Item 6I - Draft Mobility Master PlanDRAFT 11-09-2021
City of Southlake
Mobility Master Plan
An Element of the Southlake 2030
Comprehensive Plan
Adopted by Southlake City Council
Ordinance No. _____
_______, 2021
Prepared by
Planning & Development Services Department
and
Public Works Department
ACKNOWLEDGEMENTS
SOUTHLAKE CITY COUNCIL PLANNING & ZONING COMMISSION
John Huffman
Mayor Daniel Kubiak
Chairman
Chad Patton
Mayor Pro Tem Michael Forman
Vice Chairman
Randy Williamson
Deputy Mayor Pro Tem Michael Springer
Kathy Talley
Place 1 Gina Phalen
Randy Robbins
Place 2 Craig Rothmeier
Ronell Smith
Place 4 Scott Dyche
Amy Torres-Lepp
Place 5 Austin Reynolds
CITY STAFF
Rob Cohen, P.E.
Director of Public Works
Shana K. Yelverton
City Manager
Kevin Ferrer, P.E.
Deputy City Engineer
Alison Ortowski
Assistant City Manager
Kevin Taylor, P.E.
Civil Engineer
Ken Baker, AICP
Senior Director of Planning & Development Services
Bryan Ahumada
Engineer in Training
Dennis Killough, AICP
Deputy Director of Planning & Development Services
Patrick Whitham
GIS Analyst
Jennifer Crosby, AICP
Strategic Initiatives Principal Planner
TABLE OF CONTENTS
1 INTRODUCTION
IMPORTANCE OF TRANSPORTATION PLANNING 1
RELATIONSHIP TO SOUTHLAKE’S STRATEGIC MANAGEMENT SYSTEM 2
PURPOSE AND RELATIONSHIP TO THE COMPREHENSIVE PLAN 3
Exhibit 1: City of Southlake Strategy Map 4
GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN 5
8 BACKGROUND
LOCATION, CHARACTER & RESOURCES 8
DEMOGRAPHICS 9
MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT 12
14 THOROUGHFARES
REGIONAL TRENDS 16
FUNCTIONAL ROADWAY CLASSIFICATIONS 17
STREET DESIGN STANDARDS 22
Exhibit 2: Master Thoroughfare Plan 30
INTERSECTION STUDIES 31
TRAFFIC CALMING MEASURES 34
STREET LIGHTING STANDARDS 39
ILLUMINATED STREET SIGNAGE 40
ACCESS MANAGEMENT 40
MAP 41
THOROUGHFARE PLAN RECOMMENDATIONS (SEE APPENDIX)
42 ACTIVE TRANSPORTATION
ACTIVE TRANSPORTATION PLANNING 42
HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE 42
REGIONAL PLANNING 43
MOVING FORWARD 44
BICYCLE FACILITIES 47
Exhibit 3: Bicycle Facility Master Plan 53
BICYCLE FACILITY MASTER PLAN RECOMMENDATIONS (SEE APPENDIX)
SIDEWALK FACILITIES 54
Exhibit 4: Pathways Master Plan 57
SIDEWALK CONSTRUCTION PRIORTY LIST (SEE APPENDIX)
ACTIVE TRANSPORTATION POLICY RECOMMENDATIONS (SEE APPENDIX)
CROSSWALKS 58
61 IMPLEMENTATION, PRIORITIZATION AND EVALUATION
PLAN IMPLEMENTATION 61
PRIORITIZATION SCHEDULE 61
62 APPENDIX A: Level of Service (LOS) Descriptions
64 APPENDIX B: South Village Center Drive Guidelines
95 APPENDIX C: Summary of all Southlake 2035: Mobility Master
Plan Recommendations
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ________________ [SOUTHLAKE 2035] 1
INTRODUCTION
Continental Boulevard
One of the most important issues for Southlake citizens is transportation. Transportation is vital to the quality
of life and economic viability of the community. The City of Southlake Mobility Master Plan is a comprehensive
plan for transportation systems that will serve the mobility needs of residents, businesses, and visitors and will
guide transportation investments. It is multimodal – that is, it addresses mobility needs for vehicles, bicycles
and pedestrians. The purpose of the Mobility Plan is to identify the transportation needs of the City. It identifies
the future transportation network that will be needed to serve the projected population and employment
growth and increased travel demand. The Plan identifies policies, programs and projects for implementation
and development and guides funding decisions. The Plan is divided into the following sections:
1. Introduction
2. Background
3. Thoroughfares
4. Active Transportation
5. Implementation, Prioritization and Evaluation
IMPORTANCE OF TRANSPORTATION PLANNING
The transportation system forms one of the most visible and permanent elements of a community. Accordingly,
the Mobility Plan establishes the framework for the community’s growth and development and, along with the
Future Land Use Plan, forms a long-range statement of public policy. By incorporating programmed land uses
and densities of the Future Land Use Plan, strategies can be developed that maximize the land use /
transportation relationship.
As Southlake experiences further residential and commercial growth and approaches build-out, transportation
facilities and internal movement become greater concerns. Accessibility to industrial and commercial areas,
residential neighborhoods, schools, recreation centers and other traffic generators is essential in creating a
transportation system that will move goods, services and people efficiently, conveniently and safely.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ________________ [SOUTHLAKE 2035] 2
In order to support land-use activities, Southlake’s
transportation infrastructure must be planned to anticipate
future traffic demand, minimize unnecessary traffic
movement and establish a transportation system which adds
to rather than detracts from the quality of life. The direct
relationship between land use and transportation is
complex; different land uses generate varied intensities of
traffic that influence the demand for transportation systems,
and transportation systems influence the development of
land use activities.
Recognizing this inter-relationship, there must be a
coordinated, continuing and comprehensive effort in
planning transportation systems and land use. Any
transportation system planned should balance the needs of the automotive mode of transportation and non-
automotive modes of transportation. At a local scale, this includes bicycle and pedestrian modes and at a
regional scale, rail, air, and other modes of travel. A truly multi-modal approach to transportation is required in
order to address existing and future local and regional mobility and air quality challenges.
Benefits of a well-planned intermodal transportation system include:
Efficient access to daily activities and services
Availability of transportation options
Improved environmental quality
Improved personal health
Economic vitality and sustainability
The major principles underlying this Master Plan are focusing on future
development near existing transportation corridors, ensuring land uses
are supported by an efficient local roadway network, supporting active
modes of transportation such as walking and biking and ensuring that
transportation options are maximized for all community members.
RELATIONSHIP TO SOUTHLAKE’S STRATEGIC MANAGEMENT SYSTEM
Strategic planning is an ongoing process where resources, critical concerns, community priorities and citizen
needs are combined to produce both a plan for the future and a measure for results. More specifically,
Southlake’s Strategic Management System links the City’s day-to-day activities to a comprehensive long-term
strategy for public policy and management decisions.
The Strategic Management System identifies Strategic Focus Areas and Objectives to guide effective and efficient
resource allocation and provides benchmarks to assess performance. The Strategic Focus Areas and Objectives
are driven by the City’s Citizen Survey and are outlined in Exhibit 1: City’s Strategy Map shown on page 4.
The Strategic Management System guided the development of the Southlake 2035 Plan Vision, Goals and
Objectives (VGO), which define a desired direction for growth in the City. As such, all recommendations in the
South Peytonville Avenue
Cotton Belt Trail along S.H. 26
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ________________ [SOUTHLAKE 2035] 3
Southlake 2035 Plan are tied to at least one Strategic Focus Area
from the Strategic Management System and at least one
objective from the adopted Southlake 2035 Vision, Goals and
Objectives. These recommendations guide the development of
the Capital Improvements Program (a five-year plan for the
purchase, construction or replacement of the City’s physical
assets) as well as departmental business plans. In turn, the
Capital Improvements Program and departmental business
plans dictate the City’s day-to-day activities and ensure the City
is working to achieve the community’s goals.
Further, the Southlake 2035 Comprehensive Plan assists the City
Council, Boards and Commissions in decision-making by
establishing a blueprint for the City’s future. For example, the
Planning & Zoning Commission and City Council use the Mobility
Master Plan to evaluate requests related to roadways,
sidewalks, and pathways to determine the community’s needs
and goals. Using the Plan as a guide helps to secure the
community’s vision for mobility.
RELATIONSHIP TO THE COMPREHENSIVE PLAN
The Mobility Master Plan is a component of the Southlake 2035 Plan, the City’s
comprehensive plan. The comprehensive plan is a reflection of the
community’s values and serves as a blueprint for Southlake’s future. More
specifically, the comprehensive plan establishes a framework to coordinate
the City’s activities and to guide the City’s decision-making for the next 20
years. As such, the comprehensive plan and its components are updated on
a regular basis.
The Southlake 2035 Mobility Master Plan includes and updates three master
plan elements: the Sidewalk Plan, the Pathways Plan, and the Mobility and
Master Thoroughfare Plan. The first Mobility Plan combining these elements,
the Southlake 2030 Mobility Master Plan, was adopted in 2014. Combining
these elements helps the City achieve a more complete and comprehensive mobility system by planning for all
modes of transportation concurrently. The Mobility Master Plan will be utilized in setting priorities in the Capital
Improvement Program (CIP) planning process, updating relevant ordinances and policies, and creating new
mobility-related ordinances or policies as needed.
Results
City Activities and Operations
Comprehensive Plan Elements
Southlake 2035 Vision, Goals and Objectives
Strategic Management System
Citizen Satisfaction Survey
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ________ [SOUTHLAKE 2035] 4
Exhibit 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted _____ [SOUTHLAKE 2035] 5
GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN
The Southlake 2035 Vision Statement expresses a desire for the City to continue to enhance its status as a
desirable, attractive, safe, healthy, fiscally-sound, and economically and environmentally sustainable
community. Mobility infrastructure plays a vital role in achieving this vision. Accordingly, the adopted Southlake
2035 Plan Vision, Goals and Objectives included several mobility-related goals and objectives as outlined below.
These goals and objectives guided the development of this plan and its recommendations to ensure that local
infrastructure will meet the mobility needs of future residents, businesses, and visitors.
Goal 1: Quality Development
Promote quality development that is consistent with the Urban Design Plan, well-maintained, attractive,
pedestrian-friendly, safe, contributes to an overall sense of place and meet the needs of a vibrant and diverse
community.
Objective 1.2 Create and preserve attractive pedestrian-friendly streets and pathways to encourage
transportation alternatives to the automobile.
Objective 1.4 Emphasize creativity and ensure environmental stewardship in the design of all development
and public infrastructure, maximizing the preservation of desirable natural features such as
trees, topography, streams, wildlife corridors and habitat.
Objective 1.5 Promote unique community character through a cohesive theme by emphasizing urban design
detail and performance standards for structures, streets, street lighting, landscaping, entry
features, wayfinding signs, open spaces, amenities, pedestrian/automobile orientation and
transition to adjacent uses.
Objective 1.9 Strengthen street and landscape design standards to enhance the visual quality along major
corridors.
Objective 1.10 Continue to promote a strong working relationship with the Texas Department of
Transportation to improve the appearance of bridges, embankments and entryways into the
City.
Objective 1.11 Ensure that city- and developer-provided infrastructure is functional, aesthetically well-
designed, and integrated with the natural environment.
Objective 1.12 Continue to strengthen the City’s regulations to encourage effective signage that is
appropriately designed and scaled to minimize adverse impacts on community aesthetics.
Goal 3: Mobility
Develop an innovative mobility system that provides for the safe, convenient, efficient movement of people
and goods, reduces traffic congestion, promotes energy and transportation efficiency and promotes expanded
opportunities for citizens to meet some routine needs by walking or bicycling.
Objective 3.1 Provide a safe and efficient streets and pathways network that allows travel to shopping areas,
schools, parks and places of employment, reducing the need to travel on the City’s major
arterials (FM 1709, FM 1938, or SH 114) and minimizes cut-through traffic in residential
neighborhoods.
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Objective 3.2 Implement and promote a mobility system that addresses safety, design, comfort and aesthetic
elements such as landscaping, crosswalks, railing, lighting, traffic-calming and signage in order
to provide distinct character and functionality for the City.
Objective 3.3 In accordance with a need identified by the Citizen Survey, provide and promote a continuous
pedestrian pathways system that is user-friendly, efficient, safe, economical, and connect parks,
shopping, schools, work and residential areas.
Objective 3.4 Pursue opportunities to link Southlake’s pathways to systems in adjacent cities and trails on the
Corps of Engineers property.
Objective 3.5 Develop a program to encourage the dedication of easements for pathway construction in
accordance with the sidewalk priority plan and Capital Improvements Plan.
Objective 3.6 Identify and prioritize the funding and construction of mobility system capital improvements
projects according to the impacts on safety, system efficiency, costs, and maintaining acceptable
levels of service.
Objective 3.7 Increase safe bicycle mobility when reasonably possible.
Objective 3.8 Continue to promote a strong working relationship with the Texas Department of
Transportation to identify, design and implement projects that prevent or relieve congestion in
the area.
Objective 3.9 Continue to evaluate and improve upon the existing mobility system within the City, maintaining
existing infrastructure, making required improvements and evaluating innovative ways to
integrate transportation and land use.
Objective 3.10 Obtain adequate right-of-way for future roadway corridors and improvements.
Goal 5: Public Safety
Establish and maintain protective measures and policies that reduce danger, risk or injury to property and
individuals who live, work or visit the City.
Objective 5.3 Ensure compliance with the stated standard of response coverage and industry guidelines
through the provision of facilities, equipment, personnel and roadways.
Objective 5.6 Enhance and promote public safety through public-private partnerships and utilization and
training of volunteers.
Objective 5.8 Develop and implement safety education programs that enhance the quality of life and safety
in the community.
Objective 5.9 Promote security of public buildings and infrastructure.
Goal 6: Economic Development
Create a diversified, vibrant and sustainable economy through the attraction and support of business
enterprises and tourism meeting the vision and standards desired by City leaders.
Objective 6.1 Promote the City both nationally and regionally as a great place to live, work, visit, shop and
recreate.
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Objective 6.3 Foster an environment that retains and supports existing businesses to ensure the sustainability
of our existing tax base.
Goal 7: Sustainability
Encourage the conservation, protection, enhancement and proper management of the natural and built
environment.
Objective 7.2 Promote public awareness and education on such sustainability issues as public health, energy
and water conservation and overall environmental stewardship.
Objective 7.6 Protect and enhance air quality in coordination with federal, regional and local agencies.
Goal 9: Partnerships
Fully utilize and coordinate with the City’s many partners to address issues facing the area, provide services
and facilities, promote volunteerism, support events and programs and encourage economic growth.
Objective 9.1 Partner with other government entities, non-governmental organizations and the North Central
Texas Council of Governments to address regional and local issues.
Objective 9.2 Continue mutually beneficial partnerships between the City and local school districts to explore
the provision of facilities, services, technology, and other opportunities through open
communication and close coordination.
Objective 9.3 Continue active partnerships with non-profit organizations, civic groups and local businesses to
create opportunities that benefit the community.
Objective 9.4 Partner with local school districts to educate Southlake’s youth in their municipality and seek
youth input when planning the future of our community.
Goal 10: Infrastructure
Through sound management and strategic investment, develop, maintain, improve and operate public
infrastructure that promotes health, safety and an enhanced quality of life for all members of the community.
Objective 10.1 Ensure equitably-distributed and adequate services and facilities.
Objective 10.2 Plan and program land acquisition and the installation of all essential public facilities to
reasonably coincide with the need for such facilities.
Objective 10.3 Identify and implement programs where costs may be shared by multiple agencies and/or
developers.
Objective 10.6 Maintain and enhance existing infrastructure and levels of service through the provision of
timely maintenance, repair and replacement as needed.
Objective 10.8 Provide a streetlight system for adequate illumination and a wayfinding signage system for
pedestrian and driver safety where appropriate.
In addition to the goals and objectives noted above, the recommendations of this plan also help implement
other goals and objectives of the Vision, Goals & Objectives of the Southlake 2035 Plan.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted _____ [SOUTHLAKE 2035] 8
BACKGROUND
The citizens of Southlake, City staff, and the development community consider long-range planning to be one of
the most fundamental functions undertaken by elected and appointed officials in this municipality. The Mobility
Master Plan has undergone several iterations since it was initially adopted as the Major Thoroughfare Plan with
the City’s first comprehensive plan in 1969. Like any good plan, it has evolved and become more relevant with
each examination.
1969 Major Thoroughfare Plan Southlake 2025: 2005 Mobility & Master Thoroughfare Plan
The current update to Southlake’s Mobility Master Plan integrates the Master Thoroughfare Plan, Sidewalk Plan,
and Pathways Plan, and provides additional considerations for bicycle facilities. Combining each of these
elements will help the City achieve a more complete and comprehensive mobility system, planning for different
modes of transportation.
LOCATION, CHARACTER & RESOURCES
Southlake is located in North Central Texas,
situated 23 miles northeast of Fort Worth and 25
miles northwest of Dallas. Dallas-Fort Worth
International Airport is only a few short miles to
the southeast, and Lake Grapevine borders the
city to the north. State Highway 114 runs
diagonally through the middle of the City,
heading east through Las Colinas and into
downtown Dallas and west toward the Alliance
Airport corridor.
The City of Southlake now consists of
approximately 22 square miles of land and has
just over 31,000 residents. Throughout this time
the City has grown and become a premier
community in the Dallas-Fort Worth metropolitan
Southlake Regional Map
[SOUTHLAKE 2035] Mobility Master Plan
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area. The City’s dedication to quality development, sound fiscal policies and effective strategic management has
made it an exemplary community. Historically, Southlake’s growth has always been automobile-oriented and
characterized by large lot single-family development that was not pedestrian-oriented. This type of
development coupled with the City’s desire to maintain its rural character generally resulted in the omission of
bike paths and sidewalks for practical and aesthetic reasons. However, as Southlake has transitioned from a
rural community to a suburban city with numerous pedestrian-friendly destinations, the desire for active
transportation options has grown. In order to continue this level of quality of life it is important to have a plan
in place to meet the needs and demands of Southlake’s residents while also considering the demands of the
region.
DEMOGRAPHICS
Southlake experienced rapid population growth between 1990 and 2000. This was a 205 percent increase in
population, among the highest in Texas during that period. With economic recession and less land available for
residential development, this trend slowed significantly between 2000 and 2010. As a result, the City has
developed more slowly in recent years and with less intensity than previously estimated. The ultimate build-out
population, estimated at 34,188, could be reached in 2030.
Demographic characteristics can help the City assess current and future needs for transportation facilities
consisting of roadways, sidewalks, trails and bikeways. Demographic profiles depicting age and income provide
snapshots of Southlake’s current population, illustrate change over the past decade, and suggest trends for the
future.
2,808
7,065
13,350
21,519
24,900
26,575 27,710
31,265
1980 1990 1995 2000 2005 2010 2015 2020
City of Southlake
Population
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Historical Population (1990 – 2020)
Year Population 5-Year Growth Rate
1990 7,065 --
1995 13,350 89%
2000 21,519 61%
2005 24,900 16%
2010 26,575 7%
2015 27,710 4%
2020 31,265 13%
Source: NCTCOG and US Census Bureau
(2000 US Census, 2010 US Census, 2020 US Census, American Community Survey,
NCTCOG Annual Population Estimates)
1,383
2,511
3,186
2,670
625
963
4,029
6,352
3,296
1023
375
162
1,632
2,523
2,512
1,761
390
1,310
5,198
4,209
1320
417
205
42
Under 5
5 to 9
10 to 14
15 to 19
20 to 24
25 to 34
35 to 44
45 to 54
55 to 64
65 to 74
75 to 84
85 +
Population by Age (2000-2010)
2000 Population
2010 Population
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Population by Age (2000 – 2010)
2000
Population
2000
% of Total Population
2010
Population
2010
% of Total Population
% Growth
2000-2010
Total 21,519 100% 26,575 100% 23.5%
Sex
Male 10,792 50.2% 13,313 50.1% 23.4%
Female 10,727 49.8% 13,262 49.9% 23.6%
Age
Under 5 1,632 8% 1,383 5% -15%
5 to 9 2,523 12% 2,511 9% -0.5%
10 to 14 2,512 12% 3,186 12% 27%
15 to 19 1,761 8% 2,670 10% 52%
20 to 24 390 2% 625 2% 60%
25 to 34 1,310 6% 963 4% -27%
35 to 44 5,198 24% 4,029 15% -23%
45 to 54 4,209 20% 6,352 24% 51%
55 to 64 1320 6% 3,296 12% 150%
65 to 74 417 2% 1023 4% 145%
75 to 84 205 1% 375 1% 83%
85 + 42 0.2% 162 0.6% 286%
Under 18 7,978 37% 7,080 27% 14%
65 + 664 3% 1,560 6% 135%
The 2010 census identifies 35-44 and 45-54 year
olds as predominant age groups in the City of
Southlake, while nearly one-third of the
population is less than 18 years old. Between
2000 and 2010, the City saw a decrease in the
population of children under 10, 25-34 and 35-
44 year olds, and an increase in youth 15-19, 45-
54 and 55-64 year olds. Both the youth and the
adult populations in Southlake are generally
older than they were a decade ago. Looking
toward the next 10 to 20 years, it is possible that
the number of adults over 65 may increase
significantly, depending on patterns of migration. Likewise, as new residential development slows and the City
reaches build out, the number and percentage of young children in the City may continue to decline. This would
ultimately impact the City’s transportation systems by developing mobility options that are more oriented
towards an older demographic.
The average household income will also play a critical role in the type of mobility options the City provides. From
the 2000 census to the 2010 census the amount of households which earned over $200,000 dollars per year
more than doubled. In addition, approximately 81% of households in the City had an income level of more than
$100,000. What this translates to is that the preferred primary mode of transportation in the City is likely the
automobile. Active transportation facilities such as sidewalks and bikeways would more than likely serve for
recreational or leisure activities rather than commuting to work.
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Household Income (2000-2010)
2000
Households
2000
% of Total
Households
2010
Households
2010
% of Total
Households
% Change
2000-2010
Less than $10,000 91 1% 135 2% 48%
$10,000 to $14,999 47 0.7% 128 2% 172%
$15,000 to $24,999 152 2% 152 2% 0%
$25,000 to $34,999 182 3% 83 1% -54%
$35,000 to $49,999 220 3% 174 2% -21%
$50,000 to $74,999 660 10% 426 6% -36%
$75,000 to $99,999 721 11% 386 5% -47%
$100,000 to $149,999 1,691 26% 1,354 18% -20%
$150,000 to $199,999 1,129 18% 1,521 20% 35%
$200,000 or more 1,529 24% 3,337 43% 118%
Median Household Income $131,549 $182,237 39%
Source: US Census Bureau (2000 US Census, 2010 US Census)
135
128
152
83
174
426
386
1,354
1,521
3,337
91
47
152
182
220
660
721
1,691
1,129
1,529
Less than $10,000
$10,000 to $14,999
$15,000 to $24,999
$25,000 to $34,999
$35,000 to $49,999
$50,000 to $74,999
$75,000 to $99,999
$100,000 to $149,999
$150,000 to $199,999
$200,000 or more
Household Income (2000-2010)
2000 Households
2010 Households
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MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT
A Southlake Program for the Involvement of Neighborhoods (SPIN) meeting was held to solicit
public input. The SPIN forum fosters open and timely communication between the citizens and
city government regarding programs and issues affecting the quality of life in the community.
This forum encourages positive relations and a stronger sense of community.
In addition, both the Planning & Zoning Commission and the City Council held public hearings for the Mobility
Master Plan prior to adopting Ordinance No. 1075-C in November and December 2021.
In summary, the approval process for the Mobility Master Plan was as follows:
1) SPIN meeting
2) Planning & Zoning Commission recommendation
3) City Council 1st reading
4) City Council 2nd reading (final plan approval)
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THOROUGHFARES
A Thoroughfare Plan is a city’s long-term system plan for its
street network. It is the municipality’s adopted general plan for
guiding thoroughfare system improvements, including the
existing and planned extension of city streets and highways. The
thoroughfare system is comprised of existing and planned
freeways, expressways, and major streets and highways, which
require wider or new rights-of-way and may ultimately be
developed as four-lane, six-lane, or wider roadways. The
primary objective of the thoroughfare plan is to ensure the
reservation of adequate right-of-way on appropriate alignments
and of sufficient width to allow the orderly and efficient
expansion and improvement of the thoroughfare system to
serve existing and future transportation needs. Also, the
Thoroughfare Plan conveys the ultimate roadway system to
residents and businesses, which helps them in making
investment decisions.
Some of the benefits provided by effective thoroughfare
planning are itemized below:
• Reservation of adequate rights-of-way for future long-
range transportation improvements;
• Making efficient use of available resources by
designating and recognizing the major streets that will
likely require higher design of improvements;
• Minimizing the amount of land required for street and highway purposes;
• Identifying the functional role that each street should be designed to serve in order to promote and
maintain the stability of traffic and land use patterns;
• Informing citizens of the streets that are intended to be developed as arterial and collector
thoroughfares, so that private land use decisions can anticipate which streets will become major traffic
facilities in the future;
• Providing information on thoroughfare improvement needs which can be used to determine priorities
and schedules in the city’s capital improvement program and capital budget; and,
• Minimizing the negative impacts of street widening and construction on neighborhood areas and the
overall community, by recognizing where future improvements may be needed and incorporating
thoroughfare needs in the city’s comprehensive planning process.
The Thoroughfares section includes street classifications and cross-sections to describe the ultimate build out
for all roadways within the City of Southlake. This enables the City to acquire necessary right-of-way during the
development process, and it includes recommendations related to roadways to help the City prioritize
investment in transportation projects.
N. Kimball Avenue
Carroll Avenue - Federal Way Intersection
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While cross-sections and recommendations in the Thoroughfares section reference pedestrian and bicycle
facilities as part of a complete and integrated system, the emphasis is primarily on mobility for motorized
vehicles. Information related to bicycle or pedestrian facilities are covered in the Active Transportation section
of this master plan.
In the 2019 Citizen Survey, questions were included to assess performance for mobility and infrastructure both
on a broad, strategic level as well as in specific areas such as traffic circulation, roadway maintenance, water and
sewer service, sidewalks and drainage. During this survey, there were several roadway construction projects
underway that may have influenced residents’ feelings about mobility; nevertheless, it demonstrates the
importance of mobility within the community. Further, the survey indicates that Southlake has shown
improvement in managing traffic congestion compared to 2019.
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REGIONAL TRENDS
According to the North Central Texas Council of Government’s Mobility 2045, the Dallas-Fort Worth area is the
4th largest metropolitan area in the United States and has a population larger than 37 states. Dallas-Fort Worth
represents 30% of Texas’ economy and is the sixth largest retail market in the United States. Between 2018 and
2045, the region is expected to experience a 51% increase in population (forecast of 11.2 million people) and a
47% increase in employment (forecast of 7 million jobs).
With the anticipated level of growth, extending roadways and
adding lanes in existing corridors will not provide enough capacity to
address increased demand. In addition, transportation funding
levels are not expected to increase (and may decrease) in the coming
years. Transportation revenues are declining due to inflation, rising
construction costs, and increasing fuel efficiency (resulting in
reduced fuel taxes). NCTCOG estimates that $390 billion would be
needed to eliminate the worst levels of congestion in the DFW
region through 2045. However, only approximately $136.4 billion in
resources have been identified to fund transportation
improvements; about $51 billion of these resources address
roadway project needs. By 2045, NCTCOG forecasts a 59% increase
in average travel time in congested conditions (compared to 41% in 2018). In order to address increasing
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congestion, the Mobility 2045 emphasizes programs and projects aimed at eliminating or reducing vehicle trips
and utilizing the capacity of the existing transportation system to its fullest.
Mobility 2045 Goals:
• Improve the availability of transportation options for people and goods.
• Support travel efficiency measures and system enhancements targeted at congestion reduction and
management.
• Ensure all communities are provided access to the regional transportation system and the planning
process.
• Preserve and enhance the natural environment, improve air quality, and promote active lifestyles.
• Encourage livable communities which support sustainability and economic vitality.
• Ensure adequate maintenance and enhance the safety and reliability of the existing transportation system.
• Pursue long-term sustainable revenue sources to address regional transportation system needs.
• Provide for timely project planning and implementation.
• Develop cost-effective projects and programs aimed at reducing the costs associated with constructing,
operating, and maintaining the regional transportation system.
FUNCTIONAL ROADWAY CLASSIFICATIONS
Southlake has adopted the Federal Highway Administration
(FHWA) functional roadway classifications, which groups
roadways into classes, or systems, according to the character
of the traffic service that they are intended to provide. This
functional classification system then provides a framework for
the design standards for specific roadway cross sections.
The FHWA functional classification system of roadways groups
all streets into one of the three highway functional
classifications listed below, depending on the character of the
traffic and the degree of land access allowed. The
classifications range from arterials, which are meant for higher
speed, longer distance, larger volume travel, unhindered by
local access, to local streets, which carry smaller volumes at
lower speeds, and are intended to feed other streets. In
between arterials and local streets are collector streets. A
collector street collects traffic from local streets and feeds the
arterial system.
The City of Southlake also uses a fourth roadway classification
for State Highway 114. Freeways are limited access arterials
that are uniquely designed for higher speeds. As such, State
Highway 114 provides Southlake residents a fast and easy
connection to otherwise distant areas of the Metroplex.
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Functional
Classification Service Provided
Arterial
Provides the highest level of service at the greatest speed for
the longest uninterrupted distance with some degree of access
control.
Collector
Provides a less highly developed level of service at a lower
speed for shorter distances by collecting traffic from local roads
and connecting them with arterials.
Local
Consists of all roads not defined as arterials or collectors;
primarily providing access to land with little or no through
movement.
Freeways
A freeway is a controlled access major arterial designed to carry
high volumes of through traffic. Access to and from the freeway
is allowed at ramps and interchanges. These facilities are
designed to permit high-speed merging and diverging maneuvers
with minimum disruption to the mainline traffic. Freeways have
maximum traffic carrying capacity but minimum access to
adjacent property. Traffic capacities are generally from 60,000
to 200,000 vehicles per day (vpd). Freeways generally serve
inter-regional as well as local trips. They are ordinarily designed
and constructed by the Texas Department of Transportation
(TxDOT).
Freeways connect major activity centers in a metropolitan
region. Intersections are completely grade separated and there
is no pedestrian or bicycle access. Buildings are not oriented
directly to the freeway, however, they may be oriented towards
the highway access roads. Some elements of parkway design
are to be incorporated in the freeway design.
S.H. 114 in the City of Southlake is the only roadway that would
qualify as a freeway. Significant urban design
recommendations, including highway landscaping, treatment of
overpasses, and portal designs for S.H. 114 are discussed further
in the Urban Design Plan.
Freeway frontage roads provide a means of connecting the local
arterials to the freeways and provide controlled access to
adjacent property. On frontage roads, trip length is generally
less than one mile.
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Arterial Streets
Arterials are designed to provide a high degree of mobility and
generally serve longer vehicle trips to, from, and within urban
areas. The arterial system interconnects major urban elements
such as the Central Business District, industrial facilities, large
urban and suburban commercial centers, major residential
areas, and other key activity centers.
Increased mobility, or the movement of people and goods,
rather than access to adjacent land uses, is the primary function
of an arterial street. Arterial streets serve a citywide function
and are, therefore, designated using a broader citywide
perspective. Arterials are not planned on a neighborhood level
since the result would be discontinuity and a breakdown in the
street’s citywide or regional function.
Posted speed limits on arterial facilities generally range
between 35 and 50 mph, varying based on the type of area
being served. Arterial streets through compact central business
districts accommodate the lower end of the speed range, while
higher speeds are found on facilities in outlying areas. Traffic
volume and capacity of an arterial street are dependent, in part,
on the number of through and turning lanes, signalization, the
number of driveways and access points, and the volume of bus
and truck traffic. The volumes and capacity of arterials can range from 10,000 vehicles per day on a two-lane
arterial to 75,000 vehicles on a six-lane arterial.
With an emphasis on mobility, an arterial facility is generally designed to accommodate vehicle trips in the form
of passenger cars and trucks. Pedestrian facilities and, when possible, bicycle facilities should be integrated into
the design of these roadways.
Arterial Street Designation Criteria
The criteria for arterial street classification are a combination of quantitative and subjective measures that
are applied to both existing and future characteristics of arterial streets. Not all of the criteria need to be
met in designating an arterial street, and some criteria carry more weight than others. The following criteria
are listed in order of relative importance or weight:
• Consists of a grid of streets generally spaced at 1 to 1.5 mile intervals;
• Serves as a significant street citywide, accommodating trips of 2-5 miles between destinations;
• Provides connectivity between other arterials and collectors;
• Provides connectivity between or to freeway interchanges;
• Accommodates existing or future average daily traffic volumes of 10,000-75,000 (individual segments
may accommodate lower volumes);
• Provides significant restrictions on driveways and other access points to adjacent land uses;
• Operates and is designated as an arterial street in adjacent jurisdictions;
• Generally accommodates speeds of 30 mph or greater;
• Provides traffic signals at major intersections and driveways as warranted; and
• May accommodate 4 or more travel lanes.
Southlake Boulevard (FM 1709)
Randol Mill Avenue (FM 1938)
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Collector Streets
Collectors are designed to provide a greater balance between
mobility and land access within residential, commercial, and
industrial areas. The makeup of a collector facility is largely
dependent upon the density, size, and type of abutting
developments. Posted speed limits on collector facilities
generally range between 30 and 40 mph. Traffic volume and
capacity can range from 1,000 vehicles per day on a two-lane
facility up to 10,000 vehicles per day on larger multi-lane
facilities.
Emphasizing balance between mobility and access, a collector
facility is designed to better accommodate bicycle and
pedestrian activity while serving the needs of motorists.
Rural roads are collectors that have a unique rural identity and
should be prioritized for preservation. These are typically 2-lane
roadways with limited pedestrian/bicycle access, unimproved
shoulders, and adjoining low-intensity residential or rural land
uses.
Most rural roads in Southlake have mature trees or rolling
pastures along the roadway. Where these streets need to
accommodate more traffic, improvements shall be limited to
addition of turn lanes at key intersections to address critical
capacity needs. Flat curbs and surface drainage may be acceptable along most rural roads. Appropriate
adjoining land use categories include low-density residential and rural conservation.
Collector Street Designation Criteria
The criteria for collector streets are a combination of quantitative and subjective measures that are applied
to both existing and future characteristics of collector streets. Not all of the criteria need to be met in
designating a collector street, and some criteria carry more weight than others. The following criteria are
listed in order of relative importance or weight:
• Serves as a locally significant street (accommodates trips of less than 2 miles distance between
neighborhoods, or between destinations within the city);
• Provides connectivity between arterials (e.g. connects parallel north-south or east-west arterials) or
between other collectors;
• Provides connectivity between important neighborhood activity centers such as commercial areas,
schools, parks, and residential neighborhoods;
• Accommodates existing or future average daily traffic volumes of 10,000 or less (individual segments
may accommodate slightly higher);
• Operates as and is designated as a collector street in adjacent jurisdictions;
• Accommodates speeds of 30 mph or greater;
• Provides limited restrictions on driveways and other access points to adjacent land uses; and
• Provides no more than 2 travel lanes.
Johnson Road
Continental Boulevard
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Local Streets
The design features of local facilities are influenced less by traffic volumes and are tailored more to providing
local access and community livability. Mobility on local facilities is typically incidental and involves relatively
short trips at lower speeds to and from collector facilities.
Because of their “neighborhood” nature, travel speeds are generally lower than collectors and arterials. Posted
speed limits on local streets should generally range between
20 and 30 mph, depending on available right-of-way and the
adjacent land uses. Traffic volumes on local streets are
generally less than 5,000 vehicles per day, and also vary
depending on available right-of-way and the adjacent land
uses.
Pedestrian and bicycle safety and aesthetics are generally high
priorities on local streets in residential and commercial areas.
Wider travel lanes and broader turning radii to accommodate
larger vehicle size are important considerations on local
streets in industrial areas.
These streets provide primary access to adjoining commercial,
industrial, and residential properties. They are typically 2
lanes, but may be up to 4 lanes with appropriate turn lanes.
They are designed for low-speeds, and they accommodate
pedestrian and bicycle access. On-street parking may be
appropriate at some locations. Local streets in industrial areas
shall have appropriate accommodation for truck traffic, but
proper screening and site design should be used to minimize
the impact of off-street surface parking facilities on the
adjacent roadway.
Main Streets are designed to be “destination” streets, and
they function as centers of civic, social, and commercial
activity. Main Streets are designed to provide the highest
level of comfort, security and access for pedestrians. Developments along these streets are dense and focused
toward the pedestrian realm. Buildings are generally pulled to the edge of the right-of-way with no or shallow
setbacks.
Land uses on Main Streets are typically mixed and are generators and attractors of pedestrian activity. Because
of their specialized function and context, Main Streets will represent a relatively small portion of the City’s
overall street network. Such streets are appropriate in the Town Center and Employment Center -1 land use
categories.
Typical Residential Street
Typical Main Street
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STREET DESIGN STANDARDS
The following cross sections detail the ultimate build-out for each configuration of the functional classification
system. These cross sections are recommendations only and specific site and context conditions may warrant
changes to the sections. However, establishing street design standards assists the City in acquiring needed right-
of-way and in achieving locally-appropriate urban design and establishing a distinct image for the Southlake. See
the Recommended Roadway Network Map (Master Thoroughfare Plan) on page 29 to view the designation for
public rights-of-way within the City.
Freeway Arterials Collector Local
Freeway
300’ – 500’ ROW
A6D
124’ – 130’ – 140’ ROW
6 lane divided
C2U
60’ – 70’ – 84’ ROW
2 lane undivided
Main Street
50’ – 60’ ROW
2 lane undivided
A5U
80’ – 90’ ROW
5 lane undivided
Commercial/Residential
50’ – 60’ ROW
2-4 lane divided/undivided
A4D
88’ – 100’ ROW
4 lane divided
A3U
70’ ROW
3 lane undivided
A2U
88’ ROW
2 lane undivided
Freeway
Right-of-Way 300’ – 500’
Type 6-lane divided freeway with 3-lane frontage road in both directions
Design Speed Freeway: 50-70 mph Frontage Roads: 40 mph
Minimum Lane Width 12’
Design Characteristics Limited access to and from the freeway,
allowed only at ramps and interchanges.
Intersections are completely grade
separated.
No direct pedestrian or bicycle access.
Recommended 8’ sidewalk parallel to
frontage roads.
No parking permitted.
Buildings are not oriented directly toward
the freeway, however, they may be
oriented toward the frontage roads.
View of S.H. 114
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Freeway Cross Section
Arterial – A6D
Right-of-Way 124’ - 130’ - 140’
Type 6-lane divided arterial
Design Speed 45-50 mph
Minimum Lane Width 11’
Design Characteristics Limited driveway access to improve mobility.
Improved visual appeal with landscaping and street trees, as allowed by TxDOT.
Improved pedestrian connectivity with 5’-10’ pathways on both sides of the street.
Recommended for pathways to be multi-use.
Recommended pavement treatment and crosswalks at signalized intersections.
Highly controlled access. Recommended for adjoining uses to share driveways and
provide cross access easements.
No on-street parking permitted. Minimize the visual impact of off-street parking with
vegetative fences, berms, or relocation of parking to the side or rear of buildings.
Buildings are set back but provide visual orientation toward the street.
Signalization, as warranted, at major interections.
A6D Cross Section
Views of Southlake Boulevard
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Arterial – A5U
Right-of-Way 80’ – 90’
Type 5-lane undivided arterial
Design Speed 35-40 mph
Minimum Lane Width 11’
Design Characteristics Limited driveway access to improve mobility.
Improved visual appeal with landscaping and street trees.
Improved pedestrian connectivity with 5’-8’ pathways on both sides of the street.
Recommended for pathways to be multi-use to accommodate bicyclists off-street due
to speed differentials.
Recommended pavement treatment and crosswalks at signalized intersections.
Highly controlled access. Recommended for adjoining uses to share driveways and
provide cross access easements.
No on-street parking permitted. Minimize the visual impact of off-street parking with
vegetative fences, berms, or relocation of parking to the side or rear of buildings.
Buildings are set back but provide visual orientation toward the street.
A5U Cross Section View of North Nolen Drive
Arterial – A4D
Right-of-Way 88’ - 100’
Type 4-lane divided arterial
Design Speed 35-40 mph
Minimum Lane Width 11’
Design Characteristics Improved visual appeal with landscaping and street trees.
Improved pedestrian connectivity with 5’-10’ pathway on one side of the street and a
minimum 4’ pathway on the opposite side.
Recommended for wider pathways to be multi-use to accommodate bicyclists off-
street due to speed differentials. Consider a road diet to reduce width travel lanes and
add on-street bike lanes.
Recommended crosswalks at 4-way intersections.
Controlled access due to medians. Recommended for adjoining uses to share driveways
and provide cross access easements.
Minimize the visual impact of off-street parking with appropriate screening.
Buildings are set back but provide orientation toward the street.
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A4D Cross Section View of North Kimball Avenue
Arterial – A3U
Right-of-Way 70’
Type 3-lane undivided arterial
Design Speed 30-35 mph
Minimum Lane Width 11’
Design Characteristics Improved visual appeal with landscaping and street trees.
Improved pedestrian connectivity with 5’-8’ pathways on both sides of the street.
Recommended crosswalks at 4-way intersections.
No on-street parking permitted.
Buildings are set back but provide orientation toward the street.
A3U Cross Section
Arterial – A2U
Right-of-Way 88’
Type 2-lane undivided arterial
Design Speed 30-35 mph
Minimum Lane Width 11’
Design Characteristics Improved visual appeal with landscaping and street trees.
Improved pedestrian connectivity with 5’-10’ pathway on one side of the street and a
minimum 4’ pathway on the opposite side.
Recommended for wider pathways to be multi-use.
Recommended crosswalks at 4-way intersections.
No on-street parking permitted.
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Buildings are set back but provide orientation toward the street.
This cross-section represents the ultimate build-out, which would require significant
underground drainage improvements.
A2U Cross Section
Collector – C2U
Right-of-Way 60’ - 70’ - 84’
Type 2-lane undivided collector
Design Speed 30-35 mph
Minimum Lane Width 11’
Design Characteristics C2U Cross Section
Recommended to retain existing natural landscape to the
extent possible.
Improved pedestrian connectivity with minimum 4’ pathways
on both sides of the street.
Recommended crosswalks at 4-way intersections. Consider
turn-lanes and roundabouts where appropriate.
Low access control.
Typically no on-street parking permitted.
Narrow lanes conducive to lower-speed traffic.
Buildings are set back but provide orientation toward the
street.
Typical C2U Streets
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Local – Main Street
Right-of-Way 50’ - 60’
Type 2 lane undivided local street
Design Speed 20-25 mph
Minimum Lane Width 10’
Design Characteristics Main Street Cross Section
Pedestrian orientation with street trees separating sidewalks
from the roadway.
Improved pedestrian connectivity with 8’-10’ sidewalks on
both sides of the street.
Recommended traffic calming and narrow lanes conducive to
low speed traffic.
Parallel or angled on-street parking permitted. Minimize the
visual impact of off-street parking with vegetative fences,
berms, or relocation of parking to the side or rear of buildings.
Limited driveway cuts with parking areas accessed from alleys.
Buildings should be built close to the street and include
pedestrian scale design features.
Typical Main Streets
Local – Residential/Commercial Street
Right-of-Way 50’ - 60’
Type 2 lane undivided local street
Design Speed 20-25 mph
Minimum Lane Width 10’
Design Characteristics Residential/Commercial Street Cross Section
Pedestrian orientation with street trees separating
sidewalks from the roadway.
Improved pedestrian connectivity with minimum 4’
pathways on both sides of the street.
Recommended traffic calming and narrow lanes conducive
to lower-speed traffic.
On-street parking permitted.
Buildings provide orientation toward the street, and may
be brought to the street, as allowed by zoning
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Typical Residential Street Typical Commercial Street
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INTERSECTION STUDIES
The City strives for a level of service (LOS) of C or
better at each of its major intersections, which
means an average vehicle control delay of 20-35
seconds at signalized intersections or 15-25
seconds at unsignalized intersections.
As new development occurs and traffic volumes
increase, the level of service deteriorates.
Multiple options may be available at these
intersections to achieve the desired level of
service, and studies determine which
improvements will be most effective and efficient.
In an effort to address the number one gap issue
from the 2015 Citizen Satisfaction Survey,
“Manage Traffic Congestion,” the City contracted
with Kimley-Horn to perform a traffic analysis for
various key intersections throughout the City in
2016.
The study entailed the engineering firm
performing site inspections at key intersections
during the AM and PM peak traffic periods to
observe traffic conditions such as sight distance
constraints, intersection operations and
geometry, excessive queuing, and crosswalk
locations. Following the site inspections, the
engineering firm conducted a traffic analysis on
the intersections which included traffic computer
modeling and traffic signal warrant analysis. Based on the work described above, the engineering firm made
traffic improvement recommendations for each of the intersections studied. Examples of the recommendations
include adding additional turn lanes, signal retiming, improved crosswalks, better signage and adding
roundabouts.
In addition, the installation of traffic signals may be an appropriate solution in some locations. However, due to
the expense for installing and maintaining signals, all signals must meet and be prioritized based on warrant
studies. The following should be considered prior to signalization:
1) Warrant Study
2) Construction
3) Maintenance/Technician Service
The following map and table show the intersections studied. The complete list of recommendations from the
study, including 2021 updates, are included in the Appendix.
SH 114 and Dove Road
S White Chapel Boulevard and Continental Boulevard
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Intersection Capacity Analysis Map
Intersections Studied
1 Southlake Boulevard (FM 1709) and Pearson
Lane 16 Carroll Avenue and Zena Rucker Road
2 Southlake Boulevard (FM 1709) and
Watermere Drive / Jellico Circle 17 Kimball Avenue and Village Center Drive
(Two -way Stop Controlled)
3 Southlake Boulevard (FM 1709) and Davis
Boulevard / Randol Mill Avenue (FM 1938) 18 Dove Road and Peytonville Avenue
4 Southlake Boulevard (FM 1709) and
Peytonville Avenue 19 Dove Road and Shady Oaks Drive
(Northbound Stop Controlled)
5 Southlake Boulevard (FM 1709) and
Southridge Lakes Parkway / Waterford Drive 20 Dove Road and White Chapel Boulevard
6 Southlake Boulevard (FM 1709) and Shady
Oaks Drive 21
Peytonville Avenue / Southridge Lakes
Parkway and Peytonville Avenue / Raven
Bend Court
(All Way Stop Controlled)
7 Southlake Boulevard (FM 1709) and White
Chapel Boulevard 22
Shady Oaks Drive and Highland Street /
Turnberry Lane
(All Way Stop Controlled)
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8 Southlake Boulevard (FM 1709) and
Diamond Boulevard / Byron Nelson Parkway 23
Carroll Avenue and Highland Street /
Kirkwood Boulevard
(Two -way Stop Controlled)
9 Southlake Boulevard (FM 1709) and Tower
Blvd 24 Continental Boulevard and Davis Boulevard
(FM 1938)
10 Southlake Boulevard (FM 1709) and Carroll
Avenue 25
Continental Boulevard and Peytonville
Avenue
(All Way Stop Controlled)
11 Southlake Boulevard (FM 1709) and Central
Avenue 26 Continental Boulevard and White Chapel
Boulevard
12 Southlake Boulevard (FM 1709) and Village
Center Drive 27
Continental Boulevard and Byron Nelson
Parkway
(All Way Stop Controlled)
13 Southlake Boulevard (FM 1709) and Kimball
Avenue 28 Continental Boulevard and Carroll Avenue
14 Southlake Boulevard (FM 1709) and Nolen
Drive 29 Continental Boulevard and Kimball Avenue
15 Southlake Boulevard (FM 1709) and
Commerce St / Gateway Drive 30 SH 114 Eastbound Frontage Road and State
St.
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TRAFFIC CALMING MEASURES
Beyond the posted speed limit, the design of a street affects
the typical speed at which a motorist will feel comfortable
driving. Traffic calming measures can reduce the travel speed
on certain ROW to levels that are appropriate to the
functional classification and adjacent land use. By slowing
traffic, eliminating conflicting movements, and sharpening
drivers’ attention, traffic calming may result in fewer
collisions. And, because of lower speeds, when collisions do
occur, they may be less serious.
According to the Federal Highway Administration (FHWA),
reducing speed and lowering the volume of traffic on
appropriate streets have been shown to have a number of
positive impacts:
• Improved pedestrian and bicyclist safety.
• Decreased traffic noise.
• Improved neighborhood cohesion and livability.
• Improved property values.
• Improved street aesthetics and appearance.
Traffic–calming techniques may also affect the following:
• Crime reduction: Traffic calming encourages natural
surveillance and access control.
• Quality of street life: Lower speeds and volumes
after traffic calming encourage walking, bicycling,
and street life.
Various types of traffic calming measures have been
researched and recommended by the FHWA. Each may be
appropriate under specific circumstances. Southlake has
utilized medians, roundabouts, curb extensions, and corner
radius treatments, but others may help to calm traffic near
schools or parks, in neighborhoods or in certain commercial
areas with high volumes of pedestrian or bike traffic.
As traffic calming is considered, it is also important to
consider potential impacts on emergency personnel and
response times. Southlake could consider applying a combination of the following traffic calming measures in
appropriate locations:
Intersection Treatment
Roundabout
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Medians
Medians are islands located along the roadway
centerline, separating opposing directions of traffic
movement. Medians can provide special facilities to
accommodate pedestrians and bicyclists, especially at
crossings of major roadways.
Medians are most valuable on major, multilane roads that
present safety problems for bicyclists and pedestrians
wishing to cross. The minimum central refuge width for
safe use by those with wheelchairs, bicycles, etc., is 5.2
feet to 6.6 feet. Introducing color or texture changes to
the road surface material around the refuge area reminds
motorists to reduce speed.
Used in isolation, roadway medians do not have a
significant impact in reducing vehicle speeds. For the purpose of slowing traffic, medians are generally used in
conjunction with other devices such as curb extensions or roadway lane narrowing.
Curb or midblock extensions
The sidewalk and/or landscaped area on one or both sides of the road is extended to reduce the roadway to a
single lane or minimum–width double lane. By reducing crossing distances, sidewalk widening can be used to
make pedestrian movement easier and safer.
They can be installed either at intersections or midblock, and they may be used in conjunction with other traffic–
calming devices, but they cannot impede or restrict the operation of the roadway. Narrowing certain streets
with curb extensions can create safer bicycle facilities, but care should be taken that bicyclists are not squeezed
by overtaking vehicles where the road narrows.
Corner–radius treatments
Corner radii of intersection curbs are reduced, forcing turning vehicles to slow down. Efforts to accommodate
trucks and other large vehicles have historically led to increased corner radii at intersections. To slow traffic, a
corner radius of approximately 7 feet is recommended.
The sharper turns that result from the reduced radii require motorists to reduce speed, increasing the time
available to detect and take appropriate actions related to pedestrians at the crossing. Smaller radii also provide
more pedestrian storage space, and pedestrians are more visible to drivers. Corner treatments may result in
wide swings in turning movements of large vehicles, large vehicles hitting and damaging curbs or endangering
pedestrians on corners, or affect response times for emergency vehicles. Locations for these treatments should
therefore be carefully considered.
Roundabouts
Roundabouts are circular intersections that allow for a continuous flow of traffic in one direction around a center
island. Roundabouts are intended to slow the speed and maintain efficiency at an intersection. They have been
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proven to improve safety, reduce collisions, and reduce the injuries or impacts of collisions. Roundabouts in
Southlake have been used at key intersections along arterials or collectors, and they provide opportunities for
prominent landscaping and art to enhance the public realm.
Traffic Circles
Smaller traffic circles, with center islands approximately 13 feet in diameter, can be
safer for both vehicles and pedestrians, reducing vehicle speeds. Traffic circles can
reduce crashes by 50 to 90 percent when compared to two–way and four–way stop
signs and other traffic signs, reducing the number of conflict points at intersections.
Success, however, depends on the central island being sufficiently visible and the
approach lanes engineered to deflect vehicles, preventing overrun of the island.
Pavement Treatments/Intersection Treatments
Textured pavement treatments provide visual and audible cues for drivers to encourage traffic calming. The use
of paving materials such as brick, cobbles, concrete pavers, or other materials that create variation in color and
texture reinforces the identity of an area as a traffic–restricted zone. Colors and textures that contrast with those
prevailing along the roadway alert motorists to particular conditions, and increase bicyclist and pedestrian
visibility.
Treatments can be an attractive element along residential streets. The variation from asphalt or concrete paving
can signify crossing into a residential zone where pedestrians and bicyclists can be expected to have greater
priority.
Pavement treatments can be combined with other traffic–calming devices to provide an entry or gateway into
a neighborhood or other district. Surface alterations at intersections with local streets can include textured
paving, pavement inserts, or concrete, brick, or stone materials. Curb extensions can also be placed at entrances
to neighborhood areas, usually where a residential street intersects an arterial. The extension can discourage
vehicular traffic from cutting through the neighborhood.
The choice of materials should not pose a danger or deterrent to bicyclists or persons with disabilities. Cobbles
present special difficulties, particularly for vehicles with narrow wheels or without suspension. Similarly, pavers
with chamfered edges can impair a bicyclist’s stability.
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Raised Crosswalks/Intersections
A raised crosswalk is a broad, flat–topped speed hump that coincides with pedestrian crosswalks at street
intersections. Raised above the level of the roadway to slow traffic, it enhances crosswalk visibility and makes
the crossing easier for pedestrians who may have difficulty stepping up and down curbs. It must be stable and
firm and can be constructed of brick, concrete block, colored asphalt, or cement, with ramps striped for better
visibility.
A raised intersection is a plateau across the entire intersection, with a ramp on each approach. It can be
enhanced through the use of distinctive surfacing such as pavement coloring, brickwork, or other pavements. In
some cases, the distinction between roadway and sidewalk surfaces is blurred. If this is done, physical
obstructions such as bollards or planters should be considered, restricting vehicular access.
Ramps should not exceed a maximum gradient of 16 percent. Distinctive surfacing materials should be skid–
resistant, particularly on inclines. Ramps should be clearly marked to enable bicyclists to identify and anticipate
them, particularly under conditions of poor visibility. And care must be taken so the visually impaired have
adequate cues to identify the roadway’s location (e.g., tactile strips). Color contrasts will aid those who are
partially sighted.
Curvilinear Roads
New roads can be designed to meander or turn sharply to slow traffic, limit views, and discourage speeding.
Designs for new curvilinear roads should be careful to consider adequate access to adjacent properties, both in
terms of servicing and the needs of the individual.
Narrow Traffic Lanes/Road Diets
Wide traffic lanes encourage faster motor vehicle speeds. Consideration should be given to the review of cross–
sections for all street classifications to determine whether roadway lane widths can be reduced (within the
AASHTO guidelines) so more area can be dedicated to bicycle and pedestrian use and associated traffic–calming
facilities.
One method of narrowing traffic lanes is called a road diet. A road diet consists of converting a two–way street
with four travel lanes to two travel lanes with a center turn lane and using the additional space for bicycle and
pedestrian space.
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Landscaping and Urban Design
With the adoption of the Major Corridors Urban Design Plan, Southlake recognized the
opportunities and importance of placemaking along the City’s boulevards, entry points,
and freeway interchanges. While roadside landscaping and urban design elements
improve aesthetics and visitors’ impressions of the community, they can also have a
positive influence on driver behavior and may improve roadway safety. A pleasing
roadside landscape can reduce driver stress levels, which may reduce occurrences of
aggressive or unsafe driving. In addition, street trees may encourage motorists to drive
more slowly, which in turn may result in fewer crashes and less severe injuries when
crashes do occur.1
1 Wolf, K.L. 2010. Safe Streets – A Literature Review. In: Green Cities: Good Health (www.greenhealth.washington.edu).
College of the Environment, University of Washington.
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STREET LIGHTING STANDARDS
The City has selected a standard for overhead street lighting along
arterials. Adequate street lighting is normally provided in accordance
with standard engineering practice when arterial streets are
constructed or improved. Adequate arterial street lighting is defined
by the American Association of State Transportation Officials
(AASHTO) as providing average minimum 0.8 foot-candle
illumination or average desired 1.0 foot-candle average illumination
on the pavement.
In addition to the standards defined by AASHTO, the City of
Southlake lighting ordinance (Ordinance 693-C) limits the intensity of
lighting to 0.2 foot-candle average illumination as measured at the property line in areas with single or two-
family residential adjacency. The City and other governmental agencies are exempt from the lighting ordinance
when installing lighting for safety or traffic control purposes, but City staff has used this as a guiding standard
and endeavored not to unnecessarily exceed this threshold when possible.
Generally, arterials and collectors will be lit to a higher standard than typical local neighborhood streets. All
arterial street projects should include street lighting when they are constructed to recommended Thoroughfare
Plan standards. A street lighting standard will establish a functionally and aesthetically consistent light fixture
throughout the city.
The following items are important considerations in selecting standard lighting fixtures:
• AASHTO Criteria for Arterial Street Lighting Coverage
o Desirable 1-foot candle average light
o Minimum 0.8 – foot candle average light
• City of Southlake Lighting Ordinance
o (Arterial Street Lights are exempt)
o 0.2 foot candle average at residential property line
• Residential Adjacency
• Electric Utility Standard Menus
The following standards have been established to achieve adequate lighting levels between the 0.8 and 1.0 foot-
candle standard, without unnecessarily exceeding the 0.2 foot-candle standard at the residential property line
called for in our lighting ordinance.
Standard type and appearance:
• Gullwing or Shoebox fixtures
• 30’ median mounted painted steel pole
• Dual fixtures
• 250 watt high pressure sodium or LED lights as available
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Gullwing
This type of lighting source is similar to Southlake Town Center parking lot lighting, the primary light source is
inexpensive, it minimizes potential for “hotspots” and has been used along Kirkwood Boulevard, Grace Lane,
and Blessed Way.
Lighting Coverage 1-foot candle light average
Pole height 30-40’
Spacing 150-250’
Wattage 400 W (HPS)
Installation and
Maintenance
Available through Tri-County. Retail
Electric Provider will install for
additional cost and maintain at no
additional cost.
Service Costs City is responsible
The lighting footprint of the “Gullwing” is slightly above the 0.2 foot-candle limit at the right of way line on a
standard width arterial street, but has a pronounced bulge that will exceed the 0.2 foot-candle limit and
approach 0.5 foot-candle at the right of way line. Using the “Gullwing” fixture is acceptable on ROWs with no
residential adjacency that would trigger the lighting ordinance limitation. However, most arterials have
residential adjacency that would probably preclude the use of the “Gullwing” fixture.
Shoebox
This type of lighting source is similar to Byron Nelson Parkway street lighting, the primary light source is
inexpensive, it minimizes potential for “hotspots” and has been used along North Kimball Avenue and North
White Chapel Boulevard.
Lighting Coverage 1-foot candle light average
Pole height 30-40’
Spacing 150-250’
Wattage 400 W (HPS)
Installation and
Maintenance
Available through Oncor or Tri-
County. Retail Electric Provider will
install and maintain at no capital cost
to the city.
Service Costs City is responsible
This is a standard fixture in the menu of options provided by two local electric providers. Like the “Gullwing”
fixture, the “shoebox” fixture provides adequate lighting on the pavement between 0.8 and 1.0 foot-candles and
slightly exceeds the 0.2 foot-candles at the right of way line, but does not have the bulge produced by the
“Gullwing.”
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ILLUMINATED STREET SIGNAGE
Illuminated street signage can improve safety for the driving
public by improving the visibility of major intersection
signage. It is recommended for the city to install backlit
intersection signage at major intersections. Accordingly,
Southlake has installed backlit intersection signage at major
intersections. This type of signage is appropriate at
signalized intersections along TxDOT rights-of-way or other
arterials. Illuminated signage should be included with any
future signalized intersections in the city.
Illuminated signage along FM 1709 is scheduled to be
constructed in FY13. This project includes the intersections
of FM1709 at SH114, Commerce St., Nolen Dr., Kimball Ave.,
Village Center Dr., Carroll Ave., Byron Nelson Parkway,
White Chapel Blvd., Shady Oaks Dr., Waterford Dr.,
Peytonville Ave., Randol Mill Rd., and Pearson Ln.
ACCESS MANAGEMENT
Proper access management will help the city maintain
smooth traffic flow, provide adequate street drainage,
ensure that all properties have safe and efficient vehicular
access to or from the public street system and ensure that
public streets have the capacity to handle peak traffic
volumes.
A driveway ordinance is one tool the city can use to manage access along public streets. Generally, such an
ordinance can prohibit the indiscriminate location and spacing of driveways while maintaining reasonable
vehicular access to and from the public street system; reduce conflicting turning movements and congestion
thereby reducing vehicular accidents; and maintain and enhance a positive image for the attraction of new, high
quality, residential and nonresidential development in the city.
Southlake’s existing driveway ordinance was developed in 1995 and it is recommended that the city update the
driveway ordinance to reflect best practices and meet the current needs of residents, businesses and other
property owners.
THOROUGHFARE RECOMMENDATIONS
A number of right of way improvements are recommended in this plan that will assist in achieving the
recommended street design standards and help in alleviating specific concerns that may involve that particular
section of roadway. The map on the following page shows the locations for the various recommendations. The
list of recommendations is included in Appendix C.
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ACTIVE TRANSPORTATION
This chapter of the Southlake 2035 Mobility Master Plan addresses active transportation, primarily pedestrian
and bicycle mobility, and serves as the City’s Trail System Master Plan. As such, this chapter updates and
consolidates the Sidewalk Plan and the Southlake Pathways Plan. In addition, this chapter expands on previous
plans by providing recommendations for crosswalks. This Plan provides a general overview of active
transportation planning and its history in Southlake and also provides a summary and recommendations for
bicycle facilities, sidewalk facilities, and crosswalks.
ACTIVE TRANSPORTATION PLANNING
Active transporation refers to human-powered modes of travel
– primarily walking and cycling. Active transportation may be
recreational, such as a hike through a park, or utilitarian, such
as a trip to school, work, shopping, or services. The benefits of
active transportation are numerous and include improved
public health, a cleaner environment, reduced congestion,
increased social interaction, and improved quality of life. In
addition, walking and cycling are convenient and economical.
According to the 2017 National Household Travel Survey,
walking and cycling have become more popular. Biking and
walking made up 11.5% of all trips in the United States in 2017
compared to 9.5% in 2001 – a 21% increase. Further, many
destinations in Southlake are desirable to access by bicycle or
on foot, including parks, schools, community events, and
pedestrian-friendly shopping areas like Town Square. For all
these reasons, the City of Southlake and the broader DFW
region have placed an increased emphasis on active
transportation in recent years.
HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE
Historically, Southlake’s growth was automobile-oriented and characterized by large lot single-family
development that was not pedestrian-oriented. This type of development coupled with the City’s desire to
maintain its rural character generally resulted in the omission of bike paths and sidewalks for practical and
aesthetic reasons. However, as Southlake has transitioned from a rural community to a suburban city with
numerous pedestrian-friendly destinations, the desire for active transportation options has grown.
Formal emphasis on active transportation first emerged in Southlake in the early 1990s. The 1995 Trail System
Master Plan was the City’s first plan to address pedestrian and bicycle mobility on a broad scale. The Plan was
developed in response to a citizen survey conducted in the early 1990s that identified hike and bike trails as
well as nature areas and trails as top priorities. The Plan focused primarily on potential on-street bike routes
and sidewalks adjacent to roadways.
Southlake 2035 Mobility Goal
“Develop an innovative mobility
system that provides for the safe,
convenient, efficient movement of
people and goods, reduces traffic
congestion, promotes energy and
transportation efficiency and
promotes expanded opportunities
for citizens to meet some routine
needs by walking or bicycling.”
Excerpted from the Southlake 2035
Vision, Goals & Objectives
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Six years later, the Plan was updated and the 2001 Southlake Pathways Plan was adopted. This revised plan
expanded the originally proposed trail network to a more comprehensive system which included greenway
paths in future developments as well as additional equestrian and hiking trails.
The Pathways Plan was updated again as part of the 2025 comprehensive plan update (Southlake 2025 Plan)
and the 2005 Southlake Pathways Plan was adopted. During the update process, a need to address gaps in the
existing network as well as connections between recreational trails and destinations was recognized. As a result,
the 2007 Sidewalk Plan was developed and adopted in 2007 as a complement to the Pathways Plan. The
Sidewalk Plan identified planning, policy and implementation areas to provide or improve access to the City’s
pedestrian network. Perhaps most significantly, the Sidewalk Plan identified and prioritized sidewalk and trail
infill segments for construction. This prioritization list continues to be used as a starting point on an annual basis
when determining which sidewalks will be constructed through the Capital Improvements Program.
Also during the Southlake 2025 process, recommendations were made to amend relevant development
ordinances to require sidewalks for all new development. Those recommendations were implemented in 2006
and 2007. With limited exceptions, all new development must provide sidewalks along city streets.
In 2014, the Southlake 2030 Mobility Master Plan was adopted. This plan updated and consolidated three
comprehensive plan elements: the Sidewalk Plan, the Pathways Plan, and the Mobility and Master Thoroughfare
Plan.
In addition to plan development and ordinance amendments, the City has worked to improve pedestrian
mobility by pursuing grant funding opportunities and by dedicating approximately $200,000 annually for the
construction of sidewalks.
As evidenced in Southlake’s 2019 Citizen Survey, today there continues to be substantial public support and
interest in pedestrian facilities. Sixty-seven percent of survey respondents said “providing pedestrian pathways,
sidewalks, and trails” is “very important”, with an additional 24% ranking it “somewhat important”. With the
development of this plan, the City is taking an additional step toward achieving a safe, efficient, seamless, and
effective active transportation network.
REGIONAL PLANNING
Beyond city-level planning, the City has also shown it’s commitment to active
transportation by engaging in planning at a multi-jurisdictional level and a
regional level. City staff currently participate in the regional-scale NCTCOG
Bicycle and Pedestrian Advisory Committee. The Bicycle and Pedestrian
Advisory Committee is organized and supported by the North Central Texas
Council of Governments (NCTCOG) for the 16-county region. The Committee
provides technical expertise, public outreach support, review of regional
bicycle and pedestrian planning, and assistance in the selection of bicycle and
pedestrian projects funded by the Regional Transportation Council. The
Committee generally meets quarterly and the meetings provide an
opportunity for local governments to share best practices, success stories, and discuss common issues in an
effort to improve local initiatives and enhance regional coordination.
Regional Bicycle and Pedestrian Coordination Committee
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This committee originally began as a joint effort between
the Town of Westlake, the Town of Trophy Club, the City
of Southlake, and the City of Roanoke to coordinate
sidewalk and trail planning and to explore active
transportation funding options. Today, this regional
collaboration includes 11 municipalities –Southlake,
Grapevine, Colleyville, Keller, Westlake, Trophy Club,
Roanoke, Northlake, Flower Mound, North Richland
Hills, and Coppell – as well as DFW Airport. The North
Central Texas Council of Governments also participates
in an advisory capacity. The purpose of the group is to ensure connectivity between cities and to develop
projects, programs, and policy recommendations for improving bicycle and pedestrian facilities in the area. In
particular, the group plans to work together to pursue grant funding for active transportation projects. Future
meetings may also include a charrette to design a network of trails around Lake Grapevine, development of a
bike rack program, and ordinance and policy research.
MOVING FORWARD
Recommendations for improvements for active transportation generally fall into three categories, Education
and Promotion, Safe Behavior and Enforcement, and Planning and Infrastructure:
Education and Promotion
By teaching pedestrians, bicyclists, and motorists to practice safe behavior while out on the City’s roads,
sidewalks, and trails, we can create a safer, more welcoming active transportation network. Education and
training increase confidence which translates into a greater number of individuals choosing to utilize active
transportation options.
In addition to providing outreach and education to road and sidewalk users, an often overlooked audience
includes staff and decision makers. This type of program is important for building support of a wider public
education campaign, increasing understanding of bicycle and pedestrian infrastructure needs, and fostering
relationships between the city and other local agencies and groups with an interest in pedestrian and cyclist
safety (schools, hospitals, running/bicycle stores or clubs). Internal education may include but is not limited to
hosting in-house meetings or forums, providing printed educational materials, and organizing “walk/bike the
trail” events where participants walk/run/bike on selected routes.
There are a number of resources available for developing a customized education program for Southlake. A few
resources as well as model community activities are highlighted on the next page.
• National Bicycle Safety Education Resource Center
http://www.bicyclinginfo.org/education/resource/fhwa.html
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The Federal Highway Administration’s National Bicycle Safety Education Resource Center provides bicycle safety
education information. The website includes a searchable database, a Database Guide that identifies training
needs for different audiences, and a Good Practices Guide that serves as
a resource in planning and developing bicycle safety education programs.
• NCTCOG Bicycle & Pedestrian Safety Education
http://www.nctcog.org/trans/sustdev/bikeped/safetyed/
https://www.lookouttexans.org
The North Central Texas Council of Governments (NCTCOG) offers
several publications on bicycle and pedestrian safety that may be
reproduced and distributed. In addition, NCTCOG launched the Look Out
Texans campaign in 2015, which provides safety tips, educational videos,
and free bicycle and walking safety school kits for grades 3 through 8.
Beyond educational outreach, NCTCOG facilitates regional coordination
for bicycle and pedestrian planning, provides statistics and resources
related to active transportation, and promotes National Bike to Work
Week, National Bike to Work Day, and Bike to School Day.
• Federal Highway Administration Pedestrian Safety Campaign
http://safety.fhwa.dot.gov/local_rural/pedcampaign/
The Federal Highway Administration offers a Pedestrian Safety Campaign
that includes ready-made outreach materials that communities can
customize and use locally. The website includes materials for use in
television, radio, cinema, and print advertising. The website also includes a
Campaign Planning Step by Step Guide that explains how to implement the
campaign. The purpose of the campaign is to
1. Sensitize drivers to the fact that pedestrians are legitimate road
users and should always be expected on or near the roadway
2. Educate pedestrians about minimizing risks to their safety
3. Develop program materials to explain or enhance the operation of pedestrian facilities, such as
crosswalks and pedestrian signals.
• BikeTexas
www.biketexas.org
BikeTexas is a non-profit organization that works to increase awareness and interest in bicycle access, safety,
and education. BikeTexas organizes bike rides and provides a wealth of information including bicycle related
news, bicycle route maps, and bicycle laws. In addition, BikeTexas offers SafeCyclist Certification Training which
provides teachers, police, and other youth community workers with the skills and curriculum to teach youth
about bicycle and pedestrian safety. The organization also offers a BikeTexas Safe Routes to School Event
Manual, which describes how to organize a bike/walk events and provides templates for public service
announcements, press releases, donation requests letters, flyers, as well as event checklists and other materials.
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• San Antonio, Texas
The City of San Antonio is one of thirteen Texas communities that has
received “Bicycle Friendly” designation by the League of American
Bicyclists. The City has received this designation not only for their
provision of bicycle infrastructure, but also for their cycling education and
promotion activities. For example, the City of San Antonio’s Office of Sustainability has an outreach campaign
called “Get Cyched” that promotes cycling and educates the community about the rules of the road for both
drivers and cyclists. Some of the City’s outreach materials have included print ads, bill boards, bumper stickers,
and posters.
In addition, San Antonio has adopted a safe passing ordinance which establishes a minimum passing distance of
3 feet for cars (or 6 feet for commercial or large trucks) when passing vulnerable road users such as bicyclists
when road conditions allow. The City also has a comprehensive website that outlines city bike ordinances, state
bike and pedestrian laws, and provides downloadable “Get Cyched” outreach materials.
Siclovia, a bi-annual car-free event organized by the YMCA of Greater San
Antonio, further promotes cycling and other forms of active transportation
in San Antonio. Select streets are closed to automobiles for approximately
6 hours on a Sunday to allow residents to bike, walk, run, skateboard, or
participate in other recreational activities without worrying about cars. In
addition, there are Reclovia areas that include free activities such as group
exercise classes as well as live music, water stations, and rest areas.
• Austin, Texas
Austin has received Bicycle Friendly designation and is also the only Texas city to achieve Walk Friendly
designation. One reason for this dual designation is Austin’s Safe Routes to School Program. This program trains,
hires, and supervises crossing guards for 97 schools and offers education on bicycle, pedestrian, bus and train
safety to daycares, elementary schools, and parent groups in the city. In addition, similar to San Antonio, the
City of Austin has adopted a Vulnerable Road User’s Ordinance, which recommends motorists maintain a
minimum of 3 feet when passing vulnerable road users such as bicyclists and pedestrians.
Other promotion activities that communities have utilized include:
Community rides
Trail maintenance days
4th of July bike parade
Kids’ triathlon
Bicycle fashion show or decoration competition
Providing bicycle and pedestrian safety courses for the general public
Hosting bicycle instructor certification training (such as the SafeCyclist curriculum)
Safe Behavior and Enforcement
While it is important to educate citizens about safe biking, walking, and driving habits, there must be effective
enforcement of the rules of the road. Motorists who exceed the speed limit or fail to stop for pedestrians in
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crosswalks should be held accountable for their actions. Likewise, bicyclists and pedestrians that fail to follow
traffic laws should also be held accountable.
Planning and Infrastructure
Planning and Infrastructure includes physical improvements to the City’s active transportation network as well
as policy improvements. The following sections address bicycle facilities, sidewalks, and crosswalks.
BICYCLE FACILITIES
Bicycling is an affordable mode of transportation that provides physical activity, produces no pollution, and
supports social interaction. Cycling empowers residents of all ages, including children, by providing a mobility
alternative to the automobile. Unfortunately, Southlake currently lacks a connected system of bicycle trails and
the widespread development of dedicated bicycle lanes is impractical due to right-of-way and funding
constraints. However, improvements can be made to provide a safer cycling environment and a connected
system of bicycle facilities. Bicycle facilities, as defined by the American Association of State Highway and
Transportation Officials (AASHTO), are “improvements and provisions to accommodate or encourage bicycling,
including parking and storage facilities, and shared roadways not specifically defined for bicycle use”.
Goals for improved bicycle facilities:
• Improve public safety and reduce opportunities for
injuries on roadways.
• Promote healthy lifestyles, a cleaner environment,
and an improved quality of life.
• Provide safe connected routes within the city,
offering easy transportation to schools, parks, and
pedestrian-friendly shopping areas.
• Extend recreational opportunities and
transportation choices by connecting to
neighboring cities.
Types of Cyclists
Bicyclist skill level is important for understanding the characteristics and infrastructure preferences of different
cyclists. Bicycle infrastructure should use planning and design options, from shared roadways to separate
facilities, to accommodate as many user types as possible and to provide a comfortable experience for the
greatest number of cyclists. For example, some recreational cyclists may only feel comfortable using off-street
pathways or on-street dedicated bike lanes. Other cyclists may prefer to use streets and do not want their right
to occupy any travel lane limited by bike lanes.
Several systems of bicyclist classification are used within the bicycle planning and engineering professions. The
following bicycle user types are adapted from a classification system adopted by the City of Portland, Oregon:
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Strong and Fearless
Cyclists who will ride anywhere regardless of roadway conditions. These cyclists can
ride faster, prefer direct routes, and will choose to ride on roadways, even if shared
with other vehicles, over separated bicycle facilities like shared use paths. They
may cycle longer distances and ride at speeds of 20-40 mph depending on grade.
Enthused and
Confident
Intermediate cyclists who are mostly comfortable riding on all types of bicycle
facilities but typically prefer low traffic streets, bike lanes, or separated paths when
available. They may deviate from a more direct route to avoid arterials with heavy
traffic volumes, in favor of a preferred facility type.
Interested but
Concerned
These cyclists typically ride only on low volume, low speed streets or paths under
favorable conditions and weather. They perceive traffic and safety as significant
barriers to increased cycling. They may choose to ride on sidewalks if no on-street
facility is available or walk their bike across intersections. These cyclists may
become Enthused and confident with additional education and experience. They
typically ride shorter distances at speeds around 8-12 mph.
Not Able or Not
Interested
People in this category are not cyclists. They may not participate in cycling for a
variety of reasons, including inability, a lack of interest, or perceived safety issues.
Children
Special accommodations are needed for children to feel safe bicycling. Children
riding on their own or with parents may not ride as quickly as adults, but still desire
access to schools, parks, and other key destinations. While children have a wide
range of skills and cognitive abilities,
children tend to:
o Have a relatively narrow field of
vision.
o Have difficulty understanding risks.
o Have difficulties accurately judging
the speed and distance of an
approaching vehicle.
o Assume the driver of a motor vehicle
can see them if they can see the vehicle.
o Have difficulty concentrating on more than one thing at a time.
o Have difficulty determining the direction of auditory input.
o Have little experience with the rules of the road because they do not drive.*
* 2012 Guide for the Development of Bicycle Facilities, 4th Edition, AASHTO
Many of the cyclists who are currently seen riding in Southlake would likely fit into either the Strong and Fearless
or Enthused and Confident categories.
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Types of Infrastructure
Southlake’s network of bicycle facilities should include a mix of facility types which can be practically
implemented and meet the needs of local cyclists. When identifying bike routes and the types of facilities to
implement throughout the City, consideration must be given to accommodate different types of cyclists and to
respond to the context of neighboring land uses, speed and volume of motorist traffic, and availability of right
of way. The following types of bicycle infrastructure are not intended to be an exhaustive list, but they are the
types of facilities that may be appropriate for consideration in Southlake.
• Shared Lanes
A shared roadway is simply a roadway that is open to both bicycle and motor vehicle travel. Generally in Texas,
bikes are permitted on all roadways even if there are no signs or lane markings indicating that the roadway is a
shared lane facility. According to the Texas Transportation Code (§551.103), bicyclists are required to ride as
near as practicable (not as possible) to the right curb or edge of the roadway, with limited exceptions.
• Dedicated Bicycle Lanes
Bike lanes are one-way facilities that typically carry bicycle traffic in the same
direction as adjacent motor vehicle traffic. Bike lanes are provided for the
exclusive or preferential use of bicyclists on a roadway and are identified
through signage, striping, or other pavement markings. Bike lanes are
typically provided on thoroughfare types of facilities and are intended to
provide separation between motor vehicles and bicyclists. This separation
provides for additional comfort to the less experienced bicyclists and
encourages these riders to use on-street facilities. Traditionally, only the
more aggressive, experienced riders (Enthused and Confident riders) are
comfortable sharing a lane with cars on thoroughfare roadways. The addition
of bike lanes can increase types and numbers of on-street riders. However,
Enthused and Confident riders may disregard bike lanes if they are too
successful and become crowded with slower users.
The minimum operating width of a bike lane should not be less than 4 feet and the maximum operating width
should not be greater than 6 feet. Bike lanes wider than 6 feet are commonly mistaken by motor vehicles as
travel lanes or parking areas.
Due to right of way constraints, dedicated bicycle lanes are not feasible in Southlake unless they are incorporated
into future roadway widening projects. Since most roadways will not be widened, other facility options must be
considered.
• On-Street Sharrows
A sharrow is a shared-lane pavement marking that raises awareness that bicyclists are present and that
encourages roadway users to share the road. The sharrow symbol provides a higher level of guidance to both
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bicyclists and motorists by indicating the bicyclists’ proper
positioning within the lane. Sharrow markings can be placed
on streets with a speed of 35 mph or less. Below is a list of
guidance for the placement of sharrows. Note - all
measurements below are to the center of the sharrow symbol.
Outside travel lane that is less than 14 feet wide,
sharrow is in center of the lane;
Outside travel lane greater than 14 feet wide,
sharrow is four feet from face of the curb or edge of
pavement; and
Shared lane with on-street parallel parking: At least
11 feet from the face of the curb or edge of the
pavement.
When used, the sharrow symbol should be placed immediately
after an intersection and spaced at intervals not greater than
250 feet. Signs should be used to supplement the sharrow
symbols on shared route facilities. A “BICYCLES MAY USE FULL
LANE” sign is recommended for use on roadways that feature
the sharrow symbols.
• Signed Roadways
Signed roadways are simply shared
lane roadways with a “SHARE THE
ROAD” sign assembly or similar
roadside sign type. Signed roadways
are facilities that are already
frequently utilized by bicyclists or that
the City would like to encourage
bicyclists to utilize over unsigned
roadways. The signage provides
enhanced awareness to motorists that bicyclists are present
and reminds them to afford the bicyclists the same rights as
they would to motorized vehicles. Due to limited right of way
and funding availability, this type of bicycle facility may be the
most practical for improving the bicycle network throughout the City.
• Wide Outside Lane Roadways
Lane widths that are 14 feet or greater (excluding the gutter) allow motorists to pass bicyclists without
encroaching into the adjacent lane. Wide outside lanes are an option when there is some available right of way
to accommodate cyclists, but the width is not sufficient to provide either bike lanes or paved shoulders. This
type of facility is generally appropriate on arterials and collectors where the design speed is greater than 25
mph. Since wide lanes may result in faster travel speed by motorists, wide outside lane facilities should be signed
appropriately with signage to raise awareness of the presence of bicyclists. The new section of White Chapel
Boulevard is an example of a Wide Outside Lane facility, with 14 foot outside lanes to accommodate cyclists.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 51
• Sidewalks
While the roadway is typically the
safest location for most bicyclists to
ride, sidewalks are a part of the active
transportation network and some
bicyclists, particularly children, may
prefer sidewalks to roadways.
Bicyclists may ride on sidewalks if they
travel at or below the design speed of
the sidewalk (often the speed of a
typical jogger). However, apart from
children, most bicyclists typically travel faster than this speed.
There are several reasons bicycling on sidewalks is not
recommended. The narrow width of the City’s sidewalks (8 feet
in width or less) makes passing other sidewalk users difficult and
can cause conflicts between users. The minimum recommended
width for paths to accommodate both bicyclists and pedestrians
is 10 feet.
In addition, bicyclists on sidewalks do not approach
intersections and driveways from the same areas as motor
vehicle traffic, so they can be difficult for drivers to see. Further,
cycling hazards, such as low hanging branches, are more likely
on a sidewalk than on a roadway. Bicyclists who choose to ride
on the sidewalk in either direction must be educated about the
hazards associated with this practice and understand that
cyclists must always yield to pedestrians on sidewalks.
• Existing Facilities
Currently there are no dedicated bicycle lanes in the City.
However, there are several routes that have “Share the Road”
signs (see images on the next page) to raise awareness of
bicyclists. These routes include:
Dove Road
North White Chapel Boulevard
Peytonville Avenue
Carroll Avenue
Continental Boulevard
BICYCLIST
RULES OF THE ROAD
Follow the same laws that apply to
motorists. Obey all traffic signals,
signs, and lane markings.
Always yield to pedestrians.
Ride on the right side of the road with
the flow of traffic.
Always wear a properly fitting helmet.
Ride predictably, assertively, and be
alert. Use hand signals before
turning.
Be visible. If riding at night, use lights,
reflectors, and bright clothing.
Avoid riding on sidewalks if possible.
When riding on sidewalks, keep
speeds close to a typical jogging
speed.
MOTORIST
RULES OF THE ROAD
Obey speed limits. Higher speeds
result in greater injuries to cyclists
and pedestrians.
Obey signs, signals, and markings.
Always look for bicyclists when
turning left or right.
Pass bicyclists giving at least three
feet of space. Slow down and do not
pass if space does not allow.
Do not use your horn in close
proximity to bicyclists.
Look for bicyclists when opening
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 52
These are the routes that are most frequently used by local bicycling clubs. In
addition, there are bicycle signs (bicycle symbol without the “Share the Road” text)
on Southlake Boulevard near White Chapel Boulevard and Peytonville Avenue.
• Recommended Facilities
When developing recommendations, the types of cyclists, the types of trips
(utilitarian vs. recreational) and the different types of equipment (such as road
bikes, cruisers, tandems, and trailers) are all important considerations. The
ultimate goal of the bicycle network is to accommodate as many user types as
possible and to provide a comfortable experience for the greatest number of
cyclists. With these considerations in mind, the recommended facilities are shown
on the following map. The recommended facilities are available in a table format
in Appendix C.
Example of a “Share the
Road” sign found on multiple
routes
Bicycle sign on Southlake
Boulevard
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 53
Bicycle Facility
Master Plan
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 54
SIDEWALK FACILITIES
A safe, seamless, and effective sidewalk network continues to be
a top priority for the City of Southlake. In the 2019 Citizen Survey,
91% of respondents listed sidewalks as a topic of high
importance. The primary objectives for Southlake’s pedestrian
network are to connect neighborhoods to adjacent schools,
parks, recreational facilities, shopping centers, and employment
centers; to close gaps between existing facilities; to facilitate
travel between neighborhoods; and to connect Southlake with
neighboring communities.
Sidewalk construction in Southlake is primarily funded through
the following means:
• Capital Improvements Program Direct Funding. Each
year, approximately $200,000 is allocated for sidewalk
construction.
• Capital Improvements Program Indirect Funding. When
roadways are widened, sidewalks are included on both
sides of the street as part of the project. In addition, park
improvement projects may include sidewalk and trail
construction.
• Developers Agreements. With limited exceptions, all new
commerical and residential developments must provide
sidewalks along City streets.
• Grant Funding. City staff actively seek out grant funding
opportunities for sidewalks and apply whenever the City is
eligible. Several of the sidewalk segments along Southlake
Boulevard were funded in part by the competitive
Transportation Enhancement Program, which is federally
funded and administered by the Texas Department of
Transportation.
• Neighborhood Sidewalk Matching Funds Program.
Residents can formally request the City to participate in up
to 50% of the cost of designing and constructing sidewalks
within their neighborhoods. Neighborhood organizations
and Homeowners Associations are encouraged to apply
for funds to build sidewalk projects they feel would make
a difference in improving the safety of their
neighborhoods or provide critical connections to schools,
parks or other sidewalks.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 55
In addition, Southlake offers a Sidewalk Partnership Program for property owners who
voluntarily convey easement(s) for the purpose of building sidewalk segments identified in
the City’s Capital Improvement Program. Property owners who donate easments are publicly
recognized for their contribution and are eligible for a tax deduction.
Accessibility
In accordance with the Americans with Disabilities Act (ADA), the City of Southlake completed a self-evaluation
of all city services, programs and facilities. The purpose of a self-evaluation is to identify and correct deficiencies
that are not consistent with the requirements of Title II of the ADA. Southlake’s self-evaluation included
assessments of curb ramps and pedestrian signals. The City of Southlake’s ADA Transition Plan addresses
noncompliant facilities.
Sidewalk Classification
In an effort to simplify the Pathways Map and make the proposed pathways system easier to understand, the
pathways classifications used in previous plans were consolidated into the following categories:
• Pathway – Any sidewalk or trail intended primarily for walking, running, hiking, and/or horseback riding.
• Existing Sidewalks – Built sidewalks that are 6 feet or less in width.
• Existing Multi-Use – Built sidewalks that are 8 feet or more in width. Although these sidewalks are
intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar
users.
• Existing Equestrian/Hike – Built trails and sidewalks, primarily located within City parks. These pathways
vary in width depending on site conditions and user needs. They may be concrete, asphalt or natural
surface and are intended primarily for hiking and/or horseback riding.
• Future Sidewalks – Recommended sidewalks that are 6 feet in width.
• Future Multi-Use – Recommended sidewalks that are 8 feet or more in width. Although these sidewalks
are intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar
users.
• Park Connection Recommendations – Planned sidewalks or trails within or adjacent to City parks. These
pathways may be concrete, asphalt or natural surface and vary in width. Additional information on these
sidewalks and trails may be found in the Parks, Recreation, & Open Space Master Plan.
Sidewalk Construction Prioritization
Beginning with the 2007 Sidewalk Plan, staff identified critical sidewalk gaps throughout the City and ranked
those gaps based on the following criteria:
1. proximity to schools,
2. proximity to parks,
3. proximity to existing and future trails,
4. proximity to destinations of commerce,
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 56
5. connections to other cities, and
6. adjacency to roadway type (residential street vs. arterial).
On an annual basis, that initial ranking was used to prioritize construction through the Capital Improvements
Program, also taking into account factors of funding availability, right-of-way constraints, construction feasibility
(due to topography, drainage, trees, etc.), and development status of the land. In addition, new segments were
identified annually as a result of the construction of new neighborhoods, schools, parks, commercial
developments, and roadway improvements.
The 2007 list of critical sidewalk gaps was reviewed and updated as part of the Southlake 2030 process, and
again as part of the Southlake 2035 process. Segments that have been completed or that are in progress have
been removed and new segments have been identified and added as a result of continued development. For
Southlake 2035, a consulting firm was utilized to rank segments based upon:
• Connectivity - prioritizing connections to schools and parks;
• Constructability - including factors such as relocation of utilities, tree removal, and impact on other
existing features (such as signs, fencing, and landscaping); and
• Feasibility - considering factors such as whether or not an easement is needed, presence of a bar ditch,
the need for a pedestrian bridge, and grading.
Once the initial rankings were received from the consultant, the list was reviewed and assessed by staff. In
particular, additional consideration was given for segments that could be included with other planned capital
projects. The resulting sidewalk construction priority list will continue to serve as a starting point for prioritizing
projects for construction through the CIP on an annual basis. This list is intended to be a fluid document with
the addition of new segments as new developments are constructed and new needs are identified. Further, tier
ranking recommendations are intended only as a general guideline and are subject to change due to site
conditions, feasibility of inclusion in other CIP projects (such as roadway improvements), and availability of
funding during the given budget year. See Appendix C for the sidewalk construction priority list.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 57
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 58
CROSSWALKS
In addition to sidewalks and bicycle facilities, planning for a safe, efficient, and effective active transportation
system must also include crosswalks. As traffic volumes continue to increase with local and regional growth
and pedestrian counts increase with the expansion and improvement of the active transportation system,
establishing and maintaining safe and effective crosswalks is of critical importance.
Although different types of crosswalks are appropriate depending on roadway classification and site conditions
(such as school zones), uniform standards for similar conditions are desirable to prevent confusion among
motorists and pedestrians. These standards are outlined in the following table.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 59
Table P-1: Recommended Crosswalk Type
Crosswalk
Type Example Recommended Application
Marked -
Continental
“Continental” striping is
recommended across arterials,
collectors, school drives, and
residential streets within school
zones.
Marked -
Standard
“Standard” striping is
recommended across local and
residential streets.
Marked &
Signed
Intersections (without traffic lights)
that are in or near school zones or
in other areas that are likely to
have heavy pedestrian traffic.
Signs may be used in conjunction
with “continental” striping,
“standard” striping, or stamped
asphalt or concrete depending on
the type of street.
Stamped
Asphalt or
Stamped
Concrete
Roundabouts, Town Square, S.H.
114 intersections, and selected
intersections along Southlake
Boulevard (as recommended in the
Urban Design Study).
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 60
Table P-1: Recommended Crosswalk Type
Crosswalk
Type Example Recommended Application
Active
Warning
Beacon
Midblock locations, particularly in
or near school zones. Active
warning beacons should be used in
conjunction with “continental”
striping.
Traffic Signal
Intersections
At intersecting collector and
arterial intersections, push-button
activated pedestrian signals are
recommended.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No._____, Adopted _____________ [SOUTHLAKE 2035] 61
IMPLEMENTATION, PRIORITAZATION AND
EVALUATION
PLAN IMPLEMENTATION
A plan is only as good as the methods by which it is used as a tool for the ultimate goal, implementation. While
several substantial transportation improvements through the City remain, the City is in generally good shape
(compared to population size) with meeting current needs. The next section provides the strategy that was
undertaken to determine which recommendations and needs should be addressed earlier rather than later. The
end result of this strategy is the Summary of All Mobility Plan Recommendations (Appendix C on page ___),
which serves as the blueprint for plan implementation.
PRIORITIZATION SCHEDULE
For each specific recommendation, a relative ranking (tier) has been established to assist with the timeframe of
implementation for the recommendation. The tiers are divided into three different categories based on
timeframe to implement:
• Tier 1: 1 to 3 Years
• Tier 2: 4 to 7 Years
• Tier 3: 8 Years and beyond
The tier rankings are used in the development of department work plans as well as the Capital Improvements
Program (CIP). In fact, the Capital Improvements Program (CIP) planning process begins and ends with projects
recommended by this master plan. Annually, as part of the City’s budget process, city staff analyzes the adopted
master plan and develops a comprehensive list of projects with preliminary cost estimates for inclusion in the
proposed CIP. The proposed CIP is submitted to the CIP Technical Committee (department directors), who rank
them based on set criteria. The priority list that was developed during this master plan will help guide future
members of the City’s boards and City Council when making decisions related to the CIP.
While these tiers provide the ideal order of implementation and desired priority for the mobility
recommendations, all recommendations are subject to available funding during the given budget year and will
be placed on the Capital Improvements Program (CIP) accordingly.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ____ [SOUTHLAKE 2035] 62
APPENDIX A
Level of Service (LOS) Descriptions
The following descriptions have been adopted directly from the Transportation Research Board’s
Highway Capacity Manual (HCM 2000), Fourth Edition. Quality of service requires quantitative
measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a
quality measure describing operational conditions within a traffic stream, generally in terms of such
service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort
and convenience.
Six levels of service are defined for each type of facility that has analysis procedures available. Letters
designate each level, from A to F, with LOS A representing the best operating conditions and LOS F
the worst. Each level of service represents a range of operating conditions and the driver’s
perception of those conditions. Safety is not included in the measures that establish service levels.
Level of Service A
Level of Service A describes a condition of free flow, with low volumes and high speeds.
Level of Service B
Level of Service B is the zone of stable flow, with operating speeds beginning to be restricted
somewhat by traffic conditions. Drivers still have reasonable freedom to select their speed and lane
of operation.
Level of Service C
Level of Service C is the zone of mostly stable flow, but speeds and maneuverability are more closely
constricted by the higher volumes.
Level of Service D
Level of Service D is a zone that approaches unstable flow, with tolerable operating speeds, however
driving speed is considerably affected by changes in operating conditions.
Level of Service E
Level of Service E is a zone that cannot be described by speed alone. Operating speeds are lower than
in Level D, with volume at or near the capacity of the highway.
Level of Service F
Level of Service F is a zone in which the operating speeds are controlled by stop-and-go mechanisms,
such as traffic lights. This is called forced flow operation. The stoppages disrupt the traffic flow so
that the volume carried by the roadway falls below its capacity; without the stoppages, the volume of
traffic on the roadway would be higher, or in other words, it would reach capacity.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ____ [SOUTHLAKE 2035] 63
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 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ____ [SOUTHLAKE 2035] 64
APPENDIX B
South Village Center Drive Guidelines
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ____ [SOUTHLAKE 2035] 65
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ____ [SOUTHLAKE 2035] 66
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C, Adopted ____ [SOUTHLAKE 2035] 67
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 1
APPENDIX C
Summary of all Mobility Plan Recommendations
Tier 1 (1-3 Years)
Tier 2 (4-7 Years)
Tier 3 (8+ Years)
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT1
Traffic Signal at Watermere Dr and
FM1709
There are safety concerns regarding
the intersection of Watermere and
FM 1709. Residents living adjacent
to the intersection have difficulty
accessing FM 1709 from adjacent
neighborhoods.
COMPLETE
Install a signal at FM 1709
and Watermere.
Complete construction and
installation of the
1709/Watermere signal project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT2
FM 1938 Phase 2
Increased traffic volumes on FM
1938 from the construction of the
connection to SH 114 in Westlake.
LOS reduced for current condition
of the road.
COMPLETE
Improve FM 1938 to its
ultimate cross section with
center landscaped median,
including improvements to
the intersection of FM 1938
and FM 1709.
Complete construction of the
FM 1938 project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT3
Continental Blvd and S Peytonville
Ave Roundabout
Traffic increases in the vicinity of
Continental and S Peytonville
during peak times, school pick
up/drop off times, and during
heavy use of Koalaty Park.
Construct a roundabout at
the intersection of W
Continental and S
Peytonville.
Complete construction of the W
Continental/S Peytonville
roundabout. Design is in
progress.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 2
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT4
Dove Rd/Peytonville Ave
Roundabout
There is significant traffic
congestion in the vicinity of the
intersection of North Peytonville
Avenue and West Dove Road.
Anticipated alignment with Sam
School Road is expected in the near
future creating a 4-way
intersection. Undeveloped
properties located on the northeast
corner of the intersection may
create additional traffic volumes if
developed.
COMPLETE
Construct a roundabout at
the intersection of W Dove,
S Peytonville, and Sams
School Road.
Complete construction of the W
Dove/N Peytonville roundabout.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT5
Kirkwood Blvd, Acquisition from
TW King to Tyler
There is a lack of connectivity along
Kirkwood between Dove and SH
114.
COMPLETE
Acquire private ROW for
public use along this section
of Kirkwood.
Complete acquisition of
Kirkwood Blvd from Tyler Street
to TW King.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT6
Kirkwood Blvd Widening
Kirkwood Blvd between Stockton
and Tyler is currently 2 lanes while
the remainder of Kirkwood is being
constructed as an A4D.
COMPLETE
Complete the build-out of
this section of Kirkwood as
an A4D, consistent with
other sections along this
ROW.
Complete construction of the
Kirkwood widening from Tyler
Street to Stockton Drive.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
MT7
Kirkwood Blvd, Extension from
Dove to Highland
Kirkwood is disconnected between
Dove and Highland.
While the majority of the
roadway is anticipated to be
constructed along with
development, participate in
the extension of Kirkwood
from Dove to Highland as
appropriate.
Dependent upon development
and as needs are determined,
consider public participation in
the extension of Kirkwood from
Dove to Highland.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 3
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT8
N White Chapel, Emerald to SH114
Traffic volumes will increase on N
White Chapel Blvd between
Highland and SH 114 as Forest Park
Medical Center and adjacent
undeveloped properties designated
as Mixed Use develop around the
Methodist Southlake hospital.
Improve this segment of N
White Chapel to its ultimate
cross section. Phase I,
construction from the
Highland Roundabout to SH
114, was completed in 2019.
Complete construction of the N
White Chapel improvements
from Highland to SH 114,
including the N White
Chapel/Highland roundabout.
Complete construction of Phase
II from Emerald to Highland.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT9
N White Chapel Blvd, SH 114 to
Dove Rd
Traffic volumes along N White
Chapel Blvd between SH 114 and
Dove are anticipated to increase as
Carillon builds out and the property
between N White Chapel Blvd and
SH 114 develops.
Widen this segment of N
White Chapel to 4 lanes
divided by a median, with
other agreed improvements
dependent upon and
accompanying the Carillon
development.
Conduct a study of the future
intersection at N White Chapel
Blvd and Kirkwood Blvd.
Complete construction of the N
White Chapel improvements
from SH 114 to Dove. This
project will be driven by
development.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
2
PW
MT10
Texas Turnaround
Traffic congestion at the SH 114
and N Carroll Ave intersection.
Traffic build-up occurs at this
intersection due to Gateway Church
activities and services and traffic is
expected to increase with the
completion of the DFW Connector
project.
COMPLETE
Construct a Texas
Turnaround on the east side
of the Carroll bridge across
SH 114.
Work with TXDOT to complete
the construction of the Texas
Turnaround at Carroll and SH
114.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT11
State St Extension
State Street is disconnected
between the Municipal Court and
the Town Square development,
increasing traffic along N. Carroll.
COMPLETE
Extend State Street from
Division Street to Federal
Way.
Complete construction of the
State Street extension.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 4
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT12
Zena Rucker Rd Connector
As Rucker and Prade properties
develop, traffic volumes are
expected to increase along FM
1709.
COMPLETE
Extend Rucker Road east to S
Carroll Ave. Roadways are
anticipated to be
constructed as development
occurs with city participation
in bridging the floodplain.
Assist in bridging the floodplain
to enable the completion of the
Rucker extension project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT13
S Carroll Ave widening from Breeze
Way to FM 1709
Traffic volumes along S Carroll from
Breeze Way to FM 1709 will
increase due to the Winding Creek
residential development and future
development along FM 1709.
Widen this section of S
Carroll Ave to its ultimate 4
lane divided cross section.
Complete construction of the S
Carroll widening from FM 1709
to Breeze Way.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
MT14
Brumlow widening from
Continental to SH 26
Properties adjacent to Brumlow are
mostly undeveloped or
underdeveloped. Traffic volumes
are anticipated to increase with the
opening of the Municipal Service
Center and as adjacent properties
develop.
Widen this section of
Brumlow to its ultimate 4
lane divided cross section.
Complete construction of the
Brumlow widening from
Continental to SH 26.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT15
N Kimball Ave and E Dove Rd
Intersection Improvements
Traffic congestion is increasingly
heavy during peak hours at the
intersection of N Kimball and E
Dove, the only major connection
into Grapevine from Southlake
north of SH 114.
Construct a roundabout
intersection improvements
at the intersection of N
Kimball and Dove.
Complete construction of the N
Kimball/Dove roundabout
intersection improvements.
Handled by Grapevine per
interlocal agreement.
Mobility,
Infrastructure,
C1, C2, CBO5
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
MT16
North Kimball Ave
Traffic volumes on N Kimball Ave
have increased as properties have
developed and will continue to do
so as large underdeveloped
properties on the west side of N
Kimball develop further.
COMPLETE
Improve N Kimball to its
ultimate cross section with
center landscaped median.
Complete construction of the N
Kimball project.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 5
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT17
S Village Center Dr Connector
Traffic volumes are anticipated to
increase along FM 1709 as
development occurs. Stacking
along Kimball creates congestion
during peak times for school drop-
off/pick-up.
Acquire, design, and
construct Village Center
Drive from Kimball to Nolen.
Complete construction of the
Village Center extension from
Kimball to Nolen. This project
will be driven by development.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
MT18
Nolen Drive Connector
Nolen Drive in Southlake does not
connect to Nolen Drive in
Grapevine.
COMPLETE
Connect these roads to
improve connectivity issues
in Commerce Business Park.
Complete construction of the
Nolen Connector.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT19
Bank St Connector
DFW Connector Project will prevent
There is no westbound FM 1709
access from Nolen Street. An
alternate route is necessary to
provide access.
Design and construct a
roadway connector parallel
to FM 1709 to preserve
access to commercial
businesses.
Complete construction of the
Bank Street connector.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 3
PW
MT20
FM 1709 and Pearson
Improvements
LOS anticipated to be reduced with
continued development along FM
1709 and Pearson Lane.
Design and construct
Consider options for
intersection improvements
at FM 1709/Pearson in
partnership with Keller.
Work with Keller to complete
construction of study safety and
mobility improvements at FM
1709/Pearson.
Mobility,
Infrastructure,
C1, C2, CBO4,
CBO5
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT21
N Carroll Ave widening from SH
114 to Dove Rd
The level of service is expected to
decrease as Carillon and other
properties adjacent to N. Carroll
Avenue continue to develop.
Consider the widening of N.
Carroll Ave. from SH 114 to
Dove Rd as traffic counts and
level of service warrant.
Complete the widening and
improvements of N. Carroll
Avenue. This may occur in
phases.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3
PW
MT22
FM 1709 Flyover
The level of service has dropped in
the past but may have improved
with the DFW Connector Project
from the westbound frontage road
of S.H. 114.
Consider the construction of
the FM 1709 Flyover if the
level of service and traffic
counts warrant.
Complete the construction of
the flyover onto westbound FM
1709.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 6
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT23
Southlake Marketplace access
improvements
There is limited access for
Southlake Marketplace shopping
center.
COMPLETE
Consider access
improvements and
signalization options
adjacent to Southlake
Marketplace.
Conduct a study Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT24
Players Circle and Meadowlark
There is limited access from
properties along Player Circle and
Meadowlark as traffic volumes
increase on FM 1709.
COMPLETE
Consider access
improvements and
signalization options near
FM 1709/Meadowlark.
Conduct a warrant study to
determine if a lit signal is
needed.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT25
FM 1938 and W Continental
Intersection Improvements
Increased traffic volumes on FM
1938, connecting to SH 114 and
Continental Blvd.
Design and construct
intersection improvements
at Consider options for lane
configurations at the
intersection of FM 1938 and
W Continental.
Complete construction of
intersection improvements at
Conduct a study of the FM
1938/W Continental
intersection.
Mobility,
Infrastructure,
C1, C2, CB04
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT26
Dove and Kirkwood Intersection
Improvements
Traffic volumes will increase as
property to the south develops and
the intersection is built for the
continuous connection of
Kirkwood.
Consider signalization or
other traffic management
devices at the Design and
construct intersection of
Dove and Kirkwood.
Complete construction of
intersection improvements at
Conduct a study of the
Dove/Kirkwood intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT27
Carroll and Highland Traffic
Management Study
Carillon and Gateway Church will
increase traffic and stacking at this
intersection as the properties
develop.
COMPLETE
Consider options for traffic
management at the
intersection of N Carroll and
Highland (Kirkwood),
including installation of a
temporary roundabout.
Conduct as study of the N.
Carroll/Highland (Kirkwood)
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 7
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT28
Federal Way traffic light
Federal Way is increasingly
congested as Town Square patrons
try to turn left on N Carroll. Safety
at this intersection is also a
concern.
COMPLETE
Consider signalization of N
Carroll/Federal Way
intersection.
Install the light signal per the
study conducted and construct
turn lane.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT29
Zena Rucker and S. Carroll
Improvements
As the southwest corner of FM
1709 and Carroll Ave develops,
increase in vehicle access and
traffic is anticipated.
COMPLETE
Conduct a warrant study for
a signal at S Carroll/Rucker,
dependent upon
development and implement
improvements per the
study’s findings.
Implement intersection
improvements as recommended
(Option 3) in the Kimley-Horn
study and conduct a warrant
study for a lit signal at the
intersection of S Carroll Ave. and
Zena Rucker Rd.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT30
Kimball and Kirkwood Traffic
Management Study
Increased traffic volumes as
properties adjacent to SH 114 and
Kimball Ave develop.
Consider options for traffic
management at the
intersection of Kirkwood and
N Kimball.
Conduct a study of the N
Kimball/Kirkwood intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT31
Kimball and SH114 Traffic
Management Study
Traffic volumes will increase as
property develops to the
northwest. Increased congestion
during Gateway Church services
and activities.
COMPLETE
Consider options for lane
configurations at the
intersection of N Kimball/SH
114.
Continue to study the N
Kimball/SH 114 intersection for
options.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
2
PW
MT32
Kimball and FM1709 Traffic
Management Study
Traffic volumes will increase as the
properties located to the southwest
along S Kimball Ave develop.
COMPLETE
Consider options for lane
configurations at the
intersection of FM 1709 and
Kimball.
Conduct a study of the
Kimball/FM 1709 intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 2
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 8
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT33
Kimball and Village Center Traffic
Management Study
Traffic volumes will increase as the
properties located along S Kimball
Ave develop and create congestion
during peak times and during
school operations on the west side
of S Kimball.
Consider signalization or
other traffic management
devices at the intersection of
S Kimball and the Village
Center Drive extension.
Conduct a study of the S
Kimball/Village Center
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT34
Kimball and Continental Traffic
Management Study
Continued commercial
development around this
intersection will increase traffic
congestion on E Continental during
peak time turning onto S Kimball.
COMPLETE
Consider signalization,
roundabout or other traffic
management at the
intersection of S Kimball and
E Continental.
Conduct a study of the S
Kimball/E Continental
intersection.
Mobility,
Infrastructure,
C1, C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PW
MT35
Traffic Management Options
As signals are installed and
maintained by the city, current staff
will need to be responsive to traffic
management issues.
Consider traffic
management options
through internal staffing or
contracted services.
Explore options to add a traffic
management service.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2, CBO4
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT36
Pedestrian Safety and Vehicle
Speeds
Current speeds along may rights-of-
way are higher than appropriate for
the designated classification. High
speeds create safety concerns,
especially for locations highly-
trafficked by pedestrians.
Work with DPS to determine
locations where speeding is
high and to assess existing
speed limits. Consider and
prioritize appropriate
locations for traffic calming
to achieve desired speeds
through improved design.
Incorporate traffic calming
techniques along new ROWs
to achieve desired design
speeds.
Assess existing speed limits and
modify them where appropriate.
Update Traffic Calming Policy.
Create a prioritized list of
locations appropriate for traffic
calming retrofits. Encourage
speed-appropriate designs in
new ROW construction through
the review process.
Consider a cost-sharing program
for neighborhoods requesting
installation of traffic calming
devices.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options,
Pedestrian
Design
3.1,
3.3,
3.5, 3.9
1
PDS, PW,
DPS
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 9
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT37
Arterial Lighting Standards
Need for lighting standard on
arterial rights-of-way to meet
AASHTO criteria and consider the
Southlake Lighting Ordinance,
residential adjacency, and
availability of fixture on the electric
utility standard menus.
COMPLETE
For future arterial lighting
improvements, choose
between Gullwing or
Shoebox fixtures with the
specifications consistent
with the street lighting
standards. Add street
lighting to arterials with new
ROW improvement projects.
Adopt a lighting standard as part
of the Mobility Master Plan and
evaluate the Gullwing and
Shoebox fixtures for any new
arterial lighting improvements.
Pursue TXDOT approval on all
TXDOT ROW.
Consider other decorative poles
as available from electric
providers.
Conduct an analysis on existing
roadways to determine where
street lighting may be needed
for safety purposes.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
3
PDS, PW
MT38
Illuminated Street Signage
Need for improved safety and
wayfinding at key intersections
along major thoroughfares through
the installation of illuminated street
signage.
COMPLETE
Install illuminated street
signage at signalized
intersections.
Complete installation at existing
signalized intersections along
FM 1709. Include illuminated
signage with the installation of
any future signals within the
city.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PW
MT39
Property Access Management
The city’s current Driveway
Ordinance is out of date and does
not adequately meet needs for
access management.
Develop a new Driveway
Ordinance reflecting current
best practices to ensure
proper access to new
development.
Adopt a new Driveway
Ordinance.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PDS, PW
MT40
Residents in Lake Wood Acres,
South View, and Foxborough
neighborhoods have difficulty
accessing northbound Carroll Ave
due to increased traffic on Carroll
Ave and due to the installation of
medians on FM 1709.
COMPLETE
Conduct a study to
determine how the area can
be developed to improve
access for local residents.
Complete study.
Mobility,
Infrastructure,
Performance
Management
and Service
Delivery, C1,
C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9
1
PDS, PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 10
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT41
FM 1938 Name
There are inconsistencies in the
local naming of F.M. 1938 – the
roadway changes from Precinct
Line in Westlake to Randol Mill
Avenue and Davis Boulevard in
Southlake. In addition, the
completion of F.M. 1938 north of
F.M. 1709 calls into question how
the Randol Mill “bend” should be
named.
COMPLETE (no name change)
Discuss naming with
stakeholders and determine
local name for F.M. 1938
and for the Randol Mill
“bend”.
Pass ordinance establishing
name for F.M. 1938 within
Southlake and for the Randol
Mill “bend”.
Mobility, C2,
B2, B4
Efficient
Mobility
Options
6.7
1
PW
MT42
Deceleration Lanes at Southridge
Lakes and Byron Nelson
Traffic flow on Southlake Blvd is
impeded by motorists turning right
onto Southridge Lakes Pkwy and
Byron Nelson Blvd.
Install deceleration lanes on
Southlake Blvd at Southridge
Lakes Pkwy and Byron
Nelson Blvd.
Construct decelerations lanes at
the intersections of Southlake
Blvd (FM 1709) and Southridge
Lakes Pkwy and Byron Nelson
Blvd. Project is under design.
Mobility,
Infrastructure,
C1, C2
Efficient
Mobility
Options
3.1,
3.3,
3.5, 3.9 1
PW
MT43
Traffic Calming Management
Traffic calming measures have
several benefits, such as improving
pedestrian and bicyclist safety,
decreasing traffic noise, and
improving street aesthetics.
COMPLETE
Review current traffic
management policies for
inclusion of appropriate
traffic calming measures.
Consider residential as well
as non-residential
applications.
Update current traffic
management policies, including
the Policy for Neighborhood
Traffic Calming.
Mobility,
Safety &
Security, C1,
C2
Efficient
Mobility
Options
3.1,
3.2, 3.9
1
PW
MT44
Electric Vehicle Recharge Stations
As electric vehicles become more
popular, there will be a demand for
non-residential charging stations
within Southlake will continue to
increase. Currently, non-residential
charging stations are not an
allowed use.
Consider options for adding
non-residential charging
stations as a use. Consider
LEED guidelines for
recommended number of
stations for a site. Continue
to explore opportunities for
electric vehicle recharge
stations in public and private
development where
appropriate.
Amend the Zoning Ordinance to
allow vehicle charging stations
in certain districts.
Continue to explore
opportunities for electric vehicle
recharge stations in public and
private development where
appropriate.
Mobility, B6 Efficient
Mobility
Options
6.2,
7.3, 7.6
1
PDS
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 11
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT45
TEX Rail
The TEX Rail commuter rail project
is moving forward and the closest
proposed stations will be located in
Grapevine and North Richland Hills.
If the properties at the
intersection of Brumlow and
S.H. 26 are redeveloped, the
possibility of a rail station
may be considered.
No action recommended unless
the properties at the
intersection of Brumlow and
S.H. 26 are redeveloped.
Mobility,
Quality
Development,
C2
Efficient
Mobility
Options
1.7, 3.9
3
PDS
MT46
SH 114 Improvements – Frontage Road
between Dove and W
Kirkwood/Intersection Improvements
and signalization at SH114/Kirkwood
Traffic volumes will increase on Dove St.
and W. Kirkwood Blvd. with the
development of the TD Ameritrade
property and the future development of
the Wilkes and Verizon properties
resulting in increased traffic volumes on
W. Kirkwood Blvd and decreased level
of service at key intersections in the
area.
Traffic volumes have increased on Dove
St. and W. Kirkwood Blvd. with
development in the area and are
expected to increase further with future
development of the Wilkes property.
1. Prepare design schematics
and engineering plans for the SH
114 frontage road and ramp
improvements, including
intersection improvements at
Kirkwood Blvd.
2. Install traffic signals at the SH
114 and W. Kirkwood
intersection.
Design and engineering and the
installation of traffic signals at
the SH 114 and W. Kirkwood
intersection have been
completed.
3. Complete construction of
Construct the SH 114 frontage
road and intersection
improvements per the approved
engineering plan. Construction
of the frontage road will allow
employees and patrons of
nearby businesses access to SH
114 without having to navigate
local roads.
1. Complete the engineering study
for the SH 114 frontage road and
intersection improvements and
obtain the needed right of way for
construction by the end of FY 2017.
2. Fund and install traffic signals at
the SH 114 and W. Kirkwood
intersection prior to a certificate of
occupancy for Phase 1 TD
Ameritrade.
Design and engineering and the
installation of traffic signals at the
SH 114 and W. Kirkwood
intersection have been completed.
3. Complete construction of
Construct the frontage road and
remaining intersection
improvements.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1, 3.6,
3.8,
3.10
6.1
1
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 12
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT47
Intersection Improvements at W
Kirkwood Blvd and Dove
Increased traffic will occur with the
completion of the phase 1- TD
Ameritrade corporate office
headquarters and additional future
development in the area. This will
reduce level of service at the Dove St.
/W. Kirkwood Blvd. intersection,
particularly during peak traffic times.
The installation of a roundabout or
traffic signal at this intersection will
allow the intersection to operate at an
improved level of service.
COMPLETE
Install a roundabout or traffic
signal at the Dove Street and W.
Kirkwood Boulevard
intersection.
1) Determine appropriate
intersection improvements by 1Q –
FY 2017.
Install the roundabout or traffic
signal at the intersection of Dove
Street and W. Kirkwood Boulevard
prior to the issuance of a certificate
of occupancy for the phase I – TD
Ameritrade office building.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1, 3.6,
3.9
6.1
1
PW
MT48
Traffic Signal at TW King and W
Kirkwood
Traffic volumes will increase on TW King
and W. Kirkwood Blvd. intersection with
the development of the TD Ameritrade
property and the possible future
development of the Wilkes and Verizon
properties resulting in decreased in the
level of service at this key intersection.
TD Ameritrade’s north drive entrance is
located at this intersection.
COMPLETE
Install a traffic signal at the W.
Kirkwood Blvd. and TW King Rd.
intersection.
Install the traffic signal at the
intersection of TW King and W.
Kirkwood Boulevard prior to a
certificate of occupancy being issued
for the phase I – TD Ameritrade
corporate office building.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1, 3.6,
3.9
6.1
1
PW
MT49
Traffic Circulation Study and
Improvements at SH 114 frontage and
State Street
Increased traffic volumes will occur at
the intersection of the State Street and
SH 114 frontage road with completion
of Granite Ph. 1 office development and
future development of the block 12
area. With the SH 114 eastbound on
ramp in close proximity of this
intersection, the area should be studied
and traffic improvements implemented
per the recommendations.
COMPLETE
Conduct a traffic study and
implement recommended traffic
related improvements.
Conduct the study in FY 17 and
construct improvements per funding
availability.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1, 3.6,
3.9
6.1
1
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 13
Thoroughfare Plan Recommendations
Ref.
No. Description/Issues Recommendations Implementation Metric Strategic Link VNT Link VGO
Tie
Priority
Tier
Responsible
Department
MT50
Intersection Improvement Projects
Mobility is the number one gap issued
identified in the 2015 Citizen Survey. As
such, the City is conducting an
evaluation of key intersections
throughout the City to determine if
improvements can be made to increase
capacity and improve level of service.
COMPLETE
Prioritize recommendations
from the intersection evaluation
and fund recommended
improvements through the
City’s Capital Improvement Plan
(CIP)
Prioritize intersection improvement
projects by the end of FY 2017.
Fund improvements through the
City’s Capital Improvement Plan.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1, 3.6,
3.9
6.1
1 & 2
PW
MT51
Shady Oaks/Highland Intersection
Improvements
Increased traffic has reduced the level
of service of the Shady Oaks/Highland
intersection.
Evaluate intersection
improvement options and
implement recommended
improvements if determined
necessary.
Construct intersection
improvements if determined
necessary.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1, 3.6,
3.8,
3.10
6.1
2
PW
MT52
In Conjunction with TXDOT – Conduct a
Study on SH114 Main Lane Expansion
and Ramp Reversals Between Kimball
Avenue and White Chapel Boulevard
Reversing ramps will allow for increased
accessibility to properties along the
frontage road; improve safety by
moving the traffic “weaving area”
between an entrance ramp and exit
ramp from the main lanes to the
frontage road, where speeds and
volumes are lower; and reduce traffic
congestion at intersections by allowing
through traffic to access the highway.
Conduct a study to determine
cost and construction feasibility.
Based on study findings – create a
CIP project request and project
timeline for the implementation of
the project.
Mobility,
Infrastructure
C1, C2
Efficient
Mobility
Options
3.1, 3.6,
3.8,
3.10
6.1
2
PW
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 14
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 15
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC1
IC3
IC1. Add crosswalk signs to all
crosswalks.
IC3. Add sidewalk curb ramps
with detectable warning surfaces
for the north, east and westbound
approaches
Continental Blvd @ White Chapel Blvd
Mobility,
Infrastructure,
C1, C2
3.2 1
IC80
Investigate need to build out to a
two-lane roundabout, needs
further study for geometric layout
and ROW impacts
Continental Blvd @ White Chapel Blvd
Mobility,
Infrastructure,
C1, C2
3.1, 3.9 3
IC2
IC13
IC2. Add sidewalk curb ramps to
the northwest and southwest
corners
IC13. Install two directional curb
ramps aligned with crosswalks on
the northeast and southeast
corners
Carroll Ave @ Highland St / Kirkwood Blvd
Mobility,
Infrastructure,
C1, C2 3.3 1
IC74
• Investigate option of
installation of roundabout or
intersection signalization
• Investigate need to construct a
right turn bay on the
westbound approach (interim
improvement)
Carroll Ave @ Highland St / Kirkwood Blvd
Mobility,
Infrastructure,
C1, C2
3.1, 3.9 3
IC4
IC14
IC4. Add sidewalk curb ramps
with detectable warning surfaces
on the northwest and southwest
corners
IC14. Install two directional curb
ramps on the northeast and
southeast corners
Peytonville Ave / Southridge Lakes Pkwy @
Peytonville Ave / Raven Bend Ct
Mobility,
Infrastructure,
C1, C2 3.3 1
IC5
IC17
IC5. Add sidewalk curb ramps
with detectable warning surfaces
to the three remaining corners
Shady Oaks Dr @ Highland St / Turnberry
Ln
Mobility,
Infrastructure,
C1, C2 3.3 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 16
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC17. Move crosswalk in front of
the stop sign and install two
directional curb ramps on the
southwest corner
IC12 Install curb ramps for all
approaches, signing and striping Continental Blvd @ Peytonville Ave
Mobility,
Infrastructure,
C1, C2 3.9 1
IC15
Move "Glacier For Lease" sign to
give adequate sight distance for
northbound right turns
COMPLETE
Southlake Blvd (FM 1709) @ Village Center
Dr
Mobility,
Infrastructure,
C1, C2 3.9 1
IC16
Move "No Truck" sign to see
pedestrian head when crossing
from the southwest corner to the
southeast corner
Continental Blvd @ Davis Blvd
Mobility,
Infrastructure,
C1, C2 3.9 1
IC18
IC75
Potential traffic signal installation
Investigate need to construct
roundabout or signalize
intersection for intersection
improvements.
Continental Blvd @ Byron Nelson Pkwy
Mobility,
Infrastructure,
C1, C2 3.2 1
IC32
Rebuild appropriate pedestrian
accommodations per completed
intersection study
Continental Blvd @ Byron Nelson Pkwy
Mobility,
Infrastructure,
C1, C2
3.3 1
IC19
Re-evaluate roundabout and
intersection once Southlake
Meadows development completed
COMPLETE
Dove Rd @ Peytonville
Mobility,
Infrastructure,
C1, C2 3.9 1
IC26 Provide crosswalk striping across
the eastbound approach
Southlake Blvd (FM 1709) @ Commerce St /
Gateway Dr
Mobility,
Infrastructure,
C1, C2 3.3 1
IC27
IC34
IC27. Provide curb ramps on the
three corners that do not currently
have curb ramps.
Dove Rd @ Shady Oaks Dr
Mobility,
Infrastructure,
C1, C2 3.9 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 17
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC34. Rebuild directional curb
ramps on the southeast corner.
IC29 Provide new crosswalk striping for
westbound approach Southlake Blvd (FM 1709) @ Shady Oaks Dr
Mobility,
Infrastructure,
C1, C2 3.2 1
IC33
Rebuild appropriate pedestrian
accommodations for modified
roundabout layout
Continental Blvd @ Carroll Ave
Mobility,
Infrastructure,
C1, C2 3.3 3
IC76
Investigate need to construct a
two-lane roundabout, needs
further study for geometric layout
and ROW impacts
Continental Blvd @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.1, 3.9 2
IC36
IC72
IC36. Reconstruct two directional
curb ramps aligned with
crosswalks on all corners
IC72. Place ped push buttons at
landing of each barrier free
pedestrian ramp
Carroll Ave @ Zena Rucker Rd
Mobility,
Infrastructure,
C1, C2 3.2 1
IC41
IC42
IC44
IC71
IC41. Relocate PED push buttons
to ADA compliant landings.
IC42. Relocate PED signal heads
closer to crosswalk.
IC44. Remove split phasing for
minor approaches and run
protected + permitted for all
approaches
IC71. Wait until construction at
Davis and FM 1709 is finished,
then follow up with additional
traffic counts to identify additional
infrastructure improvements.
Continental Blvd @ Davis Blvd
Mobility,
Infrastructure,
C1, C2 3.3 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 18
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC43
IC55
IC56
IC43. Relocate the pedestrian
push button to ADA compliant
landings
IC55. Retime for eastbound traffic
on Continental Blvd to have more
time
IC56. Right turn overlap for
northbound right turns with
westbound left turns, install sign
prohibiting westbound u-turns
Continental Blvd @ Kimball Ave
Mobility,
Infrastructure,
C1, C2 3.3 1
IC45
Replace detectable warning
surfaces to cover full width of curb
ramp on both existing curb ramps
SH 114 Eastbound Frontage Road @ State
St
Mobility,
Infrastructure,
C1, C2 3.9 1
IC48
Restripe all crosswalks and
stopbars to align with new curb
ramps
• Carroll Ave @ Zena Rucker Rd
• Continental Blvd @ Davis Blvd
• Continental Blvd @ Kimball Ave
• Southlake Blvd (FM 1709) @ Byron
Nelson Pkwy / Diamond Blvd
• Southlake Blvd (FM 1709) @ Carroll Ave
• Southlake Blvd (FM 1709) @ Central
Ave
• Southlake Blvd (FM 1709) @ Commerce
St / Gateway Dr
• Southlake Blvd (FM 1709) @ Kimball
Ave
• Southlake Blvd (FM 1709) @ Nolen Dr
• Southlake Blvd (FM 1709) @ Tower Blvd
• Southlake Blvd (FM 1709) @ Village
Center Dr
• Southlake Blvd (FM 1709) @ White
Chapel Blvd
Mobility,
Infrastructure,
C1, C2 3.2 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 19
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC49 Restripe crosswalks and stopbars
to align with new curb ramps
• Southlake Blvd (FM 1709) @ Pearson Ln
• Southlake Blvd (FM 1709) @ Peytonville
Ave
• Southlake Blvd (FM 1709) @ Shady Oaks
Dr
• Southlake Blvd (FM 1709) @ Waterford
Dr / Southridge Lakes Pkwy
Mobility,
Infrastructure,
C1, C2 3.2 1
IC50
Restripe northbound approach
from left, through, shared
through-right to left, through, and
right
Southlake Blvd (FM 1709) @ Nolen Dr
Mobility,
Infrastructure,
C1, C2 3.9 1
IC51
Restripe northbound geometry
from left, shared left-through-right
to left, shared through- right
Southlake Blvd (FM 1709) @ Central Ave
Mobility,
Infrastructure,
C1, C2 3.9 1
IC52
Restripe southbound geometry
from left, shared left-through-right
to left, shared through- right
Southlake Blvd (FM 1709) @ Central Ave
Mobility,
Infrastructure,
C1, C2 3.9 1
IC61
Stripe all crosswalks and stripe
stop bars on the northbound,
southbound and eastbound
approaches
Shady Oaks Dr @ Highland St / Turnberry
Ln
Mobility,
Infrastructure,
C1, C2 3.2 1
IC62 Stripe all crosswalks to align with
new curb ramps Dove Rd @ Shady Oaks Dr
Mobility,
Infrastructure,
C1, C2 3.2 1
IC63 Stripe crosswalk across eastbound
approach Southlake Blvd (FM 1709) @ Tower Blvd
Mobility,
Infrastructure,
C1, C2 3.2 1
IC64
Stripe crosswalk for the
northbound, southbound and
eastbound approaches
Southlake Blvd (FM 1709) @ Commerce St /
Gateway Dr
Mobility,
Infrastructure,
C1, C2 3.2 1
IC65 Stripe crosswalks and restripe
stopbars
Peytonville Ave / Southridge Lakes Pkwy @
Peytonville Ave / Raven Bend Ct
Mobility,
Infrastructure,
C1, C2 3.2 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 20
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC66
Stripe crosswalks and restripe
stopbars to align with new curb
ramps
Carroll Ave @ Highland St / Kirkwood Blvd
Mobility,
Infrastructure,
C1, C2 3.2 1
IC67 Stripe the crosswalk and restripe
the stopbar
SH 114 Eastbound Frontage Road @ State
St
Mobility,
Infrastructure,
C1, C2 3.2 1
IC68
Stripe the crosswalk on the
northbound, eastbound and
westbound approaches
Continental Blvd @ White Chapel Blvd
Mobility,
Infrastructure,
C1, C2 3.2 1
IC69
Stripe the crosswalks across the
south, east and westbound
approaches
Dove Rd @ White Chapel Blvd
Mobility,
Infrastructure,
C1, C2 3.2 1
IC70
Trim bushes on the northwest
corner to provide adequate sight
distance for eastbound right turns
Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2 3.2 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 21
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC77
• Investigate need to construct a
right turn bay at the
northbound approach (TxDOT
coordination)
• Investigate need to construct
both right turn and left turn
bays for the eastbound
approach
• Investigate need to construct
second westbound left turn
bay, will require realignment
with the eastbound approach
• Investigate need to construct
two directional curb ramps
aligned with crosswalks on all
corners
• Investigate need to extend
westbound turn bay past first
driveway
• Investigate need to construct
signal at Davis St @ Bear Creek
Pkwy and consider future
coordination with Southlake
Blvd (FM 1709) after
construction work has finished
COMPLETE
Continental Blvd @ Davis Blvd
Mobility,
Infrastructure,
C1, C2 3.1, 3.9 3
IC78
• Investigate need to construct
two directional curb ramps
aligned with crosswalks on all
corners
• Investigate need to extend
westbound left turn bay length
Continental Blvd @ Kimball Ave
Mobility,
Infrastructure,
C1, C2 3.1, 3.9 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 22
Intersection Capacity Improvement Recommendations
ID Recommendation/Description Intersection(s) Strategic
Link VGO Priority
Tier
IC79
• Investigate need to construct a
roundabout (Build Continental
at Davis improvements first to
address queue backups)
COMPLETE
Continental Blvd @ Peytonville Ave
Mobility,
Infrastructure,
C1, C2 3.1, 3.9 3
IC81
• Investigate need to construct a
roundabout, requires further
study for geometric layout and
ROW impact and coordination
with TxDOT
Dove Rd @ Shady Oaks Dr
Mobility,
Infrastructure,
C1, C2 3.1, 3.9 3
IC82
• Investigate need to construct
three curb ramps; two for the
southbound approach and one
for the eastbound approach
Dove Rd @ White Chapel Blvd
Mobility,
Infrastructure,
C1, C2 3.1, 3.9 3
IC83
• Investigate need to construct
northbound right turn bay
(based on ROW, this likely
involves shifting northbound
and southbound through lanes
over on both approaches to
the intersection.)
COMPLETE
Shady Oaks Dr @ Highland St / Turnberry
Ln
Mobility,
Infrastructure,
C1, C2 3.1, 3.9 3
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
IC6 Change eastbound and westbound
left turns to protected only Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.2 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 23
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
IC7
Change minor street phasing from
split phase to protected +
permitted
Southlake Blvd (FM 1709) @ Pearson Ln
Mobility,
Infrastructure,
C1, C2
3.6, 3.9 1
IC8
Consider flashing beacon system
for crosswalks for school children
since traffic signal isn't warranted
Southlake Blvd (FM 1709) @ Commerce St /
Gateway Dr
Mobility,
Infrastructure,
C1, C2
3.3 1
IC9 Give eastbound left turn
movement more time Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.2 1
IC10
Give eastbound left turn
movement more time from the
westbound through
Southlake Blvd (FM 1709) @ Kimball Ave
Mobility,
Infrastructure,
C1, C2
3.2 1
IC11
Give southbound left turn phase
and westbound left turn phase
more time during the school peak
in a special school timing plan
Southlake Blvd (FM 1709) @ Peytonville
Ave
Mobility,
Infrastructure,
C1, C2
3.2 1
IC20 Prohibit u-turns on all approaches Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.9 1
IC21 Prohibit westbound left turns from
Main St onto Carroll Ave Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.9 1
IC22
Provide Audible Pedestrian System
(APS) push buttons for the
eastbound approach crossing
Southlake Blvd (FM 1709) @ Tower Blvd
Mobility,
Infrastructure,
C1, C2
3.2, 1
IC23 Provide count down PED signal
heads for all crossings
• Southlake Blvd (FM 1709) @ Byron
Nelson Pkwy / Diamond Blvd
• Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.2, 3.3 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 24
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
• Southlake Blvd (FM 1709) @ Central
Ave
• Southlake Blvd (FM 1709) @ Commerce
St / Gateway Dr
• Southlake Blvd (FM 1709) @ Nolen Dr
• Southlake Blvd (FM 1709) @ Peytonville
Ave
• Southlake Blvd (FM 1709) @ Shady Oaks
Dr
• Southlake Blvd (FM 1709) @ Village
Center Dr
• Southlake Blvd (FM 1709) @ Waterford
Dr / Southridge Lakes Pkwy
• Southlake Blvd (FM 1709) @ White
Chapel Blvd
IC24 Provide count down PED signal
heads for EB and WB approaches Southlake Blvd (FM 1709) @ Pearson Ln
Mobility,
Infrastructure,
C1, C2
3.3 1
IC25
Provide count down PED signal
heads for the eastbound approach
crossing
Southlake Blvd (FM 1709) @ Tower Blvd
Mobility,
Infrastructure,
C1, C2
3.3 1
IC28
Provide curb ramps, push buttons,
count down PED signal heads and
striped crosswalk for westbound
approach
Southlake Blvd (FM 1709) @ Watermere Dr
/ Jellico Cir
Mobility,
Infrastructure,
C1, C2
3.2, 3.9 1
IC30 Provide one curb ramp for the
northeast and southeast corners
Southlake Blvd (FM 1709) @ Commerce St /
Gateway Dr
Mobility,
Infrastructure,
C1, C2
3.9 1
IC31
Provide two directional curb
ramps on the northwest and
southwest corners
Southlake Blvd (FM 1709) @ Commerce St /
Gateway Dr
Mobility,
Infrastructure,
C1, C2
3.9 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 25
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
IC35 Reconstruct ramp on outside of
slip turn lane on northwest corner Southlake Blvd (FM 1709) @ Kimball Ave
Mobility,
Infrastructure,
C1, C2
3.9 1
IC36
Reconstruct two directional curb
ramps aligned with crosswalks on
all corners
• Southlake Blvd (FM 1709) @ Byron
Nelson Pkwy / Diamond Blvd
• Southlake Blvd (FM 1709) @ Central
Ave
• Southlake Blvd (FM 1709) @ Commerce
St / Gateway Dr
• Southlake Blvd (FM 1709) @ Nolen Dr
• Southlake Blvd (FM 1709) @ Tower Blvd
• Southlake Blvd (FM 1709) @ Village
Center Dr
• Southlake Blvd (FM 1709) @ White
Chapel Blvd
Mobility,
Infrastructure,
C1, C2
3.2 1
IC37
Reconstruct two directional curb
ramps aligned with crosswalks on
each corner
• Southlake Blvd (FM 1709) @ Pearson Ln
• Southlake Blvd (FM 1709) @ Peytonville
Ave
• Southlake Blvd (FM 1709) @ Waterford
Dr / Southridge Lakes Pkwy
Mobility,
Infrastructure,
C1, C2
3.2 1
IC38
Reconstruct two directional curb
ramps aligned with crosswalks on
the northeast and southeast
corners
Southlake Blvd (FM 1709) @ Shady Oaks Dr
Mobility,
Infrastructure,
C1, C2
3.2 1
IC39
Reconstruct two directional curb
ramps aligned with crosswalks on
the southeast and southwest
corners
Southlake Blvd (FM 1709) @ Kimball Ave
Mobility,
Infrastructure,
C1, C2
3.2 1
IC40
Reconstruct two directional curb
ramps on all corners aligned with
crosswalks
Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.2 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 26
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
IC46 Restrict northbound and
southbound u-turns Southlake Blvd (FM 1709) @ Nolen Dr
Mobility,
Infrastructure,
C1, C2
3.9 1
IC47
Restrict northbound and
southbound u-turns by installing
signs
Southlake Blvd (FM 1709) @ White Chapel
Blvd
Mobility,
Infrastructure,
C1, C2
3.9 1
IC53
Retime and fine tune to be
coordinated with FM 1709
corridor upon construction
completion
Southlake Blvd (FM 1709) @ Davis Blvd /
Randol Mill Ave
Mobility,
Infrastructure,
C1, C2
3.9 1
IC54 Retime FM 1709 corridor after
Davis/Randol Mill construction
• Southlake Blvd (FM 1709) @ Byron
Nelson Pkwy / Diamond Blvd
• Southlake Blvd (FM 1709) @ Central
Ave
• Southlake Blvd (FM 1709) @ Commerce
St / Gateway Dr
• Southlake Blvd (FM 1709) @ Kimball
Ave
• Southlake Blvd (FM 1709) @ Nolen Dr
• Southlake Blvd (FM 1709) @ Pearson Ln
• Southlake Blvd (FM 1709) @ Peytonville
Ave
• Southlake Blvd (FM 1709) @ Shady Oaks
Dr
• Southlake Blvd (FM 1709) @ Tower Blvd
• Southlake Blvd (FM 1709) @ Village
Center Dr
• Southlake Blvd (FM 1709) @ Waterford
Dr / Southridge Lakes Pkwy
• Southlake Blvd (FM 1709) @
Watermere Dr / Jellico Cir
Mobility,
Infrastructure,
C1, C2
3.9 1
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 27
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
Southlake Blvd (FM 1709) @ White Chapel
Blvd
IC57
• Run a southbound right /
eastbound left overlap and
restrict eastbound u-turns
• Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.9 1
IC58
• Run a southbound right turn /
eastbound left turn overlap
and restrict u-turns on all
approaches
• Southlake Blvd (FM 1709) @ Kimball
Ave
Mobility,
Infrastructure,
C1, C2
3.9 1
IC59
• Run Protected + Permitted for
minor approaches (phasing
changes might require a new
cabinet)
• Southlake Blvd (FM 1709) @ Central
Ave
Mobility,
Infrastructure,
C1, C2
3.9 1
IC60
• Develop special school plan
with modified traffic timing
splits
• Southlake Blvd (FM 1709) @ Shady Oaks
Dr
Mobility,
Infrastructure,
C1, C2
3.9 1
IC72
• Place ped push buttons at
landing of each barrier free
pedestrian ramp
• Southlake Blvd (FM 1709) @ Byron
Nelson Pkwy / Diamond Blvd
• Southlake Blvd (FM 1709) @ Carroll Ave
• Southlake Blvd (FM 1709) @ Central
Ave
• Southlake Blvd (FM 1709) @ Commerce
St / Gateway Dr
• Southlake Blvd (FM 1709) @ Nolen Dr
• Southlake Blvd (FM 1709) @ Pearson Ln
• Southlake Blvd (FM 1709) @ Peytonville
Ave
• Southlake Blvd (FM 1709) @ Shady Oaks
Dr
• Southlake Blvd (FM 1709) @ Tower Blvd
Mobility,
Infrastructure,
C1, C2
3.2, 3.3 2
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 28
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
• Southlake Blvd (FM 1709) @ Village
Center Dr
• Southlake Blvd (FM 1709) @ Waterford
Dr / Southridge Lakes Pkwy
• Southlake Blvd (FM 1709) @ White
Chapel Blvd
IC73
• Place ped push buttons at
landing of each barrier free
pedestrian ramp for southeast
and southwest corners
Southlake Blvd (FM 1709) @ Kimball Ave
Mobility,
Infrastructure,
C1, C2
3.2, 3.3 2
IC84
• Consider extension of
southbound right turn bay
either by ROW acquisition or
lane shifting option shown in
past Kimley-Horn project
• Investigate widening of
intersection to the north to
construct dual eastbound and
westbound left turn bays
Southlake Blvd (FM 1709) @ Carroll Ave
Mobility,
Infrastructure,
C1, C2
3.9 3
IC85
• Consider protected only
eastbound and westbound left
turns due to inadequate sight
distance
Southlake Blvd (FM 1709) @ Central Ave
Mobility,
Infrastructure,
C1, C2
3.9 3
IC86
• Investigate construction of
northbound left turn bay (160')
and restripe northbound
approach to left and through-
right as seen in plans provided
by the City
• Investigate construction of
southbound left turn bay (130')
and restripe southbound
Southlake Blvd (FM 1709) @ Pearson Ln
Mobility,
Infrastructure,
C1, C2
3.9 3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 29
TXDOT Intersection Capacity Improvement Recommendations
ID Recommendation Intersection(s) Strategic
Link VGO Priority
Tier
approach to left, through, and
right
IC87
• Investigate construction of
southbound right turn bay and
restripe the original right turn
lane to be a through lane (cost
prohibitive)
• Investigate extension of
northbound left turn bay
approximately 100' to create a
ribbon median back to back
with another left turn bay
Southlake Blvd (FM 1709) @ White Chapel
Blvd
Mobility,
Infrastructure,
C1, C2
3.9 3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 30
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 31
Bicycle Facility Plan Recommendations
Tier 1
Roadway Description Recommendation
1. W. Bob Jones Road Between T.W. King and N. White Chapel Signed Route
2. T.W. King Road Between Kirkwood and W. Bob Jones Signed Route
3. Dove Road Between Westlake city limits and Grapevine city limits Signed Route (Existing)*
4. Carroll Avenue Between Continental and Burney Lane Signed Route (Existing)*
5. Burney Lane Between Carroll and Midway Drive Signed Route
6. Midway Drive Between Burney Lane and Grapevine city limits Signed Route
7. Continental Boulevard/ Union Church Between Pearson and Kimball Signed Route (Existing)*
8. Brumlow Avenue Between Continental and S.H. 26 Signed Route (Existing)*
9. Peytonville Avenue Between Continental and Dove Signed Route (Existing)*
10. Randol Mill Avenue (F.M. 1938) Between Florence and Westlake city limits Signed Route (Existing)*
11. Florence Road Between F.M. 1938 and Pearson Signed Route
12. Pearson Lane Between Union Church and Florence Signed Route
13. White Chapel Boulevard Between Continental and northern roadway terminus Signed Route (Existing)*
Tier 3
Roadway Description Recommendation
14. Brumlow Avenue Between Continental and S.H. 26 Dedicated Bike Lane
15. Kirkwood Boulevard Between Kimball and S.H. 114 Signed Route**
*Existing and new signage locations should be reviewed/reassessed to ensure optimal signage placement
**Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball Ave. to SH 114)
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 32
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 1 Only
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Priority
Tier Strategic Link VGO
7* Union Church –
north side
North side connecting dead
ends from 2651 Union
Church Road to Venice
Avenue (Siena Addition).
Existing fence is outside of property line. Heavy tree
clearing needed.
374 LF
$39,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
7* Union Church –
north side
North side from Chesapeake
Park sidewalk to Watermere
property.
Trees; utilities. 859 LF
$77,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
7* Union Church –
north side
North side from Watermere
to Venice Avenue (Siena
Addition).
ROW/Easement issues. 416 LF
$62,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
58 Silicon Drive – east
side
East side from 500 S. Nolen
Drive to Exchange Boulevard. 460 LF
$42,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
308 South Nolen Drive
– west side
West side from Exchange
Boulevard north to connect
to existing sidewalk.
Existing landscaping. 439 LF
$40,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
466
South White
Chapel Boulevard –
east side
East side, from Big Bear
Creek bridge (Colleyville) to
the offices at 1211 S. White
Chapel Boulevard.
Existing landscaping; trees. Will provide a
connection to Colleyville’s sidewalk network.
2150 LF
$125,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
470 Davis Boulevard –
east side
East side missing gaps near
Sunset Way.
Slope is a little steep in this location. South end ties
into a sidewalk with concrete slope.
350 LF
$19,000 1 Mobility,
Infrastructure, C2
482 Sunrise Ranch Road
Connect The Cliffs Park
sidewalk to neighborhood
sidewalk at 3611 Sunrise
Ranch Road.
Recommendation from the Parks, Recreation, and
Open Space Master Plan.
140 LF
$8,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
483*
Byron Nelson
Parkway – west
side
Gap along the west side of
Byron Nelson Parkway, south
of F.M. 1709.
Existing landscaping. 100 LF
$6,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
486 S.H. 114 Frontage
Road - westbound
Westbound frontage road
gaps west and east of Kimball
Avenue from 2000 E. S.H. 114
to 2540 E. S.H. 114.
Requires coordination with TXDOT and utility
companies. Will need to rebuild ramps and relocate
traffic signal poles.
2100 LF
$210,000 1 Mobility,
Infrastructure, C2
3.1 &
3.3
* Segment prioritized due to potential inclusion in a planned CIP project in the vicinity if funding and site conditions allow.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 33
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 34
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues/Comments Length Priority
Tier Strategic Link VGO
7* Union Church –
north side
North side from existing
sidewalk adjacent to Siena
Addition to Davis Boulevard.
Requires pedestrian bridge to be designed by
engineer.
570 LF
$278,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
21* Crooked Lane –
west side
West side from Brookshire
Drive to Southlake Sports
Complex.
Chain link fence may need to be moved back. 420 LF
$39,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
70* Pearson Lane –
east side
East side of Pearson Lane
adjacent to 101 North
Pearson Lane; includes
entrance to Chesapeake Place
adjacent to Pearson Lane.
Ditch would conflict with beginning of sidewalk. 540 LF
$51,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
71* Chesapeake Lane
– south side
Entrance to Chesapeake Place
adjacent to Pearson Lane 50 LF
$6,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
76a*
Continental
Boulevard – north
side
North side from Davis
Boulevard to existing
sidewalk adjacent to
Woodbury subdivision.
638 LF
$58,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
86* Crooked Lane –
west side
West side of Crooked Lane
adjacent to Southlake Sports
Complex to East Continental
Boulevard.
1171 LF
$77,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
88 Parkwood Drive –
north/east side
From Byron Nelson Parkway
to F.M. 1709.
Existing road is split into two independent sections.
Would need to relocate railing within the cul-de-sac
to make room for the sidewalk.
1575 LF
$124,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
93 Johnson Road –
north side
North side from Johnson
Place Estates to Randol Mill
Avenue.
Requires sidewalk easement. Relocate fencing
behind proposed sidewalk.
548 LF
$56,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
98* Turnberry Lane –
north
North side of Turnberry Lane
from Shady Oaks Drive to
existing sidewalk east of
Suffolk Court.
660 LF
$39,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
101 Oak Pointe Lane –
north
North side from Ridgecrest
Drive to existing sidewalk on
Oak Pointe Lane.
170 LF
$12,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
155* East Dove Street –
south side
South side from Winfield
Estates to Estes Park. ROW, drainage, trees. 977 LF
$80,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 35
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues/Comments Length Priority
Tier Strategic Link VGO
306
North White
Chapel Boulevard
– west side
On the west side of North
White Chapel Boulevard from
the existing crosswalk south
of Wingate Lane to the
existing sidewalk on The Cliffs
Park property.
To be included with the bridge project on North
White Chapel Boulevard.
2443 LF
$150,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
474 South Kimball
Avenue – east side
East side from the terminus
at 165 S. Kimball Avenue to
F.M. 1709.
Sidewalk location is near a retaining wall. There is a
steep cross slope and may require additional
retaining wall.
590 LF
$46,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
481 S.H. 114 Frontage
Road – westbound
Westbound frontage road
from North Carroll Avenue to
1110 E. S.H. 114.
Requires coordination with TXDOT and utility
companies. Will need to rebuild ramp and relocate
traffic signal pole.
440 LF
$52,000 2 Mobility,
Infrastructure, C2
3.1 &
3.3
15
South Kimball
Avenue – north
side
From existing sidewalk east of
Silicon Drive to Cotton Belt
Railroad.
Trees, signs, easement/ROW. 1151 LF
$77,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
28
North Carroll
Avenue – west
side
From Southcrest Court to
F.M. 1709. ROW; grade; potential retaining wall needed. 2250 LF
$166,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
32
Southridge Lakes
Parkway – east
side
From existing sidewalk north
of Southlake Boulevard to
Sabine Court
Trees; may require easements/HOA approval;
segment not critical due to presence of slip streets 428 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
33
Southridge Lakes
Parkway – east
side
From Sabine Court to Brazos
Drive
Trees; may require easements/HOA approval;
segment not critical due to presence of slip streets 647 LF 3 Mobility,
Infrastructure, C2
3.1 &
3.3
34
Southridge Lakes
Parkway – east
side
East side from Brazos Drive to
Crockett Court
Trees; may require easements/HOA approval;
segment not critical due to presence of slip streets
352 LF
$25,000
3 Mobility,
Infrastructure, C2
3.1 &
3.3
39
Kirkwood
Boulevard – east
side
East side from Tyler Street to
the private drive. 2295 LF
$133,000
3 Mobility,
Infrastructure, C2
3.1 &
3.3
41
Kirkwood
Boulevard –
east/north side
From private drive to existing
sidewalk east of TW King
Road.
Easement/ROW. 1862 LF
$112,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
68 Pearson Lane –
east side
Adjacent to 3255 Jordan
Drive 536 LF
$36,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 36
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues/Comments Length Priority
Tier Strategic Link VGO
79 T W King – east
side
From Kirkwood Boulevard to
existing sidewalk adjacent to
The Cliffs subdivision
Grading. 2041 LF
$143,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
92 Johnson Road -
north side
From Trailhead Addition to
Johnson Place Estates
Bar ditch, trees, drainage, ROW. Will require
pedestrian bridge to be designed by an engineer.
624 LF
$294,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
115
Southridge Lakes
Parkway – east
side
From Brazos Drive to Crockett
Court. 1028 LF
$63,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
144,
154
East Dove Street –
south side
From White Chapel Boulevard
to Estes Park. Would require multiple pedestrian bridges. 2007 LF
$693,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
153* West Highland
Street – north side
North side from Shady Oaks
Drive to White Chapel
Boulevard
Pedestrian bridge to be designed by engineer. 1880 LF
$459,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
204* North Peytonville
Avenue – east side
East side from Raven Bend
Court to West Dove Road. ROW; Heavy tree removal. 4760 LF
$356,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
205* Brumlow Avenue
– west side
From existing sidewalk
adjacent to Timarron to
existing sidewalk north of S.H.
26.
ROW, trees; also proposed sidewalk is within a ditch
and fencing would need to be relocated.
2227 LF
$176,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
206* Shady Oaks – east
side
East side from West Highland
to Love Henry Court. Heavy tree removal. 3150 LF
$271,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
303
South Kimball
Avenue – south
side
South side from Continental
Boulevard to railroad/city
limit.
Easement/ROW. 990 LF
$61,000
3 Mobility,
Infrastructure, C2
3.1 &
3.3
304 South Peytonville
Avenue
From Boardwalk to Elks Lane
– connect gap to west side.
Would need to take down wall; heavy tree clearing
needed.
860 LF
$80,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
305
North White
Chapel Boulevard
– east side
East side from Southlake
Boulevard to Emerald
Boulevard.
To be built with widening. 948 LF
$62,000
3 Mobility,
Infrastructure, C2
3.1 &
3.3
399 East Dove Road –
north side
North side from S.H. 114 to
French Circle 1593 LF
$159,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
467
East Continental
Boulevard – north
side
North side from Byron Nelson
Parkway to terminus near
Sarah Park Trail.
ROW; would require a bridge over the creek. 1680 LF
$333,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 37
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues/Comments Length Priority
Tier Strategic Link VGO
468
East Continental
Boulevard – south
side
South side from sidewalk
terminus (near Tealwood) to
Majestic Dance Academy.
ROW; not much room for sidewalk with bar ditch,
utility poles, and fences.
3080 LF
$475,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
469 Davis Boulevard –
east side
East side from West
Continental Boulevard to 855
Davis Boulevard.
The north end of the segment will tie into existing
sidewalk with a concrete slope. This area is steep
and may require engineering design for drainage
and grading.
1010 LF
$91,000
3
Mobility,
Infrastructure, C2
3.1 &
3.3
471 S.H. 114 Frontage
Road – eastbound
Eastbound frontage road
between North Kimball
Avenue and F.M. 1709
Requires coordination with TXDOT and utility
companies. Will need to rebuild ramps and
relocate traffic signal poles.
4720 LF
$338,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
472 South Kimball
Avenue – east side
East side from 405 South
Kimball Avenue to 175 South
Kimball Avenue.
Sidewalk location is near a retaining wall and there
is an inlet between the back of curb and the wall.
370 LF
$20,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
473 South Kimball
Avenue – east side
East side from Crooked Lane
to terminus at Christ Our King
Church.
Segment crosses rock rip rap near an open back
curb inlet.
940 LF
$81,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
475
North Kimball
Avenue – west
and east side
West and east side from F.M.
1709 to eastbound S.H. 114
Frontage Road.
Easement/ROW. 1480 LF
$108,000
3 Mobility,
Infrastructure, C2
3.1 &
3.3
476 Shady Oaks Drive
– east and west
West side from 300 Shady
Oaks Drive to Love Henry
Court and east side from
Bicentennial Park terminus to
Love Henry Court.
Requires engineering design due to drainage
pattern.
1810 LF
$165,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
477 Nolen Drive – east
side
East side from the terminus
at 315 South Nolen Drive to
F.M. 1709.
580 LF
$45,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
479 S.H. 114 Frontage
Road – westbound
Westbound frontage road at
500 E. S.H. 114. A pedestrian bridge will be required. 160 LF
$249,000
3 Mobility,
Infrastructure, C2
3.1 &
3.3
480
North Carroll
Avenue – west
side
West side from Primrose Lane
to Del Mar Drive. Easement/ROW. 220 LF
$19,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
487
North Carroll
Avenue – west
side
South of Winfield Court; 2110
North Carroll Avenue. Easement/ROW; fence relocation will be necessary. 200 LF
$24,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 38
Master Pathways Plan (Sidewalk Construction Priority List)
Tier 2 and Tier 3
# Primary
Street/Location Description Issues/Comments Length Priority
Tier Strategic Link VGO
490 East Highland –
south side
North White Chapel
Boulevard to 170’ west of
Imperial Avenue.
Will require relocation of utilities due to limited
ROW.
1300 LF
$131,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
X
North White
Chapel Boulevard
– east side
East side from Kirkwood
Boulevard to Brentwood
Circle.
685 LF
$61,000
3 Mobility,
Infrastructure, C2
3.1 &
3.3
491 East Dove Road –
north side
North side from sidewalk
terminus west of Lonesome
Dove (1497 East Dove Road)
to North Kimball Avenue.
ROW, drainage, trees, utility relocation. 4080 LF
$360,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
492 East Highland
Street – south side
South side from the Carroll
Middle School driveway to
2149 East Highland Street.
ROW, drainage, trees. 1220 LF
$163,000 3 Mobility,
Infrastructure, C2
3.1 &
3.3
*Segment identified for potential inclusion in a planned CIP project in the vicinity if funding and site conditions allow.
Master Pathways Plan (Sidewalk Construction Priority List)
TXDOT Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
141
West Southlake
Boulevard – south
side
South side at the 2500 block
of West Southlake Boulevard
(The Hills Church of Christ).
Requires engineering design due to drainage
pattern. The driveway for the church will need to be
redone.
450 LF
$63,000 Mobility, Infrastructure, C2 3.1 &
3.3
301
East Southlake
Boulevard – south
side
South side of East Southlake
Boulevard, west of Central
Avenue; connecting existing
sidewalk to crosswalk at
Central Avenue.
Steep grade change. 130 LF
$10,000 Mobility, Infrastructure, C2 3.1 &
3.3
488
East Southlake
Boulevard – south
side
South side from 2821 East
Southlake Boulevard to 2905
East Southlake Boulevard
(QuikTrip).
Grading; utilities. 290 LF
$23,000 Mobility, Infrastructure, C2 3.1 &
3.3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 39
Master Pathways Plan (Sidewalk Construction Priority List)
TXDOT Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
489
East Southlake
Boulevard – north
side
North side between 200 East
Southlake Boulevard and 140
East Southlake Boulevard
(CVS Pharmacy).
Grading; utilities. 180 LF
$17,000 Mobility, Infrastructure, C2 3.1 &
3.3
*To be completed by TXDOT as part of TXDOT’s F.M. 1709 Pedestrian Improvements Project.
Master Pathways Plan (Sidewalk Construction Priority List)
Neighborhood Sidewalk Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
0 Royal Lane – east
side
East side of intersection of
Johnson Road Steep grade. 41 LF
$5,000 Mobility, Infrastructure, C2 3.1 &
3.3
2 Village Green Drive
– west side
West side from Continental
Boulevard to Amesbury
Court.
ROW/Easement; would need to take down an HOA
entry wall.
91 LF
$14,000 Mobility, Infrastructure, C2 3.1 &
3.3
6
Deer Hollow
Boulevard – west
side
West side from West
Continental Boulevard north
to parking lot on Southlake
Woods HOA lot.
ROW/Easement. 96 LF
$8,000 Mobility, Infrastructure, C2 3.1 &
3.3
18 Morningside Drive
– west side
West side from Merlot Drive
to Rainbow Street. ROW/Easement. 930 LF
$111,000 Mobility, Infrastructure, C2 3.1 &
3.3
19
Fontaine
Drive/Lorraine
Drive/Versailles
Drive
From Merlot Drive to South
Carroll Avenue. ROW/Easement. 797 LF
$90,000 Mobility, Infrastructure, C2 3.1 &
3.3
20 Nettleton Drive –
north side
North side from Byron
Nelson Parkway to Inwood
Drive.
HOA landscaping. 585 LF
$75,000 Mobility, Infrastructure, C2 3.1 &
3.3
22 Warwick Way –
south side
South side from Montgomery
Lane to Brumlow Avenue. ROW/Easement. 150 LF
$11,000 Mobility, Infrastructure, C2 3.1 &
3.3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 40
Master Pathways Plan (Sidewalk Construction Priority List)
Neighborhood Sidewalk Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
23 Foxborough Lane –
west side
West side from existing
sidewalk along Gateshead
Court to East Southlake
Boulevard.
ROW/Easement. 435 LF
$27,000 Mobility, Infrastructure, C2 3.1 &
3.3
26 Southcrest Court –
north side
North side from Southbend
Trail to North Carroll Avenue. ROW/Easement; retaining walls and large trees. 385 LF
$24,000 Mobility, Infrastructure, C2 3.1 &
3.3
27 Southcrest Court –
south side
South side from Southbend
Trail to North Caroll Avenue. ROW/Easement; retaining walls and large trees. 390 LF
$28,000 Mobility, Infrastructure, C2 3.1 &
3.3
56 Ascot Drive – north
side
North side from North White
Chapel Boulevard to Saratoga
Drive.
727 LF
$92,000 Mobility, Infrastructure, C2 3.1 &
3.3
57 East Chapel Downs
Drive – north side
North side from North White
Chapel Boulevard to end of
street.
ROW/Easement. 1651 LF
$172,000 Mobility, Infrastructure, C2 3.1 &
3.3
61 Stonebury Court –
north side
North side from South
Peytonville Avenue to
existing sidewalk along Indian
Paintbrush Way.
Potential retaining wall. 175 LF
$22,000 Mobility, Infrastructure, C2 3.1 &
3.3
65 Meadowlark Lane –
west side
West side from existing
sidewalk along Meadowlark
Lane to West Southlake
Boulevard.
ROW/Easement. 78 LF
$13,000 Mobility, Infrastructure, C2 3.1 &
3.3
66 Jordan Drive and
Harrell Drive
From North Pearson Lane to
Johnson Road. ROW/Easement. 1796 LF
$135,000 Mobility, Infrastructure, C2 3.1 &
3.3
67 Gray Lane From North Pearson Lane to
Harrell Drive. ROW/Easement. 879 LF
$74,000 Mobility, Infrastructure, C2 3.1 &
3.3
72
Connector from
Stone Lakes to
Monticello
Estates/Timber
Lake
Across Stone Lakes property
from existing sidewalk along
Stratford Drive to existing
trail on Monticello Estates
HOA property.
Easement required. This is an existing nature trail
within Stone Lakes HOA property. Accessibility
during construction would be difficult. Existing trail
is narrow and would need to clear area for
construction. Trail would require stairs with
pedestrian rail to reach Stratford Drive. Monticello
is a gated community.
533 LF
$287,000 Mobility, Infrastructure, C2 3.1 &
3.3
74 Vermilion Court
From Royal & Annie Smith
Park to West Southlake
Boulevard.
ROW/Easement. 1088 LF
$106,000 Mobility, Infrastructure, C2 3.1 &
3.3
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 41
Master Pathways Plan (Sidewalk Construction Priority List)
Neighborhood Sidewalk Segments*
ID Primary
Street/Location Description Issues/Comments Length &
Estimated Cost
Strategic Link VGO
131 Trailhead/Johnson
Place connection
From Gallant Court (Trailhead
Addition) to Johnson Place
Park.
Easement required. Located within Trailhead HOA
property. Within Flood Hazard Area Zone X; would
require culvert with headwall.
118 LF
$7,000 Mobility, Infrastructure, C2 3.1 &
3.3
*See Neighborhood Sidewalk Matching Funds Program.
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 42
Active Transportation and Crosswalk Policy Recommendations
Recommendation Priority
Tier
Department
Responsible Strategic Link VGO
AT1
Amend relevant development ordinances to remove exemptions for
sidewalk construction. Also specify/clarify that the minimum
sidewalk width shall be 5 feet. COMPLETE
1 PDS Mobility, Infrastructure,
Quality Development; C2 3.1
AT2
Continue education outreach efforts Develop an education
campaign to improve safety for motorists, pedestrians, and
bicyclists.
1 DPS, PDS, PW Safety & Security, Mobility;
C1, C2 3.1, 5.8
AT3
Continue to conduct pedestrian safety walk-throughs in Town
Square prior to any festival or Consider options and establish
guidelines for improving pedestrian safety during festivals and
special events in Town Square.
1 PW, PDS, ED Safety & Security; Mobility;
C1, C2 3.1
AT4 On an annual basis, review the sidewalk priority list and prioritize
sidewalk construction. 1 PDS, PW Mobility, Infrastructure; C2 3.1
AT5 Inventory and georeference all bicycle signage in the City. Identify
bicycle routes that may require additional signs. 2 PW, PDS
Mobility, Infrastructure,
Performance Management &
Service Delivery; C2, B5, B6
3.1
AT6 Explore options for encouraging bike rack installation at local
businesses. 2 PDS, ED Mobility, Partnerships &
Volunteerism; C2, C5, B2 9.1, 9.3
AT7 Conduct bicycle and pedestrian counts. Utilize Strava Metro for
tracking biking, walking, hiking, and running trips. 2 PW, PDS Mobility; C2 3.1
AT8
Consider the addition of a grant writer/sidewalk coordinator
position for grant writing, coordinating sidewalk and trail
construction between departments and between public and private
development projects, and managing bicycle/pedestrian
educational outreach.
2 TBD
Mobility; Performance
Management & Service
Delivery; C1, C6
3.1, 5.8
AT9 Consider elevated pedestrian crossings at all 4 corners of the
intersection of Carroll Avenue and Southlake Boulevard. 3 PW, PDS Mobility; C1, C2 1.2, 3.1, 3.2
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 43
Recommendation Priority
Tier
Department
Responsible Strategic Link VGO
AT10
Inventory all crosswalks. Establish Continue a regular maintenance
schedule for crosswalks, specifying more frequent maintenance of
crosswalks near schools.
1 PW, PDS
Safety & Security, Mobility,
Infrastructure,
Performance Management
& Service Delivery; C1, C2,
B5, B6
3.1
AT11
Implement the recommended crosswalk types (Table P-1 in
Mobility Master Plan pg. __) whenever new crosswalks are installed
or existing crosswalks are re-striped.
1 PW Safety & Security, Mobility,
Infrastructure; C1, C2 3.1
AT12
Encourage pedestrian crossings at the intersections of 1709 and
Carroll and 1709 and Central through signage and the creation of a
walkable environment. If necessary, consider methods to
discourage mid-block crossings at State Street and Grand Avenue.
This will be addressed by TXDOT as part of their FM 1709 Pedestrian
Mobility Recommendations
1 PDS, PW, DPS Mobility, Safety & Security;
C2 3.3
AT13 Inventory and assess curb ramps and pedestrian signals. Develop a
curb ramp and pedestrian signal transition plan. COMPLETE 1 PW, CMO
Mobility, Safety & Security,
Performance Management
& Service Delivery; C1, C2,
B5, B6
3.1
AT14 Continue participating in the Bicycle Pedestrian Advisory
Committee through the NCTCOG 1 PDS, CS, PW Partnerships &
Volunteerism; C5 9.1
AT15
As the City designs, constructs or provides maintenance on City
roads, consider opportunities to incorporate bicycle signage in a
manner that provides linkages to bicycle facilities in neighboring
cities
1 PW
Quality Development,
Mobility, Infrastructure;
C2, C3
1.2, 3.7
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 44
AT16 Consider citywide participation in Bike (Safety) Month (May) 1 PDS, CS, ED, DPS
Mobility, Safety & Security,
Partnerships &
Volunteerism; C1, C3, C5,
C6,
3.7, 5.8, 9.1
AT17 Host a Bicycle Safety Forum 1 PDS, PW, DPS
Mobility, Safety & Security,
Partnerships &
Volunteerism; C1, C5, C6,
B2
3.7, 5.8, 9.1
AT18 Upon bike signage implementation, develop bicycle-related Story
Maps 1 PDS, PW, ED
Mobility, Partnerships &
Volunteerism,
Performance Management
& Service Delivery; C2, B2,
B6
3.7, 9.3
AT19 Pursue grant funding opportunities for projects related to bicycle
safety 1 PDS, DPS, PW
Mobility, Safety & Security,
Performance Management
& Service Delivery; C1, B4,
F1
3.7, 5.8
AT20
Consider holding annual collaboration meetings between
surrounding municipalities and NCTCOG to discuss
bicycle/pedestrian safety issues and promote regional planning for
active transportation
1 PDS, CS, ED, DPS
Mobility, Safety & Security,
Partnerships &
Volunteerism, Quality
Development; C1, C2, C5,
B2
3.7, 5.8, 9.1
AT21
Once Brumlow Avenue is widened, promote the linkage from
Southlake to the Cotton Belt Trail. Include the linkage along Kimball
Avenue.
3 PDS, PW
Mobility, Safety & Security,
Performance Management
& Service Delivery; C2, C3,
B6
3.4
AT22 Consider designing, installing and/or constructing any future bike
facilities according to AASHTO / NACTO guidelines 3 PW
Quality Development,
Mobility, Infrastructure;
C1, B1, F2
1.2, 3.7, 10.6
[SOUTHLAKE 2035] Mobility Master Plan
Ordinance No. 1075-C [SOUTHLAKE 2035] 45
AT23 Explore opportunities to implement new technology and
improvements that promote bicycle and pedestrian safety 1 PW, PDS
Quality Development,
Mobility, Infrastructure,
Safety & Security; C1, C2,
B6, F2
1.2, 3.2, 10.6
AT24 Research and consider pursuing Bicycle Friendly Community status
through the League of American Bicyclists 3 PDS, CS Quality Development; B1 1.2
AT25 Develop Southlake specific bicycle signed route signage
COMPLETE 1 PDS Quality Development,
Mobility; C2 1.2, 1.5, 3.7
AT26 In coordination with local schools, update the City’s Safe Routes to
Schools Plan. 1 PDS