ontents Introduction... 3-1 Issues Affecting orinth... 3-2 Regional Initiatives... 3-2 ommunity Issues... 3-9 Thoroughfare Planning... 3-14 Functional Street lassifications... 3-14 ontext-sensitive Design... 3-19 Transit Oriented Development... 3-21 Mobility Plan... 3-26 Increased Vehicular irculation... 3-26 Quality Roadway Design Standards... 3-29 Pedestrian Walkability... 3-31 Trail System... 3-33 Greenway orridors... 3-37 Transit... 3-39 Mobility Plan Administration... 3-41 Plan Amendment Process... 3-41 Funding Thoroughfare System Improvements... 3-43 Summary of Recommendations... 3-44 Plates Plate 3-1. Mobility Plan... 3-24
Introduction The thoroughfare system forms one of the most visible and permanent elements of a community. It establishes the framework for community growth and development and, along with the Future Land Use Plan, forms a long-range statement of public policy. As the alignment and right-of-way of major transportation facilities are established and adjacent property developed, it is difficult to facilitate system changes without significant financial impacts. However, by incorporating programmed land uses and densities of the Future Land Use Plan, strategies can be developed that maximize the land use/transportation relationship. The changing social and economic climate dictates that an integrated network of transportation systems should be considered in order to support and sustain long-term growth. This includes the incorporation of a variety of considerations which extend beyond vehicular mobility and circulation. Such considerations include bike and pedestrian trails, pedestrian walkability, and the growing importance of transit opportunities. Several key principles were recognized in the preparation of Plan recommendations and should continue to serve the ity in future transportation-related decisions and they include: Improve vehicular circulation Develop quality thoroughfares Ensure pedestrian design Incorporate bike and pedestrian trails Explore transit opportunities This chapter will therefore begin with an overview and brief discussion of several issues which will directly impact mobility within orinth. A brief discussion of thoroughfare planning, with specific emphasis on roadway types, cross sections, and context-sensitive design will follow. The chapter will conclude with the new Mobility Plan and a discussion of the new recommended components of the Plan. 3-1
Issues Affecting orinth This Mobility Plan is aimed at addressing the dynamic and changing needs that have occurred in orinth since the 2004 Master Plan Update. Before examining specific mobility recommendations, several key regional and local initiatives must first be discussed. A brief examination of several regional issues which will directly impact mobility in orinth will be addressed. These issues are pertinent to future planning considerations and stand to have substantial impacts upon orinth. Some projects, such as construction of light rail and expansion of Interstate 35-E, can create physical barriers through the ity and, if not planned for appropriately, can negatively impact the ity. Therefore, mobility recommendations will seek to understand and incorporate the following regional initiatives and will seek to utilize these projects as an asset for orinth. Regional Initiatives Regional transportation initiatives which have the possibility to substantially affect transportation within orinth include; the Lake Lewisville Toll Bridge, the widening of Interstate 35-E, the development and widening of F.M. 2181 and F.M. 2499, and the positioning of commuter rail through orinth by the Denton ounty Transportation Authority (DTA). Figure 3-1. Toll Bridge onstruction Lake Lewisville Toll Bridge The North Texas Tollway Authority, in conjunction with the Texas Department of Transportation (TxDOT) and Denton ounty, has recently constructed the Lewisville Lake Toll Bridge project connecting Interstate 35-E with the Dallas North Tollway, and beyond, via Eldorado Parkway, Garza Lane and Swisher Road. This arterial provides much needed regional connectivity for Lake Lewisville communities. The 13.8 mile corridor was constructed as a 4/6-lane facility, at a cost of around $220 million, and began operation in the fall of 2009. The 1.7 mile toll bridge, which features a tied arch spanning 360 feet at its center and is flanked by lighted columns, was constructed at a cost of nearly $122 million. The toll bridge itself accommodates four lanes of travel. 3-2
This project has implications for orinth due to the connection of the toll bridge with Swisher Road and Interstate 35-E in the extreme southern portions of orinth. orinth s geographical location positions the ity in an area where water is a physical buffer to the east and to the south. This physical barrier limits regional arterial possibilities. The Lewisville Toll Bridge essentially creates a major west to east regional arterial, connecting orinth to Lakewood Village, Little Elm, and Frisco. A project of this scale can be expected to substantially increase traffic volumes along F.M. 2181 and therefore is significant to all future transportation and mobility planning considerations. Figure 3-2. Lake Lewisville Toll Bridge Source: NTTA 3-3
F.M. 2181/F.M. 2499 Review of both the thoroughfare plan as well as the regional thoroughfare plan provided by the North entral Texas ouncil of Governments, reveals two specific and major roadways which are considered major arterials or regional arterials. The first of which is F.M. 2181, Swisher Road. This roadway is specifically important due to its connection to the Lake Lewisville Toll Bridge, discussed previously. F.M. 2181 is a continuation of the Toll Bridge past Interstate 35-E eventually connecting to Interstate 35-E in Denton. urrent plans indicate the expansion of F.M. 2181 from two lanes to a six lane divided roadway from Interstate 35-E in orinth to Lillian Miller in Denton. The project has thus far received $23.4 million in funding from the North entral Texas ouncil of Governments Strategic Program Initiative and the approximate date for completion of this project is May 2012. 1 Figure 3-3. F.M. 2499 Phase 4 and 5 Project Location: FM 2499 Section 4 From: FM 407 To: FM2181 Project Location: FM 2499 Section 5 From: FM2181 To: IH 35-E 3-4 1 Denton ounty Precinct 1 Task Force Report, December 3, 2009. Source: TxDOT
F.M. 2499 is a second major arterial which is planned for construction through orinth. Although only a small portion of this roadway is within the ity limits, this project has the opportunity to substantially affect transportation patterns, particularly in the western areas of the ity. This roadway will serve as a major north to south regional arterial and will help alleviate traffic congestion on Post Oak Drive, particularly the intersection of Post Oak and Interstate 35-E. Reviewing the regional future thoroughfare map provided by NTOG indicates that F.M. 2499 is much more than simply an arterial in orinth. This roadway will eventually connect with Long Prairie Road/International Parkway bridging orinth to Highland Village and Flower Mound further connecting to Highway 121 at DFW airport. Section 5 is specifically slated to construct a 6 lane divided roadway from Interstate 35-E in Denton to F.M. 2181 in orinth at an estimated cost of $23.3 million. There is currently no date of completion for Stage 5, however utility relocation is expected to begin in 2011. 2 Stage 4, currently in progress, is the construction of a bridge which will connect orinth to Flower Mound and Highland Village. Due to the relative proximity to Lake Lewisville, orinth and the Lake ities have limited arterial capabilities and connections. It is for this reason that the two major arterials, F.M. 2181 and F.M. 2499, serve as important focal points for design, traffic management, and land use. Interstate 35-E Interstate 35-E serves as the major transportation venue through orinth and therefore has major land use and transportation implications for the city. Recent expansion of Interstate 35-E was completed in 2005 which widened the interstate to 6 lanes from Lake Lewisville to just south of orinth Parkway. Future expansion and widening plans are currently in place which drastically change the current capacity of the interstate and such plans will also dramatically change the current landscape and visual relationship that the interstate plays with the ity. Future expansion plans for the Interstate, provided by TxDOT, show eventual design to include four managed HOV lanes, eight freeway lanes, and four frontage lanes. Figure 3-4. urrent Post Oak Intersection lanes. Figure 3-5. At-Grade Intersection (F.M. 2181) 2 Denton ounty Precinct 1 Task Force Report, December 3, 2009. 3-5
A new component of Interstate 35-E freeway design is the incorporation of X style freeway ramps rather than more traditional diamond style freeway ramps. X style designs essentially allow for better utilization of land along the frontage roads, creating better and easier accessibility to properties along the interstate. With increased accessibility come opportunities for development and growth. Modernizing the access ramps through orinth will create opportunities for development and allow for better utilization of land along Interstate 35-E. Expansion plans also reflect at grade intersections for orinth Parkway, Dobbs Road and Post Oak Drive; these intersections currently go over Interstate 35-E. As with the intersection of Swisher Road and Interstate 35-E, the freeway will be elevated over these intersections throughout the ity increasing the aerial view for motorists passing through orinth. Visual perception, therefore, will become an increasingly important consideration in regards to roadway standards and roadway design, as will be discussed later in this chapter. Figure 3-6. Future Meadows Oak intersection at Interstate 35-E Source: TxDOT 3-6
Regional Rail Due to the rapid growth of Denton ounty over the past few decades, and a forecast for continued growth in the near future, Denton ounty Transportation Authority (DTA) began construction of the A-Train rail line in March 2009. The project consists of 21 miles of regional rail, five rail stations, a bicycle/pedestrian trail, and a regional rail operations and maintenance facility. The project is intended to provide rail service between Denton and arrollton and provide a transfer point for easy connection to the Dallas Area Rapid Transit (DART) Green Line at Trinity Mills Station in arrollton creating accessibility to locations throughout the metroplex via rail. The rail analysis process began with the Alternatives Analysis (AA) study in 2004 where it was determined that rail would be one of the best possible solutions to improve accessibility in the area, create alternate modes of transportation, and ultimately help mitigate growing traffic congestion along Interstate 35-E. This process also determined the exact location of the 21 mile route and the best possible locations for future rail stations. The process determined that five rail stations would be built; Hebron Station in Lewisville, Lewisville Lake Station in Highland Village and Medpark Station and Downtown Station in Denton. Funding for the project consists of 80 percent from the Regional Toll Revenue Funding Initiative with the remaining 20 percent coming from the cities of Lewisville, Denton and Highland Village. Member cities approved a one-half percent sales tax increase on September 13, 2003 which ultimately funds DTA transportation initiatives as well as the future A-Train commuter rail. At the time of the election, orinth was faced with certain budgetary issues and concerns. Due to the state sales tax cap of 8.25 percent, Figure 3-7. DTA A-Train and Stations 3-7
if DTA membership was approved, reduced sales tax funding for economic development, streets, and safety would have been considered. No station is planned for orinth during the initial phases of construction; however, NTOG Mobility 2030 indicates the eventual inclusion of a transit stop within the ity. Therefore, decisions regarding whether or not rail is desired within orinth must be examined and decisions regarding what role the station will play within the ity must be made. Proactive planning can help initiate discussion as well as mitigate associated costs of development and implementation if residents decide in the future that transit and rail is appropriate for orinth. For this reason, transit will be discussed in more detail throughout this section, specifically the impact and role it can play in general mobility. Figure 3-8. A-Train Regional onnection to Downtown Dallas/Fort Worth 3-8
ommunity Issues During the community input process, there were several issues which were identified by the PA in relation to transportation and mobility in orinth and included: The need for better vehicular circulation between neighborhoods, core community assets, retail centers, and other special districts that may be created in the future, such as a ity enter. Ensure quality roadway design standards along roadways, in particular F.M. 2181 and F.M. 2499 which give a quality visual perception for both residents and visitors. oncern for the visibility of property along Interstate 35-E after elevated intersections are constructed (as previously discussed under the Interstate 35-E Section). Ensure quality design standards at intersections. Incorporation of pedestrian standards and pedestrian design along roadways in order to encourage and create walkable neighborhoods and districts within the ity. reate additional options for other modes of transportation and work to incorporate the Non-Motorized System Master Plan. ontinue to pursue relationship ties with DTA in regards to any long term future rail transit possibilities. Key Roadway Improvements Several key roadway improvements have been either recently completed or are in the planning stages in orinth in order to address growth, community access, and circulation. Recent major roadway improvements or projects in design are shown in Table 3-1. Table 3-1. Key Roadway Improvements Project Segment* Details hurch Street IH-35E to Post Oak Dr. Expansion from 2 to 3 lanes (From 18 to 37 feet) F.M. 2181 IH-35E to West ity Limits Expansion from 2 lanes to 6 lane divided thoroughfare F.M. 2499 S.W. Portion of orinth. reation of 6 lane divided thoroughfare Post Oak F.M. 2181 to Lake Sharon Dr. 2 to 4 lane divided thoroughfare Post Oak Robinson Rd to IH-35E 2 to 4 lane divided thoroughfare w/landscaping orinth Parkway IH-35E to Dobbs Rd 2 to 4 lane divided thoroughfare w/landscaping *Only within orinth ity Limits, project may be on a larger scale. 3-9
Additional Planning Efforts The has also recently implemented various additional planning tools which, although not directly related to transportation, have the opportunity to affect the appearance of roadways within the ity and are important to remember while considering transportation and mobility. Ordinance Number 99-06-17-22: Landscape Ordinance The landscape ordinance, which was enacted in June 1999, also has an influence upon the aesthetic quality and appearance of roadways within orinth. These regulations were applied to all non-residential uses and created stipulations regulating the amount of landscape setbacks, number of trees per 500 square feet of landscape area and number of shrubs per 500 square feet of landscape area if parking abuts the landscape buffer. Such landscape requirements are especially beneficial along F.M. 2181 due to the location of primarily retail uses. In terms of roadways, these design standards do not apply. Such landscape requirements work to create appealing roadways when also used in medians of roadways and in R.O.W which is occupied by the ity. Ordinance Number 04-09-02-14: Sign Regulation Signage, with little or no regulation, can clutter the visual perception of roadways which has an impact on how residents and visitors perceive orinth. This is especially important in orinth due to Interstate 35-E and the traditional use of pole signs along the Interstate, reflected in the picture to the left. The ity, in September 2004, passed a sign ordinance which regulates the size, setback, height, number of signs, and general visual appearance of signs. This step, along with landscape and tree preservation requirements, will help to increase the aesthetic quality of roadways and thoroughfares within orinth. 3-10
Non-Motorized System Master Plan The has taken an aggressive approach to the creation and implementation of a system of pedestrian and bicyclist trails throughout the ity. urrently, the ity contains 1.69 miles of soft trails (unpaved) and 5.74 miles of hard trails (paved)and it is anticipated that nearly seven miles of additional soft trails will be added to the current trail plan within the near future. As identified by the PA, circulation is one of the major concerns for orinth. When considering mobility and transportation options, it is important to refer to the Non-Motorized System Master Plan as a component of mobility and accessibility. Keeping this in mind, future transportation improvements should work to implement various components of the trail plan, where possible. For example, where bike lanes or pedestrian lanes are adjacent to a roadway, pedestrians and bicyclists should be taken into consideration through the incorporation of a multi-use lane or sidewalk separate from vehicular traffic flows. A focus on the master trail plan in relation to thoroughfare planning will therefore accomplish the goal of continuing to expand trails throughout the ity while also providing for increased circulation between neighborhoods and areas of the ity. Figure 3-9. Non-Motorized System Master Plan 3-11
2009 Projected Level of Service Level of service (LOS) is a way of evaluating levels of roadway congestion using a rating scale of A through F with A reflecting roadways with little or no congestion and F reflecting roadways with severe congestion. Level of service estimates for 2009 are included in Figure 3-10 below and are reflective of the Mobility 2030-2009 Amendment. Interstate 35-E generally has a service level A, B or. Exceptions include intersections at Post Oak Drive, orinth Parkway and Swisher Road, where service levels D and E are depicted. Examining level of service along F.M. 2181 reveals severe traffic congestion with a level of service rating F depicted between Interstate 35-E and Post Oak Road. Additional areas of roadway congestion in orinth include Post Oak Road between Lake Sharon and hurch Street, orinth Street between Interstate 35-E and Meadows Oak and Shady Shores Road just east of Interstate 35-E all locations reflect a service rating F. The newly constructed Lake Lewisville Toll Bridge is noteworthy due to its regional influence upon orinth. 2009 projections reflect service levels A, B or across the bridge. Figure 3-10. NTOG 2009 LOS Estimates 3-12 Source: NTOG
2030 Projected Level of Service Information obtained from NTOG projects roadway level of service for orinth and the surrounding area in 2030. Interstate 35-E generally contains higher levels of congestion reflected by service levels D and E through the ity. Expected roadway updates to F.M. 2181 and Lake Sharon/Meadows Oak Drive may improve level of service ratings generally levels D and E along F.M. 2181 and Levels A, B and along Lake Sharon/Meadows Oak Drive are depicted. The Lake Lewisville Toll Bridge service level is expected to decrease dramatically to service level F by 2030 reflecting the expected increase in population and congestion. Additionally, F.M. 2499 is included as a service level A, B or north of F.M. 2181 and service level F south of F.M. 2181. It is important to note that these projections include planned or projected roadway improvements are not reflective of current roadway capacities. If future projects are not built in orinth, including the reconfiguration of Interstate 35-E, congestion and service levels will generally be much worse than depicted below. Figure 3-11. NTOG 2030 LOS Projections (Mobility 2030) Source: NTOG 3-13
Thoroughfare Planning orinth s existing Thoroughfare Plan is built upon traditional thoroughfare planning concepts which focus on functionality and are designed primarily to accomodate vehicular traffic. In order to address the community s goals of providing multi-modal options to residents, it will be important to incorporate concepts of context-sensitive design (SD) which consider the automobile as one element, among other users of the thoroughfare. To that end, the potential long-term implementation of regional rail through the ity offers opportunity for transit oriented development (TOD) that encourages pedestrian orientation among multi-modal urban design concepts. Functional Street lassifications A functional street classification recognizes that streets are part of a system having diverse origins and destinations. A typical trip involves the following stages: primary movement, transition, collection/distribution, access and termination. Functional classifications also describe and reflect a set of characteristics common to all roadways within each class. Functions range from providing mobility for through traffic and major traffic flows, to providing access to specific properties. haracteristics unique to each classification include the degree of continuity, general capacity, and traffic control characteristics. Figure 3-12 and Figure 3-13 illustrate the relative roles of each classification to achieve its intended function. In short, the functional classification of streets provides for the circulation of traffic in a hierarchy of movement from one classification to the next. Functional classes can be subdivided further into major and minor designations to further detail their role in the community. For each classification, there is typically a recommended set of operational and design criteria. Figure 3-12. Relationship between Access and Movement Figure 3-13. Functional Street lassification System Major Arterial ompleteaccess control, littlelocal traffic FUNTION Major Arterial AESS FUNTION ollector INREASING AESS MOVEMENT FUNTION No through traffic, unrestricted access ALLAESS FREEWAY 3-14 ARTERIAL OLLETOR LOAL ollector UL DE SA Minor Arterial DEREASING AESS ALLMOVEMENT
orinth s Thoroughfare Plan recognizes three general classes of roadways which include Major Thoroughfare, Thoroughfare, and ollector. These were classifications developed under the 2004 Master Plan Update. Major Thoroughfare: These thoroughfares are able to provide a high degree of mobility, service relatively high traffic volumes, have higher operational speeds, and will service a significant portion of through travel and cross city trips. Generally, the two major thoroughfares in orinth, F.M. 2181 and F.M. 2499, are also considered to be regional arterials and are included in both the Denton ounty Master Thoroughfare Plan as well as the regional arterial plan by the NTOG. Typically, right-of-way for such roads would be between 120 to 180 feet. Thoroughfare: Thoroughfares are streets which also provide a higher degree of mobility and also are designed to accommodate increased traffic flow. Such roads serve as cross city connectors but are not necessarily regional arterials. For this reason, some designated thoroughfares may be more appropriate for the incorporation of bike or pedestrian trails into the design especially in areas with close proximity to residential areas which may create a greater demand for safety and aesthetics rather than speed. Specified right-of-way for thoroughfares in orinth are 84 feet and examples include Post Oak, Lake Sharon/Meadows Oak, and Robinson. ollectors: serve as connections between thoroughfares and local/residential streets and serve to collect and distribute traffic to the thoroughfare network. ollectors also serve to provide direct service to neighborhoods, commercial developments, and other local areas and their design involves site specific considerations. ollectors accommodate smaller volumes of traffic over shorter distances and may border or traverse neighborhood boundaries. ollector streets should be discontinuous to discourage cut-through traffic through neighborhoods. Specified right-of-way for collector streets in orinth is 60 feet. Examples of collector class facilities include; Oakmont, Meadowview, and Parkridge. Typically, collector class facilities are divided into Major (lass III) and Minor (lass IV) ollector. Major collectors are four-lane undivided roadways located within 64-68 feet of right-of-way. Minor collector roadways are undivided roads with two to four-lanes in 60 feet of right-of-way. Figure 3-14 and Figure 3-15 illustrate the cross-section of major and minor collector streets. 3-15
As a component of this, it is recommended that the 2004 roadway classifications listed above be changed to major arterial, minor arterial, and collector. These cross-sections will maintain original R.O.W provisions but are updated in order to ensure compatibility with a regional thoroughfare system (See Figure 3-14, Figure 3-15, Figure 3-16 and Figure 3-17). Figure 3-14. Major Arterial Figure 3-15. Minor Arterial Figure 3-16. Major ollector 3-16 Figure 3-17. Minor ollector
Table 3-2 describes the most important characteristics of the various functional street classes. The arterial and collector classifications have been divided to include major and minor subclasses. These planning guidelines are utilized, in developing areas, to form a basic framework for the thoroughfare system. Also included in Table 3-2 is information on the typical level-of-service each roadway class is intended to provide. Level-of-service refers to a measure of capacity that a section of roadway or intersection can accommodate during peak traffic conditions. It is defined in terms of delay with six categories ranging from "A" through "F" being assigned to reflect the relationship between the design capacity and the traffic demand upon a particular segment. As demand approaches capacity, the level of service decreases. Level of service is typically recommended for design purposes. While the above described conditions are ideal, it may not be practical or even possible to modify existing streets in already developed areas to conform to the desired design standards for all the street functional classifications. In cases where neighborhood areas are bisected by major roadways, alternative cross-sections may be applied to ensure that neighborhood integrity is preserved while providing traffic access. 3-17
omments Parking Planning Level of Service (mph) Speed Limit Ranges (veh./day) Volume (3) Spacing Intersection Roadway Access Direct Land (1) Spacing (Miles) Function Roadway Type of Table 3-2. Functional Street lassification Supplements capacity 4-5 Freeway/ Traffic Movement; long distance travel. Tollway None 1 mile 45,000 to 55-125,000 70 of arterial street system D-E and provides high speed mobility. Restricted some movements may Major Arterial community, intra-metro area, movement. traffic be prohibited; number and 1/4 mile spacing of Serves long trip lengths. 36,000 to 40- Backbone of the 45,000 55 street system. None Moderate distance inter- -E ½ -1 ½ (2) driveways controlled. May be limited to Mobility function is major generators; Minor primary; access function is number and Arterial secondary. Serves spacing of moderate trip lengths. driveways 1/8 mile 20,000 to 30-34,000 45 Provides route and spacing continuity with major arterials. controlled. Primary collect / Major local streets and arterial 12,000 to 30- ollector system. Secondary land 28,000 40 (2) limited regulation. Primary internal to one Through traffic should neighborhood; serves short 1,000 to 30- ollector trip lengths. Secondary 15,000 35 land access. A-B 2 lot lengths Land access. Limited 300 feet Minor Local B- Safety control 200 to 20- only. 1,500 30 (1) Spacing determination should also include consideration of (travel within the area or corridor based upon) ultimate anticipated development. (2) Denser spacing needed for commercial and high-density residential districts. (3) Spacing and intersection design should be in accordance with state and local thoroughfare standards. 3-18 Permitted traffic movement. ¼ -½ access; inter-neighborhood Safety controls; Limited distribute traffic between be discouraged.
ontext-sensitive Design ontext-sensitive Design (SD) is the practice of developing transportation projects that serve all users and meet the needs of the neighborhoods through which they pass. It is a collaborative process that involves all stakeholders in developing street designs that fit into the character of surrounding neighborhoods while maintaining safety and mobility. The key is that elements of the street should complement the context of the surroundings or adjacent development to generate a roadway experience. For instance, a roadway may need to be designed as a six-lane boulevard as it travels through a commercial area, but may need to be altered to a minor street configuration as it travels through a town center or mixed use area. Beyond functional purposes permitting people to get from one place to another and to gain access to property, streets most assuredly the best streets can and should help to do other things: bring people together, help build community, cause people to act and interact, to achieve together what they might not alone. As such, streets should encourage socialization and participation of people in the community The best streets create SD Principles The process of designing SD roadways is similar to the process of designing traditional thoroughfares in that automobile traffic is considered with traffic counts, traffic demand, and level of service and leave strong, lasting, positive impressions; they catch the eyes and the imagination. Jacobs, Allan B. Great Streets, page 312 information-gathering efforts. However, the difference is that automobile traffic is only one element considered, among numerous others, in the design of SD roadways. The Institute of Transportation Engineers (ITE) has recently released a publication entitled An ITE Recommended Practice: ontext-sensitive Solutions in Designing Major Urban Thoroughfares for Walkable ommunities. This publication outlines various principles that should be considered during the design process to arrive at a solution for a context-sensitive roadway project. These principles are as follows3: The project satisfies the purpose and needs as agreed to by a full range of stakeholders. This agreement is forged in the earliest phase of the project and amended as warranted as the project develops. The project is a safe facility for both the user and the community. The project is in harmony with the community, and it preserves environmental, scenic, aesthetic, historic and natural resource values of the area; in other words, exhibits context-sensitive design. of The project exceeds the expectations of both designers and stakeholders and achieves a level of excellence in people s minds. 3 Outlined on page 9 of An ITE Recommended Practice: ontext-sensitive Solutions in Designing Major Urban Thoroughfares for Walkable ommunities (2006). 3-19
The project involves efficient and effective use of the resources (time, budget, and community) of all involved parties. The project is designed and built with minimal disruption to the community. The project is seen as having added lasting value to the community. SD initiates discussion between traffic engineers, the ity, and residents which ultimately leads to roadway design which considers multiple transportation modes and roadway character. This process gives opportunities for the incorporation of pedestrian walkability, within certain designated areas, and the incorporation of multi-purpose pathways where appropriate. Additionally, SD coupled with a streetscape planning initiative could turn major roadway projects into gateway corridors. More on these topics will be discussed to follow. TxDOT has begun to incorporate SD concepts into its newer projects. The ity should explore the possibilities of SD solutions on any of its joint projects with TxDOT (i.e., F.M. 2181 and F.M. 2499). Figure 3-18. Roadway Elements Pedestrian Street Area Parking Buffer Roadway 3-20 Roadway Median Median Roadway Roadway Street Pedestrian Parking Area Buffer Building Buffer Building Sidewalk Sidewalk Parking
Transit Oriented Development Transit oriented development (TOD) is a concept that has evolved out of a need to balance residential Figure 3-19. Plano Transit Village communities, retail divisions and employment locations by integrating the transition between locations via the most efficient and accessible means. TOD has been defined as a set of urban design and land use characteristics conducive to generating non-automotive making4. trip In addition to reducing vehicular dependence, TOD creates a sustainable environment through mixed land uses and pedestrian orientation. The Urban Land Institute (ULI) has identified ten key principles that must be addressed in order to create a successful and sustaining development and include: Establishment of a common vision, Development of public/private partnerships, Incorporating development around a transit station, Provide flexibility in parking; employ shared parking components, Build a place, not a project ; create a sense of place, Understand market factors for appropriate retail development; not transit driven, Establish a mix of land uses, Incorporate buses to station routes, Establish varying prove points for living, and Engage corporate attention. Transit oriented development has proven to be very successful in the short time frame since its inception in the Dallas area. Variations in style of TOD development along DART s light rail transit lines have strengthened the benefits that can be achieved with this type development. Similar style development is in planning by Irving and arrollton along the TRE and Southern Pacific rail lines as well as along the new DART Green and Orange Lines. The current A-Train Plans by the Denton ounty Transit Authority which extend through orinth create an opportunity for future TOD development within the ity. If such development is desired within orinth, early decisions must be made which facilitate 4 althorpe, P. The Next American Metropolis: Ecology, ommunity, and the American Dream, Princeton Architectural Press, New York, 1993. 3-21
relationships between the ity, residents, and development interests. Many incentives and regulatory approaches are often utilized in order to attract Transit Oriented Developments because such developments often serve as prime locations for development. ities often utilize the creation of a TIRZ (Tax Increment Reinvestment Zones), Neighborhood Empowerment Zones, 380 Incentives, as well as the mitigation of regulatory controls (i.e., density allowances, zero lot line, parking requirements, etc.). Transit oriented developments have differing levels of density Figure 3-20. Top: ommuter Surface Parking Lot Bottom: Utilization of transit stop to create a sense of place. and therefore are adaptable within a specific context. Some examples of TOD, such as Mockingbird Station in Dallas, are examples of dense development surrounding a transit station. On the other hand, suburban communities throughout the United States have adapted the concept to best suit their specific needs. Examples include Plano Transit Village in Plano, as well as numerous examples from Arlington, VA in suburban Washington D.. Finally, TOD best utilizes land surrounding a transit station. Often times, commuter rail stations are surrounded by vast expanses of surface parking which is only used by commuters during the day and lays vacant and underutilized at night. Although a certain degree of parking is an essential component of suburban commuter rail due to general lack of density, too much parking can lead to financial shortfalls by underutilizing developable land. apitalization of land values around transit stations creates opportunity for development which enhances vibrancy around stations making transit a community advantage not only due to increased mobility, but through tax revenue generated by property values and sales taxes. It is therefore recommended that development be utilized around transit stops and that surface parking be minimized. The location of North entral Texas ollege to the potential TOD location also creates opportunities for decreased parking within the TOD area itself. Shared parking agreements may be utilized which allow for shared parking or shared structured parking between the college and retail destinations in order to ensure that surface parking may be limited. Examining activities occurring in and around the TOD may help in these efforts. For example, certain establishments may be daytime destinations while others may be primarily nighttime destinations (after-work). Parking may be shared to accommodate both needs without compromising the financial benefits of development. 3-22
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Plate 3-1. Mobility Plan 3-24
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Mobility Plan Discussed thus far are regional and local issues which are currently impacting mobility or which have the possibility to impact mobility in the future. Several concepts, such as functional street classifications, context-sensitive design, and transit oriented development have been introduced in order to help with the following discussion. Below is a specific and more detailed analysis of issues identified by the PA. Increased Vehicular irculation One of the key mobility issues identified by the members of the PA during the issue identification process was the need for increased circulation in orinth. Figure 3-21 is the 2030 Metropolitan Transportation Plan prepared by the North entral Texas ouncil of Governments. Information within this map is important to note due to the dramatic projected deterioration of vehicular mobility within orinth by the year 2030. urrently, orinth is considered an area with light congestion. The only area of severe congestion is found in Dallas ounty, north of Interstate 635 and between Interstate 35-E and the Dallas North Tollway. Future projections, however, reveal that new areas of severe congestion will develop by the year 2030. The current severe congestion area expands to encompass much of North Dallas and Plano. The second major area of severe congestion is southeast Denton ounty, including orinth. This creates a strong incentive to begin planning for projected Figure 3-21. NTOG Mobility 2030 System Performance Levels of ongestion 3-26 Source: NTOG
increases in traffic congestion and working immediately to implement plans and ideas which may help to mitigate congestion or which create alternative modes of transportation to increase general mobility within orinth. Vehicular traffic circulation can be influenced by a number of different issues ranging from roadway design, a functional street classification system, a functional non-mobility plan, and transit. Generally speaking, transit and non-motorized opportunities allow for the removal of some automobile traffic from roadways helping the overall traffic flow. onsidering vehicular circulation ironically means considering other mobility options. irculation contains a number of key issues but the basic premise behind circulation is the ability of individuals to move from one point to another point within their neighborhood or community. Several key issues arise in relation to increased vehicular circulation and will be discussed below. Roadway lassifications As provided by Objective 1.1, it is recommended that the thoroughfare system in orinth be updated to provide for a safe and convenient flow of traffic through the ity. urrently, the ity uses a system which divides roadways into three categories; Major Thoroughfare, Thoroughfare, and ollector. Traditionally, most cities use the classifications of Freeway, Major Arterial, Minor Arterial, and ollector to describe street classifications (Table 3-2). Due to orinth being a part of a greater metropolitan planning area, adjusting the current classification system would be beneficial towards regional cooperation and cohesion. urrent Mobility Deficiencies urrently, the ity has a Transportation Plan which reflects future expansion goals. When completed and built to capacity, the system in place will serve to meet the transportation needs of the ity for the foreseeable future. The recommended change, in regards to roadway capacity, is for Post Oak between Lake Sharon and Robinson Road. This roadway was previously classified as a collector roadway with the north and south sections being classified as thoroughfares. The new Mobility Plan recommends this section of Post Oak be in accordance with its north and south sections as a unified minor arterial classification. Regional irculation Put forth in Objective 1.5 is the necessity to ensure that the transportation system within orinth is adequately connected to regional transportation goals and improvements. The 3-27
following are regional transportation issues which have an impact upon circulation within the ity and require conjunctive planning considerations by the ity. Lake Lewisville Toll Bridge As previously discussed in more detail, several major projects stand to have major mobility implications for the. The first of which is the completion of the Lake Lewisville Toll Bridge. The implications of the toll bridge for orinth are immense, considering the fact that an entirely new east-west regional connection through the ity is being created. This will essentially connect orinth to the rapidly growing areas of ollin ounty and will increase through-traffic in the ity. Interstate 35-E Also in regards to regional circulation improvements, Interstate 35-E will be expanded to include eight lanes of traffic and four HOV lanes. This will expand the capabilities of the interstate as far as a regional connector and will help to alleviate some of the projected transportation congestion issues. Also important with this project is new design features which will help to mitigate the dividing factor that a large highway can often create. Atgrade intersections will help connect the east and west sections of orinth as well as create visual opportunities for landscape and architectural design features which promote orinth to visitors along Interstate 35-E. Design features will be discussed under the Roadway Design section. F.M. 2181/F.M. 2499 Additionally, F.M. 2181 and F.M. 2499 are scheduled to be expanded within the very near future. F.M. 2181, in particular, is currently a retail destination within the ity. This roadway connects to the Lake Lewisville Toll Bridge and will eventually serve as a major regional arterial. Expansion of the roadway at current standards will help alleviate long term congestion in this corridor. F.M. 2499 will also play a significant role in helping improve mobility within the city. F.M. 2499 will create a new north-south arterial which will run very near to the western borders of orinth. F.M. 2499 will also create a major arterial which will eventually connect orinth with Flower Mound and DFW Airport in Grapevine. Lake Sharon/Meadows Oak/Dobbs Road Reflected in the ity s current thoroughfare plan is the desire for the creation of a new east/west minor arterial within the ity. The chosen location for this is the Lake Sharon, Meadows Oak and Dobbs Road corridor. This section runs directly through the middle of orinth and a new intersection with Interstate 35-E is planned during the construction of the Interstate. The creation of this minor arterial would also create another connecting roadway between areas on the east and west sides of the interstate and would serve one of the 3-28
possible city center locations. The implementation of this roadway is encouraged for increased circulation within the ity. Quality Roadway Design Standards Another issue related to mobility, as expressed by the PA, is the incorporation of quality design standards for city streets in order to create positive visual perceptions of orinth for residents as well as visitors. Questions such as what type and how much roadway design or landscaping is desired should be addressed. When considering design standards, several issues must be discussed. First, as previously mentioned and described in Objective 2.1, design standards must be in conformance with the functional street classification system. Secondly, roadway design standards should take into consideration the desired functionality of roadways, traffic volumes, as well as adjacent land use. ontextsensitive Design techniques, introduced earlier, should be explored in order to ensure conforming standards which take into consideration roadway character as well as traffic volumes. Further, roadway design standards should strive to incorporate other components such as consistent landscaping, quality business signage, entranceway features, and quality light fixtures. orinth has already taken steps towards this goal through the creation of ordinance number 04-09-02-14 regulating the design of signs along F.M. 2181 and Interstate 35-E. In addition, ordinance number 99-06-17-22 places landscape requirements on businesses within the city. It is recommended that such landscape requirements also be explored for ity right-of-way and uses adjacent to residential areas. 3-29
Interstate 35-E A major transportation corridor in orinth is Interstate 35-E. PA members expressed concern over the visibility of property along the interstate and a desire to create a more positive visual perception of orinth for traffic along the interstate. orinth currently has the opportunity to work with TxDOT to ensure quality design along the interstate during future construction, especially along intersections such as Post Oak Road, Meadows Oak Drive, and orinth Parkway. Gateway opportunities, landscaping, and incorporation of artistic design are encouraged at such intersections. F.M. 2181/Swisher Road F.M. 2181, or Swisher Road, is one of the primary arterials through orinth. It is expected that traffic will only increase due to the completion of the Lake Lewisville Toll Bridge and the projected widening of the roadway from two lanes to six lanes. oncentrations of retail uses exist along Swisher Road, especially near the Interstate 35-E intersection. Roadway design features in this area should focus on improving traffic flow as well as ensuring safe pedestrian options. Access management is an important design tool that can be used to both visually enhance the roadway and promote opportunities for walkability in areas with high retail or commercial uses. Shared access driveways and cross access driveways limit the number of commercial entrances and cause adjoining businesses to utilize one combined driveway (Figure 3-22). This creates more available land for landscaping which enhances the visual perception of commercial areas by buffering roadways from parking areas. Figure 3-22. Shared Access Driveway 3-30
Pedestrian Walkability According to the Victoria Transport Policy Institute, walking can be considered the most basic form of transport, for the following reasons: It is universal. Virtually everybody walks, and virtually all trips include walking links. It is very affordable. Economically and socially disadvantaged people tend to rely heavily on walking for transport. It provides connections between other modes of transport. Automobile, transit and air travel trips all depend on walking. It provides additional benefits, including exercise and enjoyment. 5 The first major issue in addressing walkability is the necessity for pathways. In order for individuals to be able to walk from one location to another there must be the provision of pathways along streets, especially thoroughfares and major thoroughfares. Although this may seem common, there are often times where roadways do not incorporate safe pedestrian options. These types of roadways are uninviting for pedestrians who may not visually perceive a safe walkway to reach their destination. The second issue related to walkability is connectivity. Planning efforts should strive to ensure that sidewalks and pathways are not connections to nowhere but rather extend to different areas of the ity and different land uses. onnections should strive to connect residential neighborhoods to schools ensuring safe pathways for children. Pathways should also connect neighborhoods to nearby parks or recreational facilities. Furthermore, connectivity should also focus beyond residential areas to include retail centers, especially where large concentrations of retail or services are present. The desire in such locations should be to create a sense of walkability between different retail uses encouraging patrons to walk between stores in order to accomplish the individuals shopping needs. Finally, the last major issue related to walkability is the perceived safety of the pedestrian. Safety is often the deciding factor in why some individuals choose to drive to nearby locations rather than 5 Litman, Alexander. Economic Value of Walkability, Victoria Transport Policy Institute. July 2009. 3-31
walk. Automobile dominated development patterns have tended to give greater focus to the automobile rather than the pedestrian. As discussed under quality design standards, access management along major thoroughfares with high retail and commercial concentrations reduces the number of areas where pedestrians must cross flows of traffic. Such standards both visually enhance the roadway while at the same time create a sense of safety for pedestrians. In addition to access management, various traffic calming techniques, landscape design standards, and pedestrian crosswalks can help create a sense of safety Walkways thereby encouraging walkability withinpedestrian the community. Below are images depicting safe and clearly identified pedestrian design (left) as well as images with a lack of safe or clearly designated design (right). Pedestrian rossing Access ontrol 3-32
Trail System An essential component of mobility is considering the impact that bike trails, hike trails, or multi-modal pathways can have on increasing connectivity, especially between various neighborhoods. Many cities incorporate bike trails into the mobility plan due to a desire to create alternative modes of transportation beyond the automobile. Multi-modal pathways are seen as opportunities for residents to walk or bike between neighborhoods and public spaces as well as a means of improving the general quality of life within a community. The has taken proactive measures through the creation of a Non-Motorized System Master Plan which has provided numerous provisions for pedestrian and bike trails throughout the ity. Therefore, all transportation improvements should refer to the Plan and should seek to incorporate and implement suggested pathways wherever possible. The current trail system is an incorporation of both soft and hard surface trails. The system includes trails and pathways along roadways as well as trails through parks and open space locations. In regards to implementation of the Non-Motorized System Master Plan, there are several options which may be examined. 3-33
Figure 3-23 examines three feasible options for the inclusion of pathways and trails into the mobility system. The first image depicts an example of separate bike and pedestrian pathways. This is an important consideration in areas with higher levels of pedestrian and bicycle traffic. Separation protects pedestrians from collision and injury. This example is often difficult to implement due to the required right-of-way; however it is appropriate for areas where right-of-way acquisition is possible. The second image depicts a multi-modal Figure 3-23. Thoroughfare Trail Options trail which incorporates both modes of transportation. Such a provision requires a greater trail width in order to safely accommodate bicyclists. both pedestrians and It is often a more feasible option due to the light nature of pedestrian and bicycle traffic in North Texas. It is also a more economical option due to the reduced amount of right-ofway needed for acquisition. An area of landscaping is recommended between the multiuse pathway and vehicular traffic lanes for safety measures. The third image depicts an option for collector roadways within orinth. Many cities have begun incorporating a painted bicycle lane into roadway design where traffic volumes permit. This is especially popular in more urban environments or areas near concentrations employment. universities of or housing mixed and This method, however, is still applicable in orinth and can be used along collector roadways throughout the ity, such as Meadowview Drive or Oakmont Drive. This is depicted on the Mobility Plan, Plate 3-1, as a Bicycle orridor. This option is often attractive due to the low economic cost of implementation. 3-34
Additionally, many collector roadways are currently built to capacity and the acquisition of further right away is not possible. A painted bicycle lane would be ideal in such a situation. Options to implement and preserve bicycle safety within such areas should be examined and considere Figure 3-24. Painted Bicycle Lane d. The Non-Motorized System Master Plan includes several proposed hard and soft surface trails adjacent to roadways. The ity should continue land acquisition to complete the trails proposed. Grants available from the Texas Parks and Wildlife Department specifically aimed at trail construction should be examined as funding sources in order to complete land acquisition. Such grants totaled $5.3 million dollars in 2008.6 Additionally, two specific amendments to the NonMotorized System Master Plan are recommended. First, a pedestrian and bicycle crossing which would go underneath Interstate 35-E between Meadows Oak Figure 3-25. Proposed Trail Amendments (In Red) Drive and orinth Parkway, is recommended. Secondly, a trail connection between the far southern point of future F.M. 2499 and the proposed trail below the Bluffs at Pinnell Point subdivision is also recommended. This land area is currently floodplain which may help facilitate private funding opportunities and grants specifically aimed at open space and wetland preservation. Finally, a component of the new DTA A-Train rail line is the inclusion of a hard surface trail which will run adjacent to the new rail line linking orinth to surrounding communities. This trail segment is currently reflected in the ity s Non6 Harvey, Tom. TPW ommission Approves $5.3 Million in Recreational Trails Grants. Texas Parks and Wildlife Department. August 21, 2008. 3-35
Motorized System Master Plan. Attempts should be made to integrate this trail segment into the broader context of trail connectivity within orinth, giving residents 3-36 greater mobility options.
Greenway orridors Discussed in the previous section was the need to incorporate pathways and trails into the city thoroughfare plan. The incorporation of greenway corridors into the ity s thoroughfare plan, as well as its cross-sections, is one way of ensuring that multi-modal transportation options are included and considered within thoroughfare design. urrently, the Non-Motorized System Master Plan designates several areas as bike friendly. These locations are located primarily within the confinement of certain neighborhoods or are located along collector roadways which have lower traffic levels, such as Meadowview Drive and Oakmont Drive. The goal of the ity should be to expand the current bicycle friendly options beyond the confinement of the neighborhood and allow bike and pedestrian friendly options throughout the ity. Greenway corridors can accomplish this specific goal by creating safe nonmotorized options along roadways which may carry larger volumes of traffic and create safe options for residents to walk or bike to different neighborhoods, recreational facilities, land uses, and eventually any city center or transit oriented development locations. Greenway corridors not only serve as a means of creating additional non-motorized mobility, but they often can serve to visually enhance roadways within a community through landscaping and perception. Landscaping is encouraged between pathways and vehicle lanes in order to create a feeling of safety for pedestrians and bicyclists, but also for aesthetic quality. The three specific areas recommended for the implementation of greenway corridors in orinth are Post Oak Drive between F.M. 2181 and Robinson Road, Lake Sharon/Meadow Oaks Drive, and orinth parkway. Both Post Oak Drive and Lake Sharon/Meadows Oak Drive are thoroughfares which extend through primarily residential uses. Implementation of these roadways as greenway corridors would ensure compatible roadways with existing neighborhood character and would increase recreational opportunities for residents within surrounding neighborhoods. orinth Parkway is recommended to be included as a greenway corridor due to the locations of ity Hall, North entral Texas ollege, orinth ommunity Park, and the possible transit oriented development opportunity. 3-37
Figure 3-26. Minor Arterial Greenway ross-section The greenway cross-section shown in Figure 326 would be appropriate for areas with sufficient easement or right-of-way opportunities. Opportunities for separate bike and pedestrian lanes or a linear park with a multiuse pathway are feasible considerations. Figure 3-27. Minor Arterial Greenway ross-section Figure 3-27 would be appropriate for major arterial cross-sections through residential areas. Multi-use pathways may be incorporated on one or both sides and opportunities for landscaping buffers between residential homes and roadways are possible. Figure 3-28. ollector Greenway ross-section Figure 3-28 would be appropriate for collector roadways in orinth. Hard surface trails may be incorporated for pedestrians and, depending on traffic flow, bicyclists are able to utilize roadways, preferably with the inclusion of a striped lane. 3-38
Transit Finally, as previously discussed, DTA is in the process of constructing its A-Train commuter rail line which will run through orinth. Although no current plans exist which would include a station in orinth, planning now for long term possibilities can help increase mobility and circulation within the ity if any changes or opportunities arise in the future. Based upon the location of the rail line, the Figure 3-29. DTR A-Train oncept most probable location for a future transit stop in orinth would be on the east side of orinth Parkway and Interstate 35-E. This site location is important for several reasons. First, the location of North entral Texas ollege is a significant feature in this area. Secondly, the location of ity Hall is an important focal point for this section of the ity. Additionally, there are several community parks and recreational facilities within this area of the ity creating both a local and regional draw. Finally, there is the availability of vacant land in this general area which would create opportunities for development around a potential transit stop. The existence of vacant land allows for the creation of unique development which enhances the stations capabilities while also leaving room to mitigate the effects of denser development upon surrounding neighborhoods. The importance of planning now for potential rail stem from the fact that rail stations contain many opportunities, such as transit oriented development, which can be utilized. In addition, transit is only one part of the greater plan for mobility and, therefore, needs to be connected to the greater mobility plan recommendations. If this is done effectively, a station can be much more than simply a stop with in a city. If effectively incorporated into the greater mobility plan, it can serve to enhance the thoroughfare plan as well as the nonmotorized plan and can become a functional part of the greater city it serves. Transit opportunities within orinth go far beyond rail. urrently, DTA operates ommuter Express, ONNET, and the UNT Shuttle in addition to the future A-Train. ommuter Express connects Denton ounty with the DART North arrollton Transit enter and, with eight stops downtown Dallas, it serves as an important transportation option for commuters via bus. ONNET is a local transportation network between Denton, Lewisville and Highland Village. urrently, ONNET operates 286 stops within these three communities. 3-39