White Chapel/Dove through signalization or other means to allow emergency vehicles transverse the intersection expediently and safely during emergency response calls. Evaluate the feasibility of a traffic control device at the Highland Ave. and White Chapel Blvd. intersection in conjunction with an evaluation of the optimal cross section for White Chapel Blvd. from Dove Street to F.M. 1709 by means of a traffic study with the goal of moving traffic efficiently and safely to and from neighborhoods, schools, and S.H. 114. Evaluate intersection improvement options at White Chapel and Continental Blvd., such as a roundabout, pavement markings, crosswalks, etc. Convert one south bound lane of White Chapel at F.M. 1709 to a right -turn only lane. Limit industrial traffic access to S.H. 26. Determine the optimal roadway cross section for Kirkwood Blvd. extension through the Aventerra properties to promote safe automobile and pedestrian connectivity through any proposed development. Evaluate intersection improvements at Shady Oaks Drive and Dove Street. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Resolution 05-027 Julv 19, 2005 Complete intersection improvements at F.M. 1709 & Randol Mill Ave. and Randol Mill Johnson Road in conjunction with the completion and connection of the F.M. 1938 improvements in the Town of Westlake to reduce congestion. Construct the Kirkwood Blvd. extension in conjunction with development north of S.H. 114 and south of Highland Ave. and Dove Street. Primary future access for development located between S.H. 114 and Highland Ave./Dove Street should be on either the S.H. 114 frontage road or Kirkwood Blvd. extension. Primary access onto Highland Street and Dove Street is discouraged. Work with the Carroll Independent School District (CISD), residents, and adjacent property owners in the determination of the Kirkwood Blvd. extension alignment through the Carroll Ave./Highland Ave. intersection area. The ultimate alignment should be designed such that the impact on existing church (Christian Fellowship), CISD Intermediate School, Johnson Elementary, and nearby residential subdivisions (Highland Estates, Stanhope Addition) is minimized to the greatest extent possible. Evaluate the feasibility of changing Carroll Ave. from F.M. 1709 to Continental Blvd. to a 4 -lane divided facility with a planted median with sidewalks on both sides of the street. Evaluate the feasibility of an exit from S.H. 114 east -bound directly to White Chapel Blvd. to enhance access to the south side of S.H. 114 between White Chapel Blvd. and Carroll Ave. as a viable retail/office area. Fund the design and construction of an integrated sound barrier minimizing the impact of F.M. 1938 (Randol Mill Ave.) extension on the Myers Meadow neighborhood. Protect existing neighborhoods from traffic impacts associated with development along S.H. 114. Upgrade Crooked Lane, retaining the existing 2 -lane facility. If property along Crooked Lane is developed with industrial land uses, recommend limiting truck traffic from accessing Kimball Avenue. As a general rule, the required cross-sections and rights-of-way are recommended to provide at least a level of service ,Iy z for build -out traffic volumes. Recommend that Public Works conduct a speed limit study on the city's major roadways to establish appropriate speed limits that promote safety while efficiently moving traffic. Such a study should prioritize Carroll Avenue, Kimball Avenue, and the access roads of S.H. 114. Specifically, the speed limits on residential streets should be evaluated in order to maximize pedestrian safety to be 25 miles per hour or less. 2.2 Bicycle & Pedestrian Recommendations A major priority in this planning effort has been improving pedestrian and bicycle mobility and access. Most existing developments in Southlake, residential and commercial, do not have sidewalks and retrofitting the entire city would be cost prohibitive. However, there are limited funding opportunities through grants, general funds, and trail bonds that need to be maximized. A comprehensive plan to address pedestrian mobility in existing city neighborhoods needs to be developed. Such a plan would identify the critical areas for pedestrian linkages, identify funding, street retrofit options, and develop policy recommendations to prioritize the implementation of the plan. Z See Appendix A for level of service (LOS) descriptions. Southlake 2025 Plan: 10 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 With respect to new development, the following recommendations were made: Continue to improve bicycle and pedestrian circulation. Develop an interconnected system of trails and sidewalks along all public and private streets to maximize pedestrian connectivity between neighborhoods, shopping, employment areas, schools, parks, and intercity/regional trail systems where feasible. This would be implemented by amending development ordinances to require all development to provide sidewalks along all public and private streets. Create an interconnected network of linear greens through the employment center areas north of S.H. 114. Provide linkage from the employment areas to existing and future bicycle and pedestrian trails identified on the Master Pathways Plan. Improve pedestrian access on F.M. 1709 between Carroll Avenue and Central Avenue by evaluating options for pedestrian crossings — both at -grade and above grade pedestrian bridge options. Maximize pedestrian connectivity to schools and to Dragon Stadium from adjoining neighborhoods. Encourage the development of a pedestrian greenway along floodplains and creeks to provide alternative connectivity between neighborhoods and adjacent commercial development. 2.3 Connectivity Recommendations One of the key opportunities for enhancing mobility in Southlake is to improve connectivity. A well-connected street network: Provides more route options; Decreases travel distances by providing more direct routes to destinations; Disperses traffic, rather than concentrating traffic on fewer roads; and Encourages bicycle and pedestrian travel by providing more direct routes and minimizing barriers to non -motorized travel (such as cul-de-sacs). Pedestrian and bicycle connectivity is recommended between all neighborhoods, shopping, employment areas, schools, parks, and intercity/regional trail systems where feasible. This may be accomplished through the development of an interconnected system of trails and sidewalks along all public and private streets. Specific recommendations may be found in the South lake Pathways Plan. Further, automobile, pedestrian, and bicycle connectivity is encouraged between adjoining commercial developments. This will reduce auto trips and turning movements on the arterial roadways and improve level of service. Pedestrian, bicycle, and automobile connectivity is also recommended in residential areas, despite the prevalence of cul-de-sacs. Residential cul-de-sacs limit traffic volumes, decrease traffic speeds, and help to create a sense of security. However, they also limit access to facilities typically found in and around neighborhoods, such as parks and schools. Connected residential streets can be designed to provide the same beneficial features of cul- de-sacs while also providing access to neighborhood facilities and minimizing cut -through Southlake 2025 Plan: 11 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 traffic. Well-designed connected residential streets tend to have short blocks, narrow widths, and other traffic calming features as appropriate. Specific options and recommendations for traffic calming in Southlake will be explored in a later report. Specific recommendations for connectivity include: Evaluate connectivity around the senior center based on future development patterns. Evaluate connectivity around the northwest corner and southeast corner of F.M. 1709 and Carroll Ave. in conjunction with proposed development. Evaluate street connectivity between T.W King and White Chapel Blvd. at the time of development of the Oien property. Encourage automobile and pedestrian connectivity between adjoining commercial developments. This in turn will reduce auto trips and turning movements on the arterial roadways and improve level of service. Provide connectivity throughout the planning area to reduce vehicle trips on S.H. 114 and F.M. 1709. 2.4 Streetscape & Urban Design Recommendations The following recommendations combined with the street typology concepts (see section 3) will address the current lack of a link between transportation and land use decision making: Develop the extension of F.M. 1938 north to S.H. 114 as a "parkway" with a trail, street trees, medians, berms, and vegetative barriers that preserve and enhance the character of area along Randol Mill. Prioritize the undertaking of a median study that includes the following street sections: o F.M. 1709 from White Chapel Blvd. to Kimball Ave., o Carroll Ave. from F.M. 1709 to Breezeway, and o Brumlow Ave. from Continental to S.H. 26. o F.M. 1709 (Village Center Drive to Carroll Avenue); o Kirkwood Blvd. Extension; o White Chapel Blvd.; and o Dove Street. As a part of this median study, evaluate the feasibility of designating Carroll Ave. from F.M. 1709 to Continental and Brumlow Ave. from Continental to S.H. 26 to a 4 -lane divided "parkway" with medians, landscaping, and sidewalks on both side of the street. Specifically, as a part of the median study, develop F.M. 1709 (Southlake Blvd) from Village Center Drive to Carroll Ave as a "boulevard" with sidewalks, street trees, medians, and buildings that establish that portion of Southlake Blvd. as the heart of the community's Downtown. Utilize any available bond financing for streetscape improvements to this stretch of F.M. 1709 and Carroll Ave. Develop a unique intersection treatment at F.M. 1709 and Carroll Ave. to create a sense of place and arrival at Southlake's Downtown as a part of the median study. Establish design characteristics in addition to technical standards for all identified streets in the planning area. Preserve the character of S. White Chapel Blvd. from F.M. 1709 to the southern city limit line along Bear Creek. Southlake 2025 Plan: 12 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 Enhance and improve the visual aesthetic of the S.H. 114 & F.M. 1709 corridors. Evaluate the feasibility of a planted median on F.M. 1709 from Village Center to Carroll Avenue. Develop a unique intersection treatment at Carroll Ave. & F.M. 1709. Retain tree cover along rural cross-section roadways. Consider enhancements to develop the intersection of F.M. 1709 and Pearson Lane as an entry portal to the city. Preserve the rural, 2 -lane character of Dove St and Shady Oaks Drive. 2.5 Regional Transportation Recommendations Given future regional congestion and air quality problems, current North Central Texas Council of Governments' (NCTCOG) studies show that a large gap exists between funds available for transportation improvement projects and the transportation improvements needed to even maintain existing levels of service in the regions main transportation network. Regional transit efforts are underway to address this gap and provide multiple modes of transportation. Specifically, this planning effort identified the Commuter Rail line along the Cotton Belt Corridor as an opportunity to provide such improved mobility to regional activity centers. In addition, the plan recommended the evaluation of the feasibility of a "rubber tire" trolley system that would provide an innovative connection between existing and future hotels, retail, office, and entertainment along the S.H. 114 Corridor as well as provide service to the future Cottonbelt commuter rail stations. Southlake 2025 Plan: 13 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 3.0 FUNCTIONAL CLASSIFICATION SYSTEM, STREET TYPOLOGIES AND DESIGN STANDARDS Southlake, as a majority of the communities in the United Sates, has adopted the Federal Highway Administration (FHWA) functional roadway classification. This functional classification system groups roadways into classes, or systems, according to the character of the traffic service that they are intended to provide. This functional classification system largely is based on moving traffic and generally ignores the different contexts among different roadway functions. In order to address the context and design related elements of any roadway in the city, an alternative classification system of street typologies is recommended. Street typology classifications are meant to be overlaid on top of the conventional functional classification system. The street typology designation would then provide the design standards for a specific roadway cross section. 3.1 Functional Classification System The FHWA functional classification system of roadways is the predominant method for roadway classification used by transportation planners (see figure below). This classification ranges from arterials that are streets meant for high speed long distance travel, carrying large volumes, and not hindered by local access. And at the other end of the spectrum, a local street, meant to feed other streets, carrying small volumes at low speeds. And in between, a collector street that collects traffic from local streets, maybe has fronting commercial uses like commercial, and feeds the arterial system. Functional System Arterial Collector Local Proportion of Service Service Provided Provides the highest level of service at the greatest speed for the longest uninterrupted distance with some degree a of access control. 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 U arterials. Consists of all roads not defined as arterials or collectors; primarily o providing access to land with little or no through movement. Source: Flexibility in Highway Design, http://www..jhwa.dot.gov/environment/flex/ Southlake 2025 Plan: 14 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 The Federal Highway Administration (FHWA) groups all streets into one of the three (3) highway functional classifications listed below, depending on the character of the traffic and the degree of land access allowed: 3. LI Arterial Streets A. General Characteristics 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. Movement of people and goods, also known as "mobility," 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 45 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, trucks, and buses. Bicycle facilities may be provided. Pedestrian facilities are always provided, but the width of these facilities varies depending on adjacent land use and the level of pedestrian activity. r View of F.M. 1709, a principal arterial Southlake 2025 Plan: Mobility & Master Thoroughfare Plan View of F.M. 1938 at F.M. 1709 MI Resolution 05-027 B. Designation Criteria July 19, 2005 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 5-10+ miles between destinations; Provides connectivity between other arterials (e.g. connects parallel north -south or east -west arterials); Provides connectivity between or to freeway interchanges; Accommodates existing or future average daily traffic volumes of 20,000 or greater (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, generally spaced at 1/3- to 1/2- mile intervals; Functions as a significant truck or emergency route; Provides 4 or more travel lanes; and Serves higher -intensity land uses, generally commercial land uses, adjacent to the street. 3.1.2 Collector Streets A. General Characteristics 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 25 and 35 mph. Traffic volume and capacity can range from 5,000 vehicles per day on a two-lane facility up to 20,000 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 still serving the needs of the motoring public. Southlake 2025 Plan: 16 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 View of a rural cross-section collector — View of a collector with medians — Johnson Road Southridge Lakes Parkway B. 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: Consists of a grid of streets generally spaced at '/z -mile intervals; Serves as a locally significant street (accommodates trips of less than 5 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 20,000 or less individual segments may accommodate slightly higher); Operates as and is designated as a collector street in adjacent jurisdictions; Accommodates speeds of 25 mph or greater; Provides limited restrictions on driveways and other access points to adjacent land uses; Provides traffic signals at major intersections and driveways, generally spaced at 4- to 1/3 -mile intervals; Functions as a local emergency route; Provides no more than 2-4 travel lanes; and Serves all levels of land use intensity adjacent to the street with residential uses in mid -block locations and commercial uses at key intersections with other collectors or arterial streets. Southlake 2025 Plan: 17 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 3.1.3 Local Streets A. General Characteristics 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 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 major considerations on local streets in industrial areas. r1`' Typical residential street in Southlake. Main Street, Southlake — a local commercial street. 3.2 City of Southlake Functional Roadway Classifications In addition to arterials, collectors, and local streets, the city of Southlake also has the following classifications for roadways: 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). Southlake 2025 Plan: 18 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 Freeway Frontage Roads — Provide a means of connecting the local arterials to the freeways and providing controlled access to adjacent property. Trip length is generally less than one mile. View of S.H. 114 main lanes from Gateway Drive. View of the east -bound S.H. 114 access road at Gateway Plaza. 3.3 Linking Transportation and Land Use through Street Typologies Current trends in transportation (Bureau of Transportation Statistics) indicate the following statistics that require a more comprehensive approach to land use and transportation planning: 2/3 of all trips are less than 3 miles to shopping, errands, schools, churches, and other destinations. 45 percent of daily trips are taken for shopping and errands 27 percent of daily trips are social and recreational, such as visiting a friend 15 percent of daily trips are taken for commuting Vehicle miles traveled have increased exponentially over the past 20 years and the DFW average vehicle miles traveled per household is 45 miles per day. Designing pedestrian -oriented developments with a network of connected streets and mix of uses has the potential to reduce vehicle miles traveled, increase pedestrian modes of travel, and improve livability. To this end, the limited street types based on a functional classification are potentially inadequate in reflecting the wide palette of streets and modes needed for mobility in our cities. This context -sensitivity in street design should also better address the link between transportation and land use. Street typologies augment the functional classification system of arterials, collectors and local streets. As described, the functional classification of a street broadly defines its design and operational characteristics as they relate primarily to the movement of motor vehicles. By contrast, the street typologies further define streets by relating them to the adjacent land use and their function for pedestrians and bicyclists. Street design is often less sensitive to other modes of travel when it is based solely on the traditional functional classification. The Southlake 2025 Plan: 19 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 design of a street, its intersections, sidewalks, and streetscapes should reflect the adjacent land uses since the type and intensity of the adjacent land use directly influences the level of use by other modes. Several cities are augmenting their conventional functional classification system. The street typologies attempt to strike a balance between functional classification, adjacent land use, and the competing travel needs. Each street typology prioritizes various design elements by looking at factors related to both the adjacent land use and the functional classification. Where sufficient public right-of-way exists, all priority design elements may be accommodated. Within constrained public right-of-way, however, trade-offs between priority design elements are required to balance the functions of the various travel modes. 3.4 Southlake's Street Typologies A street typology classification is proposed as an overlay designation over the functional street classification. This street typology classification would refine the street design process by appropriately linking functionality with broader mobility and livability goals. Street typology classifications address the following design and mobility elements in addition to functionality: Pedestrian facilities including trails and sidewalks Bicycle facilities — both on- and off-street Intersection treatments On -street parking Traffic calming approaches Street trees and parkway design Median design Compatibility with adjoining land uses and urban form Environmental resource protection Traffic management features Access management Entry features and portals Signage and wayfinding Southlake's street typologies are: Freeways: 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 were incorporated in the 1995 Southlake Corridor Study. Southlake 2025 Plan: 20 Mobility & Master Thoroughfare Plan Resolution 05-027 VIED dvrrE Iwc MIAM July 19, 2005 S.H. 114 landscape design recommendations —1995 Corridor Study 2. Regional Boulevards: These roadways serve the diverse travel needs of a region's most intensely developed activity centers. Regional boulevards contain four or more travel lanes and a wide right-of-way. They generally do not include on -street parking, but may include bike lanes, pedestrian facilities, and landscaped medians. F.M. 1709 and F.M. 1938 in the city of Southlake are considered Regional boulevards. Images of typical parkways — Regional Boulevards Southlake 2025 Plan: 21 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 Regional boulevards are considered parkways when they incorporate wide landscaped medians, verges, controlled access, and separate pedestrian/bicycle facilities. The future expansion of F.M. 1938 north from F.M. 1709 to S. H. 114 is to be designed as a parkway. Boulevards: Boulevards are designed to move larger numbers of vehicles (as through traffic) from one part of the city to another and to other lower level streets in the network. Therefore, maintaining vehicular movement is a higher priority than with an Avenue, but pedestrians and cyclists are still provided for in the design. In fact, the higher speeds and traffic volumes increase the need for safe pedestrian and bicycle treatments, such as providing adequate buffers from traffic. Land uses along Boulevards can vary, but development is typically set back further from the street than on Avenues. Boulevards typically have 2 - 4 travel lanes, with turn lanes at key intersections. They can be designed with and without medians. Boulevards can change character at some key locations adjacent to intense commercial centers such as downtowns and town centers with slower traffic and buildings defining the streets. Kimball Avenue, Carroll Avenue (from F.M. 1709 to S.H. 26), and the future extension of Kirkwood Blvd. are examples of Boulevards in the city of Southlake. 4. Avenues: Avenues are designed to serve a diverse set of functions in a wide variety of land use contexts. Therefore, they are the most common (non -local) and versatile street type in the city. They provide access from neighborhoods to commercial areas, between major inter -city destinations and, in limited cases, through neighborhoods. Avenues serve an important function in providing transportation choices, because they are designed to provide a balance of service for all modes of transport. They provide for high quality pedestrian access, bicycle accommodations such as multi -use trails and wide curb lanes, yet they may also carry significant automobile traffic. Most thoroughfares in the street network would be classified as Avenues. The collector/connector function can also be served by some Avenue cross- sections. 5. Rural Roads: These are roadways in the city that have a unique rural identity that have been 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 shall include low- density residential and rural conservation subdivision categories. Southlake 2025 Plan: 22 Mobility & Master Thoroughfare Plan Resolution 05-027 Typical rural roads in Southlake July 19, 2005 6. Local Streets: Local streets are streets serving lower intensity residential, commercial, or industrial uses in Southlake. They may be further classified into Main Streets, Commercial Streets, Residential Streets, and Alleys. Main Streets — are designed to be "destination" streets. They provide access to and 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. Development along Main Streets is 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, Employment Center -1, and Transition -1 land use categories. VN, 4 Examples of appropriate Main Streets Commercial Streets — are designed to provide local access to retail, office, and industrial properties from boulevards. These streets shall provide primary access to adjoining properties. Thus driveway locations may be closer than along Boulevards. The primary design element along these streets is to minimize the impact of off-street surface parking facilities on to the adjacent roadway with appropriate screening. Commercial streets shall have pedestrian and bicycle access along the roadways and shall generally be between 2 and 4 lanes with appropriate turn lanes. On -street parking may be appropriate at some locations. Local streets in industrial areas shall have appropriate accommodation for truck traffic. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan 23 Resolution 05-027 July 19, 2005 Images of typical commercial streets Residential Streets — are designed to provide access to residential properties from avenues and boulevards. Residential streets shall incorporate the appropriate geometrics for low -speed traffic (20 miles per hour) and shall have high pedestrian access with sidewalks on both sides of the street. Homes may have shallow or deep front yards, depending on the design of the neighborhood. Residential streets in the rural conservation subdivision land use category may be designed without curbs and gutters. Residential streets shall be no more than 2 lanes wide with parking on both sides of the street. If residential streets are designed with medians or central parkways, they may be no more than 4 lanes wide with on -street parking. Examples of typical residential streets —in a rural and neighborhood context. Alleys —'include both commercial and residential alleys. The primary goal of alleys is to provide access to service areas and parking. Commercial alleys may have to be designed to accommodate loading and unloading activity. Residential alleyways may be designed with no curb and gutter and with shallow setbacks to rear garages. Alleys are recommended in residential neighborhoods with lots narrower than 60 feet. This improves the street facade by eliminating ugly driveway cuts and garage fronts. Southlake 2025 Plan: 24 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 t / 1111 r 7 i Typical residential and commercial alleys. 3.5 Appropriate Street Typology by Land Use Category The table below establishes the relationship between street typologies and land use categories by listing the appropriate streets in each land use category. The table in the following page illustrates the priorities and compatibility criteria of different design elements for each specific street type. Thus each land use category will then have established design priorities for the streets in that district. Land Use Category LD- SLID- RCS Retail Office Mixed T-1/ EC Town Res Res Comm. Comm. Use T-2 Center Street Typology Freeways X X X Regional Boulevards X X X X X X Boulevards X X X X X X Avenues X X X X X X X X X Rural Roads X X Local Streets Main Streets X X X X Commercial Streets X X X X X X X X X Residential Streets X Alleys X X X X X X Southlake 2025 Plan: 25 Mobility & Master Thoroughfare Plan Resolution 05-027 Design Element Priority & Criteria by Street Typology July 19, 2005 Southlake 2025 Plan: 26 Mobility & Master Thoroughfare Plan WWI Y L V u R y C > 6J Ri.. L O O 7 i O O Design Elements Pedestrian Orientation Low Medium Medium Low/ Medium Medium/High High Medium/ High None High Bicyclefacilities Low Medium Medium Low/ Medium Medium/High Medium Medium Medium None Traffic Calming/Speed None Low Medium Medium Medium/High High High High High control Design Speed 50-65 45-55 30-40 25 — 40 mph 30 — 35 mph 20-25 30-25 20 — 25 mph 20 mph mph mph mph mph mph Intersection treatments None Medium Medium Low/ Medium High High Medium Medium Low entry High limited to turn pavement pavement portals) lanes) treatment, and other crossing, design roundabouts, elements) etc.) Medians, parkway design, Along Medium Medium Maintain High High Medium/ High Medium street trees, & access High existing High screening landscaping roads character mi ni mize of parking only surface and service parking) areas) On -street parking None None Limited Limited Allowed Allowed Allowed Allowed None Access managements High High Medium Medium Medium Medium Medium Medium None Resource Protection Low Low/ Medium High High Medium/ Medium High Medium / Medium High High Signage & Wayfinding Highway Auto- Auto- Limited Limited Pedestrian District None None oriented oriented oriented signage signage oriented specific Building orientation & Limit impact of big boxes and Deep setbacks; Towards the street and Minimize Limit impact Parking design surface parking (corridor overlay limited impact pedestrian surface of parking facilities and standards/ form standards) along roadway High level of design detail parking garages along service areas required along the street roadways Southlake 2025 Plan: 26 Mobility & Master Thoroughfare Plan Resolution 05-027 3.6 Street Design Standards July 19, 2005 The following cross sections attempt to combine the functional classification system with the street typology designation. These cross sections are recommendations only and specific site and context conditions may warrant changes to the sections. However, the design element priority by street typology table should be consulted for design direction on various street elements. Establishing street design standards assists a city in achieving locally -appropriate urban design and establishing a distinct image for the city. Several streets have specific cross section and design recommendations approved by City Council at the time that those streets were added on to the Master Thoroughfare Plan. Such design recommendations have been retained in this plan and are included in Appendix B. Southlake 2025 Plan: 27 Mobility & Master Thoroughfare Plan Resolution 05-027 Functional Street Adjacent Land Uses/ Classification Typology Land Use Category F.M. 1709/ Regional Lower intensity office/residential uses at F.M. 1938 Boulevard mid -block locations and higher -intensity retail uses at major street intersections. Principal Arterial 130' R- OW 5 -lane undivided No on - street parking 45-50 mph design speed Retail Commercial, Office Commercial, Mixed Use, and T-1 /T-2 Transition Land Use Categories July 19, 2005 Design Characteristics Improve visual appeal by street tree plantings along the right-of-way. Improve pedestrian connectivity by requiring all new development to provide sidewalks/multi-use trails on both sides of the street. Recommend multi -use trails for bicyclists due to speed differentials. Evaluate wider -outside lanes for bicycle users. High degree of access control and recommend adjoining uses to share driveways and provide cross access easements. Minimize the visual impact of parking along the right of way through the use of vegetative fences, berms, or relocation of parking to the side or rear of buildings. Cross section of Southlake Blvd. and Davis Blvd. south of F.M. 1709. Southlake 2025 Plan: 28 Mobility & Master Thoroughfare Plan Resolution 05-027 Functional Classification A6D Principal Arterial 124' R -O -W 6 -lane undivided No on -street parking 45 - 50 mph design speed Street Adjacent Land Uses/ Typology Land Use Category Boulevard Lower intensity office and retail uses at mid -block locations and higher -intensity retail uses at major street intersections. 11 TraW Sidewalk ParkwayIS () ( 6' (min.) Retail Commercial, Regional Retail, and, Mixed Use Land Use Categories. Kimball Ave. between F.M. 1709 and S.H. 114 July 19, 2005 Design Characteristics Limit driveway access to improve mobility. Improve visual appeal by street tree plantings along the right-of-way. Improve pedestrian connectivity by requiring all new development to provide sidewalks/multi-use trails on both sides of the street. Recommend providing wider -outside lanes for bicycle users or designating the outside shoulders as bike lanes. Minimize the visual impact of parking along the right of way through the use of vegetative fences, berms, or relocation of parking to the side or rear of buildings. Travel Lane Travel Lane Travel Lane I Median/Tum Lane Travel Lane 11' (min.) 11' (min.) 11' (min.) 14' -0' 11' (min.) 124' -0'(R -O -W) y i Trail Travel Lane Travel Lane ParkwayJ$idewalkl ( 11 (min) 11' (min.) { 6' (min.) n 5' (min / n ! / Southlake 2025 Plan: 29 Mobility & Master Thoroughfare Plan Resolution 05-027 Functional Classification A5U Principal Arterial 84' R -O -W 5 -lane undivided No on -street parking 35-40 mph design speed Street Typology Boulevard Adjacent Land Uses/ Land Use Category Higher intensity retail and office development. Retail Commercial, Regional Retail, and Mixed Use Land Use Categories are appropriate. 1 Sidewalk ParkwayTravel Lane f5' (min.) , 6' (min.) 1 11' Southlake 2025 Plan: Mobility & Master Thoroughfare Plan July 19, 2005 Design Characteristics Limit driveway access to improve mobility. Improve visual appeal by street tree plantings along the right-of-way. Improve pedestrian connectivity by requiring all new development to provide sidewalks/multi-use trails on both sides of the street. Recommend providing wider -outside lanes for bicycle users or designating the outside shoulders as bike lanes. Minimize the visual impact of parking along the right of way through the use of vegetative fences, berms, or relocation of parking to the side or rear of buildings. Travel Lane 2 -way Left Turn Lane Travel LaneTravel LaneI I ParkwaySidewalk{ 6' (min.) 5' (min.) 30 Resolution 05-027 Functional Classification A4D Principal Arterial 100' — 88' R- OW 4 -lane divided No on -street parking 35-40 mph design speed Street Adjacent Land Uses/ Typology Land Use Category Boulevard/ Low intensity office/residential Avenue uses at mid block locations and medium intensity retail uses at key intersections. VIA Sidewalk Parkway 5' (min.) 6(min) Retail Commercial, Office Commercial, Mixed Use, Town Center, EC, T- 1, T- 2, and Medium Density Residential uses (at mid -block locations only). Travel lanes 26 (max.) July 19, 2005 Design Characteristics Boulevard cross-section with street tree plantings at the median and parkways. Increased rights-of-way are conducive to creating a pedestrian canopy over sidewalk/trail. On -street parking may be permitted in limited situations. Access management is important, specifically if medians are recommended. Protect existing environmental resources, specifically mature tree stands, steep grades, etc. Limit the impact of surface parking and large format retail through appropriate screening and articulation standards. 100'- 88' R -0-W Travel Lanes 25(max.) tet lk, Parkway Sidewalk 6' (min) 5' (min.) i i Southlake 2025 Plan: 31 Mobility & Master Thoroughfare Plan Resolution 05-027 Functional Street Adjacent Land Uses/ Classification Typology Land Use Category A2U Avenue/ Residential with limited Rural low intensity office or Arterial Road retail uses. 88' R -O -W 2 -lane Avenue — all land use undivided categories No on -street Rural Road - Low parking Density Residential and 30-35 mph Rural Conservation design speed Subdivision July 19, 2005 Design Characteristics Avenues: Form the principal pedestrian and bicycle system and hence require sidewalks and/or multi use trails on both sides of the street. Low design speed Attention to intersection design with roundabouts, pavement markings, crosswalks, neighborhood entry features, etc. High level of landscaping design of parkways and medians including street trees and buffer yard treatments. Limit impact on existing environmental resources in the design of the roadway. Buildings generally oriented towards the street with pedestrian - oriented development, specifically in the Transition, Town Center, and EC land use categories. Rural Road: See next classification (C2U) 1i ,+ :.x^+oao.smv+m---z K,.,,Q,e,,,:,v r^,x:. i.....,. .. '.I rf.l,7-•. Parkway Trail Parkway I el Lane Left Turn Lane Travel Lane Parkway Sidewalk I Parkway 6' (min.) 6' (min.) 6' (min.) J Travel 12' 13' 6' (min.) 5'( j 6' (mm.) JJJ 88' R -O -W Southlake 2025 Plan: 32 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 Functional Street Adjacent Land Uses/ Design Characteristics Classification Typology Land Use Category C2U Collector Avenue/ Typically residential or lower Avenue: See previous classification (A2U) Rural intensity commercial uses. Rural Road: 84' R -O -W. Road Medium to low pedestrian orientation with multi -use 2 -lane undivided; Medium Density Residential, trails on one or both sides of the street providing with turn lanes at Office Commercial, T -1/T-2 connectivity between neighborhoods and to non - key intersections. Transition Land Use Categories. residential uses. 30-35 mph Usually lacking in curb -gutter. design speed. High level of resource protection with an emphasis on Typically no on- leaving the road as natural as possible by retaining any street parking mature street trees along the roadway. allowed. Limit intersection improvements to turn lanes and roundabouts where appropriate. Narrow lane -widths conducive to lower -speed traffic. Low access control due to existing nature of development along these corridors. Continental Ave. at Davis Boulevard 0+ nv-rr Southlake 2025 Plan: 33 Mobility & Master Thoroughfare Plan Resolution 05-027 Functional Classification C2U Collector 70' R -O -W or 60' R -O -W. 2 -lane undivided; with turn lanes at key intersections. 30-35 mph design speed. Typically no on - street parking allowed. Street Adjacent Land Uses/ Typology Land Use Category Rural Low intensity residential or rural estate Road residential. Low Density Residential or Rural Conservation land use categories. View of Johnson Road July 19, 2005 Design Characteristics Medium to low pedestrian orientation with multi- use trails on one or both sides of the street providing connectivity between neighborhoods and to non-residential uses. Usually lacking in curb -gutter. High level of resource protection with an emphasis on leaving the road as natural as possible by retaining any mature street trees along the roadway. Limit intersection improvements to turn lanes and roundabouts where appropriate. Narrow lane -widths conducive to lower -speed traffic. Low access control due to existing nature of development along these corridors. 4,—* 28,Pavement 70' Rao -w TraAMWewalk I Southlake 2025 Plan: 34 Mobility & Master Thoroughfare Plan Resolution 05-027 Functional Street Adjacent Land Usesl Classification Typology Land Use Category Local Street Main Street Pedestrian oriented 2-4 lane mixed use development — divided or primarily retail, office, undivided. civic or residential uses. 50'— 60' R- OW. T-1 or T-2 Transition, 20 — 25 mph Employment Center, and design speed. Town Center land use On -street categories. parking allowed. July 19, 2005 Design Characteristics If mainly connecting commercial (both retail and office) land uses, wider sidewalks (8') are recommended. If the predominant adjacent uses are residential, then sidewalks shall be a minimum of 5'. Street trees should separate the roadway from the sidewalk. Extremely low design speeds. Parallel or angled on -street parking permitted. Limited driveway cuts with parking areas accessed from alleys. Surface parking to be located to the side or rear of the building or screened with vegetative fences or berms. Pedestrian -oriented streets with crosswalks and buildings built close to the street. Pedestrian scaled buildings. TREE WELLS IN PARKING LANE URB XTENSIONS SIDEWAY - -1 - i TREELAWN / / PARKING TRAVEL TRAVEL SIDEWALK - VTREELAWN PARKING TRAVEL TRAVEL Typical design of Main Streets Southlake 2025 Plan: 35 Mobility & Master Thoroughfare Plan Resolution 05-027 Functional Street Classification Typology Local Street Commercial 2-4 lane Street divided or undivided. 50' — 60' R - O -W. 20 — 25 mph design speed. On -street parking allowed. Screening of parking areas Adjacent Land Uses/ Land Use Category Auto -oriented retail and office uses. Mixed Use, Retail Commercial, Office Commercial, and Employment Center land use categories. kN. July 19, 2005 Design Characteristics Designed to accommodate pedestrians with sidewalks/trails along both sides of the street, although street is not totally pedestrian oriented. Aggressive traffic calming with narrow streets and on -street parking conducive to low traffic speeds Street and building design to minimize impact of auto -oriented uses such as surface parking and drive-through facilities. Unified signage and wayfmding with directory signage for larger retail developments. n Typical local streets in commercial areas. Southlake 2025 Plan: 36 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 4.0 RECOMMENDED ROADWAY NETWORK In addition to the recommendations in the previous sections, several recommendations were made to change or refine existing roadway classification designations. This recommended roadway network was developed using the 1997 Thoroughfare Plan as a starting point and the 2004 Traffic Count Report as a guide. A list of changes from the 1997 Thoroughfare Plan is in the following table. No. Street 1997 Designation 1 West Dove St. (west of S.H. 114) and East A5U — 94' Dove St. (east of Kirkwood Blvd.) ROW 2 Dove St. (between S.H. 114 and Kirkwood A5U — 94' Blvd.) ROW 3 Sams School Rd. A4U— 74' ROW 4 White Chapel Blvd. (between Chapel A5U— 94' Downs Dr. and E. Dove St.) ROW 5 White Chapel Blvd. (between F.M. 1709 A5U— 84' and Chapel Downs Dr.) ROW 6 White Chapel Blvd. (between F.M. 1709 A5U— 94' and Continental Blvd.) ROW 7 White Chapel Blvd. (south of Continental A5U— 84' Blvd.) ROW 8 Peytonville Ave. (from approx. 1400'south A5U— 84' F.M. 1709 to approx. 650' north of F.M. ROW 1709) 9 South Carroll Ave. (between F.M. 1709 and A4U — 80' Continental Blvd.) ROW 10 Brumlow Ave. A5U— 88' ROW 11 Continental Blvd. (east of South Carroll A3U— 94' Ave) ROW 12 Continental Blvd. (between Davis Blvd. A3U— 84' and South Carroll Ave.) ROW 13a North Kimball Ave (south of future Kirkwood Extension to S.H. 114) 13b North Kimball Ave (north of future Krkwood Extension to Dove Street) 14 East Highland St (from White Chanel to S.H. 114) A5U — 94' ROW A5U — 94' ROW Proposed 2005 Designation A2U— 94' ROW 2 lanes w/turn lanes at key intersections) A4D — 94' ROW C2U— 74' ROW 2 lanes w/turn lanes at key intersections) A4D — 94' RO W A413 — 94' ROW A2U-94' ROW 2 lanes w/turn lanes at key intersections) Changed to 88'R-0- W) A2U— 84' ROW 2 lanes w/turn lanes at key intersections) Changed to 88'R-0- H9 A4D — 94' ROW A415 — 80' RO W Changed to 88'R-0- 99 A413 — 88' ROW C2U— 84' ROW 2 lanes w/turn lanes at key intersections) C2U— 84' ROW 2 lanes w/turn lanes at key intersections) A413 — 94' RO W A21J-94' ROW 2 lanes with turn lanes at kev intersections) A4U — 74' A21U — 74' ROW ROW (2 lanes with turn lanes at kev intersections) (Recommend 70' R -O -W) Southlake 2025 Plan: 37 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 No. Street 1997 Proposed Designation 2005 Designation 15 North Pearson Lane (from F.M. 1709 to A4U — 70' A2U — 70' ROW Florence Road) ROW (2 lanes with turn lanes at kev intersections) In order to facilitate a more streamlined classification system with meaningful differences between the different categories of streets, several 1997 classifications and area plan recommendations were consolidated. The changes have been identified in the following table and the classifications listed in bold font are the ones retained: 1997 MTP Roadway Classifications 1 2005 MTP Roadway Classifications Arterial Streets Will result in 6 categories of arterial roadways Southlake 2025 Plan: 38 Mobility & Master Thoroughfare Plan R -O -W R -O -W 1 A613 124' 1 A613 124' 2 A5U 94' 2 A5U (change to 94' A4D 88') 3 A5U 88' 3 A5U (change to 88' A4D 88') 4 A5U 84' 4 A5U 84' (existing N. Nolen Dr.) 5 A41) 100' 5 A4D 100' 6 A41) 94' 6 A41) changed to 88') 7 A4U 80' 7 A41) 88' 8 A4U 74' 8 A49 W (chanced to 881) 9 A4U 70' 9 A4U 80'(changed to A2U w/ turn lanes 70') 10 A3U 94' 10 A4U 74-1 (changed to A2U w/ turn lanes 70') 11 A3U 84' 11 A4U W (changed to A2U w/ turn lanes 70') 12 A3U 70' 12 A -2-U 94'—(changed it to A2U 88') 13 A2 -U 841 (changed it to A2U 88') 14 A3,U A2U 70' with turn lanes same as A3U) 15 A2U 88' Will result in 6 categories of arterial roadways Southlake 2025 Plan: 38 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 1997 MTP Roadway Classifications 1 2005 MTP Roadway Classifications Collector Streets R -O -W R -O -W 1 C2U 84' 1 C2U 84' (Continental Blvd.) 2 C2U 70' 2 CSU 74' (changed to 70') 3 C2U 64' 3 C2U 70' 4 C2U 60' 4 C -2-U 64' (changed to 60') 5 C2U (w/center 60' 5 C2 -U 64' (changed to turn lane) 60') 6 C -2U 6A' (redundant in the legend) 7 C2U 60' Will result in 3 categories of collector streets. The accompanying maps constitute the recommended Official Master Thoroughfare Plan Map and the Street Typology Map for the city of Southlake. Southlake 2025 Plan: 39 Mobility & Master Thoroughfare Plan am i 0,74" m I rj ice ; jimi"- Z l1lNllr:l:(: SOUTHLAKE T— 1 0 1 5froc la{aunt tsda)r ler a eaer leeerrer The portion of Kmkwood Boulevard that is located Weone Jerot Shivers Tract shall not be constructed vitt such Erne as the property is sold and developed N 2 0!25C25 CS 0.75 1 a F&I eae_ 1 tiTi 1 1nny u{ al u:a.aon. Nil/,sauna o;.«,j w •rr .jenr{ N6J a1x{ 1 iJ Ftom.. _ _ -- ^ u•• — . Y1rF.' '/- V.J. - - i. . r • —.. :. i AM ti T DISCLAIMER 4u` TMs data has been compiled for The •' J -- City of Southlake 'Janus olficial and undfi0al sources were used lo gather this nbrmaton Every~ was made to ensure the accuracy of ins data, hie ver no guarantee is given or implied as to the accuracy of said data s Future Access Point from Woodland Heights Subdivson of Southlake Southlake 2025 Plan Mobility &Master Thoroughfare Plan Functional Classification System of Roadways Adopted by City Council July 19, 2005 Resolution 05-027 Common Ao ess Easement to line tq vaCi drive on Farrar Addition Legend Hwy 114 (300'-500' ROW) Randol MOUFM 1938 (140' ROW Parkway) FM 1709/FM 1938 (130' ROW) A6D - 124' Arterial A5U - 84' Arterial AQ - 100' Arterial A4D - 88' Arterial A2U - 88' Arterial A3U - 70' Arterial C2U - 84' Collector C2U - 70' Collector r « . r C2U - 60' Collector Common Access Easement 0111 S I - the ultimate cross-section Im White Chad Bh-d. from SI1 114 to FM 1709. to be determined through a tranic catch. 2 - All 2 -lark roadvva%s to accommodate tum tares at kev into cellons. 3 - Ibis plan is intended to he used as a guide to assist The lith of %uthlakc in rev iesving various dcv chrprnrm ptotriosak and other thoroughfare related mane's Please see the accornpain ing report Sonuhlakc 2112Plan lir additional information. Ibis plan is a police statement M The City of Southlake. The suk-ment is u graphic depiction of apprrsimaick where future thoroughfares should the healed and approsimatelp how much R_O.W. will be required for those routes. Southlake Geographic Information Systems Resolution 05-027 July 19, 2005 Appendix A - Level of Service (LOS) Descriptions The following descriptions have been adopted directly from the Transportation Research Board's Highway Capacity Manual (HCM2000), Fourth Edition. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver's perception of those conditions. Safety is not included in the measures that establish service levels. Level of'Service A Level of Service A describes a condition of free flow, with low volumes and high speeds. Level nf'Seivice B Level of Service B is the zone of stable flow, with operating speeds beginning to be restricted somewhat by traffic conditions. Drivers still have reasonable freedom to select their speed and lane of operation. Level of'Service C Level of Service C is the zone of mostly stable flow, but speeds and maneuverability are more closely constricted by the higher volumes. Level of Service D Level of Service D is a zone that approaches unstable flow, with tolerable operating speeds, however driving speed is considerably affected by changes in operating conditions. Level of Service E Level of Service E is a zone that cannot be described by speed alone. Operating speeds are lower than in Level D, with volume at or near the capacity of the highway. Level of Service F Level of Service F is a zone in which the operating speeds are controlled by stop -and -go mechanisms, such as traffic lights. This is called forced flow operation. The stoppages disrupt the traffic flow so that the volume carried by the roadway falls below its capacity; without the stoppages, the volume of traffic on the roadway would be higher, or in other words, it would reach capacity. 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 2025 Plan: A-1 Mobility & Master Thoroughfare Plan Resolution 05-027 Dan WX Level -of -Service A Free traffic flow High level of maneuverability Average delay at intersections less than five seconds 11609mix on " WRgym. J a 8 XV I Level -of -Service E AMR Breakdown In traffic flow Freedom to maneuver in traffic stream very difficult Average delay at intersections las than one minute Level -of -Service C Stable traffic flow Maneuverability affected by other users in traffic stream Average delay at int July 19, 2005 KNOW' WX Im Mx r Level -of -Service B Stable traffic flow Maneuverability affected by other users wilhin traffic stream Average delay at intersections less than 2S seconds 4111 • , Q • u Level -of -Service D High density but stable traffic flow Speed and freedom to maneuver N traffic stream severely restricted Average de)av at intersections ersections less than 25 seconds July 19, 2005 KNOW' WX Im Mx r Level -of -Service B Stable traffic flow Maneuverability affected by other users wilhin traffic stream Average delay at intersections less than 2S seconds 4111 • , Q • u JR9 W T®NJi Level -of -Service F Breakdown in traffic flow Queues form. Operations within 1e." flc stream characterized by stop and go Aerage delay at intersections in cavress of one minute Southlake 2025 Plan: A-2 Mobility & Master Thoroughfare Plan Level -of -Service D High density but stable traffic flow Speed and freedom to maneuver N traffic stream severely restricted Average de)av at intersections 111.11 40 ac,u111i1 JR9 W T®NJi Level -of -Service F Breakdown in traffic flow Queues form. Operations within 1e." flc stream characterized by stop and go Aerage delay at intersections in cavress of one minute Southlake 2025 Plan: A-2 Mobility & Master Thoroughfare Plan Resolution 05-027 July 19, 2005 APPENDIX B — STREET SPECIFIC CROSS-SECTIONS & DESIGN STANDARDS Southlake 2025 Plan: A-3 Mobility & Master Thoroughfare Plan Thoroughfare Plan Text Amendment November 7, 2000 -The (C2U) east -west collector road indicated on the Thoroughfare Plan map located between White Chapel Boulevard and North Peytonville Avenue and north of F.M. 1709 and south of State Highway 114 is intended to only show a general alignment. The precise alignment of this collector road will ultimately be based on development conditions prior to construction." Also, this collector road will accommodate a center turn lane. The motion is to include seeking input of the neighbors when it comes to the development of this property. Southlake 2025 Plan: A-4 Mobility & Master Thoroughfare Plan Resolution 01-060 Added to MTP Text as result of Resolution 01-60 Speed limit not to exceed 35 miles per hour. The roadway north of Highland Avenue shall include a large planted median (>25 feet), street trees, bikelanes, and a pedestrian path or sidewalk that parallels the roadway. The roadway south of Highland Avenue shall include street trees, bikelanes, and a pedestrian path or sidewalk that parallels the roadway. The intersection of Kimball Avenue and the Kirkwood Road extension should be signalized. Further study the Carroll Avenue- Highland Avenue intersection area as part of the overall mobility study. The portion of Kirkwood Boulevard Extension that is located on the Jeroll Shivers tract shall not be constructed until such time as the property is sold and developed. Southlake 2025 Plan: A-5 Mobility & Master Thoroughfare Plan RESOLUTION 02-010 Design features of Rucker Road include: Approximately 35' wide roadway with the possibility of parallel parking on one or both sides along portions of the roadway. Urban" cross section which includes curb, gutters, street trees and sidewalks. Speed limit not to exceed 25 m.p.h. Design as a local slow movement roadway. Intersection of Rucker Road and Carroll Avenue intersection may ultimately be controlled through traffic signalization or 4 -way stop. Intersection of Rucker Road and Carroll Avenue will be located as far south as possible from the FM 1709/Carroll Avenue intersection and in a manner that does not negatively impact the residential properties in Oak Tree Estates. Design features of Remington Road include: Approximately 37' wide roadway. Urban" cross section which includes curb, gutters, street trees, sidewalk and trail. Continuous left hand turn lane. Speed limit not to exceed 30 m.p.h. Southlake 2025 Plan: A-6 Mobility & Master Thoroughfare Plan I a ca L) ` S.1GN .O .F Approximately 35' wide (60' R.O.W.) with the possibility, of parallel parking on both sides. I •"Urban" cross section which includes curb, gutter, street trees and sidewalks. t j Speed limit not to exceed 25 m.p.h. Designed as a local slow -movement roadway. i I'f .• f E 2A Oyf=- Approximately 35' U_C7L 1j1.'. 2- lane Rucker Rd. --- ORockenbough Modified Site Plan Elementary Scho D 0 s0 100 200 S i t a n a b I I 374r Approximately 37' wide (60' R.O.W.). Urban" cross section which includes curb, gutters, street trees and trail. Continuous left hand turn lane. Speed limit not to exceed 30 m.p.h. I o - a L 4 The north/south the roadway alc Quicksail prope Access Easemf Possible future Access Easem( connecting the Heights subdivi Village Center [ GENERAL ALIGNMENT OF S. VILLAGE CENTER DRIVE Desiqn features of S. Village Center Drive Connector include (Exhibit 2): Design as a local slow movement roadway. Speed limit not to exceed 25 m.p.h. Approximately 35' wide roadway with the possibility of parallel parking on one (1) or both sides along portions of the roadway or an approximately 27'-30' roadway without parallel parking. Urban" cross section which includes curb, gutters, street trees and sidewalks. Traffic calming measures shall be implemented along the portion of the roadway adjacent to the residential and C.I.S.D. properties. o- s, N Desiqn features of S. Village Center Drive Connector include, 0 A (Exhibit 2 -Continued): Stops signs will be installed at the following locations: 1) the two (2) -way intersection located at the southwest corner of the Gateway Church property; and 2) the three (3) -way intersection located at the corner of the Quicksall/Pigg/C.I.S.D properties. The north/south portion of the roadway located along the Pigg/Quicksafl property line should be a full access drive at FM 1709 and align with a future drive proposed on the existing Wal-Mart site. This entrance shall be designed with three lanes and a 150'- stacking depth. There will be one (1) south bound lane, one (1) left hand turn northbound lane and one (1) right turn north bound lane. The eastern most drive on the Buchanan Addition property to be closed at the time the roadway along the Pigg/Quicksali property connects into FM 1709. Development in this general area should access onto this north/south roadway versus accessing directly onto FM 1709 when possible. ro ADesign features of S. Village Center Drive Connector include a (Exhibit 2 -- Continued): 0 0 Pedestrian crossing near school should be provided. b a Fencing of the school north boundary to minimize vehicle/pedestrian conflict. Provide access point to S. Village center Drive from Westwood Drive in the Woodland Heights subdivision. Any office/retail uses constructed in the southern portion of the Gateway church property, Pigg property or Quicksall property should front onto the collector road with parking in the rear when possible. a w EXHIBIT 3 Motion was made to approve Resolution No. 02-065 showing Option #2 (A common access easement connecting Westwood Drive to S. Village Center Drive); indicating Village Center Drive on the Gateway Church property along its western and southern boundaries; and indicating the roadway located between the Pigg and Quicksall property as a common access easement. In addition, direct staff to immediately meet with the church to work on either replatting, variances to side yard setbacks and impervious coverage, and/or rezoning so that ultimately the church will not lose developable net acreage; and further directing staff to work with the Gateway church on a potential for replatting to remove the cross access easement from the Pigg property to the church's property as shown on their current plat. Motion: Standerfer Second: Potter Deputy Mayor Pro Tem Standerfer clarified to the church representatives that Council cannot guarantee 100% development of their land. Ayes: Morris, Standerfer, Potter, Stephen, Evans Nays: none Approved: 5-0 Resolution 02-065 11/15/02 Southlake 2025 Plan: A-14 Mobility & Master Thoroughfare Plan a W. DESIGN OF FM 1709/S. KIMBALL AVE CONNECTOR ADJACENT TO CISD PROPERTY AND OTHER AREAS NOT ADJACENT TO WOODLAND HEIGHTS ltw. II c nP La i LAnL js;,; .•. :gyp 60-01, _ Approximately 35' Possible FM 1709/Kimball Connector Layout Adjacent to Residential Property 18'—)<--10'—><---13"--><-13"— ><-6'-> w LL LL w 3-CdnoDY 4 -Accent 12-Schrubs L--- f n PARKING BEHINDTHE BUILDINGS Possible FM 1709/Kimball Connector Layout Parking and dumpster in the rear of buildings Alm OFFICIEN Dumpst MU/-XUIVV/-\ T Resolution 04-066 — Kirkwood Blvd. Extension EXHIBIT A 0 0 0 Map area to be amended Southlake 2025 Plan: A-18 Mobility & Master Thoroughfare Plan 4I r M r R : F r .i rt 40 guest.+~ r 1 0, 000 am r r 0 0 0 Map area to be amended Southlake 2025 Plan: A-18 Mobility & Master Thoroughfare Plan EXHIBIT B Design features of Kirkwood Blvd. Extension through the Carroll Ave./Highland St intersection: Urban" cross section which includes curb, gutters, street trees and sidewalks. Speed limit not to exceed 35 m.p.h. Designated as an A4U-74' of R.O.W west of Carroll Avenue Designated as an A3U-70' of R.O.W. east of Carroll Avenue. EXHIBIT C Motion was made to approve Resolution No. 04-066, an amendment to the Master Thoroughfare Plan regarding the crossing of Kirkwood Boulevard extension approving Option #2 as shown and directing the Planning and Zoning Commission to continue studying the alignment and to look at alternate solutions for the alignment of Kirkwood Boulevard and improvements to Highland Street west of Carroll Avenue. Motion: Terrell Second: Shankland Ayes: Jones, Hill, Morris, Muzyka, Shankland, Terrell, Wambsganss Nays: None Approved: 7-0 Southlake 2025 Plan: A-19 Mobility & Master Thoroughfare Plan