HomeMy WebLinkAbout07/02/2012 - Agenda Packet - Bicycle, Pedestrian, and Greenways Advisory Board
BICYCLE, PEDESTRIAN, AND GREENWAYS ADVISORY BOARD July 2, 2012 3:00 P.M. City Hall Council Chambers 1101 Texas Avenue College Station, Texas
AGENDA BICYCLE, PEDESTRIAN, AND GREENWAYS ADVISORY BOARD Monday, July 2, 2012, 3:00 PM City Hall Council Chamber 1101 Texas Avenue College Station, Texas, 77840 1. Call to Order 2. Hear
Visitors At this time, the Chairman will open the floor to citizens wishing to address the Board on issues not already scheduled on today's agenda. The citizen presentations will be
limited to three minutes in order to accommodate everyone who wishes to address the Board and to allow adequate time for completion of the agenda items. The Board will receive the information,
ask city staff to look into the matter, or will place the matter on a future agenda for discussion. (A recording is made of the meeting; please give your name and address for the record.)
3. Consideration, discussion, and possible action to approve meeting Minutes. June 4, 2012 4. Presentation, possible action, and discussion regarding upcoming item(s) for the Planning
and Zoning Commission: Rezoning – Joint Research Valley BioCorridor Development Project (Located between State Highway 47, Raymond Stotzer Parkway, Turkey Creek Road and the City limit)
Preliminary Plan -Caprock Crossing (950 William D. Fitch Parkway) Preliminary Plan – Shenandoah Phase 15-17 (4000 Alexandria Avenue) Final Plat -Brazos Valley Church of Christ
(13979 Wellborn Road) 5. Presentation and discussion regarding an update on the following item(s): Lick Creek Greenway Trail 6. Presentation, possible action, and discussion regarding
amendments to sidewalk requirements contained in the Unified Development Ordinance and Bryan/College Station Unified Design Guidelines. 7. Presentation, possible action, and discussion
regarding the Southside Area Neighborhood Plan. 8. Presentation and discussion regarding the Wellborn District Plan. 9. Presentation and discussion regarding the Bicycle, Pedestrian,
and Greenways Advisory Board calendar of upcoming meetings. July 5, 2012 ~ Planning and Zoning Commission Meeting ~ Council Chambers ~ 6:00 p.m. July 10, 2012 ~ Southside Area Neighborhood
Plan ~ Open House ~ Council Chambers ~ 6:00 p.m. July 19, 2012 ~ Planning and Zoning Commission Meeting ~ Council Chambers ~ 6:00 p.m. August 2, 2012 ~ Planning and Zoning Commission
Meeting ~ Council Chambers ~ 6:00 p.m.
August 6, 2012 ~ Bicycle, Pedestrian, and Greenways Advisory Board ~ Council Chambers ~ 3:00 p.m. 10. 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. 11. Adjourn. Notice is hereby given that a Regular Meeting of
the Bicycle, Pedestrian, and Greenways Advisory Board of the City of College Station, Texas will be held on Monday, July 2, 2012 at 3:00 p.m. at the City Hall Council Chamber, 1101 Texas
Avenue, College Station, Texas. The following subjects will be discussed, to wit: See Agenda Posted this the____day of________________, 2012 at____p.m. CITY OF COLLEGE STATION, TEXAS
By _____________________________ Sherry Mashburn, City Secretary By _____________________________ David David Neeley, City Manager I, the undersigned, do hereby certify that the above
Notice of Meeting of the Bicycle, Pedestrian, and Greenways Advisory Board of the City of College Station, Texas, is a true and correct copy of said Notice and that I posted a true and
correct copy of said notice on the bulletin board at City Hall, 1101 Texas Avenue, in College Station, Texas, and the City’s website, www.cstx.gov. The Agenda and Notice are readily
accessible to the general public at all times. Said Notice and Agenda were posted on__________, 2012 and remained so posted continuously for at least 72 hours preceding the scheduled
time of said meeting. This public notice was removed from the official posting board at the College Station City Hall on the following date and time: ______________________ by _______________________
__. Dated this _____ day of____________, 2012. CITY OF COLLEGE STATION, TEXAS By_____________________________ Subscribed and sworn to before me on this the day of_______________, 2012.
______________________________ Notary Public-Brazos County, Texas My commission expires:_________________ This building is wheelchair accessible. Handicap parking spaces are available.
Any request for sign interpretive service must be made 48 hours before the meeting. To make arrangements call (979) 764-3517 or (TDD) 1-800-735-2989. Agendas may be viewed on www.cstx.gov.
MINUTES BICYCLE, PEDESTRIAN, AND GREENWAYS ADVISORY BOARD Monday, June 4, 2012 3:00 PM City Hall Council Chambers 1101 Texas Avenue College Station, Texas, 77840 MEMBERS PRESENT: Vice-Chairman
Sherry Ellison, Greg Stiles, Jeff Young and James Batenhorst MEMBERS ABSENT: Chairman Blanche Brick, David Russell and Marcy Halterman-Cox VISITORS PRESENT: None STAFF PRESENT: Greenways
Program Manager Venessa Garza, Staff Planner Lauren Hovde, and Board Secretary Kristen Hejny AGENDA ITEM NO. 1: Call to Order. Vice-Chairman Ellison called the meeting to order at 3:08.
AGENDA ITEM NO. 2: Hear Visitors There were no visitors to address the board. AGENDA ITEM NO. 3: Consideration, discussion, and possible action to approve meeting Minutes. Greg Stiles
motioned to approve the meeting Minutes from May 7, 2012. The motion was seconded by Sherry Ellison, and the motion was approved (4-0). AGENDA ITEM NO. 4: Presentation, possible action,
and discussion regarding upcoming items for the Planning and Zoning Commission: Rezoning – 4080 State Highway 6 South; A-O to PDD Staff Planner Lauren Hovde discussed the rezoning
for 4080 State Highway 6 South. There was general discussion. There was no motion to be made. AGENDA ITEM NO. 5: Presentation and discussion regarding an update on the following item(s):
Lick Creek Greenway Trail Venessa Garza discussed updates on this item There was general discussion.
AGENDA ITEM NO. 6: Presentation and discussion regarding the Southside Area Neighborhood Plan and Wellborn District Plan. Venessa Garza discussed updates on both plans and their upcoming
meetings. There was general discussion. AGENDA ITEM NO. 7: Presentation and discussion regarding the Bicycle, Pedestrian, and Greenways Advisory Board calendar of upcoming meetings.
Venessa Garza discussed upcoming meetings. There was general discussion. AGENDA ITEM NO. 8: 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. James Batenhorst requested a future agenda item regarding the requirement
of sidewalks along frontage roads. Sherry Ellison asked about the status of a previously requested agenda item regarding bike lanes at the intersection of State Highway 6 and William
D. Fitch Parkway and safety concerns. Jeff Young requested a future agenda item regarding stormwater requirements during construction in relation to the bike lanes and sidewalks at Tower
Point. Sherry Ellison requested a future agenda item regarding the upcoming Planning and Zoning Commission meeting on amendments to the stormwater ordinance. AGENDA ITEM NO. 9: Adjourn.
The meeting adjourned at 3:47 p.m. APPROVED: ATTEST: ____________________________ ____________________________ Sherry Ellison, Vice-Chairman Kristen Hejny, Board Secretary
1101 Texas Avenue, P.O. Box 9960 College Station, Texas 77842 Phone 979.764.3570 /Fax 979.764.3496 MEMORANDUM DATE: June 20, 2012 TO: Members of the Bicycle, Pedestrian, and Greenways
Advisory Board FROM: Jason Schubert, AICP, Principal Planner jschubert@cstx.gov SUBJECT: Upcoming Planning and Zoning Commission Items Item: Presentation, possible action, and discussion
regarding upcoming items for the Planning and Zoning Commission. Background: The following items will be discussed at an upcoming Planning and Zoning Commission meeting and are before
you for consideration due to their relationship to biking, walking, or greenway components. 1) A Rezoning request from A-O (Agricultural-Open) to PDD (Planned Development District) for
the establishment of land uses and development standards for the Joint Research Valley BioCorridor Development Project on 147 acres generally located between State Highway 47, Raymond
Stotzer Parkway, Turkey Creek Road, and the City limit. 2) A Preliminary Plan for Caprock Crossing Crossing located at 950 William D. Fitch Parkway. It is zoned C-1 (General Commercial)
and is approximately 34 acres. A waiver to block length is being requested. 3) A Preliminary Plan for Shenandoah Phases 15-17 located at 4000 Alexandria Avenue. It is zoned R-1 (Single-Family
Residential) and A-O (Agricultural-Open) and is approximately 28 acres. A multi-use path is proposed to go through this property. 4) A Final plat with a waiver request for Brazos Valley
Church of Christ located at 13979 Wellborn Road. It is zoned A-O (Agricultural-Open) and is approximately 5 acres. A waiver to the sidewalk requirements is being requested.
Attachments: 1. Joint Research Valley BioCorridor Development Project a. Location Map 2. Caprock Crossing a. Location Map b. Block Waiver Exhibit 3. Shenandoah Phase 15-17 a. Location
Map b. Draft version of Preliminary Plan 4. Brazos Valley Church of Christ a. Location Map b. Final Plat
1101 Texas Avenue, PO Box 9960 College Station, Texas 77842 Phone 979.764.3570 /Fax 979.764.3496 MEMORANDUM June 25, 2012 TO: Members of the Bicycle, Pedestrian, and Greenways Advisory
Board FROM: Jason Schubert, AICP, Principal Planner SUBJECT: Amendments to Sidewalk Requirements Item: Presentation, possible action, and discussion regarding amendments to sidewalk
requirements contained in the Unified Development Ordinance and Bryan/College Station Unified Design Guidelines. Item Summary: The current Comprehensive Plan was adopted by City Council
in May 2009. It contains a vision statement that served as a guide in the development of the plan and a basis for policy going forward. This vision statement has also been incorporated
into the City’s Strategic Plan 2010-2015 as the Community Vision. Portions of the vision statement are applicable when considering policy and ordinance requirements regarding sidewalks.
The applicable statements include: Increasing and maintaining the mobility of College Station citizens through a well planned and constructed inter-modal transportation system. Developing
and maintaining quality cost-effective community facilities, infrastructure and services which ensure our City is cohesive and well connected. In addition, the City Council has established
“Improve Multi Modal Transportation” as one of the five goals in their Strategic Plan. When revisions to the subdivision regulations were adopted by City Council in January 2011, a number
of various standards and procedures were amended. Included in these revisions were changes to sidewalks requirements. It is important to note that the applicability of when a sidewalk
is required is contained in the subdivision regulations in
Home of Texas A&M University the Unified Development Ordinance (UDO) while the standards and details for sidewalk width, placement, and construction are contained in the Bryan/College
Station Unified Design Guidelines adopted jointly with the City of Bryan. As background, prior to the revisions in January 2011, the ordinance required sidewalks to be placed on both
sides of all thoroughfares, on one side of residential streets, and were not required on cul-de-sacs unless a pedestrian Access Way was provided through the end of the cul-de-sac. With
the adoption of the revisions, the standard increased to implement the Comprehensive Plan and adopted goals by requiring sidewalks on both sides of all streets, including residential
streets and cul-de-sacs. When considering these revisions during their public hearing, the Planning & Zoning Commission recommended that a sidewalk also be required around the bulb of
a cul-de-sac. As part of the revisions, several exemptions were added for rural roadways and existing residential streets unless planned on the Bicycle, Pedestrian, and Greenway Master
Plan and more options were provide to permit the use of the sidewalk fund in lieu of sidewalk construction. Over the last year, City management and staff have held regular meetings with
the local home builders association and other development interests. The purpose of these meetings has been to discuss issues related to standards and practices in the development process.
During these discussions, several items were identified related to current sidewalk requirements. Developer’s request: Not require sidewalks around the bulb of a cul-de-sac; Require
sidewalks only on one side (not both sides) of residential and cul-de-sac streets; and Reduce the width of sidewalks: o on residential streets from 5 feet to 4 feet; o on thoroughfares
sidewalks not located at the back of curb from 6 feet to 5 feet; and o on thoroughfare sidewalks located at the back of curb from 8 feet to 6 feet with the brick paver inlay along the
back of curb not being required. Staff has reviewed the existing ordinance and has discussed and negotiated through some of the requested items. Staff recommendation: Remove the requirement
for a sidewalk around the bulb of a cul-de-sac. This requirement was not proposed by staff with the revised ordinance, does not provide a substantial pedestrian facility, and would match
the City of Bryan’s current requirement. A sidewalk, however, would still be required in this area when a pedestrian Access Way is located out the end a cul-de-sac; Reduce the width
of sidewalks on thoroughfares from 6 feet to 5 feet when a existing striped bike lane has been provided on the street. This reduction in width recognizes that some of the need for the
larger sidewalk facility is being accommodated with bike lane and that the bike lane also helps serve as a buffer between pedestrians and vehicular traffic; and Remove the option to
construct thoroughfare sidewalks back of curb on new streets. This would help implement the Comprehensive Plan which depicts street cross sections with sidewalks located away from the
back of curb to provide
Home of Texas A&M University additional roadside buffer between pedestrians and vehicular traffic. Sidewalks may be located at back of curb where specific design considerations warrant
or conflicts exist. Based on recent action of the Planning & Zoning Commission, remove the requirement for sidewalks along streets classified as Freeway/Expressway on the City’s Thoroughfare
Plan. The current requirement exempts sidewalks along Freeways that do not have frontage roads though require them when a frontage road exists. A multi-use path would still be required
along Freeways in the locations shown on the Bicycle, Pedestrian, and Greenways Master Plan. Staff does not support the request to not require sidewalks on both sides of all applicable
streets as this does not further the City’s adopted goals to increase mobility and improve multi modal transportation facilities. Staff also does not support the reduction of the residential
and cul-de-sac street sidewalk from 5 feet to 4 feet as adherence to ADA requirements becomes problematic and sidewalks become too narrow. Where the clear path of a sidewalk is less
than 5 feet in width, a landing area that is 5 feet by 5 feet is required at least every 200 feet. This may be difficult to comply with this requirement with multiple driveways and various
lot layouts. In addition, a 5-foot width provides a more superior facility for mobility for pedestrians to walk beside and past one another. In revising and clarifying the standards,
staff also proposes to allow the sidewalk fund option to be utilized when a multi-use path facility is located along or within their proposed development. The above revisions and the
removal of the requirement for a sidewalk around the bulb of a cul-de-sac and along Freeways/Expressways are revisions to the UDO while changes in sidewalk width and placement will be
done administratively by staff in a joint effort between engineering staff of the City of College Station and the City of Bryan. Attachment 1. Red-line of UDO Section 8.2.K Sidewalks
pc: Case file #11-00500205
Article 8. Subdivision Design and Improvements 8-1 Unified Development Ordinance 04/26/2012 City of College Station, Texas Article 8. Subdivision Design and Improvements 8.2 General
Requirements and Minimum Standards of Design for Subdivisions within the City Limits K. Sidewalks 1. Policy Sidewalks should be located and constructed so as to provide a safe and effective
means of transportation for non-vehicular traffic. 2. Required Sidewalks a. Sidewalks shall be required on both sides of all streets, including cul-de-sacs, except as follows or as provided
elsewhere in this UDO. b. Where a multi-use path is shown along a street on the Bicycle, Pedestrian, and Greenways Master Plan, the sidewalk may be incorporated as part of the multi-use
path. 3. Sidewalk Exceptions Sidewalks are not required: a. Around the bulb of a cul-de-sac unless an Access Way is provided through the cul-de-sac; a.b. Along a street classified on
the Thoroughfare Plan as a Freeway/Expressway that does not have frontage roads. Sidewalks, Sidewalks, however, shall be provided along frontage roads of a Freeway/Expressway; b.c. Along
streets identified on the Thoroughfare Plan with an Estate/Rural context; c.d. Along new or existing streets within a Rural Residential subdivision constructed to the rural section;
or d.e. Along existing local/residential streets unless sidewalks have been identified in the Bicycle, Pedestrian, and Greenways Master Plan or in the applicable neighborhood, district,
or corridor plan. 4. Standards Sidewalks shall be constructed in accordance with the following criteria: a. The B/CS Unified Design Guidelines and all applicable state and federal requirements;
b. Consistent with the minimum standards necessary to meet the projected nonvehicular traffic demand in the area; c. Sidewalks shall maintain a minimum clear width as set forth in the
B/CS Unified Design Guidelines; and d. All sidewalks shall terminate into streets or driveways with ambulatory ramps. 5. Timing of Construction Except as set forth below, all required
sidewalks must be constructed concurrently with the street, or if the street is already constructed prior to acceptance of all public improvements. a. Residential Subdivisions At the
time of final plat application, the subdivider may opt to defer the construction of sidewalks on residential streets along single-family, duplex, or
Article 8. Subdivision Design and Improvements 8-2 Unified Development Ordinance 04/26/2012 City of College Station, Texas townhouse lots for up to one year from approval of the final
plat when the subdivider provides a bond or surety in accordance with Section 8.6 Construction, Guarantee of Performance, and Acceptance of Public Infrastructure. The subdivider shall
provide a sidewalk plan with the final plat construction documents and installation of the sidewalks shall comply with this plan. Notwithstanding the foregoing, this provision does not
allow the deferment of the construction of sidewalks along thoroughfares, sidewalk ramps at all street intersections, and sidewalks along residential streets that are not adjacent to
a residential lot such as along a common area, creek crossing, or park. Other pedestrian facilities such as Access Ways and multiuse paths shall be constructed at the same time as the
public infrastructure of the plat. b. Fee in Lieu of Construction 1) Fee in Lieu Except for development located within the Northgate zoning districts, a developer may request to pay
a fee in lieu of constructing the required sidewalk(s) or multi-use pathrequired in this Section upon approval by the Planning and Zoning Commission as set forth below. 2) Amount of
Fee The amount of fee in lieu of sidewalk construction shall be a unit cost determined by the City Engineer based upon current estimated costs. The unit cost fee shall be kept on file
in the Office of Planning and Development Services and made available to the pubic upon request. The unit cost fee calculation shall be reviewed at least annually by the City Engineer
and adjusted as necessary. 3) Criteria to Allow Fee in Lieu The Planning and Zoning Commission may authorize a fee in lieu of sidewalk or multi-use path construction when it determines
that one or more of the following conditions exists: (a) An alternative pedestrian way or multi-use path has been or will be provided outside the right-of-way; (b) The presence of unique
or unusual topographic, vegetative, or other natural conditions exist so that strict adherence to the sidewalk requirements contained herein is not physically feasible or is not in keeping
with the purposes and goals of this UDO or the City’s Comprehensive Plan; (c) A capital improvement project is imminent that will include construction of the required sidewalk. Imminent
shall mean the project is funded or projected to commence within twelve (12) months; (d) Existing streets constructed to rural section that are not identified on the Thoroughfare Plan
with an Estate/Rural context; (e) When a sidewalk is required along a street where a multi-use path is shown on the Bicycle, Pedestrian, Greenways Master Plan; (f) The proposed development
is within an older residential subdivision meeting the criteria in Section 8.2.H.2 Platting and Replatting within Older Residential Subdivisions of this UDO; or (g) The proposed development
contains frontage on a Freeway/Expressway as designated by Map 6.6, Thoroughfare Plan-Functional Classification, in the City’s Comprehensive Plan. 4) Use of Fee
Article 8. Subdivision Design and Improvements 8-3 Unified Development Ordinance 04/26/2012 City of College Station, Texas The City Council hereby establishes sidewalk zones as show
in the map attached as Figure 1 of this section and which map shall be kept in the Office of Planning and Development Services and made available to the public upon request. Fees collected
in lieu of sidewalk or multi-use path construction shall be expended in the sidewalk zone within which the proposed development is located. Fees collected in lieu of sidewalk construction
shall be used only for construction, reconstruction, or land acquisition costs associated with sidewalks, multi-use paths, and other non-vehicular ways. Figure 1 – Sidewalk Zone Map
5) Reimbursement The City may, from time-to-time, acquire land for sidewalks or make sidewalk improvements related to actual or potential development. If this occurs, the City may require
subsequent sidewalk obligations to be a fee rather than construction in order to reimburse the City for the cost associated with acquisitions or construction. 6) Fee Due Fees paid pursuant
to this Section shall be remitted to the City when the guarantee of construction of public improvements for the proposed development is due or upon commencement of construction, whichever
occurs first. 7) Special Fund; Right to Refund
Article 8. Subdivision Design and Improvements 8-4 Unified Development Ordinance 04/26/2012 City of College Station, Texas All fees received by the City in lieu of sidewalk or multi-use
path construction shall be deposited in a fund referenced to the sidewalk zone to which it relates. The City shall account for all fees in lieu of sidewalk construction paid under this
Section with reference to the individual development involved. Any fee paid for such purposes must be expended by the City within seven (7) years from the date received by the City.
Such funds shall be considered to be spent on a first-in, firstout basis. If not so expended, the landowners of the property on the expiration of such period shall be entitled to a prorated
refund of such sum. The owners of such property must request a refund within one (1) year of entitlement, in writing, or such refund will be barred.
1101 Texas Avenue, P.O. Box 9960 College Station, Texas 77842 Phone 979.764.3570 /Fax 979.764.3496 MEMORANDUM DATE: June 20, 2012 TO: Members of the Bicycle, Pedestrian, and Greenways
Advisory Board FROM: Jennifer Prochazka, AICP, Principal Planner jprochazka@cstx.gov SUBJECT: Southside Area Neighborhood Plan Item: Presentation, possible action, and discussion regarding
an update on proposed changes to the Bicycle, Pedestrian, and Greenways Master Plan based on the Southside Area Neighborhood Plan. Background: The planning process for the Southside
Area Neighborhood Plan began in the fall of 2011 with a neighborhood‐wide Kick‐Off Meeting in September, followed by an Issues & Opportunity meeting in November. Additional Small Area
Meetings and a special public meeting regarding redevelopment were conducted in the spring of 2012. A Neighborhood Resource Team, composed of area residents and property owners, was
also formed and has met each month to provide additional guidance to the formation of the Plan’s goals, strategies, and actions. The final public meeting, an Open House to present the
draft Plan and receive feedback, is scheduled for July 10, 2012. Revisions will be made based on the feedback. One of the components of the Southside Area Neighborhood Plan is a Mobility
chapter, which recommends changes to the planned bicycle and pedestrian facilities in the Bicycle, Pedestrian, and Greenways Master Plan. This item is presented to receive feedback from
the Board on the proposed changes to the Master Plan. The proposed Southside Area Neighborhood Plan is scheduled for final BPG Advisory Board recommendation on Monday, August 6, 2012.
A public hearing and recommendation from the Planning & Zoning Commission is scheduled for August 16, 2012, followed by City Council’s final action on August 23, 2012. Attachments: 1.
Draft Southside Area Neighborhood Plan Mobility Chapter with associated maps
Southside Area Neighborhood Plan Mobility Element Page 1 of 32 College Station is a town of movers and shakers; as well as drivers, walkers, runners, bikers, and skaters. This variety
of movement necessitates multiple modes being considered in the planning of transportation facilities. Mobility within a community encompasses vehicular, pedestrian, and bicycle transportation
and connectivity as well as addresses the to-and-through movements of an area. The Southside Area Neighborhood began development during a time when, Nationally, Americans owned less
than one car per household. The National average is now just under three vehicles per household, according to the U.S. Department of Transportation. Many streets in the Southside Area
began as dirt roads that were later surfaced to accommodate the limited number of vehicles in this suburban-style neighborhood. In some areas, the roads are shaped around natural or
built features, such as the natural creek system and Brison Park, initially built as a series of lakes, causing the core of the street network to be a gentle web of curves and turns.
Many other areas exhibit the traditional grid pattern that is typical for the time period. The Southside Area is very well connected with few cul-de-sacs or dead-end streets, compared
to modern suburban neighborhoods. Mobility in the Southside Area has traditionally accommodated vehicular traffic, with few pedestrian or bicycle facilities. As the number of Texas A&M
students living in the area has grown, so has the need for alternate forms of transportation for biking and walking, some of which have been added through City investment. PURPOSE OF
THE CHAPTER Goal The purpose of this chapter is to outline a set of strategies that provide for needed transportation improvements, while remaining sensitive to the desire to preserve
the existing character of the Southside Area. Based on the immense public input that was received during the planning process, and the clear desire to focus on neighborhood stabilization
and preservation, the Mobility Goal for the Southside Area is, “To maintain a safe and efficient transportation network that accommodates multiple modes of transportation, while retaining
the character and integrity
of the neighborhood.” Public input gathered during the planning process highlighted concerns with the existing transportation network and future thoroughfare designations, as well as
proposed Mobility addresses vehicular, bicycle, and pedestrian movements within and through an area. Whether for transportation or recreation, good connectivity improves the quality
of life for neighborhood residents. The purpose of mobility in neighborhood planning is to ensure that all modes and routes of transportation are safe and reliable, and minimize congestion
on the road system including: an adequate and efficient street network, designated bike routes, a sufficient sidewalk network, and local transit services.
Southside Area Neighborhood Plan Mobility Element Page 2 of 32 bicycle and pedestrian improvements. The process yielded varying opinions and discussions that are included throughout
the chapter. This chapter focuses primarily on three areas of mobility: thoroughfares and neighborhood streets; the bicycle and pedestrian network; and bus transit opportunities. The
street discussion evaluates if the existing street network is functioning as intended -that streets are built to the contemporary standard and planned roadway context, are properly maintained,
and existing intersections are operating safely. The discussion on the bicycle and pedestrian network focuses on improvements to facilities to advance connectivity within and around
the neighborhood, while maintaining the character of the area. Finally, the discussion on transit focuses on opportunities to promote ridership and safety within the neighborhood. Chapter
Contents This chapter is organized into five broad categories: Street Network & Connectivity Area 5 Mobility Bicycle & Pedestrian Mobility Area Transit Infrastructure Maintenance & Improvements
The following pages describe these components and their relationship to the Southside Area. This information is supported by Appendix A, Existing Conditions Report which provides supplementary
qualitative data about the Area. This chapter describes some of the key issues facing the Southside Area and provides information and opinions garnered through the engagement process.
At the end of the chapter, strategies are identified to assist the neighborhood in moving toward the chapter goal. The broad strategies are accompanied by recommended action statements
that support changes to the Comprehensive Plan and considerations for future development in the Area. Specific information about timelines, responsible parties, and estimated costs are
reflected in Chapter 5, Implementation. STREET NETWORK & CONNECTIVITY There are 12 streets within the Southside Area designated as Streets (minor collector) or greater on the College
Station Thoroughfare Plan, as displayed in Map X.X, Thoroughfares. Of these, Texas Avenue, George Bush Drive, and Wellborn Road are owned and maintained by the Texas Department of Transportation
(TxDOT). Streets not designated on the Thoroughfare Plan are considered to be neighborhood streets.
Southside Area Neighborhood Plan Mobility Element Page 3 of 32 Functional Classification, Context Class, & Thoroughfare Types The functional classification of streets is based on the
traffic service function they are intended to provide and the degree of land access they allow, and include freeway/expressways, major arterials, minor arterials, major collectors, and
minor collectors. The functional classifications of thoroughfares are used to identify the necessary right-of-way widths, number of lanes, and design speeds for the streets. The Comprehensive
Plan goes a step further and identifies the context class along each segment of thoroughfare in the City based on the character through which a street travels, as well as the character
of the street itself. Context classes in College Station include Mixed Use Urban, Urban, General Suburban, Restricted Suburban, and Estate/Rural. In the Southside Area, there are two
context classes, Urban and General Suburban. In general, the Urban context is in the western portion of the neighborhood toward Wellborn Road, and the General Suburban context can be
found in the eastern portion of the neighborhood toward Texas Avenue. This information is exhibited in Map 3.X, Thoroughfare Context. With the functional classification and context class
defined, the thoroughfare type can be defined. There are three thoroughfare types in College Station: Boulevard, Avenue, and Street. Thoroughfare type can be further broken down into
seven thoroughfare types depending on the context (the functional classifications are in parenthesis): • Highway (freeway/expressway); • 6-Lane Boulevard (major arterial); • 4-Lane Boulevard
(minor arterial); • 4-Lane Avenue (major arterial, minor arterial, or major collector); • 2-Lane Avenue (major collector or minor collector); • Street (major collector or minor collector);
and • Neighborhood streets. Streets and Avenues are designed to collect traffic from neighborhood streets and distribute the traffic to a higher level thoroughfare types, such as boulevards
or highways in a safe and efficient manner. Urban Street (Minor Collector) There is one Urban Street (minor collector) – Luther Street– currently designated in the neighborhood. Minor
collector streets are designed to serve vehicle traffic in the range of 1,000 to 5,000 vehicles per day. Luther Street is not currently built to a contemporary minor collector street
standard. Urban context should focus on creating multi-modal facilities due to the intense development patterns that the street is intended to serve and the higher concentration of non-vehicular
trips that occur. The Comprehensive Plan shows that Urban Streets (minor collectors) should include a pavement section of 48 feet, consisting of two 13-foot bike/parking lanes and two
11-foot driving lanes. Portions of Luther Street, where parking has been removed from one side, meet this pavement section standard. However, this does not apply uniformly, as the pavement
section varies between 27 and 38 feet wide.
Southside Area Neighborhood Plan Mobility Element Page 4 of 32 Urban Street (Major Collector) There are three Urban Streets (major collectors) currently designated in the neighborhood:
Holleman Drive (from Wellborn Road to Welsh Avenue), Fairview Avenue, and Welsh Avenue. Major collector streets are intended to be designed to serve vehicle traffic in the range of 5,000
to 10,000 vehicles per day. Because of the intense development patterns that the street is intended to serve and the higher concentration of non-vehicular trips that occur, the Urban
context should focus on creating multimodal facilities to accommodate present and future users. According to the Comprehensive Plan, Urban Streets (major collectors) should include a
pavement section of 62 feet consisting of two 13-foot bike/parking lanes, two 11-foot driving lanes, and a 14-foot median. Fairview Avenue and Welsh Avenue do not require this full width
due to parking removal and lack of bike lanes, but still do not meet Major Collector standards after this reduction is made. General Suburban Street (Minor Collector) There is one Suburban
Street (minor collector) –Dexter Drive – currently designated in the neighborhood. Minor collector streets are designed to serve vehicle traffic in the range of 1,000 to 5,000 vehicles
per day. Dexter Drive is not built to a contemporary minor collector street standard. General Suburban context should focus more on residential activity around the street itself, and
place an emphasis on preserving the surrounding residential character. According to the Comprehensive Plan, a Suburban Street (minor collector) should include a pavement section of 48
feet, consisting of two 13-foot bike/parking lanes and two 11-foot driving lanes. Dexter Drive meets the pavement section standards in areas where parking has been removed from both
sides between George Bush Drive and Thomas Street. General Suburban Street (Major Collector) There are four Suburban Streets (major collectors) currently designated in the neighborhood:
Holleman Drive (from Welsh Avenue to Texas Avenue), Anderson Street, Glade Street, and Timber Street. Major collector streets are intended to be designed to serve vehicle traffic in
the range of 5,000 to 10,000 vehicles per day. General Suburban context should focus more on residential activity around the street itself, and place an emphasis on preserving the surrounding
residential character. According to the Comprehensive Plan, a General Suburban Street (major collector) should include a pavement section of 62 feet that consists of two 13-foot bike/parking
lanes, two 11-foot driving lanes, and a possible14-foot median. None of the roadways in the planning area meet this standard. Perimeter Streets The Southside Area is bound by four thoroughfares
that connect the neighborhood to the remainder of the City and region. These streets include three Boulevards (major arterials) (Texas Avenue, George Bush Drive, and Wellborn Road) and
one Avenue (minor arterial), Southwest Parkway. Traffic volumes on major arterial Boulevards are generally in the range of 20,000 to 60,000 vehicles per day, while minor arterials Avenues
Southside Area Neighborhood Plan Mobility Element Page 5 of 32 should be designed to accommodate traffic volumes of approximately 40,000 vehicles per day. According to the Comprehensive
Plan, George Bush Drive, an Urban Boulevard (4-lane major arterial), should include 86 feet of pavement, consisting of two 13-foot bike/parking lanes, four 11-foot driving lanes, and
a 16-foot wide median. Wellborn Road, an Urban Boulevard (6-lane major arterial) and Texas Avenue, a General Suburban Boulevard (6-lane major arterial), should include a pavement section
of 108 feet consisting, of two 13-foot bike/parking lanes, six 11-foot driving lanes, and a 16-foot median. Southwest Parkway, an Urban Avenue (minor arterial) in this area should include
a pavement section of 86 feet consisting of two 13-foot bike/parking lanes, four 11-foot driving lanes, and a 16-foot median. Of these perimeter streets, only Texas Avenue is built to
these standards when considering the absence of bike/parking lanes. Context Transitions As designated in the Future Land Use and Community Character Map of the Comprehensive Plan, there
are a variety of uses present and planned for the Southside Area. This same variation extends into the Thoroughfare context, described above. The challenge of variety is transitioning
between uses-or contexts in this situation. Therefore, it is important to pay particular attention to those areas of transition to ensure that both thoroughfare functionality and character
is preserved. Moving from a single-family, residential-oriented General Suburban thoroughfare context to a more intense Urban context, requires consideration of traffic patterns, traffic
volume, and multiple modes of transportation. A thoroughfare context transition occurs on Holleman Drive, a major collector street, at Welsh Avenue from General Suburban to Urban. The
difference in these designations is the optional median /center turn lane and the width of the roadside zones used for sidewalks, landscaping, and utilities. The General Suburban designation
requires 14.5 feet of roadside zone and Urban requires 19 feet. All of Holleman Drive has a center turn lane, with the exception of the four-lane portion between Oney Hervey Drive and
Wellborn Road, which alleviates the need to transition the pavement between the contexts. It may be necessary to reduce the roadside zone for Holleman Drive and Southwest Parking due
to the existing built environment. However, it is important to ensure that right-of-way is available along the roadway for future sidewalk installation. As discussed further in the Context
Sensitive Solutions portion of this chapter, it is the desire of the residents to require as little right-of-way acquisition within the Southside Area as possible to preserve the character
and existing vegetation. Intersections Through the planning process, residents of the Southside Area and City staff have identified several neighborhood intersections that may warrant
improvements to address current issues. The following is a list of the intersections identified for study or alteration:
Southside Area Neighborhood Plan Mobility Element Page 6 of 32 Holleman Drive /Dexter Drive This intersection is a two-way stop, with free-flow traffic on Holleman Drive. Traffic volumes
are high on Holleman Drive, limiting turning movements from Dexter Drive to Holleman Drive. Additionally, concerns have been raised about the sight distance along Holleman Drive (from
the Dexter Drive intersection to the east) due to the grade change on Holleman Drive. Residents have requested that this intersection be studied to find a solution that addresses the
concerns raised. A four-way stop at this intersection was discussed as a possible solution with the Neighborhood Resource Team, however, if a four-way stop is not warranted, other solutions
should be explored. Holleman Drive /Eleanor Street /Phoenix Street This intersection is a four-way stop, with Eleanor Street and Phoenix Street being slightly off-set across Holleman
Drive. Because of the off-set, this intersection can be uncomfortable for both motorists and pedestrians. Area residents have expressed a need to improve pedestrian safety in this location,
with the understanding that a realignment of the intersection is not feasible. A four-legged painted crosswalk already exists at this intersection because of the number of pedestrians
crossing Holleman Drive to access the Lincoln Center and other City parks north of Holleman. Possible additional improvements discussed include a flashing light along Holleman Drive
and/or rumble strips on the Holleman Drive pavement to warn of the approaching intersection. George Bush Drive /Wellborn Road TxDOT has planned a grade separated intersection at George
Bush Drive and Wellborn Road. While the improvement is not likely to occur during the life of this Plan, it will cause changes in both land use and traffic patterns in the area. Highland
Street, Fidelity Street, and Grove Street will dead-end and will no longer connect to the TxDOT roadways. Park Place and Fairview Avenue will have only limited access (right-in and right-out
out turn movements) to Wellborn Road and George Bush Drive, respectively, and Montclair Avenue will have right-in and right-out access with an additional west-bound left-turn lane on
George Bush Drive onto Montclair Avenue. Additional attention should be given to Luther Street and perhaps Dexter Drive to ensure that traffic will be adequately accommodated with the
construction of the grade separation. This intersection improvement is described in detail later in this chapter. On-Street Parking On-street parking has been removed from many streets
within the Southside Area as a response to safety concerns identified by the City's Traffic Management Team, a group comprised of representatives from various City departments, including
the Fire Department and Police Department. The Fire Department expressed some concern with the high level of on-street parking in the Southside Area. On-street parking can affect emergency
services access to homes in the area. Streets with a narrow width (less than 27 feet) were proposed to have parking removed from both sides. Most streets in the Southside Area are about
27 feet wide; however, this still isn’t wide enough to accommodate on-street parking on both sides of the street and emergency vehicle
Southside Area Neighborhood Plan Mobility Element Page 7 of 32 access. Due to the size of the emergency vehicles, if cars are parked on both sides of a 27-foot wide street, the space
between the parked cars and the emergency vehicle is mere inches. Streets that fall into this category were proposed to have parking removed from one side of the street. Finally, some
streets sections are wider than 33 feet; these areas are wide enough to accommodate on-street parking on both sides of the street and emergency vehicle access, so on-street parking was
not removed. In 2010, City staff held three public meetings with residents of the Southside neighborhoods to get input and answer questions. The majority of the residents that attended
the meetings supported removing parking from at least one side of the streets. The criteria used to determine which side of the street parking would be removed included, fire hydrant
location, sight distance, mailboxes, sidewalks, traffic calming, and public input. After the initial meetings, City staff used the criteria to develop a parking removal plan. This plan
was presented during a third public meeting to get residents' feedback. The modified plan was presented to the College Station City Council during a public hearing. Redmond Terrace Subdivision
Residents have also identified safety concerns with heavy parking on both sides of streets in the Redmond Terrace Subdivision. The recommendation is to remove parking from one side of
all through streets in the Redmond Terrace Subdivision, including Redmond Drive, Rosemary Lane, and Armistead Street. The City of College Station has two process options for the removal
of parking from a public street. First, the City may initiate an evaluation and pursue removal if there is a safety concern regarding emergency vehicle access. Second, neighborhood representatives
can petition through the City Traffic Engineer to seek parking removal. Since neighborhood residents have brought a safety concern to the attention of City Staff during this planning
process, the City will initiate an evaluation and follow the first process option. Figure X.X -Thoroughfare Requirements Thoroughfare Right-of-Way Required for Standard width Additional
Pavement required for Standard Width Texas Avenue 15 feet N/A George Bush Drive 18-48 feet N/A Wellborn Road 10-20 feet N/A Holleman Drive 17-40 feet 6 feet Southwest Parkway 43 feet
24 feet Luther Street 40 feet 16-27 feet Fairview Avenue 40-50 feet 16 feet Glade Street 17 feet 16 feet Timber Street 12 feet 16 feet Anderson Drive 7 feet 6 feet Welsh Avenue 25 feet
6 feet Dexter Drive 12-37 feet 11 feet
Southside Area Neighborhood Plan Mobility Element Page 8 of 32 Context Sensitive Solutions During the planning process there was much discussion regarding street widths and design within
the neighborhood. Current City standards for street construction consist of a 6-inch curb and gutter system within a specified pavement width determined by the street classification,
as shown in Figure X.X, Thoroughfare Requirements. Since the neighborhood street network predates this standard, there are few streets in the area that meet these requirements. In some
instances, the City’s Thoroughfare Plan calls for street widths that exceed existing right-of-way widths and would require complete reconstruction of these streets. This would require
that the City acquire additional rightof-way in many locations and possibly remove mature canopy trees. This was a major concern for residents, property owners, and City staff. Based
on this input, the context of each street was evaluated to determine the minimum improvements necessary to preserve both the street capacity and character. Curb-and Gutter Streets that
do not currently have a curb-and-gutter section are shown on Map X.X Existing Character of Roadways. For the purposes of public discussion, these roads were divided into two categories
– streets around schools, and others. Streets without curb-and-gutter around schools include Park Place (between Anderson Street and Timber Street), Holik Street, and Timber Street.
In addition to an open-ditch drainage system, these sections also lack sidewalks. Following rain events, the ditches do not allow walking or parking forcing pedestrians into the street.
(picture) In response to this concern, the Neighborhood Resource Team recommended the inclusion of sidewalks, a curb-and-gutter system, and an underground storm sewer for streets around
schools. Based on input during a series of small area meetings, it is recommended that other streets without curb-and-gutter, including Old Jersey Street, Angus Street, Kerry Street,
Welsh Avenue, West Dexter Drive, and Aberdeen Street should remain as they are currently constructed to help preserve existing mature trees and to retain the character and feel of the
streets in the neighborhood. The Neighborhood Resource Team found the addition of a ribbon curb (see inset picture) to be acceptable in these areas. This type of curb does not require
a revised drainage system, allowing the existing open ditches to remain in place. The material change (i.e. asphalt road and concrete curb) can provide a clear definition of the edge
of road for pedestrian safety and parking. Additionally, the edged street may require less maintenance and will experience less erosion along the roadway. Thoroughfare Widths Due to
the age of the neighborhood, Southside has both constrained rights-of-way and narrowed pavement widths. To increase the right-of-way width, the City would need to acquire additional
property along the streets specified in the chart above (chart name here). To widen the streets to the current minimum standards, the area that is now
Southside Area Neighborhood Plan Mobility Element Page 9 of 32 public right-of-way, but has been used and perceived as private front yards, would be reduced. This change has significant
effects on the character of these streets, and was not generally supported by the Neighborhood Resource Team. The following reductions/amendments are proposed to alleviate the effect
which changing roadways to meet the current thoroughfare standards could have on the character of the neighborhood. The increased right-of-way widths proposed will accommodate sidewalks
and full traffic lane widths, as proposed by the Thoroughfare Plan. The proposed right-of-way reductions result from limiting the roadside area needed and requiring space for on-street
parking on only one side of the road. Dexter Drive Dexter Drive is designated as a General Suburban Street (minor collector) on the City’s Thoroughfare Plan. Generally, minor collector
streets have 48 feet of pavement, and a right-of-way width of 77 feet. As built, Dexter Drive is approximately 27 feet wide within a right-of-way varying between 40 feet and 65 feet.
Dexter Drive was designated as a General Suburban Street (minor collector) to recognize that it functions as a north-south collector between Holleman Drive and George Bush Drive in the
Southside Area neighborhood. As constructed, Dexter Drive is not designed to handle the 5,000 vehicle trips per day that minor collector streets are intended to carry, and it is estimated
that approximately 1,450 vehicles per day use Dexter Drive. Dexter Drive should remain designated as a General Suburban Street (minor collector) on the City’s Thoroughfare Plan to recognize
that it functions in this way. It should not, however, be upgraded to meet current General Suburban Street (minor collector) standards to preserve its character as a residential roadway.
Additional traffic calming measures should be explored due to the large number of residential driveways that access the street. Fairview Avenue Fairview Avenue is currently designated
as an Urban Street (major collector) on the City’s Thoroughfare Plan. The standard for Urban Streets (major collector) is a right-of-way width of 100 feet and a pavement width of 62
feet (with a median). Built to minimum standards, Urban Streets (major collector) have a capacity of 10,000 vehicle trips per day. Fairview Avenue, however, has an existing right-of-way
width ranging between 50 feet and 60 feet, and a pavement width ranging between 27 feet and 38 feet. It is estimated that Fairview carries 6,740 vehicles per day. It is recommended that
Fairview Avenue remain as it is currently constructed and that it be reduced to an Urban Street (minor collector) designation on the City’s Thoroughfare Plan – recognizing both its current
function and the desire to preserve the character of this neighborhood street. Montclair Avenue As land use densities increase over time and traffic patterns shift in Area 5 of Southside,
it is recommended that Montclair Avenue also be designated as an Urban Street (minor collector) collector) on the City’s Thoroughfare Plan. The standard for Urban Street (minor collector)
is 85 feet of right-of-way and 48 feet of pavement. Built to minimum standards, Urban Streets (minor collectors) have a capacity of 5,000 vehicle trips per day. Because of the
Southside Area Neighborhood Plan Mobility Element Page 10 of 32 level of redevelopment anticipated, Montclair should be upgraded in the future to a modified Urban Street (minor collector)
section (shown in the chart below). It is anticipated that the west side of Montclair Avenue will redevelop to a higher density over time, while the east side remains as individual single-family
homes, therefore, the needed right-of-way dedication/acquisition must occur from west side of the street. Since Montclair Avenue is intended to function as an Urban Street (minor collector),
individual residential driveways should access an improved rear alley, and not Montclair Avenue itself. Furthermore, in order to accommodate the land use densities proposed in Area 5
it is recommended that at intersections with Grove Street, Fidelity Street, Park Place and Luther Street, Montclair should flare out to accommodate left turn movements and prevent impediments
to thru traffic. This modification should provide further roadway capacity. The capacity will not reach the higher major collector street status of 10,000 vehicles per day, but can be
assumed to increase to 8,000 vehicles per day with a LOS “D” falling in between 5,333 vehicles per day – 6,666 vehicles per day. Luther Street Luther Street is on the southern edge of
Area 5 in Southside and is currently designated as an Urban Street (minor collector) on the City’s Thoroughfare Plan. The standard for Urban Streets is 85 feet of right-of-way and 48
feet of pavement. Built to minimum standards, Urban Streets (minor collector) have a capacity of 5,000 vehicle trips per day. Luther Street, however, has an existing right-of-way width
ranging between 60 feet and 66 feet, and a pavement width ranging between 27 feet and 38 feet. It is estimated that Luther carries 4,100 vehicles per day. While no change in thoroughfare
designation is recommended with this Plan, an alternative right-of-way width and pavement width should be considered due to right-of-way constraints. Because the property to to the south
of Luther (between Wellborn Road and Montclair Avenue) is either owned by the City of College Station as parkland or part of the Southgate Village Apartments, right-of-way dedication/acquisition
must occur from the north side of the street. Since Luther Street is intended to function as an Urban Street (minor collector), individual residential driveways should access an improved
rear alley, and not Luther Street. Proposed/Designated Thoroughfare Proposed/Designated Functional Classification Context Standard ROW width Proposed ROW width Standard Pavement width
Proposed pavement width Dexter Drive Minor Collector General Suburban 77’ 40’-65’ As existing 48’ 27’ As existing Fairview Avenue Minor Collector Urban 85’ 50’-60’ As existing 48’ 27’-38’,
As existing Montclair Avenue Minor Collector Urban 85’ 64’ 48’ 44’ Luther Street Minor Collector Urban 85’ 64’ 48’ 35’
Southside Area Neighborhood Plan Mobility Element Page 11 of 32 AREA 5 MOBILITY George Bush and Wellborn Grade Separation There is one major transportation project on the horizon that
will affect not only traffic patterns but land use patterns within the Southside planning area (see Chapter 1, Community Character and Neighborhood Integrity for a complete discussion
on land use). Source: Texas Department of Transportation 2005 The George Bush Drive /Wellborn Road grade-separated intersection is a TxDOT project that is currently under final design.
This project has been environmentally cleared with a “Finding of no significant impact” by the Federal Highway Administration. As part of the environmental clearance portion of the project,
TxDOT conducted stakeholder workshops and public meetings. The next phase of the project is right of way acquisition and should take three to five years. Utility relocation will follow,
then, ultimately, construction. It is anticipated that the interchange will be in place in approximately ten years. Once complete, Highlands Street will no longer
connect to George Bush Drive and Grove Street and Fidelity Street will no longer connect to Wellborn Road – all becoming dead-end streets.
Southside Area Neighborhood Plan Mobility Element Page 12 of 32 Roadway Capacity When the interchange is in place, additional capacity will be available to the immediate transportation
network. The interchange improvements will generate approximately 30,000 vehicles per day (vehicles per day) of additional capacity in the network. In order to gauge how this would affect
the Southside planning area, a baseline or existing condition must be established for the thoroughfares in the Southside planning area. Utilizing the City’s Travel Demand Model, the
current conditions are as follows: The quantitative measure of effectiveness equals Level Of Service (LOS) A through F, with LOS D being an acceptable level of service. LOS D is two-thirds
of the street’s total capacity. Each thoroughfare, based on its classification, has a capacity of vehicles per day (vehicles per day) based on the Bryan College Station Unified Design
Guidelines, see below: NEIGHBORHOOD STREETS – Capacity = 2,000 vehicles per day GENERAL SUBURBAN OR URBAN STREETS (MINOR COLLECTORS) – Capacity = 5,000 vehicles per day LOS D = 3,333
– 4,166 vehicles per day Example are Dexter Drive, Luther Street, Montclair Avenue (proposed designation), and Fairview Avenue (proposed designation) GENERAL SUBURBAN OR URBAN AVENUES
OR STREETS (MAJOR COLLECTOR) – Capacity = 10,000 vehicles per day LOS D = 6,666 – 8,333 vehicles per day Example are Anderson Street, Glade Street/Timber Street, Fairview Avenue (existing
designation), and Holleman Drive URBAN BOULEVARD (4-LANE MAJOR ARTERIAL) – Capacity = 40,000 vehicles per day LOS D = 26,667 – 33,333 vehicles per day Example are Wellborn Road and George
Bush Drive Current Traffic Counts and LOS Current traffic counts and LOS were established by projecting 2007 traffic counts to 2011, except for Dexter Dr. Dexter Dr utilized 2004 traffic
counts and projected those to 2011. A 3% growth rate was used based on TxDOT historic traffic counts. Those counts and LOS are as follows: URBAN STREETS (MINOR COLLECTORS) Luther Street
– – 4,100 vehicles per day -LOS D Fairview Avenue – 6,740 vehicles per day -LOS D (proposed designation)
Southside Area Neighborhood Plan Mobility Element Page 13 of 32 GENERAL SUBURBAN STREETS (MINOR COLLECTORS) -built currently as a residential street Dexter Dr – 1,439 vehicles per day
-LOS D GENERAL SUBURBAN OR URBAN AVENUES OR STREETS (MAJOR COLLECTOR) Anderson Street -12,000 vehicles per day -greater than LOS D Glade Street/Timber Street – 6,730 vehicles per day
-LOS D Fairview Avenue – 6,740 vehicles per day -LOS D (existing designation) Holleman Drive – 11,000 vehicles per day -greater than LOS D URBAN BOULEVARD (4-LANE MAJOR ARTERIAL) Wellborn
Road – 23,000 vehicles per day -less than LOS D George Bush Drive– 27,000 vehicles per day -LOS D Additional Network Capacity The additional capacity created by the George Bush Drive
and Wellborn Road interchange project is further broken down into eastbound and westbound traffic and northbound and southbound traffic. • Added capacity on George Bush Drive = 10,000
vehicles per day • Added capacity on Wellborn Road = 20,000 vehicles per day Because some of the thoroughfares are not currently operating at an acceptable LOS, a conservative assumption
is made that 10,000 vehicles per day of the volume traveling on thoroughfares northbound and southbound will be re-directed to Wellborn Road and 5,000 vehicles per day traveling eastbound
and westbound will be re-directed to George Bush Drive to bring the thoroughfares to an acceptable LOS. The remaining 15,000 vehicles per day of added capacity will be made available
for future development. Furthermore a 25% reduction in trips generated by use of other modes of travel such as walking, biking and utilizing transit can be assumed, generating an additional
3,750 vehicles per day. However, for the purposes of this exercise, a 25% reduction will not be taken and only the added capacity of 15,000 vehicles per day is used in the analysis.
The 25% reduction is assumed using the a recent Traffic Impact Analysis (TIA) for the Callaway Subdivision bounded by Luther Street, Holleman Drive, Marion Pugh Drive, and Wellborn Road.
The 25% reduction was derived in the TIA through two methods. The first was using the 2000 census for the zip code 77840. The census indicated that 71.4% drove alone to work. To confirm
this assumption vehicle trips were counted for the PM peak period for an adjacent apartment complex to the Callaway Subdivision. The trip rate was .29 trips per person as opposed to
.40 trips per person identified in the ITE Trip Generation Report. This is a 27.5% reduction, so the 25% reduction is a reasonable assumption. Again, the additional trip capacity will
only be available after the George Bush and Wellborn interchange is in place. Additional measures can also be put in place, such as Montclair Avenue being upgraded to a modified minor
collector, adding an additional 3,000 vehicles per day capacity to the 2,000 vehicles per day.
Southside Area Neighborhood Plan Mobility Element Page 14 of 32 Also, additional measures could be considered to redirect traffic away from the interior of the Southside planning area
and to George Bush Drive and Wellborn Road, such as the use of half street closures between Montclair Avenue and Fairview Avenue at Angus Avenue, Kerry Street, Fidelity Street, at Park
Place. See map below for proposed locations. Half closures are raised, landscaped medians placed at the intersections that divert vehicles by closing half of the street width allowing
only one way traffic into an area. Half Street Closure Source: US Traffic Calming Manual 2009
Southside Area Neighborhood Plan Mobility Element Page 15 of 32 Translating Network Capacity into Land Use Three example scenarios were utilized as a basis in determining land use patterns
that may take advantage of the additional capacity. Based on the Institute of Transportation Engineers (ITE) trip generation rates, 15,000 vehicles per day translates into either: •
349,325 square feet (or 26 acres) of General Commercial zoning (based on 13,500 square-foot per acre maximum), or • 38 acres of High Density Multi-family (4 persons per unit and 30 units
per acre), or • 32 acres of mixed-use development. Existing Land Use in Area 5 The following land uses currently exist in Area 5. The estimated trips are based on the ITE Trip Generation
Report. Existing Land Use Units Trip Multiplier Vehicles Per Day Single family 132 units 132 x 9.57 1,263 vehicles per day Multi-family 30 units 30 x 6.65 200 vehicles per day Southgate
Commercial 26,391 s.f. 26.4 x 42.94 1,134 vehicles per day Grove Office 2,880 s.f. 2.9 x 11.01 32 vehicles per day Aggieland Outfitters 3,530 s.f. 3.5 x 42.94 151 vehicles per day Unitarian
Church 5,001 s.f. 5 x 9.11 46 vehicles per day Equity Real Estate Office 3,650 s.f. 3.7 x 11.01 41 vehicles per day Two 2-pump Gas Stations 4 gas pumps 4 x 162.78 651 vehicles per day
3,518 vehicles per day The existing land uses and their trips generated will be replaced by redevelopment. Example Land Use Scenario A more detailed example land use scenario was developed
at a more intense level in regard to land use density. The intent of this exercise is to demonstrate that the transportation network would be able to support the more intense land uses.
Southside Area Neighborhood Plan Mobility Element Page 16 of 32 The map above represents Area 5 and is subdivided with six areas of the example land uses and the trip generation rates
based on the ITE Trip Generation Report. 1. Four Story Mixed Use, five story apartments that equates to 11,000 beds and 65,000 sqft of general commercial (7.75 acres) *65,000 sqft of
general commercial = 6.5 x 42.94 = 2,791 vehicles per day *1100 multi-family beds x 3.31 = 3,641 vehicles per day *Total = 6,432 vehicles per day 2. Ten story Hotel at a 100 rooms/acre
at approximately four acres equates to 400 rooms *400 Hotel rooms x 8.17 = 3,268 vehicles per day 3. 19 acres of Townhomes, 14 dwelling units/acre equates to 266 dwelling units *266
DU Townhomes x 5.81 = 1,546 vehicles per day 4. Four acres of high-density multi-family at 30 dwelling units/acre approximately 5 to 6 stories equates to 120 dwelling units or 480 beds
*480 multi-family beds x 3.31 = 1,589 vehicles per day 5. Two and a half acres of General Commercial zoning 6. Three acres of General Commercial zoning
Southside Area Neighborhood Plan Mobility Element Page 17 of 32 *5.5 acres of general commercial x 13,500 sqft per acre = 74,250 sqft *74.25 x 42.94 = 3,188 vehicles per day Example
Land Use Scenario Total = 16,023 vehicles per day Total existing land use in Area 5 generates approximately 3,518 vehicles per day. Because there are approximately 15,000 additional
trips available once the improvements are complete, the existing trips can be subtracted because those land uses are replaced by the proposal above. The net additional vehicles per day
is approximately 12,505 vehicles per day, falling below the 15,000 vehicles per day threshold. Further analysis has been conducted to insure that the trips generated by the sample scenario
above can be accommodated by the transportation network within and at the perimeter of Area 5. The following assumptions have been made as part of this analysis: • 60% of trips generated
will travel north and southbound. • 40% of trips generated will travel east and westbound. • Utilizing half street closures traffic will not be able to travel into the neighborhood eastbound
and instead will be forced onto Wellborn Road and George Bush Drive. • Montclair Avenue will be modified (left turns at intersections) to provide 8,000 vehicles per day capacity. • 12,505
vehicles per day will have to be accommodated and distributed thru the transportation network. • The alley way just south of Fidelity Street will have to be reconstructed to provide
a third access point to Wellborn Road. This access will not provide a true local road capacity of 2,000 vehicles per day, instead a capacity of 1,200 vehicles per day is assumed. • A
25% trip reduction for people walking biking and using transit was not assumed, though such a reduction may indeed occur. The map illustration below will help with the following analysis.
With the assumptions in place the analysis is as follows. 40% of 12,505 vehicles per day equals 5,002 eastbound and westbound. 60% of 12,505 vehicles per day equals 7,503 vehicles per
day traveling northbound and southbound. Of the 7,503 vehicles per day traveling northbound and southbound, Montclair Avenue will accommodate 6,660 vehicles per day to remain at a LOS
“D”. The rest of the 843 vehicles per day will tend toward Wellborn Road via Luther Street, Park Place, and the proposed access way. So the remaining 843 vehicles per day northbound
and southbound traffic will be added to the 5,002 vehicles per day already slated to travel eastbound and westbound, for a total of 5,845 vehicles per day, and eventually accessing Wellborn
Road. Luther Street will accommodate 3,336 vehicles per day of the 5,845 vehicles per day to keep it at LOS “D”. Park Place will accommodate 1,660 vehicles per day of the 5,845 vehicles
per day to keep it at LOS “D” and the new
Southside Area Neighborhood Plan Mobility Element Page 18 of 32 access way will accommodate the remainder 909 vehicles per day and will function at LOS “D”. It is recommended that the
reminder of the internal transportation network to Area 5 remain in place to accommodate internal circulation, and as redevelopment occurs, additional connectivity through public ways
or alley ways be provided internal to Area 5. Peak Traffic Times The previous assumptions have all dealt with trips for a whole day “vehicles per day” or a 24 hour count. The majority
of the proposed land uses do not generate trips within the peak hour time (7:00a.m.–8:00a.m. and 5:00p.m.–6:00p.m). Commercial establishments usually open at 10:00 a.m. Hotels do not
generate peak hour traffic; instead, they generate traffic at a steady pace throughout the day. If we assume all multi-family are college students, their peak hours will also vary based
on class schedule. Local Roadway Level of Service The previous analysis only considered thoroughfares. The following analysis includes the local residential roadway network in the Level
of Service analysis. The methodology used establishes the trips that are being generated by the current land uses and compares it to the capacity of the local residential roadways. The
following assumptions were made with this analysis: 60% 60% 40% 40% Proposed reconstructed Alley /Access Way 1,660 vpd LOS “D” 3,336 vpd LOS “D” 909 vpd LOS “D” 6,660 vpd LOS “D”
Southside Area Neighborhood Plan Mobility Element Page 19 of 32• The thoroughfares will operate at acceptable LOS “D” or better utilizing the 15,000 vehicles per day capacity threshold,
based on previous analysis • The existing commercial land uses border the planning area and can be assumed will utilize Wellborn Road, George Bush Drive, and Texas Avenue to ingress
and egress • The existing duplex & multi-family is composed of college students and will utilize other modes of travel (i.e. transit, walking and biking) so a 25% trip reduction can
be applied • Local residential roadway capacity equals 2,000 vehicles per day LOS “D” equals 1,333 – 1,666 vehicles per day • Only residential roadways that did not end in a cul-de-sac
were included • Combination roadways were counted as one for connectivity purposes • 60% traveling northbound and southbound • 40% traveling eastbound and westbound With these assumptions
in place, the analysis is as follows. The table below lists the current land uses in the planning area, excluding the commercial along the border of the planning area. Subdivision Single-Family
Duplex Multi-Family Total Anderson Ridge 580 580 Ball Subdivision 3 3 Breezy Heights Addition 88 12 100 College Park 170 6 176 Dulaney Subdivision 5 5 The Glade 11 11 Holick 33 33 Hdrilcka
32 2 34 Kapchincki's Subdivision 56 56 Leacrest 47 47 Little Knight 18 18 Madison Pointe 252 252 McCulloch's Subdivision 129 27 22 178 Southgate Village 200 200 (South) Oakwood 82 82
Parkway Circle 184 184 Pecan Tree Estates 1 34 35 Pershing Park 12 12 Redmond Terrace 65 166 231 Renaissance Park 144 144 Southeast College Park 53 53 Skrivanek 40 40 Southland Addition
24 24 University South 3 3
Southside Area Neighborhood Plan Mobility Element Page 20 of 32 University Place 96 96 WM Sparks Subdivision 9 3 12 Welch Place 23 23 West Park Addition 110 2 30 142 Wolfpen Village
43 56 99 Woodson Village 115 115 Total 1131 104 1753 2988 • Single family = 1,131 units x 9.57 = 10,824 vehicles per day • Duplex = 104 units x 4 persons = 416 x 3.31= 1,377 minus 25%
= 1,033 vehicles per day • Multi-family = 1,753 units x 4 persons = 7,012 x 3.31 = 23,210 minus 25% = 17,408 vehicles per day** • Total trips = 29,265 vehicles per day o 60% north and
southbound = 17,559 vehicles per day o 40% east and westbound = 11,706 vehicles per day **All of the multi-family units (except 200 units at Southgate Village) take direct access to
thoroughfare streets and not to neighborhood streets. Neighborhood Streets: Northbound and Southbound • Maryem Street • Montclair Avenue/Eleanor Street • Highland Street • Welsh Avenue
(non-thoroughfare portion) • Herford Street/Ayrshire Street • Suffolk Avenue/Pershing Avenue • Lee Avenue Avenue • Newton Road • Holik Street • Arizona Street • Phoenix Street • Carolina
Street • Detroit Street • Georgia Street • Redmond Drive • Rosemary Lane Eastbound and Westbound • Milliff Road • Park Place • Old Jersey Street/Angus Street • Thomas Street/Village
Drive • Grove Street/Kerry Street • Fidelity Street • Thompson Street • Nevada Street
Southside Area Neighborhood Plan Mobility Element Page 21 of 32 There are 24 neighborhood streets included in this analysis. If you use the LOS “D” threshold of 1,660 vehicles per day
and multiply by 24, the total neighborhood street capacity is 39,840 vehicles per day; approximately 10,000 trips greater the trips generated by the existing land uses. 16 of the streets
are northbound and southbound, that equates to 26,560 vehicles per day. Eight of the streets are eastbound and westbound, that equates to 13,280 vehicles per day. BICYCLE & PEDESTRIAN
MOBILITY Bicycle and pedestrian connectivity is part of a multi-modal transportation network that allows for the movement of people to and through the neighborhood as an alternative
to vehicular travel. In addition to promoting health and wellness, these non-vehicular modes of travel can help reduce overall vehicle miles traveled, congestion, pollution, and the
costs associated with roadway expansion. In the most recent effort to improve bicycle and pedestrian mobility, the City adopted the Bicycle, Pedestrian, and Greenway Master Plan in 2010.
That plan identified and prioritized improvements to the existing City-wide systems to enhance and encourage multi-modal transportation. The Southside Area is older than most neighborhood
areas and was developed at a time when the installation of substantial bicycle and pedestrian facilities were uncommon and not required. Though much of the planning area is known for
its eclectic housing stock, curving street pattern, mature trees, and close proximity to a number of community destinations, bicycle and pedestrian facilities and connections are lacking.
One emphasis of neighborhood conservation is to maintain and encourage owner-occupied and family-occupied housing. As potential home-buyers weigh various purchase and location options
around the City, a lack of bicycle and pedestrian facilities may place this area at a market disadvantage when comparing other neighborhood areas where these facilities are more readily
available. available. During the planning process, most of the bicycle and pedestrian facilities identified in the Bicycle, Pedestrian, and Greenways Master Plan were affirmed, while
several were recommended to be added or removed. While specific concerns were raised regarding safety, connectivity, and accessibility in the neighborhood, the primary focus of the discussions
was retaining the existing character of the neighborhood. As such, strategies related to this section focus on improving safety, connectivity and accessibility in key areas of the neighborhood,
while retaining the existing roadway section on most streets. These strategies incorporate elements identified in the Bicycle, Pedestrian, and Greenways Master Plan, in addition to those
identified during the planning process. Types of Facilities Bicycle and pedestrian facilities can include a variety of items. The following define the various types of bicycle and pedestrian
facilities that are utilized or proposed for the Southside Area:
Southside Area Neighborhood Plan Mobility Element Page 22 of 32 Bike Lane -a designated part of the roadway that is striped, signed, and has pavement markings to be used exclusively
by bicyclists. The installation of bike lanes removes parking from both sides of a street. Bike Route -a roadway that is shared by both bicycles and motor vehicles. Wide outside lanes
and shoulders can serve as bike routes with signage. Sidewalks -walkways alongside roads, typically five to eight feet wide, for pedestrians. Side Path (Multi-use Path) -a wider sidewalk
(10-12 feet wide) alongside a road with minimal cross flow by motor vehicles to be used by both bicyclists and pedestrians. Greenway Trail (Multi-use Path) -all-weather and accessible
paths for both pedestrian and bicyclists through greenway areas. These are typically 10-12 feet in width. Additional bicycle and pedestrian facilities include crosswalks, ramps, medians,
signage, shelters and signals. These items contribute to the overall identification, accessibility, and safety of bicyclists and pedestrians. Bicycle Connectivity Although the Southside
Area street system is generally well-connected, the existing bicycle connectivity is seen as lacking due to the need for additional facilities on or along streets within the neighborhood.
Map X.X, Planned Bicycle Facilities, illustrates existing bicycle facilities and proposed improvements based on the Bicycle, Pedestrian, and Greenways Master Plan. Possible network modifications
were discussed during the planning process and are presented below. Dexter Drive Dexter Drive is currently designated as a bike route on the Bicycle, Pedestrian, and Greenways Master
Plan. During this process, City staff received a number of comments related to the safety of cyclists on Dexter Drive because of its minimal width and traffic calming improvements on
the road. The Neighborhood Resource Team agreed that the route should be altered, although a specific location could not be agreed upon. Both Fairview Avenue and Montclair Avenue were
discussed. A bike route on Montclair Avenue would also require that the bike route designation extend on a portion of Luther Street. However, Staff believes that Dexter Drive should
retain its designation as a bike route since it is a natural route for cyclists to travel. The addition of the Montclair Avenue route will provide an alternative for cyclists and should
be added to the Bicycle, Pedestrian, and Greenways Master Plan. Multi-Use Path Removal Because of physical obstructions identified by City staff, the proposed multi-use path that is
currently shown at the rear of lots in the residential block between Dexter Drive and Suffolk Avenue is recommended to be removed from the Bicycle, Pedestrian, and Greenways Master Plan.
See Map X.X, Planned Pedestrian Facilities and Map X.X, Planning Bicycle Facilities for specific location.
Southside Area Neighborhood Plan Mobility Element Page 23 of 32 Bike Route Improvements In order to facilitate bicycle traffic through the neighborhood, the Neighborhood Resource Team
suggested additional directional signage and a new wayfinding system. This could include new signage, posted route maps, destination indicators, and more. This system was seen as most
beneficial for the existing Welsh Avenue bike route that turns onto Old Jersey Street for a connection to George Bush Drive. Pedestrian Connectivity The Bicycle, Pedestrian, and Greenway
Master Plan calls for sidewalks to be added in strategic locations throughout the neighborhood (Map X.X, Planned Pedestrian Facilities). This addition could accommodate the existing
foot traffic in the area. Few sidewalks currently exist in the Southside Area; those that do exist were constructed in recent years. Most existing sidewalks in Southside are on thoroughfares
or along perimeter roadways. Some areas of Southside, such as the McCulloch Subdivision, the Redmond Terrace Subdivision, and the Oakwood Subdivision have no sidewalks at all. Current
development standards require new sidewalks be constructed on both sides of all streets. In retrofitting a developed area that lacks a connected sidewalk network, sidewalk installation
will most likely occur on only one side of streets to minimize the effect on existing improvements and mature vegetation, while also maximizing the number of streets where facilities
can be provided given budget constraints. The importance of retaining the character of existing streets in the Southside Area was emphasized throughout the planning process. Some residents
felt that sidewalks would take away from the historic character of the area since sidewalks were not built with the neighborhood. The largest opposition to the construction of new sidewalks
came on behalf of the existing mature trees in the neighborhood. The general consensus is that the value of the trees is greater than that of new sidewalks, and where trees are in place,
place, sidewalks are not welcomed. This conversation resulted in the suggested removal of several sidewalks from the Bicycle, Pedestrian, and Greenway Master Plan including Village Drive
(east of Glade Street) and Old Jersey Street. Old Jersey Street is intended to stay as a non-curb and gutter street to preserve the character of the block, therefore a sidewalk is not
feasible in this location. The Village Drive sidewalk is recommended for removal because of the mature trees in this area and the inability to connect the sidewalk to Anderson Street.
Dexter Drive The Neighborhood Resource Team agreed that, while it was important to preserve the character of Dexter Drive, pedestrians needed to be safely accommodated in this area and
that a sidewalk should be constructed on one side of the street. The City is currently in design for a sidewalk on the west side of Dexter Drive from Park Place to Winding Road in response
to an ADA (Americans with Disabilities Act) request. The remaining sidewalk section from Winding Road to Holleman Drive should be constructed as funds are available.
Southside Area Neighborhood Plan Mobility Element Page 24 of 32 McCulloch Subdivision Based on resident input, the Neighborhood Resource Team has recommended that sidewalks be added
in the McCulloch Subdivision to connect the McCulloch Subdivision to the surrounding churches, parks, and nearby Lincoln Recreational Center. Discussion occurred between residents at
a Small Area Meeting about the best location to accommodate pedestrians within the area. Some residents wanted sidewalks on their streets to increase safety for their children, while
others did not because of the intrusion into areas currently being used and maintained as front yards. The resolution was to explore options for a sidewalk loop route within the subdivision
to safely get pedestrians to the existing sidewalk on Holleman Drive. Alternatives discussed include a sidewalk on Nevada Street, Phoenix Street, and Georgia Street. Pedestrian and Bicycle
Access at Intersections The evaluation of intersections to increase safety is paramount with pedestrians and bicyclists being most vulnerable in these locations and having the most potential
conflicts with motorists. Review was concentrated at those intersections that are signalized and have pedestrian and/or bicycle facilities in the vicinity. Design features at intersections
were identified to enhance their safety, functionality and accessibility for users. Some of the pedestrian facilities evaluated include crosswalks, pedestrian crosswalk signals, curb
ramps, and obstructions. Further study is needed in regards to countdown signals, signal timing and audible signals. Bicycle facilities at intersections were evaluated in regards to
the presence of pavement markings. Further study is also needed in regards to signal detection. The intersections below were identified as needing improvements (See Map X.X, Intersection
Improvements). Further information on improvements are included in the Goals, Strategies, and Actions section below. George Bush Drive at Texas Avenue George Bush Drive at Anderson
Street George Bush Drive at Timber Street/Bizzell Street George Bush Drive at Dexter Drive/Throckmorton Street/Coke Street Holleman Drive at Wellborn Road Holleman Drive at Welsh
Avenue Holleman Drive at Glade Street Holleman Drive at Anderson Street Holleman Drive at Texas Avenue Southwest Parkway at Welsh Avenue AREA TRANSIT The Southside Area has access
to one fixed bus route operated by the Brazos Transit District (The District) while Texas A&M University (TAMU) Transportation Services operates three fixed routes in the planning area.
The District provides fixed route, paratransit, and demand and response service throughout the City for the general public while Texas
Southside Area Neighborhood Plan Mobility Element Page 25 of 32 A&M University Transportation Services primarily provides off-campus service to students, faculty, and staff. The District
has fixed routes on George Bush Drive, Holleman Drive, Wellborn Road, Southwest Parkway, Welsh Avenue, Anderson Street, Montclair Avenue, and Village Street. The Maroon Route travels
George Bush Drive from Texas Avenue to Montclair Avenue and reaches Holleman Drive via Eleanor Street, eventually leaving the planning area via Welsh Avenue. On the return trip, the
route utilizes Anderson Street to connect back to George Bush Drive. TAMU Transportation Services operates three fixed routes in this area -Elephant Walk, Ring Dance, and Rudder, with
four identified fixed bus stops within the planning area. These stops are located on Holleman Drive near Village Street, Anderson Street near Park Place, Holleman Drive near Nevada Street,
and on Southwest Parkway mid-block between Wellborn Road and Welsh
Avenue. Map X.X, Bus Transit Network illustrates the existing bus routes and stops in the neighborhood. Potential obstacles to ridership include the lack of information regarding existing
bus stops and routes, lack of clearly defined bus stops, lack of pedestrian facilities for safer access to the bus stops, lack of bus shelters, length of bus routes and travel time.
The District and TAMU Transportation Services are currently evaluating the feasibility of operating an integrated bus system, whereby all residents could utilize both systems through
a co-ridership partnership between the entities. This opportunity could reduce inefficiency in overlapping services. Additionally, a unified system would allow The District funding to
be utilized for the upgrade of existing TAMU Transportation Services stops. Limited discussion occurred regarding transit opportunities or issues in the Southside Area. One concern discussed
by the Neighborhood Resource Team was the TAMU Transportation bus stop near the intersection of Holleman Drive and Village Street. There are no crosswalks in this location and the bus
stops only on the north side of intersection, resulting in students crossing Holleman Drive from the neighboring apartment complexes. Additional improvements that increase the comfort
of riders and encourage the use of transit, such as bus shelters, should be pursued. INFRASTRUCTURE MAINTENANCE & IMPROVEMENTS Street Maintenance Street maintenance is provided through
the Public Works Department. Most infrastructure is on a maintenance schedule, meaning it will be repaired or replaced before it fails. The City conducts an annual evaluation of streets
and rates each one on a variety of criteria such as cracking, potholes, and other issues. When a rating falls below 85, the street is programmed for maintenance. The majority of these
improvements consist of repairing potholes or applying seal coats. Prioritization is based on the evaluation and on changes in traffic density for more heavily traveled roads. An asphalt
street generally has a life of 20 to 25 years.
Southside Area Neighborhood Plan Mobility Element Page 26 of 32 Capital Improvements in the Southside Area For infrastructure improvements that require funding above what can be supported
by the City’s general operating budget, the City of College Station has a multi-year Capital Improvement Plan that addresses infrastructure needs. These projects are typically funded
through General Obligation Bonds (GOB) or Certificates of Obligation (COs), which are authorized by voter approval in a bond authorization election. These bonds are paid back through
taxes. Recent projects completed include street, water line and waste water rehabs in the following areas: • College Park Breezy Heights (2006-2009): Welsh (from Park Place to Holleman
Drive), Luther Street (from Fairview Avenue to Hereford Street), and Thompson Street (from Fairview Avenue to Hereford Street). • West Park Area (2006-2007): Maryem Street, Grove Street,
Angus Street (from Montclair Avenue to Fairview Avenue), Park Place (from Wellborn Road to Fairview Avenue), and Kerry Street (from Montclair to Fairview). The following are Capital
Improvement Projects currently identified for the Southside Area: Holleman Drive & Texas Avenue Preliminary Engineering Report-Unfunded. Evaluation of intersection to determine needed
improvements for increased capacity and reduced queue lengths. Holleman Drive & Wellborn Road Preliminary Engineering Report -Unfunded. Evaluation of intersection to determine needed
improvements for increased capacity and reduced queue lengths by adding turn lanes or elevating the intersection. Wellborn Road (Luther Street to Southwest Parkway)-Community Development
Block Grant (CDBG) funded. Design and construction of a sidewalk on one side of FM 2154 from Luther to Southwest Parkway. 2013 construction. Dexter Drive Sidewalks – Funded through 2008
GOB. Sidewalk Improvements along the west side of Dexter from Park Place south to Winding Road, construction is proposed in 2012-2013. McCulloch Utility Rehabilitation – Funded through
long term debt /utility revenue. In conjunction with a large scale rehabilitation of the water and wastewater infrastructure in the vicinity of Arizona Street, Phoenix Street, Carolina
Street, and Georgia Street, the project includes the milling/overlaying of all existing aging streets in the respective project area. 2017-2018 construction. George Bush and Wellborn
Intersection – TxDOT project – not currently funded. A grade separation is proposed to allow free-flow movements through both George Bush Drive and Wellborn Road. Project is currently
in the design phase. Right-of
Southside Area Neighborhood Plan Mobility Element Page 27 of 32 way acquisition is expected to take 3-5 years. GOAL, STRATEGIES, AND ACTIONS FOR THE SOUTHSIDE AREA The Mobility Goal
for the Southside Area is to maintain a safe and efficient transportation network that accommodates multiple modes of transportation, while retaining the character and integrity of the
neighborhood. Strategies have been developed to progress toward this goal. Each strategy has a series of action recommendations designed to implement the strategy. Strategy M1-Address
identified on-street parking issues to lessen the impact of rental property on Southside Area residents and increase emergency vehicle access. Action M1.1– Conduct a safety evaluation
(by Fire Department and City Traffic Engineer) for the streets in the Redmond Terrace Subdivision, including portions of Redmond Drive, Rosemary, and Armistead. If the evaluation warrants
action, the City should pursue on-street parking removal from one side of all through streets in the Redmond Terrace Subdivision. Continue to work with neighborhood residents to explore
alternatives to address perceived safety concerns if on-street parking removal is not merited in the Redmond Terrace Subdivision. Strategy M2-. Maintain the character of existing streets
in the Southside Area to protect neighborhood integrity. Action M2.1 – Evaluate the appropriateness of ribbon curbs on streets in the Southside Area with an open ditch section in order
to retain the existing character in areas with mature vegetation, while improving the street edge. Action M2.2 – Revise the Bryan/College Station Unified Design Guidelines to include
a ribbon curb detail that may be used for public street rehabilitation. Action M2.3 – Amend the City of College Station Thoroughfare Plan to include a neighborhood-appropriate cross
section for existing streets identified as future thoroughfares in the College Station Comprehensive Plan in areas with a Future Land Use and Character designation of Neighborhood Conservation
to protect the character of streets such as Dexter Drive.
Southside Area Neighborhood Plan Mobility Element Page 28 of 32 Action M2.4 – Explore additional traffic calming measures for Dexter Drive such as, but not limited to, elongated speed
tables, rumble strips, and chicanes. Strategy M3-Increase pedestrian safety along public streets with high pedestrian traffic in the Southside Area neighborhood. Action M3.1 – Amend
the Bicycle, Pedestrian, and Greenways Master Plan to propose sidewalks on both sides of Holleman Drive where possible. Action M3.2 – Amend the Bicycle, Pedestrian, and Greenways Master
Plan to propose sidewalks on both sides of Southwest Parkway where possible. Action M3.2 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to propose sidewalks on both sides
of Welsh Avenue between Holleman Drive and Southwest Parkway. Action M3.3 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to include a sidewalk loop through the McCulloch
Subdivision (Phoenix Street, Nevada Street, and Georgia Street), providing safe pedestrian access to Holleman Drive and Welsh Avenue. Additional pedestrian facilities may also be needed
in this area to accommodate Americans with Disabilities Act (ADA) needs. Action M3.4 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to add sidewalks to both sides of Montclair
Avenue. Action M3.5 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to ensure that gaps in existing sidewalks are completed on Milliff Road at Texas Avenue and on Park Place
at Texas Avenue. Action M3.6 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to add a pedestrian connection from the Tower Park Apartment complex to Park Place through the
City-owned water-tower property where a worn path indicates existing heavy pedestrian traffic. Action M3.7 – Explore alternative treatments where sidewalks are proposed along roadways
with existing right-of-way or vegetation constraints, such as portions of Park Place and Fairview Avenue. Options that use existing street pavement widths to maintain neighborhood character,
including, but not limited to, pavement markings, color differentiation of the pedestrian area, and sidewalk installation that reduces driving lane widths should be considered.
Southside Area Neighborhood Plan Mobility Element Page 29 of 32 Action M3.8 – Evaluate streets in the immediate vicinity of schools for an underground drainage system, allowing on-street
parking, and sidewalks for safe routes to schools. Specifically, Park Place from Anderson Street to Holik Street, Anna Street from Glade Street to Timber Street, Timber Street from Park
Place to the school property, and Holik Street from Park Place to Anna Street should be upgraded to current street section requirements. Action M3.9 – Evaluate existing sidewalk along
Glade Street to identify improvements that are in compliance with the Americans with Disabilities Act (ADA). Strategy M4-Increase bicycle safety and accessibility in the Southside Area
neighborhood. Action M4.1 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to designate Montclair Avenue and portions of Luther Street as Bike Routes to provide additional
north-south options. Action M4.2 – Explore the possibility of a way-finding system to direct bicycle traffic through the neighborhood. Possible solutions may include posted route maps
with “You Are Here” information or destination information. This would be in addition to the existing bike route signage. Action M4.3 – Re-stripe bike lanes on Holleman Drive. Strategy
M5-Increase bicycle and pedestrian safety at intersections both within and surrounding the Southside Area neighborhood. Action M-5.1 – Increase pedestrian safety at the crosswalk located
at Eleanor Street /Phoenix Street and Holleman Drive by installing devices such as rumble strips or flashing lights to alert drivers of the approaching pedestrian crosswalk. Action M5.2
– Conduct a warrant study to determine if a four-way stop is appropriate at the intersection of Dexter Drive and Holleman Drive to address vehicular congestion and safety of pedestrians
and bicyclists. If a four-way stop is not warranted, the City should explore additional measures of addressing the intersection concerns. Action M5.3 Evaluate the intersection of George
Bush Drive at Texas Avenue – Bicycle improvements will require further engineering study to
Southside Area Neighborhood Plan Mobility Element Page 30 of 32 determine how to accommodate through movements in the existing limited right-of-way. Action M5.4 Evaluate the intersection
of George Bush Drive at Anderson Street – The crosswalk on the west side of George Bush Drive is being moved to the east side of the intersection in order for the left turn movement
from Anderson Street to George Bush Drive to coincide with pedestrians crossing George Bush Drive. This will create a more efficient and safer intersection. Additional pedestrian improvements
proposed include perpendicular curb ramps at the southwest and southeast corners of the intersection. Bicycle improvements proposed include the continuation of the bike lanes that drop
before the intersection and there appears to be adequate room on the northbound bike lane. Action M5.5 Evaluate the intersection of George Bush Drive at Timber Street/Bizzell Street
– Pedestrian improvements proposed include sidewalks to close existing gaps, perpendicular curb ramps, the removal of an obstruction (water valve) in the sidewalk on the southwest corner,
and concrete pads to make the pedestrian crosswalk signal buttons ADA accessible. Action M5.6 Evaluate the intersection of George Bush Drive at Dexter Drive/Throckmorton Street/Coke
Street – Pedestrian improvements proposed include leveling the sidewalk connection to the multi-use path at the southwest corner of the intersection. Bicycle improvements include repairing
the pavement in southbound bike lane of Throckmorton. A section of the pavement currently drops down and creates a hazard. Action M5.7 Evaluate the intersection of Holleman Drive at
Wellborn Road – This intersection has an at-grade railroad crossing, existing and proposed sidewalks approaching the intersection and bike lanes that end before the intersection. Pedestrian
improvements proposed include sidewalks to close existing gaps and perpendicular curb ramps. Bicycle improvements will require further engineering study to determine how to accommodate
through movements in the existing limited right-of-way. This intersection will also require coordination between the City of College Station, the Texas Department of Transportation,
and Union Pacific Railroad Company. Action M5.8 Evaluate the intersection of Holleman Drive at Welsh Avenue – Pedestrian improvements proposed include a curb ramp to cross south on Holleman
and perpendicular curb ramps at the southeast
Southside Area Neighborhood Plan Mobility Element Page 31 of 32 corner. Bicycle improvements proposed include the continuation of the bike lanes that drop before the intersection going
northbound on Welsh and there appears to be adequate room to accommodate the continuation. Action M5.9 Evaluate the intersection of Holleman Drive at Glade Street – Pedestrian improvements
proposed include concrete pads to make the pedestrian crosswalk signal buttons ADA accessible at the south and northwest corners as well as updating the existing curb ramps without detectable
warnings (south and northwest corners) with perpendicular curb ramps. Action M5.10 Evaluate the intersection of Holleman Drive at Anderson Street -Bicycle improvements proposed include
the continuation of the bike lanes that drop before the intersection or need to be restriped in all directions and there appears to be adequate room to accommodate the continuation.
Action M5.11 Evaluate the intersection of Holleman Drive at Texas Avenue – Pedestrian improvements proposed include restriping the existing crosswalks. Bicycle improvements will require
further engineering study to determine how to accommodate through movements in the existing limited right-of-way. Action M5.12 Evaluate the intersection of Southwest Parkway at Welsh
Avenue – Pedestrian improvements proposed include updating the existing curb ramps without detectable warnings (3 of the 4 corners) with perpendicular curb ramps. Strategy M6-Reduce
the traffic impact on the neighborhood that will result from the future grade-separation at George Bush Drive and Wellborn Road, and potential redevelopment of Area 5. Action M6.1 –
Amend the Thoroughfare Plan to designate Montclair Avenue as a Minor Collector with a reduced right-of-way width. Action M6.2– Amend the Thoroughfare Plan to reduce the designation of
Fairview Avenue to a Minor Collector with a reduced right-of-way width. Action M6.3 – Install half street closures of the following streets between Fairveiw Avenue and Montclair Avenue
allowing traffic to flow west and not east: Angus Avenue, Kerry Street, Fidelity Street and Park Place.
Southside Area Neighborhood Plan Mobility Element Page 32 of 32 Strategy M7-Remove proposed pedestrian and bicycle facilities from the Master Plan in areas where right-of-way constraints,
mature vegetation, or grading prevents implementation. Action M7.1 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to remove proposed sidewalks on the following street sections
from the Plan: o Village Drive (east of Glade Street) o Old Jersey Street Action M7.2 – Amend the Bicycle, Pedestrian, and Greenways Master Plan to remove the proposed multi-use path
that is currently depicted at the rear of lots between Dexter Drive and Suffolk Avenue.