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Item 6A - Draft Mobility Plan
EXHIBIT B City of Southlake Mobility Master Plan An Element of the Southlake Comprehensive Plan Adopted by Southlake City Council Ordinance No. 1075-CD -106aE-er- 7-, 2021, DRAFT 11-28-2023 Prepared by Planning & Development Services Department and Public Works Department SOUTHLAKE Comprehensive Plan q*1RS0UTHLA1<,E ENVISION ACKNOWLEDGEMENTS SOUTHLAKE CITY COUNCIL John Huffman Mayor Shawn McCaskill Mayor Pro Tem Kathy Talley Deputy Mayor Pro Tem — Place 1 Randy Robbins Place 2 Ronell Smith Place 4 Amy Torres-Lepp Place 5 Randy Williamson Place 6 Rob Cohen, P.E. Director of Public Works Kevin Ferrer, P.E. Deputy City Engineer Jeff Ginn, P.E. Deputy City Engineer Bryan Ahumada Civil Engineer Patrick Whitham GIS Analyst CITY STAFF PLANNING & ZONING COMMISSION Daniel Kubiak Chairman Michael Forman Vice Chairman Austin Reynolds Gina Phalen Michael Springer Stacy Driscoll Lora Gunter Shana K. Yelverton City Manager Alison Ortowski Assistant City Manager Dennis Killough, AICP Director of Planning & Development Services Jennifer Crosby, AICP Deputy Director of Planning & Development Services 1 E. 14 41 TABLE OF CONTENTS INTRODUCTION IMPORTANCE OF TRANSPORTATION PLANNING 1 RELATIONSHIP TO SOUTHLAKE'S STRATEGIC MANAGEMENT SYSTEM 2 PURPOSE AND RELATIONSHIP TO THE COMPREHENSIVE PLAN 3 Exhibit 1: City of Southlake Strategy Map 4 GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN 5 BACKGROUND LOCATION, CHARACTER & RESOURCES 8 DEMOGRAPHICS 9 MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT 13 THOROUGHFARES REGIONAL TRENDS 16 FUNCTIONAL ROADWAY CLASSIFICATIONS 17 STREET DESIGN STANDARDS 22 Exhibit 2: Master Thoroughfare Plan 29 INTERSECTION STUDIES 30 TRAFFIC CALMING MEASURES 33 STREET LIGHTING STANDARDS 38 ILLUMINATED STREET SIGNAGE 39 ACCESS MANAGEMENT 39 MAP 40 THOROUGHFARE PLAN RECOMMENDATIONS (SEE APPENDIX) ACTIVE TRANSPORTATION ACTIVE TRANSPORTATION PLANNING 41 HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE 41 REGIONAL PLANNING 42 MOVING FORWARD 43 BICYCLE FACILITIES 45 Exhibit 3: Bicycle Facility Master Plan 50 BICYCLE FACILITY MASTER PLAN RECOMMENDATIONS (SEE APPENDIX) SIDEWALK FACILITIES 51 Exhibit 4: Pathways Master Plan 54 SIDEWALK CONSTRUCTION PRIORTY LIST (SEE APPENDIX) ACTIVE TRANSPORTATION POLICY RECOMMENDATIONS (SEE APPENDIX) CROSSWALKS 55 58 IMPLEMENTATION, PRIORITIZATION AND EVALUATION PLAN IMPLEMENTATION 58 PRIGRIT17ATIGNI SCHED111 E. 59 APPENDIX A: Level of Service (LOS) Descriptions 59 61 APPENDIX B: South Village Center Drive Guidelines 61 65 APPENDIX C: Summary of all c,,,-t-hIakP- 2-nz5; Mobility Master 65 Plan Recommendations SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan � INTRODUCTION Continental Boulevard One of the most important issues for Southlake citizens is transportation. Transportation is vital to the quality of life and economic viability of the community. The City of Southlake Mobility Master Plan is a comprehensive plan for transportation systems that will serve the mobility needs of residents, businesses, and visitors and will guide transportation investments. It is multimodal — that is, it addresses mobility needs for vehicles, bicycles and pedestrians. The purpose of the Mobility Plan is to identify the transportation needs of the City. It identifies the future transportation network that will be needed to serve the projected population and employment growth and increased travel demand. The Plan identifies policies, programs and projects for implementation and development and guides funding decisions. The Plan is divided into the following sections: 1. Introduction 2. Background 3. Thoroughfares 4. Active Transportation 5. Implementation, Prioritization and Evaluation IMPORTANCE OF TRANSPORTATION PLANNING The transportation system forms one of the most visible and permanent elements of a community. Accordingly, the Mobility Plan establishes the framework for the community's growth and development and, along with the Future Land Use Plan, forms a long-range statement of public policy. By incorporating programmed land uses and densities of the Future Land Use Plan, strategies can be developed that maximize the land use / transportation relationship. As Southlake experiences further residential and commercial growth and approaches build -out, transportation facilities and internal movement become greater concerns. Accessibility to industrial and commercial areas, residential neighborhoods, schools, recreation centers and other traffic generators is essential in creating a transportation system that will move goods, services, and people efficiently, conveniently, and safely. Ordinance No. Adopted[SOUTHLAKE COMPREHENSIVE PLAN] 1 SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' In order to support land -use activities, Southlake's transportation infrastructure must be planned to anticipate future traffic demand, minimize unnecessary traffic movement and establish a transportation system which adds to rather than detracts from the quality of life. The direct relationship between land use and transportation is complex; different land uses generate varied intensities of traffic that influence the demand for transportation systems, and transportation systems influence the development of land use activities. Recognizing this inter -relationship, there must be a coordinated, continuing, and comprehensive effort in South Peytonville Avenue planning transportation systems and land use. Any transportation system planned should balance the needs of the automotive mode of transportation and non - automotive modes of transportation. At a local scale, this includes bicycle and pedestrian modes and at a regional scale, rail, air, and other modes of travel. A truly multi -modal approach to transportation is required in order to address existing and future local and regional mobility and air quality challenges. Benefits of a well -planned intermodal transportation system include: ■ Efficient access to daily activities and services ■ Availability of transportation options ■ Improved environmental quality ■ Improved personal health ■ Economic vitality and sustainability The major principles underlying this Master Plan are focusing on future development near existing transportation corridors, ensuring land uses are supported by an efficient local roadway network, supporting active modes of transportation such as walking and biking and ensuring that transportation options are maximized for all community members. Cotton Belt Trail along S.H. 26 RELATIONSHIP TO SOUTHLAKE'S STRATEGIC MANAGEMENT SYSTEM Strategic planning is an ongoing process where resources, critical concerns, community priorities and citizen needs are combined to produce both a plan for the future and a measure for results. More specifically, Southlake's Strategic Management System links the City's day-to-day activities to a comprehensive long-term strategy for public policy and management decisions. The Strategic Management System identifies Strategic Focus Areas and Objectives to guide effective and efficient resource allocation and provides benchmarks to assess performance. The Strategic Focus Areas and Objectives are driven by the City's Citizen Survey and are outlined in Exhibit 1: City's Strategy Map shown on page 4. • [SOUTHLAKE COMPREHENSIVE PLAN] 2 SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan 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 Southlake �5—Comprehensive Plan are tied to at least one Strategic Focus Area from the Strategic Management System and at least one objective from the adopted Southlake 2035 Vision, Goals and Objectives. These recommendations guide the development of the Capital Improvements Program (a five-year plan for the purchase, construction or replacement of the City's physical assets) as well as departmental business plans. In turn, the Capital Improvements Program and departmental business plans dictate the City's day-to- day activities and ensure the City is working to achieve the community's goals. Further, the Southlake 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 Comprehensive Plan, the City's e^'f'^Fehensive . 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. SOUTHLAKE The Seuth,Wke 20-3-52023 Mobility Master Plan includes and updates three Comprehensive Plan 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. Ordinance No. Adopted[SOUTHLAKE COMPREHENSIVE PLAN] 3 SOUTHLAKE COMPREHENSIVE PLAN Exhibit 1 INTEGRITY INNOVATION TEAMWORK EXCELLENCE ACCOUNTABILITY City of Southlaka Strategy Map The mission of the City of Southlake is to provide municipal services that support the highest quality of life for our residents, a supportive environment for local businesses, and unique and special experiences for visitors. We afW"('Ve4- on Our Focus Areas '1111l0� Gib 000-1* Safety & Infrastructure & Partnerships & Performance Security Development Volunteerism Management & Service Delivery EVV�-Serve We Provide We Manage We Our Financial The Promote tomers Stewardship v4 - 41- " O Cl Delivering outstanding customer experiences through innovation, passion, and a strong culture. C2 Enhancing the sense of community by proactively creating opportunities for community partnerships, volunteer involvement, and citizen engagement. C = Customer Objectives F1 Safeguarding the public trust through a commitment to thoughtful planning and responsible, conservative financial management. F2 Investing to provide & maintain high quality public assets. F = Financial Objectives B1 Achieving strong outcomes through continual evaluation and pursuit of better practices that improve core business operations. B2 Collaborating with select partners to implement service solutions B3 Maintaining an environment of future readiness by understanding and acting upon the forces, trends, and coming challenges affecting services. Ordinance No. 1075- , Adopted December , I [SOUTHLAKE COMPREHENSIVE B = Business Objectives W- 0- ram L7 Defining and managing a professional workplace culture that supports City values and promotes a positive employee experience. L2 Fostering positive employee engagement. L3 Attracting, developing & retaining a talented and motivated workforce for lasting world -class performance. L = Learning & Growth Objectives [SOLITHLAKE COMPREHENSIVE PLAN] Mobility Master ' GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN The Southlake 2035 Vision Statement expresses a desire for the City to continue to enhance its status as a desirable, attractive, safe, healthy, fiscally -sound, and economically and environmentally sustainable community. Mobility infrastructure plays a vital role in achieving this vision. Accordingly, the adopted Southlake 2035 Plan Vision, Goals and Objectives included several mobility -related goals and objectives as outlined below. These goals and objectives guided the development of this plan and its recommendations to ensure that local infrastructure will meet the mobility needs of future residents, businesses, and visitors. Goal 1: Quality Development Promote quality development that is consistent with the Urban Design Plan, well -maintained, attractive, pedestrian friendly, safe, contributes to an overall sense of place and meet the needs of a vibrant and diverse community. Objective 1.2 Create and preserve attractive pedestrian -friendly streets and pathways to encourage transportation alternatives to the automobile. Objective 1.4 Emphasize creativity and ensure environmental stewardship in the design of all development and public infrastructure, maximizing the preservation of desirable natural features such as trees, topography, streams, wildlife corridors and habitat. Objective 1.5 Promote unique community character through a cohesive theme by emphasizing urban design detail and performance standards for structures, streets, street lighting, landscaping, entry features, wayfinding signs, open spaces, amenities, pedestrian/automobile orientation and transition to adjacent uses. Objective 1.9 Strengthen Street and landscape design standards to enhance the visual quality along major corridors. Objective 1.10 Continue to promote a strong working relationship with the Texas Department of Transportation to improve the appearance of bridges, embankments and entryways into the City. Objective 1.11 Ensure that city- and developer -provided infrastructure is functional, aesthetically well - designed, and integrated with the natural environment. Objective 1.12 Continue to strengthen the City's regulations to encourage effective signage that is appropriately designed and scaled to minimize adverse impacts on community aesthetics. Goal3: Mobility Develop an innovative mobility system that provides for the safe, convenient, efficient movement of people and goods, reduces traffic congestion, promotes energy and transportation efficiency and promotes expanded opportunities for citizens to meet some routine needs by walking or bicycling. Objective 3.1 Provide a safe and efficient streets and pathways network that allows travel to shopping areas, schools, parks and places of employment, reducing the need to travel on the City's major arterials (FM 1709, FM 1938, or SH 114) and minimizes cut -through traffic in residential neighborhoods. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan I 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. PI@R @Rd Capital Iw,pFE).,ew,eA*5; olaA Objective 3.6 Identify and prioritize the funding and construction of mobility system capital improvements projects according to the impacts on safety, system efficiency, costs, and maintaining acceptable levels of service. Objective 3.7 Increase safe bicycle mobility when reasonably possible. Objective 3.8 Continue to promote a strong working relationship with the Texas Department of Transportation to identify, design and implement projects that prevent or relieve congestion in the area. Objective 3.9 Continue to evaluate and improve upon the existing mobility system within the City, maintaining existing infrastructure, making required improvements and evaluating innovative ways to integrate transportation and land use. Objective 3.10 Obtain adequate right-of-way for future roadway corridors and improvements. Goal 5: Public Safety Establish and maintain protective measures and policies that reduce danger, risk or injury to property and individuals who live, work or visit the City. Objective 5.3 Ensure compliance with the stated standard of response coverage and industry guidelines through the provision of facilities, equipment, personnel and roadways. Objective 5.6 Enhance and promote public safety through public -private partnerships and utilization and training of volunteers. Objective 5.8 Develop and implement safety education programs that enhance the quality of life and safety in the community. Objective 5.9 Promote security of public buildings and infrastructure. Goal 6: Economic Development Create a diversified, vibrant and sustainable economy through the attraction and support of business enterprises and tourism meeting the vision and standards desired by City leaders. Objective 6.1 Promote the City both nationally and regionally as a great place to live, work, visit, shop and recreate. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' Objective 6.3 Foster an environment that retains and supports existing businesses to ensure the sustainability of our existing tax base. Goal7: Sustainability Encourage the conservation, protection, enhancement and proper management of the natural and built environment. Objective 7.2 Promote public awareness and education on such sustainability issues as public health, energy and water conservation and overall environmental stewardship. Objective 7.6 Protect and enhance air quality in coordination with federal, regional and local agencies. Goal9: Partnerships Fully utilize and coordinate with the City's many partners to address issues facing the area, provide services and facilities, promote volunteerism, support events and programs and encourage economic growth. Objective 9.1 Partner with other government entities, non -governmental organizations and the North Central Texas Council of Governments to address regional and local issues. Objective 9.2 Continue mutually beneficial partnerships between the City and local school districts to explore the provision of facilities, services, technology, and other opportunities through open communication and close coordination. Objective 9.3 Continue active partnerships with non-profit organizations, civic groups and local businesses to create opportunities that benefit the community. Objective 9.4 Partner with local school districts to educate Southlake's youth in their municipality and seek youth input when planning the future of our community. Goal 10: Infrastructure Through sound management and strategic investment, develop, maintain, improve and operate public infrastructure that promotes health, safety and an enhanced quality of life for all members of the community. Objective 10.1 Ensure equitably -distributed and adequate services and facilities. Objective 10.2 Plan and program land acquisition and the installation of all essential public facilities to reasonably coincide with the need for such facilities. Objective 10.3 Identify and implement programs where costs may be shared by multiple agencies and/or developers. Objective 10.6 Maintain and enhance existing infrastructure and levels of service through the provision of timely maintenance, repair and replacement as needed. Objective 10.8 Provide a streetlight system for adequate illumination and a wayfinding signage system for pedestrian and driver safety where appropriate. In addition to the goals and objectives noted above, the recommendations of this plan also help implement other goals and objectives of the Vision, Goals & Objectives of the Southlake 2035 Plan. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLANT Mobility Master ' 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. y 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 eveFunder -3-1-32,000 residents. Throughout DENTON Sou l HL_AKE Lo., , v, + ?i + DFw INem—rd II NMI •F I� K T -1.i I: FORT WORTH ARLINGTON DALLAS this time the City has grown and become a Southlake Regional Map premier community in the Dallas -Fort Worth metropolitan area. The City's dedication to quality development, Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan , sound fiscal policies and effective strategic management has made it an exemplary community. Historically, Southlake's growth has always been automobile -oriented and characterized by large lot single-family development that was not pedestrian -oriented. This type of development coupled with the City's desire to maintain its rural character generally resulted in the omission of bike paths and sidewalks for practical and aesthetic reasons. However, as Southlake has transitioned from a rural community to a suburban city with numerous pedestrian -friendly destinations, the desire for active transportation options has grown. In order to continue this level of quality of life it is important to have a plan in place to meet the needs and demands of Southlake's residents while also considering the demands of the region. DEMOGRAPHICS Southlake experienced rapid population growth between 1990 and 2000. This was a 205 percent increase in population, among the highest in Texas during that period. With economic recession and less land available for residential development, this trend slowed significantly between 2000 and 2010. As a result, the City has developed more slowly in recent years and with less intensity than previously estimated. The ultimate build - out population, estimated at 34,188, could be reached in 2030. Demographic characteristics can help the City assess current and future needs for transportation facilities consisting of roadways, sidewalks, trails and bikeways. Demographic profiles depicting age and income provide snapshots of Southlake's current population, illustrate change over the past decade, and suggest trends for the future. 31,265 City of Southlake 27,710 26,575 Population 24,900 21,519 13,350 7,065 2,808 1980 1990 1995 2000 2005 2010 2015 2020 Ordinance No. 1075- , Adopted December • • SOUTHLAKE COMPREHENSIVE PLAN Mistorical Population Year T Population ] 1990. • (1990 — 2020) 5-Year Growth Rate 1995, 2000 2005 '•� 2010 2015 • ' . 2020 Source: NCTCOG and US Census Bureau (2000 US Census, 2010 US Census, 2020 US Census, American Community Survey, NCTCOG Annual Population Estimates) Age Population (2010-2020) 85+ OEM 425 75 to 84 1,052 65 to 74 2,587 55 to 64 3,296 4,866 45 to 54 6,352 35 to 44 1029 25 to 34 1,260 20 to 24 1,612 15 to 19 3,024 10 to 14 1 33Ti465 5 to 9 224511 Under 5 1,?163983 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 ■ 2020 Population ■ 2010 Population Ordinance No. 1075- , Adopted December SOUTHLAKE COMPREHENSIVE10 SOUTHLAKE COMPREHENSIVE PLAN 0 Lulaotion Population by 2010 of • Population 1 12020) 2020 Population 2020 % of • Populatio -A 1 1 1 26,575 100% I 31,265 100% I 17.64% I • 13,313 13,262 1,383 50.1% 49.9% 5% 15,570 15,695 1,269 49.8% 50.2% 4.1% 16.95% 18.35% -8.24% • ' 2,511 9% 2,450 7.8% -2.43% 1 3,186 12% 3,255 10.4% 2.17% • 2,670 10% 3,024 9.7% 13.26% 1 625 2% 1,612 5.2% 157.92% • 963 4% 1,260 4% 30.84% • 4,029 15% 3,816 12.2% -5.29% • 6,352 24% 5,649 18.1% -11.07% • • 3,296 1,023 12% 4% 4,866 2,587 15.6% 8.3% 47.63% 152.88% • : 375 1% 1,052 3.4% 180.53% 162 0.6% 425 1.4% 1 162.35% • 7,080 27% 8,990 18.8% 26.98% 1,560 6% 4,064 12.9% 160.51% Source: 2010 US Census, 2020 US Census U.S. Census 2010, 2020 Ordinance No. 1075- , Adopted December SOLITHLAKE COMPREHENSIVE [SOUTHLAKE COMPREHENSIVE PLAN] The 2020 census identifies 45-54 and 55-64 as the predominant age groups in the City of r Southlake, while nearly 20% of the population is less than 18 years old. Between 2010 and 2020, the City saw a decrease in the population of children under 10, 35-44 and 45-54 year olds, - and an increase in youth 15-19, and 20-24 along with all 55+ age groups. Both the youth and the _ adult populations in Southlake are generally older than they were a decade ago. Looking toward the next 10 to 20 years, it is possible that the number of adults over 65 may increase significantly, depending on patterns of migration. Likewise, as new residential development slows and the city reaches build out, the number and percentage of young children in the city may continue to decline. This would impact the City's transportation systems by developing mobility options that are more oriented towards an older demographic. Household income plays a crucial role in shaping the mobility options a city provides. According to data from the 2020 census, approximately 87% of households in the city had an income level exceeding $100,000. Furthermore, between the 2010 and 2020 censuses, there was a notable 22% increase in the number of households earning over $200,000. These statistics suggest that the automobile is the preferred primary mode of transportation in the city. Sidewalks and bikeways, typically associated with active transportation, are more likely to be used for recreational or leisure activities rather than for commuting to work. Ordinance No. 1075- , Adopted December • • SOUTHLAKE COMPREHENSIVE PLAN Household Income (2010-2020) $200,000 or more 3337 5263 $150,000 to $199,999 131521 $100,000 to $149,999 1354 876 $75,000 to $99,999 �86608 $50,000 to $74,999 ! 822 $35,000 to $49,999 174 $25,000 to $34,999 W255 $15,000 to $24,999 ` 52 195 $10,000 to $14,999 ' 64 8 Less than $10,000 ! l045 0 1000 2000 3000 4000 5000 6000 ■ 2010 ■ 2012 Household Income (2010-2020) 2010 2010 2020 T 2020 Households % of Total Households % of Total Households Households Less than $10,000 %Change 2010-2020 $10,000to$14,999 •' •"• '• $15,000 to $24,999 ' $25,000 to $34,999 $35,000 to $49,999 • ' $50,000 to $74,999 $75,000 to $99,999 ' $100,000 to $149,999 $150,000 to $199,999 ' ' ' • ' ' $200,000 or more Median Household Income Source: US Census Bureau (2010 US Census, 2020 US Census) 2010: US Census 2020: US Census Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT I& j®®4 A Southlake Program for the Involvement of Neighborhoods (SPIN) meeting was held to solicit A®SPIND, 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—D in November and December 20212023. In summary, the approval process for the Mobility Master Plan was as follows: 1) SPIN meeting 2) Planning & Zoning Commission recommendation 3) City Council 1st reading 4) City Council 2nd reading (final plan approval) Ordinance No. 1075- , Adopted December • • [SOLITHLAKE COMPREHENSIVE PLAN] Mobility Master ' THOROUGHFARES A Thoroughfare Plan is a city's long-term system plan for its street network. It is the municipality's adopted general plan for guiding thoroughfare system improvements, including the existing and planned extension of city streets and highways. The thoroughfare system is comprised of existing and planned freeways, expressways, and major streets and highways, which require wider or new rights -of -way and may ultimately be developed as four -lane, six -lane, or wider roadways. The primary objective of the thoroughfare plan is to ensure the reservation of adequate right-of-way on appropriate alignments and of sufficient width to allow the orderly and efficient expansion and improvement of the thoroughfare system to serve existing and future transportation needs. Also, the Thoroughfare Plan conveys the ultimate roadway system to residents and businesses, which helps them in making investment decisions. Some of the benefits provided by effective thoroughfare planning are itemized below: Reservation of adequate rights -of -way for future long- range transportation improvements; N. Kimball Avenue 6 a mw M • Making efficient use of available resources by I designating and recognizing the major streets that will Carroll Avenue - Federal Way Intersection likely require higher design of improvements; • Minimizing the amount of land required for street and highway purposes; • Identifying the functional role that each street should be designed to serve in order to promote and maintain the stability of traffic and land use patterns; • Informing citizens of the streets that are intended to be developed as arterial and collector thoroughfares, so that private land use decisions can anticipate which streets will become major traffic facilities in the future; • Providing information on thoroughfare improvement needs which can be used to determine priorities and schedules in the city's capital improvement program and capital budget; and, • Minimizing the negative impacts of street widening and construction on neighborhood areas and the overall community, by recognizing where future improvements may be needed and incorporating thoroughfare needs in the city's comprehensive planning process. The Thoroughfares section includes street classifications and cross -sections to describe the ultimate build out for all roadways within the City of Southlake. This enables the City to acquire necessary right-of-way during the development process, and it includes recommendations related to roadways to help the City prioritize investment in transportation projects. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' While cross -sections and recommendations in the Thoroughfares section reference pedestrian and bicycle facilities as part of a complete and integrated system, the emphasis is primarily on mobility for motorized vehicles. Information related to bicycle or pedestrian facilities are covered in the Active Transportation section of this master plan. In the 2021 Citizen Survey, questions were included to assess performance for mobility and infrastructure both on a broad, strategic level as well as in specific areas such as traffic circulation, roadway maintenance, water and sewer service, sidewalks and drainage. During this survey, there were several roadway construction projects underway that may have influenced residents' feelings about mobility; nevertheless, it demonstrates the importance of mobility within the community. Further, the survey indicates that Southlake has shown improvement in managing traffic congestion compared to 2019. For example, forty-three percent of respondents rated the city's performance in providing travel convenience within the city as "excellent" or "very good" in 2021, as compared to 33% in 2019. . HOW WOULD YOU RATE THE CITY's PERFORMANCE IN THE FOLLOWING ACTIVITIES: PROVIDING TRAVEL CONVENIENCE WITHIN THE CITY? (Q 10) Figure S4 • City Pa k nnence: MOWRY end bftstwctwe Cluslorrler-L" Objective Base: Total Respondents 2021 (1242) Source: 2021 Citizen Satisfaction Su Ordinance No. 1075- , Adopted December • • Mobility Master Plan SECTION 4: CITY SERVICES Neither Very Somewhat Satisfied Somewhat Very Satisfied Satisfied Nor Dissatisfied Dissatisfied Dissatisfied Qza Enforcing Traffic laws Patrolling Neighborhoods, Buildings, And Businesses To Ward Off Criminals Preparing The City For Emergencies Providing Animal Control Services Providing Emergency Medical Services (Ambulance) Providing Fire Services Responding To Calls For Police Service Q31: Maintaining Local Streets And Roads Providing Traffic Management Services Providing Pedestrian Pathways, Sidewalks, And Trails Providing Information On Bicycle Safety And Education Managing Storm -Water Drainage Provi6ng Water Service Providing Sewer Service Ordinance No. 1075- , Adopted December [SOUTHLAKE COMPREHENSIVE PLAN] Q24, Q31, & Q35 (CONTINUED) How SATISFIED ARE YOU WITH THE JOB THE CITY IS DOING TO PROVIDE EACH OF THE FOLLOWING SERVICES? Source: 2021 Citizen Satisfaction Survey REGIONAL TRENDS According to the North Central Texas Council of Government's Mobility 2045, the Dallas -Fort Worth area is the 4t" 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). Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan 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 Iinflation, rising construction costs, and increasing fuel efficiency obil (resulting in reduced fuel taxes). NCTCOG estimates that $390 y billion would be needed to eliminate the worst levels of congestion 2045 in the DFW region through 2045. However, only approximately $136.4 billion in resources have been identified to fund transportation improvements; about $51 billion of these resources address roadway project needs. By 2045, NCTCOG forecasts a 59% increase in average travel time in congested conditions (compared to 41% in 2018). In order to address increasing congestion, the Mobility 2045 emphasizes programs and projects aimed at eliminating or reducing vehicle trips and utilizing the capacity of the existing transportation system to its fullest. • 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. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' 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. Proportion of Service • . • 0 Provides the highest level of service at the greatest speed for Mobility a Arterial the longest uninterrupted distance with some degree of access o control. Provides a less highly developed level of service at a lower 0 Collector speed for shorter distances by collecting traffic from local roads and connecting them with arterials. Land Access v Consists of all roads not defined as arterials or collectors; S Local primarily providing access to land with little or no through movement. Ordinance No. 1075- , Adopted December • • [SOLITHLAKE COMPREHENSIVE PLAN] Mobility Master ' 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. Arterial Streets Southlake Boulevard (FM 1709) Ordinance No. 1075- , Adopted December • • Through Traffic Movement and Speed Freeway Access to Property —� [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' 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, F� rather than access to adjacent land uses, is the primary function of an arterial street. Arterial streets serve a citywide function Randol Mill Avenue (FM 1938) 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. 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. Collector Streets Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' 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. adjoining land use categories include low -density residential and rural conservation. Johnson Road Continental Boulevard Appropriate The criteria for collector streets are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of collector streets. Not all of the criteria need to be met in designating a collector street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Serves as a locally significant street (accommodates trips of less than 2 miles distance between neighborhoods, or between destinations within the city); • Provides connectivity between arterials (e.g. connects parallel north -south or east -west arterials) or between other collectors; • Provides connectivity between important neighborhood activity centers such as commercial areas, schools, parks, and residential neighborhoods; • Accommodates existing or future average daily traffic volumes of 10,000 or less (individual segments may accommodate slightly higher); • Operates as and is designated as a collector street in adjacent jurisdictions; • Accommodates speeds of 30 mph or greater; • Provides limited restrictions on driveways and other access points to adjacent land uses; and • Provides no more than 2 travel lanes. Local Streets Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' The design features of local facilities are influenced less by traffic volumes and are tailored more to providing local access and community livability. Mobility on local facilities is typically incidental and involves relatively short trips at lower speeds to and from collector facilities. Because of their "neighborhood" nature, travel speeds are generally lower than collectors and arterials. Posted speed limits on local streets should generally range between 20 and 30 mph, depending on available right-of-way and the adjacent land uses. Traffic volumes on local streets are generally less than 5,000 vehicles per day, and also vary depending on available right-of-way and the adjacent land uses. Pedestrian and bicycle safety and aesthetics are generally high priorities on local streets in residential and commercial areas. Wider travel lanes and broader turning radii to accommodate larger vehicle size are important considerations on local streets in industrial areas. Typical Residential Street These streets provide primary access to adjoining commercial, industrial, and residential properties. They are typically 2 lanes, but may be up to 4 lanes with appropriate turn lanes. They are designed for low -speeds, and they accommodate pedestrian and bicycle access. On -street parking may be appropriate at some locations. Local streets in industrial areas shall have appropriate accommodation for truck traffic, but proper screening and site design should be used to minimize the impact of off-street surface parking facilities on the adjacent roadway. Main Streets are designed to be "destination" streets, and they function as centers of civic, social, and commercial Typical Main Street activity. Main Streets are designed to provide the highest level of comfort, security and access for pedestrians. Developments along these streets are dense and focused toward the pedestrian realm. Buildings are generally pulled to the edge of the right-of-way with no or shallow setbacks. Land uses on Main Streets are typically mixed and are generators and attractors of pedestrian activity. Because of their specialized function and context, Main Streets will represent a relatively small portion of the City's overall street network. Such streets are appropriate in the Town Center and Employment Center -1 land use categories. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' 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 300' — 500' ROW A6D T 124' — 130' —140' ROW 6 lane divided A5U 80' — 90' ROW 5 lane undivided A4D 88' — 100' ROW 4 lane divided A3U 70' ROW 3 lane undivided A2U 88' ROW 2 lane undivided C2U T 60'-70'-84' ROW 2 lane undivided ---Am Main Street 50' — 60' ROW 2 lane undivided 300' — 500' 6-lane divided freeway with 3-lane frontage road in both directions Freeway: 50-70 mph Frontage Roads: 40 mph 12' ■ Limited access to and from the freeway, allowed only at ramps and interchanges. ■ Intersections are completely grade separated. ■ No direct pedestrian or bicycle access. Recommended 8' sidewalk parallel to frontage roads. ■ No parking permitted. ■ Buildings are not oriented directly toward the freeway, however, they may be oriented toward the frontage roads. Ordinance No. 1075- , Adopted December [SOUTHLAKE COMPREHENSIVE View of S.H. 114 SOUTHLAKE COMPREHENSIVE PLAN Mobility Master ' WA IIIIIW� � L 124'-130'-140' 6-lane divided arterial 45-50 mph 11' ■ Limited driveway access to improve mobility. ■ Improved visual appeal with landscaping and street trees, as allowed by TxDOT. ■ Improved pedestrian connectivity with 5'-10' pathways on both sides of the street. ■ Recommended for pathways to be multi -use. ■ Recommended pavement treatment and crosswalks at signalized intersections. Ordinance No. 1075- , Adopted December, •COMPREHENSIVE PLAN 26 SOUTHLAKE COMPREHENSIVE PLAN • 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. A613 Cross Section SOUTHLAKE COMPREHENSIVE PLAN] 27 SOUTHLAKE COMPREHENSIVE PLAN I , . ' `\ 5-lane undivided arterial 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. Ordinance No. 1075- , Adopted December •11• SOUTHLAKE COMPREHENSIVE PLAN 88' - 100' 4-lane divided arterial 35-40 mph 11' ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-10' pathway on one side of the street and a minimum 4' pathway on the opposite side. ■ Recommended for wider pathways to be multi -use to accommodate bicyclists off- street due to speed differentials. Consider a road diet to reduce width travel lanes and add on -street bike lanes. • Recommended crosswalks at 4-way intersections. ■ Controlled access due to medians. Recommended for adjoining uses to share driveways and provide cross access easements. ■ Minimize the visual impact of off-street parking with appropriate screening. ■ Buildings are set back but provide orientation toward the street. Ordinance No. 1075- , Adopted December .. fib SOUTHLAKE COMPREHENSIVE SOUTHLAKE COMPREHENSIVE PLAN 0 70' 3-lane undivided arterial 30-35 mph 11' ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-8' pathways on both sides of the street. • Recommended crosswalks at 4-way intersections. • No on -street parking permitted. ■ Buildings are set back but provide orientation toward the street. I Arterial — A2U ill, Ill1 Ordinance No. 1075- , Adopted December , SOUTHLAKE COMPREHENSIVE PLAN 88' 2-lane undivided arterial 30-35 mph 11' ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-10' pathway on one side of the street and a minimum 4' pathway on the opposite side. ■ Recommended for wider pathways to be multi -use. ■ Recommended crosswalks at 4-way intersections. • No on -street parking permitted. ■ 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. D'-70'-84' -lane undivided collector D-35 mph 1' ■ Recommended to retain existing natural landscape to the extent possible. ■ Improved pedestrian connectivity with minimum 4' pathways on both sides of the street. ■ Recommended crosswalks at 4-way intersections. Consider turn -lanes and roundabouts where appropriate. ■ Low access control. ■ Typically no on -street parking permitted. ■ Narrow lanes conducive to lower -speed traffic. ■ Buildings are set back but provide orientation toward the street. Ordinance No. 1075- , Adopted December SOUTHLAKE COMPREHENSIVE SOUTHLAKE COMPREHENSIVE PLAN vided local street • 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. Local — Residential/Commercial Street Right -of -Way Type EFIRTWO.W. Me I . Ordinance No. 1075- , Adopted December SOUTHLAKE COMPREHENSIVE SOUTHLAKE COMPREHENSIVE PLAN • Pedestrian orientation with street trees separating sidewalks from the roadway. ■ Improved pedestrian connectivity with minimum 4' pathways on both sides of the street. ■ Recommended traffic calming and narrow lanes conducive to lower -speed traffic. ■ On -street parking permitted. ■ Buildings provide orientation toward the street, and may be brought to the street, as allowed by zoning Typical Residential Street Typical Commercial Street Ordinance No. 1075- , Adopted December SOUTHLAKE COMPREHENSIVE [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan +W Q 0 a {./ A\ W .cl- i ca Q) C/) a ,a) o O QCQ -C-- T3 ct3 E O O Cu U �a O M o a �O /� VJ Hit; $a1 & 6 11� =2p C4°c tills 4 i, �ad8�c F��aB r - is , 4TiY3T]IANO,1\3e �1a0� f•+?JON Y Ordinance No. 1075- , Adopted December • • 0 f6 N U U. 0 Lo s z s AH LAKE COMPREHENSIVE PLAN t, It /k_ _ ■ \k\) (Map to be removed and replaced with updated map shown on previous page) �Ordinance No. 23- Adopted December , . .KE COMPREHENSIVE PLAN] [SOLITHLAKE COMPREHENSIVE PLAN] INTERSECTION STUDIES The City strives for a level of service (LOS) of C or better at each of its major intersections, which means an average vehicle control delay of 20-35 seconds at signalized intersections or 15-25 seconds at unsignalized intersections. As new development occurs and traffic volumes increase, the level of service deteriorates. Multiple options may be available at these intersections to achieve the desired level of service, and studies determine which improvements will be most effective and efficient. In an effort to address the number one gap issue from the 2015 Citizen Satisfaction Survey, "Manage Traffic Congestion," the City contracted with Kimley-Horn to perform a traffic analysis for various key intersections throughout the City in 2016. 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 S White Chapel Boulevard and Continental Boulevard 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. SH 114 and Dove Road 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 Eemplete l;st of fre.pq the study, including 20=1 updates, are -included in the -Appendix. Ordinance No. 1075- , Adopted December • • SOUTHLAKE COMPREHENSIVE PLAN I • - ' • Intersection Capacity Analysis Map 1 Southlake Boulevard (FM 1709) and Pearson 16 Carroll Avenue and Zena Rucker Road Lane 2 Southlake Boulevard (FM 1709) and 17 Kimball Avenue and Village Center Drive Watermere Drive / Jellico Circle (Two-way Stop Controlled) 3 Southlake Boulevard (FM 1709) and Davis 18 Dove Road and Peytonville Avenue Boulevard / Randol Mill Avenue (FM 1938) 4 Southlake Boulevard (FM 1709) and 19 Dove Road and Shady Oaks Drive Peytonville Avenue (Northbound Stop Controlled) 5 Southlake Boulevard (FM 1709) and 20 Dove Road and White Chapel Boulevard Southridge Lakes Parkway / Waterford Drive Peytonville Avenue / Southridge Lakes 6 Southlake Boulevard (FM 1709) and Shady 21 Parkway and Peytonville Avenue / Raven Oaks Drive Bend Court (All Way Stop Controlled) Southlake Boulevard (FM 1709) and White Shady Oaks Drive and Highland Street / 7 Chapel Boulevard 22 Turnberry Lane (All Way Stop Controlled) Ordinance No. 1075 ,Adopted DecemberSOUTHLAKE COMPREHENSIVE SOUTHLAKE COMPREHENSIVE PLAN Carroll Avenue and Highland Street / Southlake Boulevard (FM 1709) and 8 Diamond Boulevard /Byron Nelson Parkway 23 Kirkwood Boulevard (Two-way Stop Controlled) Southlake Boulevard (FM 1709) and Tower Continental Boulevard and Davis Boulevard 9 Blvd 24 (FM 1938) Southlake Boulevard (FM 1709) and Carroll ContiAvennental Boulevard and Peytonville 10 Avenue 25 (All Way Stop Controlled) Southlake Boulevard (FM 1709) and Central Continental Boulevard and White Chapel 11 Avenue 26 Boulevard Southlake Boulevard (FM 1709) and Village Continental Boulevard and Byron Nelson 12 27 Parkway Center Drive (All Way Stop Controlled) 13 Southlake Boulevard (FM 1709) and Kimball 28 Continental Boulevard and Carroll Avenue Avenue 14 Southlake Boulevard (FM 1709) and Nolen 29 Continental Boulevard and Kimball Avenue Drive Southlake Boulevard (FM 1709) and SH 114 Eastbound Frontage Road and State 15 Commerce St / Gateway Drive 30 St. Ordinance No. 1075- , Adopted December I 1 :4-6 SOUTHLAKE COMPREHENSIVE [SOUTHLAKE COMPREHENSIVE PLAN] 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. r Intersection Treatment As trattic calming is considered, it is also important to consider potential impacts on emergency personnel and Roundabout response times. Southlake could consider applying a combination of the following traffic calming measures in appropriate locations: Ordinance No. 1075- , Adopted December • • [SOLITHLAKE COMPREHENSIVE PLAN] Mobility Master Plan � Medians Medians are islands located along the roadway centerline, separating opposing directions of traffic movement. Medians can provide special facilities to accommodate pedestrians and bicyclists, especially at crossings of major roadways. Medians are most valuable on major, multilane roads that present safety problems for bicyclists and pedestrians wishing to cross. The minimum central refuge width for safe use by those with wheelchairs, bicycles, etc., is 5.2 feet to 6.6 feet. Introducing color or texture changes to the road surface material around the refuge area reminds motorists to reduce speed. Used in isolation, roadway medians do not have a significant impact in reducing vehicle speeds. For the purpose of slowing traffic, medians are generally used in conjunction with other devices such as curb extensions or roadway lane narrowing. Curb or midb[ock 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 •Adopted [SOLITHLAKE COMPREHENSIVE PLAN] 40 [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' have been proven to improve safety, reduce collisions, and reduce the injuries or impacts of collisions. Roundabouts in Southlake have been used at key intersections along arterials or collectors, and they provide opportunities for prominent landscaping and art to enhance the public realm. Traffic Circles Smaller traffic circles, with center islands approximately 13 feet in diameter, can be safer for both vehicles and pedestrians, reducing vehicle speeds. Traffic circles can reduce crashes by 50 to 90 percent when compared to two—way and four— way stop signs and other traffic signs, reducing the number of conflict points at intersections. Success, however, depends on the central island being sufficiently visible and the approach lanes engineered to deflect vehicles, preventing overrun of the island. Pavement Treatments/Intersection Treatments Textured pavement treatments provide visual and audible cues for drivers to encourage traffic calming. The use of paving materials such as brick, cobbles, concrete pavers, or other materials that create variation in color and texture reinforces the identity of an area as a traffic —restricted zone. Colors and textures that contrast with those prevailing along the roadway alert motorists to particular conditions, and increase bicyclist and pedestrian visibility. Treatments can be an attractive element along residential streets. The variation from asphalt or concrete paving can signify crossing into a residential zone where pedestrians and bicyclists can be expected to have greater priority. Pavement treatments can be combined with other traffic —calming devices to provide an entry or gateway into a neighborhood or other district. Surface alterations at intersections with local streets can include textured paving, pavement inserts, or concrete, brick, or stone materials. Curb extensions can also be placed at entrances to neighborhood areas, usually where a residential street intersects an arterial. The extension can discourage vehicular traffic from cutting through the neighborhood. The choice of materials should not pose a danger or deterrent to bicyclists or persons with disabilities. Cobbles present special difficulties, particularly for vehicles with narrow wheels or without suspension. Similarly, pavers with chamfered edges can impair a bicyclist's stability. Raised Crosswalks/Intersections A raised crosswalk is a broad, flat—topped speed hump that coincides with pedestrian crosswalks at street intersections. Raised above the level of the roadway to slow traffic, it enhances crosswalk visibility and makes the crossing easier for pedestrians who may have difficulty stepping up and down curbs. It must be stable and firm and can be constructed of brick, concrete block, colored asphalt, or cement, with ramps striped for better visibility. A raised intersection is a plateau across the entire intersection, with a ramp on each approach. It can be enhanced through the use of distinctive surfacing such as pavement coloring, brickwork, or other pavements. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master ' In some cases, the distinction between roadway and sidewalk surfaces is blurred. If this is done, physical obstructions such as bollards or planters should be considered, restricting vehicular access. Ramps should not exceed a maximum gradient of 16 percent. Distinctive surfacing materials should be skid — resistant, particularly on inclines. Ramps should be clearly marked to enable bicyclists to identify and anticipate them, particularly under conditions of poor visibility. And care must be taken so the visually impaired have adequate cues to identify the roadway's location (e.g., tactile strips). Color contrasts will aid those who are partially sighted. Curvilinear Roads New roads can be designed to meander or turn sharply to slow traffic, limit views, and discourage speeding. Designs for new curvilinear roads should be careful to consider adequate access to adjacent properties, both in terms of servicing and the needs of the individual. Landscaping and Urban Design With the adoption of the Major Corridors Urban Design Plan, Southlake recognized the opportunities and importance of placemaking along the City's boulevards, entry points, and freeway interchanges. While roadside landscaping and urban design elements improve aesthetics and visitors' impressions of the community, they can also have a positive influence on driver behavior and may improve roadway safety. A pleasing roadside landscape can reduce driver stress levels, which may reduce occurrences of aggressive or unsafe driving. In addition, street trees may encourage motorists to drive more slowly, which in turn may result in fewer crashes and less severe injuries when crashes do occur.' ' Wolf, K.L. 2010. Safe Streets — A Literature Review. In: Green Cities: Good Health(www.greenhealth.washington.edu). College of the Environment, University of Washington. [SOUTHLAKE COMPREHENSIVE PLAN] 42 [SOLITHLAKE COMPREHENSIVE PLAN] Mobility Master Plan STREET LIGHTING STANDARDS The City has selected a standard for overhead street lighting along arterials. Adequate street lighting is normally provided in accordance with standard engineering practice when arterial streets are constructed or improved. Adequate arterial street lighting is defined by the American Association of State Transportation Officials (AASHTO) as providing average minimum 0.8 foot-candle illumination or average desired 1.0 foot-candle average illumination on the pavement. In addition to the standards defined by AASHTO, the City of Southlake lighting ordinance (Ordinance 693-C) limits the intensity of lighting to 0.2 foot-candle average illumination as measured at the property line in areas with single or two- family residential adjacency. The City and other governmental agencies are exempt from the lighting ordinance when installing lighting for safety or traffic control purposes, but City staff has used this as a guiding standard and endeavored not to unnecessarily exceed this threshold when possible. Generally, arterials and collectors will be lit to a higher standard than typical local neighborhood streets. All arterial street projects should include street lighting when they are constructed to recommended Thoroughfare Plan standards. A street lighting standard will establish a functionally and aesthetically consistent light fixture throughout the city. The following items are important considerations in selecting standard lighting fixtures: • AASHTO Criteria for Arterial Street Lighting Coverage o Desirable 1-foot candle average light o Minimum 0.8 —foot candle average light • City of Southlake Lighting Ordinance o (Arterial Street Lights are exempt) 0 0.2 foot candle average at residential property line • Residential Adjacency • Electric Utility Standard Menus The following standards have been established to achieve adequate lighting levels between the 0.8 and 1.0 foot-candle standard, without unnecessarily exceeding the 0.2 foot-candle standard at the residential property line called for in our lighting ordinance. Standard type and appearance: • Gullwing or Shoebox fixtures • 30' median mounted painted steel pole • Dual fixtures • 250 watt high pressure sodium or LED lights as available Ordinance No. 1075- , Adopted December • • [SOLITHLAKE COMPREHENSIVE PLAN] Mobility Master ' Gullwing This type of lighting source is similar to Southlake Town Center parking lot lighting, the primary light source is inexpensive, it minimizes potential for "hotspots" and has been used along Kirkwood Boulevard, Grace Lane, and Blessed Way. 1-foot candle light average 30-40' 150-250' 400 W (HPS) Available through Electric Provider additional cost an additional cost. City is responsible d Tri-County. Retail will install for maintain at no The lighting footprint of the "Gullwing" is slightly above the 0.2 foot-candle limit at the right of way line on a standard width arterial street, but has a pronounced bulge that will exceed the 0.2 foot-candle limit and approach 0.5 foot-candle at the right of way line. Using the "Gullwing" fixture is acceptable on ROWS with no residential adjacency that would trigger the lighting ordinance limitation. However, most arterials have residential adjacency that would probably preclude the use of the "Gullwing" fixture. Shoebox This type of lighting source is similar to Byron Nelson Parkway street lighting, the primary light source is inexpensive, it minimizes potential for "hotspots" and has been used along North Kimball Avenue and North White Chapel Boulevard. 1-foot candle light average 30-40' 150-250' 400 W (HPS) Available through Oncor or Tri- County. Retail Electric Provider will install and maintain at no capital cost to the city. City is responsible -rr r-om This is a standard fixture in the menu of options provided by two local electric providers. Like the "Gullwing" fixture, the "shoebox" fixture provides adequate lighting on the pavement between 0.8 and 1.0 foot-candles and slightly exceeds the 0.2 foot-candles at the right of way line, but does not have the bulge produced by the "Gullwing." Ordinance No. 1075- , Adopted December • • SOUTHLAKE COMPREHENSIVE PLAN ILLUMINATED STREET SIGNAGE Illuminated street signage can improve safety for the driving public by improving the visibility of major intersection signage. Accordingly, Southlake has installed backlit intersection signage at major intersections. This type of signage is appropriate at signalized intersections along TxDOT rights -of -way or other arterials. Illuminated signage should be included with any future signalized intersections in the city. ACCESS MANAGEMENT Proper access management will help the city maintain smooth traffic flow, provide adequate street drainage, ensure that all properties have safe and efficient vehicular access to or from the public street system and ensure that public streets have the capacity to handle peak traffic volumes. A driveway ordinance is one tool the city can use to manage access along public streets. Generally, such an ordinance can prohibit the indiscriminate location and spacing of driveways while maintaining reasonable vehicular access to and from the public street system; reduce conflicting turning movements and congestion thereby reducing vehicular accidents; and maintain and enhance a positive image for the attraction of new, high quality, residential and nonresidential development in the city. Southlake's existing driveway ordinance was developed in 1995 and it is recommended that the city update the driveway ordinance to reflect best practices and meet the current needs of residents, businesses and other property owners. THOROUGHFARE RECOMMENDATIONS A number of right of way improvements are recommended in this plan that will assist in achieving the recommended street design standards and help in alleviating specific concerns that may involve that particular section of roadway. The map on the following page shows the locations for the various recommendations. The list of recommendations is included in Appendix C. Ordinance No. 1075- , Adopted December • • [SOUTHLAKE COMPREHENSIVE PLAN] Mobility Master Plan � Southlake Thoroughfare Recommendations • Tier 1 Tier 2 • Tier 3 MT51 • • MT9 MT52 • • • • M • • • (Map to be removed and replaced with updated map on following page that removes tiers) Ordinance No. 1075- , Adopted December • • . SOUTHLAKE COMPREHENSIVE PLAN Southlake Thoroughfare Recommendations MT46 : : ■ ■ : ■ ■ : : ■ ■ ■ MT42 ■ ■ ■ ■ MT20 ■ MT46 MT51 ■ ■ yN•� i MT26 l........... MT7 MT9 : MT21 MT15 : ■ ■ ■ 5............ MT52 MT30 r•• : MT42 ♦♦�♦ MT33 MT17 MT22 MT19 ................... MT25 MT3 ••♦♦�♦~ O O ♦♦.�,♦i.r�♦.♦S.A��y♦ i� MT14 ♦♦♦♦♦♦♦♦♦ Ordinance No. 1075- , Adopted December SOUTHLAKE COMPREHENSIVE SOLITHLAKE COMPREHENSIVE PLAN' ACTIVE TRANSPORTATION This chapter of the Southlake 2035 Mobility Master Plan addresses active transportation, primarily pedestrian and bicycle mobility, and serves as the City's Trail System Master Plan. As such, this chapter updates and consolidates the Sidewalk Plan and the Southlake Pathways Plan. In addition, this chapter expands on previous plans by providing recommendations for crosswalks. This Plan provides a general overview of active transportation planning and its history in Southlake and also provides a summary and recommendations for bicycle facilities, sidewalk facilities, and crosswalks. ACTIVE TRANSPORTATION PLANNING Active transporation refers to human -powered modes of travel — primarily walking and cycling. Active transportation may be recreational, such as a hike through a park, or utilitarian, such as a trip to school, work, shopping, or services. The benefits of active transportation are numerous and include improved public health, a cleaner environment, reduced congestion, increased social interaction, and improved quality of life. In addition, walking and cycling are convenient and economical. According to the 2017 National Household Travel Survey, walking and cycling have become more popular. Biking and walking made up 11.5% of all trips in the United States in 2017 compared to 9.5% in 2001 — a 21% increase. Further, many destinations in Southlake are desirable to access by bicycle or on foot, including parks, schools, community events, and pedestrian -friendly shopping areas like Town Square. For all these reasons, the City of Southlake and the broader DFW region have placed an increased emphasis on active transportation in recent years. HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE Historically, Southlake's growth was automobile -oriented and characterized by large lot single-family development that was not pedestrian -oriented. This type of development coupled with the City's desire to maintain its rural character generally resulted in the omission of bike paths and sidewalks for practical and aesthetic reasons. However, as Southlake has transitioned from a rural community to a suburban city with numerous pedestrian -friendly destinations, the desire for active transportation options has grown. Formal emphasis on active transportation first emerged in Southlake in the early 1990s. The 1995 Trail System Master Plan was the City's first plan to address pedestrian and bicycle mobility on a broad scale. The Plan was developed in response to a citizen survey conducted in the early 1990s that identified hike and bike trails as well as nature areas and trails as top priorities. The Plan focused primarily on potential on -street bike routes and sidewalks adjacent to roadways. •rdinance No. 1075- , Adopted [SOLITHLAKE COMPREHENSIVE PLAN] 48 [SOUTHLAKE COMPREHENSIVE PLAN} Six years later, the Plan was updated and the 2001 Southlake Pathways Plan was adopted. This revised plan expanded the originally proposed trail network to a more comprehensive system which included greenway paths in future developments as well as additional equestrian and hiking trails. The Pathways Plan was updated again as part of the 2025 comprehensive plan update (Southlake 2025 Plan) and the 2005 Southlake Pathways Plan was adopted. During the update process, a need to address gaps in the existing network as well as connections between recreational trails and destinations was recognized. As a result, the 2007 Sidewalk Plan was developed and adopted in 2007 as a complement to the Pathways Plan. The Sidewalk Plan identified planning, policy and implementation areas to provide or improve access to the City's pedestrian network. Perhaps most significantly, the Sidewalk Plan identified and prioritized sidewalk and trail infill segments for construction. This prioritization list continues to be used as a starting point on an annual basis when determining which sidewalks will be constructed through the Capital Improvements Program. Also during the Southlake 2025 process, recommendations were made to amend relevant development ordinances to require sidewalks for all new development. Those recommendations were implemented in 2006 and 2007. With limited exceptions, all new development must provide sidewalks along city streets. In 2014, the Southlake 2030 Mobility Master Plan was adopted. This plan updated and consolidated three comprehensive plan elements: the Sidewalk Plan, the Pathways Plan, and the Mobility and Master Thoroughfare Plan. In addition to plan development and ordinance amendments, the City has worked to improve pedestrian mobility by pursuing grant funding opportunities and by dedicating approximately $200,000 annually for the construction of sidewalks. As evidenced in Southlake's 2019 Citizen Survey, today there continues to be substantial public support and interest in pedestrian facilities. Sixty-seven percent of survey respondents said "providing pedestrian pathways, sidewalks, and trails" is "very important", with an additional 24% ranking it "somewhat important". With the development of this plan, the City is taking an additional step toward achieving a safe, efficient, seamless, and effective active transportation network. REGIONAL PLANNING Beyond city -level planning, the City has also shown it's commitment to active transportation by engaging in planning at a multi -jurisdictional level — — and a regional level. City staff currently participate in the regional -scale NCTCOG Bicycle and Pedestrian Advisory Committee. The Bicycle and Pedestrian Advisory Committee is organized and supported by the North - Central Texas Council of Governments (NCTCOG) for the 16-county region. The Committee provides technical expertise, public outreach support, North Central Texas review of regional bicycle and pedestrian planning, and assistance in the Council of Governments 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. •rdinance No. 1075- , Adopted [SOUTHLAKE COMPREHENSIVE PLAN] 49 [SOUTHLAKE COMPREHENSIVE PLAN] MOVING FORWARD Recommendations for improvements for active transportation generally fall into three categories, Education and Promotion, Safe Behavior and Enforcement, and Planning and Infrastructure: Education and Promotion By teaching pedestrians, bicyclists, and motorists to practice safe behavior while out on the City's roads, sidewalks, and trails, we can create a safer, more welcoming active transportation network. Education and training increase confidence which translates into a greater number of individuals choosing to utilize active transportation options. In addition to providing outreach and education to road and sidewalk users, an often overlooked audience includes staff and decision makers. This type of program is important for building support of a wider public education campaign, increasing understanding of bicycle and pedestrian infrastructure needs, and fostering relationships between the city and other local agencies and groups with an interest in pedestrian and cyclist safety (schools, hospitals, running/bicycle stores or clubs). Internal education may include but is not limited to hosting in-house meetings or forums, providing printed educational materials, and organizing "walk/bike the trail" events where participants walk/run/bike on selected routes. There are a number of resources available for developing a customized education program for Southlake. A few resources as well as model community activities are highlighted below. • National Bicycle Safety Education Resource Center http://www.bicyclinginfo.orgleducationlresourcelfhwa.html The Federal Highway Administration's National Bicycle Safety Education Resource Center provides bicycle safety education information. The website includes a searchable database, a Database Guide that identifies training needs for different audiences, and a Good Practices Guide that serves as a resource in planning and developing bicycle safety education programs. • NCTCOG Bicycle &Pedestrian Safety Education II, 0 0 K 0 U T http://www.nctcog.orqltranslsustdev/bikepedlsafetyed/ T E X A https.11www.lookouttexans. org The North Central Texas Council of Governments (NCTCOG) offers I K E several publications on bicycle and pedestrian safety that may be reproduced and distributed. In addition, NCTCOG launched the Look W L Out Texans campaign in 2015, which provides safety tips, educational videos, and free bicycle and walking safety school kits for grades 3 D R I V E through 8. Beyond educational outreach, NCTCOG facilitates regional S A r E L coordination for bicycle and pedestrian planning, provides statistics and resources related to active transportation, and promotes National Bike if to Work Week, National Bike to Work Day, and Bike to School Day. •rdinance No. 1075- , Adopted [SOUTHLAKE COMPREHENSIVE PLAN] 50 [SOLITHLAKE COMPREHENSIVE PLAN] • • ' • Federal Highway Administration Pedestrian Safety Campaign http://safety.fhwa.dot.gov/local rural/pedcampaign/ The Federal Highway Administration offers a Pedestrian Safety Campaign Think of thelmpaCt _.WPP.-,e_��You Could Make. that includes ready-made outreach materials that communities can I I I 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 Be Safe. Be Smart. Be Seen. � � 'mft�� 1. Sensitize drivers to the fact that pedestrians are legitimate road Make Sure Drivers Can See You. users and should always be expected on or near the roadway 2. Educate pedestrians about minimizing risks to their safety 3. Develop program materials to explain or enhance the operation of pedestrian facilities, such as crosswalks and pedestrian signals. • BikeTexas www.biketexas.org BikeTexas is a non-profit organization that works to increase awareness and interest in bicycle access, safety, and education. BikeTexas organizes bike rides and provides a wealth of information including bicycle related news, bicycle route maps, and bicycle laws. In addition, BikeTexas offers SafeCyclist Certification Training which provides teachers, police, and other youth community workers with the skills and curriculum to teach youth about bicycle and pedestrian safety. The organization also offers a BikeTexas Safe Routes to School Event Manual, which describes how to organize a bike/walk events and provides templates for public service announcements, press releases, donation requests letters, flyers, as well as event checklists and other materials. • San Antonio, Texas The City of San Antonio is one of thirteen Texas communities that has tUGH ROAD received "Bicycle Friendly" designation by the League of AmericanTHEWS Bicyclists. The City has received this designation not only for their TOGO RROWIL " AV 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 sid6via commercial or large trucks) when passing vulnerable road users such as bicyclists when road conditions allow. The City also has a comprehensive mumm website that outlines city bike ordinances, state bike and pedestrian laws, and provides downloadable "Get Cyched" outreach materials. SAN ANTONIO'S FAMILY ADVENTURE •rdinance No. 1075- , Adopted [SOLITHLAKE COMPREHENSIVE PLAN] 51 [SOLITHLAKE COMPREHENSIVE PLAN] 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 ➢ 41h of July bike parade ➢ Kids' triathlon ➢ Bicycle fashion show or decoration competition ➢ Providing bicycle and pedestrian safety courses for the general public ➢ Hosting bicycle instructor certification training (such as the SafeCyclist curriculum) Safe Behavior and Enforcement While it is important to educate citizens about safe biking, walking, and driving habits, there must be effective enforcement of the rules of the road. Motorists who exceed the speed limit or fail to stop for pedestrians in crosswalks should be held accountable for their actions. Likewise, bicyclists and pedestrians that fail to follow traffic laws should also be held accountable. Planning and Infrastructure Planning and Infrastructure includes physical improvements to the City's active transportation network as well as policy improvements. The following sections address bicycle facilities, sidewalks, and crosswalks. BICYCLE FACILITIES Bicycling is an affordable mode of transportation that provides physical activity, produces no pollution, and supports social interaction. Cycling empowers residents of all ages, including children, by providing a mobility alternative to the automobile. Unfortunately, Southlake currently lacks a connected system of bicycle trails and the widespread development of dedicated bicycle lanes is impractical due to right-of-way and funding constraints. However, improvements can be made to provide a safer cycling environment and a connected system of bicycle facilities. Bicycle facilities, as defined by the American Association of State Highway and •rdinance No. 1075- , Adopted [SOLITHLAKE COMPREHENSIVE PLAN] 52 SOUTHLAKE COMPREHENSIVE PLAN 0 or, I MIN • - • Transportation Officials (AASHTO), are "improvements and provisions to accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use". Types of Cyclists Bicyclist skill level is important for understanding the characteristics and infrastructure preferences of different cyclists. Bicycle infrastructure should use planning and design options, from shared roadways to separate facilities, to accommodate as many user types as possible and to provide a comfortable experience for the greatest number of cyclists. For example, some recreational cyclists may only feel comfortable using off-street pathways or on -street dedicated bike lanes. Other cyclists may prefer to use streets and do not want their right to occupy any travel lane limited by bike lanes. Several systems of bicyclist classification are used within the bicycle planning and engineering professions. The following bicycle user types are adapted from a classification system adopted by the City of Portland, Oregon: Cyclists who will ride anywhere regardless of roadway conditions. These cyclists can ride faster, prefer direct routes, and will choose to ride on roadways, even if shared with other vehicles, over separated bicycle facilities like shared use paths. They may cycle longer distances and ride at speeds of 20-40 mph depending on grade. Intermediate cyclists who are mostly comfortable riding on all types of bicycle facilities but typically prefer low traffic streets, bike lanes, or separated paths when available. They may deviate from a more direct route to avoid arterials with heavy traffic volumes, in favor of a preferred facility type. These cyclists typically ride only on low volume, low speed streets or paths under favorable conditions and weather. They perceive traffic and safety as significant barriers to increased cycling. They may choose to ride on sidewalks if no on -street facility is available or walk their bike across intersections. These cyclists may become Enthused and confident with additional education and experience. They typically ride shorter distances at speeds around 8-12 mph. • [SOUTHLAKE COMPREHENSIVE PLAN] 53 [SOUTHLAKE COMPREHENSIVE PLAN] People in this category are not cyclists. They may not participate in cycling for a variety of reasons, including inability, a lack of interest, or perceived safety issues. Special accommodations are needed for children to feel safe bicycling. Children riding on their own or with parents may not ride as quickly as adults, but still desire access to schools, parks, and other key destinations. While children have a wide range of skills and cognitive abilities, children tend to: o Have a relatively narrow field of vision. o Have difficulty understanding risks. o Have difficulties accurately judging 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, 4'h Edition, AASHTO Many of the cyclists who are currently seen riding in Southlake would likely fit into either the Strong and Fearless or Enthused and Confident categories. Types of Infrastructure Southlake's network of bicycle facilities should include a mix of facility types which can be practically implemented and meet the needs of local cyclists. When identifying bike routes and the types of facilities to implement throughout the City, consideration must be given to accommodate different types of cyclists and to respond to the context of neighboring land uses, speed and volume of motorist traffic, and availability of right of way. The following types of bicycle infrastructure are not intended to be an exhaustive list, but they are the types of facilities that may be appropriate for consideration in Southlake. Shared Lanes A shared roadway is simply a roadway that is open to both bicycle and motor vehicle travel. Generally in Texas, bikes are permitted on all roadways even if there are no signs or lane markings indicating that the roadway is a shared lane facility. According to the Texas Transportation Code (§551.103), bicyclists are required to ride as near as practicable (not as possible) to the right curb or edge of the roadway, with limited exceptions. • Dedicated Bicycle Lanes • [SOUTHLAKE COMPREHENSIVE PLAN] 54 [SOUTHLAKE COMPREHENSIVE PLAN] Bike lanes are one-way facilities that typically carry bicycle traffic in the same direction as adjacent motor vehicle traffic. Bike lanes are provided for the exclusive or preferential use of bicyclists on a roadway and are identified through signage, striping, or other pavement markings. Bike lanes are typically provided on thoroughfare types of facilities and are intended to provide separation between motor vehicles and bicyclists. This separation provides for additional comfort to the less experienced bicyclists and encourages these riders to use on -street facilities. Traditionally, only the more aggressive, experienced riders (Enthused and Confident riders) are comfortable sharing a lane with cars on thoroughfare roadways. The addition of bike lanes can increase types and numbers of on -street riders. However, Enthused and Confident riders may disregard bike lanes if they are too successful and become crowded with slower users. The minimum operating width of a bike lane should not be less than 4 feet and the maximum operating width should not be greater than 6 feet. Bike lanes wider than 6 feet are commonly mistaken by motor vehicles as travel lanes or parking areas. Due to right of way constraints, dedicated bicycle lanes are not feasible in Southlake unless they are incorporated into future roadway widening projects. Since most roadways will not be widened, other facility options must be considered. Signed Roadways Signed roadways are simply shared lane roadways with a "SHARE THE ROAD" sign assembly or similar roadside sign type. Signed roadways are facilities that are already frequently utilized by bicyclists or that the City would like to encourage bicyclists to utilize over unsigned roadways. The signage provides enhanced awareness to motorists that bicyclists are present and reminds them to afford the bicyclists the same rights as they would to motorized vehicles. Due to limited right of way and funding availability, this type of bicycle facility may be the most practical for improving the bicycle network throughout the City. • Wide Outside Lane Roadways Lane widths that are 14 feet or greater (excluding the gutter) allow motorists to pass bicyclists without encroaching into the adjacent lane. Wide outside lanes are an option when there is some available right of way to accommodate cyclists, but the width is not sufficient to provide either bike lanes or paved shoulders. This type of facility is generally appropriate on arterials and collectors where the design speed is greater than 25 mph. Since wide lanes may result in faster travel speed by motorists, wide outside lane facilities should be signed appropriately with signage to raise awareness of the presence of bicyclists. The new section of White Chapel Boulevard is an example of a Wide Outside Lane facility, with 14 foot outside lanes to accommodate cyclists. •rdinance No. 1075- , Adopted [SOUTHLAKE COMPREHENSIVE PLAN] 55 [SOUTHLAKE COMPREHENSIVE PLAN] • Sidewalks While the roadway is typically the safest location for most bicyclists to ride, sidewalks are a part of the active transportation network and some bicyclists, particularly children, may prefer sidewalks to roadways. Bicyclists may ride on sidewalks if they travel at or below the design speed of the sidewalk (often the speed of a typical jogger). However, apart from children, most bicyclists typically travel faster than this speed. There are several reasons bicycling on sidewalks is not recommended. The narrow width of the City's sidewalks (8 feet in width or less) makes passing other sidewalk users difficult and can cause conflicts between users. The minimum recommended width for paths to accommodate both bicyclists and pedestrians is 10 feet. In addition, bicyclists on sidewalks do not approach intersections and driveways from the same areas as motor vehicle traffic, so they can be difficult for drivers to see. Further, cycling hazards, such as low hanging branches, are more likely on a sidewalk than on a roadway. Bicyclists who choose to ride on the sidewalk in either direction must be educated about the hazards associated with this practice and understand that cyclists must always yield to pedestrians on sidewalks. • Existing Facilities Currently there are no dedicated bicycle lanes in the City. However, there are several routes that have "Share the Road" signs (see images on the next page) to raise awareness of bicyclists. These routes include: ➢ Dove Road ➢ North White Chapel Boulevard ➢ Peyton ville Avenue ➢ Carroll Avenue ➢ Continental Boulevard MOTORIST RULES OF THE ROAD Obey speed limits. Higher speeds Os result in greater injuries to cyclists and pedestrians. Obey signs, signals, and markings. Always look for bicyclists when turning left or right. Pass bicyclists giving at least three feet of space. Slow down and do not pass if space does not allow. Do not use your horn in close proximity to bicyclists. Look for bicyclists when opening doors. BICYCLIST 4 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. • [SOUTHLAKE COMPREHENSIVE PLAN] 56 [SOUTHLAKE COMPREHENSIVE PLAN] I wirj��' 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. Bicycle Facility Master Plan w 2 y Z� I LEGEND 2 I� C JOHNSON RD WSOUTHLAKEBLVD" E,SOUTHLAKE BLVD (Map to be removed and replaced with updated map on following page that removes tiers) Example of a 'Share the Road" sign found on multiple routes Signed Route (Tier III)* *Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball Ave. to SH 114) Signed (Tier 1) Dedicated Bike Lane (Tier III) Signed Routes (Tier 1) • [SOUTHLAKE COMPREHENSIVE PLAN] 57 [SOUTHLAKE COMPREHENSIVE PLAN] Recommended Bicycle Facilities JOHNSON RD W SOUTHLAKEBLVD O j m 2 JN N � y = U O N F 2 ti W CONTINENTAL BLVD 3 LEGEND - Signed Route -Signed Route Dedicated Bike Lane (Future, if space allows) -Signed Route* *Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball to S.H.114) E DOVE RD W _.._.._.._.� a I o I z U I 2 � E HIGHLAND ST m _ Y el',"WOODBL y z J I E SOUTHLAKE BLVD •\ w � I y E CONTINENTAL BLVD I I • [SOUTHLAKE COMPREHENSIVE PLAN] 58 [SOUTHLAKE COMPREHENSIVE PLAN] 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 COMPREHENSIVE PLAN] 59 SOLITHLAKE COMPREHENSIVE PLAN] 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 feetless than 8 feet in width. • Future Multi -Use — Recommended sidewalks that are 8 feet or more in width. Although these sidewalks are intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar users. • Future Equestrian/Hike — Pathways that may vary in width depending on site conditions and user needs. They are preferred to be natural surface for hiking and/or horseback riding but may be concrete or asphalt depending on site conditions. • Future Natural — Pathways less than 8 feet in width that are preferred to be natural surface but may be concrete or asphalt depending on site conditions. • Park Connection Recommendations — Planned sidewalks or trails within or adjacent to City parks. These pathways may be concrete, asphalt or natural surface and vary in width. Additional information on these sidewalks and trails may be found in the Parks, Recreation, & Open Space Master Plan. Sidewalk Construction Prioritization Beginning with the 2007 Sidewalk Plan, staff identified critical sidewalk gaps throughout the City and ranked those gaps based on the following criteria: 1. proximity to schools, 2. proximity to parks, 3. proximity to existing and future trails, •rdinance No. 1075- , Adopted [SOLITHLAKE COMPREHENSIVE PLAN] 60 [SOUTHLAKE COMPREHENSIVE PLAN] 4. proximity to destinations of commerce, 5. connections to other cities, and 6. adjacency to roadway type (residential street vs. arterial). On an annual basis, that initial ranking was used to prioritize construction through the Capital Improvements Program, also taking into account factors of funding availability, right-of-way constraints, construction feasibility (due to topography, drainage, trees, etc.), and development status of the land. In addition, new segments were identified annually as a result of the construction of new neighborhoods, schools, parks, commercial developments, and roadway improvements. The 2007 list of critical sidewalk gaps was reviewed and updated as part of the Southlake 2030 process, and again as part of the Southlake 2035 process. Segments that have been completed or that are in progress have been removed and new segments have been identified and added as a result of continued development. For Southlake 2035, a consulting firm was utilized to rank segments based upon: • Connectivity - prioritizing connections to schools and parks; • Constructability - including factors such as relocation of utilities, tree removal, and impact on other existing features (such as signs, fencing, and landscaping); and • Feasibility - considering factors such as whether or not an easement is needed, presence of a bar ditch, the need for a pedestrian bridge, and grading. Once the initial rankings were received from the consultant, the list was reviewed and assessed by staff. In particular, additional consideration was given for segments that could be included with other planned capital projects. The resulting sidewalk construction priority list will continue to serve as a starting point for prioritizing projects for construction through the CIP on an annual basis. This list is intended to be a fluid document with the addition of new segments as new developments are constructed and new needs are identified. 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. Sidewalk priorities are reviewed at least annually and are available on the city's website. Se AY,peR di., r fer the sidewalk construction p rity list • [SOUTHLAKE COMPREHENSIVE PLAN] 61 s u HLAKE COMPREHENSIVE PLAN Co f § 0�^ k{{( _ % ` § kk t!t|(Ef!z®, §)§i,�iUh-1 \ pVHno 'U )$k |!#lliija/G!,\\ ���!!+<,,.•,, !)' EF— cu§Z/ Q .R � k/\ cu 2§ � \\ Ordinance N. . [s u HLAKE COMPREHENSIVE PLa] 62 s u HLAKE COMPREHENSIVE PLAN a• , - )$ j\§§);/)§. \|�§ E Q \()D \_ $ \ �) CU U_ � e e !°,.�+.;,l.l, � } { #I&±£!2&!=§ LL o (Map removes tiers. Tier rankings will be reassessed annually as par of the O P prioritization process.) Ordinance No. . Adopted n s u HLAKE c 9P� HENsVEPm@ §3 s u HLAKE COMPREHENSIVE PLAN „ • - Ln � #qwMOSLL co 0go !!�-... � (Map shown without priority segments to improve ¥¢bHtj / §| � 7! �~ ƒ� f� )\ Ordinance No. . . . s u HLAKE c 9P� HENsVEPm@ 6 [SOUTHLAKE COMPREHENSIVE PLAN] CROSSWALKS In addition to sidewalks and bicycle facilities, planning for a safe, efficient, and effective active transportation system must also include crosswalks. As traffic volumes continue to increase with local and regional growth and pedestrian counts increase with the expansion and improvement of the active transportation system, establishing and maintaining safe and effective crosswalks is of critical importance. Although different types of crosswalks are appropriate depending on roadway classification and site conditions (such as school zones), uniform standards for similar conditions are desirable to prevent confusion among motorists and pedestrians. These standards are outlined in the following table. • [SOUTHLAKE COMPREHENSIVE PLAN] 65 SOUTHLAKE COMPREHENSIVE PLAN "Continental" striping is recommended across arterials, collectors, school drives, and residential streets within school zones. "Standard" striping is recommended across local and residential streets. Intersections (without traffic lights) that are in or near school zones or in other areas that are likely to have heavy pedestrian traffic. Signs may be used in conjunction with "continental" striping, "standard" striping, or stamped asphalt or concrete depending on the type of street. Roundabouts, Town Square, S.H. 114 intersections, and selected intersections along Southlake Boulevard (as recommended in the Urban Design Study). • SOUTHLAKE COMPREHENSIVE PLAN] 66 [SOLITHLAKE COMPREHENSIVE PLAN PUSH BUTTON FOR Midblock locations, particularly in or near school zones. Active warning beacons should be used in conjunction with "continental" striping. At intersecting collector and arterial intersections, push-button activated pedestrian signals are recommended. • [SOLITHLAKE COMPREHENSIVE PLAN] 67 SOLITHLAKE COMPREHENSIVE PLAN] IMPLEMENTATION, PRIORITAZATION AND EVALUATION PLAN IMPLEMENTATION A plan is only as good as the methods by which it is used as a tool for the ultimate goal, implementation. While several substantial transportation improvements through the City remain, the City is in generally good shape (compared to population size) with meeting current needs. The next section provides the strategy that was undertaken to determine which recommendations and needs should be addressed earlier rather than later. The end result of this strategy is the Summary of All Mobility Plan Recommendations (Appendix C) which serves as the blueprint for plan implementation. PRIORITIZATION SCHEDULE The +i^• ran (ings areThe Summary of All Mobility Plan Recommendations is used in the development of department work plans as well as the Capital Improvements Program (CIP). In fact, the Capital Improvements Program (CIP) planning process begins and ends with projects recommended bythis erthe Comprehensive pPlan. Annually, as part of the City's budget process, city staff analyzes the adopted master plan elements and develops a comprehensive list of projects with preliminary cost estimates for inclusion in the proposed CIP. The proposed CIP is submitted to the CIP Technical Committee (department directors), who rank them based on set criteria. The pFiGFity list of mobility recommendations that was developed during this master plan will help guide future members of the City's boards and City Council when making decisions related to the CIP. ^AII recommendations are subject to available funding during the given budget year and will be placed on the Capital Improvements Program (CIP) accordingly. •rdinance No. 1075- , Adopted [SOLITHLAKE COMPREHENSIVE PLAN] 68 SOUTHLAKE COMPREHENSIVE PLAN APPENDIX A Level of Service (LOS) Descriptions The following descriptions have been adopted directly from the Transportation Research Board's Highway Capacity Manual (HCM 2000), Fourth Edition. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver's perception of those conditions. Safety is not included in the measures that establish service levels. Level of Service A Level of Service A describes a condition of free flow, with low volumes and high speeds. Level of Service 8 Level of Service B is the zone of stable flow, with operating speeds beginning to be restricted somewhat by traffic conditions. Drivers still have reasonable freedom to select their speed and lane of operation. Level of Service C Level of Service C is the zone of mostly stable flow, but speeds and maneuverability are more closely constricted by the higher volumes. Level of Service D Level of Service D is a zone that approaches unstable flow, with tolerable operating speeds, however driving speed is considerably affected by changes in operating conditions. Level of Service E Level of Service E is a zone that cannot be described by speed alone. Operating speeds are lower than in Level D, with volume at or near the capacity of the highway. Level of Service F Level of Service F is a zone in which the operating speeds are controlled by stop -and -go mechanisms, such as traffic lights. This is called forced flow operation. The stoppages disrupt the traffic flow so that the volume carried by the roadway falls below its capacity; without the stoppages, the volume of traffic on the roadway would be higher, or in other words, it would reach capacity. • [SOUTHLAKE COMPREHENSIVE PLAN] 69 SOUTHLAKE COMPREHENSIVE PLAN It should be noted that LOS is a measure of a roadway segment's (zone's) efficiency at moving automobiles through the zone. By definition, it places a high emphasis on the free -flowing speeds of autos and does not give consideration to the comfort or safety other roadway users such bicyclists or pedestrians. BOND 41111011111111111, owbo amp molklo AMP AMP AMP AMP 411101W 41%oft, On RL Excellent Good Av mr r Acc-cptab4e Congested Severely Conqevked n n • [SOUTHLAKE COMPREHENSIVE PLAN] 70 SOUTHLAKE COMPREHENSIVE PLAN' APPENDIX 6 South Village Center Drive Guidelines ORDINANCE NO. 1056 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS, FOR AMENDMENT TO THE ADOPTED MOBILITY AND MASTER THOROUGHFARE PLAN MAP TO INDICATE THE GENERAL ALIGNMENT OF SOUTH VILLAGE CENTER DRIVE GENERALLY EXTENDING FROM EAST SOUTHLAKE BOULEVARD (FM 1709) to SOUTH NOLEN DRIVE AND TO BECOME EFFECTIVE UPON ITS PASSAGE AND APPROVAL.. WHEREAS, the City of Southlake, Texas is a home rule city acting under its charter adopted by the electorate pursuant to Article XI, Section 5 of the Texas Constitution and Chapter 9 of the Local Government Code: and WHEREAS, Section 11.06 of the Southlake City Charter provides for the adoption and updating of a Comprehensive Master Plan and its components, including the Master Thoroughfare Plan: and. WHEREAS: the Planning and Zoning Commission has forwarded a recommendation foran amendment to the Master Thoroughfare Plan. NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS: SECTION 1 Pursuant to Section 11.06 of the Southlake City Charter, the Comprehensive Master Plan, of which the Master Thoroughfare Plan is a component, may be submitted in whole or in part from time to time to the Council for their adoption: accompanied by a recommendation by the Planning and Zoning Commission, and shall contain a planning consideration for a period of at least ten (10) years. The proposed amendmentsto the Master Thoroughfare Plan, noted by graphical depiction in Exhibit "A" and Exhibit "B" and attached hereto, is hereby approved subject to the following conditions: • Design as a 60' foot (021J) collector roadway with a speed limit not to exceed 30 mph. ■ Design as an 'Urban" cross-section roadway which includes curb gutters, street trees and sidewalks_ • Traffic calming measures should be considered in the design of the roadway. • At the time the roadway connection to Kimball Avenue is made from the west, the CISO's north drive connection to Kimball Avenue shall be closed and the western most school service drive shall be connected to the new roadway. • SOUTHLAKE COMPREHENSIVE PLAN] 71 SOUTHLAKE COMPREHENSIVE PLAN • Intersection improvements such as pedestrian crosswalks should be considered at the fallowing locations: 1) the two-way intersection located at the southwest corner of the Gateway Church property; 2) the intersection at Southwood Drive: 3) the three-way intersection located at the comers of the GreenwayfQuicksall/CISD properties; 4) the intersection of the school's west drive. and v) the intersection of S. Kimball Avenue and S. Village Center Drive. • The northern boundary of the C I SD property should be fenced to minimize potential vehicielpeclestrian conflict. • During design of the roadway. mitigation measures of the new roadway on adjacent residential properties such as landscaping. buffering, fencing and screening shall be considered, • The portion of the roadway near the intersection of the CISD school drive shall be designed with a center turn lane in both directions to allow stacking to occur during school drop of and pick up times_ • Staff will evaluate the southwest portion of the roadway alignment (Gateway Church {property where the 90 degree turn is located) and consider safety improvements during the design that will improve safety to the adjacent neighborhood. SECTION 2 The different elements of the Comprehensive Master plan, as adopted and amended by the City Council from time to time, shall be kept on file in the office of the City Secretary of the City of Southlake, along with a copy of the minute order of the Council so adopting or approving same. Any existing element of the Comprehensive Master Plan which has been heretofore adopted by the City Council shall remain in full force and effect until amended by the City Council as provided herein_ SECTION 3 This ordinance shall become effective on the date of approval by the City Council_ PASSED AND APPROVED on the 1st reading the Sth day of February, 2013. QgL4-0- VAYbR - ATTEST: • SOUTHLAKE COMPREHENSIVE PLAN] 72 SOUTHLAKE COMPREHENSIVE PLAN CITY SECRETARY PASSED AND APPROVED on the 2nd reading the 19th day of February, 2013. Clk - MAYOR John T 11 ...... ,0"'OUTH ATTEST - CITY SECRETARY APPROVED AS TO FORM AND LEGALITY: CITYATTORNEY DATE: ADOPTED: -,)--Iq EFFECTIVE: 1�-- Iq -JC a EXHIBIT "A" fib p —7, =1 7!! fi hi nn =77W nmui L r A. N. R Pi4K -j 16 MORO . wv 59 CrFY OF SOUTHLAKE SOUTHLAKE 1.-.2025 x-1 Southlake 2025 Plan Mobfigy & Master Thoroughfare Plan Furncffof7M Classffi&iof? System of Roadways Apwi*d by City Cure FebfLefy 19.20M 4eenoaObycYf aumw 0r*ww@ ft. 962 kim 1. FA 0 4m RK Ordinance No. 1075-D, Adopted d SOUTHLAKE COMPREHENSIVE PLAN] 73 SOUTHLAKE COMPREHENSIVE PLAN Mobility Master Plan � 1 I �——�IT�TTT� •l I Icy ��� f �- -'�IurrL• i TT- T .F�—•' f �� JI� iItI j L� _ j I a 1-J J.-+--..LIL- L y; RT ' II 1 �r �I _ C L SOUTHLAKE SOUTHLAKE r x2025 13 hew+.• %+.r r.. �.nx r..i .. outhrake 2025 Plan A+ia �j&Y & Master I o Wgtrfare Plan Furkto 4 Ua=*Boon S}+s#em a1 Roadways Lwd i+'F.y �u 5�04-09G AMb afar. lMFiti 1621 -GROW qrw �rhl lF6WhA I#1f��'RM�5 rr.4A . i• Jnrr —A*b-IOY AMM .. AQ 9PAn" .. A71i.34 Jn.yl iC�l-&1'C3uo- ..•.131., eQ[eboo � . C�rnen Attafi E•arnwrt �s a � mirnrr�wu• ww� -. N •ww�r ti�i i960�Q i i,sch = BD(i leer ' 0 41% d alp FwI • SOUTHLAKE COMPREHENSIVE PLAN] 74 "^"SOUTHLAKE COMPREHENSIVE PLAN] ieF 1 (1 3 YeaFs) -ieF 3 ,o+ Continental Blvd and S Peytonville Ave Roundabout Traffic increases in the vicinity of MT3 Continental and S Peytonville during peak times, school pick up/drop off times, and during heavy use of Koalaty Park. Kirkwood Blvd, Extension from Dove to Highland Kirkwood is disconnected between MT7 Dove and Highland. APPENDIX C Summary of all Mobility Plan Recommendations Tiers to be removed. Tier rankings will be reassessed annually as part of the CIP and work plan development process. Recommendations Implementation Metric Strategic Link MW Construct a roundabout at Complete construction of the W Mobility, Efficient 3.1, the intersection of W Continental/S Peytonville Infrastructure, Mobility 3.3, Continental and S roundabout. Design is in C1, C2 Options 3.5, 3.9 Peytonville. progress. 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. White Chanel to its ultimate 114..I„+,.d in 2n10 Dependent upon development Mobility, Efficient and as needs are determined, Infrastructure, Mobility consider public participation in C1, C2 Options the extension of Kirkwood from Dove to Highland. frarn Emerald IRfrastructure, Mobility r1, C2Options 3.1, 3.3, 3.5, 3.9 PW PW • • •0 [50"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 75 "^"SOUTHLAKE COMPREHENSIVE PLAN] • • • • N White Chapel Blvd, SH 114 to Dove Rd Traffic volumes along N White Chapel Blvd between SH 114 and MT9 Dove are anticipated to increase as Carillon builds out and the property between N White Chapel Blvd and SH 114 develops. 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 3.1, Mobility 3.3, Options 3.5, 3.9 c Carroll ^.FP %idening a.,....., 13Feeze Widen this section E,f c Complete c nStF ctien of the c ?49bil+ty, Efficient 34-1 Way to FIVI 1709 Traffir. .el, F.,..... c Ga CarrollAve to its n CaFF..II widening ing fFE)Fn Fnn 17-09 Inffastrueture, ✓r,2 Mebility Options 3-.3- ultimate I-...,. divided GFess eetien to BFeez.. Way. aI., g FF,.II 44TI Z ❑..,eze Way to FM 179P will e due to the Winding Creek residential .J.....,I.,..... futw Widen this section of Complete construction of the Mobility, Efficient 3.1, ent and -- development -.1eng Fnn 1709 Brumlow widening from Continental to SH 26 Brumlow to its ultimate 4 Brumlow widening from Infrastructure, Mobility 3.3, Properties adjacent to Brumlow are lane divided cross section. Continental to SH 26. C1, C2 Options 3.5, 3.9 mostly undeveloped or MT14 underdeveloped. Traffic volumes are anticipated to increase with the opening of the Municipal Service Center and as adjacent properties develop. N Kimball Ave and E Dove Rd Construct intersection Complete construction of the N Mobility, Efficient 3.1, Intersection Improvements improvements at the Kimball/Dove intersection Infrastructure, Mobility 3.3, Traffic congestion is increasingly intersection of N Kimball and improvements. Handled by C1, C2, CB05 Options 3.5, 3.9 heavy during peak hours at the Dove. Grapevine per interlocal MT15 intersection of N Kimball and E agreement. Dove, the only major connection into Grapevine from Southlake north of SH 114. PW PW • • •0 [50"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 76 "^"SOUTHLAKE COMPREHENSIVE PLAN] , , Ref. No. S Village Center Dr Connector Acquire, design, and Traffic volumes are anticipated to construct Village Center increase along FM 1709 as Drive from Kimball to Nolen. MT17 development occurs. Stacking along Kimball creates congestion during peak times for school drop- off/pick-up. Bank St Connector Design and construct a There is no westbound FM 1709 roadway connector parallel MT19 access from Nolen Street. An to FM 1709 to preserve alternate route is necessary to access to commercial provide access. businesses. FM 1709 and Pearson Design and construct Improvements intersection improvements MT20 LOS anticipated to be reduced with at FM 1709/Pearson in continued development along FM partnership with Keller. 1709 and Pearson Lane. N Carroll Ave widening from SH Consider the widening of N. 114 to Dove Rd Carroll Ave. from SH 114 to The level of service is expected to Dove Rd as traffic counts and MT21 decrease as Carillon and other level of service warrant. properties adjacent to N. Carroll Avenue continue to develop. FM 1709 Flyover Consider the construction of The level of service has dropped in the FM 1709 Flyover if the the past but may have improved level of service and traffic MT22 with the DFW Connector Project counts warrant. from the westbound frontage road of S.H. 114. FM 1938 and W Continental Design and construct Intersection Improvements intersection improvements MT25 Increased traffic volumes on FM at FM 1938 and W 1938, connecting to SH 114 and Continental. Continental Blvd. Complete construction of the Village Center extension from Kimball to Nolen. This project will be driven by development. Complete construction of the Bank Street connector. Work with Keller to complete construction of safety and mobility improvements at FM 1709/Pearson. Complete the widening and improvements of N. Carroll Avenue. This may occur in phases. Mobility, Infrastructure, C1, C2 Efficient 3.1, Mobility 3.3, Options 3.5, 3.9 Mobility, Efficient 3.1, Infrastructure, Mobility 3.3, C1, C2 Options 3.5, 3.9 Mobility, Efficient 3.1, Infrastructure, Mobility 3.3, C1, C2, C6O4, Options 3.5, 3.9 CBO5 Mobility, Efficient 3.1, Infrastructure, Mobility 3.3, C1, C2 Options 3.5, 3.9 Complete the construction of Mobility, Efficient 3.1, the flyover onto westbound FM Infrastructure, Mobility 3.3, 1709. C1, C2 Options 3.5, 3.9 Complete construction of Mobility, Efficient 3.1, intersection improvements at Infrastructure, Mobility 3.3, FM 1938/W Continental. C1, C2, CB04 Options 3.5, 3.9 PW PW PW PW PW 0 [50"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 77 "^"SOUTHLAKE COMPREHENSIVE PLAN] • • • • MW Dove and Kirkwood Intersection Design and construct Complete construction of Mobility, Efficient 3.1, PW Improvements intersection of Dove and intersection improvements at Infrastructure, Mobility 3.3, Traffic volumes will increase as Kirkwood. Dove/Kirkwood. C1, C2, CBO4 Options 3.5, 3.9 N MT26 property to the south develops and the intersection is built for the continuous connection of 0 Kirkwood. Kimball and Kirkwood Traffic Consider options for traffic Conduct a study of the N Mobility, Efficient 3.1, PW Management Study management at the Kimball/Kirkwood intersection. Infrastructure, Mobility 3.3, MT30 Increased traffic volumes as intersection of Kirkwood and C1, C2, CBO4 Options 3.5, 3.9 properties adjacent to SH 114 and N Kimball. Kimball Ave develop. Kimball and Village Center Traffic Consider signalization or Conduct a study of the S Mobility, Efficient 3.1, PW Management Study other traffic management Kimball/Village Center Infrastructure, Mobility 3.3, Traffic volumes will increase as the devices at the intersection of intersection. C1, C2, CBO4 Options 3.5, 3.9 properties located along S Kimball S Kimball and the Village MT33 Ave develop and create congestion Center Drive extension. during peak times and during school operations on the west side of S Kimball. roes„ .+. FFm Explere options to add a tr Mobility, €ffiement 34-1 P-W As signals are installed and ..taiRed by the ei+.. e nt s+OFF 44T35 ,ill n need #9 he r e t9 tFaFFi� __..t options management ,. +hmugh internal staffing .. #acted ,;eryiees. management service.InfFastru ct u. , D,. z Management d SeFYiee fifty Opti6R5 333- 3-5,3.9 Pedestrian Safety and Vehicle Continue to Wwork with DPS Assess existing speed limits and Delivery, C Q C2 Cn" Mobility, Efficient 3.1, PDS, PW, Speeds to determine locations modify them where appropriate. Infrastructure, Mobility 3.3, DPS Current speeds along may rights -of- where speeding is high and Performance Options, 3.5, 3.9 way are higher than appropriate for to assess existing speed Encourage speed -appropriate Management Pedestrian MT36 the designated classification. High limits. designs in new ROW and Service Design speeds create safety concerns, construction through the review Delivery, C1, especially for locations highly process. C2 trafficked by pedestrians. • • •0 [5061T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 78 "^"SOUTHLAKE COMPREHENSIVE PLAN] ' ==M Property Access Management Develop a new Driveway Adopt a new Driveway Mobility, Efficient 3.1, PDS, PW The city's current Driveway Ordinance reflecting current Ordinance. Infrastructure, Mobility 3.3, Ordinance is out of date and does best practices to ensure Performance Options 3.5, 3.9 MT39 not adequately meet needs for access management. Deceleration Lanes at Southridge Lakes and Byron Nelson MT42 Traffic flow on Southlake Blvd is impeded by motorists turning right onto Southridge Lakes Pkwy and Byron Nelson Blvd. Electric Vehicle Recharge Stations As electric vehicles become more MT44 popular, demand for charging stations within Southlake will continue to increase. SH 114 Improvements — Frontage Road between Dove and W Kirkwood/Intersection Improvements and signalization at SH114/Kirkwood Traffic volumes have increased on Dove St. and W. Kirkwood Blvd. with development in the area and MT46 are expected to increase further with future development of the Wilkes property. proper access to new development. Install deceleration lanes on Southlake Blvd at Southridge Lakes Pkwy and Byron Nelson Blvd. Continue to explore opportunities for electric vehicle recharge stations in public and private development where appropriate. Design and engineering and the installation of traffic signals at the SH 114 and W Kirkwood intersection have been completed. Complete construction of the SH 114 frontage road and intersection improvements per the approved engineering plan. Construction of the frontage road will allow employees and patrons of nearby businesses access to SH 114 without having to navigate local roads. Construct decelerations lanes at the intersections of Southlake Blvd (FM 1709) and Southridge Lakes Pkwy and Byron Nelson Blvd. Project is under design. Continue to explore opportunities for electric vehicle recharge stations in public and private development where appropriate. Design and engineering and the installation of traffic signals at the SH 114 and W. Kirkwood intersection have been completed. Complete construction of the frontage road and remaining intersection improvements. Management and Service Delivery, C1, C2 Mobility, Efficient Infrastructure, Mobility C1, C2 Options 3.1, E PW 3.3, 3.5, 3.9 Mobility, 66 Efficient 6.2, PDS Mobility 7.3, 7.6 Options Mobility, Efficient Infrastructure Mobility C1, C2 Options 3.1, 3.6, 3.8, 3.10 6.1 PW [50"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 79 "^"SOUTHLAKE COMPREHENSIVE PLAN] Shady Oaks/Highland Intersection Improvements Increased traffic has reduced the MT51 level of service of the Shady Oaks/Highland intersection. 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 MT52 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. Evaluate intersection improvement options and implement recommended improvements if determined necessary. Conduct a study to determine cost and construction feasibility Evaluate the final analysis of improvement options and include incorporation of feedback from Coventry Manor HOA representatives. Construct intersection improvements only if determined necessary. Based on study findings — create a CIP project request and project timeline for the implementation of the project. Mobility, Infrastructure C1, C2 Efficient 3.1, Mobility 3.6, Options 3.8, 3.10 6.1 Mobility, Efficient 3.1, PW Infrastructure Mobility 3.6, C1, C2 Options 3.8, 3.10 6.1 • • •0 [50"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 80 "^"SOUTHLAKE COMPREHENSIVE PLAN] Southlake Thoroughfare Recommendations • Tier 1 Tier 2 • Tier 3 C MT51 MT52 • is � � N • • Map to be removed and replaced with map on following page that removes tiers. • • • [�^"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 81 [`^"T"' AKr aw SOUTHLAKE COMPREHENSIVE PLAN] ' Thoroughfare Recommendations MT20 i ................... MT25 MT3 s............ MT30 1� MT33 MT77 MT22 �` ..w MT MT14 [SOUTW' ^"E'^'5SOUTHLAKE COMPREHENSIVE PLAN] 82 "^"SOUTHLAKE COMPREHENSIVE PLAN] Imm Y m L RpcammpR �Irml Uef 44 Ira Adde.-Urb Famps with Mobility, Gentine r n i n .. the RE)Fth, east and- �.ve-Sth-e-UPA apppeaches 4GN �TiC�=R.TSS11S77:Ii71STTlE7r7�17. - - � n K-74 • investigate r +.. e +ruct r-,rr..11 n„ @ Highland f+ / KiFk ,eed Plyd I..Frar+ru CtUr. 3.1,3.9 westbound approach +l 'T7 IC4. Add curb ramps with detectable warning surfaces oi4 44 the nE)Fthwest and southwest D.,..+. Rymll.,Ave / Se Ethridge Lakes DI(wy rl Mobility, W44 rern err Fr r+arc+ -3 3 ramps en the mertheartand se-+h. s+ Ire nrlrt ramps With 4- r + AAhl., V rfaees+ +h Shady gales nr n Hi hland c+ /TuFRb rr„ 1F r1, r2 Move crosswalk mn front ef the 0 0 "^"SOUTHLAKE COMPREHENSIVE PLAN] 83 [SC ITWI Avr 20:a SOUTHLAKE COMPREHENSIVE PLAN] ' Immollir Y UeF stop Sign and install two .dirnrtien•.1 r Wrh raMPS n the +h.. r+ n --.R-.FneF 0 Inr+•,II r ,rh ramps for all Mobility, "pFeanhnr' signing and ntr G1, G2 ICUIn.,ns+i..a+., Reed f.,r iRterr.,rti.,., Mobility, icy! I Fr. etu e, &.i cl, G2 Rebuild apprepriate pe d.,s+ri-,n imebd4y, 432 a n n n...........d-.+ 0 n n r nnr r=em nln+n.J (`..n+innn+-.1 DI...d rl D..rr.n Nelsen DI(..... I..Fr@rt WGtWFe cl, C2 +h rnn n rlr. tWt n,.t n m ntly ebi I;� �4 have n .h r ,.., Dn Rd @) Shady Oaks Dr I..Fr.,hrC+dr,UGt„r^ � ; 4 !C34 Rebuild ,d :nn+i n-.l n rh cl, G2 ra ps en the southeast corner. Rebuild appropriate pedestri Mobility, l43 accommodatens fer modfied r n+inen+•.l Blvd Carroll Ave Infrae, � Feundabout layout rl, r2 Investigate need to r rtr„rt t.. In n.dnh., ,+ needs �6 nn r ('.,n+innn+-.I R.W d rl CaFroll Ave I..FrartruCtUr. �9 a f„r+hnr study r. y Fr ^ ntrin I-.....�,+ nd ROW i -.nt- �� ,rh r^ alinn.d With ic�6 ^Il.nn.. ,. ,II n rnn GaFFOII Ave @ Zena Rucker Rd I..Fr•.r+rWGtWrr. TCT4 C push buttens rl, r2 landing of each barrier free W-4-1 I('49 Relecatn DED push but+. ns IC42 t., ADA r li-,nt landings. .,mnBlvd rl payir Dl...d I..Frart uC+Ur.. IC44 lC42. Dnlnrntn DED signal hn• dr IC-74 rinnnr ton aIk. 1 [SO ITWI ^"E'^'5SOUTHLAKE COMPREHENSIVE PLAN] 84 "^"SOUTHLAKE COMPREHENSIVE PLAN] r- Immollir T.ET:IMMINSST StFategie PFiGFit V40 Uef M, mebd4y, tw Fe 3r-g rl, C2 Mobility, In fFa c 3.1,3.9 rl, r2 Mobility, I..F.astruCtU cl, G2 "^"SOUTHLAKE COMPREHENSIVE PLAN] 85 "^"SOUTHLAKE COMPREHENSIVE PLAN] 4 �Q....iamFn..n.J•.+:..n /Des ..:n+:. Fw 'tom Y UeF K-92 f eve Rd /l White Chapel Ql.,rd I..fra5t FUGt U... ],3•Q ., F.,.-F.,.-the . artheunrd appFeah cl,� Qe....v. wend.+:i.n In IC-7 split phase t, n etec+r,d + Q6,.d (FM 9709) @ PeaFr.,n I n permitted W 4ff Mebility, I..f.astruct� �... rl, C2 Mobility, ' C ,^ Cl, r2 !".,nr-irJ., .- FI-.r-hirer. hr, -, e.,n r• ,r•+.,.ti, 4Ggf.,.- -,ILA fAr chRRI child .-r,n I..fra St FUGtUFe Gateway Df Gmve eastbound left turn y, Seuthl-.L., Blvd (CIA 1709) @ C-ar ell Ave 1nfFaStFLI CAW Fe, ntmere +'m rl, r2 3-.-3 7-.2 -J-.4 -3-.2 0 "^"SOUTHLAKE COMPREHENSIVE PLAN] 86 "^"SOUTHLAKE COMPREHENSIVE PLAN] � Erm MIWM& JM�ML y ULM Mobility, I..F...c 3-9 rl, r2 InfF st. ctu 3--9 G1, G2 ic--13 h J� f.,.- �lIiI�1�!!M7�11 0 "^"SOUTHLAKE COMPREHENSIVE PLAN] 87 "^"SOUTHLAKE COMPREHENSIVE PLAN] mr— jm�lrm, Y UeF lMobility, Southlake Blvd (CAA 9709) /l Tower Blvd L Fe, 3-3 rl, r2 � .�7:T.��17L7'Z7SS7SlTTi7. IC-3-5 ramp eR outside ef 3-.2 All F.; 1 • • •0 [�^"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 88 "^"SOUTHLAKE COMPREHENSIVE PLAN] PFiGFit Uef SSou lake Blvd (CAA 1709)@Deaarson-rn c +hl•.L.. Blvd (FM 1709) @) R,,.,+,...„Oil MeWlity, W-3-7 Famigs •,loRne d ..,i+h e Ave 'AfF, e, 34 ic�g .....,r+h.,_� Cr.-,+hlake Riwd (CnA 9709) /l Shady rh•,s+ .. ad , ,rh.,•,s+ c vmc�FS Qaks DF infrastructure-, 34 r,G2 R., rtr .•t +.. di .•tm., •,I rh �9 rh rps efs.., Southl•.L Blvd (FM 9700) /l Kimball eeFne s Ave 'AfF, e, 3-4 rl, r2 R., rtrW.•t +..,.. ,dir .•tm..r,•,I .• rhmebdity, X44D r-,w,ps er, all .•.,r...,rs aligned 17n9) Carr„ II mac`✓ A.,r. I.,frart uctur.. cl, C2 Rp4ren4 mnr+hhe nd and X" c „+hl•.L.. Blvd (FM 1709) N 1,.., Mobility, nr 'Afr., e, 3--9 r,r2 Rp4ren+ mn4hhn, ,Ad RAd Seuthl•,L.. Blvd (FM 1709) n White K-47 se-Ahhr.u. d- +6ir..s by r+,II. Ch•,. e Ifrart t r. 3-9 .,c-I, &epl5� G2 nr.domat.,.d . ,i+h Cnn nno c„„+hiRkp RI(PM Davis Blvd C-5 7.,.J cempletion / y, I.,Fr-,rt uetw D.,+i w,., Cn4 97n0 ,- ri.J.,r-,f+.,r Nelsen Iran Davos /D-,Rdol NAM 0 Seuthlake Blvd (PM 1 7no) @ r„r,+ral Mobility, Ave Cl, r2 0 "^"SOUTHLAKE COMPREHENSIVE PLAN] 89 "^"SOUTHLAKE COMPREHENSIVE PLAN] 1 I M IWJ'AT-'&Wf.%Im y, 14F- #rwetwe rl, r2 Infrastructure 3--9 rl, C2 Mebility7 infrastructure, 3--9 r,r2 PFiGFit Uef 0 "^"SOUTHLAKE COMPREHENSIVE PLAN] 90 "^"SOUTHLAKE COMPREHENSIVE PLAN] Y M�MLL T4eF � c„„+hl•.L.. QL,,J /[nn 1 7no1 n ch-.,J., Oaks W-60 .,m+h modmfied traffic timing 'AfF. r 3-.9 S lF r,r2 0 . ETT.�T.P.R7R77. +llty, Mobility, I..F.-,mac 3-.9 0 "^"SOUTHLAKE COMPREHENSIVE PLAN] 91 "^"SOUTHLAKE COMPREHENSIVE PLAN] Mj&A"=GRlmpRd;ltoQA -7or 'Rtprcpct*n UeF .,moth..u,..d left turn hays • Consider protected only Mobility, -, ., .J westbound I„fr W5 Southl•.L.. Blvd (FM 1709) Central Ave L.f.astruCtU... 3--9 r, FRs due to inadequate sight aTaccnicc ^��'^2`SOUTHLAKE COMPREHENSIVE PLAN] 92 [`^"T"' ^ r 2a;a SOUTHLAKE COMPREHENSIVE PLAN] 1. W. Bob Jones Road 2. T.W. King Road 3. Dove Road 4. Carroll Avenue 5. Burney Lane 6. Midway Drive 7. Continental Boulevard/ Union Church 8. Brumlow Avenue 9. Peytonville Avenue 10. Randol Mill Avenue (F.M. 1938) 11. Florence Road 12. Pearson Lane 13. White Chapel Boulevard 14. Brumlow Avenue Between T.W. King and N. White Chapel Between Kirkwood and W. Bob Jones Between Westlake city limits and Grapevine city limits Between Continental and Burney Lane Between Carroll and Midway Drive Between Burney Lane and Grapevine city limits Between Pearson and Kimball Between Continental and S.H. 26 Between Continental and Dove Between Florence and Westlake city limits Between F.M. 1938 and Pearson Between Union Church and Florence Between Continental and northern roadway terminus Between Continental and S.H. 26 15. Kirkwood Boulevard Between Kimball and S.H. 114 *Existing and new signage locations should be reviewed/reassessed to ensure optimal signage placement **Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball Ave. to SH 114) Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)* Dedicated Bike Lane Signed Route** • • •0 [50"T'" KE 2-025SOUTHLAKE COMPREHENSIVE PLAN] 93 "^"SOUTHLAKE COMPREHENSIVE PLAN] • • • • Bicycle Facility Master Plan OHNSON RD W SOUTHLAKE BLVD or LEGEND Signed Route (Tier III)* *Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball Ave. to SH 114) HIGHLAND ST - Signed (Tier 1) Dedicated Bike Lane (Tier III) - Signed Routes (Tier 1) V4,0111411 E.SOUTHLAKE BLVD Map to be removed and replaced with map on following page that removes tiers. W CONTINENTAL BLVD E CONTINENTAL BLVD m % t•tf\tit • r� � m �/ l • • • [50"T'" AX"^"SOUTHLAKE COMPREHENSIVE PLAN] 94 [`^"T"' AKr au SOUTHLAKE COMPREHENSIVE PLAN] Recommended Bicycle Facilities OW Z1 W CONTINENTAL BLVO W LEGEND - Signed Route -Signed Route Dedicated Bike Lane (Future, if space allows) -Signed Route* *Signage should be placed on Kirkwood only after a continuous roadway section is completed (Kimball to S.H.114) ST ir E SOUTHLAKE BLVD 'a 0 z z U N q E CONTINENTAL BLVO. r [50"TWI ^M 2-025SOUTHLAKE COMPREHENSIVE PLAN] 95 2maSSOLITHLAKE COMPREHENSIVEMobility Master Plan Master Pathways Plan (Sidewalk Construction Priority List) Primary Length & ID Description Issues/Comments Strategic Link VGO Street/Location I I I Estimated Cost 7* 7* 7* 58 304 308 466 470 482 483* 486 North side connecting dead Union Church — ends from 2651 Union Existing fence is outside of property line. Heavy tree 374 LF north side Church Road to Venice clearing needed. $39,000 Avenue (Siena Addition). Union Church — North side from Chesapeake north side Park sidewalk to Watermere Trees; utilities. property. Union Church — North side from Watermere to Venice Avenue (Siena ROW/Easement issues. north side Addition). Silicon Drive — east East side from 500 S. Nolen side Drive to Exchange Boulevard. South Peytonville From Boardwalk to Elks Lane Would need to take down wall; heavy tree clearing Avenue — connect gap to west side. needed. South Nolen Drive West side from Exchange — west side Boulevard north to connect Existing landscaping. to existing sidewalk. East side, from Big Bear South White Creek bridge (Colleyville) to Existing landscaping; trees. Will provide a Chapel Boulevard — the offices at 1211 S. White connection to Colleyville's sidewalk network. east side Chapel Boulevard. Davis Boulevard — East side missing gaps near Slope is a little steep in this location. South end ties east side Sunset Way. into a sidewalk with concrete slope. Connect The Cliffs Park Sunrise Ranch Road sidewalk to neighborhood Recommendation from the Parks, Recreation, and sidewalk at 3611 Sunrise Open Space Master Plan. Ranch Road. Byron Nelson Gap along the west side of Parkway — west Byron Nelson Parkway, south Existing landscaping. side of F.M. 1709. Westbound frontage road Requires coordination with TXDOT and utility S.H. 114 Frontage gaps west and east of Kimball companies. Will need to rebuild ramps and relocate Road - westbound Avenue from 2000 E. S.H. 114 traffic signal poles. to 2540 E. S.H. 114. 859 LF $77,000 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 416 LF Mobility, 3.1 & $62,000 Infrastructure, C2 3.3 460 LF Mobility, 3.1 & $42,000 Infrastructure, C2 3.3 860 LF Mobility, 3.1 & $80,000 Infrastructure, C2 3.3 439 LF Mobility, 3.1 & $40,000 Infrastructure, C2 3.3 2150 LF Mobility, 3.1 & $125,000 Infrastructure, C2 3.3 350 LF Mobility, 3.1 & $19,000 Infrastructure, C2 3.3 140 LF Mobility, 3.1 & $8,000 Infrastructure, C2 3.3 100 LF Mobility, 3.1 & $6,000 Infrastructure, C2 3.3 2100 LF Mobility, 3.1 & $210,000 Infrastructure, C2 3.3 Tiers to be removed. Tier rankings will be reassessed annually as part of the CIP and work plan development process. 96 [`^"T"' ^ r 2a:a SOUTHLAKE COMPREHENSIVE PLAN] ' Primary Description Street/Location Issues/Comments Length & Estimated Cost North side from sidewalk East Dove Road - terminus west of Lonesome ROW, drainage, trees, utility relocation. 4080 LF 491 north side Dove (1497 East Dove Road) Construction is dependent on the right of way $1,200,000 to North Kimball Avenue. acquisition and funding availability. South side from the Carroll 492 Street -south side East Highland Middle School driveway to ROW, drainage, trees. $163 LF 163,000 2149 East Highland Street. * Segment prioritized due to potential inclusion in a planned CIP project in the vicinity if funding and site conditions allow. Fv7GO Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Primary Description 9 ;1Rdr Tear Issues/Comments Strategic Link Union Church - North side from existing Requires pedestrian bridge to be designed by 570 LF Mobility, 3.1 & 7* north side sidewalk adjacent to Siena engineer. $278,000 � Infrastructure, C2 3.3 Addition to Davis Boulevard. West side from Brookshire Crooked Lane - 21* Drive to Southlake Sports Chain link fence may need to be moved back. 420 LF Mobility, 3.1 & west side $39,000 Infrastructure, C2 3.3 Complex. East side of Pearson Lane Pearson Lane - adjacent to 101 North Mobility, 3.1 & 70* east side Pearson Lane; includes Ditch would conflict with beginning of sidewalk. 51,000 $51 2 Infrastructure, C2 3.3 entrance to Chesapeake Place adjacent to Pearson Lane. 71* Chesapeake Lane Entrance to Chesapeake Place 50 LF 2 Mobility, 3.1 & - south side adjacent to Pearson Lane $6,000 Infrastructure, C2 3.3 Continental North side from Davis 76a * Boulevard -north Boulevard to existing 638 LF Mobility, � 3.1 & sidewalk adjacent to $58,000 Infrastructure, C2 3.3 side Woodbury subdivision. • • • - •0 [50"T'" KE 2-025SOUTHLAKE COMPREHENSIVE PLAN] 97 2o:aSSOUTHLAKE COMPREHENSIVEMobility Master Plan Master Pathways Plan (Sidewalk Construction Priority List) # Primary Description Issues/Comments Length Strategic Link VGO Street/Location West side of Crooked Lane 86* Crooked Lane — adjacent to Southlake Sports 1171 LF 2 Mobility, 3.1 & west side Complex to East Continental $77,000 Infrastructure, C2 3.3 Boulevard. Parkwood Drive — From Byron Nelson Parkway Existing road is split into two independent sections. 1575 LF Mobility, 3.1 & 88 north/east side to F.M. 1709. Would need to relocate railing within the cul-de-sac $124,000 2 Infrastructure, C2 3.3 to make room for the sidewalk. North side from Johnson 93 Johnson Road — Place Estates to Randol Mill Requires sidewalk easement. Relocate fencing 548 LF Mobility, 3.1 & north side behind proposed sidewalk. $56,000 Infrastructure, C2 3.3 Avenue. North side of Turnberry Lane 98* Turnberry Lane — from Shady Oaks Drive to 660 LF 2 Mobility, 3.1 & north existing sidewalk east of $39,000 Infrastructure, C2 3.3 Suffolk Court. Oak Pointe Lane— North side from Ridgecrest 170 LF Mobility, 3.1 & 101 north Drive to existing sidewalk on $12,000 2 Infrastructure, C2 3.3 Oak Pointe Lane. 155* East Dove Street— South side from Winfield ROW, drainage, trees. 977 LF .2 Mobility, 3.1 & south side Estates to Estes Park. $80,000 Infrastructure, C2 3.3 On the west side of North White Chapel Boulevard from North White the existing crosswalk south To be included with the bridge project on North 2443 LF Mobility, 3.1 & 306 Chapel Boulevard of Wingate Lane to the White Chapel Boulevard. $150,000 Infrastructure, C2 3.3 — west side existing sidewalk on The Cliffs Park property. East side from West The north end of the segment will tie into existing 469 Davis Boulevard — Continental Boulevard to 855 sidewalk with a concrete slope. This area is steep 1010 LF 2 Mobility, 3.1 & east side and may require engineering design for drainage $91,000 Infrastructure, C2 3.3 Davis Boulevard. and grading. South Kimball East side from the terminus Sidewalk location is near a retaining wall. There is a 590 LF Mobility, 3.1 & 474 Avenue —east side at 165 S. Kimball Avenue to steep cross slope and may require additional $46,000 Infrastructure, C2 3.3 F.M. 1709. retaining wall. Shady Oaks Drive West side from 300 Shady Requires engineering design due to drainage 1810 LF Mobility, 3.1 & 476a — west side Oaks Drive to Love Henry pattern. $165,000 a Infrastructure, C2 3.3 Court. • • •0 [50"TW' ^"E'^'5SOLITHLAKE COMPREHENSIVE PLAN] 98 [`^"T"' ^""^'SSOLITHLAKE COMPREHENSIVE PLAN] Tepr 9 2nd �-i�--a-ana Primary Description Issues/Comments Westbound frontage road Requires coordination with TXDOT and utility S.H. 114 Frontage 440 LF 481 from North Carroll Avenue to companies. Will need to rebuild ramp and relocate Road —westbound 1110 E. S.H. 114. traffic signal pole. $52,000 North Carroll East side between S.H. 114 1100 LF 493 and Johnson Elementary ROW, grading/drainage. Avenue —east side $165,000 School. Randol Mill —east East side of Randol Mill from 494 side Morgan Road to the city limits. Design and construction are dependent on coordination with the Town of Westlake. Southlake must either have permission to construct the sidewalk along Randol Mill Avenue within the Town 2400 LF of Westlake or Westlake must have built a sidewalk $650,000 from Dove Street to the Southlake city limits. Further, construction is dependent on right of way acquisition and funding availability. = Strategic Link M 2 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 South Kimball From existing sidewalk east of 15 Avenue — north Silicon Drive to Cotton Belt Trees, signs, easement/ROW. 1151 LF Mobility, 3.1 & $77,000 Infrastructure, C2 3.3 side Railroad. North Carroll 28 Avenue — west From Southcrest Court to ROW; grade; potential retaining wall needed. 2250 LF Mobility, 3.1 & F.M. 1709. $166,000 Infrastructure, C2 3.3 side Southridge Lakes From existing sidewalk north Trees; may require easements/HOA approval; Mobility, 3.1 & 32 Parkway — east of Southlake Boulevard to segment not critical due to presence of slip streets 428 LF Infrastructure, C2 3.3 side Sabine Court Southridge Lakes From Sabine Court to Brazos Trees; may require easements/HOA approval; Mobility, 3.1 & 33 Parkway — east Drive segment not critical due to presence of slip streets 647 LF Infrastructure, C2 3.3 side Southridge Lakes East side from Brazos Drive to Trees; may re easements HOA Y require q / approval; 352 LF Mobility, 3.1 & 34 Parkway — east Crockett Court segment not critical due to presence of slip streets $25,000 Infrastructure, C2 3.3 side Kirkwood 39 Boulevard — east East side from Tyler Street to 2295 LF Mobility, 3.1 & the private drive. $133,000 Infrastructure, C2 3.3 side Kirkwood From private drive to existing 41 Boulevard — sidewalk east of TW King Easement/ROW. 1862 LF Mobility, 3.1 & east/north side Road. $112,000 Infrastructure, C2 3.3 [50"T'" KE 2-025SOLITHLAKE COMPREHENSIVE PLAN] 99 2ma SOUTHLAKE COMPREHENSIVE PLAN] Primary Description Tepr 9 2nd �-i�--a-ana Issues/Comments Pearson Lane — Adjacent to 3255 Jordan 536 LF 68 east side Drive $36,000 From Kirkwood Boulevard to 79 T W King —east existing sidewalk adjacent to Grading. 2041 LF side $143,000 The Cliffs subdivision Johnson Road - From Trailhead Addition to Bar ditch, trees, drainage, ROW. Will require 624 LF 92 north side Johnson Place Estates pedestrian bridge to be designed by an engineer. $294,000 Southridge Lakes From Brazos Drive to Crockett 1028 LF 115 Parkway — east Court. $63,000 side 144, East Dove Street — From White Chapel Boulevard Would require multiple pedestrian bridges. 2007 LF 154 south side to Estes Park. $693,000 West Highland North side from Shady Oaks 1880 LF 153* Street — north side Drive to White Chapel Pedestrian bridge to be designed by engineer. $459,000 Boulevard 204* North Peytonville East side from Raven Bend ROW; Heavy tree removal. 4760 LF Avenue — east side Court to West Dove Road. $356,000 From existing sidewalk 205* Brumlow Avenue adjacent to Timarron to ROW, trees; also proposed sidewalk is within a ditch 2227 LF — west side existing sidewalk north of S.H. and fencing would need to be relocated. $176,000 26. 206* Shady Oaks — east East side from West Highland Heavy tree removal. 3150 LF side to Love Henry Court. $271,000 South Kimball South side from Continental 303 Avenue — south Boulevard to railroad/city Easement/ROW. 990 LF $61,000 side limit. South Peytonville From Boardwalk to Elks Lane Would need to take down wall; heavy tree clearing 860 LF 304 Avenue — connect gap to west side. needed. $80,000 North White East side from Southlake 305 Chapel Boulevard Boulevard to Emerald To be built with widening. 948 LF $62,000 — east side Boulevard. East Dove Road — North side from S.H. 114 to 1593 LF 399 north side French Circle $159,000 Strategic Link VGO Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 Mobility, 3.1 & Infrastructure, C2 3.3 • ,0 [c^i iTHI "vr 3^g`SOUTHLAKE COMPREHENSIVE PLAN] 100 [`^"T"' ^ r 20:a SOUTHLAKE COMPREHENSIVE PLAN] r Master Pathways Plan (Sidewalk r r Priority Primary © Street/Location Description Topr 2 ; r.rrid -a- -aa - -Strategic Link M East Continental North side from Byron Nelson 467 Boulevard — north Parkway to terminus near ROW; would require a bridge over the creek. 1680 LF Mobility, 3.1 & $333,000 Infrastructure, C2 3.3 side Sarah Park Trail. East Continental South side from sidewalk 468 Boulevard — south terminus (near Tealwood) to ROW; not much room for sidewalk with bar ditch, 3080 LF Mobility, 3.1 & utility poles, and fences. $475,000 Infrastructure, C2 3.3 side Majestic Dance Academy. The north end of the segment will tie into existing East side from West 469 Davis Boulevard — Continental Boulevard to 855 sidewalk with a concrete slope. This area is steep 1010 LF Mobility, 3.1 & east side and may require engineering design for drainage $91,000 Infrastructure, C2 3.3 Davis Boulevard. and grading. Eastbound frontage road Requires coordination with TXDOT and utility 471 S.H. 114 Frontage between North Kimball companies. Will need to rebuild ramps and 4720 LF Mobility, 3.1 & Road —eastbound $338,000 Infrastructure, C2 3.3 Avenue and F.M. 1709 relocate traffic signal poles. East side from 405 South 472 South Kimball Kimball Avenue to 175 South Sidewalk location is near a retaining wall and there 370 LF Mobility, 3.1 & Avenue —east side is an inlet between the back of curb and the wall. $20,000 Infrastructure, C2 3.3 Kimball Avenue. East side from Crooked Lane 473 South Kimball to terminus at Christ Our King Segment crosses rock rip rap near an open back 940 LF Mobility, 3.1 & Avenue —east side curb inlet. $81,000 Infrastructure, C2 3.3 Church. North Kimball West and east side from F.M. 475 Avenue — west 1709 to eastbound S.H. 114 Easement/ROW. 1480 LF Mobility, 3.1 & $108,000 Infrastructure, C2 3.3 and east side Frontage Road. East side from Bicentennial 1810 LF 476b Shady Oaks Drive Park terminus to Love Henry Requires engineering design due to drainage $165,000 (for both Mobility, 3.1 & — east side Court. pattern. 476a and 476b) Infrastructure, C2 3.3 East side from the terminus 477 Nolen Drive —east at 315 South Nolen Drive to 580 LF Mobility, 3.1 & side $45,000 Infrastructure, C2 3.3 F.M. 1709. S.H. 114 Frontage Westbound frontage road at 160 LF Mobility, 3.1 & 479 Road — westbound 500 E. S.H. 114. A pedestrian bridge will be required. $249,000 Infrastructure, C2 3.3 North Carroll 480 Avenue — west West side from Primrose Lane Easement/ROW. 220 LF Mobility, 3.1 & to Del Mar Drive. $19,000 Infrastructure, C2 3.3 side r0 [50"T'" KE 32035SOUTHLAKE COMPREHENSIVE PLAN] 101 2o:aSSOUTHLAKE COMPREHENSIVEMobility Master Plan Master Pathways Plan (Sidewalk Construction Priority List) Primary # Description Issues/Comments Length Strategic Link VGO Street/Location North Carroll 487 Avenue — west South of Winfield Court; 2110 Easement/ROW; fence relocation will be necessary. 200 LF Mobility, 3.1 & side North Carroll Avenue. $24,000 Infrastructure, C2 3.3 North White Chapel 490 East Highland — Boulevard to 170' west of Will require relocation of utilities due to limited 1300 LF Mobility, 3.1 & south side ROW. $131,000 Infrastructure, C2 3.3 Imperial Avenue. North White East side from Kirkwood X Chapel Boulevard Boulevard to Brentwood Mobility, 3.1 & $61 ,000 Infrastructure, C2 3.3 — east side Circle.61 North side from sidewalk 491 East Dove Road — terminus west of Lonesome ROW, drainage, trees, utility relocation. 4080 LF 0 Mobility, 3.1 & north side Dove (1497 East Dove Road) $360,000 Infrastructure, C2 3.3 to North Kimball Avenue. South side from the Carroll 492 East Highland Middle School driveway to ROW, drainage, trees. 1220 LF Mobility, 3.1 & Street —south side $163,000 Infrastructure, C2 3.3 2149 East Highland Street. *Segment identified for potential inclusion in a planned CIP project in the vicinity if funding and site conditions allow. TXDOT Segments* Description Issues/Comments LengthPrimary -, ' Cost 0 West Southlake South side at the 2500 block Requires engineering design due to drainage LF 3.1 & 141 Boulevard — south of West Southlake Boulevard pattern. The driveway for the church will need to be Mobility, Infrastructure, C2 $63 63,000 3.3 side (The Hills Church of Christ). redone. South side of East Southlake East Southlake Boulevard, west of Central 301 Boulevard — south Avenue; connecting existing Steep grade change. 130 LF $10,000 Mobility, Infrastructure, C2 33 & side sidewalk to crosswalk at Central Avenue. East Southlake South side from 2821 East 488 Boulevard — south Southlake Boulevard to 2905 Grading; utilities. 290 LF Mobility, Infrastructure, C2 3.1 & East Southlake Boulevard $23,000 3.3 side (QuikTrip). • ,0 [-SG iTHI nvr Sag SOUTHLAKE COMPREHENSIVE PLAN] 102 [`^"T"' ^""^'SSOUTHLAKE COMPREHENSIVE PLAN] TXDOT Segments* East Southlake North side between 200 East Southlake Boulevard and 140 180 LF 489 Boulevard —north East Southlake Boulevard Grading; utilities. $17,000 side (CVS Pharmacy). *To be completed by TXDOT as part of TXDOT's F.M. 1709 Pedestrian Improvements Project. Primary ID Description Street/Location Royal Lane —east East side of intersection of 0 side Johnson Road West side from Continental Village Green Drive 2 — west side Boulevard to Amesbury Court. West side from West Deer Hollow Continental Boulevard north 6 Boulevard — west to parking lot on Southlake side Woods HOA lot. Morningside Drive West side from Merlot Drive 18 — west side to Rainbow Street. Fontaine Drive/Lorraine From Merlot Drive to South 19 Drive/Versailles Carroll Avenue. Drive Nettleton Drive — north side Warwick Way — south side 20 22 Steep grade. 41 LF $5,000 ROW/Easement; would need to take down an HOA 91 LF entry wall. $14,000 ROW/Easement. 96 LF $8,000 ROW/Easement. 930 LF $111,000 ROW/Easement. 797 LF $90,000 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 FvGO0 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 55 LF 3.1 & 3.3 0 North side from Byron Nelson Parkway to Inwood HOA landscaping. $75,000 Mobility, Infrastructure, C2 331 & Drive. South side from Montgomery 150 LF 3.1 & ROW/Easement. Mobility, Infrastructure, C2 Lane to Brumlow Avenue. $11,000 3.3 � � ' • • • • • [50"T''" ^"E'^'5SOUTHLAKE COMPREHENSIVE PLAN] 103 � � ' • • • • • [50"T''" ^"E'^'5SOUTHLAKE COMPREHENSIVE PLAN] 103 m 23 26 27 56 57 61 65 66 67 2ma SOUTHLAKE COMPREHENSIVE PLAN] West side from existing Foxborough Lane — sidewalk along Gateshead west side Court to East Southlake Boulevard. Southcrest Court — North side from Southbend north side Trail to North Carroll Avenue. Southcrest Court — South side from Southbend south side Trail to North Caroll Avenue. North side from North White Ascot Drive — north Chapel Boulevard to Saratoga side Drive. North side from North White East Chapel Downs Chapel Boulevard to end of Drive — north side street. North side from South Stonebury Court — Peytonville Avenue to north side existing sidewalk along Indian Paintbrush Way. West side from existing Meadowlark Lane — sidewalk along Meadowlark west side Lane to West Southlake Boulevard. Jordan Drive and From North Pearson Lane to Harrell Drive Johnson Road. From North Pearson Lane to Gray Lane Harrell Drive. Connector from Across Stone Lakes property Stone Lakes to from existing sidewalk along 72 Monticello Stratford Drive to existing Estates/Timber trail on Monticello Estates Lake HOA property. ROW/Easement. ROW/Easement; retaining walls and large trees. ROW/Easement; retaining walls and large trees. ROW/Easement. Potential retaining wall. ROW/Easement. ROW/Easement. ROW/Easement Easement required. This is an existing nature trail within Stone Lakes HOA property. Accessibility during construction would be difficult. Existing trail is narrow and would need to clear area for construction. Trail would require stairs with pedestrian rail to reach Stratford Drive. Monticello is a gated community. 435 LF $27,000 385 LF $24,000 390 LF $28,000 727 LF $92,000 1651 LF $172,000 175 LF $22,000 78 LF $13,000 1796 LF $135,000 879 LF $74,000 533 LF $287,000 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 0 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 From Royal & Annie Smith 74 Vermilion Court Park to West Southlake ROW/Easement. LF 3.1 & Mobility, Infrastructure, C2 $106 3.3 Boulevard. 106,000 0 [`^"TW'-.AK`'^"SOUTHLAKE COMPREHENSIVE PLAN] 104 [`^"T"' ""r 20:a SOUTHLAKE COMPREHENSIVE PLAN] From Gallant Court (Trailhead Easement required. Located within Trailhead HOA 118 131 Trailhead/Johnson Place connection Addition) to Johnson Place property. Within Flood Hazard Area Zone X; would $7,000 LF Park. require culvert with headwall. *See Neighborhood Sidewalk Matching Funds Program. Strategic Link 0 Mobility, Infrastructure, C2 3.1 & 3.3 • ,0 [cni iTui nvr Sag SOUTHLAKE COMPREHENSIVE PLAN] 105 94 Ordinance No. 1075- , Adopted Mobility Master Plan [`^"T"' AKr au SOUTHLAKE COMPREHENSIVE PLAN] . . SOUTHLAKE Official Pathways Map Ordinance No. 1075D Adopted by the Southlake City Council on Legend * Existing Trailheads 11-111 Priority Segments(2021) 0-111 Neighborhood Segments (2021) c 3 TOOT Segments(2021) — Existing Sidewalk (<8) Existing MUIU-Use (1=8) Existing EquestdaNHike Future Sidewalks (<8) - - - - Future Mufti -Use (>=8) Future Equestrian/Hike Future Natural ..... Park Conned'wn RewmmendaWns %blic Perks DRAFT COPY Not For Release Scale-154000 1 inch = 4500 ft last Basemap Revision: 10/112023 Planning and Development Services OPXIGeographic Information Systems 0 [r^"TWI AKr'^35SOUTHLAKE COMPREHENSIVE PLAN] 107 "^"SOUTHLAKE COMPREHENSIVE PLAN] �O 22035 Official Pathways Map DRAFT Legend 10AV Trailheads — Sdemlk (-F) — MII&Use (-81 E-fil Eq—biarJHfee -^ - FuWre SitlewalNs (< 8( ---- FLIWre HWltl-Use 8) ---- F.L. Egeestrie WHike - - - - FuWre Natural ----- Palk Connection Remmmendafions Public Parks I IILIIII Ineeels nae been mmPlm �u I net' ly WPC-'h lo�tltw Nn .,aae..a nrtrem�M.n.n.a.oro.m re;. mrwwlr m��ma.a«,.m era®�ra��smy E"an•e�n.as ma2lomaurc-M1ceauraryvrlM1e tleb, W1 nwaa nvl f+aID�fv mtl neYm� � vdelk fu legal, mgine�iiq, usawrynp Scale-1° ^ 54000 0'°"'°Y "�"°'"°.-a°'. 1 Inch = 4500 fl Last Basemap Revision: 10-1-2023 Planning and Development Services Geogrephic Infoanetion Systems • • • [`^"TW'-.A.Kr 3—DRSOUTHLAKE COMPREHENSIVE PLAN] 108 [`^"T"' """^'SSOUTHLAKE COMPREHENSIVE PLAN] 57171 Continue education outreach efforts to improve safety for Safety & Security, Mobility; AT2 motorists, pedestrians, and bicyclists. DPS, PDS, PW C1, C2 Continue to conduct pedestrian safety walk-throughs in Town Safety & Security; Mobility; AT3 Square prior to any festival or special events in Town Square. PW PDS ED C1, C2 On an annual basis, review the sidewalk priority list and prioritize AT4 sidewalk construction. PDS, PW Mobility, Infrastructure; C2 Mobility, Infrastructure, ATS Identify bicycle routes that may require additional signs. 2- PW, PDS Performance Management & Service Delivery; C2, B5, B6 Explore options for encouraging bike rack installation at local Mobility, Partnerships & AT6 businesses. 2- PDS ED Volunteerism; C2, C5, B2 Conduct bicycle and pedestrian counts. Consider utilizing Strava AT7 Metro for tracking biking, walking, hiking, and running trips. PW, PDS Mobility; C2 Consider the addition of a grant writer/sidewalk coordinator position for grant writing, coordinating sidewalk and trail Mobility; Performance AT8 construction between departments and between public and private 2 TBD Management & Service development projects, and managing bicycle/pedestrian Delivery; C1, C6 educational outreach. Consider elevated pedestrian crossings at all 4 corners of the AT9 intersection of Carroll Avenue and Southlake Boulevard. PW, PDS Mobility; C1, C2 3.1, 5.8 3.1 3.1 3.1 9.1, 9.3 3.1 3.1, 5.8 1.2, 3.1, 3.2 • • • [5;0"TW'-.A.K-r 3-035SOUTHLAKE COMPREHENSIVE PLAN] 109 2ma SOUTHLAKE COMPREHENSIVE PLAN] , , ' Recommendation Priority Department Tier Responsible Safety & Security, Mobility, Continue a regular maintenance schedule for crosswalks, specifying Infrastructure, AT10 more frequent maintenance of crosswalks near schools. PW, PDS Performance Management 3.1 & Service Delivery; C1, C2, B5, B6 Implement the recommended crosswalk types (Table P-1 in Safety & Security, Mobility, AT11 Mobility Master Plan pg. 56) whenever new crosswalks are installed PW Infrastructure; C1, C2 3.1 or existing crosswalks are re -striped. Continue participating in the Bicycle Pedestrian Advisory Partnerships & AT14 Committee through the NCTCOG. PDS, CS, PW 0 9.1 Volunteerism; C5 As the City designs, constructs or provides maintenance on City roads consider opportunities to incorporate bicycle signage in a Quality Development, AT15 manner that provides linkages to bicycle facilities in neighboring PW 0 Mobility, Infrastructure; 1.2, 3.7 cities. C2, C3 Mobility, Safety & Security, AT16 Consider citywide participation in Bike (Safety) Month (May). 0 PDS CS ED DPS Partnerships & 3.7 5.8 9.1 Volunteerism; C1, C3, C5, C6, Mobility, Safety & Security, AT17 Host a Bicycle Safety Forum. PDS PW DPS Partnerships & 3.7 5.8 9.1 Volunteerism; C1, C5, C6, B2 Mobility, Partnerships & Upon bike signage implementation, develop bicycle -related Story Volunteerism, AT18 PDS, PW, ED Performance Management 3.7, 9.3 Maps. & Service Delivery; C2, B2, 66 0 [`^"T'" ^""^"SOUTHLAKE COMPREHENSIVE PLAN] 110 [`^"T"' ^Kr 2ma SOUTHLAKE COMPREHENSIVE PLAN] Mobility, Safety & Security, AT19 Pursue grant funding opportunities for projects related to bicycle PDS, DIPS, PW Performance Management 3.7 5.8 safety. & Service Delivery; C1, B4, F1 Once Brumlow Avenue is widened, promote the linkage from Mobility, Safety & Security, AT21 Southlake to the Cotton Belt Trail. Include the linkage along Kimball PDS, PW Performance Management 3.4 Avenue. & Service Delivery; C2, C3, B6 Consider designing, installing and/or constructing any future bike Quality Development, AT22 facilities according to AASHTO / NACTO guidelines. PW Mobility, Infrastructure; 1.2, 3.7, 10.6 C1, 131, F2 Quality Development, AT23 Explore opportunities to implement new technology and PW PDS Mobility, Infrastructure, 1.2, 3.2, 10.6 improvements that promote bicycle and pedestrian safety. Safety & Security; C1, C2, 66, F2 AT24 Research and consider pursuing Bicycle Friendly Community status PDS, CS Quality Development; B1 1.2 through the League of American Bicyclists. AT26 In coordination with local schools, update the City's Safe Routes to PDS Partnerships & Mobility, Safety & Security, 3.1, 3.2, 3.3, 3.6, Schools Plan. 3.8, 9.2 Volunteerism; C1, C2, C5 • • •0 [50"T'" KE 3-035SOUTHLAKE COMPREHENSIVE PLAN] 111