Mobility Master Plan

City of Southlake

Mobility Master Plan

An Element of the Southlake 2030 Comprehensive Plan Adopted by Southlake City Council Ordinance No. 1075 January 7, 2014 Mobility Master Plan Ordinance Amendments: Ordinance No. 1075-A – September 6, 2016 Ordinance No. 1075-B – April 18, 2017 Prepared by Planning & Development Services Department and Public Works Department

ACKNOWLEDGEMENTS SOUTHLAKE CITY COUNCIL

PLANNING & ZONING COMMISSION

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

Robert Hudson Chairman D. Todd Parish Vice Chairman Michael Springer Michael Forman Kate Smith Daniel Kubiak Shawn McCaskill

CITY STAFF Ken Baker, AICP

Shana K. Yelverton

Senior Director of Planning & Development Services

City Manager

Dennis Killough, AICP

Ben Thatcher

Deputy Director of Planning & Development Services

Assistant City Manager

Jennifer Crosby, AICP

Alison Ortowski

Comprehensive Planner

Assistant City Manager

Daniel Cortez, AICP

Caroline Eckel, AICP

Principal Planner

Assistant to the City Manager

Bob Price, P.E.

Kari Happold

Director of Public Works

Deputy Director of Community Services

Cheryl Taylor, P.E.

Steve Anderson, P.E.

Deputy Director of Public Works - City Engineer

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

TABLE OF CONTENTS 1

INTRODUCTION IMPORTANCE OF TRANSPORTATION PLANNING

1

RELATIONSHIP TO SOUTHLAKE’S STRATEGIC MANAGEMENT SYSTEM

2

PURPOSE AND RELATIONSHIP TO THE COMPREHENSIVE PLAN

3

Exhibit 1: City of Southlake Strategy Map GOALS & OBJECTIVES OF THE MOBILITY MASTER PLAN

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13

5

BACKGROUND LOCATION, CHARACTER & RESOURCES

8

DEMOGRAPHICS

9

MASTER PLAN DEVELOPMENT PROCESS AND PUBLIC INVOLVEMENT

12

THOROUGHFARES REGIONAL TRENDS

14

FUNCTIONAL ROADWAY CLASSIFICATIONS

15

STREET DESIGN STANDARDS

20 Exhibit 2: Master Thoroughfare Plan

56

4

27

INTERSECTION STUDIES

28

TRAFFIC CALMING MEASURES

29

STREET LIGHTING STANDARDS

33

ILLUMINATED STREET SIGNAGE

36

ACCESS MANAGEMENT

36

RIGHT OF WAY IMPROVEMENTS

37

THOROUGHFARE PLAN RECOMMENDATIONS

48

ACTIVE TRANSPORTATION ACTIVE TRANSPORTATION PLANNING

56

HISTORY OF ACTIVE TRANSPORTATION IN SOUTHLAKE

56

REGIONAL PLANNING

57

MOVING FORWARD

58

BICYCLE FACILITIES

61 Exhibit 3: Bicycle Facility Master Plan

66

BICYCLE FACILITY MASTER PLAN RECOMMENDATIONS

67

SIDEWALK FACILITIES

68 Exhibit 4: Pathways Master Plan

71

87

88 90 95

SIDEWALK CONSTRUCTION PRIORTY LIST

72

ACTIVE TRANSPORTATION POLICY RECOMMENDATIONS

79

CROSSWALKS

80

CROSSWALK RECOMMENDATIONS

86

IMPLEMENTATION, PRIORITIZATION AND EVALUATION PLAN IMPLEMENTATION

87

PRIORITIZATION SCHEDULE

87

APPENDIX A: Level of Service (LOS) Descriptions APPENDIX B: Thoroughfare Plan Amendments APPENDIX C: Summary of all Southlake 2030: Mobility Master Plan Recommendations

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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.

2.

3.

4.

5.

Introduction Background Thoroughfares Active Transportation 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. 1075, Adopted January 7, 2014

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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 nonautomotive modes of transportation. At a local scale, this includes bicycle and pedestrian modes and at a regional scale, rail, air, and other modes of travel. A truly multi-modal approach to transportation is required in order to address existing and future local and regional mobility and air quality challenges.

Benefits of a well-planned intermodal transportation system include:     

Efficient access to daily activities and services Availability of transportation options Improved environmental quality Improved personal health Economic vitality and sustainability

The major principles underlying this Master Plan are focusing on future development near existing transportation corridors, ensuring land uses are supported by an efficient local roadway network, supporting active modes of transportation such as walking and biking and ensuring that transportation options are maximized for all community members.

Cotton Belt Trail along S.H. 26

RELATIONSHIP TO SOUTHLAKE’S STRATEGIC MANAGEMENT SYSTEM Strategic planning is an ongoing process where resources, critical concerns, community priorities and citizen needs are combined to produce both a plan for the future and a measure for results. More specifically, Southlake’s Strategic Management System links the City’s day-to-day activities to a comprehensive long-term strategy for public policy and management decisions.

The Strategic Management System identifies Strategic Focus Areas and Objectives to guide effective and efficient resource allocation and provides benchmarks to assess performance. The Strategic Focus Areas and Objectives are driven by the City’s Citizen Survey and are outlined in Exhibit 1: City’s Strategy Map shown on page 4.

Ordinance No. 1075, Adopted January 7, 2014

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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.

Citizen Survey Strategic Management System •Focus Areas •Corporate Objectives

Southlake 2030 Vision, Goals, and Objectives

Plan Elements •Mobility Master Plan

Further, the Southlake 2030 Comprehensive Plan assists the City Council, Boards and Commissions in decisionmaking 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.

City Activities •Capital Improvements Program •Departmental Business Plans •City Council and Board Decisions

Results

RELATIONSHIP TO THE COMPREHENSIVE PLAN The Mobility Master Plan is a component of the Southlake 2030 Plan, the City’s comprehensive plan. The comprehensive plan is a reflection of the community’s values and serves as a blueprint for Southlake’s future. More specifically, the comprehensive plan establishes a framework to coordinate the City’s activities and to guide the City’s decision-making for the next 20 years. As such, the comprehensive plan and its components are updated on a regular basis.

The Southlake 2030 Mobility Master Plan updates and consolidates three documents from the Southlake 2025 Plan: the Sidewalk Plan, the Pathways 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. 1075, Adopted January 7, 2014

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Exhibit 1

Ordinance No. 1075, Adopted January 7, 2014

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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 welldesigned, and integrated with the natural environment.

Objective 1.12 Continue to strengthen the City’s regulations to encourage effective signage that is appropriately designed and scaled to minimize adverse impacts on community aesthetics.

Goal 3: Mobility Develop an innovative mobility system that provides for the safe, convenient, efficient movement of people and goods, reduces traffic congestion, promotes energy and transportation efficiency and promotes expanded opportunities for citizens to meet some routine needs by walking or bicycling.

Objective 3.1

Provide a safe and efficient streets and pathways network that allows travel to shopping areas, schools, parks and places of employment, reducing the need to travel on the City’s major arterials (FM 1709, FM 1938, or SH 114) and minimizes cut-through traffic in residential neighborhoods.

Ordinance No. 1075, Adopted January 7, 2014

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Objective 3.2

Implement and promote a mobility system that addresses safety, design, comfort and aesthetic elements such as landscaping, crosswalks, railing, lighting, traffic-calming and signage in order to provide distinct character and functionality for the City.

Objective 3.3

In accordance with a need identified by the Citizen Survey, provide and promote a continuous pedestrian pathways system that is user-friendly, efficient, safe, economical, and connect parks, shopping, schools, work and residential areas.

Objective 3.4

Pursue opportunities to link Southlake’s pathways to systems in adjacent cities and trails on the Corps of Engineers property.

Objective 3.5

Develop a program to encourage the dedication of easements for pathway construction in accordance with the sidewalk priority plan and Capital Improvements Plan.

Objective 3.6

Identify and prioritize the funding and construction of mobility system capital improvements projects according to the impacts on safety, system efficiency, costs, and maintaining acceptable levels of service.

Objective 3.7

Increase safe bicycle mobility when reasonably possible.

Objective 3.8

Continue to promote a strong working relationship with the Texas Department of Transportation to identify, design and implement projects that prevent or relieve congestion in the area.

Objective 3.9

Continue to evaluate and improve upon the existing mobility system within the City, maintaining existing infrastructure, making required improvements and evaluating innovative ways to integrate transportation and land use.

Objective 3.10 Obtain adequate right-of-way for future roadway corridors and improvements.

Goal 5: Public Safety Establish and maintain protective measures and policies that reduce danger, risk or injury to property and individuals who live, work or visit the City.

Objective 5.3

Ensure compliance with the stated standard of response coverage and industry guidelines through the provision of facilities, equipment, personnel and roadways.

Objective 5.6

Enhance and promote public safety through public-private partnerships and utilization and training of volunteers.

Objective 5.8

Develop and implement safety education programs that enhance the quality of life and safety in the community.

Objective 5.9

Promote security of public buildings and infrastructure.

Goal 6: Economic Development Create a diversified, vibrant and sustainable economy through the attraction and support of business enterprises and tourism meeting the vision and standards desired by City leaders.

Objective 6.1

Promote the City both nationally and regionally as a great place to live, work, visit, shop and recreate.

Ordinance No. 1075, Adopted January 7, 2014

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Mobility Master Plan

Foster an environment that retains and supports existing businesses to ensure the sustainability of our existing tax base.

Goal 7: Sustainability Encourage the conservation, protection, enhancement and proper management of the natural and built environment.

Objective 7.2

Promote public awareness and education on such sustainability issues as public health, energy and water conservation and overall environmental stewardship.

Objective 7.6

Protect and enhance air quality in coordination with federal, regional and local agencies.

Goal 9: Partnerships Fully utilize and coordinate with the City’s many partners to address issues facing the area, provide services and facilities, promote volunteerism, support events and programs and encourage economic growth.

Objective 9.1

Partner with other government entities, non-governmental organizations and the North Central Texas Council of Governments to address regional and local issues.

Objective 9.2

Continue mutually beneficial partnerships between the City and local school districts to explore the provision of facilities, services, technology, and other opportunities through open communication and close coordination.

Objective 9.3

Continue active partnerships with non-profit organizations, civic groups and local businesses to create opportunities that benefit the community.

Objective 9.4

Partner with local school districts to educate Southlake’s youth in their municipality and seek youth input when planning the future of our community.

Goal 10: Infrastructure Through sound management and strategic investment, develop, maintain, improve and operate public infrastructure that promotes health, safety and an enhanced quality of life for all members of the community.

Objective 10.1 Ensure equitably-distributed and adequate services and facilities.

Objective 10.2 Plan and program land acquisition and the installation of all essential public facilities to reasonably coincide with the need for such facilities.

Objective 10.3 Identify and implement programs where costs may be shared by multiple agencies and/or developers.

Objective 10.6 Maintain and enhance existing infrastructure and levels of service through the provision of timely maintenance, repair and replacement as needed.

Objective 10.8 Provide a streetlight system for adequate illumination and a wayfinding signage system for pedestrian and driver safety where appropriate.

In addition to the goals and objectives noted above, the recommendations of this plan also help implement other goals and objectives of the Vision, Goals & Objectives of the Southlake 2030 Plan.

Ordinance No. 1075, Adopted January 7, 2014

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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.

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 Southlake Regional Map over 27,000 residents. Throughout this time the 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 Ordinance No. 1075, Adopted January 7, 2014

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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 buildout 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 30,305

29,245

Population Growth 24,900

31,924

29,636 26,575

13,350

21,519

7,065 1990

1995

2000

2005

2010

Historical Population (1990 – 2010)

2015

2020

2025

2030

Build-Out

Projected Population (2015 – Build-out)

Year

Population

5-Year Growth Rate

Year

Population

5-Year Growth Rate

1990 1995 2000 2005 2010

7,065 13,350 21,519 24,900 26,575

-89% 61% 16% 7%

2015 2020 2025 2030

29,245 31,717 30,305 31,924 34,188

10% 1% 2% 5% 7%

Source: NCTCOG (www.dfwinfo.com) and US Census Bureau (2000 US Census, 2010 US Census, American Community Survey)

Ordinance No. 1075, Adopted January 7, 2014

Build-out

Source: City of Southlake Water System Master Plan and Water Conservation Plan

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Population by Age (2000-2010) 85 +

2000 Population 2010 Population

42 162

75 to 84

205 375

65 to 74

417

1023 1320

55 to 64

3,296 4,209

45 to 54 35 to 44

4,029

25 to 34 20 to 24

963

6,352 5,198

1,310

390 625 1,761

15 to 19

2,670

10 to 14

2,512

5 to 9

2,523 2,511

3,186

1,632 1,383

Under 5

Population by Age (2000 – 2010) 2000 Population 21,519

2000 % of Total Population 100%

2010 Population 26,575

2010 % of Total Population 100%

% Growth 2000-2010 23.5%

10,792 10,727

50.2% 49.8%

13,313 13,262

50.1% 49.9%

23.4% 23.6%

Under 5 5 to 9 10 to 14 15 to 19 20 to 24 25 to 34 35 to 44 45 to 54 55 to 64 65 to 74 75 to 84 85 +

1,632 2,523 2,512 1,761 390 1,310 5,198 4,209 1320 417 205 42

8% 12% 12% 8% 2% 6% 24% 20% 6% 2% 1% 0.2%

1,383 2,511 3,186 2,670 625 963 4,029 6,352 3,296 1023 375 162

5% 9% 12% 10% 2% 4% 15% 24% 12% 4% 1% 0.6%

-15% -0.5% 27% 52% 60% -27% -23% 51% 150% 145% 83% 286%

Under 18 65 +

7,978 664

37% 3%

7,080 1,560

27% 6%

14% 135%

Total

Sex Male Female

Age

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The 2010 census identifies 35-44 and 45-54 year olds as predominant age groups in the City of Southlake, while nearly one-third of the population is less than 18 years old. Between 2000 and 2010, the City saw a decrease in the population of children under 10, 25-34 and 3544 year olds, and an increase in youth 15-19, 4554 and 55-64 year olds. Both the youth and the adult populations in Southlake are generally older than they were a decade ago. Looking toward the next 10 to 20 years, it is possible that the number of adults over 65 may increase significantly, depending on patterns of migration. Likewise, as new residential development slows and the City reaches build out, the number and percentage of young children in the City may continue to decline. This would ultimately impact the City’s transportation systems by developing mobility options that are more oriented towards an older demographic.

The average household income will also play a critical role in the type of mobility options the City provides.

From the 2000 census to the 2010 census the amount of households which earned over $200,000 dollars per year more than doubled. In addition, approximately 81% of households in the City had an income level of more than $100,000. What this translates to is that the preferred primary mode of transportation in the City is likely the automobile. Active transportation facilities such as sidewalks and bikeways would more than likely serve for recreational or leisure activities rather than commuting to work.

Household Income (2000-2010) 1,529

$200,000 or more

3,337 1,129

$150,000 to $199,999

1,521 1,691 1,354

$100,000 to $149,999 721

$75,000 to $99,999

386

$50,000 to $74,999

660 426

$35,000 to $49,999

220 174

$25,000 to $34,999

182 83

$15,000 to $24,999

152 152

$10,000 to $14,999

47 128

Less than $10,000

91 135

Ordinance No. 1075, Adopted January 7, 2014

2000 Households 2010 Households

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Household Income (2000-2010) 2000 Households 91 47 152 182 220 660 721 1,691 1,129 1,529

Less than $10,000 $10,000 to $14,999 $15,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 to $74,999 $75,000 to $99,999 $100,000 to $149,999 $150,000 to $199,999 $200,000 or more

2000 % of Total Households 1% 0.7% 2% 3% 3% 10% 11% 26% 18% 24%

2010 Households

$131,549

Median Household Income

135 128 152 83 174 426 386 1,354 1,521 3,337

2010 % of Total Households 2% 2% 2% 1% 2% 6% 5% 18% 20% 43%

$182,237

% Change 2000-2010 48% 172% 0% -54% -21% -36% -47% -20% 35% 118% 39%

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.

A Southlake Program for the Involvement of Neighborhoods (SPIN) meeting was also held to solicit public input. The SPIN forum fosters open and timely communication between the citizens and city government regarding programs and issues affecting the quality of life in the community. This forum encourages positive relations and a stronger sense of community.

In summary, the approval process for the Mobility Master Plan was as follows: 1) 2) 3) 4) 5) 6)

Mobility Master Plan Committee meetings SPIN meeting Final Committee recommendation Planning & Zoning Commission recommendation City Council 1st reading 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. 1075 in November 2013 and January 2014.

Ordinance No. 1075, Adopted January 7, 2014

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THOROUGHFARES A Thoroughfare Plan is a city’s long-term system plan for its street network. It is the municipality’s adopted general plan for guiding thoroughfare system improvements, including the existing and planned extension of city streets and highways. The thoroughfare system is comprised of existing and planned freeways, expressways, and major streets and highways, which require wider or new rights-of-way and may ultimately be developed as four-lane, six-lane, or wider roadways. The primary objective of the thoroughfare plan is to ensure the reservation of adequate right-of-way on appropriate alignments and of sufficient width to allow the orderly and efficient expansion and improvement of the thoroughfare system to serve existing and future transportation needs. Also, the Thoroughfare Plan conveys the ultimate roadway system to residents and businesses, which helps them in making investment decisions.

N. Kimball Avenue

Some of the benefits provided by effective thoroughfare planning are itemized below:  

  

 

Reservation of adequate rights-of-way for future longrange transportation improvements; Making efficient use of available resources by Carroll Avenue - Federal Way Intersection designating and recognizing the major streets that will likely require higher design of improvements; Minimizing the amount of land required for street and highway purposes; Identifying the functional role that each street should be designed to serve in order to promote and maintain the stability of traffic and land use patterns; Informing citizens of the streets that are intended to be developed as arterial and collector thoroughfares, so that private land use decisions can anticipate which streets will become major traffic facilities in the future; Providing information on thoroughfare improvement needs which can be used to determine priorities and schedules in the city’s capital improvement program and capital budget; and, Minimizing the negative impacts of street widening and construction on neighborhood areas and the overall community, by recognizing where future improvements may be needed and incorporating thoroughfare needs in the city’s comprehensive planning process.

The Thoroughfares section includes street classifications and cross-sections to describe the ultimate build out for all roadways within the City of Southlake. This enables the City to acquire necessary right-of-way during the development process, and it includes recommendations related to roadways to help the City prioritize investment in transportation projects.

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While cross-sections and recommendations in the Thoroughfares section reference pedestrian and bicycle facilities as part of a complete and integrated system, the emphasis is primarily on mobility for motorized vehicles. Information related to bicycle or pedestrian facilities are covered in the Active Transportation section of this master plan.

In the 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 increased demand. In addition, transportation funding levels are not expected to increase (and may decrease) in the coming years. NCTCOG estimates that $395.3 billion will be needed to eliminate the worst levels of congestion in the DFW region through 2035. However, only approximately $98.7 billion in resources have been identified. New 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.

Ordinance No. 1075, Adopted January 7, 2014

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Mobility Master Plan

Mobility 2035 – 2013 Update Goals: • 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.

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Functional Service Provided Classification Arterial

Provides the highest level of service at the greatest speed for the longest uninterrupted distance with some degree of access control.

Collector

Provides a less highly developed level of service at a lower speed for shorter distances by collecting traffic from local roads and connecting them with arterials.

Local

Consists of all roads not defined as arterials or collectors; primarily providing access to land with little or no through movement.

Freeways A freeway is a controlled access major arterial designed to carry high volumes of through traffic. Access to and from the freeway is allowed at ramps and interchanges. These facilities are designed to permit high-speed merging and diverging maneuvers with minimum disruption to the mainline traffic.

Freeways have maximum traffic carrying capacity but minimum access to adjacent property. Traffic capacities are generally from 60,000 to 200,000 vehicles per day (vpd). Freeways generally serve inter-regional as well as local trips. They are ordinarily designed and constructed by the Texas Department of Transportation (TxDOT).

Freeways connect major activity centers in a metropolitan region. Intersections are completely grade separated and there is no pedestrian or bicycle access. Buildings are not oriented directly to the freeway, however, they may be oriented towards the highway access roads. Some elements of parkway design are to be incorporated in the freeway design.

S.H. 114 in the City of Southlake is the only roadway that would qualify as a freeway.

Significant urban design recommendations, including highway landscaping, treatment of overpasses, and portal designs for S.H. 114 are discussed further in the Urban Design Plan.

Freeway frontage roads provide a means of connecting the local arterials to the freeways and provide controlled access to adjacent property. On frontage roads, trip length is generally less than one mile.

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Arterial Streets Arterials are designed to provide a high degree of mobility and generally serve longer vehicle trips to, from, and within urban areas. The arterial system interconnects major urban elements such as the Central Business District, industrial facilities, large urban and suburban commercial centers, major residential areas, and other key activity centers.

Southlake Boulevard (FM 1709)

Increased mobility, or the movement of people and goods, rather than access to adjacent land uses, is the primary function of an arterial street. Arterial streets serve a citywide function and are, therefore, designated using a broader citywide perspective. Arterials are not planned on a neighborhood level since the result would be discontinuity and a breakdown in the street’s citywide or regional function.

Posted speed limits on arterial facilities generally range between 35 and 50 mph, varying based on the type of area being served. Arterial streets through compact central business districts accommodate the lower end of the speed range, while higher speeds are found on facilities in outlying areas. Traffic Davis Boulevard (FM 1938) volume and capacity of an arterial street are dependent, in part, on the number of through and turning lanes, signalization, the number of driveways and access points, and the volume of bus and truck traffic. The volumes and capacity of arterials can range from 10,000 vehicles per day on a two-lane arterial to 75,000 vehicles on a six-lane arterial.

With an emphasis on mobility, an arterial facility is generally designed to accommodate vehicle trips in the form of passenger cars and trucks. Pedestrian facilities and, when possible, bicycle facilities should be integrated into the design of these roadways.

Arterial Street Designation Criteria The criteria for arterial street classification are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of arterial streets. Not all of the criteria need to be met in designating an arterial street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Consists of a grid of streets generally spaced at 1 to 1.5 mile intervals; • Serves as a significant street citywide, accommodating trips of 2-5 miles between destinations; • Provides connectivity between other arterials and collectors; • Provides connectivity between or to freeway interchanges; • Accommodates existing or future average daily traffic volumes of 10,000-75,000 (individual segments may accommodate lower volumes); • Provides significant restrictions on driveways and other access points to adjacent land uses; • Operates and is designated as an arterial street in adjacent jurisdictions; • Generally accommodates speeds of 30 mph or greater; • Provides traffic signals at major intersections and driveways as warranted; and • May accommodate 4 or more travel lanes.

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Collector Streets Collectors are designed to provide a greater balance between mobility and land access within residential, commercial, and industrial areas. The makeup of a collector facility is largely dependent upon the density, size, and type of abutting developments. Posted speed limits on collector facilities generally range between 30 and 40 mph. Traffic volume and capacity can range from 1,000 vehicles per day on a two-lane facility up to 10,000 vehicles per day on larger multi-lane facilities.

Emphasizing balance between mobility and access, a collector facility is designed to better accommodate bicycle and pedestrian activity while serving the needs of motorists.

Johnson Road

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 Continental Boulevard addition of turn lanes at key intersections to address critical capacity needs. Flat curbs and surface drainage may be acceptable along most rural roads. Appropriate adjoining land use categories include low-density residential and rural conservation.

Collector Street Designation Criteria The criteria for collector streets are a combination of quantitative and subjective measures that are applied to both existing and future characteristics of collector streets. Not all of the criteria need to be met in designating a collector street, and some criteria carry more weight than others. The following criteria are listed in order of relative importance or weight: • Serves as a locally significant street (accommodates trips of less than 2 miles distance between neighborhoods, or between destinations within the city); • Provides connectivity between arterials (e.g. connects parallel north-south or east-west arterials) or between other collectors; • Provides connectivity between important neighborhood activity centers such as commercial areas, schools, parks, and residential neighborhoods; • Accommodates existing or future average daily traffic volumes of 10,000 or less (individual segments may accommodate slightly higher); • Operates as and is designated as a collector street in adjacent jurisdictions; • Accommodates speeds of 30 mph or greater; • Provides limited restrictions on driveways and other access points to adjacent land uses; and • Provides no more than 2 travel lanes.

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Local Streets The design features of local facilities are influenced less by traffic volumes and are tailored more to providing local access and community livability. Mobility on local facilities is typically incidental and involves relatively short trips at lower speeds to and from collector facilities.

Because of their “neighborhood” nature, travel speeds are generally lower than collectors and arterials.

Posted speed limits on local streets should generally range between 20 and 30 mph, depending on available right-of-way and the adjacent land uses. Traffic volumes on local streets are generally less than 5,000 vehicles per day, and also vary depending on available right-of-way and the adjacent land uses.

Pedestrian and bicycle safety and aesthetics are generally high priorities on local streets in residential and commercial areas.

Wider travel lanes and broader turning radii to accommodate larger vehicle size are important considerations on local streets in industrial areas.

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 Typical Main Street they function as centers of civic, social, and commercial activity. Main Streets are designed to provide the highest level of comfort, security and access for pedestrians. Developments along these streets are dense and focused toward the pedestrian realm. Buildings are generally pulled to the edge of the right-of-way with no or shallow setbacks.

Land uses on Main Streets are typically mixed and are generators and attractors of pedestrian activity. Because of their specialized function and context, Main Streets will represent a relatively small portion of the City’s overall street network. Such streets are appropriate in the Town Center and Employment Center -1 land use categories.

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STREET DESIGN STANDARDS The following cross sections detail the ultimate build-out for each configuration of the functional classification system. These cross sections are recommendations only and specific site and context conditions may warrant changes to the sections. However, establishing street design standards assists the City in acquiring needed right-of-way and in achieving locally-appropriate urban design and establishing a distinct image for the Southlake. See the Recommended Roadway Network Map (Master Thoroughfare Plan) on page 27 to view the designation for public rights-of-way within the City.

Freeway

Arterials

Collector

Local

Freeway

A6D

C2U

Main Street

300’ – 500’ ROW

124’ – 130’ – 140’ ROW 6 lane divided

60’ – 70’ – 84’ ROW 2 lane undivided

50’ – 60’ ROW 2 lane undivided

A5U

Commercial/Residential

80’ – 90’ ROW 5 lane undivided

50’ – 60’ ROW 2-4 lane divided/undivided

A4D 88’ – 100’ ROW 4 lane divided

A3U 70’ ROW 3 lane undivided

A2U 88’ ROW 2 lane undivided

Freeway Right-of-Way Type Design Speed Minimum Lane Width Design Characteristics

300’ – 500’ 6-lane divided freeway with 3-lane frontage road in both directions Freeway: 50-70 mph Frontage Roads: 40 mph 12’  Limited access to and from the freeway, View of S.H. 114 allowed only at ramps and interchanges.  Intersections are completely grade separated.  No direct pedestrian or bicycle access.

Recommended 8’ sidewalk parallel to frontage roads.  No parking permitted.  Buildings are not oriented directly toward the freeway, however, they may be oriented toward the frontage roads.

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Freeway Cross Section

Arterial – A6D Right-of-Way Type Design Speed Minimum Lane Width Design Characteristics

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.

A6D Cross Section

Views of Southlake Boulevard

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Arterial – A5U Right-of-Way Type Design Speed Minimum Lane Width Design Characteristics

80’ – 90’ 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.

A5U Cross Section View of North Nolen Drive

Arterial – A4D Right-of-Way Type Design Speed Minimum Lane Width Design Characteristics

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 offstreet due to speed differentials. Consider a road diet to reduce width travel lanes and add on-street bike lanes.  Recommended crosswalks at 4-way intersections.  Controlled access due to medians. Recommended for adjoining uses to share driveways and provide cross access easements.  Minimize the visual impact of off-street parking with appropriate screening.  Buildings are set back but provide orientation toward the street.

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A4D Cross Section

View of North Kimball Avenue

Arterial – A3U Right-of-Way Type Design Speed Minimum Lane Width Design Characteristics

70’ 3-lane undivided arterial 30-35 mph 11’  Improved visual appeal with landscaping and street trees.  Improved pedestrian connectivity with 5’-8’ pathways on both sides of the street.  Recommended crosswalks at 4-way intersections.  No on-street parking permitted.  Buildings are set back but provide orientation toward the street.

A3U Cross Section

Arterial – A2U Right-of-Way Type Design Speed Minimum Lane Width Design Characteristics

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.

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Buildings are set back but provide orientation toward the street.

This cross-section represents the ultimate build-out, which would require significant underground drainage improvements.

A2U Cross Section

Collector – C2U Right-of-Way 60’ - 70’ - 84’ Type 2-lane undivided collector Design Speed 30-35 mph Minimum Lane Width 11’ Design Characteristics  Recommended to retain existing natural landscape to the extent possible.  Improved pedestrian connectivity with minimum 4’ pathways on both sides of the street.  Recommended crosswalks at 4-way intersections. Consider turn-lanes and roundabouts where appropriate.  Low access control.  Typically no on-street parking permitted.  Narrow lanes conducive to lower-speed traffic.  Buildings are set back but provide orientation toward the street.

C2U Cross Section

Typical C2U Streets

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Local – Main Street Right-of-Way 50’ - 60’ Type 2 lane undivided local street Design Speed 20-25 mph Minimum Lane Width 10’ Design Characteristics  Pedestrian orientation with street trees separating sidewalks from the roadway.  Improved pedestrian connectivity with 8’-10’ sidewalks on both sides of the street.  Recommended traffic calming and narrow lanes conducive to low speed traffic.  Parallel or angled on-street parking permitted. Minimize the visual impact of off-street parking with vegetative fences, berms, or relocation of parking to the side or rear of buildings.  Limited driveway cuts with parking areas accessed from alleys.  Buildings should be built close to the street and include pedestrian scale design features.

Typical Main Streets

Main Street Cross Section

Local – Residential/Commercial Street Right-of-Way 50’ - 60’ Type 2 lane undivided local street Design Speed 20-25 mph Minimum Lane Width 10’ Design Characteristics  Pedestrian orientation with street trees separating sidewalks from the roadway.  Improved pedestrian connectivity with minimum 4’ pathways on both sides of the street.  Recommended traffic calming and narrow lanes conducive to lower-speed traffic.  On-street parking permitted.  Buildings provide orientation toward the street, and may be brought to the street, as allowed by zoning

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Residential/Commercial Street Cross Section

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Typical Residential Street

Typical Commercial Street

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 un-built roadway that is no longer recommended. A summary of these changes is provided in the following table.

Roadway

Southlake 2025 Designation

Southlake 2030 Designation

Southlake Boulevard

FM 1709/FM 1938 (130’ ROW)

A6D – 130’ to 140’ Arterial

Randol Mill Avenue

Randol Mill/FM 1938 (140’ ROW Parkway)

A6D – 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).

Davis Boulevard

FM 1709/FM 1938 (130’ ROW)

A6D – 130’ to 140’ Arterial

Southridge Lakes Parkway C2U – 84’ – 60’ Collector

A4D – 88’ Arterial

Tower Boulevard

Not shown on map

C2U – 60’ Collector

C2U – 60’ Collector

Removed from map (no longer recommended)

Common Access Easement

Removed form map (connection has been constructed)

A4D – 88’ Arterial

A4D – 94’ Arterial

East/West Connector Between Shady Oaks Drive and White Chapel Boulevard Access Point from Woodland Heights Subdivision to South Village Center Drive Brumlow Avenue

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INTERSECTION STUDIES The City strives for a level of service (LOS) of C or better at each of its major intersections, which means an average vehicle control delay of 20-35 seconds at signalized intersections or 15-25 seconds at unsignalized intersections.

As new development occurs and traffic volumes 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 Recommendations Map on page 27 and the Summary of All Thoroughfare Plan Recommendations beginning on page 48.

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:

SH 114 and Dove Road

S White Chapel Boulevard and Continental Boulevard

1) Warrant Study 2) Construction 3) Maintenance/Technician Service

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TRAFFIC CALMING MEASURES Beyond the posted speed limit, the design of a street affects the typical speed at which a motorist will feel comfortable driving. Traffic calming measures can reduce the travel speed on certain ROW to levels that are appropriate to the functional classification and adjacent land use. By slowing traffic, eliminating conflicting movements, and sharpening drivers’ attention, traffic calming may result in fewer collisions. And, because of lower speeds, when collisions do occur, they may be less serious.

According to the Federal Highway Administration (FHWA), reducing speed and lowering the volume of traffic on appropriate streets have been shown to have a number of positive impacts: • • • • •

Improved pedestrian and bicyclist safety.

Decreased traffic noise.

Improved neighborhood cohesion and livability.

Improved property values.

Improved street aesthetics and appearance.

Intersection Treatment

Traffic–calming techniques may also affect the following: • •

Crime reduction: Traffic calming encourages natural surveillance and access control.

Quality of street life: Lower speeds and volumes after traffic calming encourage walking, bicycling, and street life.

Various types of traffic calming measures have been researched and recommended by the FHWA. Each may be appropriate under specific circumstances. Southlake has utilized medians, roundabouts, curb extensions, and corner radius treatments, but others may help to calm traffic near schools or parks, in neighborhoods or in certain commercial areas with high volumes of pedestrian or bike traffic.

As traffic calming is considered, it is also important to Roundabout consider potential impacts on emergency personnel and response times. Southlake could consider applying a combination of the following traffic calming measures in appropriate locations:

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Medians Medians are islands located along the roadway centerline, separating opposing directions of traffic movement. Medians can provide special facilities to accommodate pedestrians and bicyclists, especially at crossings of major roadways.

Medians are most valuable on major, multilane roads that present safety problems for bicyclists and pedestrians wishing to cross. The minimum central refuge width for safe use by those with wheelchairs, bicycles, etc., is 5.2 feet to 6.6 feet. Introducing color or texture changes to the road surface material around the refuge area reminds motorists to reduce speed.

Used in isolation, roadway medians do not have a significant impact in reducing vehicle speeds. For the purpose of slowing traffic, medians are generally used in conjunction with other devices such as curb extensions or roadway lane narrowing.

Curb or midblock extensions The sidewalk and/or landscaped area on one or both sides of the road is extended to reduce the roadway to a single lane or minimum–width double lane. By reducing crossing distances, sidewalk widening can be used to make pedestrian movement easier and safer.

They can be installed either at intersections or midblock, and they may be used in conjunction with other traffic–calming devices, but they cannot impede or restrict the operation of the roadway. Narrowing certain streets with curb extensions can create safer bicycle facilities, but care should be taken that bicyclists are not squeezed by overtaking vehicles where the road narrows.

Corner–radius treatments Corner radii of intersection curbs are reduced, forcing turning vehicles to slow down. Efforts to accommodate trucks and other large vehicles have historically led to increased corner radii at intersections. To slow traffic, a corner radius of approximately 7 feet is recommended.

The sharper turns that result from the reduced radii require motorists to reduce speed, increasing the time available to detect and take appropriate actions related to pedestrians at the crossing. Smaller radii also provide more pedestrian storage space, and pedestrians are more visible to drivers. Corner treatments may result in wide swings in turning movements of large vehicles, large vehicles hitting and damaging curbs or endangering pedestrians on corners, or affect response times for emergency vehicles. Locations for these treatments should therefore be carefully considered.

Roundabouts Roundabouts are circular intersections that allow for a continuous flow of traffic in one direction around a center island. Roundabouts are intended to slow the speed and maintain efficiency at an intersection. They Ordinance No. 1075, Adopted January 7, 2014

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have been proven to improve safety, reduce collisions, and reduce the injuries or impacts of collisions.

Roundabouts in Southlake have been used at key intersections along arterials or collectors, and they provide opportunities for prominent landscaping and art to enhance the public realm.

Traffic Circles Smaller traffic circles, with center islands approximately 13 feet in diameter, can be safer for both vehicles and pedestrians, reducing vehicle speeds. Traffic circles can reduce crashes by 50 to 90 percent when compared to two–way and four– way stop signs and other traffic signs, reducing the number of conflict points at intersections. Success, however, depends on the central island being sufficiently visible and the approach lanes engineered to deflect vehicles, preventing overrun of the island.

Pavement Treatments/Intersection Treatments Textured pavement treatments provide visual and audible cues for drivers to encourage traffic calming. The use of paving materials such as brick, cobbles, concrete pavers, or other materials that create variation in color and texture reinforces the identity of an area as a traffic–restricted zone. Colors and textures that contrast with those prevailing along the roadway alert motorists to particular conditions, and increase bicyclist and pedestrian visibility.

Treatments can be an attractive element along residential streets. The variation from asphalt or concrete paving can signify crossing into a residential zone where pedestrians and bicyclists can be expected to have greater priority.

Pavement treatments can be combined with other traffic–calming devices to provide an entry or gateway into a neighborhood or other district. Surface alterations at intersections with local streets can include textured paving, pavement inserts, or concrete, brick, or stone materials. Curb extensions can also be placed at entrances to neighborhood areas, usually where a residential street intersects an arterial. The extension can discourage vehicular traffic from cutting through the neighborhood.

The choice of materials should not pose a danger or deterrent to bicyclists or persons with disabilities. Cobbles present special difficulties, particularly for vehicles with narrow wheels or without suspension. Similarly, pavers with chamfered edges can impair a bicyclist’s stability.

Raised Crosswalks/Intersections A raised crosswalk is a broad, flat–topped speed hump that coincides with pedestrian crosswalks at street intersections. Raised above the level of the roadway to slow traffic, it enhances crosswalk visibility and makes the crossing easier for pedestrians who may have difficulty stepping up and down curbs. It must be stable and firm and can be constructed of brick, concrete block, colored asphalt, or cement, with ramps striped for better visibility.

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A raised intersection is a plateau across the entire intersection, with a ramp on each approach. It can be enhanced through the use of distinctive surfacing such as pavement coloring, brickwork, or other pavements.

In some cases, the distinction between roadway and sidewalk surfaces is blurred. If this is done, physical obstructions such as bollards or planters should be considered, restricting vehicular access.

Ramps should not exceed a maximum gradient of 16 percent. Distinctive surfacing materials should be skid– resistant, particularly on inclines. Ramps should be clearly marked to enable bicyclists to identify and anticipate them, particularly under conditions of poor visibility. And care must be taken so the visually impaired have adequate cues to identify the roadway’s location (e.g., tactile strips). Color contrasts will aid those who are partially sighted.

Curvilinear Roads New roads can be designed to meander or turn sharply to slow traffic, limit views, and discourage speeding.

Designs for new curvilinear roads should be careful to consider adequate access to adjacent properties, both in terms of servicing and the needs of the individual.

Narrow Traffic Lanes/Road Diets Wide traffic lanes encourage faster motor vehicle speeds. Consideration should be given to the review of cross–sections for all street classifications to determine whether roadway lane widths can be reduced (within the AASHTO guidelines) so more area can be dedicated to bicycle and pedestrian use and associated traffic– calming facilities.

One method of narrowing traffic lanes is called a road diet. A road diet consists of converting a two–way street with four travel lanes to two travel lanes with a center turn lane and using the additional space for bicycle and pedestrian space.

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Landscaping and Urban Design With the adoption of the Major Corridors Urban Design Plan, Southlake recognized the opportunities and importance of placemaking along the City’s boulevards, entry points, and freeway interchanges. While roadside landscaping and urban design elements improve aesthetics and visitors’ impressions of the community, they can also have a positive influence on driver behavior and may improve roadway safety. A pleasing roadside landscape can reduce driver stress levels, which may reduce occurrences of aggressive or unsafe driving. In addition, street trees may encourage motorists to drive more slowly, which in turn may result in fewer crashes and less severe injuries when crashes do occur.1

STREET LIGHTING STANDARDS The City has selected a standard for overhead street lighting along arterials. Adequate street lighting is normally provided in accordance with standard engineering practice when arterial streets are constructed or improved. Adequate arterial street lighting is defined by the American Association of State Transportation Officials (AASHTO) as providing average minimum 0.8 foot-candle illumination or average desired 1.0 foot-candle average illumination on the pavement.

In addition to the standards defined by AASHTO, the City of Southlake lighting ordinance (Ordinance 693-B) limits the intensity of lighting to 0.2 foot-candle average illumination as measured at the property line in areas with single or twofamily 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.

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Generally, arterials and collectors will be lit to a higher standard than typical local neighborhood streets. All arterial street projects should include street lighting when they are constructed to recommended Thoroughfare Plan standards. A street lighting standard will establish a functionally and aesthetically consistent light fixture throughout the city.

The following items are important considerations in selecting standard lighting fixtures: • AASHTO Criteria for Arterial Street Lighting Coverage o Desirable 1-foot candle average light o Minimum 0.8 – foot candle average light • City of Southlake Lighting Ordinance o (Arterial Street Lights are exempt) o 0.2 foot candle average at residential property line • Residential Adjacency • Electric Utility Standard Menus The following standards have been established to achieve adequate lighting levels between the 0.8 and 1.0 foot-candle standard, without unnecessarily exceeding the 0.2 foot-candle standard at the residential property line called for in our lighting ordinance.

Standard type and appearance:    

Gullwing or Shoebox fixtures 30’ median mounted painted steel pole Dual fixtures 250 watt high pressure sodium or LED lights as available

Gullwing This type of lighting source is similar to Southlake Town Center parking lot lighting, the primary light source is inexpensive, it minimizes potential for “hotspots” and has been used along Kirkwood Boulevard, Grace Lane, and Blessed Way. Lighting Coverage Pole height Spacing Wattage Installation and Maintenance Service Costs

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 Ordinance No. 1075, Adopted January 7, 2014

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residential adjacency that would trigger the lighting ordinance limitation. However, most arterials have residential adjacency that would probably preclude the use of the “Gullwing” fixture.

Shoebox This type of lighting source is similar to Byron Nelson Parkway street lighting, the primary light source is inexpensive, it minimizes potential for “hotspots” and has been used along North Kimball Avenue and North White Chapel Boulevard.

Lighting Coverage Pole height Spacing Wattage Installation and Maintenance Service Costs

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 provides adequate lighting on the pavement between 0.8 and 1.0 foot-candles and slightly exceeds the 0.2 foot-candles at the right of way line, but does not have the bulge produced by the “Gullwing.”

Ordinance No. 1075, Adopted January 7, 2014

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ILLUMINATED STREET SIGNAGE Illuminated street signage can improve safety for the driving public by improving the visibility of major intersection signage. It is recommended for the city to install backlit intersection signage at major intersections, 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 in FY13. This project includes the intersections of FM1709 at SH114, Commerce St., Nolen Dr., Kimball Ave., Village Center Dr., Carroll Ave., Byron Nelson Parkway, White Chapel Blvd., Shady Oaks Dr., Waterford Dr., Peytonville Ave., Randol Mill Rd., and Pearson Ln. Illuminated signage should be included with any future signalized intersections in the city.

ACCESS MANAGEMENT Proper access management will help the city maintain smooth traffic flow, provide adequate street drainage, ensure that all properties have safe and efficient vehicular access to or from the public street system and ensure that public streets have the capacity to handle peak traffic volumes.

A driveway ordinance is one tool the city can use to manage access along public streets. Generally, such an ordinance can prohibit the indiscriminate location and spacing of driveways while maintaining reasonable vehicular access to and from the public street system; reduce conflicting turning movements and congestion thereby reducing vehicular accidents; and maintain and enhance a positive image for the attraction of new, high quality, residential and nonresidential development in the city.

Above: Illuminated Street Signage Examples

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.

Ordinance No. 1075, Adopted January 7, 2014

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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 Recommendations Map on page 47 and the Summary of All Thoroughfare Plan Recommendations on page 48. 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.

Traffic Signal at Watermere Dr and FM 1709 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.

MT1

FM 1938 (Phase 2) 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.

MT2

Ordinance No. 1075, Adopted January 7, 2014

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Continental Blvd and S Peytonville Ave Roundabout 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.

MT3

W Dove Rd / N Peytonville Ave 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.

MT4

Kirkwood Blvd, Acquisition from TW King to Tyler 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.

MT5

Ordinance No. 1075, Adopted January 7, 2014

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Kirkwood Blvd, Widening from Stockton to Tyler 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.

MT6

Kirkwood Blvd, Extension from Dove Rd to Highland St 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.

MT7

N White Chapel Blvd, Emerald to SH 114

MT8

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.

Ordinance No. 1075, Adopted January 7, 2014

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N White Chapel Blvd, SH 114 to Dove Rd

MT9

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.

Texas Turnaround, N Carroll Ave at SH 114

MT10

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.

State St. Extension from Federal Way to Reserve St This project will provide for better traffic circulation and additional on street parking opportunities in the Northwest portion of the Town Square area near DPS Headquarters.

MT11

Zena Rucker Rd Connector 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.

MT12

Ordinance No. 1075, Adopted January 7, 2014

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S Carroll Ave widening from Breeze Way to FM 1709

MT13

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.

Brumlow Ave widening from Continental Blvd to SH 26

MT14

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.

N Kimball Ave and E Dove Rd Roundabout

MT15

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.

North Kimball Ave

MT16

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 sixfoot 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 II is the continuation along North Kimball Avenue from Kirkwood Boulevard up to Dove Road.

Ordinance No. 1075, Adopted January 7, 2014

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S Village Center Dr Connector 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.

MT17

Nolen Dr Connector

MT18

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.

Bank St Connector

MT19

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.

FM 1709 and Pearson Improvements

MT20

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.

Ordinance No. 1075, Adopted January 7, 2014

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N Carroll Ave widening from SH 114 to Dove Rd

MT21

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 4lane 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.

FM 1709 Flyover 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.

MT22

Southlake Marketplace

MT23

There is limited access shopping center and Access improvements should be installed Marketplace.

for Southlake Marketplace adjoining developments. and signalization options adjacent to Southlake

Players Circle and Meadowlark

MT24

Ordinance No. 1075, Adopted January 7, 2014

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.

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FM 1938 and W Continental Traffic Management Study

MT25

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.

Dove and Kirkwood Traffic Management Study

MT26

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.

Carroll and Highland Traffic Management Study

MT27

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 Traffic Light

MT28

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.

Zena Rucker and S. Carroll Improvements 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 property immediately to the east develops (Park Village), the improvements adjacent to what is being called the “South Drive� 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 further development occurs to the west along Zena Rucker Road.

MT29

Kimball and Kirkwood Traffic Management Study

MT30

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.

Kimball and SH 114 Traffic Management Study

MT31

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.

Ordinance No. 1075, Adopted January 7, 2014

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Kimball and FM 1709 Traffic Management Study

MT32

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.

Kimball and Village Center Traffic Management Study

MT33

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.

Kimball and Continental Traffic Management Study

MT34

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.

Traffic Management Options

MT35

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.

Pedestrian Safety & Vehicle Speeds 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.

MT36

Arterial Lighting Standards

MT37

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.

Illuminated Street Signage

MT38

Ordinance No. 1075, Adopted January 7, 2014

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.

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Property Access Management

MT39

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.

Accessibility for Lake Wood Acres, Southview and Foxborough Neighborhoods

MT40

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.

Naming of FM 1938

MT41

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.

Deceleration Lanes at Southridge Lakes and Byron Nelson

MT42

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.

Traffic Calming Management

MT43

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 Vehicle Recharge Stations 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.

MT44

TEX Rail

MT45

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.

Ordinance No. 1075, Adopted January 7, 2014

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Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

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Summary of Thoroughfare Plan Recommendations Tier 1 (1-3 Years) Tier 2 (4-6 Years) Tier 3 (7+ Years) Ref. No.

MT1

MT2

MT3

MT4

MT5

Issues There are safety concerns regarding the intersection of Watermere and FM 1709. Residents living adjacent to the intersection have difficulty accessing FM 1709 from adjacent neighborhoods.

Increased traffic volumes on FM 1938 from the construction of the connection to SH 114 in Westlake.

LOS reduced for current condition of the road.

Traffic increases in the vicinity of Continental and S Peytonville during peak times, school pick up/drop off times, and during heavy use of Koalaty Park.

There is significant traffic congestion in the vicinity of the intersection of North Peytonville Avenue and West Dove Road.

Anticipated alignment with Sam School Road is expected in the near future creating a 4-way intersection.

Undeveloped properties located on the northeast corner of the intersection may create additional traffic volumes if developed.

There is a lack of connectivity along Kirkwood between Dove and SH 114.

Ordinance No. 1075, Adopted January 7, 2014

Implementation Metric

Strategic Link

Complete construction and installation of the 1709/Watermere signal project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Improve FM 1938 to its ultimate cross section with center landscaped median, including improvements to the intersection of FM 1938 and FM 1709.

Construct a roundabout at the intersection of W Continental and S Peytonville.

Complete construction of the FM 1938 project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Complete construction of the W Continental/S Peytonville roundabout.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Construct a roundabout at the intersection of W Dove, S Peytonville, and Sams School Road.

Complete construction of the W Dove/N Peytonville roundabout.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Recommendations Install a signal at FM 1709 and Watermere.

VNT Link

Priority Tier

Responsible Department PW

1

PW 1

PW 2

PW

1

Acquire private ROW for public use along this section of Kirkwood.

Complete acquisition of Kirkwood Blvd from Tyler Street to TW King.

[SOUTHLAKE 2030]

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW 3

48

[SOUTHLAKE 2030] Ref. No.

MT6

Issues

Recommendations

Kirkwood Blvd between Stockton and Tyler is currently 2 lanes while the remainder of Kirkwood is being constructed as an A4D.

Complete the build-out of this section of Kirkwood as an A4D, consistent with other sections along this ROW. While the majority of the roadway is anticipated to be constructed along with development, participate in the extension of Kirkwood from Dove to Highland as appropriate.

Improve this segment of N White Chapel to its ultimate cross section with a roundabout at the intersection with Highland.

Complete construction of the Kirkwood widening from Tyler Street to Stockton Drive.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Dependent upon development and as needs are determined, consider public participation in the extension of Kirkwood from Dove to Highland.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Complete construction of the N White Chapel improvements from Highland to SH 114, including the N White Chapel/Highland roundabout.

Mobility, Infrastructure, C1, C2

Widen this segment of N White Chapel to 4 lanes divided by a median, with other agreed improvements dependent upon and accompanying the Carillon development.

Construct a Texas Turnaround on the east side of the Carroll bridge across SH 114.

Complete construction of the N White Chapel improvements from SH 114 to Dove.

Mobility, Infrastructure, C1, C2

Work with TXDOT to complete the construction of the Texas Turnaround at Carroll and SH 114.

Mobility, Infrastructure, C1, C2

Extend State Street from Division Street to Federal Way.

Complete construction of the State Street extension.

Mobility, Infrastructure, C1, C2

Kirkwood is disconnected between Dove and Highland.

MT7

MT8

MT9

MT10

MT11

Mobility Master Plan

Traffic volumes will increase on N White Chapel Blvd between Highland and SH 114 as Forest Park Medical Center and adjacent undeveloped properties designated as Mixed Use develop around the hospital.

Traffic volumes along N White Chapel Blvd between SH 114 and Dove are anticipated to increase as Carillon builds out and the property between N White Chapel Blvd and SH 114 develops.

Traffic congestion at the SH 114 and N Carroll Ave intersection. Traffic build-up occurs at this intersection due to Gateway Church activities and services and traffic is expected to increase with the completion of the DFW Connector project.

State Street is disconnected between the Municipal Court and the Town Square development, increasing traffic along N. Carroll.

Ordinance No. 1075, Adopted January 7, 2014

Implementation Metric

Strategic Link

VNT Link

Priority Tier

Responsible Department PW

2

PW

3

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW

1

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW

2

[SOUTHLAKE 2030]

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW

1

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW 1

49

[SOUTHLAKE 2030] Ref. No.

MT12

MT13

MT14

MT15

MT16

MT17

MT18

Issues As Rucker and Prade properties develop, traffic volumes are expected to increase along FM 1709.

Traffic volumes along S Carroll from Breeze Way to FM 1709 will increase due to the Winding Creek residential development and future development along FM 1709.

Properties adjacent to Brumlow are mostly undeveloped or underdeveloped. Traffic volumes are anticipated to increase as adjacent properties develop.

Traffic congestion is increasingly heavy during peak hours at the intersection of N Kimball and E Dove, the only major connection into Grapevine from Southlake north of SH 114.

Traffic volumes on N Kimball Ave have increased as properties have developed and will continue to do so as large underdeveloped properties on the west side of N Kimball develop further.

Traffic volumes are anticipated to increase along FM 1709 as development occurs. Stacking along Kimball creates congestion during peak times for school drop-off/pickup.

Nolen Drive in Southlake does not connect to Nolen Drive in Grapevine.

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

Recommendations

Implementation Metric

Strategic Link

Extend Rucker Road east to S Carroll Ave. Roadways are anticipated to be constructed as development occurs with city participation in bridging the floodplain.

Widen this section of S Carroll Ave to its ultimate 4 lane divided cross section.

Assist in bridging the floodplain to enable the completion of the Rucker extension project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Complete construction of the S Carroll widening from FM 1709 to Breeze Way.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Widen this section of Brumlow to its ultimate 4 lane divided cross section.

Complete construction of the Brumlow widening from Continental to SH 26.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Construct a roundabout at the intersection of N Kimball and Dove.

Complete construction of the N Kimball/Dove roundabout.

Handled by Grapevine per interlocal agreement.

Mobility, Infrastructure, C1, C2, CBO5

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Improve N Kimball to its ultimate cross section with center landscaped median.

Complete construction of the N Kimball project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Acquire, design, and construct Village Center Drive from Kimball to Nolen.

Complete construction of the Village Center extension from Kimball to Nolen.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Connect these roads to improve connectivity issues in Commerce Business Park.

Complete construction of the Nolen Connector.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

[SOUTHLAKE 2030]

VNT Link

Priority Tier

Responsible Department PW

3

PW 3

PW 3

PW 3

PW 1

PW 3

PW 1

50

[SOUTHLAKE 2030] Ref. No.

MT19

MT20

MT21

MT22

MT25

MT26

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Mobility, Infrastructure, C1, C2, CBO4, CBO5 Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a warrant study to determine if a lit signal is needed.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a study of the FM 1938/W Continental intersection.

Mobility, Infrastructure, C1, C2, CB04

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a study of the Dove/Kirkwood intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Issues

Recommendations

DFW Connector Project will prevent westbound FM 1709 access from nolen Street. An alternate route is necessary to provide access.

Design and construct a roadway connector parallel to FM 1709 to preserve access to commercial businesses.

Consider options for intersection improvements at FM 1709/Pearson in partnership with Keller.

Consider the widening of N. Carroll Ave. from SH 114 to Dove Rd as traffic counts and level of service warrant.

Consider the construction of the FM 1709 Flyover if the level of service and traffic counts warrant.

Complete construction of the Bank Street connector.

Consider access improvements and signalization options adjacent to Southlake Marketplace.

Consider access improvements and signalization options near FM 1709/Meadowlark.

Consider options for lane configurations at the intersection of FM 1938 and W Continental.

Consider signalization or other traffic management devices at the intersection of Dove and Kirkwood.

Conduct a study

LOS anticipated to be reduced with continued development along FM 1709 and Pearson Lane.

The level of service is expected to decrease as Carillon and other properties adjacent to N. Carroll Avenue develop.

The level of service has dropped in the past but may have improved with the DFW Connector Project from the westbound frontage road of S.H. 114.

There is limited access for Southlake Marketplace shopping center.

MT23

MT24

Mobility Master Plan

There is limited access from properties along Player Circle and Meadowlark as traffic volumes increase on FM 1709.

Increased traffic volumes on FM 1938, connecting to SH 114 and Continental Blvd.

Traffic volumes will increase as property to the south develops and the intersection is built for the continuous connection of Kirkwood.

Ordinance No. 1075, Adopted January 7, 2014

Implementation Metric

Work with Keller to study safety and mobility improvements at FM 1709/Pearson.

Complete the widening and improvements of N. Carroll Avenue. This may occur in phases.

Complete the construction of the flyover onto westbound FM 1709.

[SOUTHLAKE 2030]

Strategic Link

VNT Link

Priority Tier

Responsible Department PW

2

PW 1 PW 3 PW 3

PW 1

PW 1 PW 3 PW 3

51

[SOUTHLAKE 2030] Ref. No.

MT27

MT28

MT29

MT30

MT31

MT32

MT33

Issues Carillon and Gateway Church will increase traffic and stacking at this intersection as the properties develop.

Federal Way is increasingly congested as Town Square patrons try to turn left on N Carroll. Safety at this intersection is also a concern.

As the southwest corner of FM 1709 and Carroll Ave develops, increase in vehicle access and traffic is anticipated.

Increased traffic volumes as properties adjacent to SH 114 and Kimball Ave develop.

Traffic volumes will increase as property develops to the northwest.

Increased congestion during Gateway Church services and activities.

Traffic volumes will increase as the properties located to the southwest along S Kimball Ave develop.

Traffic volumes will increase as the properties located along S Kimball Ave develop and create congestion during peak times and during school operations on the west side of S Kimball.

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

Implementation Metric

Strategic Link

Consider options for traffic management at the intersection of N Carroll and Highland (Kirkwood), including installation of a temporary roundabout.

Consider signalization of N Carroll/Federal Way intersection.

Conduct as study of the N. Carroll/Highland (Kirkwood) intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Install the light signal per the study conducted and construct turn lane.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a warrant study for a signal at S Carroll/Rucker, dependent upon development and implement improvements per the study’s findings.

Implement intersection improvements as recommended (Option 3) in the Kimley-Horn study and conduct a warrant study for a lit signal at the intersection of S Carroll Ave. and Zena Rucker Rd. Conduct a study of the N Kimball/Kirkwood intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Continue to study the N Kimball/SH 114 intersection for options.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a study of the Kimball/FM 1709 intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a study of the S Kimball/Village Center intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Recommendations

Consider options for traffic management at the intersection of Kirkwood and N Kimball.

Consider options for lane configurations at the intersection of N Kimball/SH 114.

Consider options for lane configurations at the intersection of FM 1709 and Kimball.

Consider signalization or other traffic management devices at the intersection of S Kimball and the Village Center Drive extension.

[SOUTHLAKE 2030]

VNT Link

Priority Tier

Responsible Department PW

3

PW 1 PW

1

PW 3 PW 2

PW 2 PW 2

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[SOUTHLAKE 2030] Ref. No.

MT34

MT35

Mobility Master Plan

Issues

Recommendations

Continued commercial development around this intersection will increase traffic congestion on E Continental during peak time turning onto S Kimball.

As signals are installed and maintained by the city, current staff will need to be responsive to traffic management issues.

Consider signalization, roundabout or other traffic management at the intersection of S Kimball and E Continental.

Consider traffic management options through internal staffing or contracted services.

Conduct a study of the S Kimball/E Continental intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Explore options to add a traffic management service.

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Current speeds along may rights-ofway are higher than appropriate for the designated classification. High speeds create safety concerns, especially for locations highlytrafficked by pedestrians.

Work with DPS to determine locations where speeding is high. Consider and prioritize appropriate locations for traffic calming to achieve desired speeds through improved design.

Incorporate traffic calming techniques along new ROWs to achieve desired design speeds.

Update Traffic Calming Policy.

Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2, CBO4 Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2

MT36

Ordinance No. 1075, Adopted January 7, 2014

Implementation Metric

Create a prioritized list of locations appropriate for traffic calming retrofits. Encourage speed-appropriate designs in new ROW construction through the review process.

Strategic Link

VNT Link

Priority Tier

Responsible Department PW

3

PW

1

Efficient Mobility Options, Pedestrian Design

3.1, 3.3, 3.5, 3.9

PDS, PW, DPS

1

Consider a cost-sharing program for neighborhoods requesting installation of traffic calming devices.

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Issues

Recommendations

Implementation Metric

Strategic Link

Need for lighting standard on arterial rights-of-way to meet AASHTO criteria and consider the Southlake Lighting Ordinance, residential adjacency, and availability of fixture on the electric utility standard menus.

For future arterial lighting improvements, choose between Gullwing or Shoebox fixtures with the specifications consistent with the street lighting standards. Add street lighting to arterials with new ROW improvement projects.

Adopt a lighting standard as part of the Mobility Master Plan and evaluate the Gullwing and Shoebox fixtures for any new arterial lighting improvements.

Pursue TXDOT approval on all TXDOT ROW.

Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2

MT37

MT38

MT39

MT40

Mobility Master Plan

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Conduct an analysis on existing roadways to determine where street lighting may be needed for safety purposes.

Complete installation at existing signalized intersections along FM 1709. Include illuminated signage with the installation of any future signals within the city.

Install illuminated street signage at signalized intersections.

The city’s current Driveway Ordinance is out of date and does not adequately meet needs for access management.

Develop a new Driveway Ordinance reflecting current best practices to ensure proper access to new development.

Adopt a new Driveway Ordinance.

Residents in Lake Wood Acres, South View, and Foxborough neighborhoods have difficulty accessing northbound Carroll Ave due to increased traffic on Carroll Ave and due to the installation of medians on FM 1709.

Conduct a study to determine how the area can be developed to improve access for local residents.

Complete study.

[SOUTHLAKE 2030]

Priority Tier

Responsible Department PDS, PW

3

Consider other decorative poles as available from electric providers.

Need for improved safety and wayfinding at key intersections along major thoroughfares through the installation of illuminated street signage.

Ordinance No. 1075, Adopted January 7, 2014

VNT Link

Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2 Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2 Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW

1

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PDS, PW

1

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PDS, PW

1

54

[SOUTHLAKE 2030] Ref. No.

MT41

MT42

MT43

MT44

MT45

Issues

Recommendations

There are inconsistencies in the local naming of F.M. 1938 – the roadway changes from Precinct Line in Westlake to Randol Mill Avenue and Davis Boulevard in Southlake.

In addition, the completion of F.M. 1938 north of F.M. 1709 calls into question how the Randol Mill “bend” should be named.

Traffic flow on Southlake Blvd is impeded by motorists turning right onto Southridge Lakes Pkwy and Byron Nelson Blvd.

Discuss naming with stakeholders and determine local name for F.M. 1938 and for the Randol Mill “bend”.

Traffic calming measures have several benefits, such as improving pedestrian and bicyclist safety, decreasing traffic noise, and improving street aesthetics.

Review current traffic management policies for inclusion of appropriate traffic calming measures.

Consider residential as well as non-residential applications.

Consider options for adding non-residential charging stations as a use. Consider LEED guidelines for recommended number of stations for a site.

If the properties at the intersection of Brumlow and S.H. 26 are redeveloped, the possibility of a rail station may be considered.

As electric vehicles become more popular, there will be a demand for non-residential charging stations within Southlake. Currently, nonresidential charging stations are not an allowed use.

The TEX Rail commuter rail project is moving forward and the closest proposed stations will be located in Grapevine and North Richland Hills.

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

Implementation Metric Pass ordinance establishing name for F.M. 1938 within Southlake and for the Randol Mill “bend”.

Strategic Link Mobility, C2, B2, B4

VNT Link Efficient Mobility Options

VGO Tie 6.7

Priority Tier

Responsible Department PW

1

Install deceleration lanes on Southlake Blvd at Southridge Lakes Pkwy and Byron Nelson Blvd.

Construct decelerations lanes at the intersections of Southlake Blvd (FM 1709) and Southridge Lakes Pkwy and Byron Nelson Blvd.

Update current traffic management policies, including the Policy for Neighborhood Traffic Calming.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Mobility, Safety & Security, C1, C2

Efficient Mobility Options

3.1, 3.2, 3.9

Amend the Zoning Ordinance to allow vehicle charging stations in certain districts.

Mobility, B6

Efficient Mobility Options

6.2, 7.3, 7.6

No action recommended unless the properties at the intersection of Brumlow and S.H. 26 are redeveloped.

Mobility, Quality Development, C2

Efficient Mobility Options

1.7, 3.9

[SOUTHLAKE 2030]

PW 2

PW

1

PDS 1

PDS 3

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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.

Southlake 2030 Mobility Goal “Develop an innovative mobility system that provides for the safe, convenient, efficient movement of people and goods, reduces traffic congestion, promotes energy and transportation efficiency and promotes expanded opportunities for citizens to meet some routine needs by walking or bicycling.”

Excerpted from the Southlake 2030 Vision, Goals & Objectives

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.

Ordinance No. 1075, Adopted January 7, 2014

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Six years later, the Plan was updated and the 2001 Southlake Pathways Plan was adopted. This revised plan expanded the originally proposed trail network to a more comprehensive system which included greenway paths in future developments as well as additional equestrian and hiking trails.

The Pathways Plan was updated again as part of the 2025 comprehensive plan update (Southlake 2025 Plan) and the 2005 Southlake Pathways Plan was adopted. During the update process, a need to address gaps in the existing network as well as connections between recreational trails and destinations was recognized. As a result, the 2007 Sidewalk Plan was developed and adopted in 2007 as a complement to the Pathways Plan.

The Sidewalk Plan identified planning, policy and implementation areas to provide or improve access to the City’s pedestrian network. Perhaps most significantly, the Sidewalk Plan identified and prioritized sidewalk and trail infill segments for construction. This prioritization list is used as a starting point on an annual basis when determining which sidewalks will be constructed through the Capital Improvements Program.

2011 Citizen Survey: Quality of Life

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 part of the 2011 Citizen Survey, respondents were asked an open-ended question: “If the City government could change one thing to make Southlake a better place to live, now and in the future, what change would you like to see?” The above word cloud was generated from the verbatim responses. Words that appear larger indicate that response was repeated more often.

As evidenced in Southlake’s 2011 Citizen Survey (see box to the left), 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.

REGIONAL PLANNING Beyond city-level planning, the City has also shown it’s commitment to active transportation by engaging in planning at a multi-jurisdictional level and a regional level. City staff currently participate in two broader-scale planning committees.

NCTCOG Bicycle and Pedestrian Advisory Committee The Bicycle and Pedestrian Advisory Committee is organized and supported by the North Central Texas Council of Governments (NCTCOG) for the 16Ordinance No. 1075, Adopted January 7, 2014

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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 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.

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 National Bicycle Safety Education Resource Center http://www.bicyclinginfo.org/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 http://www.nctcog.org/trans/sustdev/bikeped/safetyed/ 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 that includes ready-made outreach materials that communities can customize and use locally. The website includes materials for use in television, radio, cinema, and print advertising. The website also includes a Campaign Planning Step by Step Guide that explains how to implement the campaign. The purpose of the campaign is to 1. Sensitize drivers to the fact that pedestrians are legitimate road users and should always be expected on or near the roadway 2. Educate pedestrians about minimizing risks to their safety 3. Develop program materials to explain or enhance the operation of pedestrian facilities, such as crosswalks and pedestrian signals.  BikeTexas www.biketexas.org BikeTexas is a non-profit organization that works to increase awareness and interest in bicycle access, safety, and education. BikeTexas organizes bike rides and provides a wealth of information including bicycle related news, bicycle route maps, and bicycle laws. In addition, BikeTexas offers SafeCyclist Certification Training which provides teachers, police, and other youth community workers with the skills and curriculum to teach youth about bicycle and pedestrian safety. The 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, donation requests letters, flyers, as well as event checklists and other materials.

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

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San Antonio, Texas

The City of San Antonio is one of three communities that has received “Bicycle Friendly” designation by the League of American Bicyclists. The City has received this designation not only for their provision of bicycle infrastructure, but also for their cycling education and promotion activities. For example, the City of San Antonio’s Office of Sustainability has an outreach campaign called “Get Cyched” that promotes cycling and educates the community about the rules of the road for both drivers and cyclists. Some of the City’s outreach materials have included print ads, bill boards, bumper stickers, and posters.

In addition, San Antonio has adopted a 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 streets. The streets are closed to automobiles for approximately 6 hours on a Sunday to allow residents to bike, walk, run, skateboard, or participate in other recreational activities without worrying about cars. In addition, there are Reclovia areas that include free activities such as group exercise classes as well as live music, water stations, and rest areas. 

Austin, Texas

Austin has received Bicycle Friendly designation and is also the only Texas city to achieve Walk Friendly designation. One reason for this dual designation is Austin’s 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 right 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)

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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”.

Goals for improved bicycle facilities:  Improve public safety and reduce opportunities for injuries on roadways.  Promote healthy lifestyles, a cleaner environment, and an improved quality of life.  Provide safe connected routes within the city, offering easy transportation to schools, parks, and pedestrian-friendly shopping areas.  Extend recreational opportunities and transportation choices by connecting to neighboring cities.

Types of Cyclists Bicyclist skill level is important for understanding the characteristics and infrastructure preferences of different cyclists. Bicycle infrastructure should use planning and design options, from shared roadways to separate facilities, to accommodate as many user types as possible and to provide a comfortable experience for the greatest number of cyclists. For example, some recreational cyclists may only feel comfortable using off-street pathways or on-street dedicated bike lanes. Other cyclists may prefer to use streets and do not want their right to occupy any travel lane limited by bike lanes.

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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:

Strong and Fearless

Cyclists who will ride anywhere regardless of roadway conditions. These cyclists can ride faster, prefer direct routes, and will choose to ride on roadways, even if shared with other vehicles, over separated bicycle facilities like shared use paths.

They may cycle longer distances and ride at speeds of 20-40 mph depending on grade.

Enthused and Confident

Intermediate cyclists who are mostly comfortable riding on all types of bicycle facilities but typically prefer low traffic streets, bike lanes, or separated paths when available. They may deviate from a more direct route to avoid arterials with heavy traffic volumes, in favor of a preferred facility type.

Interested but Concerned

These cyclists typically ride only on low volume, low speed streets or paths under favorable conditions and weather. They perceive traffic and safety as significant barriers to increased cycling. They may choose to ride on sidewalks if no on-street facility is available or walk their bike across intersections. These cyclists may become Enthused and confident with additional education and experience. They typically ride shorter distances at speeds around 8-12 mph.

Not Able or Not Interested

People in this category are not cyclists. They may not participate in cycling for a variety of reasons, including inability, a lack of interest, or perceived safety issues.

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

Children

o o

o

o o o *

Have a relatively narrow field of vision.

Have difficulty understanding risks.

Have difficulties accurately judging the speed and distance of an approaching vehicle.

Assume the driver of a motor vehicle can see them if they can see the vehicle.

Have difficulty concentrating on more than one thing at a time.

Have difficulty determining the direction of auditory input.

Have little experience with the rules of the road because they do not drive.* th

2012 Guide for the Development of Bicycle Facilities, 4 Edition, AASHTO

Many of the cyclists who are currently seen riding in Southlake would likely fit into either the Strong and Fearless or Enthused and Confident categories.

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Types of Infrastructure Southlake’s network of bicycle facilities should include a mix of facility types which can be practically implemented and meet the needs of local cyclists. When identifying bike routes and the types of facilities to implement throughout the City, consideration must be given to accommodate different types of cyclists and to respond to the context of neighboring land uses, speed and volume of motorist traffic, and availability of right of way. The following types of bicycle infrastructure are not intended to be an exhaustive list, but they are the types of facilities that may be appropriate for consideration in Southlake. 

Shared Lanes

A shared roadway is simply a roadway that is open to both bicycle and motor vehicle travel. Generally in Texas, bikes are permitted on all roadways even if there are no signs or lane markings indicating that the roadway is a shared lane facility. According to the Texas Transportation Code, bicyclists are required to ride as near as practicable (not as possible) to the right curb or edge of the roadway, with limited exceptions. 

Dedicated Bicycle Lanes Bike lanes are one-way facilities that typically carry bicycle traffic in the same direction as adjacent motor vehicle traffic. Bike lanes are provided for the exclusive or preferential use of bicyclists on a roadway and are identified through signage, striping, or other pavement markings. Bike lanes are typically provided on thoroughfare types of facilities and are intended to provide separation between motor vehicles and bicyclists. This separation provides for additional comfort to the less experienced bicyclists and encourages these riders to use on-street facilities. Traditionally, only the more aggressive, experienced riders (Enthused and Confident riders) are comfortable sharing a lane with cars on thoroughfare roadways. The addition of bike lanes can increase types and numbers of on-street riders.

However, Enthused and Confident riders may disregard bike lanes if they are too successful and become crowded with slower users.

The minimum operating width of a bike lane should not be less than 4 feet and the maximum operating width should not be greater than 6 feet. Bike lanes wider than 6 feet are commonly mistaken by motor vehicles as travel lanes or parking areas.

Due to right of way constraints, dedicated bicycle lanes are not feasible in Southlake unless they are incorporated into future roadway widening projects. Since most roadways will not be widened, other facility options must be considered. 

On-Street Sharrows

A sharrow is a shared-lane pavement marking that raises awareness that bicyclists are present and that encourages roadway users to share the road. The sharrow symbol provides a higher level of guidance to both

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bicyclists and motorists by indicating the bicyclists’ proper positioning within the lane. Sharrow markings can be placed on streets with a speed of 35 mph or less. Below is a list of guidance for the placement of sharrows. Note - all measurements below are to the center of the sharrow symbol.  



Outside travel lane that is less than 14 feet wide, sharrow is in center of the lane; Outside travel lane greater than 14 feet wide, sharrow is four feet from face of the curb or edge of pavement; and Shared lane with on-street parallel parking: At least 11 feet from the face of the curb or edge of the pavement.

When used, the sharrow symbol should be placed immediately after an intersection and spaced at intervals not greater than 250 feet. Signs should be used to supplement the sharrow symbols on shared route facilities. A “BICYCLES MAY USE FULL LANE” sign is recommended for use on roadways that feature the sharrow symbols. 

Signed Roadways

Signed roadways are simply shared lane roadways with a “SHARE THE ROAD” sign assembly or similar roadside sign type. Signed roadways are facilities that are already frequently utilized by bicyclists or that the City would like to encourage bicyclists to utilize over unsigned roadways.

The signage provides enhanced awareness to motorists that bicyclists are present and reminds them to afford the bicyclists the same rights as they would to motorized vehicles. Due to limited right of way and funding availability, this type of bicycle facility may be the most practical for improving the bicycle network throughout the City. 

Wide Outside Lane Roadways

Lane widths that are 14 feet or greater (excluding the gutter) allow motorists to pass bicyclists without encroaching into the adjacent lane. Wide outside lanes are an option when there is some available right of way to accommodate cyclists, but the width is not sufficient to provide either bike lanes or paved shoulders.

This type of facility is generally appropriate on arterials and collectors where the design speed is greater than 25 mph. Since wide lanes may result in faster travel speed by motorists, wide outside lane facilities should be signed appropriately with sharrows and/or other signage to raise awareness of the presence of bicyclists. The Ordinance No. 1075, Adopted January 7, 2014

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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.

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.

MOTORIST RULES OF THE ROAD Obey speed limits. Higher speeds result in greater injuries to cyclists and pedestrians.

Obey signs, signals, and markings.

Always look for bicyclists when turning left or right.

Pass bicyclists giving at least three feet of space. Slow down and do not pass if space does not allow.

Do not use your horn in close proximity to bicyclists.

Look for bicyclists when opening doors.

Watch for children.

BICYCLIST RULES OF THE ROAD

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.

Follow the same laws that apply to motorists. Obey all traffic signals, signs, and lane markings.



Always wear a properly fitting helmet.

Existing Facilities

Currently there are no dedicated bicycle lanes in the City.

However, there are several routes that have “Share the Road” signs (see images on the next page) to raise awareness of bicyclists. These routes include:  Dove Road  North White Chapel Boulevard  Randol Mill Avenue  Brumlow Avenue  Peytonville Avenue  Carroll Avenue  Continental Boulevard Ordinance No. 1075, Adopted January 7, 2014

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Always yield to pedestrians.

Ride on the right side of the road with the flow of traffic.

Ride predictably, assertively, and be alert. Use hand signals before turning.

Be visible. If riding at night, use lights, reflectors, and bright clothing.

Avoid riding on sidewalks if possible.

When riding on sidewalks, keep speeds close to a typical jogging speed.

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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:

Example of a “Share the Road” sign found on multiple routes

Bicycle Facility Master Plan

Bicycle sign on Southlake Boulevard

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Summary of Bicycle Facility Master Plan Recommendations Tier 1 (1-3 Years) Tier 2 (4-6 Years) Tier 3 (7+ Years)

Bicycle Facility Plan Recommendations Roadway 1. W. Bob Jones Road 2. T.W. King Road 3. Kirkwood Boulevard 4. Dove Road 5. Carroll Avenue 6. Burney Lane 7. Midway Drive 8. Continental Boulevard/ Union Church 9. Brumlow Avenue 10. Kimball Avenue 11. Kimball Avenue 12. Peytonville Avenue 13. Randol Mill Avenue (F.M. 1938) 14. Florence Road 15. Pearson Lane 16. White Chapel Boulevard Roadway

Tier 1 Description Between T.W. King and N. White Chapel Between Kirkwood and W. Bob Jones Between Kimball and S.H. 114 Between Westlake city limits and Grapevine city limits Between Continental and Burney Lane Between Carroll and Midway Drive Between Burney Lane and Grapevine city limits

Recommendation Signed Route Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route

Between Pearson and Kimball

Signed Route (Existing)*

Between Continental and S.H. 26 Between Kirkwood and Dove Between Continental and S.H. 26 Between Continetal and Dove

Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)*

Between Florence and Westlake city limits

Signed Route (Existing)*

Between F.M. 1938 and Pearson Between Union Church and Florence Between Continental and northern roadway terminus Tier 2 Description

Signed Route Signed Route Signed Route (Existing)*

17. Kirkwood Boulevard

Between Kimball and S.H. 114

Tier 3 Roadway Description 18. Brumlow Avenue Between Continental and S.H. 26 *Existing signage locations should be reviewed/reassessed to ensure optimal signage placement

Ordinance No. 1075, Adopted January 7, 2014

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Recommendation Sharrow (upon completion) Recommendation Dedicated Bike Lane

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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.

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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.

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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.

2.

3.

4.

5.

6.

proximity to schools, proximity to parks, proximity to existing and future trails, proximity to destinations of commerce, connections to other cities, and 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.

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*A more legible copy of this plan can be found be found online or at the Planning & Development Services Department offices.

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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.

ID

Tier 1 Issues

Primary Street/Location West Southlake Boulevard – south side

Description Located in front of The Hills Church of Christ property near Brock Drive.

Retaining wall.

B (301)

East Southlake Boulevard – south side

South side of East Southlake Boulevard connecting to Central Drive.

C (302)

East Southlake Boulevard – south side

2200 block of East Southlake Boulevard.

D (83)

South Kimball Avenue – east side

925 South Kimball Avenue, between Variosystems and Dragon Stadium.

E (303)

South Kimball Avenue – south side

South of Continental Boulevard to city boundary (adjacent to S.H. 26).

F (304)

South Peytonville Avenue – east side

From Boardwalk Avenue to Elks Lane.

G (305)

North White Chapel Boulevard – east side

From Emerald Boulevard to Southlake Boulevard.

Retaining walls, TxDOT permit, possible lowering of 20-inch water line Undeveloped property. Power pole will need to be relocated. Sidewalk installed prior to development may be removed (and reinstalled by the developer) when property is developed due to grading.

Undeveloped property. Existing sidewalk immediately to the south (adjacent to school property) is sinking. New culvert will need to be installed.

A portion of this segment is on undeveloped property.

May be issues with trees on portion that is developed. Will need to explore options for crossing railroad track and connecting to Cottonbelt Trail.

Existing sidewalk to the north and south.

Trees, topography, and ROW issues will make this connection difficult.

Trees and topography.

H (10)

Continental Boulevard – north side

M (307)

Exchange Boulevard – south side

From Breeze Way to existing sidewalk adjacent to Old Union Elementary (across from Champions Way) From Silicon Drive to South Nolen Drive

A (141)

Ordinance No. 1075, Adopted January 7, 2014

Length & Estimated Cost 200 LF (Separate CIP request for FY15 for $285,000) 650 LF ($250,000 – already funded) 450 LF $100,000

Priority Tier 1

Strategic Link

VGO

Mobility, Infrastructure, C2

3.1 & 3.3

1

Mobility, Infrastructure, C2

3.1 & 3.3

1

Mobility, Infrastructure, C2

3.1 & 3.3

440 LF $33,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

2,150 LF $260,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

860 LF $120,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

970 LF $50,000

1

3.1 & 3.3

Inadequate ROW; also issues with trees and grade/drainage

215 LF $25,000

1

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

Should be considered in conjunction with connection to Nolen Drive in Grapevine

508 LF $20,000 ($4,000 escrowed)

1

Mobility, Infrastructure, C2

3.1 & 3.3

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3.1 & 3.3

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ID

Primary Street/Location South Nolen Drive – west side

Description

O (New)

Federal – north side

From Carroll Avenue to trail

by Hilton Hotel (State Street)

P (58)

Silicon Drive – east side

From existing sidewalk adjacent to 500 South Nolen Drive to Exchange Boulevard

R (21)

Crooked Lane – west side

From Brookshire Drive to Southlake Sports Complex

S (43 & part of 152) T (203)

North Peytonville Avenue – west side

From Southlake Boulevard to Ten Bar Trail

East Continental Boulevard – north side

From South Hollow Drive to Crooked Lane

U (206)

Shady Oaks – east side

From West Highland Street to Love Henry Court

W (New)

North White Chapel Boulevard – east side

From Brentwood Circle to Keystone Drive

X (New)

North White Chapel Boulevard – east side

From Kirkwood Boulevard to Brentwood Circle

Y (New)

Zena Rucker – north side

From property line of proposed Little Sunshine development to Byron Nelson

N (308)

From Exchange Boulevard north to connect to existing sidewalk

ESTIMATED TOTAL FOR TIER 1 PROJECTS

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

Tier 1 Issues

Length & Estimated Cost 450 LF $18,000

Priority Tier 1

Strategic Link

VGO

Mobility, Infrastructure, C2

3.1 & 3.3

400 LF $26,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

520 LF $21,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

165 LF $30,000

1

3.1 & 3.3

Trees, existing landscaping, topography. Note: Citizen request

2500 LF $100,000

1

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

ROW/Easements; drainage. Will likely require a bridge at Cambridge Place Addition.

Drainage; ROW/Easements; Mailboxes Note: Connectivity is being provided with a mid-block crossing Topography Note: Multiple requests for this sidewalk were received Topography, ROW (Companion to above)

3465 LF $260,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

2145 LF $240,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

525 LF $45,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

665 LF $55,000

1

3.1 & 3.3

Sidewalk is existing along other constructed portions of Zena Rucker and along Byron Nelson

70 LF $4,000

1

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

$1,403,000

Excluding $250,000 for segment B, which is already funded, and excluding $285,000 for segment A, which is a separate CIP request.

Should be considered in conjunction with connection to Nolen Drive in Grapevine Portion of this sidewalk will be constructed with intersection improvements at Carroll Avenue and Federal Should be considered in conjunction with connection to Nolen Drive in Grapevine to complete the sidewalk loop in this area Road side ditch; trees

[SOUTHLAKE 2030]

3.1 & 3.3

3.1 & 3.3

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#

Primary Street/Location

Description

0

Royal Lane – east side

2

Village Green Drive – west side

6 (Q)

Stonebury Court – north side

From existing sidewalk along Johnson Road to existing sidewalk adjacent to 601 Royal Lane From existing sidewalk along Continental Boulevard to sidewalk adjacent to 1900 Amesbury Court From S. Peytonville Avenue to existing sidewalk along Indian Paintbrush Way

7(I)

Union Church – north side

From Chesapeake Park sidewalk to Watermere property

7(J)

Union Church – north side

From Watermere property to Siena Addition

7(K)

Union Church – north side

7(L)

Union Church – north side

2651 Union Church Road (connecting existing sidewalks adjacent to east and west entrances to Siena Addition) From exisiting sidewalk adjacent to Siena Addition to Davis Boulevard

8

Waterford Drive – west side

15

South Kimball Avenue – north side

18

Morningside Drive – west side

From existing sidewalk along Southlake Boulevard to existing sidewalk adjacent to 100 Waterford Drive From existing sidewalk east of Silicon Drive to Cotton Belt Trail/S.H. 26 From Merlot Drive to Rainbow Street

19

Bordeaux/Lorraine Drive/Fontaine Drive

20

Nettleton Drive – north side

Mobility Master Plan

Tier 2 and Tier 3 Issues

Length

Topography.

Strategic Link

VGO

41 LF

Priority Tier 2

Mobility, Infrastructure, C2

3.1 & 3.3

Existing neighborhood entry feature (wall) blocks connectivity.

93 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Existing landscaping and topography. No existing sidewalk on west side of Peytonville to connect to at this time.

Topography; drainage; landscaping.

Watermere will construct a sidewalk to the east of this segment.

ROW/easements; topography; drainage; trees. Watermere will construct a sidewalk to the west of this segment. This would provide a pedestrian connection between Siena Addition and Watermere Park.

Trees; topography; drainage.

169 LF $45,000

3

Mobility, Infrastructure, C2

3.1 & 3.3

875 LF $75,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

545 LF $65,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

365 LF $50,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

Trees; topography; drainage. Would connect a neighborhood (Siena Addition) to a preschool.

Existing neighborhood entry feature (wall) and landscaping block connectivity.

570 LF $70,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

55 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Portion in Grapevine; trees, signs; crosses railroad tracks Internal neighborhood sidewalk

1171 LF

3

3.1 & 3.3

930 LF

3

From Merlot Drive to South Carroll Avenue

Internal neighborhood sidewalk

797 LF

3

From Byron Nelson Parkway to Inwood Drive

Internal neighborhood sidewalk

571 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

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3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

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#

Primary Street/Location

Description

22

Warwick Way – south side

From Montgomery Lane to Brumlow Avenue

23

Foxborough Lane – west side

24

Foxborough Lane – east side

26

Southcrest Court – north side

From existing sidewalk along Gateshead Court to East Southlake Boulevard From existing sidewalk along Gateshead Court to East Southlake Boulevard From Southbend Trail to North Carroll Avenue

27

Southcrest Court – south side

From Southbend Trail to North Carroll Avenue

28

North Carroll Avenue – west side

From Southcrest Court to Southlake Boulevard

32

Southridge Lakes Parkway – east side

From existing sidewalk north of Southlake Boulevard to Sabine Court

33

Southridge Lakes Parkway – east side

From Sabine Court to Brazos Drive

34

Southridge Lakes Parkway – east side

From Brazos Drive to existing sidewalk along Crockett Court

39

Kirkwood Boulevard – east side

40

Kirkwood Boulevard/North White Chapel Boulevard connection Kirkwood Boulevard – east/north side

41

Mobility Master Plan

Tier 2 and Tier 3 Issues

Strategic Link

VGO

166 LF

Priority Tier 3

Mobility, Infrastructure, C2

3.1 & 3.3

636 LF

3

3.1 & 3.3

500 LF

3

375 LF

3

375 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

2266 LF

3

3.1 & 3.3

428 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

647 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

352 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

From Tyler Street to Sabre driveway

No existing sidewalk connection on the west side of North Carroll Avenue; retaining wall; trees; may require easements/HOA approval No existing sidewalk connection on the west side of North Carroll Avenue; trees; may require easements/HOA approval Constricted ROW; grade; utility lines and poles Trees; may require easements/HOA approval; segment not critical due to presence of slip streets Trees; may require easements/HOA approval; segment not critical due to presence of slip streets Trees; may require easements/HOA approval; segment not critical due to presence of slip streets Will be built with new development

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

2288 LF

3

3.1 & 3.3

Adjacent to existing Sabre driveway

May be built with new development

2288 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

From Sabre driveway to existing sidewalk east of TW King Road From existing sidewalk at TW King Road to SH 114

Will be built with new development

1862 LF

3

3.1 & 3.3

Need to coordinate connection at SH 114 with Westlake Need to work with CISD

757 LF

3

205 LF

3

May require easements/HOA approval

727 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

42

Kirkwood Boulevard – north side

55

Durham Elementary

Sidewalk along school drive

56

Ascot Drive – north side

From North White Chapel Boulevard to Saratoga Drive

Ordinance No. 1075, Adopted January 7, 2014

Entry landscaping; low priority since a connection exists on the north side of Warwick Way

Length

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3.1 & 3.3 3.1 & 3.3

3.1 & 3.3

3.1 & 3.3

3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

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#

Primary Street/Location

Description

57

East Chapel Downs Drive – north side

From North White Chapel Boulevard to end of street

65

Meadowlark Lane – west side

From existing sidewalk along Meadowlark Lane to West Southlake Boulevard

66

Jordan Drive and Harrell Drive

From North Pearson Lane to Johnson Road

67

Gray Lane

From North Pearson Lane to Harrell Drive

68

Pearson Lane – east side

Adjacent to 3255 Jordan Drive

68b

Pearson Lane – east side

Adjacent to 101 North Pearson Lane

69

Chesapeake Lane – north side

Adjacent to 3101 West Southlake Boulevard

70

Chesapeake Lane – north side

71

Chesapeake Lane – south side

72

Connector from Stone Lakes to Monticello Estates/Timber Lake

74

Vermilion Court

76a

Continental Boulevard – north side

77

Mendez Trail – north/south

78

Mendez Trail – east/west

Entrance to Chesapeake Place adjacent to Pearson Lane Entrance to Chesapeake Place adjacent to Pearson Lane Across Stone Lakes HOA property from existing sidewalk along Stratford Drive to existing trail on Monticello Estates HOA property From Royal & Annie Smith Park to West Southlake Boulevard From Davis Boulevard to existing sidewalk along Woodbury subdivision From West Southlake Boulevard to proposed east/west Mendez trail From Cross Lane to North Carroll Avenue

79

T W King – east side

86

Crooked Lane – west side

88

Parkwood Drive – north/east side

92

Johnson Road - north side

From Kirkwood Boulevard to existing sidewalk adjacent to The Cliffs subdivision Adjacent to Southlake Sports Complex to East Continental Boulevard From Byron Nelson Parkway to West Southlake Boulevard From Trailhead Addition to Johnson Place Estates

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

Tier 2 and Tier 3 Issues May require easements/HOA approval Low priority because sidewalk connection to Southlake Boulevard exists on the east side of Meadowlark Lane Bar ditch, lack of ROW

Length

Priority Tier 3

Strategic Link

VGO

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3

214 LF

3

3037 LF

3

Bar ditch, lack of ROW

879 LF

3

To be constructed with Pearson Lane improvements To be constructed with development

541 LF

3

680 LF

3

To be constructed with development of property at 3101 West Southlake Boulevard To be constructed with Pearson Lane improvements To be constructed with Pearson Lane improvements Neighborhood sidewalk connector; will need HOA easements/approval; drainage and trees

264 LF

3

75 LF

3

75 LF

3

533 LF

3

Need easements/ROW

1152 LF

3

Drainage and ROW issues

552 LF

2

To be constructed with development

680 LF

3

To be constructed with development

1136 LF

3

To be constructed with development

2041 LF

3

Lower priority since there is an existing sidewalk on the east side of Crooked Lane To be constructed in conjunction with new development Bar ditch, trees, drainage, ROW

1450 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

1575 LF

3

3.1 & 3.3

620 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

[SOUTHLAKE 2030]

3.1 & 3.3

3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

3.1 & 3.3 3.1 & 3.3

3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

3.1 & 3.3

76

[SOUTHLAKE 2030]

Mobility Master Plan

Tier 2 and Tier 3 Issues

#

Primary Street/Location

Description

93

Johnson Road – south side

98

Turnberry Lane – north

From Johnson Place Estates to Randol Mill Avenue From Shady Oaks Drive to existing sidewalk east of Suffolk Court

101

Oak Pointe Lane – north

From Ridgecrest Drive to existing sidewalk on Oak Pointe Lane

114

Southridge Lakes Parkway – east side

115

North Peytonville Avenue – east side

From Raven Bend Court/North Peytonville Avenue to existing sidewalk north of Bowie Court From Brazos Drive to Crockett Court

127

Deer Hollow Boulevard – west side

From West Continental Boulevard north to parking lot on Southlake Woods HOA lot

131

Trailhead/Johnson Place connection

144

Dove Road – south side

From Gallant Court (Trailhead Addition) to Johnson Place Park From Estes Park Phase I to Estes Park Phase 4

152

North Peytonville Avenue – west side

From Red Wing Street to Raven Bend Court

ROW, drainage, trees.

4255 LF

3

153

West Highland Street – north side

From Shady Oaks Drive to White Chapel Boulevard

ROW, drainage, trees

2599 LF

3

154

East Dove Street – south side

From White Chapel Boulevard to Estes Park

985 LF

3

155

East Dove Street – south side

From Winfield Estates to Estes Park

1090 LF

204

North Peytonville Avenue – east side

From Raven Bend Court to West Dove Road

ROW, drainage, trees.

Sidewalk has been constructed on the north side of Dove.

ROW, drainage, trees.

Sidewalk has been constructed on the north side of Dove.

ROW, trees, drainage.

205

Brumlow Avenue – west side

From existing sidewalk adjacent to Timarron to existing sidewalk north of S.H. 26

ROW, trees; included in Brumlow widening project which is a Tier 3 project

Ordinance No. 1075, Adopted January 7, 2014

Length

Bar ditch, trees, drainage, ROW

600 LF

Priority Tier 3

Lower priority because there is an existing sidewalk connection on the south side of Turnberry Lane Lower priority because there is an existing sidewalk connection on the south side of Oak Pointe Lane No existing sidewalks to connect to on North Peytonville

672 LF

3

170 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

252 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Trees; may require easements/ROW

1028 LF

3

3.1 & 3.3

Requires HOA approval; also issues with neighborhood entry landscaping; sidewalk connection exists on the east side of Deer Hollow Boulevard Park Plan Tier 3

100 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3

3

Mobility, Infrastructure, C2

3.1 & 3.3

6432 LF

3

3.1 & 3.3

2280 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3

ROW, trees.

3

[SOUTHLAKE 2030]

Strategic Link

VGO

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3 3.1 & 3.3

3.1 & 3.3

3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

3.1 & 3.3

77

[SOUTHLAKE 2030]

#

Primary Street/Location

Description

306

North White Chapel Boulevard – power line easement

New

Dove Road – north side

From the existing sidewalk/crosswalk at the 3000 block of North 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.

From S.H. 114 to French Circle

Mobility Master Plan

Tier 2 and Tier 3 Issues

Length

The PROS-CF Plan ranked this connection Tier 31.

Will vary depending on route

Sections of this segment will be constructed with Savannah Estates.

Remaining sections have ROW, topography, and tree issues. If constructed to Southlake’s city limit, there will be an approximately 35 ft. gap in Westlake.

1600 LF $57,600 NOT INCLUDING ROW OR DRAINAGE IMPROVEMENTS

Priority Tier 2

Strategic Link

VGO

Mobility, Infrastructure, C2

3.1 & 3.3

2

Mobility, Infrastructure, C2

3.1 & 3.3

1

2013 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.”

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Mobility Master Plan

Summary of Active Transportation Policy Recommendations In addition to bicycle and pedestrian facility improvements, the following policy recommendations are also made: Recommendation

AT1

AT2

AT3

Amend relevant development ordinances to remove exemptions for sidewalk construction. Also specify/clarify that the minimum sidewalk width shall be 5 feet.

Develop an education campaign to improve safety for motorists, pedestrians and bicyclists. Provide education on the purpose of sharrows prior to or concurrent with their installation.

Consider options and establish guidelines for improving pedestrian safety during festivals and special events in Town Square.

Priority Tier

Department Responsible

Strategic Link

VGO

1

PDS

Mobility, Infrastructure, Quality Development; C2

3.1

1

DPS, PDS, PW

Safety & Security, Mobility; C1, C2

3.1, 5.8

1

PW, PDS, ED

Safety & Security; Mobility; C1, C2

3.1

1

PDS, PW

Mobility, Infrastructure; C2

3.1

3.1

AT4

On an annual basis, review the sidewalk priority list and prioritize sidewalk construction.

AT5

Inventory and georeference all bicycle signage in the City. Identify routes that may require additional signs.

2

PW, PDS

Mobility, Infrastructure, Performance Management & Service Delivery; C2, B5, B6

AT6

Explore options for encouraging bike rack installation at local businesses.

2

PDS, ED

Mobility, Partnerships & Volunteerism; C2, C5, B2

9.1, 9.3

AT7

Conduct bicycle and pedestrian counts.

2

PW, PDS

Mobility; C2

3.1

AT8

Consider the addition of a grant writer/sidewalk coordinator position for grant writing, coordinating sidewalk and trail construction between departments and between public and private development projects, and managing bicycle/pedestrian educational outreach.

2

TBD

Mobility; Performance Management & Service Delivery; C1, C6

3.1, 5.8

AT9

Consider elevated pedestrian crossings at all 4 corners of the intersection of Carroll Avenue and Southlake Boulevard.

3

PW, PDS

Mobility; C1, C2

1.2, 3.1, 3.2

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[SOUTHLAKE 2030]

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Mobility Master Plan

CROSSWALKS In addition to sidewalks and bicycle facilities, planning for a safe, efficient, and effective active transportation system must also include crosswalks. As traffic volumes continue to increase with local and regional growth and pedestrian counts increase with the expansion and improvement of the active transportation system, establishing and maintaining safe and effective crosswalks is of critical importance.

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.

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Mobility Master Plan

Table P-1: Recommended Crosswalk Type Crosswalk Type

Example

Recommended Application

“Continental” striping is recommended across arterials, collectors, school drives, and residential streets within school zones.

Marked Continental

Marked Standard

“Standard” striping is recommended across local and residential streets.

Marked & Signed

Intersections (without traffic lights) that are in or near school zones or in other areas that are likely to have heavy pedestrian traffic.

Signs may be used in conjunction with “continental” striping, “standard” striping, or stamped asphalt or concrete depending on the type of street.

Stamped Asphalt or Stamped Concrete

Roundabouts, Town Square, S.H. 114 intersections, and selected intersections along Southlake Boulevard (as recommended in the Urban Design Study).

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Mobility Master Plan

Table P-1: Recommended Crosswalk Type Crosswalk Type

Example

Recommended Application

Active Warning Beacon

Midblock locations, particularly in or near school zones. Active warning beacons should be used in conjunction with “continental� striping.

Traffic Signal Intersections

At intersecting collector and arterial intersections, push-button activated pedestrian signals are recommended.

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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.

Priority Intersections Intersection No. 1 2 3

Intersection Byron Nelson Pkwy. & Bryson Way/Northwood Trl. Byron Nelson Pkwy. & Parkwood Dr.

Crosswalk Direction N/S , E/W E/W N/S

S. Carroll Ave. & Bordeaux Dr.

4

S. Carroll Ave. & E. Continental Blvd./Brumlow Ave.

N/S , E/W

5

E. Continental & Breeze Way

N/S , E/W

6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27

N/S

E. Continental & Champions Way

N/S , E/W

W. Continental & S. Peytonville Ave. W. Continental & Village Green Dr./Deer Hollow Blvd.

E. Dove Rd. & Ridgecrest Dr. E. Highland St. & Sunshine Ln. E. Kirkwood Blvd. & Blessed Way

N/S N/S , E/W N/S , E/W E/W

S. Peytonville Ave. & Stonebury Ct.

N/S , E/W

E. Southlake Blvd. & Carroll Ave. E. Southlake Blvd. & Central Ave.

N/S , E/W

Southlake Blvd. & White Chapel Blvd.

W. Southlake Blvd. & Shady Oaks Dr. W. Southlake Blvd. & Southridge Lakes Pkwy.

W. Southlake Blvd. & Peytonville Ave. N. White Chapel Blvd. & Chapel Downs Dr. N. White Chapel Blvd. & Ascot Dr. N. White Chapel Blvd. & E. Dove Rd. N. White Chapel Blvd. & Clariden Ranch Rd. N. White Chapel Blvd. & King Ranch Rd. Shady Oaks Dr. & Sherwood Dr. Shady Oaks Dr. @ Durham Elementary Southern Driveway W. Continental & Shiloh Dr. S. Peytonville Ave. & Chimney Works Dr.

Ordinance No. 1075, Adopted January 7, 2014

N/S

[SOUTHLAKE 2030]

N/S , E/W N/S , E/W N/S , E/W N/S , E/W E/W E/W N/S , E/W E/W E/W E/W E/W N/S E/W

Recommendation Marked & Signed Marked & Signed Active Warning Beacon Stamped Asphalt/Concrete Marked & Signed Active Warning Beacon Stamped Asphalt/Concrete Active Warning Beacon Marked & Signed Marked & Signed Marked & Signed Active Warning Beacon Stamped Asphalt/Concrete Marked & Signed Stamped Asphalt/Concrete Marked & Signed Marked & Signed Stamped Asphalt/Concrete Marked & Signed Marked & Signed Stamped Asphalt/Concrete Marked & Signed Marked & Signed Marked & Signed Active Warning Beacon Marked & Signed Active Warning Beacon 83

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Mobility Master Plan

Priority Intersections Intersection No. 28 29 30 31 32 33 34 35 36 37

Crosswalk Direction

Intersection Johnson Rd. @ Royal & Annie Smith Park Johnson Rd. & Harrell Dr. N. White Chapel Blvd. & Keystone Dr. N. White Chapel Blvd. between Kirkwood Hollow and Wingate Hill

N/S, E/W E/W E/W E/W

N. Carroll Ave. & Del Mar Dr. N. Carroll Ave. & E. Highland St.

N/S, E/W

N. Carroll Ave. & Ownby Ln. N. White Chapel Blvd. & Emerald Dr./Future Bicentennial Park Drive N. White Chapel Blvd. @ St. John Baptist Church

E/W E/W E/W NS, E/W

W. Southlake Blvd. & FM 1938

38

N/S, E/W

E. Southlake Blvd. & Kimball Ave. N/S : North-South E/W : East-West Yellow Highlight : Mid-Block Crossing

Ordinance No. 1075, Adopted January 7, 2014

N/S

[SOUTHLAKE 2030]

Recommendation Active Warning Beacon Marked & Signed Active Warning Beacon Active Warning Beacon Active Warning Beacon Marked & Signed Active Warning Beacon Active Warning Beacon Active Warning Beacon Stamped Asphalt/Concrete Stamped Asphalt/Concrete

84

[SOUTHLAKE 2030]

Mobility Master Plan

Priority Crosswalk Intersection Reference Map

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Summary of Crosswalk Recommendations Recommendation

Priority Tier

Department Responsible

Strategic Link

VGO

3.1

AT10

Inventory all crosswalks. Establish a maintenance schedule for crosswalks, specifying more frequent maintenance of crosswalks near schools.

1

PW, PDS

Safety & Security, Mobility, Infrastructure, Performance Management & Service Delivery; C1, C2, B5, B6

AT11

Implement the recommended crosswalk types (Table P-1) whenever new crosswalks are installed or existing crosswalks are re-striped.

1

PW

Safety & Security, Mobility, Infrastructure; C1, C2

3.1

AT12

Encourage pedestrian crossings at the intersections of 1709 and Carroll and 1709 and Central through signage and the creation of a walkable environment. If necessary, consider methods to discourage mid-block crossings at State Street and Grand Avenue.

1

PDS, PW, DPS

Mobility, Safety & Security; C2

3.3

AT13

Inventory and assess curb ramps and pedestrian signals. Develop a curb ramp and pedestrian signal transition plan.

PW, CMO

Mobility, Safety & Security, Performance Management & Service Delivery; C1, C2, B5, B6

3.1

Ordinance No. 1075, Adopted January 7, 2014

1

[SOUTHLAKE 2030]

86

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Mobility Master Plan

IMPLEMENTATION, PRIORITAZATION AND EVALUATION PLAN IMPLEMENTATION A plan is only as good as the methods by which it is used as a tool for the ultimate goal, implementation. While several substantial transportation improvements through the City remain, the City is in generally good shape (compared to population size) with meeting current needs. The next section provides the strategy that was undertaken to determine which recommendations and needs should be addressed earlier rather than later.

The end result of this strategy is the Summary of All Mobility Plan Recommendations (Appendix C on page 95), 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. 1075, Adopted January 7, 2014

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APPENDIX A Level of Service (LOS) Descriptions The following descriptions have been adopted directly from the Transportation Research Board’s Highway Capacity Manual (HCM 2000), Fourth Edition. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience.

Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver’s perception of those conditions. Safety is not included in the measures that establish service levels.

Level of Service A Level of Service A describes a condition of free flow, with low volumes and high speeds.

Level of Service B Level of Service B is the zone of stable flow, with operating speeds beginning to be restricted somewhat by traffic conditions. Drivers still have reasonable freedom to select their speed and lane of operation.

Level of Service C Level of Service C is the zone of mostly stable flow, but speeds and maneuverability are more closely constricted by the higher volumes.

Level of Service D Level of Service D is a zone that approaches unstable flow, with tolerable operating speeds, however driving speed is considerably affected by changes in operating conditions.

Level of Service E Level of Service E is a zone that cannot be described by speed alone. Operating speeds are lower than in Level D, with volume at or near the capacity of the highway.

Level of Service F Level of Service F is a zone in which the operating speeds are controlled by stop-and-go mechanisms, such as traffic lights. This is called forced flow operation. The stoppages disrupt the traffic flow so that the volume carried by the roadway falls below its capacity; without the stoppages, the volume of traffic on the roadway would be higher, or in other words, it would reach capacity.

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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.

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Mobility Master Plan

APPENDIX B Thoroughfare Plan Amendments Resolution No. 02-010

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[SOUTHLAKE 2030]

90

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Mobility Master Plan

Ordinance No. 1056

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

91

[SOUTHLAKE 2030]

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

[SOUTHLAKE 2030]

92

[SOUTHLAKE 2030]

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

[SOUTHLAKE 2030]

93

[SOUTHLAKE 2030]

Ordinance No. 1075, Adopted January 7, 2014

Mobility Master Plan

[SOUTHLAKE 2030]

94

[SOUTHLAKE 2030]

Mobility Master Plan

APPENDIX C Summary of all Mobility Plan Recommendations Tier 1 (1-3 Years) Tier 2 (4-6 Years) Tier 3 (7+ Years)

Thoroughfare Plan Recommendations Ref. No.

MT1

MT2

MT3

Issues There are safety concerns regarding the intersection of Watermere and FM 1709. Residents living adjacent to the intersection have difficulty accessing FM 1709 from adjacent neighborhoods.

Increased traffic volumes on FM 1938 from the construction of the connection to SH 114 in Westlake.

LOS reduced for current condition of the road.

Traffic increases in the vicinity of Continental and S Peytonville during peak times, school pick up/drop off times, and during heavy use of Koalaty Park.

Ordinance No. 1075, Adopted January 7, 2014

Recommendations Install a signal at FM 1709 and Watermere.

Improve FM 1938 to its ultimate cross section with center landscaped median, including improvements to the intersection of FM 1938 and FM 1709.

Construct a roundabout at the intersection of W Continental and S Peytonville.

Implementation Metric

Strategic Link

Complete construction and installation of the 1709/Watermere signal project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Complete construction of the FM 1938 project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Complete construction of the W Continental/S Peytonville roundabout.

[SOUTHLAKE 2030]

VNT Link

Priority Tier

Responsible Department PW

1

PW 1

PW 2

95

[SOUTHLAKE 2030]

Mobility Master Plan

Thoroughfare Plan Recommendations Ref. No.

MT4

MT5

MT6

Issues

Recommendations

Implementation Metric

Strategic Link

There is significant traffic congestion in the vicinity of the intersection of North Peytonville Avenue and West Dove Road.

Anticipated alignment with Sam School Road is expected in the near future creating a 4-way intersection.

Undeveloped properties located on the northeast corner of the intersection may create additional traffic volumes if developed.

There is a lack of connectivity along Kirkwood between Dove and SH 114.

Kirkwood Blvd between Stockton and Tyler is currently 2 lanes while the remainder of Kirkwood is being constructed as an A4D.

Construct a roundabout at the intersection of W Dove, S Peytonville, and Sams School Road.

Complete construction of the W Dove/N Peytonville roundabout.

Mobility, Infrastructure, C1, C2

Kirkwood is disconnected between Dove and Highland.

MT7

MT8

Traffic volumes will increase on N White Chapel Blvd between Highland and SH 114 as Forest Park Medical Center and adjacent undeveloped properties designated as Mixed Use develop around the hospital.

Ordinance No. 1075, Adopted January 7, 2014

VNT Link Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Priority Tier

Responsible Department PW

1

Acquire private ROW for public use along this section of Kirkwood.

Complete the build-out of this section of Kirkwood as an A4D, consistent with other sections along this ROW. While the majority of the roadway is anticipated to be constructed along with development, participate in the extension of Kirkwood from Dove to Highland as appropriate.

Improve this segment of N White Chapel to its ultimate cross section with a roundabout at the intersection with Highland.

Complete acquisition of Kirkwood Blvd from Tyler Street to TW King.

Complete construction of the Kirkwood widening from Tyler Street to Stockton Drive.

Mobility, Infrastructure, C1, C2 Mobility, Infrastructure, C1, C2

Efficient Mobility Options Efficient Mobility Options

3.1, 3.3, 3.5, 3.9 3.1, 3.3, 3.5, 3.9

Dependent upon development and as needs are determined, consider public participation in the extension of Kirkwood from Dove to Highland.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Complete construction of the N White Chapel improvements from Highland to SH 114, including the N White Chapel/Highland roundabout.

Mobility, Infrastructure, C1, C2

[SOUTHLAKE 2030]

PW 3 PW 2

PW

3

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW

1

96

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Thoroughfare Plan Recommendations Ref. No.

MT9

MT10

MT11

MT12

MT13

MT14

Recommendations

Traffic volumes along N White Chapel Blvd between SH 114 and Dove are anticipated to increase as Carillon builds out and the property between N White Chapel Blvd and SH 114 develops.

Widen this segment of N White Chapel to 4 lanes divided by a median, with other agreed improvements dependent upon and accompanying the Carillon development.

Construct a Texas Turnaround on the east side of the Carroll bridge across SH 114.

Complete construction of the N White Chapel improvements from SH 114 to Dove.

Work with TXDOT to complete the construction of the Texas Turnaround at Carroll and SH 114.

Mobility, Infrastructure, C1, C2

Extend State Street from Division Street to Federal Way.

Complete construction of the State Street extension.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Extend Rucker Road east to S Carroll Ave. Roadways are anticipated to be constructed as development occurs with city participation in bridging the floodplain.

Widen this section of S Carroll Ave to its ultimate 4 lane divided cross section.

Assist in bridging the floodplain to enable the completion of the Rucker extension project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Complete construction of the S Carroll widening from FM 1709 to Breeze Way.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Widen this section of Brumlow to its ultimate 4 lane divided cross section.

Complete construction of the Brumlow widening from Continental to SH 26.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Traffic congestion at the SH 114 and N Carroll Ave intersection. Traffic build-up occurs at this intersection due to Gateway Church activities and services and traffic is expected to increase with the completion of the DFW Connector project.

State Street is disconnected between the Municipal Court and the Town Square development, increasing traffic along N. Carroll.

As Rucker and Prade properties develop, traffic volumes are expected to increase along FM 1709.

Traffic volumes along S Carroll from Breeze Way to FM 1709 will increase due to the Winding Creek residential development and future development along FM 1709.

Properties adjacent to Brumlow are mostly undeveloped or underdeveloped. Traffic volumes are anticipated to increase as adjacent properties develop.

Ordinance No. 1075, Adopted January 7, 2014

Implementation Metric

Strategic Link Mobility, Infrastructure, C1, C2

VNT Link

VGO Tie 3.1, 3.3, 3.5, 3.9

Issues

Efficient Mobility Options

Priority Tier

Responsible Department PW

2

[SOUTHLAKE 2030]

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW

1

PW 1 PW 3

PW 3

PW 3

97

[SOUTHLAKE 2030]

Mobility Master Plan

Thoroughfare Plan Recommendations Ref. No.

MT15

MT16

MT17

MT18

MT19

MT20

MT21

Issues

Recommendations

Traffic congestion is increasingly heavy during peak hours at the intersection of N Kimball and E Dove, the only major connection into Grapevine from Southlake north of SH 114.

Traffic volumes on N Kimball Ave have increased as properties have developed and will continue to do so as large underdeveloped properties on the west side of N Kimball develop further.

Traffic volumes are anticipated to increase along FM 1709 as development occurs. Stacking along Kimball creates congestion during peak times for school drop-off/pickup.

Nolen Drive in Southlake does not connect to Nolen Drive in Grapevine.

DFW Connector Project will prevent westbound FM 1709 access from nolen Street. An alternate route is necessary to provide access.

Construct a roundabout at the intersection of N Kimball and Dove.

Complete construction of the N Kimball/Dove roundabout.

Handled by Grapevine per interlocal agreement.

Mobility, Infrastructure, C1, C2, CBO5

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Improve N Kimball to its ultimate cross section with center landscaped median.

Complete construction of the N Kimball project.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Acquire, design, and construct Village Center Drive from Kimball to Nolen.

Complete construction of the Village Center extension from Kimball to Nolen.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Connect these roads to improve connectivity issues in Commerce Business Park.

Design and construct a roadway connector parallel to FM 1709 to preserve access to commercial businesses.

Consider options for intersection improvements at FM 1709/Pearson in partnership with Keller.

Consider the widening of N. Carroll Ave. from SH 114 to Dove Rd as traffic counts and level of service warrant.

Complete construction of the Nolen Connector.

Mobility, Infrastructure, C1, C2 Mobility, Infrastructure, C1, C2

Efficient Mobility Options Efficient Mobility Options

3.1, 3.3, 3.5, 3.9 3.1, 3.3, 3.5, 3.9

Mobility, Infrastructure, C1, C2, CBO4, CBO5 Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

LOS anticipated to be reduced with continued development along FM 1709 and Pearson Lane.

The level of service is expected to decrease as Carillon and other properties adjacent to N. Carroll Avenue develop.

Ordinance No. 1075, Adopted January 7, 2014

Implementation Metric

Complete construction of the Bank Street connector.

Work with Keller to study safety and mobility improvements at FM 1709/Pearson.

Complete the widening and improvements of N. Carroll Avenue. This may occur in phases.

[SOUTHLAKE 2030]

Strategic Link

VNT Link

Efficient Mobility Options

Priority Tier

Responsible Department PW

3

PW 1

PW 3

PW 1 PW 2

PW 1 PW 3

98

[SOUTHLAKE 2030]

Mobility Master Plan

Thoroughfare Plan Recommendations Ref. No.

MT22

Recommendations

The level of service has dropped in the past but may have improved with the DFW Connector Project from the westbound frontage road of S.H. 114.

There is limited access for Southlake Marketplace shopping center.

Consider the construction of the FM 1709 Flyover if the level of service and traffic counts warrant.

Complete the construction of the flyover onto westbound FM 1709.

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

Consider access improvements and signalization options adjacent to Southlake Marketplace.

Consider access improvements and signalization options near FM 1709/Meadowlark.

Consider options for lane configurations at the intersection of FM 1938 and W Continental.

Consider signalization or other traffic management devices at the intersection of Dove and Kirkwood.

Consider options for traffic management at the intersection of N Carroll and Highland (Kirkwood), including installation of a temporary roundabout.

Consider signalization of N Carroll/Federal Way intersection.

Conduct a study

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a warrant study to determine if a lit signal is needed.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a study of the FM 1938/W Continental intersection.

Mobility, Infrastructure, C1, C2, CB04

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a study of the Dove/Kirkwood intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct as study of the N. Carroll/Highland (Kirkwood) intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Install the light signal per the study conducted and construct turn lane.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

MT23

MT24

MT25

MT26

MT27

MT28

There is limited access from properties along Player Circle and Meadowlark as traffic volumes increase on FM 1709.

Increased traffic volumes on FM 1938, connecting to SH 114 and Continental Blvd.

Traffic volumes will increase as property to the south develops and the intersection is built for the continuous connection of Kirkwood.

Carillon and Gateway Church will increase traffic and stacking at this intersection as the properties develop.

Federal Way is increasingly congested as Town Square patrons try to turn left on N Carroll. Safety at this intersection is also a concern.

Ordinance No. 1075, Adopted January 7, 2014

Implementation Metric

[SOUTHLAKE 2030]

Strategic Link

VNT Link

VGO Tie

Issues

Priority Tier

Responsible Department PW

3

PW 1

PW 1 PW 3 PW 3 PW 3

PW 1

99

[SOUTHLAKE 2030]

Mobility Master Plan

Thoroughfare Plan Recommendations Ref. No.

MT29

MT30

MT31

MT32

MT33

MT34

Recommendations

Implementation Metric

Strategic Link

As the southwest corner of FM 1709 and Carroll Ave develops, increase in vehicle access and traffic is anticipated.

Conduct a warrant study for a signal at S Carroll/Rucker, dependent upon development and implement improvements per the study’s findings.

Mobility, Infrastructure, C1, C2, CBO4

Increased traffic volumes as properties adjacent to SH 114 and Kimball Ave develop.

Consider options for traffic management at the intersection of Kirkwood and N Kimball.

Consider options for lane configurations at the intersection of N Kimball/SH 114.

Implement intersection improvements as recommended (Option 3) in the Kimley-Horn study and conduct a warrant study for a lit signal at the intersection of S Carroll Ave. and Zena Rucker Rd. Conduct a study of the N Kimball/Kirkwood intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Continue to study the N Kimball/SH 114 intersection for options.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Consider options for lane configurations at the intersection of FM 1709 and Kimball.

Consider signalization or other traffic management devices at the intersection of S Kimball and the Village Center Drive extension.

Conduct a study of the Kimball/FM 1709 intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Conduct a study of the S Kimball/Village Center intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Consider signalization, roundabout or other traffic management at the intersection of S Kimball and E Continental.

Conduct a study of the S Kimball/E Continental intersection.

Mobility, Infrastructure, C1, C2, CBO4

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

Traffic volumes will increase as property develops to the northwest.

Increased congestion during Gateway Church services and activities.

Traffic volumes will increase as the properties located to the southwest along S Kimball Ave develop.

Traffic volumes will increase as the properties located along S Kimball Ave develop and create congestion during peak times and during school operations on the west side of S Kimball.

Continued commercial development around this intersection will increase traffic congestion on E Continental during peak time turning onto S Kimball.

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

VNT Link

VGO Tie 3.1, 3.3, 3.5, 3.9

Issues

Efficient Mobility Options

Priority Tier

Responsible Department PW

1

PW 3 PW 2

PW 2 PW 2

PW 3

100

[SOUTHLAKE 2030]

Mobility Master Plan

Thoroughfare Plan Recommendations Ref. No.

MT35

Issues

Recommendations

As signals are installed and maintained by the city, current staff will need to be responsive to traffic management issues.

Consider traffic management options through internal staffing or contracted services.

Explore options to add a traffic management service.

Current speeds along may rights-ofway are higher than appropriate for the designated classification. High speeds create safety concerns, especially for locations highlytrafficked by pedestrians.

Work with DPS to determine locations where speeding is high. Consider and prioritize appropriate locations for traffic calming to achieve desired speeds through improved design.

Incorporate traffic calming techniques along new ROWs to achieve desired design speeds.

Update Traffic Calming Policy.

MT36

Need for lighting standard on arterial rights-of-way to meet AASHTO criteria and consider the Southlake Lighting Ordinance, residential adjacency, and availability of fixture on the electric utility standard menus.

MT37

For future arterial lighting improvements, choose between Gullwing or Shoebox fixtures with the specifications consistent with the street lighting standards. Add street lighting to arterials with new ROW improvement projects.

Implementation Metric

Create a prioritized list of locations appropriate for traffic calming retrofits. Encourage speed-appropriate designs in new ROW construction through the review process.

Consider a cost-sharing program for neighborhoods requesting installation of traffic calming devices.

Adopt a lighting standard as part of the Mobility Master Plan and evaluate the Gullwing and Shoebox fixtures for any new arterial lighting improvements.

Pursue TXDOT approval on all TXDOT ROW. Consider other decorative poles as available from electric providers.

Strategic Link

VNT Link

Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2, CBO4 Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2

Efficient Mobility Options

Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2

Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Priority Tier

Responsible Department PW

1

Efficient Mobility Options, Pedestrian Design

3.1, 3.3, 3.5, 3.9

PDS, PW, DPS

1

3.1, 3.3, 3.5, 3.9

PDS, PW

3

Conduct an analysis on existing roadways to determine where street lighting may be needed for safety purposes.

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

101

[SOUTHLAKE 2030]

Mobility Master Plan

Thoroughfare Plan Recommendations Ref. No.

MT38

MT39

MT40

MT41

MT42

Issues

Recommendations

Implementation Metric

Strategic Link

Complete installation at existing signalized intersections along FM 1709. Include illuminated signage with the installation of any future signals within the city.

Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2 Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2 Mobility, Infrastructure, Performance Management and Service Delivery, C1, C2 Mobility, C2, B2, B4

Need for improved safety and wayfinding at key intersections along major thoroughfares through the installation of illuminated street signage.

Install illuminated street signage at signalized intersections.

The city’s current Driveway Ordinance is out of date and does not adequately meet needs for access management.

Develop a new Driveway Ordinance reflecting current best practices to ensure proper access to new development.

Adopt a new Driveway Ordinance.

Residents in Lake Wood Acres, South View, and Foxborough neighborhoods have difficulty accessing northbound Carroll Ave due to increased traffic on Carroll Ave and due to the installation of medians on FM 1709.

There are inconsistencies in the local naming of F.M. 1938 – the roadway changes from Precinct Line in Westlake to Randol Mill Avenue and Davis Boulevard in Southlake.

In addition, the completion of F.M. 1938 north of F.M. 1709 calls into question how the Randol Mill “bend” should be named.

Traffic flow on Southlake Blvd is impeded by motorists turning right onto Southridge Lakes Pkwy and Byron Nelson Blvd.

Conduct a study to determine how the area can be developed to improve access for local residents.

Complete study.

Discuss naming with stakeholders and determine local name for F.M. 1938 and for the Randol Mill “bend”.

Pass ordinance establishing name for F.M. 1938 within Southlake and for the Randol Mill “bend”.

Ordinance No. 1075, Adopted January 7, 2014

VNT Link Efficient Mobility Options

VGO Tie 3.1, 3.3, 3.5, 3.9

Priority Tier

Responsible Department PW

1

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PDS, PW

1

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PDS, PW

1

Efficient Mobility Options

6.7

PW

1

Install deceleration lanes on Southlake Blvd at Southridge Lakes Pkwy and Byron Nelson Blvd.

Construct decelerations lanes at the intersections of Southlake Blvd (FM 1709) and Southridge Lakes Pkwy and Byron Nelson Blvd.

[SOUTHLAKE 2030]

Mobility, Infrastructure, C1, C2

Efficient Mobility Options

3.1, 3.3, 3.5, 3.9

PW 2

102

[SOUTHLAKE 2030]

Mobility Master Plan

Thoroughfare Plan Recommendations Ref. No.

MT43

MT44

MT45

Issues Traffic calming measures have several benefits, such as improving pedestrian and bicyclist safety, decreasing traffic noise, and improving street aesthetics.

As electric vehicles become more popular, there will be a demand for non-residential charging stations within Southlake. Currently, nonresidential charging stations are not an allowed use.

The TEX Rail commuter rail project is moving forward and the closest proposed stations will be located in Grapevine and North Richland Hills.

Ordinance No. 1075, Adopted January 7, 2014

Recommendations Review current traffic management policies for inclusion of appropriate traffic calming measures.

Consider residential as well as non-residential applications.

Consider options for adding non-residential charging stations as a use. Consider LEED guidelines for recommended number of stations for a site.

If the properties at the intersection of Brumlow and S.H. 26 are redeveloped, the possibility of a rail station may be considered.

Implementation Metric

Strategic Link

VNT Link

VGO Tie 3.1, 3.2, 3.9

Update current traffic management policies, including the Policy for Neighborhood Traffic Calming.

Mobility, Safety & Security, C1, C2

Efficient Mobility Options

Amend the Zoning Ordinance to allow vehicle charging stations in certain districts.

Mobility, B6

Efficient Mobility Options

6.2, 7.3, 7.6

No action recommended unless the properties at the intersection of Brumlow and S.H. 26 are redeveloped.

Mobility, Quality Development, C2

Efficient Mobility Options

1.7, 3.9

[SOUTHLAKE 2030]

Priority Tier

Responsible Department PW

1

PDS 1

PDS 3

103

[SOUTHLAKE 2030]

Mobility Master Plan

Bicycle Facility Plan Recommendations Roadway 1. W. Bob Jones Road 2. T.W. King Road 3. Kirkwood Boulevard 4. Dove Road 5. Carroll Avenue 6. Burney Lane 7. Midway Drive 8. Continental Boulevard/ Union Church 9. Brumlow Avenue 10. Kimball Avenue 11. Kimball Avenue 12. Peytonville Avenue 13. Randol Mill Avenue (F.M. 1938) 14. Florence Road 15. Pearson Lane 16. White Chapel Boulevard Roadway 17. Kirkwood Boulevard Roadway 18. Brumlow Avenue

Tier 1 Description Between T.W. King and N. White Chapel Between Kirkwood and W. Bob Jones Between Kimball and S.H. 114 Between Westlake city limits and Grapevine city limits Between Continental and Burney Lane Between Carroll and Midway Drive Between Burney Lane and Grapevine city limits Between Pearson and Kimball Between Continental and S.H. 26 Between Kirkwood and Dove Between Continental and S.H. 26 Between Continetal and Dove Between Florence and Westlake city limits Between F.M. 1938 and Pearson Between Union Church and Florence Between Continental and northern roadway terminus Tier 2 Description Between Kimball and S.H. 114 Tier 3 Description Between Continental and S.H. 26

Recommendation Signed Route Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)* Signed Route (Existing)* Signed Route Signed Route Signed Route (Existing)* Recommendation Sharrow (upon completion) Recommendation Dedicated Bike Lane

*Existing signage locations should be reviewed/reassessed to ensure optimal signage placement

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

104

[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 1 Only ID

Primary Street/Location

Description

Issues

Length & Estimated Cost 200 LF (Separate CIP request for FY15 for $285,000) 650 LF ($250,000 – already funded)

A (141)

West Southlake Boulevard – south side

Located in front of The Hills Church of Christ property near Brock Drive.

Retaining wall.

B (301)

East Southlake Boulevard – south side

South side of East Southlake Boulevard connecting to Central Drive.

Retaining walls, TxDOT permit, possible lowering of 20-inch water line

C (302)

East Southlake Boulevard – south side

2200 block of East Southlake Boulevard.

D (83)

South Kimball Avenue – east side

925 South Kimball Avenue, between Variosystems and Dragon Stadium.

E (303)

South Kimball Avenue – south side

South of Continental Boulevard to city boundary (adjacent to S.H. 26).

South Peytonville Avenue – east side

From Boardwalk Avenue to Elks Lane.

North White Chapel Boulevard – east side

From Emerald Boulevard to Southlake Boulevard.

Trees and topography.

970 LF $50,000

H (10)

Continental Boulevard – north side

From Breeze Way to existing sidewalk adjacent to Old Union Elementary (across from Champions Way)

Inadequate ROW; also issues with trees and grade/drainage

M (307)

Exchange Boulevard – south side

From Silicon Drive to South Nolen Drive

N (308)

South Nolen Drive – west side

From Exchange Boulevard north to connect to existing sidewalk

F (304) G (305)

Ordinance No. 1075, Adopted January 7, 2014

Undeveloped property. Power pole will need to be relocated. Sidewalk installed prior to development may be removed (and reinstalled by the developer) when property is developed due to grading.

Undeveloped property. Existing sidewalk immediately to the south (adjacent to school property) is sinking. New culvert will need to be installed.

A portion of this segment is on undeveloped property. May be issues with trees on portion that is developed. Will need to explore options for crossing railroad track and connecting to Cottonbelt Trail.

Existing sidewalk to the north and south. Trees, topography, and ROW issues will make this connection difficult.

Priority Tier

Strategic Link

VGO

1

Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2

3.1 & 3.3

1

450 LF $100,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

440 LF $33,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

2,150 LF $260,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

860 LF $120,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

1

Mobility, Infrastructure, C2

3.1 & 3.3

215 LF $25,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

Should be considered in conjunction with connection to Nolen Drive in Grapevine

508 LF $20,000 ($4,000 escrowed)

1

Mobility, Infrastructure, C2

3.1 & 3.3

Should be considered in conjunction with connection to Nolen Drive in Grapevine

450 LF $18,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

[SOUTHLAKE 2030]

105

[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 1 Only ID O (New)

Primary Street/Location Federal – north side

Priority Tier

Strategic Link

VGO

400 LF $26,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

520 LF $21,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

Road side ditch; trees

165 LF $30,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

Description From Carroll Avenue to trail

by Hilton Hotel (State Street)

Issues Portion of this sidewalk will be constructed with intersection improvements at Carroll Avenue and Federal Should be considered in conjunction with connection to Nolen Drive in Grapevine to complete the sidewalk loop in this area

Length & Estimated Cost

Crooked Lane – west side

From existing sidewalk adjacent to 500 South Nolen Drive to Exchange Boulevard From Brookshire Drive to Southlake Sports Complex

North Peytonville Avenue – west side

From Southlake Boulevard to Ten Bar Trail

Trees, existing landscaping, topography. Note: Citizen request

2500 LF $100,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

T (203)

East Continental Boulevard – north side

From South Hollow Drive to Crooked Lane

ROW/Easements; drainage. Will likely require a bridge at Cambridge Place Addition.

3465 LF $260,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

U (206)

Shady Oaks – east side

From West Highland Street to Love Henry Court

2145 LF $240,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2

3.1 & 3.3

P (58) R (21) S (43 & part of 152)

W (New) X (New) Y (New)

Silicon Drive – east side

North White Chapel Boulevard – east side North White Chapel Boulevard – east side Zena Rucker – north side

From Brentwood Circle to Keystone Drive

Drainage; ROW/Easements; Mailboxes Note: Connectivity is being provided with a mid-block crossing Topography Note: Multiple requests for this sidewalk were received

525 LF $45,000

1

From Kirkwood Boulevard to Brentwood Circle

Topography, ROW (Companion to above)

665 LF $55,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

From property line of proposed Little Sunshine development to Byron Nelson

Sidewalk is existing along other constructed portions of Zena Rucker and along Byron Nelson

70 LF $4,000

1

Mobility, Infrastructure, C2

3.1 & 3.3

ESTIMATED TOTAL FOR TIER 1 PROJECTS

$1,403,000

Excluding $250,000 for segment B, which is already funded, and excluding $285,000 for segment A, which is a separate CIP request.

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.

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

106

[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 2 and Tier 3 #

Primary Street/Location

0

Royal Lane – east side

2

Village Green Drive – west side

6 (Q)

Stonebury Court – north side

7(I)

Union Church – north side

7(J)

Union Church – north side

7(K)

Union Church – north side

7(L)

Union Church – north side

8

Waterford Drive – west side

15

South Kimball Avenue – north side

Description From existing sidewalk along Johnson Road to existing sidewalk adjacent to 601 Royal Lane From existing sidewalk along Continental Boulevard to sidewalk adjacent to 1900 Amesbury Court From S. Peytonville Avenue to existing sidewalk along Indian Paintbrush Way From Chesapeake Park sidewalk to Watermere property From Watermere property to Siena Addition 2651 Union Church Road (connecting existing sidewalks adjacent to east and west entrances to Siena Addition) From exisiting sidewalk adjacent to Siena Addition to Davis Boulevard From existing sidewalk along Southlake Boulevard to existing sidewalk adjacent to 100 Waterford Drive From existing sidewalk east of Silicon Drive to Cotton Belt Trail/S.H. 26

Ordinance No. 1075, Adopted January 7, 2014

Issues

Length

Priority Tier

Strategic Link

VGO

Topography.

41 LF

2

Mobility, Infrastructure, C2

3.1 & 3.3

Existing neighborhood entry feature (wall) blocks connectivity.

93 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Existing landscaping and topography. No existing sidewalk on west side of Peytonville to connect to at this time.

169 LF $45,000

3

Mobility, Infrastructure, C2

3.1 & 3.3

Topography; drainage; landscaping. Watermere will construct a sidewalk to the east of this segment.

875 LF $75,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

ROW/easements; topography; drainage; trees.

Watermere will construct a sidewalk to the west of this segment. This would provide a pedestrian connection between Siena Addition and Watermere Park.

545 LF $65,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

Trees; topography; drainage.

365 LF $50,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

Trees; topography; drainage. Would connect a neighborhood (Siena Addition) to a preschool.

570 LF $70,000

2

Mobility, Infrastructure, C2

3.1 & 3.3

Existing neighborhood entry feature (wall) and landscaping block connectivity.

55 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Portion in Grapevine; trees, signs; crosses railroad tracks

1171 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

[SOUTHLAKE 2030]

107

[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 2 and Tier 3 # 18 19 20 22

Primary Street/Location Morningside Drive – west side Bordeaux/Lorraine Drive/Fontaine Drive Nettleton Drive – north side Warwick Way – south side

Description

Mobility, Infrastructure, C2

3.1 & 3.3

From Merlot Drive to South Carroll Avenue

Internal neighborhood sidewalk

797 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Internal neighborhood sidewalk

571 LF

3

Entry landscaping; low priority since a connection exists on the north side of Warwick Way

166 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3 3.1 & 3.3

636 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

500 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

375 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

375 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

From Byron Nelson Parkway to Inwood Drive From Montgomery Lane to Brumlow Avenue From existing sidewalk along Gateshead Court to East Southlake Boulevard From existing sidewalk along Gateshead Court to East Southlake Boulevard

26

Southcrest Court – north side

From Southbend Trail to North Carroll Avenue

27

Southcrest Court – south side

From Southbend Trail to North Carroll Avenue

34

VGO

3

Foxborough Lane – east side

33

Strategic Link

930 LF

24

32

Priority Tier

Internal neighborhood sidewalk

Foxborough Lane – west side

North Carroll Avenue – west side Southridge Lakes Parkway – east side Southridge Lakes Parkway – east side Southridge Lakes Parkway – east side

Length

From Merlot Drive to Rainbow Street

23

28

Issues

No existing sidewalk connection on the west side of North Carroll Avenue; retaining wall; trees; may require easements/HOA approval No existing sidewalk connection on the west side of North Carroll Avenue; trees; may require easements/HOA approval

From Southcrest Court to Southlake Boulevard

Constricted ROW; grade; utility lines and poles

2266 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

From existing sidewalk north of Southlake Boulevard to Sabine Court

Trees; may require easements/HOA approval; segment not critical due to presence of slip streets

428 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

From Sabine Court to Brazos Drive

Trees; may require easements/HOA approval; segment not critical due to presence of slip streets

647 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

From Brazos Drive to existing sidewalk along Crockett Court

Trees; may require easements/HOA approval; segment not critical due to presence of slip streets

352 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

108

[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 2 and Tier 3 # 39

40

41

42 55 56 57

Primary Street/Location Kirkwood Boulevard – east side Kirkwood Boulevard/North White Chapel Boulevard connection Kirkwood Boulevard – east/north side Kirkwood Boulevard – north side Durham Elementary Ascot Drive – north side East Chapel Downs Drive – north side

65

Meadowlark Lane – west side

66

Jordan Drive and Harrell Drive

67

Gray Lane

68 68b 69

Pearson Lane – east side Pearson Lane – east side Chesapeake Lane – north side

Description

Issues

Length

Priority Tier

Strategic Link

VGO

From Tyler Street to Sabre driveway

Will be built with new development

2288 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Adjacent to existing Sabre driveway

May be built with new development

2288 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

From Sabre driveway to existing sidewalk east of TW King Road

Will be built with new development

1862 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

From existing sidewalk at TW King Road to SH 114

Need to coordinate connection at SH 114 with Westlake

757 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Sidewalk along school drive

Need to work with CISD

205 LF

3

From North White Chapel Boulevard to Saratoga Drive

May require easements/HOA approval

727 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3 3.1 & 3.3

From North White Chapel Boulevard to end of street

May require easements/HOA approval

3

Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

From existing sidewalk along Meadowlark Lane to West Southlake Boulevard From North Pearson Lane to Johnson Road From North Pearson Lane to Harrell Drive

Low priority because sidewalk connection to Southlake Boulevard exists on the east side of Meadowlark Lane

214 LF

3

Bar ditch, lack of ROW

3037 LF

3

Bar ditch, lack of ROW

879 LF

3

Adjacent to 3255 Jordan Drive

To be constructed with Pearson Lane improvements

541 LF

3

To be constructed with development

680 LF

3

To be constructed with development of property at 3101 West Southlake Boulevard

264 LF

3

Adjacent to 101 North Pearson Lane Adjacent to 3101 West Southlake Boulevard

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

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[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 2 and Tier 3 # 70 71

72

Primary Street/Location Chesapeake Lane – north side Chesapeake Lane – south side Connector from Stone Lakes to Monticello Estates/Timber Lake

74

Vermilion Court

76a

Continental Boulevard – north side

77

Mendez Trail – north/south

78

Mendez Trail – east/west

79

T W King – east side

86

Crooked Lane – west side

88 92 93 98

Parkwood Drive – north/east side Johnson Road north side Johnson Road – south side Turnberry Lane – north

Description Entrance to Chesapeake Place adjacent to Pearson Lane Entrance to Chesapeake Place adjacent to Pearson Lane Across Stone Lakes HOA property from existing sidewalk along Stratford Drive to existing trail on Monticello Estates HOA property From Royal & Annie Smith Park to West Southlake Boulevard From Davis Boulevard to existing sidewalk along Woodbury subdivision From West Southlake Boulevard to proposed east/west Mendez trail From Cross Lane to North Carroll Avenue From Kirkwood Boulevard to existing sidewalk adjacent to The Cliffs subdivision Adjacent to Southlake Sports Complex to East Continental Boulevard From Byron Nelson Parkway to West Southlake Boulevard From Trailhead Addition to Johnson Place Estates From Johnson Place Estates to Randol Mill Avenue From Shady Oaks Drive to existing sidewalk east of Suffolk Court

Ordinance No. 1075, Adopted January 7, 2014

Issues

Length

Priority Tier

Strategic Link

VGO

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3 3.1 & 3.3

To be constructed with Pearson Lane improvements

75 LF

3

To be constructed with Pearson Lane improvements

75 LF

3

Neighborhood sidewalk connector; will need HOA easements/approval; drainage and trees

533 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Need easements/ROW

1152 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Drainage and ROW issues

552 LF

2

Mobility, Infrastructure, C2

3.1 & 3.3

To be constructed with development

680 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

To be constructed with development

1136 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

To be constructed with development

2041 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Lower priority since there is an existing sidewalk on the east side of Crooked Lane

1450 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

To be constructed in conjunction with new development

1575 LF

3

Bar ditch, trees, drainage, ROW

620 LF

3

Bar ditch, trees, drainage, ROW

600 LF

3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

Lower priority because there is an existing sidewalk connection on the south side of Turnberry Lane

672 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

[SOUTHLAKE 2030]

110

[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 2 and Tier 3 #

Primary Street/Location

101

Oak Pointe Lane – north

114

Southridge Lakes Parkway – east side

115

North Peytonville Avenue – east side

From Ridgecrest Drive to existing sidewalk on Oak Pointe Lane From Raven Bend Court/North Peytonville Avenue to existing sidewalk north of Bowie Court From Brazos Drive to Crockett Court

127

Deer Hollow Boulevard – west side

From West Continental Boulevard north to parking lot on Southlake Woods HOA lot

131

Trailhead/Johnson Place connection

144 152 153 154 155 204

205

Dove Road – south side North Peytonville Avenue – west side West Highland Street – north side East Dove Street – south side East Dove Street – south side North Peytonville Avenue – east side Brumlow Avenue – west side

Description

From Gallant Court (Trailhead Addition) to Johnson Place Park From Estes Park Phase I to Estes Park Phase 4 From Red Wing Street to Raven Bend Court From Shady Oaks Drive to White Chapel Boulevard From White Chapel Boulevard to Estes Park From Winfield Estates to Estes Park From Raven Bend Court to West Dove Road From existing sidewalk adjacent to Timarron to existing sidewalk north of S.H. 26

Ordinance No. 1075, Adopted January 7, 2014

Issues

Length

Priority Tier

Strategic Link

VGO

Lower priority because there is an existing sidewalk connection on the south side of Oak Pointe Lane

170 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

No existing sidewalks to connect to on North Peytonville

252 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Trees; may require easements/ROW

1028 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Requires HOA approval; also issues with neighborhood entry landscaping; sidewalk connection exists on the east side of Deer Hollow Boulevard

100 LF

3

Mobility, Infrastructure, C2

3.1 & 3.3

Park Plan Tier 3

3

Mobility, Infrastructure, C2

3.1 & 3.3

ROW, trees.

3

Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2

3.1 & 3.3

Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2 Mobility, Infrastructure, C2

3.1 & 3.3 3.1 & 3.3 3.1 & 3.3 3.1 & 3.3

Mobility, Infrastructure, C2

3.1 & 3.3

ROW, drainage, trees.

4255 LF

3

ROW, drainage, trees

2599 LF

3

985 LF

3

1090 LF

3

ROW, trees, drainage.

6432 LF

3

ROW, trees; included in Brumlow widening project which is a Tier 3 project

2280 LF

3

ROW, drainage, trees. Sidewalk has been constructed on the north side of Dove.

ROW, drainage, trees. Sidewalk has been constructed on the north side of Dove.

[SOUTHLAKE 2030]

111

[SOUTHLAKE 2030]

Mobility Master Plan

Master Pathways Plan (Sidewalk Construction Priority List) Tier 2 and Tier 3 #

306

New

Primary Street/Location

North White Chapel Boulevard – power line easement

Dove Road – north side

Description

Issues

Length

Priority Tier

Strategic Link

VGO

From the existing sidewalk/crosswalk at the 3000 block of North 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.

The PROS-CF Plan ranked this connection Tier 3 .

Will vary depending on route

2

Mobility, Infrastructure, C2

3.1 & 3.3

From S.H. 114 to French Circle

Sections of this segment will be constructed with Savannah Estates. Remaining sections have ROW, topography, and tree issues. If constructed to Southlake’s city limit, there will be an approximately 35 ft. gap in Westlake.

1600 LF $57,600 NOT INCLUDING ROW OR DRAINAGE IMPROVEMENTS

2

Mobility, Infrastructure, C2

3.1 & 3.3

1

1

2013 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.”

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

112

[SOUTHLAKE 2030]

Mobility Master Plan

Active Transportation Policy Recommendations Recommendation

Priority Tier

Department Responsible

Strategic Link

VGO

AT1

Amend relevant development ordinances to remove exemptions for sidewalk construction. Also specify/clarify that the minimum sidewalk width shall be 5 feet.

1

PDS

Mobility, Infrastructure, Quality Development; C2

3.1

AT2

Develop an education campaign to improve safety for motorists, pedestrians and bicyclists. Provide education on the purpose of sharrows prior to or concurrent with their installation.

1

DPS, PDS, PW

Safety & Security, Mobility; C1, C2

3.1, 5.8

AT3

Consider options and establish guidelines for improving pedestrian safety during festivals and special events in Town Square.

1

PW, PDS, ED

Safety & Security; Mobility; C1, C2

3.1

AT4

On an annual basis, review the sidewalk priority list and prioritize sidewalk construction.

1

PDS, PW

Mobility, Infrastructure; C2

3.1

AT5

Inventory and georeference all bicycle signage in the City. Identify routes that may require additional signs.

2

PW, PDS

Mobility, Infrastructure, Performance Management & Service Delivery; C2, B5, B6

3.1

AT6

Explore options for encouraging bike rack installation at local businesses.

2

PDS, ED

Mobility, Partnerships & Volunteerism; C2, C5, B2

9.1, 9.3

AT7

Conduct bicycle and pedestrian counts.

2

PW, PDS

Mobility; C2

3.1

AT8

Consider the addition of a grant writer/sidewalk coordinator position for grant writing, coordinating sidewalk and trail construction between departments and between public and private development projects, and managing bicycle/pedestrian educational outreach.

2

TBD

Mobility; Performance Management & Service Delivery; C1, C6

3.1, 5.8

AT9

Consider elevated pedestrian crossings at all 4 corners of the intersection of Carroll Avenue and Southlake Boulevard.

3

PW, PDS

Mobility; C1, C2

1.2, 3.1, 3.2

Ordinance No. 1075, Adopted January 7, 2014

[SOUTHLAKE 2030]

113

[SOUTHLAKE 2030]

Mobility Master Plan

Crosswalk Recommendations Recommendation

Priority Tier

Department Responsible

Strategic Link

VGO

3.1

AT10

Inventory all crosswalks. Establish a maintenance schedule for crosswalks, specifying more frequent maintenance of crosswalks near schools.

1

PW, PDS

Safety & Security, Mobility, Infrastructure, Performance Management & Service Delivery; C1, C2, B5, B6

AT11

Implement the recommended crosswalk types (Table P-1 in Mobility Master Plan pg. 81) whenever new crosswalks are installed or existing crosswalks are re-striped.

1

PW

Safety & Security, Mobility, Infrastructure; C1, C2

3.1

AT12

Encourage pedestrian crossings at the intersections of 1709 and Carroll and 1709 and Central through signage and the creation of a walkable environment. If necessary, consider methods to discourage mid-block crossings at State Street and Grand Avenue.

1

PDS, PW, DPS

Mobility, Safety & Security; C2

3.3

AT13

Inventory and assess curb ramps and pedestrian signals.

Develop a curb ramp and pedestrian signal transition plan.

PW, CMO

Mobility, Safety & Security, Performance Management & Service Delivery; C1, C2, B5, B6

3.1

Ordinance No. 1075, Adopted January 7, 2014

1

[SOUTHLAKE 2030]

114