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