HomeMy WebLinkAbout09/13/2021 - Agenda Packet - Bicycle, Pedestrian, and Greenways Advisory BoardCollege Station, TX
Meeting AgendaBicycle, Pedestrian, and Greenways Advisory Board
1101 Texas Ave, College Station, TX 77840Internet: https://zoom.us/j/97985388273 Phone: 888 475 4499 and Webinar ID: 979 8538 8273
The City Council may or may not attend this meeting.
September 13, 2021 3:00 PM Administrative Conference Room
College Station, TX Page 1
This meeting will offer both in-person and remote participation following both the City’s
Guidelines for in-person, virtual attendance, and the speaker protocol in the agenda. The city
uses a third-party vendor to help host the meeting and if the call-in number is not functioning
access will be through the internet link only.
1.Call meeting to order and consider absence requests.
2.Hear Visitors.
Speaker Protocol: An individual who wishes to address the Board regarding any item on the Regular
Agenda, shall register with the Board Secretary prior to 12 p.m. on the day of the meeting. To
register, the individual must provide a name and phone number by calling 979.764.5044 or emailing
gfuentes@cstx.gov prior to 12 p.m. To submit written comments to the Board, email
gfuentes@cstx.gov and they will be distributed to the Board. Upon being called to speak, an
individual must state their name and city of residence, including the state of residence if the city is
located out of state. Speakers are encouraged to identify their College Station
neighborhoodorgeographic location. Each speaker's remarks are limited to three (3) minutes. Any
speaker addressing the Board through the use of a translator may speak for six (6) minutes. At the
(3) minute mark, the Board Secretary will announce that the speaker must conclude their remarks.
3.Agenda Items
3.1.Consideration, discussion and possible action to approve meeting minutes.
Attachments:1.August 2, 2021 Minutes
3.2.Presentation and discussion regarding the Bicycle, Pedestrian and Greenways Advisory Board
calendar of upcoming meetings.
October 18, 2021 ~ Bicycle, Pedestrian and Greenways Advisory Board Meeting at 3:00
p.m.
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Bicycle, Pedestrian, and Greenways Advisory Board
Page 2 September 13, 2021
3.3.Public Hearing, presentation, discussion and possible action regarding a recommendation to
the Planning & Zoning Commission on proposed Chapters 5 and 6 of the 10-year update to the
City of College Station Comprehensive Plan, and associated map updates within the Bicycle,
Pedestrian and Greenways Master Plan.
Sponsors:Alyssa Halle-Schramm
Attachments:1.Memo
2.Comprehensive Plan Chapters 5 and 6
3.List of Pedestrian Changes
4.List of Bicycle Changes
5.Summary of Public Input Comments
6.Map 5.4 Proposed Bicycle Facilities
7.Map 5.5 Proposed Pedestrian Facilities
3.4.Presentation and discussion regarding proposed changes to Bike Share Ordinance.
3.5.Presentation and discussion regarding the Lick Creek Greenway Trailhead and Parking lot.
3.6.Presentation and discussion regarding items on future City Council meetings related to biking,
walking and greenways.
4.Discussion and possible action on future agenda items.
A member may inquire about a subject for which notice has not been given. A statement of specific
factual information or the recitation of existing policy may be given. Any deliberation shall be limited
to a proposal to place the subject on an agenda for a subsequent meeting.
5.Adjourn.
Adjournment into Executive Session may occur in order to consider any item listed on the agenda if a
matter is raised that is appropriate for Executive Session discussion.
I certify that the above Notice of Meeting was posted on the website and at College Station City Hall,
1101 Texas Avenue, College Station, Texas, on September 9, 2021 at 5:00 p.m.
City Secretary
This building is wheelchair accessible. Persons with disabilities who plan to attend this meeting
and who may need accommodations, auxiliary aids, or services such as interpreters,
readers, or large print are asked to contact the City Secretary’s Office at (979) 764-3541, TDD at 1-800-735-2989, or email adaassistance@cstx.gov at least two business days prior to the meeting so that appropriate arrangements can be made. If the City does not receive notification at least two business days prior to the meeting, the City will make a reasonable
attempt to provide the necessary accommodations.
Penal Code § 30.07. Trespass by License Holder with an Openly Carried Handgun."Pursuant to Section 30.07, Penal Code (Trespass by License Holder with an Openly Carried Handgun) A Person Licensed under Subchapter H, Chapter 411,
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Bicycle, Pedestrian, and Greenways Advisory Board
Page 3 September 13, 2021
Government Code (Handgun Licensing Law), may not enter this Property with a
Handgun that is Carried Openly."
Codigo Penal § 30.07. Traspasar Portando Armas de Mano al Aire Libre con Licencia.“Conforme a la Seccion 30.07 del codigo penal (traspasar portando armas de mano al aire libre con licencia), personas con licencia bajo del Sub-Capitulo H, Capitulo
411, Codigo de Gobierno (Ley de licencias de arma de mano), no deben entrar a esta propiedad portando arma de mano al aire libre.”
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MINUTES
BICYCLE, PEDESTRIAN, AND GREENWAYS
ADVISORY BOARD MEETING
Monday, August 2, 2021 3:00 PM
Council Chambers
MEMBERS PRESENT:Chair Elizabeth Cunha, David Higdon, Joy Chmelar and Dennis
Jansen.
MEMBERS ABSENT:Kyle LeBlanc, Kathy Langlotz and Rebecca Brooker.
STAFF PRESENT:P&DS Director Michael Ostrowski, Assistant Director Molly
Hitchcock, Bicycle, Pedestrian and Greenways Planning
Administrator Venessa Garza, Transportation Planning Coordinator
Jason Schubert, Long Range Planning Administrator Alyssa Halle-
Schramm, Administrative Support Specialist Kristen Hejny and
Board Secretary Grecia Fuentes.
AGENDA ITEM NO. 1: Call to Order and consider absence requests.
Chair Cunha called the meeting to order at 3:00 p.m.
There were no absence requests for consideration.
AGENDA ITEM NO. 2: Hear Visitors.
There were no visitors who requested to speak.
AGENDA ITEM NO. 3: Agenda Items.
AGENDA ITEM NO. 3.1: Consideration, discussion, and possible action to approve
meeting minutes.
Board Member Higdon motioned to approve the minutes from June 21, 2021. The motion was
seconded by Board Member Jansen and was approved (4-0).
AGENDA ITEM NO. 3.2: Presentation and discussion regarding the Bicycle, Pedestrian
and Greenways Advisory Board calendar of upcoming meetings.
Monday, September 13, 2021. Bicycle, Pedestrian and Greenways Advisory Board
meeting at 3:30 p.m.
This meeting will be in person. There was general discussion regarding the upcoming
September Board meeting. Ms. Garza stated that Ms. Halle-Schramm will provide an update on
the City’s Comprehensive plan.
AGENDA ITEM NO. 3.3: Presentation and discussion regarding proposed changes
to the City’s Comprehensive Plan.
Ms. Halle-Schramm and Ms. Garza gave a presentation on the City’s Comprehensive Plan
update with an overview and related changes proposed to the Bicycle, Pedestrian, and
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Greenways Master Plan specifically the Bicycle and Pedestrian Maps. There was general
discussion amongst the Board regarding the proposed items.
AGENDA ITEM NO. 3.4: Presentation and discussion regarding the City Council
meetings related to biking, walking and greenways.
There are no items in upcoming City Council meetings related to biking, walking and
greenways.
AGENDA ITEM NO. 4: Possible action and discussion on future agenda items.
A Bicycle, Pedestrian, and Greenways Advisory Board Member may inquire about a
subject for which notice has not been given. A statement of specific factual information
or the recitation of existing policy may be given. Any deliberation shall be limited to a
proposal to place the subject on an agenda for a subsequent meeting.
Chair Cunha requested the following topics for future meetings:
Follow-up on the definition of motorized vehicles and if they are allowed on shared-use
paths.
Construction activity around the Lick Creek Greenway trail and if it could cause the trail
to be closed in the coming months.
Board Member Jansen requested the following topic for a future meeting:
The need for easy access to shared-use paths with sidewalk ramps for bicyclists riding on
the road, like the Lick Creek Greenway trail at Midtown Drive.
Chair Cunha informed the Board Members about the following as it relates to being more bicycle
friendly:
Free helmet giveaways were held at the Fun For All Playground on July 28th and at the
Lincoln Center at their Back-To-School rally on July 31st.
AGENDA ITEM NO. 5: Adjourn.
The meeting adjourned at 4:03 p.m.
APPROVED:ATTEST:
____________________________ ____________________________
Elizabeth Cunha, Chair Grecia Fuentes, Board Secretary
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Planning & Development Services 1101 Texas Avenue, PO Box 9960 College Station, TX 77840
Office 979.764.3570 / Fax 979.764.3496
MEMORANDUM
September 13, 2021
TO:Members of the Bicycle, Pedestrian, and Greenways Advisory Board
FROM:Venessa Garza, AICP, Bicycle, Pedestrian, and Greenways Planning Admin.Alyssa Halle-Schramm, AICP, Long Range Planning Admin.
SUBJECT:Comprehensive Plan 10-Year Update
Item:
Public hearing, presentation, discussion, and possible action regarding a recommendation to
the Planning & Zoning Commission on proposed Chapters 5 and 6 of the 10-year update to the
City of College Station Comprehensive Plan, and associated map updates within the Bicycle,
Pedestrian, and Greenways Master Plan. (Note: Planning & Zoning Commission action on this
item is scheduled for September 16, 2021. Final action on this item is scheduled for the October
14, 2021 City Council Meeting – subject to change.)
Summary:
This item is to consider Chapters 5 and 6 of the proposed 10-year update to the City of College
Station Comprehensive Plan. The proposed update includes revised goals, policies, actions,
narrative, and maps related to bicycle and pedestrian facilities and greenways, along with
associated maps from the Bicycle, Pedestrian, and Greenways Master Plan.
Background:
The proposed update to the Comprehensive Plan stems from the 10-year evaluation of the plan
– branded The Next 10 – that occurred during 2019 and 2020. City staff spent that time
evaluating the plan, considering growth and development trends, and engaging with over 800
citizens and stakeholders from across the community. The evaluation process included
extensive meetings with the Comprehensive Plan Evaluation Committee, City staff, and
leadership, and multiple workshops with the Planning & Zoning Commission and City Council
for guidance and input. The result was the 10-Year Evaluation & Appraisal Report that
recommended plan modifications in response to changing conditions. The City Council
accepted the report in October 2020.
City staff have been working to implement the recommended changes, which include significant
updates to the plan narrative and maps including, but not limited to, updates to Chapters 5 and
6 and associated maps from the Bicycle, Pedestrian, and Greenways Master Plan. Changes to
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Planning & Development Services 1101 Texas Avenue, PO Box 9960 College Station, TX 77840
Office 979.764.3570 / Fax 979.764.3496
future land uses, density, development patterns, and thoroughfares within the Comprehensive
Plan have necessitated changes to those respective maps.
City staff hosted a final round of public engagement efforts throughout August and into
September 2021. This included virtual participation options and in-person open houses. Over
100 participants provided feedback during this final check on the proposed plan update. City
staff have made refinements based on that public input and present the relevant chapters and
maps to the Bicycle, Pedestrian, and Greenways Advisory board for consideration. Staff will
present the updated Comprehensive Plan for consideration by the Planning & Zoning
Commission and possible adoption by City Council.
Supporting Materials:
1.Chapters 5 & 6 of the Updated Comprehensive Plan (Maps 6.1, 6.2, and 6.4 are not included but
don’t affect BPG Board action)
2.Map 5.4 Bicycle Facilities Map from the Bicycle, Pedestrian, and Greenways Master Plan
3.Map 5.5 Pedestrian Facilities Map from the Bicycle, Pedestrian, and Greenways Master Plan
4.List of Bicycle Changes
5.List of Pedestrian Changes
6.Summary of Bicycle and Pedestrian Public Input Comments
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Parks, greenways, and the arts play an integral role in improving quality of life for the
residents of College Station. They foster social, environmental, economic, and health
benefits by uniting families, building cultural diversity, promoting stewardship of
natural resources, attracting businesses, and offering places for a healthy lifestyle.
Parks and greenways create a sense of place and frame neighborhoods into unique
spaces to be enjoyed and explored. Performing and fine arts provide opportunities for
entertainment, education, and culture.
ENGAGING
SPACES5
PROPOSED DRAFT, AUGUST 2021Page 8 of 49
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Goal
Highly desirable parks, greenways, arts and
cultural amenities that support high-quality
experiences for residents and visitors.
Purpose
When College Station residents were asked to
rank enhancements that would make College
Station a better place to live and work, more
parks, greenways, and entertainment were
among the top choices. Also ranking high were
environmental protection, recreation facilities,
addressing drainage and flooding concerns, and
community image and appearance. Residents
view parks, greenways, and the arts as necessities
in College Station. These amenities improve the
character and livability of a city and warrant a
significant level of attention and commitment
of resources. Planning and investing in these
assets are expected and appreciated by current
residents, business owners, and visitors.
The purpose of this chapter is to recognize and
ensure the continued protection and enhancement
of leisure, recreation, and cultural opportunities
available to the residents of College Station
through parks, greenways, and the arts. College
Station enjoys a diverse and educated citizenry
who support and celebrate this vital component of
local quality of life. The City recognizes the value
of the natural environment and its effects upon the
physical and mental health of its citizens.
This chapter sets the framework for the City’s
parks and recreation system and greenways
program. The City has two topic-specific planning
efforts that delve into greater detail regarding the
actions and measures needed to maintain and
grow the City’s parks and recreation system and
greenways program. These are the Recreation,
Park, and Open Space Master Plan, adopted in
2011 and undergoing a major update in 2021, and
the Bicycle, Pedestrian, and Greenways Master
Plan, adopted in 2010 and updated in 2018. The
City of College Station offers its residents a wide
variety of recreation and leisure experiences in
locations across the community.
The City of College Station offers its
residents a wide variety of recreation
and leisure experiences in locations
across the community.
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Existing Conditions
The City of College Station strives to be a leader and innovator in parks and recreation facilities, greenways
preservation, events, programs and cultural amenities.
The City’s parks and greenways span almost 2,000 acres, as viewed in Map 5.1, Parks and Greenways.
City-owned greenway property has been transferred into the parks system in recent years to enhance
its access and public awareness, increase its protection, and provide better connectivity between parks
and greenways. While greenways can provide recreational and mobility purposes, this does not diminish
the role that greenways play in floodplain and storm water management and conservation of the natural
environment.
The parks and recreation system includes a variety of athletic fields and courts, pavilions, biking and
walking trails, exercise stations, playgrounds, dog parks, senior centers, and swimming pools. Other facilities
include an amphitheater and festival site, a skate park, a full-service recreation center, two cemeteries, a
nature center, and an inventory of flat athletic fields and diamonds that routinely host state and national
tournaments for a variety of sports. Programs range from aquatics and swim lessons, athletic leagues for all
ages, and afterschool care to entertainment with the Starlight Music Series and educational classes.
NEEDS ASSESSMENT
The City’s goal is to achieve
seven acres of parkland per
1,000 citizens. A combination
of standards-based and
resource-based approaches
are used to assess the need
for additional parks, recreation
facilities, and greenways within
College Station. The potential
need for additional parkland
acreage to satisfy current and
future demands is determined
by applying the recommended
standards to the current and
future population of the City.
In 2018, a comprehensive needs
assessment was initiated by
City staff, employing the firm of
National Service Research. The
purpose of the study was to provide guidance regarding park, recreation and open space to meet citizen
needs and priorities. The key objectives selected were to identify frequency of park and recreation use,
maintenance rating of parks and recreation facilities, recreation programs of interest, and park facility needs.
These approaches provide a comprehensive analysis for future additions to the parks and recreation system
as well as the greenway system. The Recreation, Park, and Open Space Master Plan and the Bicycle,
Pedestrian and Greenways Master Plan further detail the land, facility, and program needs that surfaced
through planning processes and outline the practices City staff will employ to achieve these objectives.
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1 SUMMIT CROSSING 33 SOUTHWEST
2 CRESCENT POINTE 34 GEORGIE K. FITCH
3 VETERANS PARK &ATHLETIC COMPLEX 35 LONGMIRE
4 UNIVERSITY 36 SANDSTONE
5 BILLIE MADELY 37 STEEPLECHASE
6 NORTHGATE 38 BARRACKS II
7 FIRST DOWN 39 BROTHERS POND
8 LIONS 40 WOODCREEK
9 EASTGATE 41 JACK & DOROTHYMILLER
10 THOMAS 42 BRIAN BACHMANN
11 PARKWAY 43 EDELWEISS
12 RICHARD CARTER 44 MIDTOWN RESERVE
13 MERRY OAKS 45 EDELWEISS GARTENS
14 BRISON 46 CREEK VIEW
15 OAKS 47 HUNTINGTON TRAIL
16 WINDWOOD 48 M.D. WHEELER PH 2
17 SMITH TRACT 49 TEXAS INDEPENDENCE
BALLPARK
18 W.A. TARROW 50 WOODLAND HILLS
19 LUTHER JONES 51 SONOMA
20 ANDERSON 52 REATTA MEADOWS
21 WOLF PEN CREEK 53 SOUTHERN OAKS
22 ART & MYRA BRIGHT 54 BRIDGEWOOD
23 CARTER’S CROSSING 55 CASTLEROCK
24 JOHN CROMPTON 56 PHILLIPS
25 SOUTHLAND 57 WALLACE LAKE
26 GABBARD 58 CASTLEGATE
27 LEMONTREE 59 PEBBLE CREEK
28 BEE CREEK 60 LICK CREEK
29 CY MILLER 61 ETONBURY
30 STEPHEN C. BEACHY
CENTRAL 62 GREENS PRAIRIE
RESERVE
31 HEADLAKE 63 WILDWOOD
32 EMERALD FOREST 64 COVE OF NANTUCKET
PARKS
CEMETERIES
GREENWAYS
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Parks &
Greenways
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73CSTX.GOV | COLLEGE STATION COMPREHENSIVE PLAN
Planning Considerations
College Station’s residents identified various issues and
opportunities facing the community regarding parks,
greenways, and the arts. The planning considerations
highlighted in this section helped shape the action
recommendations that follow.
Growth and changing demographic trends are important
components in determining the development of parks,
greenways, and the arts. College Station has a projected
annual growth rate of 2.8% based on trends from
2010-2020 and is projected to increase to more than
162,500 residents by 2030.1 An increasing population
creates demand for an increased and diverse offering of
programs, facilities, and open space to maintain current
levels of service. Although school and college-aged
residents will continue to make up a large portion of the
population, residents of retirement age are the fastest
growing demographic. This may present a need for more
passive recreation opportunities in the future in a system
currently geared towards more active recreation.
MAINTAINING A PREMIER PARKS AND RECREATION SYSTEM
City staff have identified five pillars to approach the strategic and ongoing actions of the parks and
recreation system in a goal-oriented, systematic fashion:
Experience & Engagement: Create a positive and memorable experience for all customers. Strive
to involve and request input from all park and program participants. Create public awareness of all
programs, facilities, and greenspace.
Capital, Operational & Maintenance Funding: Identify and establish desirable alternatives to fund all
aspects of projects, operations, and maintenance.
Natural Resource Management: Protection of the wildlife, plants, water, and soil of an area, with a
particular focus on quality of life and stewardship.
Growth & Sustainability: Employ and track the demographics and growth patterns of the City to
maintain, secure, and develop desirable greenspace and facilities.
Accessibility & Inclusion: Inclusive and accessible design, affordable pricing and implementation of
programs, activities and facilities that takes into consideration the diversity of the population.
The community must ensure College Station maintains and develops its parks and recreation system
effectively to meet current and future needs. Considerations for the community include: (1) continued
development of a balanced, convenient, and accessible park system, (2) quality park appearance and
maintenance, and (3) coordination, collaboration, and adequate funding.
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Balanced, Convenient, and Accessible Park System
A successful parks and recreation system creates a balance of public open spaces and recreation
opportunities across the community. All residents should have an equal opportunity to access parks and the
facilities they offer to meet recreational and leisure needs.
A comprehensive parks and recreation system also offers a variety of parks, ranging in size and focus to
satisfy diverse social and ecological needs. Greenways now fall under the umbrella of this system and
provide linear connections with trails where appropriate. A variety of indoor and outdoor facilities and
spaces, as well as an adequate assortment of activities and programs, should be provided to meet the
individual and collective needs of all the residents of College Station.
Quality Park Appearance and Maintenance
The condition and appearance of parks is an indicator of
their value to the community. Collectively, parks and public
open spaces can contribute to the aesthetics, natural beauty,
property values, and sustainability of the City.
Facilities and programs such as the Fun for All Playground
that focuses on providing interactive learning opportunities
for all ability levels, the Lick Creek Nature Center educational
programming, and the renovation and expansion of the
Lincoln Recreation Center are just a few of the ways the City
demonstrates its commitment to a well maintained, diverse
parks system that positively contributes to citizens’ quality
of life. Moreover, the Parks & Recreation Department hosts
seasonal events to better serve the community and partners
with the Economic Development & Tourism Department
to promote sports tourism as both an experience and an
economic driver for the community.
Coordination, Collaboration, and Adequate
Funding
As the City continues to grow and develop, College Station
will see an increased demand for parks and recreation
facilities and programs. To meet this increasing demand,
mechanisms that encourage joint acquisition, development,
and funding of public spaces will help the City to stretch
local resources for the development and redevelopment of its parks. City coordination and collaboration
with agencies, such as Brazos County, the College Station Independent School District, the City of Bryan,
Texas A&M University, developers, and other local agencies and organizations mutually benefit all interests
because it eases the municipal tax burden related to parks and recreation demands and enhances the
quality of parks and recreation facilities and programs.
Collaboration requires effective communication and coordination among stakeholders. Through agreements
reached between public/semi-public agencies, as well as partnerships with the private sector, the parks
and recreation system can benefit in the quality and quantity of facilities and programs it offers. Joint
acquisition, construction, operation, and maintenance allow more efficient use of public resources while
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ensuring that the system is well-coordinated and
connected. Effectively leveraging State and Federal
grants and private foundation funds is also important
to developing and sustaining a parks and recreation
system for the long term.
ENHANCING THE GREENWAYS PROGRAM
The purpose of the Greenways Program is to establish
a network of greenways or open space corridors
throughout the community for conservation and to
connect people and places through greenway trails
for recreation and transportation. Considerations for
the community include: (1) promoting the protection
of land to maximize use and enjoyment and the
natural resource stewardship through preservation,
conservation and restoration, as well as (2) creating
connections to key destinations with greenway trails.
Since the adoption of the first Greenways Master
Plan by City Council in 1999, now incorporated into
the Bicycle, Pedestrian, and Greenways Master
Plan, College Station has made progress toward
establishing a network of greenway corridors across
the community. As ongoing urbanization alters
the City’s natural landscape and quality of life, it
is important to continue developing the greenway
system through acquisition and protection.
Greenways serve to protect linear open spaces
that follow natural areas (e.g., rivers and streams
and their floodplains) and man-made features (e.g.,
utility, road,or rail corridors). They should remain
in their natural state except for the introduction of
greenway trails that connect people with places,
where appropriate. Priority greenways to be protected
in College Station currently include the following
creeks: Alum, Bee, Carter, Lick, Spring, Wolf Pen, their
tributaries and floodplains, as well as the Gulf States
Utility Easement.
Greenways provide functional, aesthetic, economic,
and social benefits to the community. From a
functional and aesthetic perspective, greenways
provide for floodplain and stormwater management,
water quality protection, as well as wildlife and
aquatic habitat protection. From a social and
economic perspective, greenways introduce trails in
appropriate locations that provide alternative modes of
transportation, recreation, increased real estate values
to adjacent properties, and tourist revenue.
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Connection of Parks, Schools, and Neighborhoods
Greenway trails connect people and places by providing an alternative mode of transportation for bicyclists
and pedestrians. These linear corridors create safe and convenient opportunities for regional connectivity
between neighborhoods, parks, schools, transit stops, and a variety of key destinations. The benefits of
the parks and recreation system are also enhanced as they become more readily accessible to residents
through a connected network.
The City must balance the preservation of open space and the introduction of trails to minimize
environmental impacts with the other functions of greenways including floodplain management, erosion
control, stormwater management, and the protection of wildlife and plants. Crime prevention through
environmental design and universal design should also be incorporated into the location and design of
greenways trails to ensure safety and accessibility.
Natural Resource Stewardship through Conservation, Preservation, and Restoration
There are a variety of open spaces throughout College Station, the Extraterritorial Jurisdiction (ETJ),
and the City’s public parks and greenways that encompass important natural resources worthy of
environmental protection. Land along major rivers and streams such as the Brazos River, Carter Creek,
and their floodplains, existing utility easements, drainage easements, and agricultural lands in the ETJ, offer
opportunities for land stewardship through conservation, preservation, or restoration. As College Station
continues to develop, protecting its valuable natural resources will be important in maintaining the aesthetic
character and environmental quality of the community.
Restoring and protecting natural areas provides the benefits of outdoor recreation opportunities and
general enjoyment for the community. Rivers, streams, and their riparian buffers serve as amenities which
prevent flood damage, protect wildlife and plant habitat, recharge groundwater resources, provide for
stormwater management, and improve water quality.
Better protection and use of natural areas in and around College Station may be achieved by adopting
sound environmental conservation practices and responsible land development practices. These natural
areas should be incorporated into developments as natural amenities to help sustain their function as
an environmental resource. Doing so requires polices that balance development and natural resource
protection.
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ARTS, CULTURE, AND OTHER LEISURE ACTIVITIES
As the home of Texas A&M University and a growing, vibrant community, College Station increasingly
desires to promote a range of activities to enliven its residents’ leisure time. This includes unique and
integrated opportunities for entertainment, education, and culture. Such amenities clearly boost a
community’s livability and make it more attractive to current and potential new residents, retirees, and
businesses.
The City recognizes the need for leisure activities and provides an ample variety of opportunities ranging
from soccer fields to aquatic recreation opportunities to youth educational programming. Furthermore, the
City provides sports leagues and instructional classes to all ages and abilities. Finally, the network of parks
throughout the City offers great views and endless opportunities to explore nature.
The City’s Role in the Arts
In taking a direct role as both a promoter and purveyor of leisure time pursuits, the City recognizes the
range of interests and abilities that are found across the community. With limited funds and staffing, both
within municipal government and among its various private and nonprofit partners, the City faces the
challenge of being responsive to diverse wants and needs while attempting to focus on core offerings so
that high quality facilities and/or services can be provided and maintained over time. The City also plays a
role in more passive aspects, such as providing support for public art installations which make a statement
about the community and enhance its image at gateway locations, along key corridors, and within parks
and greenways. The City supports nonprofit organizations that seek to increase the quantity of and access
to public art. A wide array of existing public art is available throughout the City, including sculptures, fiber
art, theater and performing arts, and literature and poetry. More than 60 regional nonprofit arts, culture, and
heritage affiliate organizations are represented by the Arts Council of the Brazos Valley.
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Strategic & Ongoing Actions
Based on the considerations above and balancing input from the 2018 Needs Assessment, Council strategic
initiatives, the Parks & Recreation Advisory Board, and the Bicycle, Pedestrian, and Greenways Advisory
Board the actions below aim to implement the goal of highly desirable parks, greenways, and arts and
cultural amenities that support high-quality experiences for residents and visitors. The actions include new,
strategic items as well as ongoing efforts undertaken by the City.
The Recreation, Park, and Open Space Master Plan and the Bicycle, Pedestrian, and Greenways
Master Plan further detail the land, facility, and program needs of the parks and recreation and greenways
systems.
STRATEGIC ACTIONS
5.1 Continue to support, promote, and operate major arts, entertainment, sporting, and cultural
destinations through cumulative attractions. Utilize digital platforms and coordinate with the
Economic Development & Tourism Department to promote cultural and entertainment offerings.
Promote the multi-purpose mission of the Wolf Pen Creek and Northgate Districts as live music
destinations and areas to live, work, and play.
5.2 Maintain and expand community-based greenway and open space preservation programs.
Through the Adopt-a-Greenway and parks volunteer programs, continue involving neighborhood and
community groups in preservation and maintenance programs.
5.3 Continue to expand outreach about the parks and greenway system. Enhance awareness and
accessibility to programs and facilities through the City’s website, publications, and media outlets.
5.4 Support a community-wide public art program. Contribute to the expansion of a public art
program in conjunction with the Arts Council of Brazos Valley, the City of Bryan, Texas A&M
University, and the Texas Department of Transportation.
5.5 Continue leisure, health, and educational programming. Continue the City’s role in offering
leisure, health, and educational activities to citizens of all ages through the City’s Parks & Recreation
department programming.
5.6 Identify and secure public and private funds for the acquisition of parks, greenways, and
facilities. Ensure adequate parkland and greenway provisions through the Parkland Dedication
Ordinance, the Capital Improvements Program, annual budgets, City property acquisition programs,
external dollars, foundations, and public-private partnerships. Explore opportunities for connections
between developments, conservation easements, or additional provisions that require dedication of
open space.
5.7 Continue inter-agency coordination and establish new public-private partnerships to provide
additional amenities, funding, networking, and co-production opportunities. Seek partnerships
with other public agencies and public-private partnerships to provide recreational amenities,
greenways, and services where mutually beneficial opportunities are available to ensure financial
sustainability and quality of all programs.
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5.8 Evaluate, amend, and develop relevant ordinances to protect natural resources, habitats, and
green-water infrastructure. Consider amendments to the Parkland Dedication Ordinance and other
ordinances to include provisions or incentives that encourage developers to design and build parks
and greenway trails that preserve natural areas.
5.9 Investigate the feasibility of incorporating riparian buffer standards to preserve sensitive land
along waterways. Consider the feasibility of amending ordinances to better preserve potentially
sensitive land along waterways to mitigate flood risks, protect water quality, and provide for parks
and greenway opportunities.
5.10 Consider new and enhanced natural resource management strategies that promote
environmental sustainability and stewardship and improve quality of life. Consider the effect
of urban heat islands on the City’s residents, wildlife, and natural environment. Identify areas for
enhanced stewardship practices such as “no mow zones,” native or adaptive plantings, and pollinator
areas to support wildlife and enhance biodiversity.
5.11 Invest in the redevelopment of existing parks. Identify new improvements and continue upgrades
and maintenance to existing park facilities, particularly neighborhood scale parks as detailed in the
Recreation, Park, and Open Space Master Plan, neighborhood, or district plans.
5.12 Conduct community-wide parks and recreation needs assessments and pursue recommended
improvements. Evaluate facilities and programs provided by the Parks and Recreation Department
through community surveys at least every five years. Pursue new programs, physical and operational
improvements, and evaluate ongoing priorities to implement the needs assessment for park facilities
and recreational programs.
5.13 Identify a land acquisition strategy and integrate additional greenspace. Establish a platform
to provide a required and desirable amount of land per citizen, as discussed within the planning
considerations.
5.14 Create connections between key elements of the parks, recreation, greenways systems,
and destinations. As described in the Bicycle, Pedestrian, and Greenways Master Plan and the
Recreation, Park, and Open Space Master Plan, prioritize opportunities to connect parks, greenways,
community facilities, and other destinations.
5.15 Design and construct inclusive, accessible, and sustainable parks and greenway trails.
Consider all citizens’ needs and provide a diverse range of facilities and amenities to accommodate
a variety of experiences and ways of interacting with the world. Encourage developments that are
oriented towards and designed for accessibility to parks and greenway trails.
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PROPOSED DRAFT, AUGUST 2021 80
The economic vitality, character, and identity of College Station depend, in part,
upon a well-connected mobility system. College Station strives to have a system
that provides for multiple modes in the face of an increasing population and traffic
demands. Residents seek a system that responds to this mobility challenge in an
integrated and context sensitive manner. Facilities should accommodate pedestrians,
bicyclists, transit users, and motorists, furthering the City’s efforts to promote positive
community character and identity for all who live, work, and visit College Station.
INTEGRATED
MOBILITY6
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Goal
An innovative, safe, and well-connected, multi-modal mobility system serving all user types that is designed
to support the surrounding land uses.
Purpose
The purpose of this chapter is to guide the creation and implementation of an orderly, reliable, and
integrated mobility system considering all user types. The challenges facing the existing system necessitate
strategic thought about how College Station plans land uses and supports appropriate densities, designs
infrastructure projects that are safer and well-connected, and makes the mobility system more equitable
and user-friendly for all modes. Of particular emphasis is protecting vulnerable road users including
pedestrians and micromobility users like bicyclists. It also requires consideration of the natural environment,
livability, and character of surrounding neighborhoods through context sensitive design, and supporting
transit. Additionally, as transportation trends and technologies continue to evolve, it is imperative that the
community’s mobility system is innovative and can adapt to changing needs and conditions.
This chapter gives an overview of existing conditions, planning considerations associated with the City’s
mobility needs and a discussion on design considerations. It also includes the Thoroughfare Plan
(narrative and Map 6.3), which identifies the needs of the mobility system based on surrounding land uses
and anticipated growth as well as serves as the foundation for the Bicycle, Pedestrian, and Greenways
Master Plan. Finally, there is the identification of strategies and action recommendations that facilitate the
development of an integrated mobility system.
By living in a growing university community,
College Station residents have mobility
options beyond the private vehicle, including
designated bicycle facilities, an extensive
sidewalk network, and local transit services.
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Existing Conditions
THOROUGHFARE NETWORK
The thoroughfare network in College Station and its Extraterritorial Jurisdiction
(ETJ) consists of more than 350 miles of existing streets. The Thoroughfare
Plan develops a network of major streets made up of collectors, arterials, and
freeways that include various levels of bicycle and pedestrian facilities. The Texas
Department of Transportation (TxDOT) plans, constructs, and maintains the
freeways and most major arterial streets in collaboration with the City of College
Station, with most other thoroughfares constructed and maintained by the City
and Brazos County, and some by development. Many of the freeway and arterial
streets have seen substantial increases in traffic volumes over recent decades,
which has necessitated capital improvement projects. The City collaborates with
TxDOT on capital improvements including roadway design and safety upgrades,
pedestrian and bicycle improvements, and enhanced landscaping on roads
managed by TxDOT.
Information and maps related to the street network including traffic volumes and
levels of service are available at the end of this chapter.
BICYCLE AND PEDESTRIAN NETWORK
The bicycle and pedestrian network is comprised of on-and off-street bicycle facilities, off-street shared-
use paths, and sidewalks. Over the past several decades, the City has adopted a series of master plans
addressing the needs of the community, most recently the Bicycle, Pedestrian and Greenways Master
Plan adopted in 2010 and updated in 2018. This action-oriented plan has resulted in an expanded network
through the addition of bicycle and pedestrian facilities on new and reconstructed streets, stand-alone
projects on existing streets in older areas that when developed were not required to provide these facilities,
and shared-use paths along the City’s greenways (also known as greenway trails), streets, and utility
corridors. Texas A&M University has a similar network, facilitating movements on campus and linking with
the City’s network at key intersections.
TRANSIT
A variety of organizations provide transit service in College Station, with the primary providers being Texas
A&M University and the Brazos Transit District. Texas A&M University operates a transit network on and
off campus for students, faculty and staff that carries over 6 million riders per year. Brazos Transit District
operates a transit network for the general public that includes fixed routes, ADA paratransit, and demand
and response service. Additionally, the College Station Independent School District operates a large fleet of
buses used to transport students to and from its schools.
AVIATION
Easterwood Airport connects College
Station to other metropolitan areas of Texas
with connections to the nation. The airport
is served by two commercial airlines and
offers general aviation services.
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Figure 6.1: Activities Analyzed by Travel Demand Model
Urban Activity
Trip Frequency
Destination Choice
Mode Choice
Roadway Route Choice Transit Route Choice
Planning Considerations
INCREASED DEMAND
With the City’s population projected to increase at a 2.8% annual growth rate to approximately 162,500 by
2030, the demand for a safe, reliable mobility system within the City will increase as well. An increase in
traffic demand can create additional traffic congestion and a degradation of levels of service for all modes.
This presents an opportunity for the City to reinvigorate its mobility system by offering a wider range of
quality mobility choices for residents and visitors. Providing a reliable mobility system moves not only
people but goods and services that contribute to the economic vitality of the community.
Without significant investments in new and expanded streets, pedestrian and bicycle facilities, and transit,
the estimated travel demand will result in undesirable traffic congestion in numerous locations around the
community. However, simply increasing street capacity does not solve traffic congestion as motorists soon
fill the additional street space, following an economic principle known as induced demand (in everyday
terms, “if you build it, they will come”). Rather, emphasis must be placed on an increased share of existing
and future resources that support other modes to meet the citizens’ vision for a multi-modal system.
To be successful, a travel demand management program should be incorporated to optimize the mobility
system by helping to reduce vehicular trips and increase walking, bicycling, and transit ridership. Other
strategies include rideshare programs, flexible work schedules, and telework. A shift in mode choice from
a personal vehicle to other modes, however, can be difficult, especially if it compromises convenience
and will require a holistic and intentional approach through education, encouragement, and infrastructure
improvements.
A travel demand model was prepared for this plan, in the manner depicted in Figure 6.1, Activities
Analyzed by Travel Demand Model, using population projections and employment growth in coordination
with the Future Land Use & Character Map (Map 2.2). The model was used to aid in developing the
Thoroughfare Plan and determine mobility needs.
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BICYCLE AND PEDESTRIAN FACILITIES
Well-connected and accessible bicycle and pedestrian
facilities, as part of an integrated multi-modal mobility
system, not only aid in reducing vehicle miles traveled
but enhance quality of life, improve physical and mental
health, and protect the environment. A complete mobility
system that considers bicyclists and pedestrians should
be equitable and socially sustainable by addressing the
needs of all ages and abilities and those who cannot
drive or choose not to drive. It should be inviting, safe,
and provide space for streetscape elements to calm
traffic and provide a more comfortable user experience.
While automobiles will undoubtedly continue to play an
important role in the City’s mobility system, expanding
and enhancing the bicycle and pedestrian network is
intended to shift some journeys away from personal
vehicles.
It is also important for the City to remain cognizant of
trends and best management practices that encourage
bicycling and walking. The Bicycle, Pedestrian, and
Greenways Master Plan places a focus on creating
safe and comfortable spaces for bicycling with separated
bike lanes that help ensure and encourage increased
use. They include on-street bike facilities with a vertical
barrier and street side (or off-street) bike facilities
behind the curb and adjacent to the sidewalk with some
separation. The City should continue to identify where
these types of facilities can be implemented to further
efforts to increase ridership.
The arrival of shared mobility has led to a term called
micromobility. Micromobility refers to lightweight
devices such as bicycles, scooters, skateboards, and
hoverboards. They can be motorized, non-motorized,
individually owned, or shared. In a community where
personal autonomy is highly valued and intense summer
heat often deters walking as a means of transportation,
motorized micromobility has the potential to encourage
increased use. In College Station, a variety of these
vehicles are being used, primarily by students using
personal devices and through Texas A&M University’s
bike share program to travel to and from campus. The
increased use of these different devices has created the
need to consider how they will be safely managed and
how the space that was previously occupied solely by
bicycles is designed and used.
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TRANSIT
Transit will need to play an increasing role in the City’s mobility system to provide travel choices and help
minimize expenses in expanding street capacity. Brazos Transit District is implementing fixed bus stop
locations in many areas of the community though routes operate only on weekdays on generally an hourly
basis and into the early evening. The Texas A&M University transit service operates for longer hours
including weekends and provides service more frequently on its routes, though it covers a smaller area
where there is a higher concentration of students, faculty, and staff. While providing valuable services and
some congestion relief today, the limited network of current transit service will not adequately meet future
needs. Expansion of transit services will be necessary to connect all major activity centers within College
Station, including major employers, dense residential areas, concentrations of student housing, and critical
services such as grocery stores and medical facilities. Also, Texas Central intends to provide high speed
rail service that connect Dallas and Houston with a planned stop in Grimes County near State Highway 30.
Transit or shuttle service should be coordinated so that College Station may be more conveniently linked to
this planned regional service. In the planning of transit services, it is vital that consideration and access be
prioritized for underserved populations and the general public.
When the U.S. Census determines the urbanized areas of the cities of Bryan and College Station
cumulatively exceed a population of 200,000, the Bryan-College Station Metropolitan Planning Organization
(MPO) will be designated as a Transportation Management Area (TMA). The TMA designation results
in reductions in federal funding for transit that would need to be supplemented by local jurisdictions to
maintain the same funding and service. Implications of changes in the level of funding support and potential
changes to service offerings will need to be coordinated with other regional partners.
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EXISTING SYSTEM CONSTRAINTS
The ability to meet future mobility needs is in part constrained by the existing network of streets and
the surrounding natural and built environment. Rights-of-way in the core of the City where system
improvements would be most beneficial in addressing traffic congestion concerns and providing a complete
multi-modal system frequently have widths less than current standards and are commonly encumbered
with utilities, mature vegetation, and canopy trees. These constraints make projects in these areas less
feasible and undesirable due to costs for acquisition of rights-of-way, improvements, and utility relocations
as well as disruption to existing adjacent development.
With the constraints of the existing system, it is important to utilize it in the most efficient way possible
to prioritize available space to be used by the most people and at most times of the day while being
sensitive to the surrounding character and context. This can result in system corridors that are prioritized
differently depending upon the mobility needs. For example, major thoroughfares may prioritize vehicles by
including additional lanes or turn lanes while other thoroughfares may prioritize more complete bicycle and
pedestrian facilities and not prioritize vehicles. In many instances, intersections are the main constraint in
the mobility systems so prioritization of intersection improvements can provide tangible mobility benefits
without having to disrupt the street corridor to the full extent along its entire length.
RELATIONSHIP TO LAND USE PATTERN
A very close relationship exists between the mobility
system and land use patterns. For example, high-volume
six-lane streets, dominated by the personal vehicle, tend
to attract uses such as big-box retail and large apartment
complexes, while deterring other land uses such as walkable
neighborhoods. In a similar manner, land uses arranged
in a mixed-use, dense pattern can reduce the frequency
and length of vehicular trips, and if designed properly,
can promote walking, biking, and transit use, therefore
reducing the demand placed on the street network. The
Future Land Use & Character Map defines an approach
to land use planning and design that, when combined with
a context sensitive solutions approach, will strengthen the
transportation-land use relationship in a positive manner.
CONNECTIVITY
Poor street connectivity can degrade the overall efficiency of the mobility system as trips are funneled to
fewer corridors and may cause the need for more substantial improvements. Development oriented around
cul-de-sacs, as well as neighborhood opposition to street connectivity, has limited connectivity in the City in
the past. Connectivity can also be limited where constrained by natural features such as floodplains.
Future mobility system effectiveness necessitates improved connectivity to facilitate multiple routes to
move traffic to and from destinations. Otherwise, traffic congestion will increase and can lead to additional
traffic through neighborhoods. Increased connectivity must be balanced with resource protection and
neighborhood concerns. Connectivity with and to each of the travel modes is crucial to future accessibility
and mobility. Context sensitive design and traffic calming measures are essential components of any effort
at increased connectivity.
Context Sensitive Solutions
(CSS) is a different approach to
the design and planning of mobility
projects. It balances the competing
needs of stakeholders early on in
the decision-making process. It
offers flexibility in the application of
design, considers aesthetics, and
results in facilities that are safe and
effective for all users regardless of
the mode of travel they choose.
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Arterials spaced one-mile apart may carry significant traffic but may require six lanes, which may be
inappropriate for many contexts and modes such as bicycling and walking. Closer spacing of arterials could
carry the same volume of traffic, reduce the number of lanes necessary, and allow for multi-modal facilities
such as bicycle facilities and wider sidewalks. Likewise, collectors spaced closer together result in shorter
block lengths and promote greater pedestrian and bicycling activities. Local streets should connect as
frequently as practical to the collector network to keep block lengths short and to promote connectivity
throughout the system.
TECHNOLOGICAL INNOVATION, PARKING, AND MOBILITY MANAGEMENT
The rapid pace at which technology and development trends change presents new possibilities for mobility
and land planning. Consideration is needed for Mobility as a Service and home delivery providers, new
development trends, and autonomous vehicles. Digital technologies evolve at an expeditious pace, and
while it is outside the scope of this plan to anticipate the next big technological trend, it is worth noting
how companies like Uber, Zipcar, and Amazon have disrupted the transportation and retail sectors and
have become engrained in daily life. The convenience provided by these and other home delivery services
offers an opportunity to consider approaches related to ride-hailing, ridesharing, shared-fleet services, and
parking management. Transit and micromobility service offerings can be fragmented with information that
can be difficult to find. A user-friendly web-based tool or app with comprehensive information could more
clearly communicate available mobility options other than private vehicles. The consideration of parking
requirements could free up developable land and allow space for circulation and pickup/drop-off zones
within new developments. The development and deployment of autonomous vehicles also needs to be a
consideration in the future planning horizon. Availability of shared autonomous vehicle fleets could prompt a
decrease in persons owning a personal vehicle, alter parking supply needs, and result in changing demands
on the mobility system.
FUNDING
Adequate funding is necessary to construct, operate, and maintain a mobility system that is effective and
safe. Various funding sources are available at the local, state, and federal level. At the local level, funds
include bond programs, certificates of obligation, roadway maintenance fees, and general tax revenues.
New development also constructs and dedicates a portion of street, bicycle, and pedestrian improvements
as part of the development process along with contributing roadway impact fees and fee-in-lieu of sidewalk
construction, as applicable.
At the state and federal level, funding is prioritized and programmed through regional partners such as the
Bryan-College Station MPO, TxDOT, and the Brazos County Regional Mobility Authority (RMA). Some grant
funding opportunities also exist through Community Development Block Grant funds and other state and
federal programs.
The Thoroughfare Plan is intended to consider the ultimate development of the City and the street
network needs. This can make it challenging to consider financial constraints as the need for most planned
improvements depend upon the timing, location, and degree of demand generated by new development. In
evaluating how to best maximize the use of existing funds, a recommended approach is to focus financial
planning efforts by prioritizing the short and near-term needs.
EXTRATERRITORIAL JURISDICTION
The Thoroughfare Plan includes a street network in the ETJ to ensure the reservation of adequate rights-
of-way in a pattern that is dense enough to provide connectivity outside of the city limits. In 2019, the Texas
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State Legislature limited the ability of cities to annex, essentially requiring consent by the residents and/
or property owners within a potential annexation area. With limited opportunity for annexation, the City will
need to continue utilizing other growth management tools such as development agreements and Municipal
Utility Districts (MUDs) to provide services in the ETJ. The changes in annexation law inadvertently
encourage a renewed focus upon infill and redevelopment within the existing city limits. Additional density
within the City’s core can help drive demand for and support the provision of transit and alternative
transportation modes. However, areas in the ETJ must still be connected to the rest of the planning
jurisdiction to provide for connectivity if development on the City’s fringes or annexation does occur in the
future.
PLANNING HORIZON
Though full build-out of the City
is beyond the planning horizon
of this Comprehensive Plan, the
plan’s framework must consider the
mobility needs of the community as it
approaches build-out or the complete
development of all developable land
in the City. This foresight is necessary
to ensure that actions taken within
this planning timeframe do not
preclude future options and offer more
opportunities for future decision-
makers. An example of this approach
is ensuring that rights-of-way are
planned and reserved for a future street
network, even though this capacity is
not expected to be necessary within this
planning timeframe.
More efficient and higher capacity streets, increased access management along heavily traveled corridors,
increased reliance on bicycling, walking, and transit, and the emergence of dense mixed-use developments
are just a few of the possible strategies to serve the build-out population. This plan must respond to this
possible future by providing a high level of connectivity with and to each travel mode and ensure that
rights-of-way are appropriate to accommodate future mobility needs. Access management employed where
appropriate along with street designs that promote multi-modal solutions should also be considered along
with an expansion into future services such as bus rapid transit, light rail, and land use designations that
continue to encourage dense mixed-use development where and when appropriate.
REGIONAL MOBILITY PARTNERS
The City of College Station is one of many entities that has a role in planning, funding, constructing, and
operating mobility facilities. Other entities include the Bryan-College Station MPO, TxDOT, RMA, Brazos
Valley Council of Governments (BVCOG), Brazos County, Brazos Transit District, Texas A&M University, and
the College Station Independent School District. Coordination between these entities is vital to creating a
well-connected system that supports the mobility needs of the region.
The MPO serves as a partner that coordinates regional transportation planning and manages federal
transportation funding that comes to the region. They maintain the Metropolitan Transportation Plan and
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the Transportation Improvement Program. The City has representation on the Policy Board, Technical
Advisory Committee, and Active Transportation Advisory Panel.
TxDOT is responsible for planning, constructing, and maintaining most of the City’s primary mobility
corridors, including State Highway 6, University Drive (FM 60), George Bush Drive (FM 2347), Harvey Road
(SH 30), William D. Fitch Parkway (SH 40), Harvey Mitchell Parkway (FM 2818), Wellborn Road (FM 2154),
and Texas Avenue (BUS 6). They also partner with the City to enhance landscaping within state highway
rights-of-way, provide funding for pedestrian and bicycle facilities, and other safety improvements.
The RMA is an independent governmental agency created by the State of Texas to provide the Brazos
County community with a means of addressing safety and congestion through community consensus. They
work with local jurisdictions and other regional partners to identify funding and help implement the future
vision of transportation in Brazos County.
The BVCOG is also a regional partner who focuses on a variety of topics of importance to its members.
They are involved in planning for and operating transit services for the elderly through the Area Agency on
Aging.
Thoroughfare Plan
The Thoroughfare Plan is based on the projected traffic demand resulting from the anticipated growth in
population and employment and is guided by the proposed Future Land Use & Character Map. In the
development of the Thoroughfare Plan, a travel demand model was used to project the increase in vehicle
trips. This information was used to identify the needed function of the various transportation corridors such
as an arterial or collector. This information also aided in identifying the location of new streets needed either
for capacity enhancements or to provide connectivity, as well as the number of lanes needed for each of the
streets in the system.
With the original planning efforts in 2009, three street network scenarios were developed based on results
from the travel demand model. Each of these scenarios were tested against the community’s goals and
preferences identified in the development of this plan. This testing resulted in the selection of a preferred
scenario that was adopted. While amendments to the Thoroughfare Plan have occurred since 2009, the
approach identified with the preferred scenario remains applicable. Each scenario that was considered is
briefly discussed below.
CURRENT-NETWORK OPTION
This scenario focused future efforts on maintaining the streets and lanes currently in place, with the
additional construction of new streets to serve private development. This scenario resulted in increased
congestion and degradation of levels of service in some of the busiest areas though much of the network
would likely continue to function at acceptable levels of service. This scenario could promote a greater
reliance on transit and other modes of travel, though without the construction of additional facilities
the success of these options was considered questionable. Though offering some advantages, this
scenario was rejected due to the increase in unacceptable levels of congestion, which conflicted with the
community’s desire to manage and reduce congestion.
PROGRAMMED-PROJECT OPTION
This scenario focused future efforts on expanding the capacity of existing streets, adding new streets, and
increasing multi-modal facilities and options as was currently programmed. This scenario would result in the
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construction of more than 130 lane miles in addition to the construction of local streets necessary to serve
private development, several miles of off-street shared use paths, and continued maintenance of the existing
transit system. It was anticipated this scenario would require more than $200 million (in 2009 dollars) in
public funds, as well as expenditures by development interests on streets serving private development.
This scenario accommodated the projected increase in vehicle miles. However, it also resulted in a slight
increase in congestion and degradation of levels of service in specific areas along the network. This
scenario depended on an increase in the use of alternative modes of travel. A modified version of this
scenario was selected as the preferred scenario due to its fiscal practicality, its ability to support expansion
of multi-modal opportunities, and its response to the community desire to manage and reduce congestion.
This option necessitates land use planning that promotes alternative modes of transportation and
reduces the frequency and length of vehicular trips. Additionally, the selected option requires an increased
investment in transit and enhancement of the Thoroughfare Plan in the ETJ to reserve rights-of-way for
future needs and facilitates connectivity.
CONGESTION-REDUCTION OPTION
This scenario focused future efforts on substantial expansion of street capacity and the construction of
new streets. This scenario would result in the construction of more than 440 lane miles in addition to the
construction of local streets necessary to serve private development, several miles of off-street shared use
paths, and continued maintenance of the existing transit system. It was anticipated this scenario would
require more than $650 million (in 2009 dollars) in public funds, as well as expenditures by development
interests on streets serving private development.
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This scenario accommodated the projected increase in vehicle miles, with a decrease in congestion and
maintenance or improvement in levels of service throughout the network. This scenario depended on an
increase in the use of alternative modes of travel, though the general lack of congestion and abundance of
six-lane streets would reduce the likelihood of this occurring. Though meeting the community’s desire to
reduce congestion, this option was rejected due to its high costs and incompatibility with other community
goals and strategies.
PREFERRED SCENARIO
A modified version of the Programmed-Project Option was selected as the preferred scenario based on its
multi-modal cost-effective approach to managing increasing transportation demands balanced with other
community goals and objectives. All new and expanded streets must meet the multi-modal objectives of
this plan. Additional funding must be provided for improvements and expansion to the bicycle, pedestrian,
and transit networks in the City. Finally, it is essential that all streets be designed to enhance their context.
FUNCTIONAL CLASSIFICATION
Functional classification categorizes streets according to the category’s traffic service function they are
intended to provide. All streets are grouped into a class depending on the character of traffic and the degree
of land access they allow. For the purposes of this plan streets are divided into six thoroughfare classes:
freeway/expressway, major arterial (4-lane and 6-lane), minor arterial, major collector, and minor collector.
Freeways/expressways are intended to carry the highest volumes of traffic for the longest distances with
the least amount of direct access. Arterials carry a high volume of traffic and are intended to move traffic
in, out, or around the City. Collectors carry a smaller volume of traffic and allow more access to abutting
properties. Local or residential streets are not considered part of the Thoroughfare Plan as they are
intended to carry low volumes of traffic at slow speeds for short distances and offer the highest level of
access and connectivity. Functional classification identifies the necessary right-of-way width, number of
lanes, and design speed for the thoroughfares. The Thoroughfare Plan and its anticipated performance are
depicted in the following maps: Map 6.1 - 2045 Number of Lanes; Map 6.2 - 2045 Traffic Volumes with
Programmed Projects; Map 6.3 - Thoroughfare Plan – Functional Classification & Context Zones; and
Map 6.4 – 2045 Future Levels of Service.
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Design Considerations
COMPLETE STREETS
Complete Streets are streets designed for everyone with safe access for bicyclists, pedestrians, transit
users, and motorists of all ages and abilities. There is no single design for a Complete Street. Each one is
unique and should relate to its surrounding community context, thus integrating with the context sensitive
approach outlined below. In contrast, incomplete streets are designed with only automobiles in mind,
making alternative transportation choices difficult, inconvenient, and often dangerous.
Complete Streets typically offer many of the benefits that are sought through traditional street design:
increased capacity, decreased travel times, and enhanced safety. Typically, design targets increased street
performance through the addition of vehicle travel lanes. As mentioned previously, adding lanes can induce
demand and does not solve congestion issues on its own. With Complete Streets, street design might
prioritize enhancing sidewalks or pedestrian crossings or repurposing on-street parking for another mode
of travel such as bicycling. Every person who then chooses these other modes of travel is one less driver on
city streets, which reduces congestion and extends the service life of streets.
CONTEXT SENSITIVE SOLUTIONS
Context Sensitive Solutions (CSS) is taking the goal of Complete
Streets and applying it to the process of determining street
cross sections that are most appropriate during construction or
reconstruction projects. CSS is a way of planning and building a
mobility system that balances the many needs of diverse stakeholders.
It also offers flexibility in the application of design, considers aesthetics
and results in facilities that are safe and effective for all users
regardless of the mode of travel they choose. These considerations
include the context and character of development in an area, future
goals for a corridor, and existing or future needs.
While an acceptable Complete Street may be achieved through the
construction of a typical street section design, the CSS process should
be used to determine if and to what degree the design may need to be
changed to achieve the most appropriate section for a corridor.
All necessary information should be assembled to best guide the
street design process. This information should include both traditional
thoroughfare functionality as well as conditions of the surrounding
environment. The Thoroughfare Plan should be referenced to
identify the street functional class and the surrounding context zones.
The identified context zones include Urban Core, General Urban,
Suburban, and Rural and is represented in Map 6.3 Thoroughfare
Plan – Functional Classification & Context Zones.
College Station has numerous tools to select an appropriate Complete Street design – a set of typical
cross sections and a set of recommended context-sensitive cross sections. During new construction,
reconstruction, or widening projects, it should be determined if the typical cross section is most appropriate
to achieve the corridor’s planned transportation goals. If other travel modes or design elements should be
prioritized, then the most appropriate alternative context-sensitive cross sections should be selected.
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93 CSTX.GOV | COLLEGE STATION COMPREHENSIVE PLAN
In general, CSS focus on thoroughfares (arterials and collectors), which are the streets that play the most
significant roles in the street network and offer the greatest multi-modal opportunities. Primary mobility
routes or freeways, such as State Highway 6, are generally intended to move very high volumes of high-
speed traffic through College Station, providing connections to the larger region. These streets should
be the focus of their own unique planning and design process through CSS. Similarly, local or residential
streets are generally not the focus of CSS, however, they should be designed to accommodate bicyclists
and pedestrians and should be interconnected to one another and into the larger street network.
PRIORITIZED MODE CORRIDORS
The existing mobility network has been constructed as the City has grown over time. Many of the network
corridors have constrained right-of-way or narrower pavement widths that may limit the use of the standard
cross section options. In particular, retrofit projects where bicycle and pedestrian elements are being
introduced within existing developed areas may necessitate the development of unique design options.
Ideal cross sections may be difficult to achieve that have the full provision of complete facilities for all modes
due to funding constraints or resulting impacts on surrounding land uses. With these constraints, different
network corridors should be prioritized for different modes. This approach allows a more limited but feasible
mobility network to be created in the constrained environment to provide adequate accommodation for the
various modes.
As mentioned, freeways and major arterial corridors are intended to move high volumes of high-speed
traffic and provide regional connectivity. While it may be possible that these corridors be designed to handle
bicyclists and pedestrians, in general they are designed to accommodate high volumes of vehicular traffic.
These corridors also can carry transit vehicles though accommodating transit stops is more challenging.
Alternative parallel routes should be identified to prioritize modes of travel that cannot be accommodated
on adjacent corridors. Major Collector and Minor Collector corridors are intended to move lower volumes of
vehicular traffic at lower speeds thus providing an opportunity to emphasize non-vehicular modes.
INTERSECTIONS
The design and operation of intersections have
significant impact on the mobility network and context
sensitive design plays a critical role. Multi-modal systems
require the safe movement of pedestrians, bicyclists,
and motorists through intersections. Intersection design
encompasses the intersection itself and the approaches
to the intersection and may impact adjacent land uses.
The Institute of Transportation Engineers has identified
the following principles for the design and operation of
intermodal intersections:
• Minimize conflicts between modes
• Accommodate all modes with the appropriate levels of service for pedestrians, bicyclists, transit, and motorists
• Avoid elimination of any travel modes due to intersection design
• Provide good driver and non-driver visibility
• Minimize pedestrian exposure to moving traffic
• Design for low speeds at critical pedestrian-vehicle conflict points
• Avoid extreme intersection angles and break up complex intersections with pedestrian refuge islands, and
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94CSTX.GOV | COLLEGE STATION COMPREHENSIVE PLAN
• Ensure intersections are safe and fully
accessible for all, with provisions for
people of varying abilities and people
with vision or hearing impairments
As a street network experiences more traffic
congestion, intersections become the weak
link or choke point in the mobility system
and are the location of the greatest conflict
points and safety concerns between different
modes and users. In many instances, existing
intersections have been designed to prioritize
vehicles and have resulted in gaps for other,
more vulnerable users at the locations of
greatest conflict. Innovations in intersection
design in recent decades have developed
alternatives to the traditional intersection
that offer options to enhance safety that can
also maintain or increase street capacity.
Some examples of these intersections
include modern roundabouts, protected
intersections for vulnerable street users, and
cross-over intersections like the diverging
diamond interchange and displaced left
intersections. As mobility needs are assessed
and prioritized, a greater emphasis should
be placed on intersection improvements
that remove gaps in the mobility system and
appropriately accommodate all users within
the given context.
OTHER CONSIDERATIONS
In complete street and context sensitive
design, several other design components
must be considered that respond to
creating an integrated mobility system.
These include, but are not limited to design
speed, access management along with
the placement and design of crosswalks,
bus stops, curb extensions, and pedestrian
refuges. Guidance documents from the
Institute of Transportation Engineers (ITE),
American Association of State Highway
and Transportation Officials (AASHTO), and
National Association of City Transportation
Officials (NACTO) should be consulted for
the proper and safe application of these
components.
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95 CSTX.GOV | COLLEGE STATION COMPREHENSIVE PLAN
Strategic & Ongoing Actions
The actions listed below are aimed at implementing the goal of an innovative, safe, and well-connected,
multi-modal mobility system serving all user types that is designed to support the surrounding land uses.
The actions include strategic items as well as ongoing efforts undertaken by the City.
STRATEGIC ACTIONS
6.1 Implement complete street and context sensitive design. Amend the street cross sections and
update the Unified Development Ordinance, the Bryan-College Station Unified Design Guidelines,
and the City’s capital improvement process to implement context sensitive and complete street
design such as prioritized mode corridors, reconstruction projects in established neighborhoods, and
in areas where right-of-way is constrained.
6.2 Conduct a Thoroughfare Plan audit. Consider alternatives to relieve congestion anticipated with
long term growth and evaluate adjustments to the Thoroughfare Plan based on existing street
context.
6.3 Enhance and upgrade intersections. Improve multimodal efficiency through roundabouts and
protected intersections to improve safety and reduce congestion.
6.4 Continue to evaluate and implement best management practices to increase bicycle and
pedestrian use. Build on the existing network of infrastructure to increase safety and comfort for all
users such as separated bike lanes and shared use paths.
6.5 Undertake streetscape improvements within gateways and image corridors. Identify
locations and implement targeted infrastructure and streetscape improvements (perhaps through
partnerships) to improve aesthetics. Consider operation and maintenance costs when identifying
appropriate improvements.
6.6 Evaluate transit funding partnerships. To prepare for reductions in Federal transit funding from
the region’s growth, the City should explore regional partnerships to maintain and improve transit
services. Transit services should link activity centers, major employers, dense residential areas,
concentrations of student housing, and provide access for underserved populations and the general
public.
6.7 Prioritize programs and improvements that will reduce vehicular demand. Consider an
emphasis on bicycle and pedestrian facilities, transit services, parking and other programs that can
reduce vehicular demand, particularly in areas adjacent to campus.
ONGOING ACTIONS AND POLICY DIRECTION
6.8 Maintain the various funding programs for mobility projects. These include the Bryan-College
Station Metropolitan Planning Organization Transportation Improvement Program, the Brazos
County Regional Mobility Authority, and the City’s capital improvements program.
6.9 Fund bicycle and pedestrian infrastructure and safety improvements. Dedicate funding for
system improvements and maintain collaborative partnerships as detailed in the Bicycle, Pedestrian,
and Greenways Master Plan.
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96CSTX.GOV | COLLEGE STATION COMPREHENSIVE PLAN
6.10 Develop performance measures, collect transportation data, and monitor trends. Performance
measures will help evaluate the effectiveness of the mobility system. Data to be collected could
include traffic volumes, levels of service, vehicle miles traveled, transit ridership, pedestrian
and bicycle facility usage, and safety data on vehicle crashes and those involving bicyclists or
pedestrians. This data will also help to target future improvements.
6.11 Evaluate Traffic Impact Analysis (TIA) requirements. Consider updates to the traffic mitigation
thresholds for intersections impacted by new development. The requirements could also be
amended to address internal site elements such as circulation, queuing, connectivity, as well as
bicycle/pedestrian infrastructure.
6.12 Evaluate and update access management strategies. Coordinate with the Bryan-College Station
Metropolitan Planning Organization to align regional standards along thoroughfares to preserve
modal efficiency throughout the street network.
6.13 Develop and implement a travel demand management program. Build upon existing services
and including real-time traffic information, traffic incident alerts, ridesharing programs, promotion of
flexible work schedules, and encouragement of dense mixed-use development in strategic areas.
Page 35 of 49
M AP 6.3
Functional
Classification &
Context Class
UNIVERSITY DRUNIVERSITY DRGEORGE BUSH DRGEORGE BUSH DRSOUT
H
WEST
SOUT
H
WEST PKWYPKWYFM 281
8
FM 281
8
TE
X
A
S
A
V
E
S
TE
X
A
S
A
V
E
S
F
M
2
1
5
4
F
M
2
1
5
4
SH
6
S
SH
6
SHARVEY RDHARVEY RDGRAHAM RDGRAHAM RDBARRON RDBARRON RDHOL
LEMAN
DR
SHOL
LEMAN
DR
S
SH
6
S
SH
6
SWILLIAM D. FITCH PKWYWILLIAM D. FITCH PKWYROCKROCKPRAIRIEPRAIRIE RDRD
GREENS PRAIRIE RDGREENS PRAIRIE RDHWY 30
FM
2
1
5
4
FM
2
1
5
4FM 60FM 60MINOR COLLECTOR
MAJOR COLLECTOR
MINOR ARTERIAL
4 LANE MAJOR ARTERIAL
6 LANE MAJOR ARTERIAL
FREEWAY/EXPRESSWAY
GRADE SEPARATION
THOROUGHFARE PLAN
URBAN CORE
GENERAL URBAN
SUBURBAN
RURAL
CONTEXT ZONES
CITY LIMITS
ETJ
BRYANBRYAN
Page 36 of 49
#* - Additional changes based on public input
Number Street Name From To Current Plan Proposed Plan Rationale
1 Maple Ave
extension First St Cherry St No Sidewalk Add Sidewalk
Create new street on the Thoroughfare Map and add a sidewalk as the street
extension was proposed in Northgate Operations Plan. Provides opportunity
to create direct route between College Main and Wellborn Rd.
2 Jane St 135 Ft SE Of
Cooner St Cooner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
3 Eisenhower St 180 Ft SE Of
Cooner St Cooner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
4 Eisenhower St 400 Ft SE Of
Cooner St Cooner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
5 Nimitz St 415 Ft SE Of
Cooner St Cooner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
6 Nimitz St University Dr E Cooner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
7 Macarthur St University Dr E Cooner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
8 Jane St University Dr E 375 Ft NW Of
University Dr E No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
9 Poplar St Texas Ave Eisenhower St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
10 Poplar St Texas Ave 165 Ft NE Of
Texas Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
11 Poplar St Eisenhower St 445 Ft SW Of
Eisenhower St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
12 Eisenhower St University Dr E 225 Ft SE Of
University Dr E No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
13 Eisenhower St University Dr E Ash St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
List of Pedestrian Changes
Page 37 of 49
Number Street Name From To Current Plan Proposed Plan Rationale
14 Nimitz St University Dr E Ash St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
15 Poplar St Eisenhower St Turner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
16 Poplar St Eisenhower St Turner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
17 Live Oak St Texas Ave Eisenhower St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
18 Live Oak St Eisenhower St Turner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
19 Turner St Poplar St 145 Ft SE Of
Ash St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
20 Ash St Eisenhower St Turner St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
21 Eisenhower St 775 Ft NW Of
Lincoln Ave Lincoln Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
22 Avenue A Lincoln Ave 500 Ft NW Of
Lincoln Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
23 Francis Drive 245 Ft NE Of Texas
Ave Texas Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
24 Gilchrist Ave Foster Ave Puryear Dr No Sidewalk Add Sidewalk Add connection from City Hall to Thomas Park
25 Moss St Texas Ave Foster Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
26 George Bush Dr E Harvey Rd Dominik Dr No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
27 Scarlett Ohara Dr University Oaks
Blvd Harvey Rd No Sidewalk Add Sidewalk Add existing street to the Thoroughfare Map and add a sidewalk.
28 Grove St Wellborn Rd 135 Ft NE Of
Wellborn Rd No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
29 Highlands St George Bush Dr Luther St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
30 Grove St Highlands St Montclair Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
31 Fidelity St Wellborn Rd Montclair Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
Page 38 of 49
Number Street Name From To Current Plan Proposed Plan Rationale
32 Luther St 120 Ft NE Of
Wellborn Rd
145 Ft NE Of
Highlands St No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
33 Luther St Montclair Ave 170 Ft SW Of
Montclair Ave No Sidewalk Add Sidewalk Add sidewalk in redevelopment area identifed in the Future Land Use &
Character Map
34 Towers Pkwy
extension Holleman Dr S Cain Rd No Sidewalk Add Sidewalk
Create new street on the Thoroughfare Map by extending Towers Pkwy to
intersect Holleman Dr S at Kenyon Dr and add a sidewalk. This would replace
Cain Rd as thoroughfare connection to Holleman Dr S.
35 Cain Rd Holleman Dr S Old Wellborn
Rd Add Sidewalk Remove
Sidewalk
Remove from Thoroughfare Map as being replaced by Towers Pkwy
extension to Holleman Dr S and remove sidewalks.
36 Corporate Pkwy 2000 Ft NW Of
William D Fitch Pw
William D Fitch
Pw Add Sidewalk Realign Sidewalk
Realign thoroughfare and sidewalk to Spearman Dr extension at William D
Fitch Pkwy as preliminary engineering report determined aligning to Pebble
Creek Pkwy is not feasible to meet US Army Corps of Engineers
requirements.
37 Gateway Blvd Lakeway Dr Sh 6 No Sidewalk Add Sidewalk Add existing street to the Thoroughfare Map and add a sidewalk on one side.
38 Old Royder Rd Royder Rd Victoria Ave No Sidewalk Add Sidewalk Add existing street to the Thoroughfare Map to create a connection between
Victoria Ave and Royder Rd and add a sidewalk.
39 Future Collector Royder Rd Future
Collector Add Sidewalk Remove
Sidewalk
Remove from the Thoroughfare Map as collector due to limited connectivity
in an area designated as Rural outside the City limits and remove sidewalks.
40 Future Collector Royder Rd 2500 Ft SE Of
Royder Rd Add Sidewalk Realign Realign on the Thoroughfare Map to the north to remove current offset at
Royder Rd with future collector to the east and realign sidewalk.
41 Ash St Eisenhower St Texas Ave No Sidewalk Add Sidewalk
Add new street connection to the Thoroughfare Map between Texas Ave and
Eisenhower Dr. Area designated as Urban Center on Future Land Use and
Character Map and connection could occur if properties redevelop in the
future.
42 Post Oak Mall
Collector Holleman Dr E Harvey Rd No Sidewalk Add Sidewalk
Add new street connection to Thoroughfare Map between Harvey Rd and
Holleman Dr E and add a sidewalk. Area is designated as Urban Center on
Future Land Use and Character Map and connection could occur if property
redevelops in some form in the future.
Page 39 of 49
Number Street Name From To Current Plan Proposed Plan Rationale
43*Connector Arboles Cir Comal Cir No Sidewalk Add Sidewalk Identifed in the South Knoll Neighborhood Plan as a needed connection for
students to access the A&M Consolidated High School.
44*Southwest Pkwy SH 6 Wellborn Rd
Proposed and
Existing Bike
Route
Upgrade to
Shared Use
Paths on both
sides
Need for an improved type of facility for biking which will also be used by
pedestrians.
Page 40 of 49
#* - Additional changes based on public input
Number Street Name From To Current Plan Proposed Plan Rationale
1 Maple Ave First St Wellborn Rd No Bicycle
Facility Add Bike Route
Add existing street to Thoroughfare Map as the street extension was proposed in
Northgate Operations Plan and add a bike route. Provides opportunity to create
direct route between College Main and Wellborn Rd.
2 Maple Ave extension Cherry St First St No Bicycle
Facility Add Bike Route
Create new street on Thoroughfare Map and add a bike route as street extension
was proposed in Northgate Operations Plan. Provides opportunity to create direct
route between College Main and Wellborn Rd.
3 Scarlett Ohara Dr University
Oaks Blvd Harvey Rd Add Bike Route Upgrade to
Bicycle Facility Add existing street to Thoroughfare Map and upgrade to bicycle facility.
4 Normand Dr Ponderosa Dr Rock Prairie Rd No Bicycle
Facility Add Bike Route Add existing street to Thoroughfare Map and add bicycle facility.
5 Towers Pkwy
extension Holleman Dr S Cain Rd No Bicycle
Facility
Add Bicycle
Facility
Create new street on Thoroughfare Map by extending Towers Pkwy to intersect
Holleman Dr S at Kenyon Dr and add a bicycle facility. This would replace Cain Rd as
thoroughfare connection to Holleman Dr S.
6 Cain Rd Towers Pkwy Holleman Dr S Add Bicycle
Facility
Remove Bicycle
Facility
Remove from Thoroughfare Map as being replaced by Towers Pkwy extension to
Holleman Dr S and remove bicycle facility.
7 Bridle Gate Dr Longmire Dr State Highway
6
No Bicycle
Facility Add Bike Route Add existing street to Thoroughfare Map and add bicycle route.
8 Brandenburg Lane Eagle Ave Graham Rd No Bicycle
Facility Add Bike Route Add existing street to Thoroughfare Map and add bicycle route.
9 Corporate Pkwy
2000 ft
northwest of
William D.
Fitch Pkwy
William D.
Fitch Pkwy
Add Bicycle
Facility
Realign Bicycle
Facility
Realign thoroughfare and bicycle facility to Spearman Dr extension at William D
Fitch Pkwy as preliminary engineering report determined aligning to Pebble Creek
Pkwy is not feasible to meet US Army Corps of Engineers requirements.
10 Old Royder Rd Royder Rd Victoria Ave No Bicycle
Facility Add Bike Route Add existing street to Thoroughfare Map to create a connection connection
between Victoria Ave and Royder Rd and add a bike route.
List of Bicycle Changes
Page 41 of 49
Number Street Name From To Current Plan Proposed Plan Rationale
11 Future Collector Future
Collector Royder Rd Add Bicycle
Facility
Remove Bicycle
Facility
Remove from Thoroughfare Map as collector due to limited connectivity in an area
designated as Rural outside the City limits and remove bicycle facility.
12 Future Collector
2,500 ft
southeast of
Royder Rd
Royder Rd Add Bicycle
Facility
Realign Bicycle
Facility
Realign on Thoroughfare Map to the north to remove current offset at Royder Rd
with future collector to the east and realign bicycle facility.
13 Riva Ridge Rd Calumet Trail Woodlake Dr No Bicycle
Facility Add Bike Route
Add existing street to Thoroughfare Map to relocate future collector that was
planned across developed residential lots to an existing street and add a bike
route.
14 Oldham Oaks Ave
extension Riva Ridge Rd Woodlake Dr Add Bicycle
Facility
Remove Bicycle
Facility
Remove future collector extension from Thoroughfare Map across developed lots
and relocate connection to existing Riva Ridge Rd and add a bicycle facility.
15 Ash St extension Texas Ave Eisenhower St No Bicycle
Facility
Add Bicycle
Facility
Add new street connection to Thoroughfare Map between Texas Ave and
Eisenhower Dr and add a bicycle facility. Area designated as Urban Center on
Future Land Use & Character Map and connection could occur if properties
redevelop in the future.
16 Nimitz St Lincoln Ave University Dr
East
No Bicycle
Facility
Add Bicycle
Facility
Add existing street to Thoroughfare Map and add a bicycle facility. A traffic signal is
being installed on University Drive at Nimitz St and will likely increase usage of the
street. The change could be coupled with potential downgrade to Eisenhower St.
17 Post Oak Mall
Collector
Holleman Dr
East Harvey Rd No Bicycle
Facility
Add Bicycle
Facility
Add new street connection to Thoroughfare Map between Harvey Rd and
Holleman Dr E and add a bicycle facility. Area is designated as Urban Center on
Future Land Use and Character Map and connection could occur if property
redevelops in some form in the future.
18*Texas Ave
Harvey
Mitchell
Parkway
South
George Bush
Drive
Proposed Bike
Route
Upgrade to
Bicycle Facility Need for an improved type of facility for biking
19*Southwest Pkwy SH 6 Wellborn Rd
Proposed and
Existing Bike
Route
Upgrade to
Shared Use
Paths on both
sides
Need for an improved type of facility for biking and walking
Page 42 of 49
Comment
Number
Map Name Source Category Location Comment
1 Bicycle &
Pedestrian
Virtual
Maps
I like this Proposed Shared-use Path on
Rock Prairie Road
A bike lane or path on Rock Prairie would be a gift from the gods.
2 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have concerns
about this
Lick Creek Greenway Trail at
William D. Fitch Parkway
This is hopeless at present if you want to get onto Fitch and not go into Pebble Creek! There
should be a way on and off Fitch without clambering around on one side or wading through
mud on the other!
3 Bicycle &
Pedestrian
Virtual
Maps
I like this Proposed Shared-use Path on
William D. Fitch Parkway
This junction is difficult for cyclists at present, would be great to make it easier.
4 Bicycle &
Pedestrian
Maps
Virtual
Maps
I like this Proposed Bicycle Facility at SH6
and William D. Fitch Parkway
If the proposal here is to find a way for cyclists to get under 6 without the danger of Fitch as it
currently is here, that would be fantastic!
5 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have concerns
about this
Rock Prairie Road and Wellborn
Road
This junction is currently a horror for cyclists. It is so dangerous to cross Wellborn at Rock Prairie
here! Even at the pedestrian crossing, drivers turn right off Rock Prairie into Wellborn and I
have nearly been hit. Making this junction safer for pedestrians and cyclists would be really
good.
6 Bicycle &
Pedestrian
Virtual
Maps
I have concerns
about this
Shared Use Path proposed
along Utility Easement
Why not use the existing crossing under WDF?
7 Bicycle &
Pedestrian
Virtual
Maps
I have concerns
about this
Shared Use Path proposed
along Utility Easement
Why cant these two bike and path lines be combined?
8 Bicycle &
Pedestrian
Virtual
Maps
I have concerns
about this
Existing Bike Route at the end
of Forest Oaks Drive
Why does this deadend here?
9 Bicycle &
Pedestrian
Virtual
Maps
I have concerns
about this
Wellborn Community Where is the connectivity here?
10 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Existing Bike Lane on Jones
Butler Road
I believe that the bicycle path along Jones Butler to Marion Pugh should be two lanes on one
side of the road in order to create a safe route and encourage substantial use of this route.
11 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Existing Bike Route on Dexter
Drive
This blue line on Dexter indicates a bike lane. Changing this to a red or green trail would
enhance this area tremendously. It would make a safe area for students/professors to bike to
campus and it would begin a GREEN corridor from Brison Park to Gabbard Park. This would
begin a larger enhancement campaign to give more outdoor activities to all residents of College
Station.
Public Comments on Bicycle and Pedestrian Maps
Page 43 of 49
Comment
Number
Map Name Source Category Location Comment
Public Comments on Bicycle and Pedestrian Maps
12 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Existing Bike Route on Dexter
Drive
If the Dexter trail were changed to be a red or green trail with a defined bike lane, then this
could then lead to the next change, which is making the trail on Haines to be a red or green trail
as well with well-defined bike lanes. This trail then leads all the way to Lemon Tree Park. Again,
you are creating a loop around this highly populated park of College Station--you want to create
an experience...you can bike for long lengths of time safely to green parks. These green parks
can be updated as well. This is good for young children, young families, students, middle aged
citizens, older citizens.
13 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Existing Bike Lane on Anderson
Street
The Anderson bike lane should be updated to a GREEN trail, adding trees along the way to make
it an outdoor experience. This trail connects the schools to three parks in the inner city of
College Station. Anderson Trail connects A&M Consolidated/Oakwood, Anderson Park (more
entrances and things to do could be added here), Lemontree Park, down to Bee Creek Park and
the cemetery. This could be a main biking trail in the city! Picture people biking to the tennis
courts at Bee Creek and professors biking their children to school from all of the neighborhoods
nearby.
14 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Existing Bike Lane on Holleman
Drive
It is absolutely great that Holleman has a red trail, but it would be even better to update it to
GREEN, adding trees along the way. This bike trail can lead from John Crompton to Wolf Pen
Creek Park. These trails need to be so nice that we can add them to the All Trails app for hikers
and bikers. Trails should be added at both of these parks so that both walkers and bikers can
continue to enjoy the outdoors in beautiful College Station!
15 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Proposed Bike Route on Texas
Avenue
Texas Avenue should be updated to be either a red or green trail. There needs to be a
designated trail for bikers. This can be seen in other college towns where students ride scooters
and bike easily through town. Texas Avenue is the entrance into the city and needs to look
updated. The first step might be to update this trail all the way down to the interchange at
highway six and Texas Ave.
16 Bicycle &
Pedestrian
Virtual
Maps
I like this Proposed Shared Use Path on
F&B Road
Great!
17 Bicycle &
Pedestrian
Virtual
Maps
I have an idea or
alternative
F&B Road on TAMU Property A multiuse sidewalk is needed along F&B road. There is no sidewalk at present, which is quite
unbelievable to me. Please partner with TAMU to build this.
18 Bicycle &
Pedestrian
Virtual
Maps
I have an idea or
alternative
Proposed Sidewalk on Walton
Drive
A sidewalk is needed along Walton Dr. I believe this should be a high priority.
Page 44 of 49
Comment
Number
Map Name Source Category Location Comment
Public Comments on Bicycle and Pedestrian Maps
19 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Intersection of University Drive
and Tarrow Street
The crossing signal at University and Tarrow needs to be modified to give pedestrians priority
when they push the button for crossing. Currently, traffic going south on Tarrow gets a green
light when the pedestrian crossing signal is lit. A large percentage of drivers turn west on
university in front, or potentially into, pedestrians crossing in the sidewalk. Currently, it is safer
to jaywalk instead of using the button to activate the pedestrian signal. Easy modifications to
save lives/injuries are to 1) Delay the green signal for drivers when the pedestrian button is
pushed, 2) Set up a highly visible flashing red signal for drivers when the pedestrian signal is
activated. Seems like a "cheap" solution to a currently dangerous situation.
20 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Intersection of Walton Drive
and Texas Avenue
The current traffic signal cycle is dangerous for pedestrians/cyclists. When the pedestrian signal
is activated, cars should not be allowed to turn right or left. It is not unusual for cars to
disrespect the pedestrian signal. Very easy and cheap change to make.
21 Bicycle &
Pedestrian
Maps
Virtual
Maps
I like this Shared Use Path proposed
along Wellborn Road between
George Bush Drive and Luther
Street
This mixed use path is extremely needed as walkability from the neighborhoods south of
campus to campus is sorely lacking. extending it further maybe down to holleman would be
ideal
22 Bicycle &
Pedestrian
Virtual
Maps
I have concerns
about this
Wellborn Road near Southwest
Parkway
Welborne Road is in DIRE need of a protected bike lane that connects the university to the
apartments south of Harvey Mitchel Pkwy
23 Bicycle &
Pedestrian
Virtual
Maps
I have an idea or
alternative
George Bush Drive near
Penberthy Boulevard
Protected Bike lane separate from Pedestrians. Gets rid of conflict between two modes of
sustainable transportation
24 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have concerns
about this
Proposed Bike Route on Texas
Avenue
Shared with vehicles on a 45mph?!?! no.
PLEASE make separate protected bike lanes on Texas, will improve business accessibility for
everyone.
25 Bicycle &
Pedestrian
Maps
Virtual
Maps
I have an idea or
alternative
Existing Bike Route on
Southwest Parkway
I live on Southwest. Riding the bike on the side walk is horrible, and going on the street is scary
and cars usually speed here. LOWER speed limits, or give bikes the proper street space like a
bike lane or protected bike lane
26 Bicycle &
Pedestrian
Open
House
I like this Proposed Bike Lanes on
Holleman Drive West
Bike lanes connecting Holleman and Wellborn would be awesome!
27 Bicycle &
Pedestrian
Maps
Open
House
I like this Proposed Bike Lanes on
Proposed Street through the
Lone Star Pavilion Shopping
Center
Bicycle lane addition is needed in this area. It is a big hazard for the public to ride bikes around
here.
Page 45 of 49
Comment
Number
Map Name Source Category Location Comment
Public Comments on Bicycle and Pedestrian Maps
28 Bicycle &
Pedestrian
Open
House
I like this Existing Buffered Bike Lanes on
George Bush Drive
I love how the newly painted bike lanes are so much wider = safer which is great!
29 Bicycle &
Pedestrian
Maps
Open
House
I have an idea or
alternative
Existing Bike Route on Dexter
Drive and Welsh Avenue
Welsh & Dexter as current bike paths are death traps thru College Park. Perhaps closing Welsh
to cars (except for property owners) & use it as a pedestrian/bike only pathway - especially on
big events.
30 Bicycle &
Pedestrian
Maps
Open
House
I have an idea or
alternative
Intersection of Welsh Avenue
and Harvey Mitchell Parkway
Sun sails; artificial shade for pedestrians/bicyclists waiting at intersection. Very hot to sit and
wait for light.
31 Bicycle &
Pedestrian
Open
House
I have concerns
about this
Proposed Bike Lanes on
Woodcreek Drive
Please update map; Woodcreek presently has a bike lane with designation.
32 Bicycle &
Pedestrian
Maps
Open
House
I have concerns
about this
Intersection of Victoria Avenue,
Welsh Avenue and Rock Prairie
Road
It is so important to improve the bike facilities at Rock Prairie/Welsh & Victoria intersection! I
bike through almost daily as I drop my son off for school. I'd LOVE the shared use path to be
funded & built!!
33 Bicycle &
Pedestrian
Maps
Open
House
I have an idea or
alternative
Anderson Street, George Bush
Drive, Dexter Drive and
Holleman Drive
Create loops in the city, green loops. #1 Anderson, George Bush, Dexter, Holleman
34 Bicycle &
Pedestrian
Maps
Open
House
I have an idea or
alternative
Existing Bike Route on Dexter
Drive
Change Dexter to a green mixed use path on one side. Any road where you have limited space...
combine the existing skinny paths/sidewalks to a lonegr, useable path.
35 Bicycle &
Pedestrian
Maps
Open
House
I have an idea or
alternative
Holleman Drive On Holleman, one side of the road could ne changed to a green shared-path. There is a skinny
sidewalk and skinny bike path. Combine these for one large path. Holleman can connect three
parks.
36 Bicycle &
Pedestrian
Open
House
I have concerns
about this
Existing Bike Route on
Longmire Drive
The blike lane disapears for 2 blocks!
37 Bicycle &
Pedestrian
Open
House
I have an idea or
alternative
William D. Fitch Parkway Expand William D. Fitch to include wider turning lanes and increased bike paths to connect all
communities.
38 Bicycle &
Pedestrian
Maps
Open
House
I have an idea or
alternative
Proposed Shared Use Path
along Carters Creek
I think it would be fabulous to add bike paths/pedestrian paths through the green areas on the
other side (east) of HWY 6. This would give outdoor activities and green for all residents of
College Station.
39 Bicycle &
Pedestrian
Maps
Open
House
I like this Proposed Sidewalk on Greens
Prairie Road (county section)
I know this section is the County, but I'd love to see the sidewalk available for the school aged
kids who walk & bike to school.
Page 46 of 49
Comment
Number
Map Name Source Category Location Comment
Public Comments on Bicycle and Pedestrian Maps
40 Bicycle &
Pedestrian
Maps
Open
House
I like this Proposed Sidewalks in Eastgate
Redevelopment Area
Pedestrian map will be welcomed. This will help keep folks off my lawn.
41 Bicycle &
Pedestrian
Maps
Open
House
I have concerns
about this
Proposed Sidewalks on
Fairview Avenue and Montclair
Avenue
Proposed sidewalks down Fairview and Montclair will take out 100 yr old oaks unless alternate
construction is enforced by council (i.e. gravel, raised decking on piers).
42 Bicycle &
Pedestrian
Open
House
I have concerns
about this
Proposed Sidewalk on Foxfire
Drive
I think it is essential to fund sidewalks along this section of Foxfire Dr. It is dangerous at present
to pedestrians and bicyclists.
43 Bicycle &
Pedestrian
Maps
Open
House
I have concerns
about this
Lick Creek Greenway Trail at
Midtown Drive
The underpass at Midtown Dr and the greenway trail. It always floods and then is closed. People
ignore the barriers. We should fix the problem so the trail is useful all year round!
44 Bicycle &
Pedestrian
Maps
Open
House
I like this Existing Sidewalks behind
Oakwood Intermediate School
I am so happy to see 10' side walks behind Oakwood/AMCMS for the safe walking of students.
Also thank you for taking down a tree at glade + P.P. which cast so much shadow on students
crossing PP that drivers on Glade couldn't safely see them.
45 Bicycle &
Pedestrian
Maps
Open
House
I have concerns
about this
Normand Drive, Jennifer Drive
and Wildrye Drive
Normand Dr, Jennifer Dr, and Wildrye Dr. need sidewalks and street lights. People have to walk
in streets which are littered w/ nails, glass, metal, etc. Lights would help deter crime. Cars litter
and congest Wildrye. Very unsightly.
46 Bicycle &
Pedestrian
Open
House
I have an idea Near Castlegate Subdivision More walking paths will encourage increased health and possible fewer health problems, and
encourage families walking more together.
47 Bicycle &
Pedestrian
Maps
Open
House
I have concerns
about this
Comal Circle and Arboles Circle Pedestrian path between Comal Circle and Arboles. I spoke to Venessa Garza and she was very
helpful. She was aware of the issue from a previous CS survey in 2013/2014.
Page 47 of 49
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Bike Facility Proposed
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College Station ETJ
Page 48 of 49
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Sidewalk Existing
Sidewalk Funded
Sidewalk Proposed
Multi-use Path Proposed
Grade Separation Existing
Grade Separation Funded
Grade Separation Proposed
Brazos County
College Station City Limit
Texas A&M University Property
Easterwood Airport
CSISD Property
College Station Parks
College Station Greenway
CSISD Schools
Brazos Streets
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College Station ETJ
Multi-use Path Existing
Multi-use Path Funded
Page 49 of 49