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Item 7JCity of Southlake Department of Planning MEMORANDUM July 13, 2005 TO: The Honorable Mayor & City Council FROM: Ken Baker, AICP, Planning Director SUBJECT: Public Hearing— Adoption of the Mobility and Master Thoroughfare Plan (Resolution 05 -027) as an element of the Southlake 2025 Plan. REQUESTED ACTION: Conduct a public hearing. Consider approval of Resolution No. 05 -027. BACKGROUND: Since City Council's approval of the final area plan on May 3, 2005, staff and the Planning & Zoning Commission have been working on consolidating all the area recommendations for mobility into the Mobility & Master Thoroughfare Plan. The Planning & Zoning Commission's final draft of the Mobility & Master Thoroughfare Plan is attached with this memo. The most significant difference between this draft and the 1997 Master Thoroughfare Plan is the addition of "street typology" designations over the conventional functional classification of roadways. Street typologies augment the functional classification system of arterials, collectors and local streets by appropriately linking functionality with broader mobility and livability goals. The street typologies attempt to strike a balance between functional classification, adjacent land use, and the competing travel needs of pedestrians, bicyclists, and motorists. Each street typology prioritizes various design elements such as the design of intersections, buildings, streetscapes, adjacent land use impacts, and sensitivity to resource protection. In addition to P &Z recommended changes, Appendix B has been added to the attached final draft. Appendix B includes all the street specific design recommendations and cross sections approved by Council for certain streets as they were added to the Master Thoroughfare Plan. FINANCIAL CONSIDERATIONS: None LEGAL REVIEW: Yes CITY COUNCIL ACTION: None. P &Z ACTION: July 7, 2005; Conducted a Public Hearing on the draft plan and recommended approval (5 -0) of the final draft dated July 1, 2005 with the changes made on draft dated July 7, 2005. Attachments: Attachment A — Final Draft of Mobility & Master Thoroughfare Plan, a component of the Southlake 2025 Plan, July 13, 2005 Agenda Item 74 RESOLUTION NO. 05 -027 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS, ADOPTING THE MOBILITY AND MASTER THOROUGHFARE PLAN, AS AN ELEMENT OF SOUTHLAKE 2025 PLAN, THE CITY'S COMPREHENSIVE MASTER PLAN. WHEREAS, a Home Rule Charter of the City of Southlake, Texas, was approved by the voters in a duly called Charter election on April 4, 1987; and, WHEREAS, the Home Rule Charter, Chapter XI requires an update to the City's comprehensive plan elements every four years, WHEREAS, the City Council recognizes that Mobility and Master Thoroughfare is an element ofthe Southlake 2025 Plan, the City's Comprehensive Master Plan, WHEREAS, the City Council has determined that the document complies with Southlake 2025 Plan, Phase I (Vision, Goals, & Objectives) and consolidates the guiding principles and recommendations for mobility under all area plans of Southlake 2025 Plan - Phase II, WHEREAS, the City Council has deemed that the Mobility & Master Thoroughfare Plan has been formulated with adequate public input, WHEREAS, the City Council has deemed that the recommendations herein reflect the community's desires for the future development of the city's transportation network, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS, THAT: Section 1. All of the findings in the preamble are found to be true and correct and the City Council hereby incorporates said findings into the body of this resolution as if copied in its entirety Section 2. Attachment A is hereby adopted as the Mobility & Master Thoroughfare Plan, a part of the Southlake 2025 Plan, the City's Comprehensive Master Plan. Section 3. The different elements of the Comprehensive Master Plan, as adopted and amended by the City Council from time to time, shall be kept on file in the office of the City Secretary of the City of Southlake, along with a copy of the resolution and minute order of the Council so adopting or approving the same. Any existing element of the Comprehensive Master Plan which has been heretofore adopted by the City Council shall remain in fiill force until amended by the City Council as provided herein. Agenda Item 74 Section 4. This resolution shall become effective on the date of approval by the City Council PASSED AND APPROVED ON THIS 19 DAY OF JULY 2005. CITY OF SOUTHLAKE Andy Wambsganss, Mayor ATTEST: Lori Farwell, City Secretary Agenda Item 74 Attachment A Final Draft July 13, 2005 Southlake 2025 Plan - Mobility & Master Thoroughfare Plan Agenda Item 7 -J S 0 U T H L A K E 2025 Y 6., Planning Today for a Better Tomorrow SOUTHLAKE 2025 P MOBILITY PLAN & MASTER THOROUGHF FINAL DRAFT - JULY 13, 2005 W W W. CIT YOF SOLTTHLAKE. COM/SL202 5 /DEFAULT . ASP SOUTHLAKE PLANNING & ZONING COMMISSION Final Draft - July 13, 2005 EXECUTIVE SUMMARY The Southlake 2025 Plan is the city's comprehensive plan update and a blueprint for its future. It is a statement of community values and establishes a vision for the long -term growth and development of the city. On March 2, 2004, City Council adopted Phase I — Vision, Goals, and Objective of the Southlake 2025 Plan. On May 3, 2005, City Council approved the last of the area plans under Phase II of the Southlake 2025 Plan. This document consolidates all the area plan recommendations for sportation and mobility in the context of the entire city and its region. The purpos `this - plan is two -fold. The first is that it forms as a guide to all decision making as it pertai e city's transportation network and second, the document is the city's official maste or plan that establishes future roadway network. Southlake 2025 Plan: 2 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 ACKNOWLEDGEMENTS SOUTHLAKE CITY COUNCIL KEITH SHANKLAND, MAYOR PRO TEM CAROLYN MORRIS, DEPUTY MAYOR PRO JOHN TERRELL GREGORY JONES SOUTHLAKE PLAAING & ZONING VERNON STANSELL, CHAIR DEBRA EDMONDSON, VICE - CHAIN BRANDON B LEDSOE MICHAEL BOUTTE DON COONA AL Mo " -, INGER Southlake 2025 Plan: Mobility & Master Thoroughfare Plan ANDY WAMBSGANSS, MAYOR Final Draft - July 13, 2005 TABLE OF CONTENTS 1.0 Introduction 1.1 Southlake Growth Trends 1.2 Regional Growth and Mobility Trends 1.3 Purpose of the Master Thoroughfare Plan 1.4 Relationship to the Comprehensive Plan 1.5 The Transportation -Land Use Link 1.6 Connectivity & Linkages 2.0 Mobility Recommendations & Implementation Strategie 2.1 Safety & Efficiency Recommendations 2.2 Bicycle & Pedestrian Recommendations' 2.3 Connectivity Recommendations 2.4 Streetscape & Urban Design Recommendatio 2.5 Regional Transportation Recommendations 3.0 Functional Classification System, Street Typologies, and Design Standards 3.1 Functional' 'cation System 3.2 City of��uthlake ctional Roadway Classifications 3.3 Link ng porta n and Land Use throw Street Typologies 3.4 lake's Street Typologies 3. App Stre ology by Land Use Category 3.6 Street Des tanda 4.0 Recohmended Road N Appendix A — Lev 8, e e (LOS) Descriptions Appendix B — Street S i£ic Cross - Sections & Design Standards Southlake 2025 Plan: 4 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 1.0 INTRODUCTION Transportation is the circulatory system of a city and the lifeline of the economy that carries workers and shoppers, raw materials and finished products to their destinations within the urban environment. As Southlake experiences further residential and commercial growth and approaches build -out, transportation facilities and internal movement become greater concerns. Our society is dependent upon wheeled vehicles for the movement of persons and goods. Accessibility to industrial and commercial areas, residential neighborhoods, recreation centers and other traffic generators is essential. Much planning and study i 'nef`6create a transportation system that will move goods, services and people ntly, conveniently and safely. In order to provide balance between related land -use, tip, South transportation infrastructure must be planned to anticipate future traffic demand, minimize essary traffic movement and establish a transportation system which adds to rather than detra the quality of life. The direct relationship between land use and transportation is comp different land uses generate varied intensities of traffic that influence the dei i6d for transp ortation systems, and transportation systems influence the develop of land use activities. Recognizing this inter - relationship, them t be a coordinat ntinuing and comprehensive effort in planning transportation systems se. Any transportation system planned shoul alan reds of-automobile mode of transportation and non- autoMobile modes of t , anon Vocal scale, this includes bicycle and pedestrian modes and at a regional scale, rail, air, and other modes of travel. A truly multi -modal approach to transportation is required in order to address existing and future local and regional mobility and air quality challenges. This introduction chapter first examines the development trends in Southlake over the past 20 years and its impact on the transportation system. This section will also look at future trends that will affect the movemeaof goods and services within the city and in the DFW metropolitan regi. The second section looks role of thoroughfare plans in the development of the city and the third section evaluates the relatiohip between the mobility /thoroughfare plan and the Southlake 20 -- Ian, Phase I and II, the comprehensive plan of the city of Southlake. The final part of the intr ory section looks more closely at the critical link between transportation and land use. 1.1 Southl, ds Southlake is a third -ring' suburban community in the Dallas -Fort Worth metropolitan area (known as the Metroplex). The city's roots can be traced to the establishment of Lake Grapevine by the Army Corps of Engineers in 1952. Since the city was incorporated in 1956, it grew from a small rural community in the 1970's to a busy suburb in the 1990's. Southlake's defining growth occurred in the late 1980's and early to mid- 1990's, as shown in the following chart. ' Third -ring suburb indicates the third suburbanization ring around the central cities of Dallas and Fort Worth Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 35000 30000 = 25000 0 20000 0 0 a 15000 10000 5000 I I I I I I I I I I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1974 1977 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 2016 2019 Calendar Year 'Effective Build -out based on the adopted 1998 City of Southlake Land Use Plan Report Date: February 2005 Source: City of Southlake Planning Department Located within 20 miles of downtown Dallas and downtown Fort Worth, Southlake offers a unique blend of excellent location, extraordinary quality of life, and available land with many natural attributes. Southlake's quality of life is among the highest in the DFW Metroplex due to its safe neighborhoods, community programs, and excellent schools. Southlake has been and will continue to be a premier location for employers and residents alike due to its strategic location between DFW International Airport and Alliance airport, available land, quality of life, educated labor force, and financial stability. To date, Southlake's growth has been characterized by large -lot residential and large- format retail development that is reinforced by single - useoning. While this suburban and automobile - oriented development pattern has served Southlake well, it has also created transportation and land use challenges that require new approaches as the community faces build -out in the next 15 vears. Southlake 2025 Plan: 6 Mobility & Master Thoroughfare Plan City of Southlake: Historical and Projected Population Large format retail uses in Southlake Typical residential uses in Southlake Final Draft - July 13, 2005 One land use challenge is developing in -fill and constrained sites on the city's major thoroughfares while maintaining acceptable levels of regional mobility. The recently completed S. H. 114 offers a unique opportunity to create a premier location for a mixed -use regional employment center. The challenge of this planning effort was to balance the role of the highway as a critical transportation link and its role as an economic development priority for the city of Southlake. Another land use and transportation challenge is to preserve and protect some of Southlake's unique rural roadways. Southlake is faced with the classic dilemma of wanting to preserve tL,,e narrow, tree -lined country lanes and to avoid the disruptions associated with the acquisfadditional rights -of- way versus an ongoing need to acquire right -of -way to accommol�� the construction of wider streets that will ultimately be required as the city develops. Wiwi ating whether or not growth is beneficial or should be encouraged, it is generally aepted V ities should plan for accommodating growth when it does occur. 1.2 Regional Growth & Mobility Trends Several regional growth, mobility, and air quality issues can affect the sustain ility of the region in general and the city in particular. The Dallas -Fort Worth (DFW) metropolitan area population according to the 2000 Census was 4.87 million, a 29 percent increase since 1990 (U. S. Census Bureau). This rapid growth is expected to continue through the year 2025 and the metro area population is projected to grow by 63% and employment by 64 percent from 2000 to 2025 (NCTCOG Mobility 2025, 2004 Update). DFW's 2025 population is projected to be nearly eight (8) million and employment is projected to be five (5) million. DFW Area Demographic Forecast 9,000,000 8,000,000 7,000,000 6,000,000 5,000,000 4,000,000 3,000,000 2,000,000 1,000,000 - t 2000 2005 2010 2015 2020 2025 2030 Year Population 0 Employment Source: NCTCOG Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Increasingly, new growth in DFW and in other metropolitan areas has been automobile oriented and has resulted in the growth of vehicle miles traveled (VMT) at a rate higher than population growth in the same areas. In fact for the period between 1975 and 1990, the national population grew at a rate of 15% while annual VMTs grew by 61 %. Areas of Moderate n Peak- Period Congestion :_ Areas of Severe Peak- Period Congestion Source: North Central Texas Council of Governments, Mobility 2025, 2005 Update. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Figure 1.2.2: 2025 Congestion Levels Final Draft - July 13, 2005 This tremendous regional growth coupled with the increasing mismatch between future transportation needs and funding required to meet future transportation needs including maintenance of existing facilities will result in worsening congestion and air quality. See the following figures (1.2.1 and 1.2.2) for 1999 and 2025 projected NCTCOG's Mobility 2025 — 2004 Update identifies sustainable development as a key objective due to the direct link between land use, transportation, air quality, and quality of life (see figure 1.2.3 below). Sustainable development is planning and policy support for increased rail mobility, mixed -use development, the utilization of existing system capacity, and access management. Specifically, the RTC has earmarked federal transportation funds for sustainable development under the Land Use /Transportation Joint Venture Program. Land Use Transportation Decisions Facilities Vehicle Miles Traveled �a U_ J w I ° Vehicle Emissions a V) 3 d � H Air Quality Conformity 2 U_ Figure 1.2.3: Relationship between Land Use, Transportation, Air Quality, and Quality of Life. (Source. ` TCOG, Mobility 2025 2004 Update) 1.3 P e of the Mast oroug �e Plan A Thor' are Plan is t ity's long -term system plan for its street network. The build -out Thoroughfare ` epresents -' e eventual, permanent street network, including maximum lanes and rights of way y: , �� �oroughffire planning is interrelated with other components of the planning and development process, specifically the land use plan. The Southlake City Charter, Chapter 11.06 identifies the Thoroughfare Plan as an element of the city's Comprehensive Master Plan and requires its update" every four (4) years. The thoroughfare plan is the municipality's adopted general plan for guiding thoroughfare system improvements, including the existing and planned extension of city streets and highways. The thoroughfare system is comprised of existing and planned freeways, expressways, and major streets and highways, which require wider or new rights -of -way and may ultimately be developed as four -lane, six -lane, or wider roadways. The primary objective of the thoroughfare plan is to ensure the reservation of adequate right -of -way on appropriate alignments and of Southlake 2025 Plan: Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 sufficient width to allow the orderly and efficient expansion and improvement of the thoroughfare system to serve existing and future transportation needs. Some of the benefits provided by effective thoroughfare planning are itemized below: Reservation of adequate rights -of -way for future long -range transportation improvements; • Making efficient use of available resources by designating and recognizing the major streets that will likely require higher design of improvements; • Minimizing the amount of land required for street and highway purposes; • Identifying the functional role that each street should be designed to serve in order to promote and maintain the stability of traffic and land use patterns; • Informing citizens of the streets that are intended to be developed as arterial and collector thoroughfares, so that private land use decisions can anticipate which streets will become major traffic facilities in the future; • Providing information on thoroughfare imp�ement needs which can be used to determine priorities and schedules in the c budget; and, • Minimizing the negative impacts of street widen areas and the overall community; x recognizing needed and incorporating process. eds in the Lovement program and capital construction on neighborhood t ;pr�hensive improvements may be planning 1.4 Relationship to the Comprehensive Pla This update of the Mobility and Master Thoroughfare Plan is a component of the Southlake 2025 Plan, the city's Comprehensive Master Plan. The following goals and objectives from the Southlake 2025 Plan — Phase I have guided the devel gQnt of the area plans in Phase II and the consolidated Mobility and Master Thoroughfare Plans: Goal 1 Objective 1.2: Promote the creation /preservation of attractive, pedestrian friendly s with pleasing vistas that limit the visual impact of the automobile. Goal 2, Objective 2.1: Facilitate housing products that are consistent with Southlake's vision for quality nqighborhoods which emphasize design details for homes, streets, open spaces, recreational af'oWies, etc. Goal 3, Objective Tf: Promote the development of commercial and mixed -use development with an emphasis on design detail and performance standards such as building and street design, pedestrian /automobile orientation and transition to adjacent uses. Goal 4: Develop a transportation system that minimizes traffic congestion, provides alternatives to the automobile, promotes energy efficiency, and allows expanded opportunities for its citizens to meet some routine needs by walking or bicycling. The design of the transportation system should act as a framework that gives the city "character and functionality". Southlake 2025 Plan: 10 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Objective 4.1: The Thoroughfare Plan -a component of the comprehensive plan—should address safety, design, and aesthetics elements such as landscaping, street design, lighting, sidewalk design, traffic calming, signage etc. in order to provide a distinct image for the City. Objective 4.2: Provide a street network that allows residents /workers to travel effectively to shopping areas, schools and places of employment without having to travel on the city's major arterials (FM 1709, FM 1938, or SH 114), while minimizing cut - through traffic in residential neighborhoods. Objective 4.5: Ensure that an adequate transports . , ystem on -site and to the site is provided or planned prior to the approval of any land ups that create significant traffic demand. Objective 4.6: Mixed -use developments should encourage a pedestrian - friendly environment and minimize the need of the automobile for convenience shopping, work, or leisure trips. Objective 4 redesigning mobility on existing roadways or when roadways. Objective 4.$: Partner IMP - W i , th adjoin m�' munities and the North Central Texas Council of Governments COG) to study the impact of the future light/commuter rail corridor proposed along the ` elt rail line, adjacent to SH -26. Evaluate and determine appropriate land us esignations along the rail corridor. Goal 6: Preserve effective and efficient professional police, fire and communication services. Objective 6.1: Support the provision of facilities, equipment and roadways to achieve desired emergency response times throughout the city. 1.5 The Land Use - Transportation Link There is a significant relationship between land use and transportation decisions. The location of existing and future development has a strong influence on the demand on transportation system in terms of street capacity, traffic flow, traffic distribution, transit use, and pedestrian- orientation. Similarly, changes in transportation facilities such as new highways, capacity increases on existing roadways, and the design of such facilities affects both the Southlake 2025 Plan: 11 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 accessibility to land uses and the type of development that the transportation facility attracts. Because of this relationship, it is important to plan for both land use and transportation simultaneously. • • ♦ ♦; :•'� d., i • • a Conventional suburban development creates a greater demand on arterial and collector streets. ♦ a ■ Traditi = al gAl street network di es traffic and fa; tes biking and walking.'`" Increasingly, transportation is more about getting people most efficiently to their destinations instead of just moving cars. National, state, and local agencies are recognizing the importance of treating our transportation systems as networks to get people from the places in which they live to shopping, work, schools, recreation facilities through a variety of modes of transportation, including walking, biking, or transit. In an era where air quality andM",` ffic congests % are affecting the quality of life in our communities it is import t o pr($ tively plan ou . dway networks with alternative transportation modes. Nofif �bQ 4 nni process integrate different modes of O s transportati shou�k- o be p1 �� the design quality of our thoroughfares and residential` reets a i pr6 and livability of our streets. Moving cars is balanced against other desired qu of tli �vet,z` - such as its value as an "address ", its retail friendliness, and its role as ° `premiere',,public space of the community. In addition, transportation systems design should be integrated with land use decisions that support multiple modes of transportation, reduce the reliance on the automobile, and enhance livability, economic opportunity, air quality, and the quality of life. This includes mixed use, pedestrian- oriented development with an interconnected network of streets. 4 The urban form of our communities has an impact on the walkability of our neighborhoods. Higher degrees of suburban forms of development that are more automobile- oriented have significantly higher negative health impacts. Thus transportation and land use decisions have significant impacts that need to be addressed holistically to balance transportation and livability goals. Southlake 2025 Plan: 12 Mobility & Master Thoroughfare Plan � R Final Draft - July 13, 2005 2.0 MOBILITY RECOMMENDATIONS The specific area plans under Southlake 2025 — Phase II included several mobility recommendations. These mobility recommendations included context specific recommendations for connectivity, pedestrian- orientation, safety, and design. These recommendations have been consolidated and listed under the following categories: 2.1 Safety & Efficiency Recommendations Several mobility recommendations were made in order to improve safety and efficiency of the city's roadway system. Generally, safety recommendations emphasized improving access to schools from area neighborhoods by prioritizing sidewa44moonstruction. Several intersection improvements were recommended to improve efficiency through the construction of roundabouts, traffic control devices, or turn lanes. One major recommendation included the prioritization of a median study to evaluate the feasibility of medians along the city's major thoroughfares. Medians would improve safety, efficiency, and improve the visual integrity of the city's major corridors. .. Other recommendations included: 1�c • Explore traffic management techniques that help make the existing transportation system more efficient and safe. • Prioritize pedestrian safety and acces - to ar!!s�hdo sporting facilities (e.g., Dragon Stadium), and city p1rk facilities (e.g., Bicentennial P ). Specifically, designate a school zone along F.M. 1709 in the vicinity of Carrot Pte nior High School. • Provide the necessary road improvements to enhance access and safety to the DPS North Facility. Improve Dove Street from the DP North station to the White Chapel intersection to accommodate emergency veh cle traffic in and out of DPS North station. Control the intersection at White Chapel /Dove through signalization or other means to allow emergency'°vehicles transverse the intersection expediently and safely during emergency response calls. x,.,- • Evaluate the feasibility of a tr control device at the Highland Ave. and White Chapel Blvd. intersection in �°'� junctiin with an evaluation of the optimal cross section for White Chapel Blvd. If Dove Street to F.M. 1709 by means of a traffic study with the goal of moving traffi iciently and safely to and from neighborhoods, schools, and S. H. 114. • Evaluate intersection improvement options at White Chapel and Continental Blvd., such as a roundabout, pavement markings, crosswalks, etc. • Convert one south bound lane of White Chapel at F.M. 1709 to a right -turn only lane. • Limit industrial traffic access to S.H. 26. • Determine the optimal roadway cross section for Kirkwood Blvd. extension through the Aventerra properties to promote safe automobile and pedestrian connectivity through any proposed development. • Evaluate intersection improvements at Shady Oaks Drive and Dove Street. Southlake 2025 Plan: 13 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 • Complete intersection improvements at F.M. 1709 & Randol Mill Ave. and Randol Mill & Johnson Road in conjunction with the completion and connection of the F.M. 1938 improvements in the Town of Westlake to reduce congestion. • Construct the Kirkwood Blvd. extension in conjunction with development north of S.H. 114 and south of Highland Ave. and Dove Street. Primary future access for development located between S.H. 114 and Highland Ave. /Dove Street should be on either the S.H. 114 frontage road or Kirkwood Blvd. extension. Primary access onto Highland Street and Dove Street is discouraged. Work with the Carroll Independent School District (CISD), residents, and adjacent property owners in the determination of kertion irkwood Blvd. extension alignment through the Carroll Ave. /Highland Ave, area. The ultimate alignment should be designed such that the impact on existing church (Christian Fellowship), CISD Intermediate School, Johnson Elementary, and nearby residential subdivisions (Highland Estates, Stanhope Addition) is minimized to the greatest extent possible. • Evaluate the feasibility of changing Carroll A x`r: from a 4 -lane divided facility with a planted me with sic • Evaluate the feasibility of an exit from S. qst -b Blvd. to enhance access to the south side of S. Carroll Ave. as a viable retail /office area. • Fund the design and constructiotilVap integrated sou F.M. 1938 (Randol Mill Ave.) ext the t L • Protect existing neighborhoods fro a S.H. 114. M. 1709 to Continental Blvd. to walks on both sides of the street. directly to White Chapel vee White Chapel Blvd. and minimizing the impact of neighborhood. with development along • Upgrade Crooked L retaining the existing 2 -lan ity. If property along Crooked Lane is developed ,a„ trial land uses recomm�id limiting truck traffic from accessing Kimball Avenu • As a general rule, the required cross - sections and rights -of -way are recommended to provide at least a level . f service "1y" for build -out traffic volumes. • Recommend that Publi Works conduct a speed limit study on the city's major roadways to establish appropriate speed limits that promote safety while efficiently moving traffic. Such a study should prioritize Carroll Avenue, Kimball Avenue, and the access roads of S.H. 114. Specifically, the speed limits on residential streets should be evaluated in order to maximize pedestrian safety to be 25 miles per hour or less. 2.2 Bicycle & Pedestrian Recommendations A major priority in this planning effort has been improving pedestrian and bicycle mobility and access. Most existing developments in Southlake, residential and commercial, do not have sidewalks and retrofitting the entire city would be cost prohibitive. However, there are limited funding opportunities through grants, general funds, and trail bonds that need to be maximized. A comprehensive plan to address pedestrian mobility in existing city neighborhoods needs to be developed. Such a plan would identify the critical areas for pedestrian linkages, identify funding, street retrofit options, and develop policy recommendations to prioritize the implementation of the plan. See Appendix A for level of service (LOS) descriptions. Southlake 2025 Plan: 14 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 With respect to new development, the following recommendations were made: • Continue to improve bicycle and pedestrian circulation. Develop an interconnected system of trails and sidewalks along all public and private streets to maximize pedestrian connectivity between neighborhoods, shopping, employment areas, schools, parks, and intercity /regional trail systems where feasible. This would be implemented by amending development ordinances to require all development to provide sidewalks along all public and private streets. • Create an interconnected network of linear greens through the e loyment center areas north of S.H. 114. Provide linkage from the employment ar o J sting and future bicycle and pedestrian trails identified on the Master Path Plan. • Improve pedestrian access on F.M. 1709 between Carroll" Awe and Central Avenue by evaluating options for pedestrian crossings — both at- g#`�de and A"ove grade pedestrian bridge options. • Maximize pedestrian connectivity to schools to Dragon Stadium adjoining neighborhoods. • Encourage the development of a pedestrianyay al¢floodplains an eeks to provide alternative connectivity between neigh b � o Wand' "adjacent co ercial development. 2.3 Connectivity Recommendations One of the key opportunities for enh Gins, mo P i `ity in So lake is to improve connectivity. A well- connected street network: Provides more route options; • Decreases travel distances by providing more direct routes to destinations; • Disperses traffic, rather than concentrating traffi on fewer roads; and • Encourages bicycle and pedestrian travel by providing more direct routes and minimizing barriers to non - motorized travel (such as cul -de- sacs). Pe estrian an " icycle connectivity is recommended between all neighborhoods, shopping, employment areas, schools, parks, and intercity /regional trail systems where feasible;, his may be accomplished through the development of an interconnected system of trails an ti_jewalks along all public and private streets. Specific recommendations may be found in t Southlake Pathways Plan. Further, automobile, pedestrian, and bicycle connectivity is encouraged between adjoining commercial developments. This will reduce auto trips and turning movements on the arterial roadways and improve level of service. Pedestrian, bicycle, and automobile connectivity is also recommended in residential areas, despite the prevalence of cul -de -sacs. Residential cul -de -sacs limit traffic volumes, decrease traffic speeds, and help to create a sense of security. However, they also limit access to facilities typically found in and around neighborhoods, such as parks and schools. Connected residential streets can be designed to provide the same beneficial features of cul- de -sacs while also providing access to neighborhood facilities and minimizing cut - through Southlake 2025 Plan: 15 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 traffic. Well- designed connected residential streets tend to have short blocks, narrow widths, and other traffic calming features as appropriate. Specific options and recommendations for traffic calming in Southlake will be explored in a later report. Specific recommendations for connectivity include: • Evaluate connectivity around the senior center based on future development patterns. • Evaluate connectivity around the northwest corner and southeast corner of F.M. 1709 and Carroll Ave. in conjunction with proposed development. • Evaluate street connectivity between T.W King and White Cha Blvd. at the time of development of the Oien property. • Encourage automobile and pedestrian connectivity betweet 'adjoining commercial developments. This in turn will reduce auto trips and ing movements on the arterial roadways and improve level of service. *Iic� • Provide connectivity throughout the planning ar ce veh on S.H. 114 and F.M. 1709. 2.4 Streetscape & Urban Design Recom The following recommendations combined with the stre. pology concepts (see section 3) will address the current lack of a lin een transportatY�� d land use decision making: • Develop the extension of F.M. 193 o to S.H. 114 as a " way" with a trail, street trees, medians, berms, and vegetative barriers that preserve and enhance the character of area along Randol Mill. • Prioritize the un rtakin of a median study that inclaTes the following street sections: • F.M. , - from White Chapel Blvd. to Kimball Ave., • Carr from F.M. 1709 to Breezeway, and • Brumlow Ave:. front. Continental to S.H. 26. o . F.M. -,1709 Drive to Carroll Avenue); o White Chapel Blvd.;; o Dove Street kA art of this me = study valuate the feasibility of designating Carroll Ave. from F.M. 171to Contine' -1 and Brumlow Ave. from Continental to S.H. 26 to a 4 -lane divided way" w ' medians, landscaping, and sidewalks on both side of the street. Specific l a pa f the median study, develop F.M. 1709 ( Southlake Blvd) from Village Cent to Carroll Ave as a "boulevard" with sidewalks, street trees, medians, and b dings that establish that portion of Southlake Blvd. as the heart of the community's owntown. Utilize any available bond financing for streetscape improvements to this stretch of F.M. 1709 and Carroll Ave. Develop a unique intersection treatment at F.M. 1709 and Carroll Ave. to create a sense of place and arrival at Southlake's Downtown as a part of the median study. • Establish design characteristics in addition to technical standards for all identified streets in the planning area. • Preserve the character of S. White Chapel Blvd. from F.M. 1709 to the southern city limit line along Bear Creek. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan 16 Final Draft - July 13, 2005 • Enhance and improve the visual aesthetic of the S.H. 114 & F.M. 1709 corridors. • Evaluate the feasibility of a planted median on F.M. 1709 from Village Center to Carroll Avenue. • Develop a unique intersection treatment at Carroll Ave. & F.M. 1709. • Retain tree cover along rural cross - section roadways. • Consider enhancements to develop the intersection of F.M. 1709 and Pearson Lane as an entry portal to the city. • Preserve the rural, 2 -lane character of Dove St and Shady Oaks Drive. 2.5 Regional Transportation Recommendations J^ Given future regional congestion and air quality problems, current North Central Texas Council of Governments' (NCTCOG) studies show that a large gap exists between funds available for transportation improvement projects and the transportation improvements needed to even maintain existing levels of service in the regions main transportation network. Regional transit efforts are underway to address this gap and provide multiple modes of transportation. Specifically, this planning effort identified the Commuter Rail line along t e Cotton Belt Corridor as an opportunity to provide such improved mobility to regional activity centers. In addition, the plan recommended the evaluation of the feasibility of a "rubber tire" trolley system that would provide an innovative connection between existing and future hotels, retail, office, and entertainment along the S.H. I %st as well as provide service to the future Cottonbelt commuter rail stations. Southlake 2025 Plan: 17 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 3.0 FUNCTIONAL CLASSIFICATION SYSTEM, STREET TYPOLOGIES AND DESIGN STANDARDS Southlake, as a majority of the communities in the United Sates, has adopted the Federal Highway Administration (FHWA) functional roadway classification. This functional classification system groups roadways into classes, or systems, according to the character of the traffic service that they are intended to provide. This functional classification system largely is based on moving traffic and generally ignores the different contexts among different roadway functions. In order to address the context and design related elements of any roadway in the city, an alternative classification system of street typologies is rec endeol , Street typology classifications are meant to be overlaid on top of the conventf� 1 fun t 1 classification system. The street typology designation would then pro ' her s . rds for a specific roadway cross section. 3.1 Functional Classification System The FHWA functional classification system of roadwT' Is the predominant method for roadway classification used by transportation planners (see figure below). This classification ranges from arterials that are streets meant for high speed long distance travel, carrying large volumes, and not hindered by local access. And at the other end of the spectrum, a local street, meant to feed other streets, carrying small volumes at low speeds. And in between, a collector street that collects traffic from local streets, maybe has fronting commercial uses like commercial, and feeds the arterial system. A Functional proportion of Service 4 Service Provided System Arterial Provides the highest level of service at the greatest speed for the longest Mobility a uninterrupted distance with some degree a of access control. Collector Provides a less highly developed level of service at a lower speed for shorter distances by collecting traffic from local roads and connecting them with U arterials. Local Consists of all roads not defined as Land Access arterials or collectors; primarily o providing access to land with little or no ° through movement. Source: Flexibility in Highway Design, http:// www .fhwa.dot.gov/environment/flex/ Southlake 2025 Plan: 18 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 The Federal Highway Administration (FHWA) groups all streets into one of the three (3) highway functional classifications listed below, depending on the character of the traffic and the degree of land access allowed: 3.1.1 Arterial Streets A. General Characteristics Arterials are designed to provide a high degree of mobility and generally serve longer vehicle trips to, from, and within urban areas. The arterial system interconnects major urban elements such as the Centr siness District, industrial facilities, large urban and suburban commercial ce r residential areas, and other key activity centers. Movement of people and goods, also known as "mobility," ra ban access to adjacent land uses, is the primary functl of an arterial street. Art treats serve a citywide function and are, therefore, ed using a broader city wi 1 , erspective. Arterials are not planned on a neighborhoo level since the result wo I` be discontinuity and a breakdown in the street's c "de or regional function. Posted speed limits on arterial facilities generally range between 35 and 45 mph, varying based on the type of area being served. Arterial streets through compact central business districts accommodate the lower end of the speed range, while higher speeds are found on facilities in outlying areas. Traffic volume and capacity of an arterial street ,re dependent, in part, on the number of through and turning lanes, signalizati . -he number of driveways and access points, and the volume of bus and truck tr e volumes and capaci f enals can range from 10,000 vehicles per day on a ne arterial to 75 000 ides on a six -lane arterial. With an emphasis on mobilifT,W arterial facility is generally designed to . ccommodate vehicle trips in the form of passenger cars, trucks, and buses. Bicycle acilities may be provided. Pedestrian facilities are always provided, but the width of se facilities varies depending on adjacent land use and the level of pedestrian . aF . View of EM. 1709, a principal arterial Southlake 2025 Plan: 19 Mobility & Master Thoroughfare Plan View of EM. 1938 at F.M. 1709 Final Draft - July 13, 2005 B. Designation Criteria The criteria for arterial street classification are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of arterial streets. Not all of the criteria need to be met in designating an arterial street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Consists of a grid of streets generally spaced at 1 to 1.5 mile intervals; • Serves as a significant street citywide, accommodating trips of 5 -10+ miles between destinations; • Provides connectivity between other arterials (e.g. connects parallel north -south or east -west arterials); • Provides connectivity between or to freeway interchanges; • Accommodates existing or future average daily traffic volumes of 20,000 or greater (individual segments may accommodate ower volumes); • Provides significant restrictions on driveways an ther access points 'o adjacent land uses; • Operates and is designated as an arterial street in adjacent jurisdictions; • Generally accommodates speeds of 30 mph or greater; • Provides traffic signals at major intersections and driveways, generally spaced at 1/3- to 1/2- mile intervals; • Functions as a significant truck or emergency route; • Provides 4 or more travel lanes; and • Serves higher- intensity land uses, ge street. y commercial land uses, adjacent to the 3.1.2 Collector A. General Characteristics Collectors are designed to provide a greater balance between mobility and land cess within residential, commercial, and industrial areas. The makeup of a for facility i . l rgely dependent upon the density, size, and type of abutting denents. Pd speed limits on collector facilities generally range between 25 and 3 W Tr c volume and capacity can range from 5,000 vehicles per day on a two -lane ' p to 20,000 vehicles per day on larger multi -lane facilities. Emphagizing balance between mobility and access, a collector facility is designed to better accommodate bicycle and pedestrian activity while still serving the needs of the motoring public. Southlake 2025 Plan: 20 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 View of a rural cross- section collector View of a collec ith medians Johnson Road Southridge Lakes ay B. Designation Criteria The criteria for collector streets are a `inatiori �f quantitative Sue subjective measures that are applied to both existing and future characteristics of collector streets. Not all of the criteria ed to be met in designating a collector street, and some criteria carry more wei others. The folloe jng criteria are listed in order of relative importance or weigh A • Consists of a grid of streets generally spaced at V2 -mile intervals; • Serves as 4 locally significant street (accommodates trips of less than 5 miles distance tween neighborhoods, or between destinations within the city); • Provides connectivity a between arterials (e.g. connects parallel north -south or east - west arterial orb P een other collectors; • Provides connective tween important neighborhood activity centers such as oniniercial areas, schools, parks, and residential neighborhoods; • Accommodates existing or future average daily traffic volumes of 20,000 or less (individual segments may accommodate slightly higher); Operates as and is designated as a collector street in adjacent jurisdictions; ccommodates speed�'of 25 mph or greater; • ' :vides limited restrictions on driveways and other access points to adjacent land u • Pro t ffic signals at major intersections and driveways, generally spaced at 1 /4 - to 1 ile intervals; • Functi s as a local emergency route; • Provides no more than 2 -4 travel lanes; and • Serves all levels of land use intensity adjacent to the street with residential uses in mid -block locations and commercial uses at key intersections with other collectors or arterial streets. Southlake 2025 Plan: 21 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 3.1.3 Local Streets A. General Characteristics The design features of local facilities are influenced less by traffic volumes and are tailored more to providing local access and community livability. Mobility on local facilities is typically incidental and involves relatively short trips at lower speeds to and from collector facilities. Because of their "neighborhood" nature, travel speeds are generally lower than collectors and arterials. Posted speed limits on local streets generally range between 20 and 30 mph, depending on available right- of- way,,and the adjacent land uses. Traffic volumes on local streets are generally less Tian 5,000 vehicles per day, and also vary depending on available right-of-way-44d the adjacent land uses. Pedestrian and bicycle safety and aesthetics are generally high priorities on local streets in residential and commercial areas. Wider travel lanes and broader turning radii to accommodate larger vehicle size are major considerations on local streets in industrial areas. - ypical residential str� in Southlake. Main Street, Southlake - a local commercial street. 3.2 City o` outhlake A Funeti&nal Roadway Classifications In addition to arterials, collectors, and local streets, the city of Southlake also has the following classifications for roadways: Freeways - A freeway is a controlled access major arterial designed to carry high volumes of through traffic. Access to and from the freeway is allowed at ramps and interchanges. These facilities are designed to permit high -speed merging and diverging maneuvers with minimum disruption to the mainline traffic. Freeways have maximum traffic carrying capacity but minimum access to adjacent property. Traffic capacities are generally from 60,000 to 200,000 vehicles per day (vpd). Freeways generally serve inter- regional as well as local trips. They are ordinarily designed and constructed by the Texas Department of Transportation (TxDOT). Southlake 2025 Plan: 22 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Freeway Frontage Roads — Provide a means of connecting the local arterials to the freeways and providing controlled access to adjacent property. Trip length is generally less than one mile. Drive. 3.3 Linking Transportation and Land Use through Street Typologies Current trends in transportation (Bu au ortation'tatstics) indicate the following statistics that require a more compreheW "approach to land use and transportation planning: • 2/3 of all trips are less than 3 miles to shopping, errands, schools, churches, and other destinations. • 45 percent of daily trips are taken for sh ping and errands • 27 percent of daily trio s arsocil and ecreational, such as visiting a friend • percent of daily trips are taken for commuting Vehicle miles traveled have increased exponentially over the past 20 years and the FW average vehicle miles traveled per household is 45 miles per day. Desi pedestrian- oriented developments with a network of connected streets and mix of uses ha%6�potential to reduce vehicle miles traveled, increase pedestrian modes of travel, and improve livability. To this end, the limited street types based on a functional classification are potentially inadequate in reflecting the wide palette of streets and modes needed for mobility in our cities. This context - sensitivity in street design should also better address the link between transportation and land use. Street typologies augment the functional classification system of arterials, collectors and local streets. As described, the functional classification of a street broadly defines its design and operational characteristics as they relate primarily to the movement of motor vehicles. By contrast, the street typologies further define streets by relating them to the adjacent land use and their function for pedestrians and bicyclists. Street design is often less sensitive to other modes of travel when it is based solely on the traditional functional classification. The Southlake 2025 Plan: 23 Mobility & Master Thoroughfare Plan View of S.H. 114 main lanes from Gateway 1 ieij of the east - bound S.H. 114 access road at Gateway Plaza. Final Draft - July 13, 2005 design of a street, its intersections, sidewalks, and streetscapes should reflect the adjacent land uses since the type and intensity of the adjacent land use directly influences the level of use by other modes. Several cities are augmenting their conventional functional classification system. The street typologies attempt to strike a balance between functional classification, adjacent land use, and the competing travel needs. Each street typology prioritizes various design elements by looking at factors related to both the adjacent land use and the functional classification. Where sufficient public right -of -way exists, all priority design elements may be accommodated. Within constrained public right -of -way, however, trade -offs between priority design elements are required to balance the functions of the various travel modes. 3.4 Southlake's Street Typologies A street typology classification is proposed as an overlay designation over the functional street classification. This street typology classification would refine the street degn process by appropriately linking functionality with broader mobility and livability goals. reet typology classifications address the following design and mobility elements iwaddition to functionality: • Pedestrian facilities including trails and sidewalk • Bicycle facilities — both on- and off - street • Intersection treatments - • On- street parking • Traffic calming approaches • Street trees and parkway design • Median design • Compatibility with adjoining land uses and urban form • Environmental resource protection • I raffic management features • ccess management • Entry features and portal • Signage and wayfinding Southlake's stgeet typologies are: 1. Freeway' :'freeways connect major activity centers in a metropolitan region. Intersections are completely grade separated and there is no pedestrian or bicycle access. Buildings are not oriented directly to the freeway, however, they may be oriented towards the highway access roads. Some elements of parkway design are to be incorporated in the freeway design. S.H. 114 in the city of Southlake is the only roadway that would qualify as a freeway. Significant urban design recommendations, including highway landscaping, treatment of overpasses, and portal designs, for S.H. 114 were incorporated in the 1995 Southlake Corridor Study. Southlake 2025 Plan: 24 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 AM= two" fti� AK" FlufyTgYE C�6{E t THEE C1Fd +NsA'ew PY',7a73K �F� mow �C+'if4 Paf>'uHS j � LCYtf,V(i GYI,�55 r _ uvas%ws amsc smmw rsvuxs S.H. 114 landscape design recommendations -1995 ridor Study 2. Regional Boulevards These roadways a e the diverse travel needs of a region's most intensely developed activity centers. Regional boulevards contain four or more travel lanes and a wide right-of-way. They generally do not include on- street parking, but may include bike lanes, pedestrian facilities, and landscaped medians. F.M. 1709 and ;a 1938 in the city of Southlake are considered Regional ulevards. IV Images of typical parkways Regional Boulevards Southlake 2025 Plan: 25 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Regional boulevards are considered parkways when they incorporate wide landscaped medians, verges, controlled access, and separate pedestrian /bicycle facilities. The future expansion of F.M. 1938 north from F.M. 1709 to S.H. 114 is to be designed as a parkway. Boulevards Boulevards are designed to move larger numbers of vehicles (as through traffic) from one part of the city to another and to other lower level streets in the network. Therefore, maintaining vehicular movement is a higher priority than with an Avenue, but pedestrians and cyclists are still provided for in the design. In fact, the higher speeds and traffic volumes increase the need 4-safe pedestrian and bicycle treatments, such as providing adequate buffers ff6m traffic. Land uses along Boulevards can vary, but development is typically set back further from the street than on Avenues. Boulevards typically have 2 - 4 travel lanes, with turn lanes at key intersections. They can be designed with and without medians. Boulevards can change character at some ley locations adjacent to int kc commercial centers such as downtowns and - wn centers with slower and buildings defining the streets. Kimball Avenue, Carroll Av e (from F.M. 17 Ito S.H. 26), and the future extension of Kirkwood Blvd. ples of Boulevards in the city of Southlake. 4. Avenues Avenues are designed x serve a'diverse set of functions in a wide variety of land use contexts. Therefore, they are the most common (non - local) and versatile street type in:� They provide access from neighborhoods to commercial areas, between in inter -city destinations and, in limited cases, through neighborhoods. Avenues serve an important function in viding transportation choices, because the e designed to provide a balance of service for all modes of transport. They quality pedestrian access, bicycle accommodations such as multi -use trails and vvt Ob cu rb lanes, yet they may also carry significant automobile traffic. Most thorouAGres in the street network would be classified as Avenues. The llector /connector function can also be served by some Avenue cross- sections. Ru oads: These are roadways in the city that have a unique rural identity that have 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 pasres along the roadway. Where these streets need to accommodate more traffic, improvements shall be limited to addition of turn lanes at key intersections to address critical capacity needs. Flat curbs and surface drainage may be acceptable along most rural roads. Appropriate adjoining land use categories shall include low - density residential and rural conservation subdivision categories. Southlake 2025 Plan: 26 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 I 6. Local Streets Local streets are streets serving lower intensit' residential, commercial, or industrial uses in Southlake. They may be fu lassified into Main Streets, Commercial Streets, Residential Struts, and Alleys. Main Streets — are designed to be "destination" streets. They provide s to and function as centers of civic, social, and commercial activity. Main Str its are designed to provide the highest level of comfort, security and access for pedestrians. Development along Main Streets is dense and focused toward the pedestrian realm. Buildings are generally pulled to the edge of the right -of -way with no or shallow setbacks. Land uses on Main Streets are typically mixed and are generators and attractors of pedestrian activity. Because of their specialized function and context, Main Streets will r network. Suc _ and Transitio -1 1 Main Streets Commerci Streets — are designed to provide local access to retail, office, and industrial properties from boulevards. These streets shall provide primary access to adjoining properties. Thus driveway locations may be closer than along Boulevards. The primary design element along these streets is to minimize the impact of off - street surface parking facilities on to the adjacent roadway with appropriate screening. Commercial streets shall have pedestrian and bicycle access along the roadways and shall generally be between 2 and 4 lanes with appropriate turn lanes. On- street parking may be appropriate at some locations. Local streets in industrial areas shall have appropriate accommodation for truck traffic. Southlake 2025 Plan: Mobility & Master Thoroughfare Plan 27 Typical rural roads in Southlake Final Draft - July 13, 2005 Residential Streets — are designed to provide access to reside roperties from avenues and boulevards. Residential street ll incorporate tai propriate geometries for low -speed traffic (20 mile j our) and shall have pedestrian access with sidewalks on both sides of the street. Homes may have shallow or deep front yards, depending on the design of the neighborhood. Residential streets in the rural conservation subdivision land use category may be designed without curbs and gutters. Residential streets sV11be no mo re than 2 lanes wide with parking on both sides of the street. If residenets are designed with medians or central parkways, they may be no m WVes wide with on- street parking. 11 Examples of typical residential streets in a rural and neighborhood context. — include bath commercial and residential alleys. The primary goal of alleys is to p i access to service areas and parking. Commercial alleys may have to be design tz accommodate loading and unloading activity. Residential alleyways may be designed ith no curb and gutter and with shallow setbacks to rear garages. Alleys are *" commended in residential neighborhoods with lots narrower than 60 feet. This improves the street facade by eliminating ugly driveway cuts and garage fronts. Southlake 2025 Plan: 28 Mobility & Master Thoroughfare Plan Images of typical Final Draft - July 13, 2005 Typical residential anc 3.5 Appropriate Street Typology by Land Use Categoi The table below establishes the relationship between street typologies and land use categories by listing the appropriate streets in each land use category. The table in the following page illustrates the priorities and compatibility criteria of different design elements for each specific street type. Thus each land use category will then have established design priorities for the streets in that district. Land Use Category LD- Res AID- Res RCS Retail Comm. Office Comm. Mixed Use T -11 T -2 EC Town Center Street Typology Freeways X X X Regional Boulevards x X X X X X Boulevards X x X X X X Avenues Y Y X X Y X X X X Rural Roads x X Local Streets •Main treelft • Connnercial Streets • Residential Streets • Alleys ,._,,,_ Z Y X Y X x X x X x x x X x k x X X X n Southlake 2025 Plan: ?9 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Design Element Priority & Criteria by Street Typology Southlake 2025 Plan: 30 Mobility & Master Thoroughfare Plan Design Elements Pedestrian Orientation Low Medium Medium Low/ Medium um/High High Medium/ High None High Bicycle facilities Low Medium Medium Low/ Medium um/High L Medium Medium Medium None Traffic Calming /Speed None Low Medium Medium Medium/Hig igh High High High control Design Speed 50-65 45-55 30-40 25 — 40 mph 30 — 35 nM 20 — 25 30-25 20 — 25 mph <20 mph mph mph mph -`° mph mph Intersection treatments None Medium Medium Low/ Medium .High High Medium Medium Low (entry /High (limited to turn (pavement (pavement portals) lanes) treatment, and other crossing, design roundabouts, elements) . etc.) Medians, parkway design, Along Medium Medium Maintain l�High High Medium/ High Medium street trees, & access /High existing High (screening landscaping roads character (minimize of parking only 48 0tw e r surface and service parking) areas) On- street parking None -7 None Limited Limited Allowed Allowed Allowed Allowed None Access managements High High Medium Medium Medium Medium Medium Medium None Resource Protection Low Low/ Medium High High Medium/ Medium High Medium / Medium High High Signage & Wayfinding Highway Auto- Auto- Limited Limited Pedestrian District None None oriented oriented oriented sgnage sgnage oriented specific Building orientation & Limit impact of big boxes and Deep setbacks; Towards the street and Minimize Limit impact Parking design surface parking (corridor overlay limited impact pedestrian surface of parking facilities and standards/ form standards) along roadway High level of design detail parking garages along service areas required along the street roadways Southlake 2025 Plan: 30 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 3.6 Street Design Standards The following cross sections attempt to combine the functional classification system with the street typology designation. These cross sections are recommendations only and specific site and context conditions may warrant changes to the sections. However, the design element priority by street typology table should be consulted for design direction on various street elements. Establishing street design standards assists a city in achieving locally- appropriate urban design and establishing a distinct image for the city. Several streets have specific cross section and design recommendations approved by City Council at the time that those streets were added on to the Master Thoroughfare Plan. Such design recommendations have been retained in this plan and are included in Appendix B. Southlake 2025 Plan: 31 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Street Adjacent Land Uses/ Design Characteristics Classification Typology Land Use Category F.M. 1709/ Regional Lower intensity office /residential uses at • Improve visual appeal by street tree plantings F.M. 1938 Boulevard mid -block locations and higher- intensity along the right -of -way. retail uses at major street intersections. . Improve pedestrian connectivity by requiring all Principal new development to provide sidewalks /multi -use Arterial Retail Commercial, Office Commercial, trails on both sides of the street. • 130' R- Mixed Use, and T -1 /T -2 Transition La . Recom A nd multi -use trails for bicyclists due to O -W Use Categories speed differentials. Evaluate wider - outside lanes • 5 -lane for bicycle users. undivided • High degree of access control and recommend • No on- adjoining uses to share driveways and provide 14 street cross access easements. parking • Minimize the visual impact of parking along the • 45 -50 right of way through the use of vegetative fences, mph berms, or relocation of parking to the side or rear design of buildings. speed ti id Cross section of Southlake Blvd. and Davis Blvd. south of F.M. 1709. Southlake 2025 Plan: 32 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Classification A6D Principal Arterial • 124' R -O -W • 6 -lane undivided • No on- street parking • 45 - 50 mph design speed Street Adjacent Land Uses/ Typology Land Use Category Boulevard Lower intensity office and retail uses at mid -block locations and higher- intensity retail uses at major street intersections. Retail Commercial, Regional Retail, and, Mixed Use Land Use Categories. 11 Kimball Ave. between F.M. 1709 and l Trailf I N` -- I Sidewalk Panay Travel Lane Travel Lane Travel Lane 5' (min.) , W (min.) I, 11' (min.] I, 11' [min.] 11' (min.) Design Characteristics • Limit driveway access to improve mobility. • Improve visual appeal by street tree plantings along the right -of -way. • Improve pedestrian connectivity by requiring all new development to provide sidewalks /multi -use trails on both sides of the street. ux • Recommend providing wider - outside lanes for bicycle users or designating the outside shoulders as bike lanes. • Minimize the visual impact of parking along the right of way through the use of vegetative fences, berms, or relocation of parking to the side or rear of buildings. � SO Train Median/Turn Lane Travel Lane Travel Lane Travel Lane Parkway Sidewa 14' -0" 11' (min.) I, 11' (min.) 11' (min.) , ii' (min.) 1,5(MiF Southlake 2025 Plan: 33 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Classification Street Typology Adjacent Land Uses/ Land Use Category Design Characteristics A5U Boulevard Higher intensity retail and office development. ' ._ Limit driveway access to improve mobility. Principal Arterial Retail Commercial, Regional Retail, and Mixed Improve visual appeal by street tree • 84' R -O -W Use Land Use Categories are appropriat e. along the right -of -way. • 5 -lane klantings • rove pedestrian connectivity by undivided requiring all new development to provide • No on- street sidewalks /multi -use trails on both sides of parking the street. • 35 -40 mph • Recommend providing wider - outside lanes design speed for bicycle users or designating the outside shoulders as bike lanes. • Minimize the visual impact of parking along the right of way through the use of vegetative fences, berms, or relocation of varkin4 to the side or rear of buildim4s. f t Y Jam Southlake 2025 Plan: 34 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Street Adjacent Land Uses/ Design Characteristics Classification Typology Land Use Category A413 Boulevard/ Low intensity office /residential . Boulevard cross-section with street tree plantings at the Avenue uses at mid block locations and median and par 'ways. Principal Arterial medium intensity retail uses at . Increased rights -of -way are conducive to creating a • 100' — 88' R- key intersections. pedestrian canopy over sidewalk/trail. O - w • On- street parking may be permitted in limited situations. • 4 -lane Retail Commercial, Office . Access management is important, specifically if divided Commercial, Mixed Use, Town medians are recommended. • No on- street Center, EC, T- 1, T- 2, and . Protect existing environmental resources specifically parking Medium Density Residential Y mature tree stands, steep grades, etc. • 35 -40 mph uses (at mid -block locations .� it the impact of surface parking and large format design speed only). through appropriate screening and articulation sta s. . 1 Sidewalk Parkway Travel Lanes Median Travel Lanes Parkway Sidewalk 5 (mina 6' (min) 25' (max.) 14' (min.) 25 (max.) 6 (min) 5' (min,) 100'- 88' R -O -W Southlake 2025 Plan: 35 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Street Adjacent Land Uses/ Design Characteristics Classification Typology Land Use Category A2U Avenue/ Residential with limited Avenues: Rural low intensity office or . Form the principal pedestrian and bicycle system and hence Arterial Road retail uses. require sidewalks and /or multi use trails on both sides of the • 88' R -O -W street. • 2 -lane Avenue — all land use • Low design speed undivided categories . Attention to intersection!esign with roundabouts, pavement • No on- street Rural Road - Low dings, crosswalks, neighborhood entry features, etc. parking Densit Y Residential and , • level o landscaping design of parkways and medians • 30 -35 mph Rural Conservation ' me s �ees and buffer yard treatments. design speed Subdivision . Limit` t on existing environmental resources in the design of the ro • Buildings g., ly oriented towards the street with pedestrian- oriented devel t, specifically in the Transition, Town Center, and EC nd use categories. Rural Road: See next classification (C2U) A , 3 r Parkway Trail Parkway Travel Lane Left Turn Lane Travel Lane Parkway Sidewalk Parkway $' (min.) 6' (min.) 6' (min.) 13' 12' 13' 6' (min.) T (min.) 6' (min.) 88' R -O -W Southlake 2025 Plan: 36 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Classification Street Typology Adjacent Land Uses/ Land Use Category Design Characteristics C2U Collector Avenue/ Typically residential or lower Avenue: See previous classification (A2U) Rural intensity commercial uses. Rural Ro ,.d: • 84' R -O -W. Road • ediuK low pedestrian orientation with multi -use • 2 -lane undivided; Medium Density Residential, ils ono , or both sides of the street providing with turn lanes at Office Commercial, T -1 /T -2 onnectivity between neighborhoods and to non - key intersections. Transition Land Use Categories. residential use " curb- • 30 -35 mph • ally lacking in gutter. design speed. evel of resource protection with an emphasis on • Typically no on- eaving the road as natural as possible by retaining any street parking ture street trees along the roadway. allowed. • intersection improvements to turn lanes and rou As where appropriate. Narry lane- widths conducive to lower -speed traffic. access control due to existing nature of 'evelobment along these corridors. Southlake 2025 Plan: 37 Mobility & Master Thoroughfare Plan Continental Ave. at Davis Boulevard Final Draft - July 13, 2005 Functional Classification Street Typology Adjacent Land Uses/ Land Use Category Design Characteristics C2U Collector Rural Low intensity residential or rural estate . Medium to low pedestrian orientation with multi- 0 70' R -O -W or Road residential. use trails on one or both sides of the street 60' R -O -W. providing connectivity between neighborhoods • 2 -lane undivided; Low Density Residential or Rural and to non - residential uses. with turn lanes at Conservation land use categories. . Usually lacking in curb - gutter. key intersections. • High level of resource protection with an • 30 -35 mph emphasis on leaving the road as natural as design speed. �`� possible by retining any mature street trees • Typically no on- along the roadway. street parking Limit intersection improvements to turn lanes allowed. nd roundabouts where appropriate. • w lane - widths conducive to lower -speed Low access control due to existing nature of development along these corridors. View of Johnson Road Southlake 2025 Plan: 38 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Classification Street Adjacent Land Uses/ Typology Land Use Category Design Characteristics Local Street Main Street Pedestrian oriented . If mainly connecting commercial (both retail and office) land • 2 -4 lane mixed use development — uses, wider sidewalks (8') are recommended. divided or primarily retail, office, . If the predominant adjacent uses are residential, then sidewalks undivided. civic or residential uses. shall be a minimum of 5'. • 50' — 60' R- • Street trees should separate the roadway from the sidewalk. O -w T -1 or T -2 Transition, • Extremely low design speeds. • 20 — 25 mph Employment Center, and . Parallel or angled on- street parking permitted. design eed. � P Town Center land use Limited driveway cuts with parking areas accessed from alleys. • On- street categories. . Surface parking to be located to the side or rear of the building parking or screened with vegetative fences or berms. allowed. • Pedestrian- oriented streets with crosswalks and buildings built close to the street. • Pedestrian scaled buildings. TREE WELLS IN PARKING LANE r 1 CURB EXTENSIONS U ..: -* - SIDEWALK � ��-+ �-+ �-+ L SIDEWALK TREE LAWN ` \ TREELAWN " PARKING PARKING TRAVEL TRAVEL TRAVEL TRAVEL Typical design of Main Streets Southlake 2025 Plan: 39 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Functional Street Adjacent Land Uses/ Design Characteristics Classification Typology Land Use Category Local Street Commercial Auto - oriented retail and office uses. • Designed to accommodate pedestrians with • 2 -4 lane Street sidewalks /trails along both sides of the street, divided or Mixed Use, Retail Commercial, Office although street is not totally pedestrian oriented. undivided. Commercial, and Employment Center . Aggressive traffic calming with narrow streets • 50' — 60' R- land use categories. and on- street parking conducive to low traffic O -W. speeds • 20 — 25 mph Street and buildinddesign to minimize impact of design speed. uto- oriented uses such as surface parking and • On- street drive - through facilities. parking Unified signage and wayfinding with directory allowed. signage for larger retail developments. 'w *•..[Sub _- _ - f AV Screening of parking areas Typical local streets in commercial areas. IN Southlake 2025 Plan: 40 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 4.0 RECOMMENDED ROADWAY NETWORK In addition to the recommendations in the previous sections, several recommendations were made to change or refine existing roadway classification designations. This recommended roadway network was developed using the 1997 Thoroughfare Plan as a starting point and the 2004 Traffic Count Report as a guide. A list of changes from the 1997 Thoroughfare Plan is in the following table. No. Street 1997 Proposed Designation 2005 Designation 1 West Dove St. (west of S.H. 114) and East A5U - 94' A2U - 94' ROW Dove St. (east of Kirkwood Blvd.) ROW nes w /turn lanes at 2 Dove St. (between S.H. 114 and Kirkwood A5U - 94' AV - 94' ROW Blvd.) ROW Sams School Rd. A4U- C2U -74' ROW R �,, (2 lanes w /turn lanes at key intersections) 4 White Chapel Blvd. (between Chapel A5U - A41) - 94' ROW Downs Dr. and E. Dove St.) ROW 5 White Chapel Blvd. (between F.M. 1709 A5U - 84' A41) - 94' ROW and Chapel Downs Dr.) ROW 6 White Chapel Blvd. (between F.M. 170 5 S94 U - 94' ROW and Continental Blvd.)nes w /turn lanes at key intersections) (Changed to 88' R -O -i) 7 White Chapel Blvd. (so. Continental A2U - 84' ROW Blvd.) (�, -. (2 lanes w /turn lanes at key intersections) (Changed to 88'R-0- 9) 8 Peytonville Ave. (from approx. 1400' south A5U - 84' A41) - 94' ROW F.M. 1709 to approx. 650' north ofFIXt. ` ROW 9 So arroll Ave. (between . , ,1709 and A4U - 80' A4D - 80' ROW Continental Blvd.) ROW (Changed to 88'R-0- H) 10 Bnunlow Ave. A5U- 88' A41) - 88' ROW ROW 11 Continental Blvd. (east ofSouth Carroll A3U- 94' C2U- 84' ROW Ave.) - ROW (2 lanes w /turn lanes at key intersections) 12 Continental Blvd. (between Davis Blvd. A3U- 84' C2U- 84' ROW and South Carroll Ave.) ROW (2 lanes w /turn lanes at key intersections) 13a North Kimball Ave (south of future Kirkwood Extension to S.H. HA A5U - 94' ROW A4D - 94' ROW 13b North Kimball Ave (north of future Kikwood Extension to Dove Street) A5U - 94' ROW A2U - 94' ROW (2 lanes with turn lanes at kev intersections) 14 East Highland St (from White Chapel to A4U - 74' A2U - 74' ROW S.H. 114) ROW (2 lanes with turn lanes at kev intersections) (Recommend 70' R -O- M Southlake 2025 Plan: 41 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 No. Street 1997 Proposed The changes have been identified in the following table Designation 2005 Designation 15 North Pearson Lane (from F.M. 1709 to A4U — 70' A2U — 70' ROW Florence Road) ROW (2 lanes with turn lanes at key 1997 MTP Roadway Classifications 2005 MTP Roadway Classifications intersections) In order to facilitate a more streamlined classification system with meaningful differences between the different categories of streets, several 1997 classifications and area plan recommendations were consolidated. The changes have been identified in the following table and the classifications listed in bold font are the ones retained: 1997 MTP Roadway Classifications 2005 MTP Roadway Classifications Arterial Streets R -O -W R -O -W 1 A6D 124' 1 A6D 124' 2 A5U 94' 2 A5U (change to A4D 88') 3 A5U 88' -3 A5U (change to A4D 88') 4 A5U 84' 4 A5U 84' (existing N. Nolen Dr.) 5 A4D 100' 5 A4D 100' 6 A4D 94' 4 A4B (changed to 88') 7 A �MP 7 A4D 88' 8 A4U 74' -9 _ A44D 844 (changed to 88 9 A4U 9 A4U (changed to A2U w/ turn lanes 70') 10 A U 4' 10 24413 (changed to A2U w/ turn lanes 70') 11 A3U* 11 244E-3 7.(Y- (changed to *41bhl A2U w/ turn lanes 70') 12 A3U 70' 12 243E-3 (changed it to A2U 88') 13 243L3 84 (changed it to A2U 88') 14 AJW A2U 70' with turn lanes (same as A3U) 15 A2U 88' Will result in 6 categories of arterial roadways Southlake 2025 Plan: 42 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 Will result in 3 categories of collector streets. The and Thoroughfare Plan Map Southlake 2025 Plan: 43 Mobility & Master Thoroughfare Plan 1997 MTP Roadway Classifications 1 2005 MTP Roadway Classifications Collector Streets R -O -W R -O -W 1 C2U 84' 1 C2U 84' (Continental Blvd.) 2 C2U 70' 2 C-Q-W ;4- (changed to 70') 3 C2U 64' 3 C2U 70' 4 C2U 60' 4 C-2-u 664 (changed to 60') 5 C2U (w /center 60' 5 QU 664- (changed to turn lane) 60') 6 6 1 (redundant in e legend) TAO C2U Will result in 3 categories of collector streets. The and Thoroughfare Plan Map Southlake 2025 Plan: 43 Mobility & Master Thoroughfare Plan DISCLAIMER TAS dot i hm Leer oomL W krThe GtyW Swetbin. Varima M'al aM umM al—, usetl b gayer misbbtmaWn Ewryeobn M. madebemnre the avers/d Oils date, hmneeer. I,. - antee y gven a ImpfW as b the eccure y ai sad data. SOUTHLAKE 2025 Planning Tnday lo-, a Bercar Tomorrow The numbers on this map correspond with the numbers on the table indicating the changes racammended in the MTP designations VkWbnd Hwghts SubdlNow City of Southlake Southlake 2025 Plan 2005 Mobility & Master Thoroughfare Plan Functional Classification System of Roadways Final Draft - July 13, 2005 Legend Hwy 114 (300' -500' ROW) Randol MiIVFM 1938 (140' ROW Parkway) FM 170WN 1938 (130' ROW) A6D -124' Arterial A510 - 84' Arterial A40 -100' Arterial • AQ- 88'Arlerial A21j - 88' Arterial • • • A31J - 70'Arteral CPU -84' Colleclor • • • C2111 -7U Collector •••••^ C21J -BY Collector • • - r Common Access Easement NUM 1 -The ultimate crass - section for White Chnpel ehd. fie. SH 1141, FM 17W. to be &—incd through n tmmc study. 2 - All 2 -1ane roadways w aarn -A- rum lanes M key irMfsseetions, 3 - This plan is ietmu4d to be used as a guide to assist The C", ,f S,uthlake in —­ •an,ua femmonAme. Easemem le development pmpa¢als end mh—h —ghf— A4&- dAtltrvzwtFartar realed matters. Awaesee the accompanying Adddiwi rcpoNSnuthlehe 2b25 plan far additional info-mtation. This plan I, a polity statement by The City of Southlake. Th, sblemnnt ix. a graphic depiction of .pp wximawly where fututt [horoughf slteuld W I=vnd nppmxi -.Iy b— much R O. W. will bcmq. dfarthou—t- Southlake Geographic Information Systems 44 City of Southlake Southlake 2025 Plan 2005 Mobility & Master Thoroughfare Plan Street Typology Classification Final Draft - July 13, 2005 Legend Street Typologies Freeways Regional Boulevards Boulevards Avenues Rural Roads Street Typologies Street typologies augment the functional classification system of arterials, collectors and local streets by appropriately linking functionality with broader mobility and livability goals. The street typologies attempt to strike a balance between functional classification, adjacent land use, and the competing travel needs of pedestrians, bicyclists, and motorists. Each street typology prioritizes various design elements such as the design of intersections, buildings, streetscapes, adjacent land use impacts, and sensitivity to resource protection. For greater detail about the design intent of each street typology, please refer to the most current Mobility and Master Thoroughfare Plan. 45 Final Draft - July 13, 2005 Appendix A - Level of Service (LOS) Descriptions The following descriptions have been adopted directly from the Transportation Research Board's Highway Capacity Manual (HCM 2000), Fourth Edition. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver's perception of those conditions. Safety is not included in the measures that establish service levels. Level of Service A Level of Service A describes a condition of free flow, with low volumes and high speeds. Level of Service B is the zone of stable somewhat by traffic conditions. Drivers lane of operation. Level of Service C Level of Service C is closely constricted b, Level of Service D with operating kazeasonable of mostly stable flow, but beginning to be restricted t select their speed and and maneuverability are more ale flow, with tolerable operating speeds, changes in operating conditions. Level of Service canqff be described by speed alone. Operating speeds are lower or near the capacity of the highway. Level of Service F is in which the operating speeds are controlled by stop- and -go mechanisms, such as t Fc lights. This is called forced flow operation. The stoppages disrupt the traffic flow so that the volume carried by the roadway falls below its capacity; without the stoppages, the volume of traffic on the roadway would be higher, or in other words, it would reach capacity. It should be noted that LOS is a measure of a roadway segment's (zone's) efficiency at moving automobiles through the zone. By definition, it places a high emphasis on the free - flowing speeds of autos and does not give consideration to the comfort or safety other roadway users such bicyclists or pedestrians. Southlake 2025 Plan: A -1 Mobility & Master Thoroughfare Plan Level of Service B Final Draft- July 13, 2005 J 1 z 0 a 0_ '+ IM Mx Level -of- Se 8 I J4� e • Stable traffic flow • Maneuverability affected by other users within traffic stream • Average delay at intersections less than 25 seconds Level -o(- Service A • Free traffic flow ■ High level of maneuverability • Average delay at intersections less than five seconds MM KM Ex tK "" " 4 Level -of- Service E Level - of - Service C • Stable traffic flow • Breakdown In traffic flow • Marwuverability affected by other • Freedom to maxteuvtt in traffie stream very difficult users in traffic stream • Average delay at intersections IM than one minute • Average delay at intersections less than 2S seconds L RjjR �� � -0 KN Level -of- Service E +� • Breakdown In traffic flow • Freedom to maxteuvtt in traffie stream very difficult • Average delay at intersections IM than one minute Level - of - Service D • High density but stable traffic flow • Speed and freedom to maneuver in traffic stream severely restricted • Average d4Aav at intersectinne 1XI Level -of- Service F • Breakdown in traffic flow • Queues form. Operations within , l afH, stream characterized by stop and go ■ Average delay at intersections in excess of one minute Southlake 2025 Plan: A -2 Mobility & Master Thoroughfare Plan Final Draft - July 13, 2005 APPENDIX B - STREET SPECIFIC CROSS - SECTIONS & DESIGN STANDARDS Southlake 2025 Plan: A -3 Mobility & Master Thoroughfare Plan Thoroughfare Plan Text Amendment November 7, 2000-The (C2U) east-west collector road indicated on the Thoroughfare Plan map located between White Chapel Boulevard and North Peytonville Avenue and north of F.M. 1709 and south of State Highway 114 is intended to only show a general alignment. The precise alignment of this collector road will ultimately be based on development conditions prior to construction." Also, this collector road will accommodate a center turn lane. The motion is to include seeking input of the neighbors when it comes to the development of this property. Southlake 2025 Plan: A-4[ Mobility & Master Thoroughfare Plan ❑ Resolution 01 -060 Added to MTP Text as result of Resolution 01 -60 -Speed limit not to exceed 35 miles per hour. -The roadway north of Highland Avenue shall include a large planted median ( >25 feet), street trees, bikelanes, and a pedestrian path or sidewalk that parallels the roadway. -The roadway south of Highland Avenue shall include street trees, bikelanes, and a pedestrian path or sidewalk that parallels the roadway. -The intersection of Kimball Avenue and the Kirkwood Road extension should be signalized. - Further study the Carroll Avenue- Highland Avenue intersection area as part of the overall mobility study. -The portion of Kirkwood Boulevard Extension that is located on the Jeroll Shivers tract shall not be constructed until such time as the property is sold and developed. Southlake 2025 Plan: A -51 Mobility & Master Thoroughfare Plan 11 RESOLUTION 02 -010 Design features of Rucker Road include: • Approximately 35' wide roadway with the possibility of parallel parking on one or both sides along portions of the roadway. • "Urban" cross section which includes curb, gutters, street trees and sidewalks. • Speed limit not to exceed 25 m.p.h. • Design as a local slow movement roadway. • Intersection of Rucker Road and Carroll Avenue intersection may ultimately be controlled through traffic signalization or 4 -way stop. • Intersection of Rucker Road and Carroll Avenue will be located as far south as possible from the FM 1709 /Carroll Avenue intersection and in a manner that does not negatively impact the residential properties in Oak Tree Estates. Design features of Remington Road include: • Approximately 37' wide roadway. • "Urban" cross section which includes curb, gutters, street trees, sidewalk and trail. • Continuous left hand turn lane. • Speed limit not to exceed 30 m.p.h. Southlake 2025 Plan: A -61 Mobility & Master Thoroughfare Plan 11 'b El MF3 Ho -Approximately 35' wide (60' R.O.W.) with the possibility of parallel parking on both sides. • "Urban" cross section which includes curb, gutter, street trees and sidewalks. Speed limit not to exceed 25 m.p.h. -Designed as a local slow- movement roadway. i F �ricux�� �Q 7 ft i y a i q ; f I R -O -W FF _ r " %' Approximately 35' -`"? 'b El NEMLIM Close Median t[MIZI� f 1l our I M od * f * ed te ORock ' e ' nbaug h North I an ementary a 0 50 100 200 i Site Plan Io ti 0 0 b El 0 ti ti ti The north /sout the roadway al Quicksall props Access Easem Possible future Access Easeme connecting the Heights subdivi: Village Center E GENERAL ALIGNMENT OF S. VILLAGE i m x 0 O O ti 0 0 El Design features of S. Village Center Drive Connector include (Exhibit 2) *Design as a local slow movement roadway. Speed limit not to exceed 25 m.p.h. *Approximately 35' wide roadway with the possibility of parallel parking on one (1) or both sides along portions of the roadway or an approximately 27' -30' roadway without parallel parking. *"Urban" cross section which includes curb, gutters, street trees and sidewalks. *Traffic calming measures shall be implemented alon g portion of the roadway adjacent to the residential and properties. the C.I.S.D. O O N 0 0 El Design features of S. Village Center Drive Connector include (Exhibit 2- Continued)• *Stops signs will be installed at the following locations: 1 ( 2)- w ay the two 2 - �) � Y intersection located at the southwest corner of the Gateway Church property; and 2) the three (3) -way intersection located at the corner of the Quicksall /Pigg /C.I.S.D properties. *The north /south portion of the roadway located along the Pi / Quicksall property line should be a full access drive gg at FM 1709 and align with a future drive proposed on the existing Wal -Mart site. This entrance shall be designed with three lanes and a 150 stacking depth. There will be one (1 south bound lane, one left ha { () hand turn northbound lane and one (1) right turn north bound lane. *The eastern most drive on the Buchanan Addition property o be closed at the time the roadway along the Pi Y Y g gg /Quicksall property connects into FM 1709. Development in this general area should access onto this north /south roadway versus accessing directly onto FM 1709 when possible. ti O O Desi n features of S. Village Center Drive Connector include (Exhibit 2 — Continued): 0 0 •Pedestrian crossing near school should be p rovided. El *Fencing of the school north boundary to minimize vehicle /pedestrian conflict. •Provide access point to S. Village Center Drive from Westwood Drive in the Woodland Heights Subdivision. *Any office /retail uses constructed in the southern portion of the Gateway Church property, Pigg property or Quicksall property should front onto the collector road with parking in the rear when possible. w 120. :11 Motion was made to approve Resolution No. 02 -065 showing Option #2 (A common access easement connecting Westwood Drive to S. Village Center Drive); indicating Village Center Drive on the Gateway Church property along its western and southern boundaries; and indicating the roadway located between the Pigg and Quicksall property as a common access easement. In addition, direct staff to immediately meet with the church to work on either replatting, variances to side yard setbacks and impervious coverage, and /or rezoning so that ultimately the church will not lose developable net acreage; and further directing staff to work with the Gateway church on a potential for replatting to remove the cross access easement from the Pigg property to the church's property as shown on their current plat. Motion: Standerfer Second: Potter Deputy Mayor Pro Tem Standerfer clarified to the church representatives that Council cannot guarantee 100% development of their land. Ayes: Morris, Standerfer, Potter, Stephen, Evans Nays: none Approved: S -0 Resolution 02 -065 11/15/02 Southlake 2025 Plan: A -14 Mobility & Master Thoroughfare Plan 11 O O N 0 0 El Ak 7 �Aeua(k r�pnkin� �nP J I fi-1�1 � I i� Approximately 35' DESIGN OF FM 1709/S. KIMBALL AVE CONNECTOR ADJACENT TO CISD PROPERTY AND OTHER AREAS NOT ADJACENT TO WOODLAND HEIGHTS A- � � ") , ir h £ izt Y t k i '�A� O O ti 0 0 'b ti El Possible FM 1709 /Kimball Connector Layout Adjacent to Residential Property �— 18' E 10 i <— 13" 4- Accent 12- Schrubs x PARKING BEHIND THE BUILDINGS u 4- Accent 12- Schrubs x PARKING BEHIND THE BUILDINGS O O ti ti ti Possible FM 1709 /Kimball oum ster Connector Layout - A Parking and dumpster ' in the rear of buildings ❑ M7 b d /lf�r� � � A ;�� _ � ii ! �...® .�� I� � • �1�1.�L� i �'�' ^a �' �' �!IOif!111�11�11)lliill$i. �- `--�- `�� �91a1 � • • i ® � �i v Resolution 04 -066 — Kirkwood Blvd. Extension EXHIBIT A • • • Map area to be amended Southlake 2025 Plan: A -18 Mobility & Master Thoroughfare Plan 11 Nor —,FM r map 4 0 amp A All y ®r mop f I s • • • Map area to be amended Southlake 2025 Plan: A -18 Mobility & Master Thoroughfare Plan 11 EXHIBIT B Design features of Kirkwood Blvd. Extension through the Carroll Ave./Highland St intersection: • "Urban" cross section which includes curb, gutters, street trees and sidewalks. • Speed limit not to exceed 35 m.p.h. • Designated as an A4U -74' of R.O.W west of Carroll Avenue • Designated as an A3U -70' of R.O.W. east of Carroll Avenue. EXHIBIT C Motion was made to approve Resolution No. 04 -066, an amendment to the Master Thoroughfare Plan regarding the crossing of Kirkwood Boulevard extension approving Option 92 as shown and directing the Planning and Zoning Commission to continue studying the alignment and to look at alternate solutions for the alignment of Kirkwood Boulevard and improvements to Highland Street west of Carroll Avenue. Motion: Terrell Second: Shankland Ayes: Jones, Hill, Morris, Muzyka, Shankland, Terrell, Wambsganss Nays: None Approved: 7 -0 Southlake 2025 Plan: A -19 Mobility & Master Thoroughfare Plan 11