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Item 6A - Mobility Master PlanCity of Southlake Mobility Master Plan An Element of the Southlake 2030 Comprehensive Plan DRAFT AS OF NOVEMBER 13TH Adopted by Southlake City Council Ordinance No. 1075 Month Day, Year Prepared by Planning & Development Services Department and Public Works Department v Q J 02030 SOUTHLAKE CITY COUNCIL John Terrell Mayor Brandon Bledsoe Mayor Pro Tem, Place 3 Pamela A. Muller Deputy Mayor Pro Tem, Place 6 Martin Schelling Place 1 Carolyn Morris Place 2 Randy Williamson Place 4 Laura Hill Place 5 ACKNOWLEDGEMENTS CITY STAFF Ken Baker, AICP Senior Director of Planning & Development Services Dennis Killough, AICP Deputy Director of Planning & Development Services Jennifer Crosby, AICP Comprehensive Planner Daniel Cortez, AICP Principal Planner Bob Price, P.E. Director of Public Works Cheryl Taylor, P.E. Deputy Director of Public Works - City Engineer PLANNING & ZONING COMMISSION Robert Hudson Chairman D. Todd Parish Vice Chairman Michael Springer Michael Forman Kate Smith Daniel Kubiak Shawn McCaskill Shana K. Yelverton City Manager Ben Thatcher Assistant City Manager Alison Ortowski Assistant City Manager Caroline Eckel, AICP Assistant to the City Manager Kari Happold Deputy Director of Community Services Steve Anderson, P.E. Civil Engineer SPECIAL THANKS TO Sherry Berman Parks & Recreation Board Secretary Lori Palmer Parks & Recreation Board Member Reed Ballew Carroll Independent School District Representative Al Zito Former City Council Member Jeff Wang Former City Council Member Laird Fairchild Former Planning & Zoning Commissioner 1 INTRODUCTION IMPORTANCE OF TRANSPORTATION PLANNING RELATIONSHIP TO SOUTHLAKE'S STRATEGIC MANAGEMENT SYSTEM PURPOSE AND RELATIONSHIP TO THE COMPREHENSIVE PLAN Exhibit 1: City of Southlake Strategy Map GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN # BACKGROUND LOCATION, CHARACTER & RESOURCES DEMOGRAPHICS Exhibit 2: Demographic Charts & Graphs MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT # THOROUGHFARES FUNCTIONAL ROADWAY CLASSIFICATIONS STREET DESIGN STANDARDS Exhibit 3: Master Thoroughfare Plan RIGHT OF WAY IMPROVEMENTS INTERSECTION STUDIES TRAFFIC CALMING MEASURES STREET LIGHTING STANDARDS ILLUMINATED STREET SIGNAGE ACCESS MANAGEMENT VE TRANSPORTATIO^' ACTIVE TRANSPORTATION PLANNING HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE REGIONAL PLANNING MOVING FORWARD BICYCLE FACILITIES SIDEWALK FACILITIES CROSSWALKS IMPLEMENTATION, PRIORITIZATION AND EVALUATION PLAN IMPLEMENTATION PRIORITIZATION SCHEDULE # APPENDIX A: Level of Service (LOS) Descriptions # APPENDIX B: Thoroughfare Plan Amendments # APPENDIX C: Summary of all Mobility Plan Recommendations SOUTHLAKE 20301 • INTRODUCTION Continental Boulevard One of the most important issues for Southlake citizens is transportation. Transportation is vital to the quality of life and economic viability of the community. The City of Southlake Mobility Master Plan is a comprehensive plan for transportation systems that will serve the mobility needs of residents, businesses, and visitors and will guide transportation investments. It is multimodal — that is, it addresses mobility needs for vehicles, bicycles and pedestrians. The purpose of the Mobility Plan is to identify the transportation needs of the City. It identifies the future transportation network that will be needed to serve the projected population and employment growth and increased travel demand. The Plan identifies policies, programs and projects for implementation and development and guides funding decisions. The Plan is divided into the following sections: 1. Introduction 2. Background 3. Thoroughfares 4. Active Transportation 5. Implementation, Prioritization and Evaluation IMPORTANCE OF TRANSPORTATION PLANNING The transportation system forms one of the most visible and permanent elements of a community. Accordingly, the Mobility Plan establishes the framework for the community's growth and development and, along with the Future Land Use Plan, forms a long-range statement of public policy. By incorporating programmed land uses and densities of the Future Land Use Plan, strategies can be developed that maximize the land use / transportation relationship. As Southlake experiences further residential and commercial growth and approaches build -out, transportation facilities and internal movement become greater concerns. Accessibility to industrial and commercial areas, residential neighborhoods, schools, recreation centers and other traffic generators is essential in creating a transportation system that will move goods, services and people efficiently, conveniently and safely. Ordinance No. , Adopted • SOUTHLAKE 2030 •. In order to support land -use activities, Southlake's transportation infrastructure must be planned to anticipate future traffic demand, minimize unnecessary traffic movement and establish a transportation system which adds to rather than detracts from the quality of life. The direct relationship between land use and transportation is complex; different land uses generate varied intensities of traffic that influence the demand for transportation systems, and transportation systems influence the development of land use activities. Recognizing this inter -relationship, there must be a coordinated, continuing and comprehensive effort in South Peytonville Avenue planning transportation systems and land use. Any transportation system planned should balance the needs of the automotive mode of transportation and non - automotive modes of transportation. At a local scale, this includes bicycle and pedestrian modes and at a regional scale, rail, air, and other modes of travel. A truly multi -modal approach to transportation is required in order to address existing and future local and regional mobility and air quality challenges. Benefits of a well -planned intermodal transportation system include: ■ Efficient access to daily activities and services ■ Availability of transportation options ■ Improved environmental quality ■ Improved personal health ■ Economic vitality and sustainability The major principles underlying this Master Plan are focusing on future development near existing transportation corridors, ensuring land uses are supported by an efficient local roadway network, supporting active modes of transportation such as walking and biking and ensuring that transportation options are maximized for all community members. Cotton Belt Trail along S.H. 26 1 RELATIONSHIP TO SOUTHLAKE'S STRATEGIC MANAGEMENT SYSTEM Strategic planning is an ongoing process where resources, critical concerns, community priorities and citizen needs are combined to produce both a plan for the future and a measure for results. More specifically, Southlake's Strategic Management System links the City's day-to-day activities to a comprehensive long-term strategy for public policy and management decisions. The Strategic Management System identifies Strategic Focus Areas and Objectives to guide effective and efficient resource allocation and provides benchmarks to assess performance. The Strategic Focus Areas and Objectives are driven by the City's Citizen Survey and are outlined in Exhibit 1: City's Strategy Map shown on page 4. Ordinance No. , Adopted • SOUTHLAKE 2030 •. The Strategic Management System guided the development of the Southlake 2030 Plan Vision, Goals and Objectives (VGO), which define a desired direction for growth in the City. As such, all recommendations in the Southlake 2030 Plan are tied to at least one Strategic Focus Area from the Strategic Management System and at least one objective from the adopted Southlake 2030 Vision, Goals and Objectives. These recommendations guide the development of the Capital Improvements Program (a five-year plan for the purchase, construction or replacement of the City's physical assets) as well as departmental business plans. In turn, the Capital Improvements Program and departmental business plans dictate the City's day-to-day activities and ensure the City is working to achieve the community's goals. Further, the Southlake 2030 Comprehensive Plan assists the City Council, Boards and Commissions in decision - making by establishing a blueprint for the City's future. For example, the Planning & Zoning Commission and City Council use the Mobility Master Plan to evaluate requests related to roadways, sidewalks, and pathways to determine the community's needs and goals. Using the Plan as a guide helps to secure the community's vision for mobility. RELATIONSHIP TO THE COMPREHENSIVE PLAN L The Mobility Master Plan is a component of the Southlake 2030 Plan, the City's V comprehensive plan. The comprehensive plan is a reflection of the . I. community's values and serves as a blueprint for Southlake's future. More specifically, the comprehensive plan establishes a framework to coordinate the City's activities and to guide the City's decision -making for the next 20 years. As such, the comprehensive plan and its components are updated on a �.,IN J regular basis. D 16 The Southlake 2030 Mobility Master Plan updates and consolidates three O documents from the Southlake 2025 Plan: the Sidewalk Plan, the Pathways �2030 Plan, and the Mobility and Master Thoroughfare Plan. The Pathways Plan and the Mobility and Master Thoroughfare Plan were adopted in 2005. The Sidewalk Plan was adopted in 2007. Combining each of these elements will help the City achieve a more complete and comprehensive mobility system, planning for all modes of transportation. In addition, the plan will be utilized in setting priorities in the Capital Improvement Program (CIP) planning process, updating relevant ordinances and policies, and creating new mobility -related ordinances or policies as needed. Ordinance No. , Adopted • / e LXI 0 § � § k wt eq \ § 0 SOUTHLAKE 2030] .. . ' . GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN The Southlake 2030 Vision Statement expresses a desire for the City to continue to enhance its status as a desirable, attractive, safe, healthy, fiscally -sound, and economically and environmentally sustainable community. Mobility infrastructure plays a vital role in achieving this vision. Accordingly, the adopted Southlake 2030 Plan Vision, Goals and Objectives included several mobility -related goals and objectives as outlined below. These goals and objectives guided the development of this plan and its recommendations to ensure that local infrastructure will meet the mobility needs of future residents, businesses, and visitors. Goal 1: Quality Development Promote quality development that is consistent with the Urban Design Plan, well -maintained, attractive, pedestrian friendly, safe, contributes to an overall sense of place and meet the needs of a vibrant and diverse community. Objective 1.2 Create and preserve attractive pedestrian -friendly streets and pathways to encourage transportation alternatives to the automobile. Objective 1.4 Emphasize creativity and ensure environmental stewardship in the design of all development and public infrastructure, maximizing the preservation of desirable natural features such as trees, topography, streams, wildlife corridors and habitat. Objective 1.5 Promote unique community character through a cohesive theme by emphasizing urban design detail and performance standards for structures, streets, street lighting, landscaping, entry features, wayfinding signs, open spaces, amenities, pedestrian/automobile orientation and transition to adjacent uses. Objective 1.9 Strengthen street and landscape design standards to enhance the visual quality along major corridors. Objective 1.10 Continue to promote a strong working relationship with the Texas Department of Transportation to improve the appearance of bridges, embankments and entryways into the City. Objective 1.11 Ensure that city- and developer -provided infrastructure is functional, aesthetically well - designed, and integrated with the natural environment. Objective 1.12 Continue to strengthen the City's regulations to encourage effective signage that is appropriately designed and scaled to minimize adverse impacts on community aesthetics. Goal3: Mobility Develop an innovative mobility system that provides for the safe, convenient, efficient movement of people and goods, reduces traffic congestion, promotes energy and transportation efficiency and promotes expanded opportunities for citizens to meet some routine needs by walking or bicycling. Objective 3.1 Provide a safe and efficient streets and pathways network that allows travel to shopping areas, schools, parks and places of employment, reducing the need to travel on the City's major arterials (FM 1709, FM 1938, or SH 114) and minimizes cut -through traffic in residential neighborhoods. Ordinance No. , Adopted I [SOUTHLAKE 2030] SOUTHLAKE 2030 .. . ' . Objective 3.2 Implement and promote a mobility system that addresses safety, design, comfort and aesthetic elements such as landscaping, crosswalks, railing, lighting, traffic -calming and signage in order to provide distinct character and functionality for the City. Objective 3.3 In accordance with a need identified by the Citizen Survey, provide and promote a continuous pedestrian pathways system that is user-friendly, efficient, safe, economical, and connect parks, shopping, schools, work and residential areas. Objective 3.4 Pursue opportunities to link Southlake's pathways to systems in adjacent cities and trails on the Corps of Engineers property. Objective 3.5 Develop a program to encourage the dedication of easements for pathway construction in accordance with the sidewalk priority plan and Capital Improvements Plan. Objective 3.6 Identify and prioritize the funding and construction of mobility system capital improvements projects according to the impacts on safety, system efficiency, costs, and maintaining acceptable levels of service. Objective 3.7 Increase safe bicycle mobility when reasonably possible. Objective 3.8 Continue to promote a strong working relationship with the Texas Department of Transportation to identify, design and implement projects that prevent or relieve congestion in the area. Objective 3.9 Continue to evaluate and improve upon the existing mobility system within the City, maintaining existing infrastructure, making required improvements and evaluating innovative ways to integrate transportation and land use. Objective 3.10 Obtain adequate right-of-way for future roadway corridors and improvements. Goal 5: Public Safety Establish and maintain protective measures and policies that reduce danger, risk or injury to property and individuals who live, work or visit the City. Objective 5.3 Ensure compliance with the stated standard of response coverage and industry guidelines through the provision of facilities, equipment, personnel and roadways. Objective 5.6 Enhance and promote public safety through public -private partnerships and utilization and training of volunteers. Objective 5.8 Develop and implement safety education programs that enhance the quality of life and safety in the community. Objective 5.9 Promote security of public buildings and infrastructure. Goal 6: Economic Development Create a diversified, vibrant and sustainable economy through the attraction and support of business enterprises and tourism meeting the vision and standards desired by City leaders. Objective 6.1 Promote the City both nationally and regionally as a great place to live, work, visit, shop and recreate. Ordinance No. , Adopted I [SOUTHLAKE 2030] SOUTHLAKE 2030 .. . ' . Objective 6.3 Foster an environment that retains and supports existing businesses to ensure the sustainability of our existing tax base. Goal7: Sustainability Encourage the conservation, protection, enhancement and proper management of the natural and built environment. Objective 7.2 Promote public awareness and education on such sustainability issues as public health, energy and water conservation and overall environmental stewardship. Objective 7.6 Protect and enhance air quality in coordination with federal, regional and local agencies. Goal9: Partnerships Fully utilize and coordinate with the City's many partners to address issues facing the area, provide services and facilities, promote volunteerism, support events and programs and encourage economic growth. Objective 9.1 Partner with other government entities, non -governmental organizations and the North Central Texas Council of Governments to address regional and local issues. Objective 9.2 Continue mutually beneficial partnerships between the City and local school districts to explore the provision of facilities, services, technology, and other opportunities through open communication and close coordination. Objective 9.3 Continue active partnerships with non-profit organizations, civic groups and local businesses to create opportunities that benefit the community. Objective 9.4 Partner with local school districts to educate Southlake's youth in their municipality and seek youth input when planning the future of our community. Goa110: Infrastructure Through sound management and strategic investment, develop, maintain, improve and operate public infrastructure that promotes health, safety and an enhanced quality of life for all members of the community. Objective 10.1 Ensure equitably -distributed and adequate services and facilities. Objective 10.2 Plan and program land acquisition and the installation of all essential public facilities to reasonably coincide with the need for such facilities. Objective 10.3 Identify and implement programs where costs may be shared by multiple agencies and/or developers. Objective 10.6 Maintain and enhance existing infrastructure and levels of service through the provision of timely maintenance, repair and replacement as needed. Objective 10.8 Provide a streetlight system for adequate illumination and a wayfinding signage system for pedestrian and driver safety where appropriate. In addition to the goals and objectives noted above, the recommendations of this plan also help implement other goals and objectives of the Vision, Goals & Objectives of the Southlake 2030 Plan. Ordinance No. , Adopted I [SOUTHLAKE 2030] SOUTHLAKE 2030 .. . ' . BACKGROUND The citizens of Southlake, City staff, and the development community consider long-range planning to be one of the most fundamental functions undertaken by elected and appointed officials in this municipality. The Mobility Master Plan has undergone several iterations since it was initially adopted with the City's first comprehensive plan in 1969. Like any good plan, it has evolved and become more relevant with each examination. ilm N •E �,g ��� -y y � :Slid► •^ s ilk Al 3� xsi'.t /`,� � 1969 Major Thoroughfare Plan Southlake 2025: 2005 Mobility & Master Thoroughfare Plan The current update to Southlake's Mobility Master Plan will integrate the former Southlake 2025 Master Thoroughfare Plan, Sidewalk Plan, and Pathways Plan, and provide additional considerations for bicycle facilities. Combining each of these elements will help the City achieve a more complete and comprehensive mobility system, planning for different modes of transportation. LOCATION, CHARACTER & RESOURCES Southlake is located in North Central Texas, situated 23 miles northeast of Fort Worth and 25 miles northwest of Dallas. Dallas -Fort Worth International Airport is only a few short miles to the southeast, and Lake Grapevine borders the city to the north. State Highway 114 runs diagonally through the middle of the City, heading east through Las Colinas and into downtown Dallas and west toward the Alliance Airport corridor. The City of Southlake now consists of approximately 22 square miles of land and has just over 27,000 residents. Throughout this time the Southlake Regional Map City has grown and become a premier community in the Dallas -Fort Worth metropolitan area. The City's dedication to quality development, sound fiscal policies and effective strategic management has made it an exemplary community. Historically, Southlake's growth has always been automobile -oriented and • • ' • • • [SOUTHLAKE 2030] 8 SOUTHLAKE 2030 .. . ' . characterized by large lot single-family development that was not pedestrian -oriented. This type of development coupled with the City's desire to maintain its rural character generally resulted in the omission of bike paths and sidewalks for practical and aesthetic reasons. However, as Southlake has transitioned from a rural community to a suburban city with numerous pedestrian -friendly destinations, the desire for active transportation options has grown. In order to continue this level of quality of life it is important to have a plan in place to meet the needs and demands of Southlake's residents while also considering the demands of the region. DEMOGRAPHICS Southlake experienced rapid population growth between 1990 and 2000. This was a 205 percent increase in population, among the highest in Texas during that period. With economic recession and less land available for residential development, this trend slowed significantly between 2000 and 2010. As a result, the City has developed more slowly in recent years and with less intensity than previously estimated. The ultimate build - out population, estimated at 34,188, could be reached as late as 2050. Demographic characteristics can help the City assess current and future needs for transportation facilities consisting of roadways, sidewalks, trails and bikeways. Demographic profiles depicting age and income provide snapshots of Southlake's current population, illustrate change over the past decade, and suggest trends for the future. City of Southlake 34,188 Population Growth 29,245 30,305 24,900 y 29 636 31,924 � y 26,575 13,350 21,519 y 7,065 1990 1995 2000 2005 2010 2015 2020 2025 2030 Build -Out Historical Population (1990 - 2010) Year Population 1990 �• t 5-Year Growth Rate 1995 2000 2005 2010 Projected Population Year Population 5-Year 2015 (2015 — Build -out) Growth Rate ' 2020 2025 2030 Build -out Source: NCTCOG (www.dfwinfo.com) and US Census Bureau Source: City of Southlake Water System Master Plan and Water (2000 US Census, 2010 US Census, American Community Survey) Conservation Plan Ordinance No. , Adopted • SOUTHLAKE 2030 Mobility Master• Population by Age (2000-2010) 85 + 1 42 00 162 75 to 84 M 205 375 65 to 74 417 1023 Cr, to 64 1320 ■ 2000 Population ■ 2010 Population 3,296 45 to 54 4,209 6,352 35 to 44 5,198 4,029 25 to 34 ;� 1,310 963 20 to 24 � 390 625 15 to 19 1,761 2,670 10 to 14 2,512 3,186 5 t0 9 2,523 2,511 Under 5 1,632 1,383 • ••• 2000 2010 Population % of Total Population Population 21,519 100% 26,575 10,792 50.2% 13,313 % of Total Population 10000 50.1% 2000-2010 23.5% 23.4% 10,727 49.8% 1,632 8% 13,262 1,383 49.9% 5% 23.6% -15% 2,523 12% 2,511 9% -0.5 2,512 12% 3,186 12% 27% 1,761 8% 2,670 10% 52% • 390 2% 625 2% 60% • 1,310 6% 963 4% -27% • 5,198 24% 4,029 15% -23% • 4,209 20% 6,352 24% 51% • 1320 6% 3,296 12% 150% • 417 2% 1023 4% 145% • 205 1% 375 1% 83% 42 0.2% 162 0.6% 286% • 7,978 37% 7,080 27% 14% 664 3% 1,560 6% 135% • - • • • [SOUTHLAKE 2030] 10 SOUTHLAKE 2030 Mobility Master• The 2010 census identifies 35-44 and 45-54 year4 olds as predominant age groups in the City of r' Southlake, while nearly one-third of the population is less than 18 years old. Between 2000 and 2010, the City saw a decrease in the population of children under 10, 25-34 and 35- 44 year olds, and an increase in youth 15-19, 45- 54 and 55-64 year olds. Both the youth and the - - adult populations in Southlake are generally older than they were a decade ago. Looking toward the the next 10 to 20 years, it is possible ■ - _ . -f that the number of adults over 65 may increaseAft significantly, depending on patterns of migration. Likewise, as new residential development slows and the City reaches build out, the number and percentage of young children in the City may continue to decline. This would ultimately impact the City's transportation systems by developing mobility options that are more oriented towards an older demographic. The average household income will also play a critical role in the type of mobility options the City provides. From the 2000 census to the 2010 census the amount of households which earned over $200,000 dollars per year more than doubled. In addition, approximately 81% of households in the City had an income level of more than $100,000. What this translates to is that the preferred primary mode of transportation in the City is likely the automobile. Active transportation facilities such as sidewalks and bikeways would more than likely serve for recreational or leisure activities rather than commuting to work. Household Income (2000-2010) $200,000 or more 1,529 3,337 $150,000 to $199,999 1,129 1,521 $100,000 to $149,999 1,691 1,354 $75,000 to $99,999 721 426 386 $50,000 to $74,999 660 � $35,000 to $49,999 220 174 $25,000 to $34,999 182 83 $15,000 to $24,999 0 ■ 152 152 ■ 2000 Households $10,000 to $14,999 1 ■ 47 128 ■ 2010 Households Less than $10,000 91 ■ 135 • - ' • • • [SOUTHLAKE 2030] 11 SOUTHLAKE 20301 0 Household 2000 Households _ Less than $10,000 Income (2000-2010) 2000 2010 % of Total Households Households _ 2010 % of Total Households 1 % Change 2000-2010 _ :'- $10,000 to $14,999 • ' - $15,000 to $24,999 •'- $25,000 to $34,999 ' - $35,000 to $49,999 - $50,000 to $74,999 • • • •' • • ' • • ' - $75,000 to $99,999 : • ' - $100,000 to $149,999 • • •' • •' - $150,000 to $199,999 •' - $200,000 or more ' Median Household Income Source: US Census Bureau (2000 US Census, 2010 US Census) MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT The Southlake 2030 Mobility Master Plan Committee, which included members from various boards and commissions in the City, oversaw the development of the Mobility Master Plan. The committee consisted of members from the Parks & Recreation Board, the Planning & Zoning Commission, City Council and a representative from the Carroll Independent School District (CISD). Altogether, the committee held 4 public meetings between September 2012 and August 2013 to discuss, review, and develop the recommendations for the plan. All of these meetings were open to the public and advertised on the City's website. In addition, the committee extended invitations to specific property owners that may be affected by significant changes to the master thoroughfare plan. Once the plan was complete, the committee forwarded the plan to the Planning & Zoning Commission for consideration and recommendation. I& V®a A Southlake Program for the Involvement of Neighborhoods (SPIN) meeting was also held to +!®SPIN®, solicit public input. The SPIN forum fosters open and timely communication between the *® IV ® citizens and city government regarding programs and issues affecting the quality of life in the ® community. This forum encourages positive relations and a stronger sense of community. In summary, the approval process for the Mobility Master Plan was as follows: 1) Mobility Master Plan Committee meetings 2) SPIN meeting 3) Final Committee recommendation 4) Planning & Zoning Commission recommendation 5) City Council 1st reading 6) City Council 2nd reading (final plan approval) In addition, both the Planning & Zoning Commission and the City Council held public hearings for the Mobility Master Plan prior to adopting Ordinance No. #### in November and December 2013. • ' • • • [SOUTHLAKE 2030] 12 SOUTHLAKE 2030 Mobility MasterPlan THOROUGHFARES A Thoroughfare Plan is a city's long-term system plan for its street network. It is the municipality's adopted general plan for guiding thoroughfare system improvements, including the existing and planned extension of city streets and highways. The thoroughfare system is comprised of existing and planned freeways, expressways, and major streets and highways, which require wider or new rights -of -way and may ultimately be developed as four -lane, six -lane, or wider roadways. The primary objective of the thoroughfare plan is to ensure the reservation of adequate right-of-way on appropriate alignments and of sufficient width to allow the orderly and efficient expansion and improvement of the thoroughfare system to serve existing and future transportation needs. Also, the Thoroughfare Plan conveys the ultimate roadway system to residents and businesses, which helps them in making investment decisions. Some of the benefits provided by effective thoroughfare planning are itemized below: • Reservation of adequate rights -of -way for future long- range transportation improvements; N. Kimball Avenue r —i • Making efficient use of available resources by ~` designating and recognizing the major streets that will Carroll Ave-Federal5t. Intersection likely require higher design of improvements; • Minimizing the amount of land required for street and highway purposes; • Identifying the functional role that each street should be designed to serve in order to promote and maintain the stability of traffic and land use patterns; • Informing citizens of the streets that are intended to be developed as arterial and collector thoroughfares, so that private land use decisions can anticipate which streets will become major traffic facilities in the future; • Providing information on thoroughfare improvement needs which can be used to determine priorities and schedules in the city's capital improvement program and capital budget; and, • Minimizing the negative impacts of street widening and construction on neighborhood areas and the overall community, by recognizing where future improvements may be needed and incorporating thoroughfare needs in the city's comprehensive planning process. The Thoroughfares section includes street classifications and cross -sections to describe the ultimate build out for all roadways within the City of Southlake. This enables the City to acquire necessary right-of-way during the development process, and it includes recommendations related to roadways to help the City prioritize investment in transportation projects. • - • • • [SOUTHLAKE 2030] 13 sOUTHLAKE 2030 . • • • While cross -sections and recommendations in the Thoroughfares section reference pedestrian and bicycle facilities as part of a complete and integrated system, the emphasis is primarily on mobility for motorized vehicles. Information related to bicycle or pedestrian facilities are covered in the Active Transportation section of this master plan. In the 2011 Citizen Survey, questions were included to assess performance for mobility and infrastructure both on a broad, strategic level as well as in specific areas such as traffic circulation, roadway maintenance, water and sewer service, sidewalks and drainage. During this survey, there were several roadway construction projects underway that may have influenced residents' feelings about mobility; nevertheless, it demonstrates the importance of mobility within the community. REGIONAL TRENDS According to the North Central Texas Council of Government's Mobility 2035 — 2013 Update, the Dallas -Fort Worth area represents 34% of the state's economy and is the twelfth largest metropolitan economy in the world. By the year 2035, the region is expected to experience a 47% increase in employment. With the anticipated level of growth, extending roadways and adding lanes in existing corridors will not provide enough capacity to address !-1 n 35� +� increased demand. In addition, transportation funding levels are not LJiIJI expected to increase (and may decrease) in the coming years. NCTCOG L J estimates that $395.3 billion will be needed to eliminate the worst mobili ty levels of congestion in the DFW region through 2035. However, only +�= approximately $98.7 billion in resources have been identified. New 2013 update roadway capacity is only expected to increase by 14% by 2035, with a 46% increase in average travel time due to congestion. In order to address increasing congestion, the Mobility 2035 — 2013 Update emphasizes programs and projects aimed at eliminating or reducing vehicle trips, shortening vehicle trips, and utilizing the capacity of the transportation system to its fullest. • - ' • • • sOUTHLAKE 2030 14 [SOUTHLAKE 2030 • • • Improve the availability of transportation options for people and goods. • Support travel efficiency measures and system enhancements targeted at congestion reduction and management. • Assure all communities are provided access to the regional transportation system and the planning process. • Preserve and enhance the natural environment, improve air quality, and promote active lifestyles. • Encourage livable communities which support sustainability and economic vitality. • Ensure adequate maintenance and enhance the safety and reliability of the existing transportation system. • Pursue long-term sustainable revenue sources to address regional transportation system needs. • Provide for timely project planning and implementation. • Develop cost-effective projects and programs aimed at reducing the costs associated with constructing, operating, and maintaining the regional transportation system. FUNCTIONAL ROADWAY CLASSIFICATIONS Southlake has adopted the Federal Highway Administration (FHWA) functional roadway classifications, which groups roadways into classes, or systems, according to the character of the traffic service that they are intended to provide. This functional classification system then provides a framework for the design standards for specific roadway cross sections. The FHWA functional classification system of roadways groups all streets into one of the three highway functional classifications listed below, depending on the character of the traffic and the degree of land access allowed. The classifications range from arterials, which are meant for higher speed, longer distance, larger volume travel, unhindered by local access, to local streets, which carry smaller volumes at lower speeds, and are intended to feed other streets. In between arterials and local streets are collector streets. A collector street collects traffic from local streets and feeds the arterial system. The City of Southlake also uses a fourth roadway classification for State Highway 114. Freeways are limited access arterials that are uniquely designed for higher speeds. As such, State Highway 114 provides Southlake residents a fast and easy connection to otherwise distant areas of the Metroplex. ;@ S --�� • • - • • • [SOUTHLAKE 2030] 15 SOUTHLAKE 2030 • • Proportion of Service • Mobility Provides the highest level of service at the greatest speed for Arterial the longest uninterrupted distance with some degree of access control. Provides a less highly developed level of service at a lower Collector speed for shorter distances by collecting traffic from local roads 6 and connecting them with arterials. Land Access Consists of all roads not defined as arterials or collectors; Local primarily providing access to land with little or no through movement. Freeway Arterial Through Collector and Traffic AdDistributor Movement and Speed local Access to Property —� Freeways A freeway is a controlled access major arterial designed to carry high volumes of through traffic. Access to and from the freeway is allowed at ramps and interchanges. These facilities are designed to permit high-speed merging and diverging maneuvers with minimum disruption to the mainline traffic. Freeways have maximum traffic carrying capacity but minimum access to adjacent property. Traffic capacities are generally from 60,000 to 200,000 vehicles per day (vpd). Freeways generally serve inter -regional as well as local trips. They are ordinarily designed and constructed by the Texas Department of Transportation (TxDOT). Freeways connect major activity centers in a metropolitan region. Intersections are completely grade separated and there is no pedestrian or bicycle access. Buildings are not oriented directly to the freeway, however, they may be oriented towards the highway access roads. Some elements of parkway design are to be incorporated in the freeway design. S.H. 114 in the City of Southlake is the only roadway that would • - • • • [SOUTHLAKE 2030] 16 SOUTHLAKE 2030 • • qualify as a freeway. Significant urban design recommendations, including highway landscaping, treatment of overpasses, and portal designs for S.H. 114 are discussed further in the Urban Design Plan. Freeway frontage roads provide a means of connecting the local arterials to the freeways and provide controlled access to adjacent property. On frontage roads, trip length is generally less than one mile. Arterial Streets Southlake Blvd. (FM 1709) Arterials are designed to provide a high degree of mobility and generally serve longer vehicle trips to, from, and within urban areas. The arterial system interconnects major urban elements such as the Central Business District, industrial facilities, large urban and suburban commercial centers, major residential areas, and other key activity centers. Increased mobility, or the movement of people and goods, rather than access to adjacent land uses, is the primary function of an arterial street. Arterial streets serve a citywide function and are, therefore, designated using a broader citywide perspective. Arterials are not planned on a neighborhood level since the result would be discontinuity and a breakdown in the street's citywide or regional function. Posted speed limits on arterial facilities generally range between 35 and 50 mph, varying based on the type of area being served. Arterial streets through compact central business districts accommodate the lower end of the speed range, while Davis Blvd. (FM 1938) higher speeds are found on facilities in outlying areas. Traffic volume and capacity of an arterial street are dependent, in part, on the number of through and turning lanes, signalization, the number of driveways and access points, and the volume of bus and truck traffic. The volumes and capacity of arterials can range from 10,000 vehicles per day on a two-lane arterial to 75,000 vehicles on a six -lane arterial. With an emphasis on mobility, an arterial facility is generally designed to accommodate vehicle trips in the form of passenger cars and trucks. Pedestrian facilities and, when possible, bicycle facilities should be integrated into the design of these roadways. The criteria for arterial street classification are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of arterial streets. Not all of the criteria need to be met in designating an arterial street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Consists of a grid of streets generally spaced at 1 to 1.5 mile intervals; • Serves as a significant street citywide, accommodating trips of 2-5 miles between destinations; • Provides connectivity between other arterials and collectors; • Provides connectivity between or to freeway interchanges; • Accommodates existing or future average daily traffic volumes of 10,000-75,000 (individual segments may accommodate lower volumes); • Provides significant restrictions on driveways and other access points to adjacent land uses; Ordinance [SOUTHLAKE 2030] 17 SOUTHLAKE 2030 • • . ' . • Operates and is designated as an arterial street in adjacent jurisdictions; • Generally accommodates speeds of 30 mph or greater; • Provides traffic signals at major intersections and driveways as warranted; and • May accommodate 4 or more travel lanes. Collector Streets Collectors are designed to provide a greater balance between mobility and land access within residential, commercial, and industrial areas. The makeup of a collector facility is largely dependent upon the density, size, and type of abutting developments. Posted speed limits on collector facilities generally range between 30 and 40 mph. Traffic volume and capacity can range from 1,000 vehicles per day on a two-lane facility up to 10,000 vehicles per day on larger multi -lane facilities. Emphasizing balance between mobility and access, a collector facility is designed to better accommodate bicycle and pedestrian activity while serving the needs of motorists. Rural roads are collectors that have a unique rural identity and should be prioritized for preservation. These are typically 2-lane roadways with limited pedestrian/bicycle access, unimproved shoulders, and adjoining low -intensity residential or rural land uses. Most rural roads in Southlake have mature trees or rolling pastures along the roadway. Where these streets need to accommodate more traffic, improvements shall be limited to addition of turn lanes at key intersections to address critical capacity needs. Flat curbs and surface drainage may be acceptable along most rural roads. adjoining land use categories include low -density residential and rural conservation. Johnson Road Continental Boulevard Appropriate The criteria for collector streets are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of collector streets. Not all of the criteria need to be met in designating a collector street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Serves as a locally significant street (accommodates trips of less than 2 miles distance between neighborhoods, or between destinations within the city); • Provides connectivity between arterials (e.g. connects parallel north -south or east -west arterials) or between other collectors; • Provides connectivity between important neighborhood activity centers such as commercial areas, schools, parks, and residential neighborhoods; • Accommodates existing or future average daily traffic volumes of 10,000 or less (individual segments may accommodate slightly higher); • Operates as and is designated as a collector street in adjacent jurisdictions; • • - • • • [SOUTHLAKE 2030] 18 SOUTHLAKE 2030 • • . ' . • Accommodates speeds of 30 mph or greater; • Provides limited restrictions on driveways and other access points to adjacent land uses; and • Provides no more than 2 travel lanes. Local Streets The design features of local facilities are influenced less by traffic volumes and are tailored more to providing local access and community livability. Mobility on local facilities is typically incidental and involves relatively short trips at lower speeds to and from collector facilities. Because of their "neighborhood" nature, travel speeds are generally lower than collectors and arterials. Posted speed limits on local streets should generally range between 20 and 30 mph, depending on available right-of-way a4< and the adjacent land uses. Traffic volumes on local streets are generally less than 5,000 vehicles per day, and also vary depending on available right-of-way and the adjacent land uses. Pedestrian and bicycle safety and aesthetics are generally high priorities on local streets in residential and commercial areas. Wider travel lanes and broader turning radii to accommodate larger vehicle size are important considerations on local streets in industrial areas. Typical Residential Street These streets provide primary access to adjoining commercial, industrial, and residential properties. They are typically 2 lanes, but may be up to 4 lanes with appropriate turn lanes. They are designed for low -speeds, and they accommodate pedestrian and bicycle access. On -street parking may be appropriate at some locations. Local streets in industrial areas shall have appropriate accommodation for truck traffic, but proper screening and site design should be used to minimize the impact of off-street surface parking facilities on the adjacent roadway. Main Streets are designed to be "destination" streets, and they function as centers of civic, social, and commercial Typical Main Street activity. Main Streets are designed to provide the highest level of comfort, security and access for pedestrians. Developments along these streets are dense and focused toward the pedestrian realm. Buildings are generally pulled to the edge of the right-of-way with no or shallow setbacks. Land uses on Main Streets are typically mixed and are generators and attractors of pedestrian activity. Because of their specialized function and context, Main Streets will represent a relatively small portion of the City's overall street network. Such streets are appropriate in the Town Center and Employment Center -1 land use categories. • - • • • [SOUTHLAKE 2030] 19 SOUTHLAKE 2030 Mobility Master• STREET DESIGN STANDARDS The following cross sections detail the ultimate build -out for each configuration of the functional classification system. These cross sections are recommendations only and specific site and context conditions may warrant changes to the sections. However, establishing street design standards assists the City in acquiring needed right-of-way and in achieving locally -appropriate urban design and establishing a distinct image for the Southlake. See the Recommended Roadway Network Map on page 27 to view the designation for public rights - of -way within the City. Freeway 300' — 500' ROW A6D 124' —130' —140' ROW 6 lane divided A5U 80' — 90' ROW 5 lane undivided A4D 88' —100' ROW 4 lane divided A3U 70' ROW 3 lane undivided A2U 88' ROW 2 lane undivided C2U 60'— 70' — 84' ROW 2 lane undivided Main Street 50' — 60' ROW 2 lane undivided Commercial/Residential 50' — 60' ROW 2-4 lane divided/undivided freeway with 3-lane frontage road in both directions '0 mph Frontage Roads: 40 mph :ess to and from the freeway, ily at ramps and interchanges. ns are completely grade iedestrian or bicycle access. ided 8' sidewalk parallel to )ads. permitted. re not oriented directly toward y, however, they may be )ward the frontage roads. View of S.H. 114 • - • • • [SOUTHLAKE 2030] 20 [SOUTHLAKE2030] Mobility Master• 124' - 130' - 140' 6-lane divided arterial 45-50 mph 11' ■ Limited driveway access to improve mobility. ■ Improved visual appeal with landscaping and street trees, as allowed by TxDOT. ■ Improved pedestrian connectivity with 5'-10' pathways on both sides of the street. ■ Recommended for pathways to be multi -use. ■ Recommended pavement treatment and crosswalks at signalized intersections. ■ Highly controlled access. Recommended for adjoining uses to share driveways and provide cross access easements. ■ No on -street parking permitted. Minimize the visual impact of off-street parking with vegetative fences, berms, or relocation of parking to the side or rear of buildings. ■ Buildings are set back but provide visual orientation toward the street. ■ Signalization, as warranted, at major interections. I I • - • • • SOUTHLAKE 2030 21 [SOUTHLAKE 2030] Mobility Master• 84' 5-lane undivided arterial 35-40 mph 11' ■ Limited driveway access to improve mobility. ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-8' pathways on both sides of the street. ■ Recommended for pathways to be multi -use to accommodate bicyclists off-street due to speed differentials. ■ Recommended pavement treatment and crosswalks at signalized intersections. ■ Highly controlled access. Recommended for adjoining uses to share driveways and provide cross access easements. ■ No on -street parking permitted. Minimize the visual impact of off-street parking with vegetative fences, berms, or relocation of parking to the side or rear of buildings. ■ Buildings are set back but provide visual orientation toward the street. 88' -100' 4-lane divided arterial 35-40 mph 11' ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-10' pathway on one side of the street and a minimum 4' pathway on the opposite side. ■ Recommended for wider pathways to be multi -use to accommodate bicyclists off- street due to speed differentials. Consider a road diet to reduce width travel lanes and add on -street bike lanes. ■ Recommended crosswalks at 4-way intersections. ■ Controlled access due to medians. Recommended for adjoining uses to share driveways and provide cross access easements. ■ Minimize the visual impact of off-street parking with appropriate screening. ■ Buildings are set back but provide orientation toward the street. • - • • • SOUTHLAKE 2030 22 [SOUTHLAKE 2030] Mobility Master• 0 Improved visual appeal with landscaping and street trees. Improved pedestrian connectivity with 5'-8' pathways on both sides of the street. No on -street parking permitted. Buildings are set back but provide orientation toward the street. 88' 2-lane undivided arterial 30-35 mph 11' ■ Improved visual appeal with landscaping and street trees. ■ Improved pedestrian connectivity with 5'-10' pathway on one side of the street and a minimum 4' pathway on the opposite side. ■ Recommended for wider pathways to be multi -use. ■ Recommended crosswalks at 4-way intersections. ■ No on -street parking permitted. ■ Buildings are set back but provide orientation toward the street. ■ This cross-section represents the ultimate build -out, which would require significant • - • • • SOUTHLAKE 2030] 23 [SOUTHLAKE2030] Mobility Master• underground drainage improvements. ■ Recommended to retain existing natural landscape to the extent possible. ■ Improved pedestrian connectivity with minimum 4' pathways on both sides of the street. ■ Recommended crosswalks at 4-way intersections. Consider turn -lanes and roundabouts where appropriate. ■ Low access control. j ■ Typically no on -street parking permitted. ■ Narrow lanes conducive to lower -speed traffic. ■ Buildings are set back but provide orientation toward the street. W P Local — Main Street Right-of-Way50' - 60' • 2 lane undivided local street 20-25 mph • - - • • • SOUTHLAKE 2030 24 [SOUTHLAKE2030] Mobility Master• 10, ■ Pedestrian orientation with street trees separating sidewalks from the roadway. ■ Improved pedestrian connectivity with 8'-10' sidewalks on both sides of the street. ■ Recommended traffic calming and narrow lanes conducive to low speed traffic. ■ Parallel or angled on -street parking permitted. Minimize the ■ Pedestrian orientation with street trees separating sidewalks from the roadway. ■ Improved pedestrian connectivity with minimum 4' pathways on both sides of the street. ■ Recommended traffic calming and narrow lanes conducive to lower -speed traffic. ■ On -street parking permitted. ■ Buildings provide orientation toward the street, and may be brought to the street, as allowed by zoning Typical Residential Street Typical Commercial Street • - • • • SOUTHLAKE 2030 25 SOUTHLAKE 2030 Mobility Master• As a part of the 2030 Mobility Master Plan update, a few recommendations were made to change or refine existing roadway classifications on the Mobility and Master Thoroughfare Map. These changes were recommended to simplify and clarify roadway classifications, to add a new roadway (Tower Boulevard), and to remove an unbuilt roadway that is no longer recommended. A summary of these changes is provided in the following table. FM 1709/FM 1938 (130' ROW) Randol Mill/FM 1938 (140' ROW Parkway) FM 1709/FM 1938 (130' ROW) C2U — 84' — 60' Collector Not shown on map C2U — 60' Collector Common Access Easement Southlake 2030 Designation A61D — 130' to 140' Arterial A61D — 130' to 140' Arterial Including the following note: The current cross section for Randol Mill north of FM 1709/Southlake Blvd is A4D (140' ROW). A61D — 130' to 140' Arterial A41D — 88' Arterial C2U — 60' Collector Removed from map (no longer recommended) Removed form map (connection has been constructed) • - • • • [SOUTHLAKE 2030] 26 [SOUTHLAKE2030] Mobility Master• t LU O / as R Y � o � n `� O r LO 0� 5 3 ate`€co lei "a �ID�J, c [I.1 cocts C3CO E o ffi. � � a vi��� �a�se o j ;.• ❑ s a s - - - -- - I' '� m ngilyewiN Hlnos m � , � s � 3nvllaewN H1apN -t- P. I Y n;w R - 3IV7702Javo HIn 1 3!V'±llfl2iatl� H1210N uuu��� Y I A C I I zki o HM -O LIz u:.. o% H dy J J �4 jr svoapv 5'fidi % m L - Atl ���IhNp1A3d H1.�ION l�OQ - c� a-e _e y3CH1apN va liANolAadi+1npS ' N N 4 lOONVtl D o m- m- o `o w -m m -m cc N N V Uo U N c W Ja lcC orN `rN `wm`m oN 041 0o ¢ ¢ r r r0UUMQO4 0 0N y CO Cas�JlR - w o o o o > > > > > E o lL a ¢ a ¢ ¢ ` ¢ 0 0 cj Q 0,s��� ae8�e� �9�� �f9�ps4� a ■ ■ ■ asaga 3 a�€e¢ a c l l I I ■ I ■-■ ���g a � a- a��E ?aa�G`W�'a as • - • • • SOUTHLAKE 2030 27 SOUTHLAKE 2030] .. . ' . RIGHT OF WAY & SIGNAL IMPROVEMENTS A number of right of way improvements are recommended in this plan that will assist in achieving the recommended street design standards and help in alleviating specific concerns that may involve that particular section of roadway. The improvements below are descriptions of the issues concerning specific roadways and the improvements being proposed. The descriptions of projects below should be used in conjunction with the Thoroughfare Improvements Map on page # and the Summary of All Thoroughfare Plan Recommendations on page #. The first column in the table below provides a number for cross-referencing with the aforementioned map and recommendations summary as well as other documents, such as the Capital Improvements Program. This project includes the engineering, design, and construction of a traffic signal at the intersection of Watermere Drive/ Jellico West and FM 1709. This traffic signal is needed to facilitate traffic flow through the intersection and facilitate access to FM 1709. It is difficult for residents to access FM 1709 from these subdivisions causing backups on neighborhood streets. This traffic signal is needed to facilitate traffic flow and access to FM 1709. Difficulty accessing FM 1709 was consistently mentioned as a concern in the 2011 Citizen Survey. The FM 1938 project involves paving, utility, and drainage improvements along the existing Randol Mill Avenue from FM 1709 to SH 114 to four lanes divided with raised medians. Construction of FM 1938 will be in two phases. Phase I runs from the bend in Randol Mill Avenue to SH 114 through Westlake. Phase 2 extends from the intersection of FM 1709 and Randol Mill Avenue/ Davis Boulevard to the bend in Randol Mill Avenue in Southlake. This project includes reconstruction of the FM 1709/ FM 1938 intersection and includes the installation of irrigation, landscaping, hardscaping, retaining wall aesthetics, trails on both sides and 1,600 linear feet of screening wall at Myers Meadow. FMi938 - Phase 1 170 377 WESiLAKE 171 W939• 56UTNLAKE WAPEYINE 26 Phase 2 3az 1709 121 1709 N IfEILER 103 rn 114 26 1938 377 (3GD; • • ' • • • [SOUTHLAKE 2030] 28 SOUTHLAKE 20301 .. . ' . This project involves the design and construction of a roundabout at the Continental Boulevard and S Peytonville Avenue intersection. The funding request includes drainage improvements. Funding does not include burying of the utilities. The funding request also includes landscaping, irrigation, electrical work, and art for the roundabout. There is significant traffic congestion in the vicinity of the intersection of North Peytonville Avenue and West Dove Road during the peak AM and peak PM hours (primarily related to school traffic). This project addresses current traffic backup at South Peytonville Avenue and Dove Road as well as Sam School Road and Dove Road. This project calls for the realignment of Sam School Road with South Peytonville Avenue. It will require the purchase of right of way. This project is recommended based upon the findings from a study conducted by Teague, Nall and Perkins of traffic patterns and projected growth. The City is working to acquire the private portion of Kirkwood Boulevard from T. W. King Road to Tyler Street as a public street to extend connectivity north to SH114. 9 4 g y4 } wnw •+�. vnn yr.. F .im • ' • • • [SOUTHLAKE 2030] 29 SOUTHLAKE 20301 .. . ' . This project includes the widening of Kirkwood Boulevard from Stockton Drive to Tyler Street from the current 2 lane configuration to the ultimate build out of A4D, four lanes divided with a landscaped median. This improvement will allow for a consistent and continuous cross-section along Kirkwood. The widening and extension of Kirkwood Boulevard will increase mobility in the northern portion of the City. The majority, if not the entirety of this section is anticipated to occur along with development in the area. This project involves paving and drainage improvements for the widening of North White Chapel Boulevard from SH 114 to Emerald Boulevard to its ultimate pavement section of 4 lanes divided with a median. The median along this section of North White Chapel Boulevard will include landscaping and irrigation. The intersection of North White Chapel Boulevard and Highland Street will be improved from a four-way stop sign intersection to a dual -lane roundabout to accommodate increased traffic along this corridor. Increased traffic is anticipated due to the widening of North White Chapel and the recent development of Forest Park Medical Center. This project also includes landscaping, irrigation, electrical work, and public art for the roundabout. • • ' • • • [SOUTHLAKE 2030] 30 SOUTHLAKE 20301 .. . ' . This project includes engineering design, ROW acquisition, testing, and construction of the southbound lanes along North White Chapel Boulevard from SH114 to the north property line of the Carillon development. Construction includes excavation, storm sewer, and street paving, as well as 5 street lights, 10 street and handling signs, sod and irrigation for the medians and right of way areas. This project will also widen North White Chapel Boulevard from Carillon to the Dove - White Chapel roundabout to four lanes divided with a median. This project will improve access to Town Square for motorists traveling westbound on S.H. 114 as well as improve access to eastbound S.H. 114 for patrons leaving the new Gateway Church facility. Currently, heavy traffic volumes are required to maneuver through the intersections at North Carroll Avenue in order to return in an easterly direction. Consequently, heavy delays are being experienced when the intersections are being controlled by uniformed officers at the dismissal of religious activities. This project will provide for better traffic circulation and additional on street parking opportunities in the Northwest portion of the Town Square area near DIPS Headquarters. The majority of the road construction for Rucker Road is expected to be built in conjunction with development projects. However, the City may need to purchase ROW and construct the roadway as it crosses the floodplain. In addition, a roundabout should be considered at the intersection of Tower Boulevard and Rucker Road when traffic counts justify it. • ' • • • [SOUTHLAKE 2030] 31 SOUTHLAKE 2030 Mobility This project includes the widening of South Carroll Avenue from Breeze Way to just south of FM 1709, adjacent to Shops of Southlake. This improvement will bring this portion of Carroll to its ultimate pavement section, 4 lanes divided. This project includes the widening of Brumlow Avenue from Continental Boulevard to SH 26 to its ultimate pavement section of 4 lanes divided. Gateway enhancements (entry feature, landscaping) are recommended at the intersection of Brumlow and S.H. 26. Landscaping should be similar to and complement existing landscaping found in Heritage Business Park. East Dove Road is the only major connection into Grapevine from Southlake north of SH 114 and traffic is increasingly congested at the intersection of East Dove Road and North Kimball Avenue. With the future opening of the managed lanes on SH 114, traffic is expected to increase even more. To handle this congestion, a roundabout is planned. The construction will be handled by the City of Grapevine per interlocal agreement. :Of 4 a i This project involves paving, utility, and drainage improvements for the widening of North Kimball Avenue from SH 114 to Dove Road. North Kimball Avenue will be widened to its ultimate four lane divided pavement section with center landscaped medians and six- foot sidewalks on both sides of the street. The construction of this project will be completed in two phases. Phase I along North Kimball Avenue from SH 114 to Kirkwood Boulevard is complete, and Phase 11 is the continuation along North Kimball Avenue from Kirkwood Boulevard up to Dove Road. • - • • • [SOUTHLAKE 2030] 32 [SOUTHLAKE 2030 • • This project includes the right-of-way acquisition, design, and construction of a 2-lane undivided connector to allow Georgetown Park vehicular access to the traffic signal at Nolen and FM 1709. This roadway is planned to be constructed as a 60-foot C2U. This project will complete the roadway connection of Nolen Drive between Exchange Boulevard in Southlake and Industrial Boulevard in Grapevine. This project is a joint venture with the City of Grapevine. The agreement to make this roadway connection is a term of the Interlocal Agreement with the City of Grapevine for the boundary adjustment completed in 2007. This project includes the design and construction of a roadway connector parallel to FM 1709. The roadway connector will allow Bank Street to tie into Commerce Street which has an existing traffic signal at FM 1709. This project is necessary because the DFW Connector will prevent westbound FM 1709 access from Bank Street. Commuters would have to turn right, heading eastbound and then turn around in Grapevine to head west into Southlake. This project is critical for business retention as it will prevent existing businesses on Bank Street from relocating due to inaccessibility. This project is a joint effort between both the City of Southlake and the City of Keller. The project includes deceleration lanes and aesthetic improvements. This will also require the relocation of utility lines on both the Southlake and Keller sides. In addition, an entry feature is recommended at this intersection. • • - • • • [SOUTHLAKE 2030] 33 SOUTHLAKE 20301 .. . ' . Currently, this segment of N. Carroll Avenue is designated as an 88-foot 2-lane undivided roadway, if the level of service and traffic counts warrant in the future, this will change to a 4- lane divided roadway. This project would include the design and construction of N. Carroll from the intersection at S.H. 114 to the roundabout at the intersection with Dove Road. This project includes a flyover from westbound S.H. 114 onto westbound Southlake Boulevard (FM 1709). This was designed as a part of the DFW Connector project but was not funded for. As the level of service is reduced along the frontage road to gain access to Southlake Boulevard. There is limited access for Southlake Marketplace shopping center and adjoining developments. Access improvements and signalization options should be installed adjacent to Southlake Marketplace. In addition to limited access for Southlake Marketplace, immediately to the east at Players Circle and Meadowlark there are also some difficulties with traffic access. If the project at Southlake Marketplace is not implemented a traffic signal is recommended to be installed at this location. • ' • • • [SOUTHLAKE 2030] 34 SOUTHLAKE 20301 .. . ' . Increased traffic volumes are expected along Davis Boulevard (FM 1938) as it is widened north of Southlake Boulevard (FM 1709). A study to determine options at this signalized intersection will be necessary as traffic increases. As the property develops to the south of this interesction, traffic is anticipated to increase. A study will be necessary to determine a form of traffic control at this intersection. As the property develops around this interesction, namely Carillon to the west and the Gateway Church facility to the east, traffic is anticipated to increase. A study will be necessary to determine a form of traffic control at this intersection. Federal Way has increased in traffic as Town Square has developed further. A study has been conducted and it has determined that a traffic light and a right turn lane onto northbound N. Carroll Avenue is warranted. This project should help with congestion at this intersection for traffic exiting Town Square. . ', ` W yovr This project will be dependent on the the future development of properties located to the east and to the south such as the residential development Winding Creek and proposed commercial development of Park Village. As the area develops further the . need for further traffic management will be necessary. When the 1 , property immediately to the east develops (Park Village), the improvements adjacent to what is being called the "South Drive" "" `''` ' ' y> • , at The Shops of Southlake will be installed by the developer of Park Village. The traffic signal at Zena Rucker Road will be installed whenever traffic is warrants the installation and will occur as °^ is further development occurs to the west along Zena Rucker Road. As the property develops to the west of this interesction, traffic is anticipated to increase. A study will be necessary to determine a form of traffic control at this intersection. This intersection serves as a primary access point onto State Highway 114 on the east side of the City and traffic is anticipated to increase as N. Kimball Avenue is widened and the area develops further. A study will be necessary to determine if any intersection improvements can be done. As the property develops to the west and to the south of this interesction, traffic is anticipated to increase. A study will be necessary to determine a what intersection improvements can be done with the grading challenges that exist at this intersection. • • ' • • • [SOUTHLAKE 2030] 35 SOUTHLAKE 20301 .. . ' . As the property develops to the west of this future interesction, traffic is anticipated to increase. A study will be necessary to determine if a form of traffic control at this intersection will be necessary. As the property develops in the area of this interesction, traffic is anticipated to increase. A study will be necessary to determine if a form of traffic control at this intersection is necessary. Currently, the City does not operate or maintain any traffic signals in the City. The City will need to consider the future operation and maintenance of traffic signals as they are installed throughout the City and determine whether this should be done by additional staff or contracted servicing. Current speed limits may be higher than appropriate for some thoroughfare classifications. Some of these locations may be of concern due to a higher pedestrian presence. It will be necessary with this project to look at ways to improve the City's traffic calming policy and determine where retrofits may be appropriate, lower speed limits or a cost sharing program with neighborhoods. Lighting along the City's arterial streets may be necessary to meet AASHTO criteria. Lighting intensities along the arterials may need to be coordinated with minimum AASHTO criteria and possibly could be updated and included within the City's Lighting Ordinance where it currently is not subject to any requirement. This project consists of improved safety and wayfinding during night time throughout the City at key intersections along major thoroughfares with the installation of illuminated street signage. The City's current Driveway Ordinance has been in effect since 1995 and may be out of date to current development practices and not meet appropriate access management. With this project, City staff should research and present to City Council current and best practices for a new Driveway Ordinance. • • ' • • • [SOUTHLAKE 2030] 36 SOUTHLAKE 20301 Mobility MasterPlan The residents within Lake Wood Acres, Southview and Foxborough Neighborhoods have expressed concern over traffic circulation to and from their neighborhoods to access major thoroughfares such as FM 1709, State Highway 114 and N. Carroll Avenue. A study should be conducted to determine what viable options are available for these residents and improving circulation patterns. FM 1938 has naming inconsistencies throughout northeast Tarrant County and within the City. As FM 1938 (Randol Mill) is widened and improved in Southlake, the renaming of this portion of FM 1938 may be appropriate in order to be consistent with the nomenclature in Westlake where it intersects with State Highway 114. Increased traffic along Southlake Boulevard (FM 1709) and the installation of medians have warranted the construction of deceleration lanes for the intersections at Southridge Lakes and Byron Nelson Parkway. Examples of traffic calming measures have been noted within this Mobilty Master Plan. It will be necessary for the City to review its traffic management policies when it pertains to new development for residential and non-residential applications. Electric vehicles are becoming more common and more affordable for consumers. Future demand of these stations is anticipated to increase in non-residnetial settings in commercial and retail developments. The City will need to amend its Zoning Ordinance to establish guidleines and threshholds for these stations on non-residential properties in the City. The TEX Rail project is under development and will move forward in the near future. While there are no planned stations within the City of Southlake, there is a large gap between the stations of North Richland Hills and Grapevine. Southlake may consider the possilbity of a future rail station if the properties along State Highway 26 are to ever redevelop. • ' • • • [SOUTHLAKE 2030] 37 SOUTHLAKE 2030 Mobility Master• INTERSECTION STUDIES The City strives for a level of service (LOS) of C or better at each of its major intersections, which means an average vehicle control delay of 20-35 seconds at signalized intersections or 15-25 seconds at unsignalized intersections. As new development occurs and traffic volumes are anticipated to increase in certain locations, the level of service deteriorates. The intersections shown on the map on the next page are recommended for future study to determine if improvements are needed to maintain or improve the level of service. Recommendation information on these intersections can be found within the Thoroughfare Improvements Map on page # and the Summary of All Thoroughfare Plan Recommendations on page #. Multiple options may be available at these intersections to achieve the desired level of service. The recommended studies will determine which improvements will be most effective and efficient. The installation of traffic signals may be an appropriate solution in some locations. However, due to the expense for installing and maintaining signals, all signals must meet and be prioritized based on warrant studies. The following should be considered prior to signalization: 1) Warrant Study 2) Construction 3) Maintenance/Technician Service SH 114 and Dove Road S White Chapel Boulevard and Continental Boulevard • • - • • • [SOUTHLAKE 2030] 38 SOUTHLAKE 2030 Mobility Master• TRAFFIC CALMING MEASURES Beyond the posted speed limit, the design of a street affects the typical speed at which a motorist will feel comfortable driving. Traffic calming measures can reduce the travel speed on certain ROW to levels that are appropriate to the functional classification and adjacent land use. By slowing traffic, eliminating conflicting movements, and sharpening drivers' attention, traffic calming may result in fewer collisions. And, because of lower speeds, when collisions do occur, they may be less serious. According to the Federal Highway Administration (FHWA), reducing speed and lowering the volume of traffic on appropriate streets have been shown to have a number of positive impacts: improved pedestrian and bicyclist safety. • Decreased traffic noise. • Improved neighborhood cohesion and livability, • Improved property values. • Improved street aesthetics and appearance. Traffic —calming techniques may also affect the following: Crime reduction: Traffic calming encourages natural surveillance and access control. • Quality of street life: Lower speeds and volumes after traffic calming encourage walking, bicycling, and street life. Various types of traffic calming measures have been researched and recommended by the FHWA. Each may be appropriate under specific circumstances. Southlake has utilized medians, roundabouts, curb extensions, and corner radius treatments, but others may help to calm traffic near schools or parks, in neighborhoods or in certain commercial areas with high volumes of pedestrian or bike traffic. r Intersection Treatment As traffic calming is considered, it is also important to ` consider potential impacts on emergency personnel and Roundabout response times. Southlake could consider applying a combination of the following traffic calming measures in appropriate locations: • • - • • • [SOUTHLAKE 2030] 39 SOUTHLAKE 2030 • • Medians Medians are islands located along the roadway centerline, separating opposing directions of traffic movement. Medians can provide special facilities to accommodate pedestrians and bicyclists, especially at crossings of major roadways. Medians are most valuable on major, multilane roads that present safety problems for bicyclists and pedestrians wishing to cross. The minimum central refuge width for safe use by those with wheelchairs, bicycles, etc., is 5.2 feet to 6.6 feet. Introducing color or texture changes to the road surface material around the refuge area reminds motorists to reduce speed. Used in isolation, roadway medians do not have a significant impact in reducing vehicle speeds. For the purpose of slowing traffic, medians are generally used in conjunction with other devices such as curb extensions or roadway lane narrowing. Curb or midblock extensions The sidewalk and/or landscaped area on one or both sides of the road is extended to reduce the roadway to a single lane or minimum —width double lane. By reducing crossing distances, sidewalk widening can be used to make pedestrian movement easier and safer. They can be installed either at intersections or midblock, and they may be used in conjunction with other traffic —calming devices, but they cannot impede or restrict the operation of the roadway. Narrowing certain streets with curb extensions can create safer bicycle facilities, but care should be taken that bicyclists are not squeezed by overtaking vehicles where the road narrows. Corner —radius treatments Corner radii of intersection curbs are reduced, forcing turning vehicles to slow down. Efforts to accommodate trucks and other large vehicles have historically led to increased corner radii at intersections. To slow traffic, a corner radius of approximately 7 feet is recommended. The sharper turns that result from the reduced radii require motorists to reduce speed, increasing the time available to detect and take appropriate actions related to pedestrians at the crossing. Smaller radii also provide more pedestrian storage space, and pedestrians are more visible to drivers. Corner treatments may result in wide swings in turning movements of large vehicles, large vehicles hitting and damaging curbs or endangering pedestrians on corners, or affect response times for emergency vehicles. Locations for these treatments should therefore be carefully considered. Roundabouts Roundabouts are circular intersections that allow for a continuous flow of traffic in one direction around a center island. Roundabouts are intended to slow the speed and maintain efficiency at an intersection. They • - • • • [SOUTHLAKE 2030] 40 SOUTHLAKE 2030 Mobility Master• have been proven to improve safety, reduce collisions, and reduce the injuries or impacts of collisions. Roundabouts in Southlake have been used at key intersections along arterials or collectors, and they provide opportunities for prominent landscaping and art to enhance the public realm. Traffic Circles Smaller traffic circles, with center islands approximately 13 feet in diameter, can be safer for both vehicles and pedestrians, reducing vehicle speeds. Traffic circles can reduce crashes by 50 to 90 percent when compared to two—way and four— way stop signs and other traffic signs, reducing the number of conflict points at intersections. Success, however, depends on the central island being sufficiently visible and the approach lanes engineered to deflect vehicles, preventing overrun of the island. Pavement Treatments/Intersection Treatments Textured pavement treatments provide visual and audible cues for drivers to encourage traffic calming. The use of paving materials such as brick, cobbles, concrete pavers, or other materials that create variation in color and texture reinforces the identity of an area as a traffic —restricted zone. Colors and textures that contrast with those prevailing along the roadway alert motorists to particular conditions, and increase bicyclist and pedestrian visibility. Treatments can be an attractive element along residential streets. The variation from asphalt or concrete paving can signify crossing into a residential zone where pedestrians and bicyclists can be expected to have greater priority. Pavement treatments can be combined with other traffic —calming devices to provide an entry or gateway into a neighborhood or other district. Surface alterations at intersections with local streets can include textured paving, pavement inserts, or concrete, brick, or stone materials. Curb extensions can also be placed at entrances to neighborhood areas, usually where a residential street intersects an arterial. The extension can discourage vehicular traffic from cutting through the neighborhood. The choice of materials should not pose a danger or deterrent to bicyclists or persons with disabilities. Cobbles present special difficulties, particularly for vehicles with narrow wheels or without suspension. Similarly, pavers with chamfered edges can impair a bicyclist's stability. Raised Crosswalks/Intersections A raised crosswalk is a broad, flat—topped speed hump that coincides with pedestrian crosswalks at street intersections. Raised above the level of the roadway to slow traffic, it enhances crosswalk visibility and makes the crossing easier for pedestrians who may have ti difficulty stepping up and down curbs. It must be stable and firm and can be constructed of brick, concrete block, colored asphalt, or cement, with ramps striped for better visibility. Ordinance [SOUTHLAKE 2030] 41 SOUTHLAKE 2030 .. . ' . A raised intersection is a plateau across the entire intersection, with a ramp on each approach. It can be enhanced through the use of distinctive surfacing such as pavement coloring, brickwork, or other pavements. In some cases, the distinction between roadway and sidewalk surfaces is blurred. If this is done, physical obstructions such as bollards or planters should be considered, restricting vehicular access. Ramps should not exceed a maximum gradient of 16 percent. Distinctive surfacing materials should be skid — resistant, particularly on inclines. Ramps should be clearly marked to enable bicyclists to identify and anticipate them, particularly under conditions of poor visibility. And care must be taken so the visually impaired have adequate cues to identify the roadway's location (e.g., tactile strips). Color contrasts will aid those who are partially sighted. Curvilinear Roads New roads can be designed to meander or turn sharply to slow traffic, limit views, and discourage speeding. Designs for new curvilinear roads should be careful to consider adequate access to adjacent properties, both in terms of servicing and the needs of the individual. Narrow Traffic Lanes/Road Diets Wide traffic lanes encourage faster motor vehicle speeds. Consideration should be given to the review of cross —sections for all street classifications to determine whether roadway lane widths can be reduced (within the AASHTO guidelines) so more area can be dedicated to bicycle and pedestrian use and associated traffic — calming facilities One method of narrowing traffic lanes is called a road diet. A road diet consists of converting a two—way street with four travel lanes to two travel lanes with a center turn lane and using the additional space for bicycle and pedestrian space. I I I�1 I I I I I I 1 1 I I I I I I I I I I I I I I I 1 • ' • • • [SOUTHLAKE 2030] 42 SOUTHLAKE 2030 Mobility Master• Landscaping and Urban Design With the adoption of the Major Corridors Urban Design Plan, Southlake recognized the opportunities and importance of placemaking along the City's boulevards, entry points, and freeway interchanges. While roadside landscaping and urban design elements improve aesthetics and visitors' impressions of the community, they can also have a positive influence on driver behavior and may improve roadway safety. A pleasing roadside landscape can reduce driver stress levels, which may reduce occurrences of aggressive or unsafe driving. In addition, street trees may encourage motorists to drive more slowly, which in turn may result in fewer crashes and less severe injuries when crashes do occur.' STREET LIGHTING STANDARDS fts The city has selected a standard for overhead street lighting along arterials. Adequate street lighting is normally provided in accordance with standard engineering practice when arterial streets are constructed or improved. Adequate arterial street lighting is defined by the American Association of State Transportation Officials (AASHTO) as providing average minimum 0.8 foot-candle illumination or average desired 1.0 foot-candle average illumination on the pavement. In addition to the standards defined by AASHTO, the City of Southlake lighting ordinance (Ordinance 693-13) limits the intensity of lighting to 0.2 foot-candle average illumination as measured at the property line in areas with single or two- family residential adjacency. The City and other governmental agencies are exempt from the lighting ordinance when installing lighting for safety or traffic control purposes, but City staff has used this as a guiding standard and endeavored not to unnecessarily exceed this threshold when possible. 1 Wolf, K.L. 2010. Safe Streets —A Literature Review. In: Green Cities: Good Health(www.greenhealth.washington.edu). College of the Environment, University of Washington. • - • • • [SOUTHLAKE 2030] 43 SOUTHLAKE 2030 Mobility Master• Generally, arterials and collectors will be lit to a higher standard than typical local neighborhood streets. All arterial street projects should include street lighting when they are constructed to recommended Thoroughfare Plan standards. A street lighting standard will establish a functionally and aesthetically consistent light fixture throughout the city. The following items are important considerations in selecting standard lighting fixtures: • AASHTO Criteria for Arterial Street Lighting Cnv o Desirable 1-foot candle average light o Minimum 0.8 —foot candle average light • City of Southlake Lighting Ordinance o (Arterial Street Lights are exempt) 0 0.2 foot candle average at residential property line • Residential Adjacency - Electric Utility Standard Menus The following standards have been established to achieve adequate lighting levels between the 0.8 and 1.0 foot-candle standard, without unnecessarily exceeding the 0.2 foot-candle standard at the residential property line called for in our lighting ordinance. Standard type and appearance: • Gullwing or Shoebox fixtures • 30' median mounted painted steel pole • Dual fixtures • 250 watt high pressure sodium or LED lights as available Gullwing This type of lighting source is similar to Southlake Town Center parking lot lighting, primary light source is inexpensive, it minimizes potential for "hotspots" and have been used along Kirkwood Boulevard, Grace Lane, and Blessed Way. 1-foot candle light average 30-40' 150-250' 400 W (HPS) Available through Tri-County. Retail Electric Provider will install for additional cost and maintain at no additional cost. City is responsible Gullwing The lighting footprint of the "Gullwing" is slightly above the 0.2 foot-candle limit at the right of way line on a standard width arterial street, but has a pronounced bulge that will exceed the 0.2 foot-candle limit and approach 0.5 foot-candle at the right of way line. Using the "Gullwing" fixture is acceptable on ROWS with no • - • • • [SOUTHLAKE 2030] 44 SOUTHLAKE 2030 Mobility Master• residential adjacency that would trigger the lighting ordinance limitation. However, most arterials have residential adjacency that would probably preclude the use of the "Gullwing" fixture. Shoebox This type of lighting source is similar to Byron Nelson Parkway street lighting, primary light source is inexpensive, minimizes potential for "hotspots" and have been used along North Kimball Avenue and North White Chapel Boulevard. 1-foot candle light average 30-40' 150-250' 400 W (HPS) Available through Oncor or Tri-County. Retail Electric Provider will install and maintain at no capital cost to the city. City is responsible Shoebox This is a standard fixture in the menu of options provided by two local electric providers. Like the "Gullwing" fixture, the "shoebox" fixture provided adequate lighting on the pavement between 0.8 and 1.0 foot-candles and slightly exceeded the 0.2 foot-candles at the right of way line, but did not have the bulge produced by the "Gullwing." • - • • • [SOUTHLAKE 2030] 45 [SOUTHLAKE 2030 • • ILLUMINATED STREET SIGNAGE Illuminated street signage can improve safety for the driving public by improving the visibility of major intersection signage. It is recommended for the city to install backlit intersection signage at major intersections, similar to the existing signage at Kimball Avenue and SH 114. This type of signage is appropriate at signalized intersections along TxDOT rights -of -way or other arterials. Illuminated signage along FM 1709 is scheduled to be constructed FY13. This project includes the intersections of FM1709 at SH114, Commerce St., Nolen Dr., Kimball Ave., Village Center Dr., Carroll Ave., Byron Nelson Parkway, White Chapel Blvd., Shady Oaks Dr., Waterford Dr., Peytonville Ave., Randol Mill Rd., and Pearson Ln. And it is recommended that illuminated signage be included with any future signalized intersections in the city. ACCESS MANAGEMENT Proper access management will help the city maintain smooth traffic flow, provide adequate street drainage, ensure that all properties have safe and efficient vehicular access to or from the public street system and that public streets have the capacity to handle peak traffic volumes. A driveway ordinance is one tool the city can use to manage access along public streets. Generally, such an ordinance can prohibit the indiscriminate location and spacing of driveways while maintaining reasonable vehicular access to and from the public street system; reduce conflicting turning movements and congestion thereby reducing vehicular accidents; and maintain and enhance a positive image for the attraction of new, high quality, residential and nonresidential development in the city. Southlake's existing driveway ordinance was developed in 1995 and it is recommended that the city update the driveway ordinance to reflect best practices and meet the current needs of residents, businesses and other property owners. 09 C9,mmerce I 11UWi ®Gatewa�r ,} _ ,ao '®ran Nelson }' P!yt o nv ,ni l le!. ,o ox Caption W�iooxhite Chapet )}[i Southlake Blvd �I 11 C•,o•e ,•o¢� , Shady Oaksij)i �.,.......,,.. -,oar . ® Davis Blvd }� Pr is Insert picture here Caption • - • • • [SOUTHLAKE 2030] 46 SOUTHLAKE 2030 .. . ' . Southlake Thoroughfare Recommendations Ordinance No. . 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E c ca ai N CH CH C C a0 p O + .1 vi > O c O �/ a) Oi > + °- '� c O c + O N+ CO ' 6 U c a/ s E c a) E m> N c — O o o DUL>� 2 v M U ao M 3 v E N-.- + — u .3 U W .bD E o c z ao i v t a, o o N o 3 • • ac° °�° i 4-^ o °tea) W ao -0c U 4LZ o> u N c o w> ate) > n aa) v n c .N ° cL i�EF -0 a, Q- u a, E . 0 0 a Q c 3 a, c m a, E t N O c Q m Ln CH C CH C CH C Ln Ln SOUTHLAKE 2030 •. . • ACTIVE TRANSPORTATION This chapter of the Southlake 2030 Mobility Master Plan addresses active transportation, primarily pedestrian and bicycle mobility, and serves as the City's Trail System Master Plan. As such, this chapter updates and consolidates the Sidewalk Plan and the Southlake Pathways Plan. In addition, this chapter expands on previous plans by providing recommendations for crosswalks. This Plan provides a general overview of active transportation planning and its history in Southlake and also provides a summary and recommendations for bicycle facilities, sidewalk facilities, and crosswalks. ACTIVE TRANSPORTATION PLANNING Active transporation refers to human -powered modes of travel — primarily walking and cycling. Active transportation may be recreational, such as a hike through a park, or utilitarian, such as a trip to school, work, shopping, or services. The benefits of active transportation are numerous and include improved public health, a cleaner environment, reduced congestion, increased social interaction, and improved quality of life. In addition, walking and cycling are convenient and economical. According to the 2009 National Household Travel Survey, walking and cycling are also becoming more popular. Biking and walking made up 11.9% of all trips in the United States in 2009 compared to 9.5% in 2001 — a 25% increase. Further, many destinations in Southlake are desirable to access by bicycle or on foot, including parks, schools, community events, and pedestrian -friendly shopping areas like Town Square. For all these reasons, the City of Southlake and the broader DFW region have placed an increased emphasis on active transportation in recent years. HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE Historically, Southlake's growth was automobile -oriented and characterized by large lot single-family development that was not pedestrian -oriented. This type of development coupled with the City's desire to maintain its rural character generally resulted in the omission of bike paths and sidewalks for practical and aesthetic reasons. However, as Southlake has transitioned from a rural community to a suburban city with numerous pedestrian -friendly destinations, the desire for active transportation options has grown. Formal emphasis on active transportation first emerged in Southlake in the early 1990s. The 1995 Trail System Master Plan was the City's first plan to address pedestrian and bicycle mobility on a broad scale. The Plan was developed in response to a citizen survey conducted in the early 1990s that identified hike and bike trails as well as nature areas and trails as top priorities. The Plan focused primarily on potential on -street bike routes and sidewalks adjacent to roadways. • • - • • •0 [SOUTHLAKE 2030] 56 SOUTHLAKE 2030 . • • • Six years later, the Plan was updated and the 2001 Southloke Pathways Plan was adopted. This revised plan expanded the originally proposed trail network to a more comprehensive system which included greenway paths in future developments as well as additional equestrian and hiking trails. The Pathways Plan was updated again as part of the 2025 comprehensive plan update (Southlake 2025 Plan) and the 2005 Southloke Pathways Plan was adopted. During the update process, a need to address gaps in the existing network as well as connections between recreational trails and destinations was recognized. As a result, the 2007 Sidewalk Plan was developed and adopted in 2007 as a complement to the Pathways Plan. The Sidewalk Plan identified planning, policy and implementation areas to provide or improve access to the City's pedestrian network. Perhaps most significantly, the Sidewalk Plan identified and prioritized sidewalk and trail infill segments for construction. This prioritization list is used as a starting point on an annual basis when determining which sidewalks will be constructed through the Capital Improvements Program. IeJJ[111g1aJ�JNe IrRk,. 4- b 10- 10"M, a.enua pam 1-11-9 rJ,abafhlelul,l n,JaY•pab�r WJn14mJA1mbNNlAlJbl bpdf,b<NMaihllu NVMCVutY-� .ibbJrwelerpmn;lnewlnaeurse��vr�erner yuuirtaee�ace.niac •<nmmun�ry poM;atnbbl mama •get nd of tha red l'igFNhbffic cameras commnnlN recleaAon �emer allw+dn'ding'��wbter ereit84iMy� imore pad better traffic management do not allow drilling more/better sidewalks bike trails lower taxes more bike pathsllanes y 18fR name trCe,lplJMs ��nwease spaea limtts. senior cNzens wafer rpSLlktibntiWOJpnlin318 [OMmii• uii empGl rehu auJob fuwoencih nousin Wrrrer aoamnaM} diioraEaliainaMiia�". •PorlYmnq SblaCm[Or •InGJ ratYtbq HY m: dr 4�le, rtae OaKM iAbwr9ga•Jla•!bc'•' -- muoau�wemsraar�, •m , annmbe ivne� REGIONAL PLANNING Also during the Southlake 2025 process, recommendations were made to amend relevant development ordinances to require sidewalks for all new development. Those recommendations were implemented in 2006 and 2007. With limited exceptions, all new development must provide sidewalks along city streets. In addition to plan development and ordinance amendments, the City has worked to improve pedestrian mobility by pursuing grant funding opportunities and by dedicating approximately $400,000 annually for the construction of sidewalks. As evidenced in Southlake's 2011 Citizen Survey (see box to the right), today there continues to be substantial public support and interest in bicycle and pedestrian facilities. With the development of this plan, the City is taking an additional step toward achieving a safe, efficient, seamless, and effective active transportation network. Beyond city -level planning, the City has also shown it's commitment to active transportation by engaging in planning at a multi -jurisdictional level and a regional level. City staff currently participate in two broader -scale planning committees. NCTCOG Bicycle and Pedestrian Advisory Committee The Bicycle and Pedestrian Advisory Committee is organized and supported North Central Texas Council of Governments by the North Central Texas Council of Governments (NCTCOG) for the 16- M0 - ' • • • [SOUTHLAKE 2030] 57 SOUTHLAKE 2030 •. county region. The Committee provides technical expertise, public outreach support, review of regional bicycle and pedestrian planning, and assistance in the selection of bicycle and pedestrian projects funded by the Regional Transportation Council. The Committee generally meets quarterly and the meetings provide an opportunity for local governments to share best practices, success stories, and discuss common issues in an effort to improve local initiatives and enhance regional coordination. Regional Bicycle and Pedestrian Coordination Committee This committee originally began as a joint effort r between the Town of Westlake, the Town of Trophy Club, the City of Southlake, and the City of Roanoke to + + coordinate sidewalk and trail planning and to explore active transportation funding options. Today, this + regional collaboration includes 11 municipalities — = -- Southlake, Grapevine, Colleyville, Keller, Westlake, Trophy Club Roanoke Northlake Flower Mound North Richland Hills, and Coppell— as well as DFW Airport. The North Central Texas Council of Governments also participates in an advisory capacity. The purpose of the group is to ensure connectivity between cities and to develop projects, programs, and policy recommendations for improving bicycle and pedestrian facilities in the area. In particular, the group plans to work together to pursue grant funding for active transportation projects. Future meetings may also include a charrette to design a network of trails around Lake Grapevine, development of a bike rack program, and ordinance and policy research. MOVING FORWARD Recommendations for improvements for active transportation generally fall into three categories, Education and Promotion, Safe Behavior and Enforcement, and Planning and Infrastructure: Education and Promotion By teaching pedestrians, bicyclists, and motorists to practice safe behavior while out on the City's roads, sidewalks, and trails, we can create a safer, more welcoming active transportation network. Education and training increase confidence which translates into a greater number of individuals choosing to utilize active transportation options. In addition to providing outreach and education to road and sidewalk users, an often overlooked audience includes staff and decision makers. This type of program is important for building support of a wider public education campaign, increasing understanding of bicycle and pedestrian infrastructure needs, and fostering relationships between the city and other local agencies and groups with an interest in pedestrian and cyclist safety (schools, hospitals, running/bicycle stores or clubs). Internal education may include but is not limited to hosting in-house meetings or forums, providing printed educational materials, and organizing "walk/bike the trail" events where participants walk/run/bike on selected routes. There are a number of resources available for developing a customized education program for Southlake. A few resources as well as model community activities are highlighted on the next page. Ordinance No. . Adopted • SOUTHLAKE 2030 •. • National Bicycle Safety Education Resource Center http://www. bicyclinginfo.orq/education/resource/fhwa.html The Federal Highway Administration's National Bicycle Safety Education Resource Center provides bicycle safety education information. The website includes a searchable database, a Database Guide that identifies training needs for different audiences, and a Good Practices Guide that serves as a resource in planning and developing bicycle safety education programs. • NCTCOG Bicycle & Pedestrian Safety Education h ttp://www. nctcoq. orq/trans/sustdev/bikeped/sa fetyed/ The North Central Texas Council of Governments (NCTCOG) offers several publications on bicycle and pedestrian safety that may be reproduced and distributed. Beyond education materials, NCTCOG facilitates regional coordination for bicycle and pedestrian planning, provides statistics and resources related to active transportation, and promotes National Bike to Work Week, National Bike to Work Day, and Bike to School Day. • Federal Highway Administration Pedestrian Safety Campaign http://safety.fhwa.dot.gov/local rural/pedcampaign/ The Federal Highway Administration offers a Pedestrian Safety Campaign Think of the Impact ­wwO'201'%�,You Could Make. that includes ready-made outreach materials that communities can I I I customize and use locally. The website includes materials for use in + television, radio, cinema, and print advertising. The website also includes a Campaign Planning Step by Step Guide that explains how to implement the campaign. The purpose of the campaign is to Be Safe. Be Smart. Be Seen, 1. Sensitize drivers to the fact that pedestrians are legitimate road Make Sure Drivers Can See You. users and should always be expected on or near the roadway 2. Educate pedestrians about minimizing risks to their safety 3. Develop program materials to explain or enhance the operation of pedestrian facilities, such as crosswalks and pedestrian signals. • BikeTexas www.biketexas.org BikeTexas is a non-profit organization that works to increase awareness and interest in bicycle access, safety, and education. BikeTexas organizes bike rides and provides a wealth of information including bicycle related news, bicycle route maps, and bicycle laws. In addition, BikeTexas offers SafeCyclist Certification Training which provides teachers, police, and other youth community workers will the skills and curriculum to teach youth about bicycle and pedestrian safety. The website also includes an interactive game for kids to learn bicycle safety skills. The organization also offers a BikeTexas Safe Routes to School Event Manual, which describes how to organize a bike/walk events and provides templates for public service announcements, press releases, dontation requests letters, flyers, as well as event checklists and other materials. Ordinance No. . Adopted • SOUTHLAKE 2030 • San Antonio, Texas The City of San Antonio is one of three communities that has received i "Bicycle Friendly" designation by the League of American Bicyclists. The City has received this designation not only for their provision of bicycle ' 1 infrastructure, but also for their cycling education and promotion activities. For example, the City of San Antonio's Office of Sustainability has an outreach campaign called "Get Cyched" that promotes cycling and educates the community about the rules of the road for both drivers and cyclists. Some of the City's outreach materials have included print ads, bill boards, bumper stickers, and posters. In addition, San Antonio has adopted a bike light ordinance requiring a front white light and rear red light or reflector. The City has also adopted a safe passing ordinance which establishes a minimum passing distance of 3 feet for cars (or 6 feet for commercial or large trucks) when passing vulnerable road users such as bicyclists when road conditions allow. The City has a comprehensive website that outlines city bike ordinances, state bike and pedestrian laws, and provides downloadable "Get Cyched" outreach materials. San Antonio further promotes cycling and other forms of active transportation by holding a car -free event called Siclovia on selected city via streets. The streets are closed to automobiles for approximately 6 hours sid,6 on a Sunday to allow residents to bike, walk, run, skateboard, or 0MUMM participate in other recreational activities without worrying about cars. In addition, there are Reclovia areas that include free activities such as group SAN ANTONIO'S FAMILY ADVENTURE exercise classes as well as live music, water stations, and rest areas. • Austin, Texas Austin has received Bicycle Friendly designation and is also the only Texas city to achieve Walk Friendly designation. One reason for this dual designation is Austin's Child Safety Program. This program hires and supervises crossing guards for 88 schools and provides education on bicycle and pedestrian safety to all elementary schools in the city. Austin is also developing a Safe Walk, Safe Bike campaign to provide education on safe walking and cycling and to encourage walking, cycling, and the use of public transportation. Similar to San Antonio, the City of Austin has adopted a Vulnerable Road User's Ordinance , which recommends motorists maintain a minimum of 3 feet when passing vulnerable road users such as bicyclists and pedestrians. The logo pictured to the left is used to raise awareness of this ordinance. Other promotion activities that communities have utilized include: Community rides Trail maintenance days 4th of July bike parade Kids' triathlon Bicycle fashion show or decoration competition Providing bicycle and pedestrian safety courses for the general public Hosting bicycle instructor certification training (such as the SafeCyclist curriculum) s 1a • • - - ' • • • - •0 [SOUTHLAKE 2030] 60 SOUTHLAKE 2030 . • • • Safe Behavior and Enforcement While it is important to educate citizens about safe biking, walking, and driving habits, there must be effective enforcement of the rules of the road. Motorists who exceed the speed limit or fail to stop for pedestrians in crosswalks should be held accountable for their actions. Likewise, bicyclists and pedestrians that fail to follow traffic laws should also be held accountable. Planning and Infrastructure Planning and Infrastructure includes physical improvements to the City's active transportation network as well as policy improvements. The following sections address bicycle facilities, sidewalks, and crosswalks. BICYCLE FACILITIES Bicycling is an affordable mode of transportation that provides physical activity, produces no pollution, and supports social interaction. Cycling empowers residents of all ages, including children, by providing a mobility alternative to the automobile. Unfortunately, Southlake currently lacks a connected system of bicycle trails and the widespread development of dedicated bicycle lanes is impractical due to right-of-way and funding constraints. However, improvements can be made to provide a safer cycling environment and a connected system of bicycle facilities. Bicycle facilities, as defined by the American Association of State Highway and Transportation Officials (AASHTO), are "improvements and provisions to accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically defined for bicycle use". Types of Cyclists Bicyclist skill level is important for understanding the characteristics and infrastructure preferences of different cyclists. Bicycle infrastructure should use planning and design options, from shared roadways to separate facilities, to accommodate as many user types as possible and to provide a comfortable experience for the greatest number of cyclists. For example, some recreational cyclists may only feel comfortable using off-street pathways or on -street dedicated bike lanes. Other cyclists may prefer to use streets and do not want their right to occupy any travel lane limited by bike lanes. • - ' • • •0 [SOUTHLAKE 2030] 61 SOUTHLAKE 2030 •. . • Several systems of bicyclist classification are used within the bicycle planning and engineering professions. The following bicycle user types are adapted from a classification system adopted by the City of Portland, Oregon: Cyclists who will ride anywhere regardless of roadway conditions. These cyclists can ride faster, prefer direct routes, and will choose to ride on roadways, even if shared with other vehicles, over separated bicycle facilities like shared use paths. They may cycle longer distances and ride at speeds of 20-40 mph depending on grade. Intermediate cyclists who are mostly comfortable riding on all types of bicycle facilities but typically prefer low traffic streets, bike lanes, or separated paths when available. They may deviate from a more direct route to avoid arterials with heavy traffic volumes, in favor of a preferred facility type. These cyclists typically ride only on low volume, low speed streets or paths under favorable conditions and weather. They perceive traffic and safety as significant barriers to increased cycling. They may choose to ride on sidewalks if no on -street facility is available or walk bike across intersections. These cyclists may become Enthused and confident with additional education and experience. They typically ride shorter distances at speeds around 8-12 mph. People in this category are not cyclists. They may not participate in cycling for a variety of reasons, including inability, a lack of interest, or perceived safety issues. Special accommodations are needed for children to feel safe bicycling. Children riding on their own or with parents may not ride as quickly as adults, but still desire access to schools, parks, and other key destinations. While children have a wide range of skills and cognitive abilities, children tend to: o Have a relatively narrow field of vision. �`•' o Have difficulty understanding risks. - o Have difficulties accurately judging 5 the speed and distance of an approaching vehicle. o Assume the driver of a motor vehicle can see them if they can see the vehicle. fir- rf o Have difficulty concentrating on more than one thing at a time. o Have difficulty determining the direction of auditory input. o Have little experience with the rules of the road because they do not drive.* 2012 Guide for the Development of Bicycle Facilities, 4th Edition, AASHTO Many of the cyclists who are currently seen riding in Southlake would likely fit into either the Strong and Fearless or Enthused and Confident categories. • - • • • 0 [SOUTHLAKE 2030] 62 SOUTHLAKE 2030 • J Types of Infrastructure Southlake's network of bicycle facilities should include a mix of facility types which can be practically implemented and meet the needs of local cyclists. When identifying bike routes and the types of facilities to implement throughout the City, consideration must be given to accommodate different types of cyclists and to respond to the context of neighboring land uses, speed and volume of motorist traffic, and availability of right of way. The following types of bicycle infrastructure are not intended to be an exhaustive list, but they are the types of facilities that may be appropriate for consideration in Southlake. • Shared Lanes A shared roadway is simply a roadway that is open to both bicycle and motor vehicle travel. Generally in Texas, bikes are permitted on all roadways even if there are no signs or lane markings indicating that the roadway is a shared lane facility. According to the Texas Transportation Code, bicyclists are required to ride as near as practicable (not as possible) to the right curb or edge of the roadway, with limited exceptions. • Dedicated Bicycle Lanes Bike lanes are one-way facilities that typically carry bicycle traffic in the same direction as adjacent motor vehicle traffic. Bike lanes are provided for the exclusive or preferential use of bicyclists on a roadway and are identified through signage, striping, or other pavement markings. Bike lanes are typically provided on thoroughfare types of facilities and are intended to provide separation between motor vehicles and bicyclists. This separation provides for additional comfort to the less experienced bicyclists and encourages these riders to use on -street facilities. Traditionally, only the more aggressive, experienced riders (Enthused and Confident riders) are comfortable sharing a lane with cars on thoroughfare roadways. The addition of bike lanes can increase types and numbers of on -street riders. However, Enthused and Confident riders may disregard bike lanes if they are too successful and become crowded with slower users. The minimum operating width of a bike lane should not be less than 4 feet and the maximum operating width should not be greater than 6 feet. Bike lanes wider than 6 feet are commonly mistaken by motor vehicles as travel lanes or parking areas. Due to right of way constraints, dedicated bicycle lanes are not feasible in Southlake unless they are incorporated into future roadway widening projects. Since most roadways will not be widened, other facility options must be considered. • On -Street Sharrows A sharrow is a shared -lane pavement marking that raises awareness that bicyclists are present and that encourages roadway users to share the road. The sharrow symbol provides a higher level of guidance to both Ordinance No. . Adopted • SOUTHLAKE 2030 • bicyclists and motorists by indicating the bicyclists' proper positioning within the lane. Sharrow markings can be placed on streets with a speed of 35 mph or less. Below is a list of guidance for the placement of sharrows. Note - all measurements below are to the center of the sharrow symbol. ■ Outside travel lane that is less than 14 feet wide, sharrow is in center of the lane, ■ Outside travel lane greater than 14 feet wide, sharrow is four feet from face of the curb or edge of pavement, and ■ Shared lane with on -street parallel parking: At least 11 feet from the face of the curb or edge of the pavement. When used, the sharrow symbol should be placed immediately after an intersection and spaced at intervals not greater than 250 feet. Signs should be used to supplement the sharrow symbols on shared route facilities. A "BICYCLES MAY USE FULL LANE" sign is recommended for use on roadways that feature the sharrow symbols. Signed Roadways Signed roadways are simply shared lane roadways with a "SHARE THE ROAD" sign assembly or similar roadside sign type. Signed roadways are facilities that are already s f frequently utilized by bicyclists or that �11 the City would like to encourage bicyclists to utilize over unsigned roadways. The signage provides enhanced awareness to motorists that bicyclists are present and reminds them to afford the bicyclists the same rights as they would to motorized vehicles. Due to limited right of way and funding availability, this type of bicycle facility may be the most practical for improving the bicycle network throughout the City. • Wide Outside Lane Roadways MAY USE FULL LANE Lane widths that are 14 feet or greater (excluding the gutter) allow motorists to pass bicyclists without encroaching into the adjacent lane. Wide outside lanes are an option when there is some available right of way to accommodate cyclists, but the width is not sufficient to provide either bike lanes or paved shoulders. This type of facility is generally appropriate on arterials and collectors where the design speed is greater than 25 mph. Since wide lanes may result in faster travel speed by motorists, wide outside lane facilities should be signed appropriately with sharrows and/or other signage to raise awareness of the presence of bicyclists. The Ordinance No. . Adopted • SOUTHLAKE 2030 • • . • new section of White Chapel Boulevard is an example of a Wide Outside Lane facility, with 14 foot outside lanes to accommodate cyclists. • Sidewalks While the roadway is typically the safest location for most bicyclists to ride, sidewalks are a part of the active transportation network and some bicyclists, particularly children, may prefer sidewalks to roadways. k Bicyclists may ride on sidewalks if they travel at or below the design speed of the sidewalk (often the speed of a typical jogger). However, with the exception of children, most bicyclists typically travel faster than this speed. There are several reasons bicycling on sidewalks is not recommended. The narrow width of the City's sidewalks (8 feet in width or less) makes passing other sidewalk users difficult and can cause conflicts between users. The minimum recommended width for paths to accommodate both bicyclists and pedestrians is 10 feet. In addition, bicyclists on sidewalks do not approach intersections and driveways from the same areas as motor vehicle traffic, so they can be difficult for drivers to see. Further, cycling hazards, such as low hanging branches, are more likely on a sidewalk than on a roadway. Bicyclists who chose to ride on the sidewalk in either direction must be educated about the hazards associated with this practice and understand that cyclists must always yield to pedestrians on sidewalks. • Existing Facilities Currently there are no dedicated bicycle lanes in the City. However, there are several routes that have "Share the Road" signs (see images on the next page) to raise awareness of bicyclists. These routes include: Dove Road Avoid riding on sidewalkspossible. ➢ North White Chapel Boulevard When riding on sidewalks, ➢ Randal Mill Avenue speeds close to - typical jogging ➢ Brumlow Avenue speed. ➢ Peytonville Avenue ➢ Carroll Avenue ➢ Continental Boulevard Ordinance No. . Adopted • SOUTHLAKE 2030 •. . • These are the routes that are most frequently used by local bicycling clubs. In addition, there are bicycle signs (bicycle symbol without the "Share the Road" text — see image to the left) on Southlake Boulevard near White Chapel Boulevard and Peytonville Avenue. Soon, White Chapel Boulevard will include 2 additional feet (Wide Outside Lane) on both the north and south lanes to accommodate bicyclists from Carroll High School to Highland. Although the additional right of way will not be dedicated bike lane, it will provide additional space for bicyclists and motorists to share the roadway. • Recommended Facilities When developing recommendations, the types of cyclists, the types of trips (utilitarian vs. recreational) and the different types of equipment (such as road bikes, cruisers, tandems, and trailers) are all important considerations. The ultimate goal of the bicycle network is to accommodate as many user types as possible and to provide a comfortable experience for the greatest number of cyclists. With these considerations in mind, the following facilities are recommended: DRAFT LEGEND Recommended Bicycle Facilities Signed (Tier 1) Dedicated Bike Lane (Tier 3) Example of a 'Share the Road" sign found on multiple routes Bicycle sign on Southlake Boulevard • • - • • •M 0 [SOUTHLAKE 2030] 66 SOUTHLAKE 2030] Summary of Bicycle Facility Recommendations Roadway 1. W. Bob Jones Road Description Between T.W. King and N. White Chapel Recommendation Signed Route 2. T.W. King Road Between Kirkwood and W. Bob Jones Signed Route 3. Kirkwood Boulevard Between Kimball and S.H. 114 Signed Route 4. Dove Road Between Westlake city limits and Grapevine city limits Signed Route (Existing)* 5. Carroll Avenue Between Continental and Burney Lane Signed Route (Existing)* 6. Burney Lane Between Carroll and Midway Drive Signed Route 7. Midway Drive Between Burney Lane and Grapevine city limits Signed Route 8. Continental Boulevard/ Union Church Between Pearson and Kimball Signed Route (Existing)* 9. Brumlow Avenue Between Continental and S.H. 26 Signed Route (Existing)* 10. Kimball Avenue Between Kirkwood and Dove Signed Route 11. Kimball Avenue Between Continental and S.H. 26 Signed Route 12. Peytonville Avenue Between Continetal and Dove Signed Route (Existing)* 13. Randol Mill Avenue (F.M. 1938) Between Florence and Westlake city limits Signed Route (Existing)* 14. Florence Road Between F.M. 1938 and Pearson Signed Route 15. Pearson Lane Between Union Church and Florence Signed Route 16. White Chapel Boulevard Between Continental and northern roadway terminus Signed Route (Existing)* Tier 2 Roadway Description Recommendation 17. Kirkwood Boulevard Between Kimball and S.H. 114 Sharrow (upon completion) Tier 3 Roadway Description Recommendation 18. Brumlow Avenue Between Continental and S.H. 26 Dedicated Bike Lane *Existing signage locations should be reviewed/reassessed to ensure optimal signage placement Ordinance No. . Adopted • SOUTHLAKE 2030 . • • • SIDEWALK FACILITIES A safe, seamless, and effective sidewalk network continues to be a top priority for the City of Southlake. In the 2011 Citizen Survey, 91% of respondents listed sidewalks as a topic of high importance. The primary objectives for Southlake's pedestrian network are to connect neighborhoods to adjacent schools, parks, recreational facilities, shopping centers, and employment centers; to close gaps between existing facilities; to facilitate travel between neighborhoods; and to connect Southlake with neighboring communities. Sidewalk construction in Southlake is primarily funded through the following means: • Capital Improvements Program Direct Funding. Each year, approximately $400,000 is allocated for sidewalk construction. In FY2012, approximately 12,785 linear feet of sidewalks were constructed. • Capital Improvements Program Indirect Funding. When roadways are widened, sidewalks are included on both sides of the street as part of the project. For example, sidewalks are currently being constructed as part of the roadway improvements on North Kimball Avenue. In addition, park improvement projects may include sidewalk and trail construction. • Developers Agreements. With limited exceptions, all new commerical and residential developments must provide sidewalks along City streets. • Grant Funding. City staff actively seek out grant funding opportunities for sidewalks and apply whenever the City is eligible. The new sidewalks along Southlake Boulevard are funded in part by the competitive Transportation Enhancement Program, which is federally funded and administered by the Texas Department of Transportation. • Neighborhood Sidewalk Matching Funds Program. Residents can formally request the City to participate in up to 50% of the cost of designing and constructing sidewalks within their neighborhoods. Neighborhood organizations and Homeowners Associations are encouraged to apply for funds to build sidewalk projects they feel would make a difference in improving the safety of their neighborhoods or provide critical connections to schools, parks or other sidewalks. • • - ' • • •0 [SOUTHLAKE 2030] 68 SOUTHLAKE 2030 •. In addition, Southlake offers a Sidewalk Partnership Program for property owners who voluntarily convey easement(s) for the purpose of building sidewalk segments identified in © the City's Capital Improvement Program. Property owners who donate easments are publicly recognized for their contribution and are eligible for a tax deduction. Accessibility In accordance with the Americans with Disabilities Act (ADA), the City of Southlake is required to complete a self -evaluation of all city services, programs and facilities. The evaluation is to identify and correct deficiencies that are not consistent with the requirements of Title II of the ADA. The City of Southlake is currently in the process of completing the self -evaluation and creating a Transition Plan to address noncompliant facilities within the city. This self -evaluation includes a curb ramp inventory to ensure ramps are provided where required and that these ramps meet specified design standards. In addition, the self -evaluation will include a pedestrian signal inventory to identify noncompliant signals as well as locations where new signals need to be installed. Sidewalk Classification In an effort to simplify the Pathways Map and make the proposed pathways system easier to understand, the pathways classifications used in previous plans were consolidated into the following categories: • Pathway — Any sidewalk or trail intended primarily for walking, running, hiking, and/or horseback riding. • Existing Sidewalks — Built sidewalks that are 6 feet or less in width. • Existing Multi -Use — Built sidewalks that are 8 feet or more in width. Although these sidewalks are intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar users. • Existing Equestrian/Hike — Built trails and sidewalks, primarily located within City parks. These pathways vary in width depending on site conditions and user needs. They may be concrete, asphalt or natural surface and are intended primarily for hiking and/or horseback riding. • Future Sidewalks — Recommended sidewalks that are 6 feet in width. • Future Multi -Use — Recommended sidewalks that are 8 feet or more in width. Although these sidewalks are intended primarily for pedestrians, they may also accommodate low speed cyclists and other similar users. • Park Connection Recommendations — Planned sidewalks or trails within or adjacent to City parks. These pathways may be concrete, asphalt or natural surface and vary in width. Additional information on these sidewalks and trails may be found in the Parks, Recreation, & Open Space/Community Facilities Master Plan. Ordinance No. . Adopted • SOUTHLAKE 2030 .. . ' . Sidewalk Construction Prioritization As part of the 2007 Sidewalk Plan, staff identified critical sidewalk gaps throughout the City and ranked those gaps based on the following criteria: 1. proximity to schools, 2. proximity to parks, 3. proximity to existing and future trails, 4. proximity to destinations of commerce, 5. connections to other cities, and 6. adjacency to roadway type (residential street vs. arterial). On an annual basis, that initial ranking has been used to prioritize construction through the Capital Improvements Program, also taking into account factors of funding availability, right-of-way constraints, construction feasibility (due to topography, drainage, trees, etc.), and development status of the land. In addition, new segments have been identified annually as a result of the construction of new neighborhoods, schools, parks, commercial developments, and roadway improvements. The 2007 list of critical sidewalk gaps has been thoroughly reviewed and updated as part of the Southlake 2030 process. Segments that have been completed or that are in progress have been removed and new segments have been identified and added as a result of continued development. The sidewalk construction priority list will continue to serve as a starting point for prioritizing projects for construction through the CIP on an annual basis. This list is intended to be a fluid document with the addition of new segments at least annually as new developments are constructed and new needs are identified. Further, tier ranking recommendations are intended only as a general guideline and are subject to change due to site conditions and availability of funding during the given budget year. Ordinance No. . Adopted I [SOUTHLAKE 2030]• SOUTHLAKE 2030 .. . ' . Sidewalk Construction Priority List Note: Tier 1 segments have been assigned a letter ID to help differentiate them from Tier 2 and Tier 3 segments. If a Tier 1 segment was identified in the previous Sidewalk Plan, that segment's original numerical ID is provided in parentheses. A West South lake Located in front of The Hills Retaining wall. 200 LF 1 Mobility, 3.1 & (141) Boulevard — south Church of Christ property (Separate CIP Infrastructure, 3.3 side near Brock Drive. request for C2 FY15 for $285,000) B East Southlake South side of East Southlake Retaining walls, TxDOT 650 LF 1 Mobility, 3.1 & (301) Boulevard — south Boulevard connecting to permit, possible ($250,000 — Infrastructure, 3.3 side Central Drive. lowering of 20-inch already C2 waterline funded) C East Southlake 2200 block of East Southlake Undeveloped 450 LF 1 Mobility, 3.1 & (302) Boulevard — south Boulevard. property. Power pole $100,000 Infrastructure, 3.3 side will need to be C2 relocated. Sidewalk installed prior to development may be removed (and reinstalled by the developer) when property is developed due to grading. D South Kimball Avenue 925 South Kimball Avenue, Undeveloped 440 LF 1 Mobility, 3.1 & (83) — east side between Variosystems and property. Existing $33,000 Infrastructure, 3.3 Dragon Stadium. sidewalk immediately C2 to the south (adjacent to school property) is sinking. New culvert will need to be installed. E South Kimball Avenue South of Continental A portion of this 2,150 LF 1 Mobility, 3.1 & (303) — south side Boulevard to city boundary segment is on $260,000 Infrastructure, 3.3 (adjacent to S. H. 26). undeveloped property. C2 May be issues with trees on portion that is developed. Will need to explore options for crossing railroad track and connecting to Cottonbelt Trail. F South Peytonville From Boardwalk Avenue to Existing sidewalk to 860 LF 1 Mobility, 3.1 & (304) Avenue — east side Elks Lane. the north and south. $120,000 Infrastructure, 3.3 Trees, topography, and C2 ROW issues will make this connection difficult. G North White Chapel From Emerald Boulevard to Trees and topography. 970 LF 1 Mobility, 3.1 & (305) Boulevard — east side Southlake Boulevard. $50,000 Infrastructure, 3.3 C2 H Continental From Breeze Way to existing Inadequate ROW; also 215 LF 1 Mobility, 3.1 & (10) Boulevard — north sidewalk adjacent to Old issues with trees and $25,000 Infrastructure, 3.3 side Union Elementary (across grade/drainage C2 from Champions Way) M Exchange Boulevard — From Silicon Drive to South Should be considered 508 LF 1 Mobility, 3.1 & (307) south side Nolen Drive in conjunction with $20,000 Infrastructure, 3.3 connection to Nolen ($4,000 C2 Drive in Grapevine escrowed) Ordinance No. . Adopted • SOUTHLAKE 2030 .. . ' . 116ft N South Nolen Drive — From Exchange Boulevard Should be considered 450 LF 1 Mobility, 3.1 & (308) west side north to connect to existing in conjunction with $18,000 Infrastructure, 3.3 sidewalk connection to Nolen C2 Drive in Grapevine O Federal — north side From Carroll Avenue to trail Portion of this 400 LF 1 Mobility, 3.1 & (New) by Hilton Hotel (State Street) sidewalk will be $26,000 Infrastructure, 3.3 constructed with C2 intersection improvements at Carroll Avenue and Federal P Silicon Drive —east From existing sidewalk Should be considered 520 LF 1 Mobility, 3.1 & (58) side adjacent to 500 South Nolen in conjunction with $21,000 Infrastructure, 3.3 Drive to Exchange Boulevard connection to Nolen C2 Drive in Grapevine to complete the sidewalk loop in this area R Crooked Lane —west From Brookshire Drive to Road side ditch; trees 165 LF 1 Mobility, 3.1 & (21) side Southlake Sports Complex $30,000 Infrastructure, 3.3 C2 S North Peytonville From Southlake Boulevard to Trees, existing 2500 LF 1 Mobility, 3.1 & (43 & Avenue — west side Ten Bar Trail landscaping, $100,000 Infrastructure, 3.3 part topography. Note: C2 Of Citizen request 152) T East Continental From South Hollow Drive to ROW/Easements; 3465 LF 1 Mobility, 3.1 & (203) Boulevard — north Crooked Lane drainage. Will likely $260,000 Infrastructure, 3.3 side require a bridge at C2 Cambridge Place Addition. U Shady Oaks — east From West Highland Street to Drainage; 2145 LF 1 Mobility, 3.1 & (206) side Love Henry Court ROW/Easements; $240,000 Infrastructure, 3.3 Mailboxes C2 Note: Connectivity is being provided with a mid -block crossing W North White Chapel From Brentwood Circle to Topography 525 LF 1 Mobility, 3.1 & (New) Boulevard —east side Keystone Drive Note: Multiple $45,000 Infrastructure, 3.3 requests for this C2 sidewalk were received X North White Chapel From Kirkwood Boulevard to Topography, ROW 665 LF 1 Mobility, 3.1 & (New) Boulevard — east side Brentwood Circle (Companion to above) $55,000 Infrastructure, 3.3 C2 Y Zena Rucker — north From property line of Sidewalk is existing 70 LF 1 Mobility, 3.1 & (New) side proposed Little Sunshine along other $4,000 Infrastructure, 3.3 development to Byron constructed portions C2 Nelson of Zena Rucker and along Byron Nelson ESTIMATED TOTAL FOR TIER 1 PROJECTS $1,403,000 Excluding $250,000for segment 8, which is already funded, and excluding $285,000 for segment A, which is a separate CIP request. • ' • • • [SOUTHLAKE 2030] 72 SOUTHLAKE 2030 .. . ' . Tier 2 and Tier 3 # Primary Street/Location Description Issues Length Priority Strategic Link VGO Tier 0 Royal Lane —east side From existing sidewalk Topography. 41 LF 2 Mobility, 3.1 & along Johnson Road to Infrastructure, 3.3 existing sidewalk adjacent C2 to 601 Royal Lane 2 Village Green Drive — From existing sidewalk Existing neighborhood 93 LF 3 Mobility, 3.1 & west side along Continental entry feature (wall) Infrastructure, 3.3 Boulevard to sidewalk blocks connectivity. C2 adjacent to 1900 Amesbury Court 6 Stonebury Court — north From S. Peytonville Existing landscaping 169 LF 3 Mobility, 3.1 & (Q) side Avenue to existing and topography. No $45,000 Infrastructure, 3.3 sidewalk along Indian existing sidewalk on C2 Paintbrush Way west side of Peytonville to connect to at this time. 7(I) Union Church — north From Chesapeake Park Topography; drainage; 875 LF 2 Mobility, 3.1 & side sidewalk to Watermere landscaping. $75,000 Infrastructure, 3.3 property Watermere will C2 construct a sidewalk to the east of this segment. 7(J) Union Church — north From Watermere ROW/easements; 545 LF 2 Mobility, 3.1 & side property to Siena topography; drainage; $65,000 Infrastructure, 3.3 Addition trees. Watermere will C2 construct a sidewalk to the west of this segment. This would provide a pedestrian connection between Siena Addition and Watermere Park. 7(K) Union Church — north 2651 Union Church Road Trees; topography; 365 LF 2 Mobility, 3.1 & side (connecting existing drainage. $50,000 Infrastructure, 3.3 sidewalks adjacent to east C2 and west entrances to Siena Addition) 7(L) Union Church — north From exisiting sidewalk Trees; topography; 570 LF 2 Mobility, 3.1 & side adjacent to Siena drainage. Would $70,000 Infrastructure, 3.3 Addition to Davis connect a C2 Boulevard neighborhood (Siena Addition) to a preschool. 8 Waterford Drive — west From existing sidewalk Existing neighborhood 55 LF 3 Mobility, 3.1 & side along Southlake entry feature (wall) and Infrastructure, 3.3 Boulevard to existing landscaping block C2 sidewalk adjacent to 100 connectivity. Waterford Drive 15 South Kimball Avenue — From existing sidewalk Portion in Grapevine; 1171 LF 3 Mobility, 3.1 & north side east of Silicon Drive to trees, signs; crosses Infrastructure, 3.3 Cotton Belt Trail/S.H.26 railroad tracks C2 18 Morningside Drive— From Merlot Drive to Internal neighborhood 930 LF 3 Mobility, 3.1 & west side Rainbow Street sidewalk Infrastructure, 3.3 C2 19 Bordeaux/Lorraine From Merlot Drive to Internal neighborhood 797 LF 3 Mobility, 3.1 & Drive/Fontaine Drive South Carroll Avenue sidewalk Infrastructure, 3.3 C2 20 Nettleton Drive —north From Byron Nelson Internal neighborhood 571 LF 3 Mobility, 3.1 & side Parkway to Inwood Drive sidewalk Infrastructure, 3.3 C2 • ' • • •0 [SOUTHLAKE 2030] 73 SOUTHLAKE 2030 .. . ' . Tier 2 and Tier 3 # Primary Street/Location Description Issues Length Priority Strategic Link VGO Tier 22 Warwick Way — south From Montgomery Lane Entry landscaping; low 166 LF 3 Mobility, 3.1 & side to Brumlow Avenue priority since a Infrastructure, 3.3 connection exists on C2 the north side of Warwick Way 23 Foxborough Lane —west From existing sidewalk 636 LF 3 Mobility, 3.1 & side along Gateshead Court to Infrastructure, 3.3 East Southlake Boulevard C2 24 Foxborough Lane —east From existing sidewalk 500 LF 3 Mobility, 3.1 & side along Gateshead Court to Infrastructure, 3.3 East Southlake Boulevard C2 26 Southcrest Court — From Southbend Trail to No existing sidewalk 375 LF 3 Mobility, 3.1 & north side North Carroll Avenue connection on the west Infrastructure, 3.3 side of North Carroll C2 Avenue; retaining wall; trees; may require easements/HOA approval 27 Southcrest Court — From Southbend Trail to No existing sidewalk 375 LF 3 Mobility, 3.1 & south side North Carroll Avenue connection on the west Infrastructure, 3.3 side of North Carroll C2 Avenue; trees; may require easements/HOA approval 28 North Carroll Avenue — From Southcrest Court to Constricted ROW; 2266 LF 3 Mobility, 3.1 & west side Southlake Boulevard grade; utility lines and Infrastructure, 3.3 poles C2 32 Southridge Lakes From existing sidewalk Trees; may require 428 LF 3 Mobility, 3.1 & Parkway — east side north of Southlake easements/HOA Infrastructure, 3.3 Boulevard to Sabine Court approval; segment not C2 critical due to presence of slip streets 33 Southridge Lakes From Sabine Court to Trees; may require 647 LF 3 Mobility, 3.1 & Parkway — east side Brazos Drive easements/HOA Infrastructure, 3.3 approval; segment not C2 critical due to presence of slip streets 34 Southridge Lakes From Brazos Drive to Trees; may require 352 LF 3 Mobility, 3.1 & Parkway — east side existing sidewalk along easements/HOA Infrastructure, 3.3 Crockett Court approval; segment not C2 critical due to presence of slip streets 39 Kirkwood Boulevard — From Tyler Street to Sabre Will be built with new 2288 LF 3 Mobility, 3.1 & east side driveway development Infrastructure, 3.3 C2 40 Kirkwood Adjacent to existing Sabre May be built with new 2288 LF 3 Mobility, 3.1 & Boulevard/North White driveway development Infrastructure, 3.3 Chapel Boulevard C2 connection 41 Kirkwood Boulevard — From Sabre driveway to Will be built with new 1862 LF 3 Mobility, 3.1 & east/north side existing sidewalk east of development Infrastructure, 3.3 TW King Road C2 42 Kirkwood Boulevard — From existing sidewalk at Need to coordinate 757 LF 3 Mobility, 3.1 & north side TW King Road to SH 114 connection at SH 114 Infrastructure, 3.3 with Westlake C2 55 Durham Elementary Sidewalk along school Need to work with CISD 205 LF 3 Mobility, 3.1 & drive Infrastructure, 3.3 C2 56 Ascot Drive — north side From North White Chapel May require 727 LF 3 Mobility, 3.1 & Boulevard to Saratoga easements/HOA Infrastructure, 3.3 Drive approval C2 • ' • • •0 [SOUTHLAKE 2030] 74 SOUTHLAKE 2030 .. . ' . Tier 2 and Tier 3 # Primary Street/Location Description Issues Length Priority Strategic Link VGO Tier 57 East Chapel Downs From North White Chapel May require 3 Mobility, 3.1 & Drive - north side Boulevard to end of street easements/HOA Infrastructure, 3.3 approval C2 65 Meadowlark Lane- From existing sidewalk Low priority because 214 LF 3 Mobility, 3.1 & west side along Meadowlark Lane sidewalk connection to Infrastructure, 3.3 to West Southlake Southlake Boulevard C2 Boulevard exists on the east side of Meadowlark Lane 66 Jordan Drive and Harrell From North Pearson Lane Bar ditch, lack of ROW 3037 LF 3 Mobility, 3.1 & Drive to Johnson Road Infrastructure, 3.3 C2 67 Gray Lane From North Pearson Lane Bar ditch, lack of ROW 879 LF 3 Mobility, 3.1 & to Harrell Drive Infrastructure, 3.3 C2 68 Pearson Lane -east side Adjacent to 3255 Jordan To be constructed with 541 LF 3 Mobility, 3.1 & Drive Pearson Lane Infrastructure, 3.3 improvements C2 68b Pearson Lane -east side Adjacent to 101 North To be constructed with 680 LF 3 Mobility, 3.1 & Pearson Lane development Infrastructure, 3.3 C2 69 Chesapeake Lane - Adjacent to 3101 West To be constructed with 264 LF 3 Mobility, 3.1 & north side Southlake Boulevard development of Infrastructure, 3.3 property at 3101 West C2 Southlake Boulevard 70 Chesapeake Lane - Entrance to Chesapeake To be constructed with 75 LF 3 Mobility, 3.1 & north side Place adjacent to Pearson Pearson Lane Infrastructure, 3.3 Lane improvements C2 71 Chesapeake Lane - Entrance to Chesapeake To be constructed with 75 LF 3 Mobility, 3.1 & south side Place adjacent to Pearson Pearson Lane Infrastructure, 3.3 Lane improvements C2 72 Connector from Stone Across Stone Lakes HOA Neighborhood sidewalk 533 LF 3 Mobility, 3.1 & Lakes to Monticello property from existing connector; will need Infrastructure, 3.3 Estates/Timber Lake sidewalk along Stratford HOA C2 Drive to existing trail on easements/approval; Monticello Estates HOA drainage and trees property 74 Vermilion Court From Royal & Annie Smith Need easements/ROW 1152 LF 3 Mobility, 3.1 & Park to West Southlake Infrastructure, 3.3 Boulevard C2 76a Continental Boulevard - From Davis Boulevard to Drainage and ROW 552 LF 2 Mobility, 3.1 & north side existing sidewalk along issues Infrastructure, 3.3 Woodbury subdivision C2 77 Mendez Trail - From West Southlake To be constructed with 680 LF 3 Mobility, 3.1 & north/south Boulevard to proposed development Infrastructure, 3.3 east/west Mendez trail C2 78 Mendez Trail - From Cross Lane to North To be constructed with 1136 LF 3 Mobility, 3.1 & east/west Carroll Avenue development Infrastructure, 3.3 C2 79 T W King - east side From Kirkwood Boulevard To be constructed with 2041 LF 3 Mobility, 3.1 & to existing sidewalk development Infrastructure, 3.3 adjacent to The Cliffs C2 subdivision 86 Crooked Lane -west Adjacent to Southlake Lower priority since 1450 LF 3 Mobility, 3.1 & side Sports Complex to East there is an existing Infrastructure, 3.3 Continental Boulevard sidewalk on the east C2 side of Crooked Lane 88 Parkwood Drive - From Byron Nelson To be constructed in 1575 LF 3 Mobility, 3.1 & north/east side Parkway to West conjunction with new Infrastructure, 3.3 Southlake Boulevard development C2 92 Johnson Road - north From Trailhead Addition Bar ditch, trees, 620 LF 3 Mobility, 3.1 & side to Johnson Place Estates drainage, ROW Infrastructure, 3.3 C2 • ' • • • [SOUTHLAKE 2030] 75 SOUTHLAKE 2030 .. . ' . Tier 2 and Tier 3 # Primary Street/Location Description Issues Length Priority Strategic Link VGO Tier 93 Johnson Road — south From Johnson Place Bar ditch, trees, 600 LF 3 Mobility, 3.1 & side Estates to Randol Mill drainage, ROW Infrastructure, 3.3 Avenue C2 98 Turnberry Lane —north From Shady Oaks Drive to Lower priority because 672 LF 3 Mobility, 3.1 & existing sidewalk east of there is an existing Infrastructure, 3.3 Suffolk Court sidewalk connection on C2 the south side of Turnberry Lane 101 Oak Pointe Lane —north From Ridgecrest Drive to Lower priority because 170 LF 3 Mobility, 3.1 & existing sidewalk on Oak there is an existing Infrastructure, 3.3 Pointe Lane sidewalk connection on C2 the south side of Oak Pointe Lane 114 Southridge Lakes From Raven Bend No existing sidewalks to 252 LF 3 Mobility, 3.1 & Parkway — east side Court/North Peytonville connect to on North Infrastructure, 3.3 Avenue to existing Peytonville C2 sidewalk north of Bowie Court 115 North Peytonville From Brazos Drive to Trees; may require 1028 LF 3 Mobility, 3.1 & Avenue — east side Crockett Court easements/ROW Infrastructure, 3.3 C2 127 Deer Hollow Boulevard From West Continental Requires HOA approval; 100 LF 3 Mobility, 3.1 & — west side Boulevard north to also issues with Infrastructure, 3.3 parking lot on Southlake neighborhood entry C2 Woods HOA lot landscaping; sidewalk connection exists on the east side of Deer Hollow Boulevard 131 Trailhead/Johnson Place From Gallant Court Park Plan Tier 3 3 Mobility, 3.1 & connection (Trailhead Addition) to Infrastructure, 3.3 Johnson Place Park C2 144 Dove Road — south side From Estes Park Phase I to ROW, trees. 3 Mobility, 3.1 & Estes Park Phase 4 Infrastructure, 3.3 C2 152 North Peytonville From Red Wing Street to ROW, drainage, trees. 4255 LF 3 Mobility, 3.1 & Avenue — west side Raven Bend Court Infrastructure, 3.3 C2 153 West Highland Street — From Shady Oaks Drive to ROW, drainage, trees 2599 LF 3 Mobility, 3.1 & north side White Chapel Boulevard Infrastructure, 3.3 C2 154 East Dove Street — south From White Chapel ROW, drainage, trees. 985 LF 3 Mobility, 3.1 & side Boulevard to Estes Park Sidewalk has been Infrastructure, 3.3 constructed on the C2 north side of Dove. 155 East Dove Street — south From Winfield Estates to ROW, drainage, trees. 1090 LF 3 Mobility, 3.1 & side Estes Park Sidewalk has been Infrastructure, 3.3 constructed on the C2 north side of Dove. 204 North Peytonville From Raven Bend Court ROW, trees, drainage. 6432 LF 3 Mobility, 3.1 & Avenue — east side to West Dove Road Infrastructure, 3.3 C2 205 Brum low Avenue — west From existing sidewalk ROW, trees; included in 2280 LF 3 Mobility, 3.1 & side adjacent to Timarron to Brumlow widening Infrastructure, 3.3 existing sidewalk north of project which is a Tier 3 C2 S.H. 26 project • ' • • • [SOUTHLAKE 2030] 76 SOUTHLAKE 2030 .. . ' . Tier 2 and Tier 3 # Primary Street/Location Description Issues Length Priority Strategic Link VGO 306 North White Chapel From the existing The PROS-CF Plan Will vary 2 Mobility, 3.1 & Boulevard — sidewalk/crosswalk at the ranked this connection depending on Infrastructure, 3.3 power line easement 3000 block of North Tier 3'. route C2 White Chapel Boulevard through Kirkwood/Sabre Linear Park, continuing along the power line easement, and connecting to the proposed trail through Corps property to connect to The Cliffs Park. New Dove Road — north side From S.H. 114 to French Sections of this 1600 LF 2 Mobility, 3.1 & Circle segment will be $57,600 NOT Infrastructure, 3.3 constructed with INCLUDING C2 Savannah Estates. ROW OR Remaining sections DRAINAGE have ROW, topography, IMPROVEMENTS and tree issues. If constructed to Southlake's city limit, there will be an approximately 35 ft. gap in Westlake. 12013 Parks, Recreation & Open Space/Community Facilities (Ordinance No. 1060) Recommendation: "Provide connectivity from Kirkwood/Sabre Linear Park to Bob Jones Park and The Cliffs Park." • ' • • • SOUTHLAKE 2030] 77 SOUTHLAKE 2030] .. . ' . Summary of Pedestrian and Bicycle Policy Recommendations In addition to bicycle and pedestrian facility improvements, the following policy recommendations are also made: 6 . Recommenn Priority Department Strategic Link b.. AT1 Amend relevant development ordinances to Responsible remove exemptions for sidewalk construction. 1 PDS Mobility, Infrastructure, 3.1 Also specify/clarify that the minimum sidewalk Quality Development; C2 width shall be 5 feet. AT2 Develop an education campaign to improve safety for motorists, pedestrians and bicyclists. DPS, PDS, Safety & Security, 3.1, Provide education on the purpose of sharrows 1 PW Mobility; C1, C2 5.8 prior to or concurrent with their installation. AT3 Consider options and establish guidelines for improving pedestrian safety during festivals and 1 PW, PDS, ED Safety it Security; 3.1 Mobility; C1, C2 special events in Town Square. AT4 On an annual basis, review the sidewalk priority 1 PDS PW Mobility, Infrastructure; 3.1 list and prioritize sidewalk construction. C2 AT5 Inventory and georeference all bicycle signage in Mobility, Infrastructure, the City. Identify routes that may require 2 PW, PDS Performance 3.1 Management &Service additional signs. Delivery; C2, 65, 66 AT6 Explore options for encouraging bike rack 2 PDS ED Mobility, Partnerships & 9.1, installation at local businesses. Volunteerism; C2, C5, 62 9.3 AT7 Conduct bicycle and pedestrian counts. 2 PW, PDS Mobility; C2 3.1 AT8 Consider the addition of a grant writer/sidewalk coordinator position for grant writing, coordinating sidewalk and trail construction Mobility; Performance 3.1, between departments and between public and 2 TBD Management &Service 5 8 Delivery; C1, C6 private development projects, and managing bicycle/pedestrian educational outreach. AT9 Consider elevated pedestrian crossings at all 4 1.2, corners of the intersection of Carroll Avenue and 3 PW, PDS Mobility; C1, C2 3.1, Southlake Boulevard. 3.2 Ordinance No. . Adopted I [SOUTHILAKE 2030] SOUTHLAKE 2030 •. . • CROSSWALKS In addition to sidewalks and bicycle facilities, planning for a safe, efficient, and effective active transportation system must also include crosswalks. As traffic volumes continue to increase with local and regional growth and pedestrian counts increase with the expansion and improvement of the active transportation system, establishing and maintaining safe and effective crosswalks is of critical importance. There are inconsistencies in the types of crosswalks found throughout Southlake. Although different types of crosswalks are appropriate depending on roadway classification and site conditions (such as school zones), uniform standards for similar conditions are desirable to prevent confusion among motorists and pedestrians. These standards are outlined in the following table. • - • • • [SOUTHLAKE 2030] 79 [SOUTHLAKE2030] •. . • "Continental" striping is recommended across arterials, collectors, school drives, and residential streets within school zones. "Standard" striping is recommended across local and residential streets. Intersections (without traffic lights) that are in or near school zones or in other areas that are likely to have heavy pedestrian traffic. Signs may be used in conjunction with "continental" striping, "standard" striping, or stamped asphalt or concrete depending on the type of street. Roundabouts, Town Square, S.H. 114 intersections, and selected intersections along Southlake Boulevard (as recommended in the Urban Design Study). ■�rrirra� • • - • • • SOUTHLAKE 2030 80 SOUTHLAKE 2030 . • • • PUSH BUTTON FOR Midblock locations, particularly in or near school zones. Active warning beacons should be used in conjunction with "continental" striping. At intersecting collector and arterial intersections, push-button activated pedestrian signals are recommended. • - ' • • •Mr SOUTHLAKE 2030 81 SOUTHLAKE 2030 • • • - ' • An initial review of crosswalks was conducted in May 2013 and the following priority list was developed. This list may be used as a starting point for identifying key locations for crosswalk improvements and maintenance. Intersection Intersection Crosswalk Recommendation No. Direction 1 Byron Nelson Pkwy. & Bryson Way/Northwood TH. N/S, E/W Marked & Signed 2 Byron Nelson Pkwy. & Parkwood Dr. E/W Marked & Signed 3 N/S Active Warning S. Carroll Ave. & Bordeaux Dr. Beacon 4 S. Carroll Ave. & E. Continental Blvd./Brumlow Ave. N/S, E/W Stamped Asphalt/Concrete 5 E. Continental & Breeze Way N/S, E/W Marked & Signed 6 N/S Active Warning E. Continental & Champions Way Beacon 7 N/S E/W Stamped W. Continental & S. Peytonville Ave. , Asphalt/Concrete 8 N/S Active Warning W. Continental & Village Green Dr./Deer Hollow Blvd. Beacon 9 E. Dove Rd. & Ridgecrest Dr. N/S Marked & Signed 10 E. Highland St. & Sunshine Ln. N/S, E/W Marked & Signed 11 E. Kirkwood Blvd. & Blessed Way N/S, E/W Marked & Signed 12 E/W Active Warning S. Peytonville Ave. & Stonebury Ct. Beacon 13 N/S, E/W Stamped E. Southlake Blvd. & Carroll Ave. Asphalt/Concrete 14 E. Southlake Blvd. & Central Ave. N/S, E/W Marked & Signed 15 N/S, E/W Stamped Southlake Blvd. & White Chapel Blvd. Asphalt/Concrete 16 W. Southlake Blvd. & Shady Oaks Dr. N/S, E/W Marked & Signed 17 W. Southlake Blvd. & Southridge Lakes Pkwy. N/S, E/W Marked & Signed 18 N/S, E/W Stamped W. Southlake Blvd. & Peytonville Ave. Asphalt/Concrete 19 N. White Chapel Blvd. & Chapel Downs Dr. E/W Marked & Signed 20 N. White Chapel Blvd. & Ascot Dr. E/W Marked & Signed 21 N/S, E/W Stamped N. White Chapel Blvd. & E. Dove Rd. Asphalt/Concrete 22 N. White Chapel Blvd. & Clariden Ranch Rd. E/W Marked & Signed 23 N. White Chapel Blvd. & King Ranch Rd. E/W Marked & Signed 24 Shady Oaks Dr. & Sherwood Dr. E/W Marked & Signed 25 Shady Oaks Dr. @ Durham Elementary Southern E/W Active Warning Driveway Beacon 26 W. Continental & Shiloh Dr. N/S Marked & Signed 27 E/W Active Warning S. Peytonville Ave. & Chimney Works Dr. Beacon • ' • • • SOUTHLAKE 2030] 82 SOUTHLAKE 2030 .. . ' . Priority• Intersection Intersection Crosswalk Recommendation No. Direction 28 N/S Active Warning Johnson Rd. @ Royal & Annie Smith Park Beacon 29 Johnson Rd. & Harrell Dr. N/S, E/W Marked & Signed 30 E/W Active Warning N. White Chapel Blvd. & Keystone Dr. Beacon 31 N. White Chapel Blvd. between Kirkwood Hollow and E/W Active Warning Wingate Hill Beacon 32 E/W Active Warning N. Carroll Ave. & Del Mar Dr. Beacon 33 N. Carroll Ave. & E. Highland St. N/S, E/W Marked & Signed 34 E/W Active Warning N. Carroll Ave. & Ownby Ln. Beacon 35 N. White Chapel Blvd. & Emerald Dr./Future E/W Active Warning Bicentennial Park Drive Beacon 36 E/W Active Warning N. White Chapel Blvd. @ St. John Baptist Church Beacon 37 NS, E/W Stamped W. Southlake Blvd. & FM 1938 Asphalt/Concrete 38 N/S, E/W Stamped E. Southlake Blvd. & Kimball Ave. Asphalt/Concrete N/S E/W Yel low Highlight North -South East-West Mid -Block Crossing Ordinance No. . Adopted I [SOUTHLAKE 2030] SOUTHLAKE 2030 .. . ' . Priority Crosswalk Intersection Reference Map 1 W BOB JONES RD jppr- C CJ 3 !w f~ 114 •J 1 E OO VE R0 . i—••—••—� , w DOVE W 0 a x W ........... r.N +J � I � U I � x 1 a J ® EHIGHMDST � x 00D "., ML ❑ � EwZ410 1 t 114 •-mfNSON RD m WSOUTHLAKE D m m in - ES HBLVD Mai m m KL ® N Q ? ❑ 1� CL7 U Iw- N i i-...%. y•� UNION,CHURC*RD— O MV CONTINENTAL BLVD 3 E CONTIN% BL IM N IN '•��• •mot'" 1..�f; � Ordinance No. . Adopted • SOUTHLAKE 2030 .. . ' . Summary of Crosswalk Recommendations Recommendation ResponsibleTier AT10 Inventory all crosswalks. Establish a Safety & Security, 3.1 maintenance schedule for crosswalks, specifying Mobility, Infrastructure, more frequent maintenance of crosswalks near 1 PW, PDS Performance schools. Management & Service Delivery; C1, C2, B5, B6 AT11 Implement the recommended crosswalk types Safety & Security, 3.1 (Table P-1) whenever new crosswalks are 1 PW Mobility, Infrastructure; installed or existing crosswalks are re -striped. C1, C2 AT12 Encourage pedestrian crossings at the 3.3 intersections of 1709 and Carroll and 1709 and Central through signage and the creation of a 1 PDS, PW, Mobility, Safety & walkable environment. If necessary, consider DPS Security; C2 methods to discourage mid -block crossings at State Street and Grand Avenue. AT13 Inventory and assess curb ramps and pedestrian Mobility, Safety & 3.1 signals. Develop a curb ramp and pedestrian 1 PW, CMO Security, Performance signal transition plan. Management & Service Delivery; C1, C2, B5, B6 Ordinance No. . Adopted I [SOUTHLAKE 2030] SOUTHLAKE 20301 •. IMPLEMENTATION, PRIORITAZATION AND EVALUATION PLAN IMPLEMENTATION A plan is only as good as the methods by which it is used as a tool for the ultimate goal, implementation. While several substantial transportation improvements through the City remain, the City is in generally good shape (compared to population size) with meeting current needs. The next section provides the strategy that was undertaken to determine which recommendations and needs should be addressed earlier rather than later. The end result of this strategy is the Summary of All Mobility Plan Recommendations (Exhibit # on page ##), which serves as the blueprint for plan implementation. PRIORITIZATION SCHEDULE For each specific recommendation, a relative ranking (tier) has been established to assist with the timeframe of implementation for the recommendation. The Mobility Master Plan Committee established the tier rankings for all the recommendations during prioritization activities which were held for the Thoroughfares, Active Transportation, and Educational components of the plan. The tiers are divided into three different categories based on timeframe to implement: • Tier 1: 1 to 3 Years • Tier 2: 4 to 7 Years • Tier 3: 8 Years and beyond The tier rankings are used in the development of department work plans as well as the Capital Improvements Program (CIP). In fact, the Capital Improvements Program (CIP) planning process begins and ends with projects recommended by this master plan. Annually, as part of the City's budget process, city staff analyzes the adopted master plan and develops a comprehensive list of projects with preliminary cost estimates for inclusion in the proposed CIP. The proposed CIP is submitted to the CIP Technical Committee (department directors), who rank them based on set criteria. The priority list that was developed during this master plan will help guide future members of the City's boards and City Council when making decisions related to the CIP. While these tiers provide the ideal order of implementation and desired priority for the mobility recommendations, all recommendations are subject to available funding during the given budget year and will be placed on the Capital Improvements Program (CIP) accordingly. Ordinance No. . Adopted • SOUTHLAKE 2030 • • • - ' • kPPENDIX A A of Service (LOS) Descriptions The following descriptions have been adopted directly from the Transportation Research Board's Highway Capacity Manual (HCM 2000), Fourth Edition. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver's perception of those conditions. Safety is not included in the measures that establish service levels. Level of Service A Level of Service A describes a condition of free flow, with low volumes and high speeds. Level of Service 8 Level of Service B is the zone of stable flow, with operating speeds beginning to be restricted somewhat by traffic conditions. Drivers still have reasonable freedom to select their speed and lane of operation. Level of Service C Level of Service C is the zone of mostly stable flow, but speeds and maneuverability are more closely constricted by the higher volumes. Level of Service D Level of Service D is a zone that approaches unstable flow, with tolerable operating speeds, however driving speed is considerably affected by changes in operating conditions. Level of Service E Level of Service E is a zone that cannot be described by speed alone. Operating speeds are lower than in Level D, with volume at or near the capacity of the highway. Level of Service F Level of Service F is a zone in which the operating speeds are controlled by stop -and -go mechanisms, such as traffic lights. This is called forced flow operation. The stoppages disrupt the traffic flow so that the volume carried by the roadway falls below its capacity; without the stoppages, the volume of traffic on the roadway would be higher, or in other words, it would reach capacity. • ' • • • [SOUTHLAKE 2030] 87 SOUTHLAKE 2030] Mobility MasterPlan 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. E �� AMP am" 41100111111110 amp 4011110 amp Excel lens Ave, rnge Acceptable Conge-oed $eveIely Wr1W-.trd 4 IMP ISO ► '.E• FED • • ' • • •E [SOUTHLAKE 2030] 88 SOUTHLAKE 2030 .. . ' . APPENDIX 6 Thoroughfare Plan Amendments Resolution No. 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 slaw movement roadway. • Intersection of Rucker Road and Carroll Avenue intersection may ultimately be controlled through traffic signaiization or 4-way stop. • Intersection of Rucker Road and Carroll Avenue will be located as far south as possible from the FM 17091Carroll Avenue intersection and in a manner that does not negatively impact the residential properties in Oak Tree Estates. -Approximately 35' wide (60' R.O.W.) with the ossp ibilit 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. r • • ' • • • [SOUTHLAKE 2030] 89 SOUTHLAKE 2030 • • • - ' • Ordinance No. 1056 ORDINANCE NO. 1056 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS, FOR AMENDMENT TO THE ADOPTED MOBILITY AND MASTER THOROUGHFARE PLAN MAP TO INDICATE THE GENERAL ALIGNMENT OF SOUTH VILLAGE CENTER DRIVE GENERALLY EXTENDING FROM EAST SOUTHLAKE BOULEVARD (FM 1709) to SOUTH NOLEN DRIVE AND TO BECOME EFFECTIVE UPON ITS PASSAGE AND APPROVAL. WHEREAS, the City of Southlake. Texas is a home rule city acting under its charter adopted by the electorate pursuant to Article XI, Section 5 of the Texas Constitution and Chapter 9 of the Local Government Cade: and WHEREAS, Section 1 1.06 of the Southlake City Charter provides for the adoption and updating of a Comprehensive Master Plan and its components, including the Master Thoroughfare Plan: and. WHEREAS. the Planning and Zoning Commission has forwarded a recommendation for an amendment to the Master Thoroughfare Plan. NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF SOUTHLAKE, TEXAS: SECTION 1 Pursuant to Section 11 06 of the Southlake City Charter. the Comprehensive Master Plan, of which the Master Thoroughfare Plan is a component, may be submitted in whole or in part from time to time to the Council for their adoption, accompanied by a recommendation by the Planning and Zoning Commission, and shall contain a planning consideration for a period of at least ten (10) years. The proposed amendments to the Master Thoroughfare Plan. noted by graphical depiction in Exhibit "A" and Exhibit "B" and attached hereto. is hereby approved subject to the following conditions ■ Design as a 60' foot (C2U) collector roadway with a speed limit not to exceed 30 mph. • Design as an "Urban" cross-section roadway which includes curb gutters, street trees and sidewalks. • Traffic calming measures should be considered in the design of the roadway • At the time the roadway connection to Kimball Avenue is made from the west, the CISD's north drive connection to Kimball Avenue shall be closed and the western most school service drive shall be connected to the new roadway. • ' • • • [SOUTHLAKE 2030] 90 SOUTHLAKE 2030 • • • - ' • • Intersection improvements such as pedestrian crosswalks should be considered at the following locations: 1) the two-way intersection located at the southwest corner of the Gateway Church property; 2) the intersection at Southwood Drive; 3) the three-way intersection located at the comers of the Greenway/Quicksall/CISD properties; 4) the intersection of the school's west drive. and 5) the intersection of S. Kimball Avenue and S. Village Center Drive • The northern boundary of the C I S D property should be fenced to minimize potential vehicle/pedestrian conflict. • During design of the roadway. mitigation measures of the new roadway on adjacent residential properties such as landscaping. buffering, fencing and screening shall be considered. • The portion of the roadway near the intersection of the CISD school drive shall be designed with a center turn lane in both directions to allow stacking to occur during school drop of and pick up times. • Staff will evaluate the southwest portion of the roadway alignment (Gateway Church property where the 90 degree turn is located) and consider safety improvements during the design that will improve safety to the adjacent neighborhood SECTION 2 The different elements of the Comprehensive Master Plan, as adopted and amended by the City Council from time to time, shall be kept on file in the office of the City Secretary of the City of Southlake, along with a copy of the minute order of the Council so adopting or approving same Any existing element of the Comprehensive Master Plan which has been heretofore adopted by the City Council shall remain in full force and effect until amended by the City Council as provided herein. SECTION 3 This ordinance shall become effective on the date of approval by the City Council. PASSED AND APPROVED on the 1st reading the Stir day of February, 2013. ATTEST: • ' • • •0 [SOUTHLAKE 2030] 91 SOUTHLAKE 2030 • • • • CITY SECRETARY r PASSED AND APPROVED on the 2nd reading the 19th day of February, 2013. MAYOR John Teffell .++•••+•r+r„ APPROVED AS TO FORM AND LEGALITY (_p aa�CI l � CITY ATTORNEY / r i DATE, ADOPTED: EFFECTIVE ```cjflllTli(,C.' ATTEST: ;;.a4•�.•,.....r s CITY SECRETARY era EXHIBIT "A" SOUTH 0 � 5 SOUTHLAKE terry n+raac cowl �Ie�.r+wMloaet+wnoyrrtipr+H - ', ,ram- lae+w,r ' �� I�AtiW Southlake 2025 Plan —au-aro•r•' Mobility & Moster Thorw0fare Plan - - • ar+ »ar.r. •• • •—••-� t Functional Classification System of Roadways Ad�7lb: by Cn'1' :Auixal ,Uy i9 ?4OS 4rea7•d by pry 0xmW i14y , S 2007 -_ •—� _ y3ratam 47dZ0 RriWnun O&W `� _ I OAti1�ACr 7Ytl ➢67 _Sy -4. p'I rtuaw I+, • ' • • •E I [SOUTHLAKE 2030] 92 SOUTHLAKE 2030 1 Mobility• - ' • EXHIBIT "B" SO U T H LAKE SOUTHLAKE ,2025 �• I 4T- •�...-.- ;'i`-� Southlake 2025 Plan Thoroughfare Plan I • __ _ Mabi►►ty 8 Master I Fuxtc r•I Qas5&aWo System 0V%adway5 "I -- �y.u�auaoc.ow —ft I TWO i M it W ROM ,r I I -AW. f0(f Mnl/ • 7f �_-- — i—AAA•UAWO C3U-W1:a-W T � — -�— _..__ tom• •_. r r i —MWI�L MR CT— a --r � � � ••." i r ;,rn 800 fear • • ' • • •E [SOUTHLAKE 2030] 93 SOUTHLAKE 2030] Mobility Master' • APPENDIX C Summary of all Mobility Plan Recommendations RESERVED FOR ALL FINAL RECOMMENDATIONS OF THE MOBILITY MASTER PLAN • ' • • • [SOUTHLAKE 2030] 94