HomeMy WebLinkAbout05/29/2007 - Regular Agenda Packet - Parks BoardPam Springfield
Staff Assistant
00, N i AGENDA
Workshop Meeting
City Council
CITY OF COLLEGE STATION Planning and Zoning Commission
Planning�rDevelo mentServices
Parks and Recreation Advisory Board
Tuesday, May 29, 2007, at 12:00 P.M.
Council Chambers, College Station City Hall
1101 Texas Avenue
College Station, Texas
Call the meeting to order.
2. Presentation, possible action and discussion regarding the results of a
growth management study prepared by Kendig Keast Collaborative in
joint session with the Planning & Zoning Commission and the Parks
and Recreation Advisory Board.
3. Presentation, possible action and discussion regarding the results of
the East College Station Transportation Study prepared by Kimley-
Horn in joint session with the Planning & Zoning Commission and the
Parks and Recreation Advisory Board.
4. Adjourn.
Consultation with Attornev TGov't Code Section 551.0711 ; oossible action.
The Planning and Zoning Commission may seek advice from its attorney regarding a pending
and contemplated litigation subject or attorney -client privileged information. After executive
session discussion, any final action or vote taken will be in public. If litigation or attorney -
client privileged information issues arise as to the posted subject matter of this Planning and
Zoning Commission meeting, an executive session will be held.
Notice is hereby given that a Workshop Meeting of the College Station City Council, Planning and
Zoning Commission and Parks and Recreation Advisory Board College Station, Texas will be held on
the Tuesday, May 29, 2007, at 12:00 P.M. at the City Hall Council Chambers, 1101 Texas Avenue,
College Station, Texas. The following subjects will be discussed, to wit: See Agenda.
Posted this the day of May, 2007, at
CITY OF COLLEGE STATION, TEXAS
By
Connie Hooks, City Secretary
I, the undersigned, do hereby certify that the above Notice of Meeting of the City Council, Planning
and Zoning Commission and Parks and Recreation 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.eov. The Agenda and Notice are readily accessible to the general public at
all times. Said Notice and Agenda were posted on May 2007, at 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 , 2007.
CITY OF COLLEGE STATION, TEXAS
By
Subscribed and sworn to before me on this the day of , 2007.
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.Eov. Planning and Zoning
Commission meetings are broadcast live on Cable Access Channel 19.
29 May 2007
Workshop Agenda
Growth Management Options
To: Glenn Brown, City Manager
From: Lance Simms, Acting Director of Planning & Development Services
Agenda Caption: Presentation, possible action and discussion regarding the results of a
growth management study prepared by Kendig Keast Collaborative in joint session with the
Planning & Zoning Commission and the Parks Board.
Recommendation(s): After consideration and discussion of growth management options,
provide policy direction to the consultant and City staff.
Summary: The City of College Station has recently experience an increase in the rate of
residential development, particularly in the extraterritorial jurisdiction (ETJ). In an effort to
identify options for managing development, particularly in the ETJ, staff retained the
services of Kendig Keast Collaborative, a planning consultant. Kendig Keast developed a
report designed to assist the City in this regard (see attached) and will present the results
of the report to the City Council, Planning & Zoning Commission, and Parks Board for
discussion and feedback.
Budget & Financial Summary: N/A
Attachments:
1. Draft Growth Study
TOOLBOX OF GROWTII MANAGEMENT TECIINIQUES
CITY OF COLLEGE STATION, TEXAS
Cover the course of the Iast six decades, College Station has experienced rapid growth, averaging 90
percent per decade. Excluding the 1940s (263 percent) and 1970s (111 percent), the average rate of growth
per decade has been 42 percent. While the amount of growth has slowed since 1980, with 29 percent
growth during the 1990s (compared to 111 percent and 41 percent during the 1970s and 1980s,
respectively) it exceeds the rate of growth of Brazos County (34 percent) and Texas (22 percent).'- From an
economic perspective, the increase in population and corresponding employment growth is a positive
indicator of the City's economic competitiveness and stability. A continuation of this economic growth is
— and must remain — a primary goal of the community.
CMincre.asiIng Development Fragmentation
. .. ,, .,,
The urban form has become increasingly fragmented since the 1980s.
Source: City of Cotteye Station
1 -- Peter Drucker
2 This is partially explained by the relative size of the respective jurisdictions.
A question confronting this community, holV(ver, is not onl), how to attract and sustain eanu>mic
development but how to Maxinuze its net tlSCal benefits. 1 he pattern of growth and efficiency of service
provision are contributing factors, among others. As displayed in
beginning in the 1970s the form of development has become increasingly scattered. In fact, since the Year
2000, the number of platted lots in the ETJ has averaged 16.6 percent of the total amnial platted lots.' As
fur the projected population, assuming a cuntinuatiun of recent trends, the ETI is expected to increase in
population by 17 percent by the Year 2016:1 'The trend of peripheral growth is long-standing as
development began to scatter in 1980s and has since increasing sprawled outward. Continuation of this
pattern — and trend — will become increavingly problematic, resulting in an increased inefficiency of
services thereby lessening the economic gain and placing a growing strain on the fiscal resources of the
community.
There are several reasons why this growth pattern has occurred, inchUding, but not limited to, the
following:
"There is a lure to green field development due to the case of development approval, particularly since
the City has no authority within its ETJ to regulate:
The use of any building or property for business, industrial, residential, or other purposes;
The bulk, height, or number of buildings constructed on a particular tract;
The size of a building that can be constructed on a particular tract of land, including without
limitation anv restriction on the ratio of building floor space to the land square footage;
I'he number of residential units that can be built per acre of land; or
The size, hype, or method of construction of a water or wastewater facility that can be constructed
to serve a developed tract of land, subject to specified criteria.5
The City's oversize participation ordinance allows the City to pay up to 100 percent of the total cost
for any over -sizing of improvements that it requires in anticipation of future development. There are
no stated exceptions or criteria regarding its cost effectiveness; financial feasibility, or conformance
with utility master plans, the comprehensive plan, or other development policies. Furthermore, the
current Comprehensive Plan does not define a designated growth area nor is it directly coordinated
with the utility master plans. Therefore, there is no mechanism to coordinate the pattern and timing
of development and ensure cost efficiency in the provision of adequate public facilities and services.
This must be a focus of the current Comprehensive Plan, coordinated with updates of the City's
water, wastewater, and drainage master plans.
The City's decision to extend its Certificate of Convenience and Necessity (CCN) boundary for sewer
service to coincide generally with its ETJ enables development to occur throughout the ETJ. While
there are advantages by way of limiting the number of private package plants and controlling the
quality of sewer infrastructure, this contributes to an inefficient pattern of development. Without a
growth sequencing plan to direct the location and timing of development, consistent with the City's
infrastructure planning and capital programming, the City has limited control of its development
pattern.
The fiscal impact analysis used to judge the feasibility of annexation appears to be an abbreviated
model that does not fully account for the long-term operating and maintenance costs, the distance
3 Based upon plat data provided by the City
4 Based on a City forecast, "Development Trends in the Extra -territorial Jurisdiction (ETJ)
5 Section 212.003, Extension of Rules to Extraterritorial Jurisdiction
Draft 05/15/07 Page 2 of 23
3—"—
i
required to extend utility serviaS, of the timing of hLIIId-out. Further, the C'it�'� fUtllre land use plan
and corruspunding coning districts arc too general and thus, du not otter a rlcar uuliCJtion of the
likely uses and densities. Therefore, to more accurately determine the net fiscal benefit of annexation
a more elaborate, robust model must be developed and used.
There are both allowances and limitations within the zoning ordinance, including:
The minimum lot size within the Agricultural -Open "A-O" district is only five acres. Instead, the
minimum lot size could be increased to 20 acres or larger ensuring preservation of the
agrictulttu-al character and enabling the City to determine the timing by �v,hick facilities will be
provided and urban development is allowed. Zoning, in this case, Ilmy "WI'VC as an eftectke
growth management tool.
The Rural Residential Subdivision "A -OR" district allows a minimum lot size of one acre
meaning that residences on septic systems and wells are permitted. Use of this district in the
outlying areas of the corporate limits where adequate municipal facilities are not yet available is
contributing to development fragmentation.
There are a relatively large number of use -based zoning districts. Essentially, this means that a
zone change is necessary to respond to a shift in the market, which adds process and delays
development. This is a disincentive for development to occur in the City rather than the ETJ
where it is much easier and with less delay. Instead, the ordinance should allow more flexibility
while increasing the development standards in line with the City's expectations and desired
outcomes.
-there is a multi -step process required for the Planned NiNed-Use "P-NIUD" and Planned
Development "PDD" districts, %�,hich lengthens the and approv A time, increases
development cu;t�, and is a disincentk e fol- what is other%v ise a prrferred Lire clol,mcnt type.
The ordinance allows for zoning classification at the time of annexation without any criteria as to
when and under what circumstances the City will consider a change in zoning. Therefore, a zone
change to a more intensive district may be allowed without consideration as to its consistency
with the City's growth plan, capital improvement plan, or other criterion.
There are no incentives, such as density bonuses, integrated into the ordinance to encourage
certain development types. An increased density in exchange for development clustering and
increased open space could allow a rural development environment within the City limits rather
than necessitating ETJ development to achieve this character.
The requirements for use transitions and buffering are generally ineffective providing reason to
develop in the open countryside in relief of the impacts of abutting development.
• There are several rural water providers (Wellborn Special Utility District, Brushy Creek Water Supply
Corporation, and Wickson Creek Special Utility District) and sewer providers (Carter Lake Water
Supply Corporation and River Side Wastewater Treatment Plan) around the periphery of the City
and ETJ, meaning that development may get access to public water and sewer systems that meets the
standards of the Texas Council on Environmental Quality (TCEQ) without requiring connection to
the City's utility systems.
• The Brazos County Health Department's requirements for permitting septic systems is a minimum of
a one acre lot, whether there is public water available or a private well. This exceeds the State's one-
half acre minimum, and is now being considered by the County Commission for an increase to a
minimum of two acres. While an increase in the minimum allowable lot size for authorization to
construct a septic system is both warranted and helpful, unless it is further increased it still allows
rural development throughout the ETJ.
Draft 05/15/07 Page 3 of 23
T here is a five -acre exemption of the platting requirements within Statc la» that �111ows rrual
development to occur without platting and thus, without any provision for right-of-way dedication,
delineation of easements, or other applicable — and warranted - development requirements.6
The City's parkland dedication requirements apply only within the City limits meaning that there are
no requirements for the provision of parkland or payment in -lieu of land dedication. Therefore,
effectively, this is an economic advantage for developing outside of the City limits to avoid payment
of these fees.
Devclopment outside the City limits does not pay City taxes. "Therefore, residents and businesses
outside the City limits benefit tram access to municipal facilities and services, such as parks, trails,
libraries, and other community facilities, but do not share the tax burden associated with constructing
and maintaining those facilities and services. Over time this increases the tax burden on in -City
residents.
• Land is less expensive outside the City limits due, in part, to the absence of public infrastructure and
improvements, which equates to cheaper development and hence, lower home costs.
Tliere is an attraction to the open, rural landscape, which will slowly disappear with increasing
development over time and a lack of land use controls to protect the desirable character.
While the growth of the community has brought great opportunity, without adequate foresight and
preparedness it may involve long-term consequences, including:
i rosion of a defined community edge therebv blurring its boundaries and contributing to a loss of
community identity. 1-his can be most readily seen along each of the entrances into the community
where there is a proliferation of uses extending welt beyond the City tinuts.
Degradation of environmental resources, e.g. floodplains, wetlands, habitat, vegetated areas, etc.
Overwhelmed public infrastructure e. p (s., roads, water, and wastewater systems) and services (e.g,
police and fire protection, parks, libraries, and schools), in some cases, creating unsafe conditions.
A lack of coordinated planning between individual developments leading to, among other things, a
discontinuous and disjointed street system and inability to plan for linear linkages and greenways.
Premature and unexpected shifts in traffic patterns causing congestion and environmental impacts as
development occurs in an uncoordinated fashion before adequate road infrastructure is in place.
• The provision of private streets and infrastructure systems such as package treatment plants, for
which the burden may shift to the City in future years without the requisite funding to pay for it.
• Cumulative impacts on the natural environment due to stormwater runoff and non -point source
pollution of area streams and watercourses.
• Inefficient provision of services meaning a larger investment in infrastructure systems with fewer
than the optimal number of connections to pay for it.
• Increased traffic, as vehicles have to traverse relatively longer distances to reach places of work,
shopping, services, education, recreation, and entertainment. This means that more public dollars
must be expended on road building, expansion, maintenance, street lighting, and traffic enforcement.
• Declining community character and agricultural operations, as formerly large, contiguous farms are
broken up by scattered development and the proliferation of "exurban", 5-plus acre lots. The
agricultural industry is a significant sector of the regional economy, and the presence of local
6 Section 212.004. Plat required (a)
Draft 05/15/07 Page 4 of 23
agricultural products is good fur local cunsuiners. MorCOVer, farming is an import,uit hLlrt of the
legion's heritage that continues to Contribute to the quality Of life and identity of the rumniunity.
Often, the elements that fuel growth (c.g., community livability, quality schools, economic diversity, etc.)
are slowly and ultimately sacrificed the pattern, quality, and Character of development. 'the integrity
Of public fiscal resources is also compromised because the new development is inefficient and does not
Conh-ibute Sufficient rovenues to cover the rests of the services it demands. Modern "grow(li
nlanagenient" is a combination of techniques that allow III uniCipalities to direct its pattern of growth and
the timing of infrastructure provision, leading to better long-term economic sustainability. In broad
terms, growth management techniques include:
• Comprehensive planning to establish the policy basis for the institution and administration of growth
regulations;
Regulatory approaches, including zoning and subdivision controls, which to varying degrees,
directly impact the character, form, location, and quality of development.
Annexation, which expands the geographic jurisdiction of the City to implement a full range of
regulatory and fiscal approaches to growth management.
Development and/or participation agreements, which provide for infrastructure funding (and may, in
some instances, include land use controls).
Impact fees, which provide funding for capital improvements that are needed to serve new
development.
�I ]nrprovement districts and political Subdivisions, which are independent entities that provide for
infh'ast-ucthue funding and operation.
Interlocal cooperation contracts as a means for local governments to agree with other units of
government with regard to providing administrative functions, infrastructure, and public services.
1 Extension of publicly -owned utilities by way of capital improvement programming.
In Texas, state law provides a complex set of rules regarding which growth management techniques are
available, and how those techniques may be implemented. The purpose of this issue paper is to
summarize the provisions that may serve as viable and practical solutions for the City to manage its
community character, efficient provision of adequate public infrastructure and services, and long-term
fiscal health. This paper also establishes a framework for growth management, with strategic directions
as to the changes in policies and practices to better manage future growth and development.?
There are an array of strategies for managing the pattern and timing of development, ranging from
simply minimizing the impacts of growth without affecting the pattern to strictly controlling it. Given the
limitations of Texas law there are few, if any, mechanisms currently available to entirely prevent sprawl.
For the purposes of this discussion the growth management techniques are as follows:
1 I
7 This review of the applicable statutes is intended to provide a general overview of available tools and techniques, and shall not be
considered legal advice with regard to the validity of any of the identified approaches or the potential legal consequences of
implementing any particular approach. Potential risks are identified only if explicitly set out in the statutes. KKC recommends that
the City consult with its attorney with respect to the legality and potential risks and exposures presented by any particular
approach.
Draft 05/15/07 Page 5 of 23
G
Chapter 213 of the "Texas Local Government Code contains a broad authorization to develop and adopt a
Comprehensive Plana The statute allows the City to decide for itself what its Comprehensive Plan will
address and how it will relate to the land development regulations. With regard to content, the statute
says a Comprehensive Plan may:
InClude, but is not limited to, provisions can land use, tr�tinshortetion, and Public
facilities;
consist of i single plan or a coordinated set of plans organired by subject and
geographic area; and,
be used to coordinate and guide the establishment of development regulations.
State law provides that "A municipality may define,
in its charter or by ordinance, the relationship
between a Comprehensive flan and development
regulations, and may provide standards for
determining the consistency required between a
plan and development regulations." In other words,
there is not a requirement that the comprehensive
plan be applied in strict terms in all land use
decision -making. However, there is latitude
regarding the extent to which the land development regulations may be used to implement the plan
is essential if the CitV� is to sucCessfully control its destine.
I'his
It does not appear that the City Charter specifically authorizes the purpose or use of a Comprehensive
Plan. While a plan is generally recognized as a "guide" for decision -making, given its relevance and
essential role in managing the City's growth and development, it is advisable for the City to specify its
value in its long-range planning interests. Therefore, this may be an opportunity to make the plan for
authoritative in land development decisions and capital expenditures.
The City's Unified Development Ordinance (UDO) identifies as one of its objectives to "Implement the
Comprehensive Plan through compliance with its individual elements." Furthermore, the relationship
between the UDO and Comprehensive Plan is expressed as follows:
• "It is intended that this UDO implement the City's planning policies as adopted as part of the City's
Comprehensive Plan, as amended and periodically updated.
• The City's Comprehensive Plan, and any associated plans or studies adopted by the City Council,
shall be required to be amended prior to, or concurrent with, permitting development which would
conflict with the plan.
• The alignments of proposed thoroughfares and bikeways on the "College Station Thoroughfare Plan
map? And the "College Station Bikeway and Pedestrian Plan map" are generalized locations that are
subject to modifications to fit local conditions, budget constraints, and right-of-way availability that
warrant further refinement as development occurs. Alignments within 1,000 feet of the alignment
shown on the aforementioned maps will not require a thoroughfare plan amendment."9
8 Chapter 213 is not the only source of authority to adopt a comprehensive plan. Home rule may also be a source of authority, which
is accomplished via the City charter is some Texas communities, e.g. Georgetown.
9 Section 1.6, Relationship to the Comprehensive Plan, Unified Development Ordinance, July 3, 2006
Draft 05/15/07 Page 6 of 23
— — a
Ihcretun', lu lurtlher strengthen the relationship between the Comprehenske P1,111 ,uid UllU, the
following should occur in the interest of better managing growth:
Areas within the City limits that are not within the defined "growth area(S)" shutdd bU zoned
Agricultural -Open "A-O", provided the minimum lot size in increased from five to 20 acres, or more.
The decision as to the zoning of newlN/ annexed pruperfy must strictly AlIM-e to the City's growth
plan. Annexation of land that is not within the defined "growth area(s)" must be zoned "A-O",
giving the City the decision as to the timing of development and its provision of services.
I he area defined as "Rural" on the Lind Use Plan10 should strictly adhere to the City's gro�� th plan.
Those portions of this area that are inadequately served and are not feasible for the extension of
adequate public facilities and services should be re -designated as Agricultural -Open.
The Rural Residential Subdivision "A -OR" district should coincide with the boundaries of the
"Rural" designation on the Land Use Plan. The ordinance should subsequently be revised to increase
the minimum lot size from one to five acres, with density bonuses for development clustering and
increased open space.
The use desi-nations on the Future Land Use Plan should be reconciled with the zoning districts.
Rather than indicating land use with a general reference to density, both should more clearly define
the intended character of development. In other words, low, medium, and high density residential
should include additional performance standards to ensure the intended character. Standards such
as maximum gross density and open space and floor area ratios will better ensure the development
outcomes. Otherwise, if more than one zoning district is allowed and there are not definitive
standards, there is no mechanism for the Citv to control the development charactrr.it rel'Jus to
gn��� t1i managrmcnt this is c"cntial as a mr<Ms for impro\ ed utility' sv'�tons planning (>ince the
density and hence, infrastructure demands are known) as well as controlling the form and character
of development.
The Comprehensive Plan offers the ability for the City to establish its growth policies, which must then be
directly related to the zoning regulations to effectuate them. This must be accomplished in tandem with
the City's water, wastewater, and drainage master plans, as well as the capital improvement program.
Generally, the Comprehensive Plan should direct development first, to the areas where there is already
adequate infrastructure and secondly, to the areas that may be readily and efficiently served with public
facilities and services. Targeted upgrades of the infrastructure may be required to facilitate an infill
development program. Lastly, the areas around the periphery of the City that may not be efficiently
served - or are simply premature for development — should be reserved in the near term for agricultural
(Agricultural -Open) or very low intensity uses (Rural Residential Subdivisions) with infrastructure
staging for longer -term development. The means of executing these general policies are described in
detail below.
The City's over -sizing policy should cite as an exception for refusing to extend water or wastewater
mains consistency with the Comprehensive Plan. The update of the plan must then define the area for
which urban development is to be accommodated. More specifically perhaps is the definition of the areas
that are not intended for infrastructure investment during the horizon of the plan and thus, subject to the
growth control mechanisms of this paper. In so doing, rather than responding to development, instead,
11 Land Use Plan, November 2004
Draft 05/15/07 Page 7 of 23
__W
9
U
the City may proactively direct development to occtu. in appropriate location, and concurrent with the
av ailability and provision of adequate public LK IIItleti and services.
Through the course of plan development the following areas should be identified rind delineated, as
displayed in the illustrative examples:
I he developed area is vv'here there is existing
infrastructure. Remaining opportunities within
this defined area would Consist of infill
devclopnuCnt, redevelopment, and areas lhat arc
immediately contiguous to existing
development. It is important to note than there
is approximately 2,010 acres of vacant,
residentially -zoned land within the City limits.
This amount of developable land will support
an additional population of 13,650 persons'',
which is approximately 60 percent of a mid-
range estimate of added population by the Year
2025. Therefore, the plan must quantify and
determine the area necessary to support the
projected population and employment
increases, and coordinate the infrastructhu-e
plans accordingly.
I he protection area of
floodplain, wetland, streams and drainage ways,
or other natural areas that warrant permanent
protection. These are areas where the City's
zoning or subdivision regulations should
prohibit development. The protection area may
also include the Agricultural -Open "A-O"
district that is intended to remain in agricultural
use and where residential development is
restricted.
`'
• The growth area is where new growth is to be
encouraged for which there are readily available
61 4
�h.tyF vy `7. ei
services that may be efficiently extended. This is
"w
the area where the City will commit to
—
`''"°
extending infrastructure and improvements to
support urban development. The size of this
area should support 20 years of development potential. This area may be further delineated to
include five-year growth increments to be timed with the extension of facilities and services. It is
common to upsize this area by 20 to 30 percent to allow market flexibility. The size and location of the
growth areas need to be closely evaluated and clearly defined given the amount of currently available
land. The City would also need to revisit these areas and make periodic adjustments.
11 This assumes four units per acre and 2.32 persons per dwelling unit (U.S. Census, 2000)
Draft 05/15/07
Page 8 of 23
I he holding zone is all remaining land in the
I'lj and outside of that identified above
described areas. Due to the limitations of State
law, this is the most difficult of the four areas to
address. Given the reasons identified earlier,
development may now occur• within this area.
Development in areas for which the City cannot
readily and efficiently provide services is clearly
premature and results in sprawl. 'l,herefore, the
question is to what extent the City is willing to
enact control by the below described growth
management techniques.
In order for the City to manage the location of
development it must employ some of the techniques
described below. Effectively, the strategy should
direct a vast majority of development to occur in the
developed and growth areas as infill or contiguous
development. The controls must be designed to
minimize the amount of urban development in the
holding /one.
The most readily available means for minimizing the
impacts of peripheral growth is by way of amending
the subdivision regulations. However, while certain
controls may be put in place to solve anticipated
problems, this approach will not have any material
affect on the pattern or timing of urban growth. It
remains though, a warranted and necessary step to
ensure quality development and to ameliorate
unnecessary problems.
1 6-
i-
ldoldln (� Zones
Unlike zoning regulations, the value of the subdivision regulations is that they may be extended into the
ETJ.12 While subdivision controls typically include requirements for lot size, access, and infrastructure,
State law also authorizes the City to adopt "other municipal ordinances relating to access to public roads
or the pumping, extraction, and use of groundwater by persons other than retail public utilities ... for the
purpose of preventing the use or contact with groundwater that presents an actual or potential threat to
human health" within the ETJ.13
11 Unlike subdivision controls within the City, enforcement of the subdivision regulations in the ETJ is limited to injunctive relief
(fines and criminal penalties in the ET) are prohibited). See § 212.003(b) and (c), TLGC.
13 Section 212.003, Texas Local Government Code
Draft 05/15/07 Page 9 of 23
I'roVldCd the ( 0111prChCIISIVe flail IS SLIthCI('lIIIy 5peCIfIC,
-- - - - - -- -- - --- ---- --_-
SLIbdIVISIOI1 COI)trok Cdll be a Strong tool for ell5Ll1-Illg tll,)t
adequate water, sewer, and road service is provided to new
Purpose. Generally, the purpose of
subdivision controls is to
development in the City, and more importantly, in the Is'1'J.
regulate the dimensions of lots
This is so because State law provides that a plat shall be
and the provision of access,
dpprovtcd if:
utilities, and public facilities,
it conforms to the general plan of the municipality and its
Strengths: Along with zoning, access
current and future slrccfS, alto s, Parks, Pia �",�luunds, and
y. 1 f >
management, and other
regulatory tools, subdivision
illlbiir ulilih/ hlrilitir°s;
controls are an important
it conforms to the general plan for the extension of the
means to ensure adequate
municipality and its roads, streets, and public highways
infrastructure and regulate
community character.
within the municipality and in its extraterritorial
Generally, utilities may not be
jurisdiction, taking into account access to and extension of
connected to subdivided
seiner and ranter mains and the instrumentalities of public
property without an approved
utilities;
plat.
Subdivision controls enerall
Weaknesses: g y
it conforms to any [adopted subdivision] rules ....'+
must stand alone in the ETJ
(where zoning is not allowed
By implication, the plat can be denied if the standards are not
without consent). Statutes do
met. This requires a Comprehensive Plan that sufficiently
not allow regulation (without
consent) as to land use, bulk,
defines the standards by which development must uphold.
height, number of buildings,
Fen- instance, the thc)roLI f;hfare plan I'll Llst encompass the entire
size of buildings, or residential
1` 11 — and bc\ oil(.] in some cases—1\ ith denoted olignnlents of
units per acre in the ETJ.
collector '111d arterial 'Irccts, Ind other re"iun,ll, intr'l- and
inter -state highways.
would help to avoid unsafe conditionswhile preserving
the capacity of the roadway.
11 Section 212.010, Texas Local Government Code
Draft 05/15/07
Potential amendments to the subdivision regulations may
include the following:
(1) Access management standards could — and should —
be imposed consistent or similar to those
recommended by TxDOT. For example, if the spacing
requirement between driveways is 360 feet
(recommended for streets with 45 m.p.h. posted
speed), then 100 to 200 foot frontage lots with
individual drives would not be allowed. This would
preserve the safety and traffic carrying capacity of
roadways that may be improved to collector or
arterial standards in the future. Strict application of
spacing requirements would: (1) encourage platting
(which is required when infrastructure — here, access
streets — is dedicated); or (2) likely reduce lot depth,
which would make more efficient use of the land.
Page 10 of 23
f(^
(2) Although H10 City i'� not dlluwcd to directly
rcgutdtc "ttle number of ... units ... per acre" rn
the ETJ, as a practical matter, because the City
may regulate the dimensions and layout of the
lots, density may be, more or less, influenced by
authorii.cd rules like minimum lot sire,
minimum lot width, and right-of-way
dimensions.'; Therefore, if the City were to
rcquirc d minimum lot size of fiVC acres, for
instance, due to the capacity of the adjoining
roadway and/or where there are not public
water and sewer systems available, effectively, a
relationship may be forged between lot size,
infrastructure demands, and the availability of
adequate public facilities. This authority is
granted to the City "to promote the health,
safety, morals, or general welfare of the
municipality and the safe, orderly, and healthful
development of the municipality." I',
(3) Together Nvith the requirements for an increased
lot size could be an illowance — or incentive - for -
development clustering. 1-he option Wwuld be
gig ccn to the l,lnd owner oc4 to v\ lhethcr thcy
choose to develop with a large lot size or select a
clustering option that allows more density. h1 other words, rather than constructing a rural large lot
subdivision with no public open space, smaller lots would be required with a high ratio of public
open space. The result allows the rural character to remain with the advantages of fewer required
access points, less impervious cover, reduced water demands, increased recharge, and land
conservation. Given certain performance standards, the open land could continue to be used for
agricultural purposes.
(4) Through the delineation of "protection areas" the City
may strengthen their standards relating to the i y
w. .
protection and preservation of its resources. While the w'
City has regulations for floodplain areas, there are few ( "� N,
p ! ��MIL
other standards for the delineation and rote of
wetlands, habitats, mature vegetated areas, or other
natural features. Resource protection standards ;r „ ■
would provide a method and means for requiring
varvinQ detzrees of vrotection of resource features,
depending on their scale and significance, with By clustering deve opment open views may be
protected thereby preserving a rural, open character.
development flexibility and incentives by way of i
density bonuses for constructing on the developable portions of the site. The use of density bonuses
15 Such rules are permitted by Section 212.010(4), TLGC, which allows the same rules for subdivision in the ETJ as in the
municipality. Of course, in the ETJ, these rules are limited by Section 212.003, TLGC, so, for example, if a developer found a market i
for multiple homes or buildings on a single lot in the ETJ, the City could not prohibit the development.
6 Section 212.002, Rules, Subchapter A, Regulation of Subdivisions, Texas Local Government Code
I
I
I
Draft 05/15/07 Page 11 of 23 j
may allow I higher gross density a,; an incentive by adjusting lots Si/CS or wins; dillerent housing
types III Combinatioll with an open space ratio.
(5) A development plat is a way for the City to regulate development within the City limits and ETJ that
may otherwise be exempt from the subdivision plat process.'% "I'he City has provisions for
development plats, with stated exemptions. it is advisable for the City to reconsider the waiver
allowance as well as the exemptions and instead, require submittal of a devetopment plat for all
projects in the E I'J. Such a requirement would be of great value to document all improvements,
easements, and rights -of -way, and most importantly, because it must be approved to conform to: (1)
tIlC plans, 1111e5, and ordinances of the nnmicipality concerning its current and future streets,
sidewalks, alleys, parks, playgrounds, and public utility facilities, (2) the general plans, rules, and
ordinances for the extension of the municipality or the extension, improvement, or widening of its
roads, streets, and public highways within the municipality and in its extraterritorial jurisdiction,
taking into account access to and extension of sewer and water mains and the instrumentalities of
public utilities; and (3) [the subdivision plat regulations]. The subdivision plat process does not
allow the municipality to require building permits or enforce its building code in the FTJ.1,1
(6) Incorporation of the parkland dedication requirements into the subdivision regulations, which will
allow the dedication or fee in -lieu provisions to be extended into and throughout the ETJ. Effectively,
this will ensure that development outside of the City limits is fulfilling its proportionate demands on
the community's park system similar to the requirements for development inside the City. This
would remove this current advantage for developing in the FT].
Ilie means that most communities use to exercise control of the pattern and type of development outside
of the City limits is to extend the City limits by annexation. Annexation allows the City the ability to
impose its land development regulations, which provides an essential growth management tool to
implement the Comprehensive Plan. Annexation also extends the City's > TJ enabling it to regulate the
subdivision and development of land over a larger area. However, it is important to realize the stringent
requirements mandated by State law for extending services to newly -annexed areas in a timely and
adequate manner, which must be comparable to pre-existing services and service levels in similar
incorporated areas. Requirements for annexation include:
• A three-year annexation plan to identify specific properties the City intends to annex following a
three-year waiting period;
• Acting on annexation proposals within 31 days after the three-year waiting period to prevent the
subject properties from becoming exempt from annexation for another five years;
• Inventorying all current services in the annexation are (including services provided by all entities, the
condition of facilities, existing public safety response times, and current service costs);
• Preparing a municipal service plan for the targeted area within 10 months of receiving data for the
service inventory;
• Immediately extending basic public services (police, fire, and EMS) and "full municipal services,"
including necessary capital improvements, within 2.5 years of annexation, unless certain exceptions
apply (such as a negotiated service schedule for a requested annexation);
• Possibly negotiating agreements in lieu of annexation to formalize interim service provision and cost -
sharing arrangements and possible compliance with City ordinances or development standards;
17 The authority to require a development plats is provided in Section 212.044, Local Government Code.
16 Section 212.049, Texas Local Government Code
Draft 05/15/07 Page 12 of 23
'of entialIy cnteruig into arbitration proceedings if annexation planning and negotiation iti
unsucu,tilul; and,
• Potentially negotiating "strategic partnership agreements" with special districts.
Of significance in the law is an exemption From
the above requirement~ for annexation proposals
that will involve tC%VCr than 100 traCts of land
where each tract contains at least one residential
If the level of services,
infrastructure, and
dwelling. With the exception of sizeable
infrastructure
developments, most annexations are exempt
maintenance in the Then services, infrastructure, and
from the above requirements. Also, the City may
affected area before infrastructure maintenance must
not annex more than 10 percent of its land area
annexation was: be:
I Lower than in the "Comparable to the level.
in any given year. If it does not annex all of the
municipality available in other parts of the
land that is allowed, the difference rolls over to
municipality with topography, land
the next year. If multiple carryovers are
use, and population density similar
accumulated, the City can annex up to 30
to those reasonably contemplated
or projected in the [annexed]
percent of its land area in a single year.
area."
Equal to the municipality "[T]hat same [pre -annexation] level
State law provides for the minimum level of
service that must be extended to the annexed
Superior to the
areas, as described in
municipality
Re: services "Comparable to the level . .
available in other parts of the
municipality with topography, land
Significantly, State laic dues "not require that a
use, and population density similar
uniform level of full municipal services be
to those reasonably contemplated
or in the [annexed]
provided to each area of the municipality if
areaojeeted
different characteristics of topography, Land use,
Re: operating and Equal to or superior to the pre
and population density constitute a sufficient
maintaining annexation level.
basis for providing different levels of service.""
infrastructure
Therefore, the law appears to allow the City to
annex territory and provide minimal services if
those services are commensurate with that provided
in areas of similar "topography, land use, and
population density" within the City. Yet such a strategy is not necessarily without risk -- disputes with
affected landowners over levels of service could
expose the municipality to civil penalties, court costs,
and attorneys' fees.20 Accordingly, the City should plan carefully and involve the City Attorney early in
the process if it chooses a growth management strategy that involves providing a minimal (rural) level of
service to a newly annexed area.
• Often, there are warranted reasons for considering annexation, including, among others, the ability to
impose the City's land development regulations along major transportation corridors and in prime
development areas that may otherwise compromise the community's long-term interests. There are
several areas for which the City is now considering annexation. Since the primary purpose for
annexing these areas is to exert control of probable growth areas, it is advisable for the City to employ
19 Section 43.056(m), Texas Local Government Code
20 Section 43.056(1), Texas Local Govemment Code
Draft 05/15/07 Page 13 of 23
growth m,uIageIII ell t techniques in these areas hi prevent premature development. Fur instance,
unless the City 1s prepared to extend toll municipal taC111tIeS and Services — <uid such are determinc'd
to be efficient and feasible — these area should be zoned for Agricultural -Open, which may serve as a
holding zone until which time as the City determined development to be appropriate and of fiscal
benefit.
Chapth'r 211 of the Texas Local Government Code
authorizes the City to enact zoning regulations to
control building height and size; lot coverage; yards
and open spaces; population density; the location
and use of buildings; the location of land that may
be put to various business, industrial, residential, or
other purposes; the extraction of groundwater
(except by retail public utilities); and, in home -mile
municipalities like College Station, the bulk of
buildings. Zoning regulations are not authorized
outside of the mf-inicipality's corporate boundaries
without the consent of the affected landowner(s)."
;(,i;,, r:(I,'q
hl concert Wth annc\ation, all Ilvw1v inaxporated areas should to be zoned "A-0" Agricultural -Open,
��ithcxil c1�n;idcration of anv ether zonim, di-;hict unle-;,� merited by Nv'w of heing within a
defined "growth area." However, to serve its growth management function, the minimum lot size must
be increased from five to 20 or more acres. Therefore, the open, rural character of these areas would be
maintained and their rezoning to another district classification could be tinged with the City's staged
growth plan and infrastructure improvement plans.
The City could allow for very low density residential
development in these agriculturally zoned areas by
allowing extreme clustering. This enables there to be
development value to this land and also allows for
construction of additional homes. As an example, one
dwelling unit per 20 acres with no required open space
equates to a gross density of 0.050 units per acre. A one
acre lot with a septic system and well and 85 percent open
space allows an increase to 0.070 units per acre. Similarly,
a one acre lot with a septic system and public water and 90
percent open space equates to the same 0.150 units per
acre. Therefore, clustered residential development may be
allowed with a corresponding high open space
Clustering allows development value while preserving
the rural, open character. .
i.
i
21 Generally, the power to zone may only be exercised within the municipality. "The governing body of a municipality may divide
the municipality into districts of a number, shape, and size the governing body considers best for carrying out this subchapter." §
211.005(a), TLGC (emphasis added). However, one way to enforce zoning regulations in the ETJ is to enter into a development
agreement with the affected landowner pursuant to Subchapter G of Chapter 212 of the Texas Local Government Code. See §
212.172(b), TLGC.
Draft 05/15/07 Page 14 of 23
rcquirenient to preserve the agricultural Character. Slightly higher levels of density may also be permitted
to allow more development value without Compruniising the (harader of pattern A peripheral
development.
The most viable means of growth management for the City, given the limitations of State law, is to annex
the maximum allowable 30 percent of its land area, followed by annexations of the maximum allowed 10
percent each year until the incorporated area encompasses land sufficient to support 30 to 50 years of
growth, all areas of strategic interest, and the defined long-term growth boundary. 'Phis strategy,
howover, rryuires the City to establish that there are areas within the corporate limit~ that have similar
"topography, land use, and population density" to those being annexed for which there are minimal
facilities and services being provided. If this is the case, a uniform level of municipal service is not
mandated making large-scale annexation more feasible. If this cannot be established, a service plan must
be prepared and robust cost -benefit analysis conducted to determine the feasibility of the annexations.
Then, a policy decision would be necessary to consider the value of annexation and growth control
versus the added cost for providing the state mandated services.
Lonimi Ordinance Simplification and Development Streamlining.
If the Citv is to successfully entice development to occur within the City limits rather than the ETJ, its
development processes and timing of approvals must not be a constraint. Since a plat is the only required
approval for development (of less than five acre lots) in the ETJ, the complexity of the process and length
of time to gain approval within the City map outweigh the benefits of in -City development (public
utilities, improved emergency response times, increased convenience, zoning controls, etc.). Therefore,
although the City's current process is not at)'pical, there are significant improvements to be made, of
which the more significant and relevant include the following:
First and foremost, there are opportunities to reduce the number of zoning districts. The structure of
the current districts requires a zone change should a property owner decide to development more
than one use or to change the use. At the same time, use -based districts offer no assurance of the
character of compatibility of abutting developments.
* The use -based districts may be consolidated into fewer districts that are based on the intended
character of the district. For residential districts, character is defined by the allowable density and
required open space ratio, as well as other performance standards relating to the floor area ratio
(FAR), landscaping, etc. The character of non-residential districts is defined by the use intensity
(measured by FAR) and a landscape surface ratio, along with standards relating to building scale,
lighting, signage, and other design requirements. As displayed in Figure 3, Illustrative District
Classification, within each district is allowed a range of development options, each with
corresponding standards to retain the intended character. The benefits of this approach include:
Ability to determine the character of future development.
Increased certainty in the development process and assurance of outcomes.
Improved compatibility within and between districts.
Multiple development options within each district adding flexibility while preserving
development character.
Fewer zoning map amendments.
Ability to preserve resources while achieving an equivalent or higher density.
Ability to better plan for infrastructure needs.
Allowance for mixed use without a separate Planned Development District zoning process.
Draft 05/15/07 Page 15 of 23
District and Development
Min_
Density
Required
Minimum Site
Type
I
OSR I
Max. Gross I
Max-
Utilities
Area
Suburban (S)
Single -Family
0.10
1.92
1.92
public
15,000 sf
Cluster
0.30
2.17
2.17
public
5 ac
Planned
0.85
2.25
350
public
15 ac.
Auto -Urban (AU)
Single -Family
0.10
2.61
2.90
public
20,000 sf.
Cluster
0.30
3.23
5.54
public
10,000 sf.
Planned
0.35
4.37
7.50
public
10,000 sf
Urban (U)
Single -Family
0.10
3.27
3.64
public
15,000 sf.
Cluster 1
0.25
4.15
5.54
public
8,000 sf.
Planned
0.35
5.56
8.50
public
6,000 sf.
I
the 1bov;e approach incorporates p1,u1ned devel�>pment �s an option that is permitted by right,
�„ subject to ,IpplicihlC Density laonuses are used ,is ,rn incccntkv for tvpc of
development, offering more density in exchange for increased open space and amenities. Therefore,
the approval process is streamlined by avoiding the timely zoning map amendment process.
An approach that may help to manage the pattern of growth is allowing development to occur only as
adequate facilities and services are available. This requires other growth management provisions though,
to determine where and when infrastructure will be
provided. If the City commits to provide sewer service
with an expanded CCN and water is readily available
through other sources, then the question of adequate
public facility availability is a moot point. If however,
facilities are requested outside of the City's designated
growth area, this mechanism may be effective if there is
not other means of acquiring the requisite infrastructure.
Also known as concurrency requirements, essentially this
mechanism ensures that infrastructure is existing or
readily - and efficiently - available prior to or concurrent
with development. Adequate Public Facilities Ordinances
stc�gp.tkt oc11 pf Oeyoloprne.nt QoncutfeOt vulth Jhe (APFOs) require applicants for new development to
r Clufs90 capoc[fy )tnprove eras.; This aY k a p6ted tt� demonstrate that facilities and services will be available to
roads, utllljles, �1r1d.SGt1C�431S, otm .otheks, serve the project at the time the development is available
Draft 05/15/07 Page 16 of 23
- ,U
for occupancy. Utilizing this system, the City is able to adopt Icvel-of-service standard, ��hic'h ran be
used as criterion forjudling conformance with the subdivision regulations. I'he provisions of State law'-'
allow the City to condition property development for a portion of the infrastructure costs, which
supports this method. As an alternative, higher impact fees and/or increased developer participation in
infrastructure construction and financing may be necessary to shorten development timeframes.
]'his approach is practical in that it ties development to the capacity of the infrastructure systems to
support it. The value of this approach is its ability to establish a direct, causal link between the provision
Of public facilities and the public health, s,itet�', and welfare. The general components include:
1 Determining a service threshold at which demand exceeds the desired capacity of public facilities,
whether it is water and wastewater systems, roadways, parks, or schools. Generally, the difference
between the established threshold and the existing level of service is the amount available for
development.
Determining if there are projects that will be exempted or receive flexibility in meeting the threshold
requirements by way of achieving other cone»unity objectives, such as infill development, mixed
use, affordable housing, etc.
Determining the measures to remedy situations when the threshold is exceeded, including delay of
development until such time as the project no longer exceeds the threshold, reducing the project's
impact to the point that it meets requirements, or mitigating the impact of the project b)� upgrading
public facilities or infrastructure.
Reser% ing the amount of capacity projected for a development during the time between approyal of a
project and its completion, hirh counts against the th)tal capacity of public facilities in future
I icatiOnS for dev clop nrell All CXpil'LlhOn date for'lppro\ rLl projects may be -;'I to
unnecessarily burden or deny other projects.
Provisions related to adequate public facilities could be added to the subdivision regulations. For
I instance, the following — or similar — language could be used: "The City does not directiy regulate the use,
density, or intensity of development in the ETJ. However, neither subdivision plat nor development plat approval
shall be granted for property located in the ETJ unless all of the following are demonstrated:
1. The water service to or within the development is sufficient to provide necessary potable water and sufficient
volume and pressure for fire flows to an appropriate number of appropriately spaced fire hydrants that are
necessary to protect the development.
2. The wastewater service to or within the development is sufficient to protect the health of the residents or the
general public.
3. The proposed subdivision plat or development plat has no material potential to cause contamination of a
municipal water supply that the City has jurisdiction to protect."
Markel Perfoiniance Standards
This approach is an alternative to an APFO, which better addresses the conflict between property rights
and the City's obligation to provide infrastructure and services in a fiscally responsible manner. It
accomplishes the same things as performance standards in terms of added flexibility and clustering, but it
�I alters the approach to density and infrastructure level of service.
I
tl
zz Section 212.904, Apportionment of Municipal Infrastructure Costs
Draft 05/15/07 Page 17 of 23
Many a1-41uc that the market i5 lilt' tictit Wdto rt'z;ulate development. 'I -his has mciit only wllull all
dements arc properly priced in tilt, market. A problem as it relates to infrastructure, though, is that
support of development by adequate roads, police and fire services, schools, and other public services is
not part of the market equation. For example, road improvement and long-term maintenance are not
considered in a real estate transaction. A person who purchases a home on a gravel road does not
necesvarily pad- less for the home. "Therefore, when the road requires maintenance it becomes lilt' Cit "S
obligation to make the improvements. Except for the most expensive housing, the tax revenue trom
residential development is insufficient to cover the requisite costly infrastructure improvements anti
,crvicc cxpan';ion.
A market performance ordinance addresses the capacity of
r
infrastructure. Where growth occurs roads will eventually require
widening or surface improvements as the traffic volumes exceed the
road capacity. Therefore, market performance ordinances create what is !' ,
known as traffic -sheds for unimproved and under -improved roads.
Since the traffic volumes and capacity of the road may be known, there
may be an allotment of dwelling units per acre based upon aIV
��'� tj
proportionate share of the road capacity. Therefore, the capacity is
spread evenly across all properties in the traffic -shell rather than on a ,
First -come -first -serve basis as in the APFO approach.
Mach landowner has the right to trse their proportionate share of tilt'
1iV0d,1blr road capacity Roads \\'ith v erg low c'Ihacity ()r where there i� ----- —
a very large area ovithin the traffic -shed result in lower densities. The
difference is that the market offers the landowner a range of options not
available under other types of ordinances, including the following:
The allowable density may be altered by improving the road as part of the development cost. If a few
hundred feet of improvements are needed to improve capacity, the improvements will likely be
funded. If there is a long distance that must be improved it is unlikely that it will be funded, meaning
that the development pattern occurs in a more contiguous — rather than leapfrog - manner.
• A new road may be constructed to create a new traffic -shed, which may reduce the size of the traffic -
shed allowing increased density. This option is available only where there is direct access to an
improved collector or arterial roadway.
• Development may occur in phases reserving the balance of land for subsequent phases as additional
capacity becomes available upon improvement of the road. I
• Development may occur at the permitted density with large acreages. If the acreages are of sufficient
size and have proper frontage, there may be added development potential upon improvement of the
road.
• There may be a transfer of development rights to other property. Upon improvement of the road the
agricultural area may receive additional density allowing development at that time.
• A landowner or group of landowners could form an improvement district to pay for road
improvements, subject to City standards and criteria.
Draft 05/15/07 Page 18 of 23
Since Statc laly' "pecilically indicates that "a nnunicip,ility shell nut regulate: ... (4) the number of
residential units that ran be built per acre of land",'' there would hive to be a legal basis established for
the ordinance based on the City's jurisdiction to "promote the health, safe morals, or general welfare of
the mtulicipality and the safe, orderly and healthful development of the municipality."'+
Impact fees are charged to ne�v development for the construction of new infrastructure that is needed to
serve the development. "They are rel,ited to special assessments, except that: (1) thev arc ch,irged to new
dcwlopment upon approval rather than to all owners within a particular district; and (2) they may only,
be charged for the fair share of infrastructure required as a result of the new development. Provided in
is a summary of their purpose, strengths,
fable 2, limpro_i Fees
Ja �x'. u
Purpose: To allocate the costs of
providing additional
infrastructure to serve new
development to that new
development.
Strengths:
Limitations
Fair share fee allocation; cash
payments help avoid
potentially dangerous
piecemeal improvements to
dedicated rights -of -way.
No street Impact fees may be
and limitations.
Impact fees facilitate a planned, coordinated approach to
providing infrastructure. In Texas, impact fees may be used to
fund water supply, treatment, and distribution facilities;
wastewater collection and treatment facilities; storm water,
drainage, and flood control facilities; and roadwav facilities
that are needed to serve new development according to a
capital improvements plan (including planning, engineering,
land acquisition, and constructiun).2' _Fhev cannot be used to
fund:
charged in the ETJ (where Facilities that are not in the capital improvements plan;
formerly rural roads are likely to Repairs, operation, or maintenance of existing facilities -
be more easily overwhelmed Upgrades to existing facilities to meet new standards;
by new development).
Upgrades to existing facilities to better serve existing
development;
Operating costs of the local government; and
Payments on debt that is not related to expenditures that may be paid by impact fees.
Impact fees must be supported by technical analysis of qualified professionals, set out in a capital
improvements plan. The plan must:
• Describe existing capital improvements and projected costs to meet existing needs (including stricter
safety, efficiency, environmental, or regulatory standards, if applicable);
• Analyze the total capacity, the level of current usage, and commitments for usage of capacity of the
existing capital improvements;
• Describe the capital improvements (including costs) that are necessitated by and attributable to new
development based on the approved land use assumptions;
• Provide a definitive table that relates capital improvements costs to "service units" that will serve as
the basis for impact fees;
13 Section 212.003, Extension of Rules of Extraterritorial Jurisdiction, Texas Local Government Code
14 Section 212.002, Rules, Texas Local Government Code
z- Impact fees for roadway facilities may not be charged in the extraterritorial jurisdiction. See § 395.011(b), TLGC.
Draft 05/15/07
Page 19 of 23
LZ
I;stimate the total number of projected service units necessitated by and attributable
dcvelopment within the service area, based on the approved land use assumptions and Cd1CL
accordance with generally accepted engineering or planning criteria; and
Project the demand for capital improvements required by new service units, over a reasonabl
of time up to 10 years.
Impact fees use the same theoretical basis as adequate public facilities ordinances, hssentially, the City
would establish the capacity of all applicable facilities and the required standard; for example, the level of
service for roads or number of acres of parks per one thousand persons. The impact fee is then
established to generate the funds needed to provide the desired level of service for all facilities. Rather
than exhausting capacity, impact fees require payment for a proportionate share of the burden created.
Since the City has impact fees for some defined service areas,''-1 this instrument could be expanded to
encompass other areas of the City and FTJ, as allowed by State law. Impact fees may be particularly
appropriate for portions of the City's defined growth area for which there are no plans for infrastructure
improvements within the five-year capital improvement program. This would essentially allow
development to occur consistent with the growth plan, but without committing the City to prematurely
construct such facilities and services. Specific criteria must be established as to the appropriateness of and
under what circumstances the City may consider the use of impact fees to allow development to occur -
or not occur - in areas outside of the defined growth area(s). This would be an essential prerequisite for
the development of this progrann to ensure that the into rih of the Cih"s growth strategy nnav be upheld.
Conservation easements cover a broad range of purposes, whether it is for wildlife or resource
management, scenic preservation, or to limit the use of land. A few communities are using conservation
easements to control their growth and preserve their agricultural areas, such as Solebury Township in
Bucks County, Pennsylvania. With a conservation easement, the landowner continues to own the land
and is responsible to maintain it. The land remains on the tax roles although there may be significant tax
advantages to the landowner for the dedication of an easement, which also lowers the cost of acquisition.
An agricultural easement could allow the landowner the right to continue to farm the land and keep their
home and buildings. It could also allow some additional development.
An important aspect of this concept is its flexibility. It can identify a variety of restrictions and
development options that may be tailored to the needs of the landowner and the City as the agency
accepting the conservation easement. This provides an opportunity to tailor the acquisition to meet
landowner concerns and reduce the cost of the easement.
This instrument is most appropriate for and may best be used to supplement a host of other management
techniques, rather than as an independent method of conserving resources and open space. For instance,
there may be attractive incentives integrated into the zoning ordinance whereby density bonuses are
offered in exchange for preservation of open space. This tool can and is being used effectively in some
jurisdictions.
26 Chapter 15, Impact Fees
Draft 05/15/07 Page 20 of 23
4V
Development agreements are written contracts that can be used for a wide variety of purposes, including
to impose land use and environmental controls (planning authority, existing coning regulations, new
land development regulations, or specific uses and development, and environmental regulations) over
property in the ETJ in exchange for the provision of infrastructure and public services (e.g., streets;
drainage; and water, wastewater, and other utilities), and/or a guarantee to LmneA the property (on
agreed upon terms), or not to annex the property for a period of not more than 15 years. Development
agreements run With the land, but do not hind end -hovers of lull' developed lots, eAcept %\'ith re�pert to
land use and development regulations that apply to the lots. Provided in
is a summary of their purpose, strengths, and limitations.
Purpose: Allow municipalities and
developers within the ETJ to
negotiate and agree to terms
regarding annexation, land
use controls, infrastructure and
utilities.
Strengths: Allows municipalities to
exercise some control over the
use, character and quality of
the development within the
ETJ, provided that the
landowner consents.
Limitations: Many limitations reduce the
leverage of the municipality to
encourage developers to
enter into a development
agreement.
Development agreements are contracts, and as such, require
negotiation and execution by the City and developer. In many
cases, there is little incentive for the developer to enter into a
development agreement because the City has relatively little
leverage. For example:
The City may not condition the provision of municipal
utilities on the execution of a development agreement.''
No leverage is created by impact fees for roadway facilities
because such fees "may not be enacted or imposed in the
extraterritorial jurisdiction." This is apparentle so even if
the roadwav facilities are provided by development
agreement.
Developers have several alternatives to provide for
infrastructure and utilities, such as a petition for the
creation of a political subdivision (as described below). The
City may place only very limited conditions on the
formation of the political Subdivision.''-8
This is not to say however, that the City has no leverage. Indeed, cooperation may bring mutual
advantages to the City and developer, especially if the City is able to provide timely infrastructure and
services on reasonable terms. Since the City may enter into development agreements with landowners in
the ETJ29 this may offer an opportunity for providing services in exchange for abiding by the City's
development regulations and meeting other community objectives, e.g. resource protection, etc.
Improvement Districts
Improvement districts may be created to fund infrastructure improvements by special assessment against
the property owners who principally benefit from them in fair proportion to the level of their benefit.
Improvement districts are run by the governmental unit that creates them, in this case, the City. They
have the power to impose a special assessment, but not to tax. Provided in Table 4, Improvement
Di stricts, is a summary of their purpose, strengths, and limitations.
21 "A municipality may not require [a development] agreement ... as a condition for providing water, sewer, electricity, gas, or
other utility service from a municipally owned or municipally operated utility that provides any of those services." § 212.174, TLGC.
28 The conditions do not involve land use controls or annexation.
29 Development agreements are authorized by Subchapter G of Chapter 212, Texas Local Government Code.
Draft 05/15/07 Page 21 of 23
I'LlbilL inlprovenrents that ulay be landed by an iIll pr0%Vll1ent district indudr:
I.
landscaping;
2.
erection of fountains, distinctive lighting, and signs;
3.
acquiring, constructing, improving, widening, narrowing,
closing, or rerouting of sidewalks or of streets, any other
Purpose: To fund public Improvements
ruadwa>>s, ur their rights uf-lva�;
and programs by assessing
4.
construction or improvement of pedestrian malls;
those landowners who benefit
5.
acquisition and installation of pieces of art;
from them.
b.
acquisition, conshruction, or improvement of libraries
Strengths: Those who pay special
7.
acquisition, construction, or improvement of off-street
assessments are those who
directly benefit from the
parking facilities;
improvements funded by
8.
acquisition, construction, improvement, or rerouting of
them; improvement districts
mass transportation facilities;
are administered by the
governmental unit that formed
9.
acquisition, construction, or improvement of water,
them.
wastewater, or drainage facilities or improvements;
Limitations: Potentially lengthy process for
10.
the establishment or improvement of parks;
improvement district
11.
projects similar to those listed in 1 through 10 above;
formation.
12.
acquisition, by purchase or otherwise, of real property in
connection with an authorized improvement;
13.
special supplemental services for improvement and promotion
of the district, including services
relating to advertising, Promotion, health 'Ind Sillitatlon,
1CdtG' and WlStcWLItel', public SatetV',
�ecurlty, business recrtlitnlhnt, developinent, recreation, and
cultural enhancement; and
14.
11 1iY ent tit C'\pen,(' incurred in the
a11d opuralion Ut
the district.
And, in the case of home rule municipalities like College Station:
15. levying, straightening, widening, enclosing, or otherwise improving a river, creek, bayou, stream,
other body of water, street, or alley; [and]
16. draining, grading, filling, and otherwise protecting and improving the territory within the
municipality's limits.
The City may create an improvement district within its corporate limits or ETJ, after a process in which:
• A petition is initiated by the affected landowners or the local government;
• One or more public hearings are held regarding: the advisability of the improvement; the nature of
the improvement; the estimated cost of the improvement; the boundaries of the public improvement
district; the method of assessment; and the apportionment of costs between the district and the
municipality or county as a whole;
• The local government issues an improvement order (by majority vote); and
• Notice of the order is published 30
I'
An ongoing service plan must be approved by the City. The plan "must cover a period of at least five
years and must also define the annual indebtedness and the projected costs for improvements." The
11 The local government may also undertake a feasibility study and appoint an advisory committee with regard to the formation of
the improvement district. See §§ 372.007 and 372.008, TLGC.
Draft 05/15/07 Page 22 of 23
-- -- LJ
service plan must include an assessnx'nt plan'' and must "be nVviCWC(l and updated annuall)r HW
Purpose of determining the annual budget for unprovenrents."
Use of this instrument may be feasible and warranted as a means for meeting the infrastructure needs
within the City's "growth area(s)" for which the City is not yet prepared to commit capital resources. This
nia}' include outl�'ing portions of the "growth area(s)" W1101-e near term i11fr0structure provision and
service expansion is not yet feasible.
interlocal cooperation contracts are authorized by Chapter 791, "Texas Government Code (TGC). The
purpose of the interlocal cooperation
contract is to: "increase the efficiency and effectiveness of local
governments by authorizing them to contract, to the greatest possible extent, with one another and with
agencies of the state." Provided in
►ahk, ' ire;(,Jo,- i t Oi,m �. �,r�i�,x,�, is a summary of their
purpose, strengths, and limitations.
Chapter 791 provides broad authority for municipalities to contract
With each other, with counties, with
special districts and political subdivisions, with federally recognized
tribal governments that are located in the state of Texas, and
with state agencies to provide "governmental function[s] or
service[s] that each party to the contract is authorized to
Purpose: To increase the efficiency of
perform individually." Such functions and services include:
local governments by
I"Functions normally associated with the routine operation
enhancing cooperation
of government, including tax assessment and collection,
among them,
personnel services, purchasing, records management
Strengths: High degree of flex,bllity to
services, data processing, warehousing, eLIuipment repair,
contract in order to provide a
and printing."
wide variety of governmental
services.
"Police protection and detention services; . . . fire
Limitations: Interlocal cooperation
protection; . . . streets, roads, and drainage; . . . public
contracts facilitate the use of
health and welfare; ... parks and recreation; ... library and
other growth management
tools, therefore their
museum services; . . . records center services; . . . waste
effectiveness depends largely
disposal; ... planning; ... engineering; ... administrative
upon how well they are
functions; ... public funds investment; ... comprehensive
implemented and what they
health care and hospital services; or . . . other
provide for.
governmental functions in which the contracting parties
are mutually interested."
• Water supply and wastewater treatment, various types of correctional and criminal justice facilities,
transportation infrastructure, and purchasing contracts.32
Growth management is most effective when approached from several levels of government. Therefore,
interlocal cooperation contracts are advised between the City, Brazos County, as well as each of the
applicable water control and improvement districts (WCIDs).
STRATEGIC DIRECTIONS
To be completed...
" City and County owned property is not exempt from assessment. See §§ 372.014, TLGC.
sz Sections 791.021 et seq., TGC set out additional substantive and procedural requirements for these types of agreements.
Draft 05/15/07 Page 23 of 23
c.6 —
•
C,
May 29, 2007
Workshop Agenda
East College Station Transportation Study
To: Glenn Brown, City Manager
From: Mark Smith, Director of Public Works
Agenda Caption: Presentation, possible action, and discussion regarding the East College
Station Transportation Study in joint session with the Planning & Zoning Commission and
the Parks Board.
Recommendation (s): Provide direction to the consultant and City staff.
Summary: On January 11, 2007, Council approved a contract hiring Kimley-Horn and
Associates to conduct a transportation study of the east side of College Station. Since that
time, the consultant and city staff have hosted two public meetings to gather public input
and the consultant has studied the transportation issues and made recommendations to
improve the transportation system in east College Station.
The East College Station Transportation Committee has reviewed the recommendations and
has recommended that following this council update, the City of College Station host a
public meeting where these recommendations can be presented to the public and their
questions and comments can be addressed. It is anticipated that following this meeting, the
final recommendation would be presented to the Planning and Zoning Commission and City
Council for final action.
Budget & Financial Summary: N/A
Attachments:
1. Draft East College Station Transportation Study Report
27
GE STATION r '
Kmley-Horn
_._ and Associates, Inc.
28
cN
� ., i Q7TCN CoiIJ%78STAI�IN
Acknowledgements
We wo wild like to tbmik the mat» citizens anti volunteers that to Ok time OUt (d their hLISY schedules to lhelh the
City i>f Culle e Stati(m find a lun" term sustainable s(ALI M to the uattic issues tur the l�astsldc ()f Cu11e1;c
Statl(ril.
In 1 a,WOCuLu- We WOUld like to thank the .Achtso�ry(:<mmmicc Mcii-ibers:
• Alichael Parks, Assistant Director B fI'COG
• Linda LaSut, Director BCSA1110
• Dennis Christianson P.E., Director of TTI, Texas Transpoitation Institute
• Bgau I1'ood P.C., District CuguineerT.x-DOT Biyau
• lo/)n 1 ((Op, Chairamu '1'w11.1pollation Coui1uittee cutd ("01111cil Peisou, Cilp o/ Co/lr,�r J't�rliou
• I.titu .11cllh�uiet, COnucil Pei:,ou, Cjt7
• Ron Gqy' Council Perron, Cit)' of Colle;e Station
• Charlotte Slack., Nei�hboihood Representative
• Rill.Stocktoll P. L'., A'ei;hborbood Representatire
• Tim Rhome, No' '(Jhborhood Rpe.sentatire
• Chuck ]Alison, 1)cre1o1)unvt1 R�pi�:renti�tire
"Never underestimate the power of a small group of dedicated people to change the world.
Indeed it is the only thing that ever has."
— Margaret Mead
Kimsey Horn
fir. r and Associates, Inc. 29
Table of Contents
Acicti o n ledgen i en is
Table ofContents
List of Tables and Fir; ures
Introduction
Study Purpose
Report Outline
The Planning Process
Study Goals and Objectives
. !1!N,;,,-,. [YRQi CO1tEC8Sie7foA
1
2
d
5
5
6
7
7
Scenario Planning 7
Forming the Preferred Scenario 1 1
Eastside Plan Ree01771T7e17d3ti017S 12
Gmal Number One: Increase the compatibility betvN-cen existing; and planned land uses and the
transportation system. 12
Recommendation #1—Incorporate New Street Standards 12
Recommendation #2—Develop a Context Sensitive Design Process 13
Goal Number Two: To preserve mobility without negatively impacting existing neighborhoods with
additional traffic. 14
Recommendation #3 —Adopt the Recommended East College Station Thoroughfare Plan 14
Goal Number Three: To plan for a multimodal transportation system that addresses the needs of pedestrians,
bicyclists, and transit riders. 19
Reconunendadon #4 —Adopt the proposed East College Station Hike/Bike Plan as pan of the Parks Master Plan. 19
Goal Number Four: To put in place an implementation plan that is phased in a manner to address mobility
needs as land development occurs. 20
Goal Number Five: To generate a plan that is both affordable and achievable. 21
Appendix A: Technical Process
Basic Modeling Theory
2007 Model Assumptions
2030 (Build -out) Model Assumptions
Four -Step Modeling Process
Trip Generation
Trip Distribution
Modal Split
22
22
24
24
25
25
31
32
KimleyNom
�. and Associates, Inc. 30 2
Traffic Assirnnit'll t
Model Calibration and Validation
Evaluating the Thoroughfare Scenarios
Vehicle AfRes Traveled (VMT)
Vehicle Hours of Travel (VHT)
Dcho (VHD)
Traffic Modeling Findings
Appendix B — Public Meeting Summaries
Public Meeting 1
Workshop Results
Public Meeting 2
Workshop Results
Appendix C — Context Sensitive Design
Street Realms
New Street Standards for College Station
Cotomcrcial Streets
Residential Streets
Industrial Streets -
Industrial Streets
Mixed Use Streets
17
33
36
36
36
36
37
38
38
39
40
40
42
42
Kimley-Horn
and Associates, Inc. 31 3
EAST COLLEGE STMION (W/*4
[3atitisrwrrr�riov Sru»v
a'iT OF C:OIIP,CflSTigbN
Planning Process
Table l: Tnr//ii I i,liuurr n/ Rriommelidt'd Phru -
1 ,rb/ 2. 1rJiplriu, Oallwl I'Irur - - - —
Tabk is Co N 1:dirualr
1'i,ari' l: l:��rt Co/hg� .Slalion .S/adp . Irr�r Jlap
1',inr _':.S,(-eh/� Report Untline --
Figure 3: Process I lon, Durgram
Figerre 4: Plaunin9 Process Diagran
Figure 5: Thoroilghlin•e Plan Scenario
i'illnrr 6: C�ivai�inulp Cou<<pl; .1<<ir�irio
1i�rar ,'• 1 Ipbrid S,zciruiro
1 i�urr B: I'irbhi .5,-ruaao Pri'/ereua
f twu'r `>: Canorerrnrl. I dri<<il
1 'igiue 10: Coruorercial Collector
I I I: Rc.&I"ritial Irhvial
f i�nre !': Rr.,rdrutialCol%r'tor
1 r,urr l 3: IlidJull7alShret
I i;nr, 0. lli.�rd I r.Stn,t
I hk, rwd P., h<<nind/rrdalP,;,
Technical Process (Appendix A)
Tnhle.-I-l: Dovrr;r?rphicconiparison
T(ible -1-?: 1 ilidaliwi table-lor'2007.11orlel
1 abh . 1-3: Jhirlp. Irea.11obilrtp Sawwwp Curd
Table rl-I: RegianrlJ(obilitp Sniriniar} Chart
Figure 1-I: Haiseholrls 2007 Jbr the .riudp area
Figure A-2: Households 2007 f r the study area
Figure A-3: Households 2030 for the stur y area
Figure All: Population Density 2007 forthe study area
Figure A-5: Population Density 2030 for the study area
Figure A-6: Employurent 2007 for the study area
Figure A-7.• Earployment 2030 for the study area
Figure A-8: Trip Patterns 2007 from the study area
Figure A-9: 2007 Network with number of lanes
Figure A-10: 2007 P,.\isting Traflzc Counts
Figure A-11: 2007 Model Traf c Volumes with percentage difference
Technical Process (Appendix B)
Figure B-1: Public Issuer Map
Figure B-2: Public Thoroughfare Disagree
17
?0
22
5
6
7
8
— 10
10
_ II
12
13
- — - — IS
19
30
33
37
37
23
25
26
27
28
29
30
31
32
34
35
39
39
OMKimley-Hom
and Associates, Inc. 32 4
R
. 'y,� y .t '� <Y'ROP C01119I;8STA770N
Introduction
The l,astside of College Station is facing ever-increasing traffic demands with backups on State I Iighway 6 (SI1
6) near Rock Prairie Road and also incrcl ucntal increases along all of Sl 1 6 and most major arterials. Coupled
vv,ith 11cw comu�crcial retail dc\clopnient pr()posals near ROCk I'rairic Road and Sl 1 6, the trattic pressures arc
only going to incrc;isc. Ncighborhoud associations on the VIstside tear that the additional traffic demands arc
g��ing to spill ()\cr Onto tl)ctr nhhcig)I-11, �d streets th�rch� ,tffccting ihcir clualii% ut life. "1'hcsc challenges are
11W uniyuc to (;()llcgc Station; mane a�mmunitics thnOughOnu the co�unrry arc facing sunilar issues.
In response to these pressing issues the City of Collcgc Station, City COUnCil, and staff realized that the eminent
development pressures at Rock Prairie and SH 6 would in time replicate along the entire SH 6 corridor. The
concept of an area -wide transportation study was developed and soon after, the study area emerged (see
Figure 1). Tlic studv area is huuridcd h�: S1 1 6 on the west, Carter Crcek on the cast, St 1 30 (1 1ary cy Road) on
the north, and \Ium Creek (includin(I the SI 1 6 / Nantucket Interchange) on the south side.
The ultimate goal of this East Collcgc Station transportation study is to plan for the build -out of this area in an
orderly way as to avoid wondering if the
transportation systcm Neill handle the added traffic.
To accomplish this goal the Cite and their
Co 11SLltants c��aluatcd the csistin� th�noughtarc plan
hascd wi the 4 the land
u>� pla11. [n.ulditiwm to the technical a11:tk Otth, ,
traffic demands, an extensive public outreach process
"t, .t
was conducted to better understand the issues at
hand and begin to develop consensus on a preferred
plan. The recommendations contained herein will -
guide the City into the future and provide clear
priorities to decision makers for funding of the
needed improvements. I
Figure 1: East College Station Study Area Map
Study Purpose
To help guide the study, the City of College Station formed an Advisory Committee to oversee the staff and
consultants. This committee is responsible for ensuring all the residents are properly represented.
More specifically, the purpose of the study is to enhance the existing City of College Station Thoroughfare Plan.
This will be achieved by:
1. Generating study goals and objectives from the Advisory Committee and citizens.
2. Creating two thoroughfare plan scenarios based upon Advisory Committee and citizen input.
3. Testing these two scenario plans against the currently adopted thoroughfare plan and, in the end, create a
preferred thoroughfare plan that best meets the goals and objectives of the study.
. Kimley-Horn
M and Associates, Inc. 33 5
Report Outline
In the earl- phases of this StLON' the
team envisioned a process that would
hm'e an intense atnount llf public
111pLit W1111C at the SM11C tIt11C 1'L111t1111g
a technical process that «-"is ohjecti\,e
nd dcf�n�ib;tle. Fio-ure 2 is an Actual
inla0;c resultlll�" tram an csu'k
brainstorming session that guided this
process to the end.
The Planning Process i'S fclised oil inider'stenrldill" eulrl a(ldres ilia the,
concerns and needs of all parries influenced by tran.rportatiott decisions in the
st/l(/)' c11'ea. 1 bo /01 r' Public pal-ticlpatloll 1'C a Pal'C1111o1111t colllpollellt (J/ the
plelllllllh pr''oce')s (a/dd /S dl.fclfsj- d 1/T delad ill
The Technical Process is, focused on haying systeivatic methods to
determine the future traffic demands. The technical analysis will be completed
for both the current and build -out conditions based on the existing and proposed
comprehensive land use plan of the City of College Station. Many of the
technical findings a ill be screened through the Planning Prvcess. The technical
process is discussed in greater detail in Appendix A
�
�H,e_
O't1rOeCA1tL�GaSTs7mN
,':
Fi�ure 2: Sketch Report Outline
Figure 3: Process Flow Diagram
The ultimate goal of these two processes is to have a plan that is both technically sound and community based.
The following section goes into much more detail on the Planning Process and begins to unfold all the
recommendations for the study area.
` Kimley-Horn
IM and Associates, Inc. 34 6
'.1
,�,�, r � � C7nnpCar�esre�xv+
The Planning Process
The planning process used for this study was based on facilitation the participation of
the comIII LillM, priv-"ue cle\•elopers and agenCv represcntatWC',. With cluality of life
ssucs, dc\ Mn held, anti cite Icadcrs scarclling t(n-so[utiOns, dc�clOpin"I a0nscnsus
on \01;u nccds to be dome can O111\' he done thrMugh an cMcMM e uutrcach effort. In the
end, tic ��>iuti��n is g��ing io result in :t cOtnpr(nnisc h� all ins olv cd h)r the
good of tlic conunuuuth as \Vhuic.
The outreach was conducted through a series of Advisory
Committee, Public, and City Staff meetings. Appendix B
provides a summary of the two Public Meetings. This section
���ill fu -111C ' discuss goals and scenario plannin and hnall�
Show the preferred plan.
Study Goals and Objectives
,All Adv-isorV (A)MulittCC mccting Nt-as held on l"ehruan- 27,
2O()7, in 1N-hich members cstablishcd studv goals and
Objcctivcs
hi_,urc l: PLumirn,, Procc„ Diagr.un
Advison� Committee goals and objectives for the Vast College Station plan include:
1. Increasing compatibility- betwcen existing and planned land uses and the transportation stistem.
2. Preserving mobility- without negatively impacting existing neighborhoods with additional traffic.
3. Planning for a multimodal transportation system that addresses the needs of pedestrians, bicyclists,
and transit riders.
4. Putting in place an implementation plan that is phased in a manner to address mobility needs as land
development occurs.
5. Generating a plan that is both affordable and achievable.
Scenario Planning
With the goals and objectives determined, the next step in the planning process is to devise alternative
thoroughfare plans for the study area. A technique called "scenario planning" was used throughout the
planning process.
Think of the scenarios as if having your choice of multiple futures. Three different scenarios were developed
for this study. The first scenario (Thoroughfare Plan) came from the current thoroughfare and land use plans.
This scenario provided a benchmark for the other scenarios. Another scenario (Community Concept) was
developed in workshops with the community, Advisory Committee, and consultant expertise. And yet another
(Hybrid) was developed using a mixture of the Community Concepts and Thoroughfare Plan scenarios. The
following pages illustrate maps of the scenarios and point out major attributes.
IMFJKimley-Horn
am Associates, Inc. 35
I 4 Kimley-Horn
-. t�tl Associ�fes Inr_,
travel
44 I }
• Higher levels of traffic on
collector streets
• Least relative construction
cost
a
Functional Classification Ma
(Thoroughfare Plan Scenario)
Mixed Use
�-- Commercial Arterial
Commercial Collector
—�— Industrial Arterial
Industrial Collector
--- Residential Arterial
Residential Collector
0 0.25 0.5 1 1.5
Miles
Figure 5: Thoroughfare Plan Scenario
4
Kimley-Horn
!lam T and Associales, Inc. 36 $
A
Functional Clossificati,
(Community Concept Sc
Mixed Use
Commercial Arte
Commercial Cal
Industrial Arteria
Industrial Collect
Residential Arteri
Residential Colle
0 0.25 0.5 1 1.5 2
Miles
�tMfl Kimley-Horn
and Associates, Inc,
A
--A PP- MFI Kimley-Horn
r, Pr
'inrl Assrp"es. Inc
, f d/-'I,'! --m-
Lov:c- f, J
travel
• Least levels of traffic on
collector streets
• Highest relative
construction cost
I
Functional Classificati
(Hybrid Scenario;
Mixed Use
Commercial Artc
Commercial Cal
Industrial Arteria
Industrial Collec
Residential Arter
Residential Colk
0 0,25 0.5 1 1.5
Fi4,urc 6: Community Concepts; Scenario
Kinilpy-l-icri
we and. ssociales, Inc,
Mid -level hourz-, of delay
U C
• Mid -levels of traffic on
collector streets
• Second lowest relative
construction cost
Miles
Figure 7: Hybrid Scenario
'I' Kimley-Hom
1111111111111111f and Associates, Inc,
38 10
FAST COLLEGE STA (ON
tRAI+:SF'010-\r10N STUDY
Forming the Preferred Scemirio
The three scenarios found on the previous pages
vv'crc prescntcd at the final public mccting for
input on the most preferred. Among attendees,
67" l) agreed that the I k-hrid scenario hest met
their transportation uecds. I lowc\'cr, "ttlendecs
:uld (:its Staff did provide conuTunts ou �lll the
ticcnarius, �� Mich ultimatcl\ lccl to the
rcconuncndcd thoroughfare plan tilt this area
(see Figure 15).
The following section details many of the
recommended thoroughfare changes and provides 6
the reasoning and justitication for cash project.
Scennno Preference
no
Figure 8: Public Scenario Preference
❑Thoroughfare
❑Community Concept
❑Hybnd Scena-
AM
r DIMI and Associates, Inc. 39 11
Eastside Plan Recommendations
'File following recommendations strive to exceed the goals and objectives stated in the previous section,
including specific recommendations focused on policy, changes for the City of College Station. These final
rcconuu1endatiuns derived front c<,tntuunit\ input and technical ufaftie allay sis. In the curl, to meet all the
I('oals set forth 1) the .Ads isory Ct>nmiittcc, scvcral critical rcvisions and or additions need to he nudc to the
thorought,uc hl,ul. "111c goals and suhscyucnt rca�nuttcnd.uions tOttnd 1KA(M detail h()\\ each rcconuttcndation
affects cacti respccti\C goal.
Goal Number One: Increase the compatibility
between existing and planned land uses and the
�x�s
transportation system.
;
ContpatIbiIIt` 1)CtvVCen land use and transportation should he ic\vCd
. t -
from two different perspectives. first, how Nvcll (if at all) does the
system of planned streets handle the current and future traffic
forecasted for the study arca� Second, do the planned streets add
sustainable slue to the surrounding neighborhoods, and arc those
planned streets dcsi"_'ncl in such a as to blend into the surrounding land uses? Too often streets arc
de'�i"_'ncd only for autontohilLuses and do not cncouragc nr accommodate pedestrian and bicrle users. The
rccontmcndations to rc,ich this ho:tl stnvc to acconuntxlatc the tuturc traffic di.manels \0111e at the s�une time
provldc street cicsigns that encoura(1e the use of alternattV c modes of trav-Cl.
Recommendation #1— Incorporate New Street Standards
Incorporate the following neu street types into the City's design standards. Then, based on the recommended
thoroughfare plan, incorporate the associated elements (found beloly) into the design and ultimately the
construction of the streets. The images below represent roadway defined by land use and functional class.
From Commercial and Residential to Industrial and Mixed -Use streets for both arterial and collector classes,
these streets will begin to add character and value to the areas. The thoroughfare map (Figure 15) connects
each new roadway type to the existing and planned thoroughfares.
�r
Methan
16 V�Tiarel. Ne>im �' 105'
i-
me mrai flgnraway on aho ee aaiusea w Imloxcommodxe a lanes
Figure 9: Commercial Arterial
Median
5'
Traren 5/ flealm
FIM� �A. Wav
Figure 9: Commercial Collector
Kimley-Horn
and Associates, Inc, 40 12
FAST COLLEGE S-rATION
'1k,,Nsi"rn X1ON
..'�i�, ,..,� C]7T4P CoLU1G8$TA17oN
r
Figure 11: Residential Arterial
Figure 13: Industrial Street
r-�
n
Figure 10: Residential Collector
Figure 14: Mixed Use Street
Recommendation #2 —Develop a Context Sensitive Design Process
Develop and adopt a Context Sensitive Design (CSD) process that is integrated into the Comprehensive
Planning Process. The end result should be a variety of roadway cross -sections that are tied the surrounding
lane uses. Appendix C illustrates the above cross sections in more detail. This process would allow for use of
these types of cross sections Citywide.
LAMPI Kimiey-Horn 13
M and Associates, Inc. 41
Goal Number Two: To preserve mobility without negatively impacting existing
neighborhoods with additional traffic.
To accomplish this goal the street system must he designed to provide several options for travelers to get to
their desired destinations. This means inumducin(, ncw streets, rc ;tli nin , ()r csicndin) csistin(Y sheets to
prop idc more than one option to satisfy the trip. In sc\,cral cases, innoVativ e techniques must he used to
mitigate or calm traf tic flows on neighborhood streets. ,Mier rceei\ ing input front the .April I)ublic tuceting, the
1-(-O MI11101d Cd thuruu(h fare plan cmbodics main (d the dements from the Ct)mtl]UnitV Cunccpt" scenario and
the I kbrtd sccn"urlo.
Reconvnendation #3 —Adopt the Recommended East College Station Thoroughfare Plan
Amend the City of College Station Thoroughfare Plan as depicted in Figure 15. The following is a hulleted list
of recommendations that accompany the thoroughfare plan map:
• Appomattox Street. Extend Appomattox to Switch Station Road. This
connection pi-m idcs an alternative route for the neighborhood. Thcrc arc
emet-genev vehicle concerns -\vhcn there is only one way into a
neighborhood. To mitigate any increased traffic to and from Harvey Road
into the Windwood neighborhood, a raised median is recommended at the
intersection of I larvc\ and \ppomattox to dem left -in or left -out access.
The: oaf tic anal sts perfornIcd in this area sh(e") th;tt the median barrier
v�mild limit [r;tftic to 111� current waffle t]uvv mid eliminate any cut -through
traftic c�,ntcrn�.
New SH 6 Backage Road from south of Rock Prairie Road to Emerald
Parkway-. This new two-way street would provicic north -south mobility
without having to access the frontage roads and a -turn. While this street
mangy- not be feasible to construct due to existing commercial development
(near Rock Prairie and an existing church north of Woodcreek); however, this
alignment should remain on the plan in the event that redevelopment occurs.
It is also recommended that a detailed alignment study be conducted to
investigate the true feasibility of building this road. The traffic analysis for the
thoroughfare plan was performed with and without this alignment and the
subsequent neighborhood impacts to Foxfire and Stonebrook were less than
200 vehicles per day.
0 Barron Road Extension from SH 6 to Bird Pond. With a new interchanage
at SH 6 and connecting Barron to Bird Pond, this four -lane alignment would
allow for increased east -west mobility, while at the same time providing
excellect commercial access. Consideration of flood plain issues should be
accounted for when developing final alignemnts.
Z4 f N "
u,
Fj'Kimley-Horn
and Associates, Inc. 42 14
• Emerald Parkway Extension from its current
terminus near the Pnicrald Forrest neighborhood I '
to the south to Bird Pond. The final alignment
..-.�1% s
Would need to be dctermincd via a detailed :.
alignnicnt stud. "I'�� minimize ncighb�,rl�����cl
d'IS 111 i��n, a major goal should be to place the
rrr,ul hct\\-ccil the Hf)Od plain area anti cxiSting
ncigltbtn h�x,cl. The c_\isting toLlr lane cln IdUd
l'.nlcrald Parkwa�, cross section WOLIM remain as
is; howcycr, near Sl 1 6 this road should be
widened to six lanes and include new signal '
hardware to improve the intersection operations.
• Lakeway Drive Extension from W.D. Ditch to a new cast-wcst
arterial. This ne\V read Will allOW for greater access to future
comniercial and retail developments while at the same time
.,�
improve mobility for the Pebble Creek neighborhood and
neighborhood churches. .
• New East-West Arterial h-Om SI 1 0 to� R�,cl: Prairie IZ�rILI.
'1'hiS nc�� rl�acl��<t� ��ill h,t\'c accc�� to the S1 1 6 I1Ort1)b()Ll11d .
fl�,nt.tg� r��acl, all����ing acce�� to, .Intl fr')m this r�>a�l. A\ hilt n()
intcrchagc is planned in this area (duc to close proximity to
Fitch) the thou' ht of an overpass has been discussed at this
location (or farther to the south near ,-�rrington). \C'hile the recommendation for this road is to tic into
the frontage road at SH 6 without an overpass, the alignment should remain ticxiable enough to make
the overpass feasible should the need arise.
• Pebble Creek Parway Extension from W.D. Fitch to
Rock Prairie Road. Beginning at Fitch as a Residential
Collector and traveling north across the flood plain, it
transitions to a Mixed -Use Street, and ends at Rock
Prairie Road as a Commercial Collector. Also, it would
provide relief to SH 6 and associated intersections, while
at the same time forming the backbone to future
development. This Pebble Creek extension will be a new
roadway that is a great amenity to the neighborhoods
with on -street bike lanes and wide pedestrian areas.
Fj Kimley-Horn
M . and Associates, Inc. 43 15
C
North Forrest Parkway from SI-i 6 to Linda Lane. Taken from
the current thoroughfare plan, this four -lane arterial provides
improved cast -west mobility, ultimately to Ilarvcy Road. With a
major flood plain crossing, careful alignment studies and flood
crnur��l mcasures sh(Mid be undcrtaLil during the prclimuMtr\
enginccring phase of this project.
Raintrec/Appomattox area. ,An cxtcnsjun of ,Apponiattox just
west of Raintrce has been found to reduce the future traffic on
Raintrce by up to 5t)i40. This new road will also form an excellent
buffer between the future commercial development to the West
and the existing Raintree neighborhood.
Rock Prairie Road from the south studV area
to Barron Road. fmprm'cmcrits involve a basic
four -lane divided road with a raised mcelian.
However, from Barron Road to the SH 6, this
road is recommended to he six lanes. Major
ia1proVements to the intersections (including
adding matthbound and northbound dual lefts
With thrcL lams and h-CC right turn
hl"") v\wild imhr�>�� cucul:uion. .Additi�mall�,
ygyr'•.� `�
addtng L� turn lanes is another needed tmpt-m-cment. Consideration needs to be given to carrying the
six -lane widened Rock Prairie to the west to Longmire.
Stonebrook/Foxfire area. This area has been the nexus of mangy• traffic and circulation discussion for
several sears. With eminant plans to develop the southeast portion of SH 6 and Rock Pratte Road the
major question has been what infrastructure needs to be in place to handle the future traffic demand
without impacting the existing neighborhoods. This stud), has shown that with improvements to Rock
Praire (noted above), and with developing a connection from the Pebble Creek extension to Rock
Prairie (about 500 feet east of Stonebrook), the increase to the neighborhood traffic would be minimal
(2,100 vehicles per day [vpd]) — which is simlar to the current traffic flows. If the intersections are
lined up as the current thoroughfare plan shows, the traffic volumes go up to about 3,000 vpd on
Stonebrook. While 3,000 vpd is still under capacity, the differences in land uses on the roadways, trip
purposes, and neighborhood concererns lead to recommending the option illustrated below. Some
argue that offset intersection are not wise but in this case this area!
p g
will have sufficent capacitydue to the non -competing left turn
movements along Rock Prairie Road and with access to the new
development surrounded by frontage roads, collector streets, and an
on -ramp before Rock Prairie Road. Foxfire also benefits from the
recommendations noted above. While Foxfire is a narrow two-lane
collector, it is recommend that it be brought up the new design
standards (outlined in Goal Number One) to be a two-lane
Residential Collector, which includes on -street bike lanes and
potentially a raised landscaped median area. Bike lanes and a
landscaped median could also be retrofitted onto Stonebook.
Kimley-Horn
IMMM and Associates, Inc, 44 16
Traffic Volumes from the Recommended Scenario
The following table presents the traffic volume results from the recommended thoroughfare plan.
ROAD FROM TO Recomme ided Plan
Volume
Lanes
Capacity
V/C
I larvc\ Road
I ;nd
1500
5000
0.30
S.indS1()11c
2600
12000
0.22
BACK AGI�
Creek
RP
6900
2
12000
0.58
BARRON
SH 6
Fast of SH 6
4900
4
30000
0.16
BARRON
Rock Prairie
Frost
6500
4
26000
0.25
E \[ERALD PK\X"Y
SH 6
East of SH 6
31800
6
45000
0.71
FIIFR I,D PK\V'1'
.Appomattox
Barron
26000
4
26000
1.00
U1) 1 1'I'CI I
SH 6
Lakewal Dr
25000
4
26000
0.96
\A1) I ITCI I
I.,ikcvv \ Dr
Pebble Crcck
13900
4
26000
0.53
\\ D 1�1TCI 1
Pcbblc Crcck
Fast to end
7100
4
26000
0.27
HjARv'b;Y
SH 6
Appomattox
17100
4
30000
0.57
11 AR\'F.l'
\Vest of S11 30
13100
4
30000
0.44
LA I:,AV'.AY DR
hitch
Parkvicw
11000
-
12000
0.92
DR
Parkvicw
Bled
12000
2
12000
1.00
1'rtch
5400
12000
0.45
i ;A\
51 1 6
I .AcN� in Ur
7800
+
30000
0.26
Pi,hBH ('IZi�i.K
51I o
_
Bal1r<)n
9700
4
16000
0.61
Ph;BBI_.E CRLLK
Barron
Nc«-
4300
4
16000
0.27
PFBBLIa, CRF1 K
Nc«x cast-wcst
Fitch
4000
4
10000
0.40
NORTI I FOREST PK\NY
S1I 6
Fast of SFI 6
5900
4
30000
0.20
RAINTRFIF.
SH 6
End
2500
2
5000
0.50
APPOiAI1\-fTO\
Raintrec
North Forrest
2500
2
5000
0.50
ROCK PRAIRIE
West FR
East FR
48000
6
45000
1.07
ROCK PRAIRIE
SH 6
Stonebrook
38900
6
45000
0.86
ROCK PRAIRIE
Stonebrook
Bird Pond
33600
6
39000
0.86
ROCK PRAIRIE
Bird Pond
Fitch
22700
4
26000
0.87
End of Study
ROCK PRAIRIE
Fitch
Area
14300
4
26000
0.55
SEBESTA
SH 6
East of SH 6
2300
2
12000
0.19
STONE BROOK
Wood Creek
Sebesta
2000
2
5000
0.40
STONEBROOK
Rock Prairie
Wood Creek
2300
2
5000
0.46
IWOOD CREEK
SH 6
Stonebrook
2100
2
5000
0.42
WOOD CREEK
Stonebrook
End
1400
2
5000
0.28
Table 1: Traffic Volumes of Recommended Plan
Kimley-Horn
M and Associates, Inc. 45 17
Kecommencicct Sc•cty,irio Map
The following map represents the recommend thoroughftrC trap for the Last College Station Transportation
Study. Because of the significance of Linda Lane to this stLKIV area it has been included on this map, r\lso, note
that recommend street types are themed on this map by color as they represent the wislies and aspirations of the
citizens of College Station.
�Junilwd6H i6�u ua ��i me�iuG .mi�N�dihi,u oiirdi�u loin ilu l� ui,uui
miliii in��il i.�n �o �n ud�om�d'�� ui ri�.�,na um ii ip,i
�,.I II, J1i a,. 11 ui uuJ18L+.�Glim�MS.a.ilawi„IYu� I�,J I�
Lee em
tC2C v111rf 1[:Il ttt'�I f��Ull
Functional Classification
Freeway
MiO,el Use Street
u.=
:.r. Commercial Arterial
Cornmercinl C c-Mo o,r
Indush ial ,rt r ial
In.iuc,ln<il C' �II�<)or
kesidentral Arterial
j
r� °"
=`
Residential Collector. -
ae ��
P���
;n,dy =rr=o
I F6,un
` " w" I Kimley-Horn
brol m and Associates, Inc. 46 18
Goal Number Three: To plan for a multimodal transportation system that addresses the
needs ofpedestrians, bicyclists, and transit riders.
Recommendation #4 —Adopt the proposed East College Station hrikelBike Plan as part of the Parks
Master Plan.
Proposed Hike/Bike Plan U,
Bike Paths
RIl,,TlHead \IX ------ %
Path Existing
Path N.P-'Sed
Route Emstmg
---- R.w,, Pmp-od
Ro,k Areas'
Swdy A
FEMA Flood Plom
0 0.26 0.5 1
Miles
Figure 16: Hike and Bike Recommendations
L�Mf I Kimley-Horn
m and Associates, Inc, 47 19
GOIJ,EGE STATIONSFUDY7—M
Go.if Numbei- Fom-: To put In placC .lI7 Itllplef11e11t.it(ot7
plan that Is ph.isCd�ln .i imit711er
to address mobility needs as land development occurs.
This goal is aimed it
dcv'cloping a list of
rconnmcndations that can be put in place to 111.1idc the itnplcmcntation
of this plan. The list
was based on technical
information of traffic demands, combined with local knowledge
and staff cspertisc on
aresls that :trc ripe
fOr dcvz.lopntcnt.
This list \v-;is dcVclopc`cl it) hell, nl,tl<CrS ttt
priorllixc the needed
lmprovcmcnt tor this
area.
ROAD
FROM
TO
� Comments Priority
t�,ACI:,AGt. ROAD
No:w Pcbhlc Crcck
Rock 1'r;ttric
liuilcl \�iti)dct'clopnunt
I
ROCK PRAIRIF.
West FR
Fast FR
Widen to six lanes
1
ROCK PRAIRIE
SI 16
Sumcbrook
Widen to six lanes
1
ROCK PRAIRIE
Intersections
U-Turns
U-Turns and intersections
1
BARRON
SH 6
East of SH 6
New interchange with 6
3
B,ARRON
Ruck Pr -attic
hanctatd
Nc\v ruad
2
LAhI:AV".Al" llR
Ncw cast west
Pitch
Nc\\, to.al
2
-APPOVI.A'I I'O\
Rainurcc
North Forrest
Nc\v road/ rakes tntftic (M of lUmn-cc
ROCK PR,AIRII';
Stonebrook
Bird Pond
Widc❑ to six lanes
?
ROCK PRAIRIE
Bird Pond
Pitch
Widen to four lanes
3
R(WI� 13IZ1A1121I_,
latch
land of Studv ArCa
AVidcn to four lanes
PCdeStrlan bike improccmcnts % traffic
STON{. I�ROt)I:
A\,)Od (:reel:
Schc<t,t
c,tlmin(4
P�cic�ui,ui hihc unhn>�cmuu� u-,iffic
S1`( tNl.liR( t( )1.
Rock Pr.unL
Crcdv
c.ttmnv�
I'cdc>uian btl.c tmprrnLmm�t1 , traffic
A\Y)011 CRI:�K
SI1 6
Snoncbcook
c:tlnaing
Pedestrian bike improvements / traffic
WOOD CRI'TIK
Sumcbrook
land
calming
Con tied to Sv itch Station/ No tcft in or ow
\PPO\IATTOX
Lind
Switch Station
at Harvcv
3
Improve intersections / widen to
HARVEY
SH 6
Appomattox
4 lane/median at Appomattox
3
HARVEY
Appomattox
West of SH 30
Widen
3
PEBBLE CREEK
SH 6
Barron
New road
3
PEBBLE CREEK
Barron
New east -west
New road
3
PEBBLE CREEK
New east -west
Fitch
New road
3
NORTH FOREST
PKWY
SH 6
East of SH 6
Widen
4
Backage
SandStone
Emerald
Section in design/construction
5
EMERALD PKWY
SH 6
East of SH 6
Widen at SH 6 / add pedestrian elements
5
EMERALD PKWY
Appomattox
Barron
New road
5
NEW EAST -WEST
SH 6
Lakeway Dr
New road
5
Table 2: Implementation Plan
CAW Kimley-Hom
M _ and Associates, Inc. 48 20
k reF> pt
J^,
.. 9'R.,, ,. � Q'fTOPCO12EG8STA7i�N '
Goal Number Five: To generate a plan that is both affordable and achievable.
The f0 lowing cast estimate was dcvulopcd using planning costs (per mile). This is not applicable for use in
construction or bidding. It should, however, be used for comparison purposes only.
l"undin" h>r these inyro%cments needs 10 come front mane ditterent sow-ccS. A II(e lradlllt>nal St>urClS Such a
the general ('und, "1'vI)( )T, and kond progr;lms might not he enough to fund all the neCdCd impro�'emcnts.
Innov"Imc funding approaches must I)c C\hlorcd. 1"AmI)plcs include traffic impact tccs, dmd(m. tolling, ,111t1
Tax Increment I�uuulctng Distncts
COST
ROAD
FROM
TO
ESTIMATE
.APPO\I.ATTO�
Raintrcc
North Forrest
S-75(I UUn
:APP( mI.A-I-1,( x
I?(Id
S\� itch Station
ti 15U,(1O11
Ii.ACh.AC;I?
Nc\N. 1'Chh1C Crcrk
1W
>>-5 Utiti
B,ACKAGi?
Sandstonc
knicrald
S1,50(1,000
BARRON
SH 6
East of SH 6
$3,U0t1,000
BAIlIZON
Last of )11 6
i:mcrald
�5,0011 0U0
1.�Lt:R.ALI) Pt�AV�"
SH 6
I'.AII:R.AI.l� I'I�ACl'
I',nd
Barran
I 1 \1lV'1'.Y
�I1 (,
Ahhnm;ttu>�
�25(t,ltttn
f I_ARV 1 1
\1�1�nm,utn�
l.incl.t I..ui�
>2,511t1,Uu11
Ncv\, last «cst
Itch
50,0M)
New E\V
SH 6
Lakeway Dr
$5011,000
New FW
t akcvva\
Rock Prairie
S2,500,000
NORTH H )M'ST
Ph\xY
SH 6
Linda Lane
S3,750,000
PEBBLE CREEK
SII 6
Barron
$3,000,000
PEBBLE CREEK
Barron
New east -west
S625,000
PEBBLE CREEK
New EW
Fitch
$3,750,000
ROCK PRAIRIE
West FR
East FR
$525,000
ROCK PRAIRIE
SH 6
Stonebrook
$1,400,000
ROCK PRAIRIE
Intersections
U-Turns
$2,500,000
ROCK PRAIRIE
Stonebrook
Bird Pond
$1,750,000
ROCK PRAIRIE
Bird Pond
Fitch
$5,000,000
ROCK PRAIRIE
Fitch
End
$5,000,000
STONEBROOK
Wood Creek
Sebesta
$0
STONEBROOK
Rock Prairie
Wood Creek
$0
WOOD CREEK
SH 6
Stonebrook
$0
WOOD CREEK
Stonebrook
End
$0
Total Cost Estimate
$48,950,000
Table 3: Planning Cost Estimate
Kimley-Horn
M and Associates, Inc. 49 21
hj §7Fi"D YM
H'1,. i�'El�CALI�GBST.g74N
Appendix A: Technical Process
The following section provides the City with technical information on the tools used to complete the analysis of
the I�.ast G) lc"c Station Transportation Studk'. The primary, tool used hw transportation planners ,Intl cnginrcrs
is ;I tniv,(:l demand model, These models enahle agencies to cstimatc uraftic demands. In the simplest terms, the
11MCICI turns pcoplc and cmplM ets into trips, Finds their origin and destination, and assigns them a path to
ron�pl�tc their trip (scc the adjacent graphic). The trips :ire daily ui it sIccounts for home (o \\OII , hwmc to
shop, and back to home.
,fit?•
\Vith the use of a travel demand model, planners and engineers are able to - o
estimate current and also future traffic demands. The model can also be used to
compare how changes to land use and demographics will impact the local and
regional transportation nctwork. Sitnpl\ put, the model allows us to test III
r j
transportation and land use ideas.
The following section will describe the basic theory of the tray cl demand model 1
Later sections will describe the major findings from the model. t t
Basic 1llodeling Theory
lip cr�atin� and usin��;I ua� el mo>dcl, one is :utcmpun" to product a n):Ithem:itic2l represCntatu)n of an
lndiv idua]'s dcclslon-making process:
WhY to make a trip 4 Whcn to make the trip 4 Where to make the trip 4 1low to make the trip 4
What route to follow to complete the trip
These individual choices are then combined so aggregate impacts can be determined. The model structure
should also be manageable and supported with obtainable data.
As a project develops, travel demand models may be used to make planning level decisions regarding future
transportation needs. Models estimate the overall demand on a roadway system based on the proposed land
uses. Models are also used to answer questions such as the number of lanes required along a given roadway or
the need for a new roadway or interchange. Travel models are best suited to provide a comparison between
alternatives, and the traffic projections provided will show general trends between these alternatives.
The model for the East College Station Transportation Study was done using TransCAD software. Brazos
County Model is divided into 514 Traffic Survey Zones (TSZ), out of which 14 zones are external stations.
Zones from 465 to 499 are dummy TSZs located at the southeast corner of Brazos County that can be used for
land use testing and TIA modeling analyses. Figure A-1 shows the TSZ structure for the region and also
highlights the study area.
Kimley-Horn
IIII/ . and Associates, Inc. 50 22
Legend
TA-/
Study Area E
Figure A-1: Households 2007 for the study area
Special generators (such as airports, regional shopping malls, universities, etc.) and external stations use trip
generation parameters (productions/attractions by trip purpose) contained in a separate data base file. The
special generator zones (TSZs) and external stations are defined by BCSMPO; the external stations have ID
numbers 501 to 514. BCSMPO uses a spreadsheet (spec gen.xls) to externally calculate additional trips to be
added to specified zones that contain special generators.
KimleyHorn
i m l and Associates, Inc. 51 23
.: q,� � � j (XIt QW C�8I2GBSTifODN
2007 Modal Assumptions
Nehru k
The Collcgc Station tease year (2007) model nctwori< was dcVclopcd using BCS1\IP0 1996 base nctwork for the
stud}' area. Current aerial photograph} and field reconnaissance methods were employed in developing the
netWOrk for Cite of College Station within the stud, area. The field reconnaissance focused on v,cr1f6ng the
crass ScCtlon (numhcr (d lanes) and the limit f()r each "Caton. The nct\\�()rk is comprised
of frec\vi\,s, highv\-ays, arterials, and collectors.
I clpo",),11)lu,tj
The Citv of Collcgc Station base year (2007) demographics estimate was developed based on 13CSN1P0's 2000
demographics for the study area. Current aerial photography and field reconnaissance methods were employed
to estimate households (rooftops) and non-residential building floor area within the study area. Population
estimates and median income were based on BCSNIP0 TSZ-level household size and median income data.
.Wodel I 'alidatiofi
AhCt- numerous iterations, brie car nu,dcl vvalidation W;IS acconlplishcd using the abocc ncM-orl< and
demographics data and a combination of various adjustments of zone centroid connector locations and network
speeds. Validation was based on comparison of estimated (assignment) link volumes to ground counts
conducted in late 2004 and 2005.
2030 (Build -out) Model Assumptions
The build -out model net�vork was de -'-doped using BCSN1110 2030 Mobility flan nctwork for the m-crall
region. In addition, the net-,vork for City_ of College Station within the study area was developed using the
adopted Thoroughfare Plan by the City .
Deirrofrzrhbics
The build -out demographic estimates within the study area were based on existing land uses for developed
areas; current zoning density regulations and land uses contained in the currently -adopted Comprehensive Land
Use Plan were used to estimate households, population, and employment for undeveloped areas. Median
household income was based on BCSMPO TSZ-level data.
LII Kimley-Hom
M and Associates, Inc. 52 24
�wt-r?i
.. iil. (YTfU�W118G85'PA7Y1N
Four -Step Modeling Process
The model is comprised of a series of mathematical models that simulate travel on the transporrltion sv-stem.
This macroscopic process encompasses the four primary steps taken to estimate travel demand from a given
bind use and transportation network. The four steps in this approach are as follows:
Trip Gcrlcration
Th(' Trip (;cncrati()n nl()dulc cw1vC.1-ts data int() pers(m trips ti,r ditfcrcnt purposes. "1'hc
denlo(;raphic data for the trip generation module includes population, number of Ilouseholds, median
household income, the number of hasic, retail, and service employment.
LEGEND
Households 2007
" I no
?ll { moo
illy {Illlll
vl,
110
,0
i.
5i
Figure A-2: Households 2007 for the study area
" x Kimley-Horn
bW1 M and Associates, Inc. 53 25
1711
72
121 2hu
W
LEGEND
Households 2030
I) lol
Inl inn
ell ;nn
IsO
101
334
177
417
70
IS
422
II
23.;
301
03
511
Figure A-3: Households 2030 for the study area
CMrj Kimley-Hom
Iand Associates, Inc, 54 26
LEGEND
Population Per Square Mile
\x
Figure A-4-. Population Density 2007 for the study area
LOOPI Kimley-Horn
m and Associates, Inc, 55 27
LEGLND
Population Per Square Mile 2030
Smdx
Figure A-5-. Population Density 2030 for the study area
Cbnrl Kimley-Horn
m and Associates, Inc, 56 28
LEGEND
Employment 2007
I;I inn
7 ;P
2: 0
43B
11
10
II II
13
in I
I ICI
71
Figure A-6-. Employment 2007 for the study area
M Kimley-Horn 29
Inc,57
hol- M f I andAssocIates,
tY1
o;t u
778
M
o u
263
t
0
.1185
t1
660
t1 II
_'67
101
619
Y`IH 251 0
463
1011)
M10
93
0
hll
II
�f
'0
. �
4'arggcbu�casrun�
LEGEND
Employment 2030
[It ;uu
nl limn
� loll �nu
SU I 3 UUU
74,
its)
M,
41 ./
Figure A-7: Employment 2030 for the study area
The following table shows the comparison between the study area and Brazos County region demographics
2007 2030
Population Employment Population Employment
Study Area 10,500 5,900 30,270 17,100
Brazos County Region 164,890 82,700 205,000 104,700
Percent Proportion 6% 7% 15% 16%
Table A-1: Demographic comparison
Kimley-Horn 30
�I and Associates, Inc. 58
['rip Distribution
This step estimates the number of trips between each regional zone pair
module is the input for this step.
2%
40°i
ClIT'M (:aur,CaSUMN
Me output from Trip Generation
Figure A-8: Trip Patterns 2007 from the study area
Kimley-Horn
►.,M1� and Associates, Inc, 59 31
�yw�x t rv�
�,�. � e7nrc�eCnu�sr�mx
;,t. ,• .fit.
Modal ,split
This is the prediction of the number of trips made by each mode of transportation between each zone pair.
Traffic Assignment
'Phis inthe cstuuati(n ()fthc ,in)() Lill t (ur number ()f trips) th;u i, ]OaIdcd unt() the tr.rnsh��naii��u
nctw(wk thr0nt11h path -building and is used to determine networl; pertirrmancc. The t"011OWint{ CIOLH-c shy WS
current (?OU7) network ti)r the SILRIV area with number Of lands.
E
Figure A-9: 2007 Network with number of lanes
Kinney -Horn
bh.111M . 1 and Associates, Inc. 60 32
b #
"'- ..i CY'r[OP C.�lIPC8STe7Yltt
Aloclel C.ilibr,,itiotr mid Vdlitlatioii
This process includes bringing the model output traffic volumes to match as close as possible with the observed
or ground u-attiC counts. Table A-2 shows the comparative results of b()th nxxlcl outpuu u-aftic wlume data
and ground traffic counts for the gear 2007,
2007
2007
se-Incnt
Froiu
To
Count
Model
R2
I i \Rvn- RU,AD
81 I (�
A1�1�utn,u�o�
_' I,�'15
_' I j to
i o—
\hhontatto�
U cst of SI 1 30
9,249
O,200
05 3° „
UINTREI?
SH 6
End
3,277
3,570
8.94'%,
NORTH 1�ORRF.ST PKVY
SH 6
mast of 6
2,550
2,647
3.8WO
EMERALD PKWY
SH 6
East of 6
5,800
6,180
6.55tYo
SFBESTA
SH 6
East of 6
1,799
1,884
4.72%
\C OODCRI ail,
51 16
Sto nchrook
2,2')3
2,139
Stonchrook
I?nd
1,238
1,217
O
S']'NI a3R( 1OIi
Rock Ptltit is
\\ o,xlcrcch
2,.i 15
Woodcrcck
Foxhre
872
025
6.04",
ROCK PRAIRIF.
SH 6
Stonebrook
6,777
6,901
1.810,,
Stoncbrook
Bird Pond
4,064
4-It
3.35",,
Bird Pond
GrCCnS Pr.uric
I,Ooo
1,800
5261111
Grccm Pr.uric
I�.ntl
883
GRI.1'.A8 PR.AIRII.
till 6
Dr
Dr
PcbblcOcdc
-. I in
�. 118
U 08" ,
PcbhleCreck
Fast to end
2,168
',30U
6.0
LAKEWAY DR
Greens Prairic
Parkview
6,598
7,400
12.15%
Parkcic),v-
G,ttc\v-atBlvd
8,513
S11 6
Harvc\ 1 owcl
-7,500
83,000
-.1011I1
Emerald
46,400
57,600
24.14%,
Rock Prairic
62,500
67,800
8.48°%,
Greens Prairie
30,800
35,200
14.29%)
Average volume difference
4.69%
Table A-2: Validation table for 2007
Model
The locations considered for the validation process (as seen in the above spreadsheet) are presented in the maps
below showing the 2007 ground traffic volume counts, 2007 model traffic volume and the percentage difference
between them respectively. The percentage difference values in the table show the model volumes generated fall
within the acceptable range when compared to the existing traffic counts.
KimleyHorn
and Associates, Inc. 61 33
Figure A-10: 2007 Existing Traffic Counts
LIMF-1 Kimley-Horn
m and Associates, Inc. 62 34
Figure A-11: 2007 Model Traffic Volumes with percentage difference
6. go
-M 1 Kar�dleAmiates, Inc. 63 35
osCot�G6sranDM
Evaluating the Thoroughlare Scenarios
The following infortnation was generated using the refined I3rVan-College Station Metropolitan Planning
Organization transportation model. The refined model includes updates to the demographics (households and
employment) For the studV area to reflect 2006 conditions. The model has three main measures of effectiveness
that pl;utncrs use to c\alnatc plan sdtcrnaMcs:
Vehicle Hiles Traveled (VMT)
What does it mean?
Vehicle Miles Traveled (Vtt 11) is the total distance
traveled by all vehicles in a 24 hour period. This can
reflect the spatial relationship between residence and
employ mcrit or other destinations. 1,Uvver av'Cntou
V'.NIT often rcticcts a hater spatial match bCtvCCC11
residence and cniplo�mcnt, \chilc higher avcragc
V',MT can indicate a spatial nusmatch between place
of residence and place of employment.
Vehicle Hours ofTntrel (VHT)
What does it mean?
The total number of hours of vehicle navel on the
dcsi�onatcd set of road«a� s.
Delay (VHD)
What does it mean?
Delay is a product of Traffic congestion, which is a
road condition characterized by slower speeds,
longer trip times, and increased queuing. It occurs
when roadway demand is greater than its capacity.
How was it measured?
The traffic volumes on each road tict-,vork link are
calculated using travel demand modeling software.
The demographic, travel behavior, and transport
infrastructure data For catch scenario arc used as nu,dcl
nput. Bach link Volume is multiplied hN the a�crae
v'chictc ()ccupanc\ rate in the is
multiplied by the length of each link to determine the
person -miles traveled on each network link.
How is it measured?
Vehicle hours of delay- are computed by tnultiplying
the total distance traveled by average ❑cm-ork speed.
How is it measured?
Delay is a function of vehicle speed and trip length.
Slower speeds and longer trip lengths result in
greater delay. Delay is represented by total person
hours of delay.
F1 Kimley-Hom
= and Associates, Inc,
64 36
EAST CiULLHGF. NATION _
'Rt4tiSPOCYI?\T10N S"rt,'IJY
may,, Q"01(;0U=5TAnQX
raftic Afodclin,), Findings
The model provides planners with the ability to compare how changes the thoroughfare plan can improve the
above mcasureS of effectiveness. The transportation indicators hclmv arc an cnitput of this model. Thee
represent what the demand on the transportation network will be based upon the three thoroughfare plan
altert1atlV'CS.
TRANSPOR'1'AT[ON
GROWTH SCENARIOS
INDICATORS TIIOROUA;HFARfs
LLL PLAN COMMUNITY CoNCEt I HYBRID�OTAL VMT 1,049,584 1,088,390 1,058,277
�HT 31,807 31,450 31,482
OTAt, DELAY
7,1152 5,889 6,466
(PERSON HOURS)
Table A-3: Study Area Mobility Summary Chart
TRANSPORTATION G11O\V'TH SCENARIOS
INDICATORS THOROUGHFARE COAINWNITY CONCEPT HYBRID
PL:1N
�oTAL VMT 5,429,716 5,394,480 5,413,076
HT 173,018
r170,639 I -1 9S9
rrOTAL DELAY 22,056 20,764 21,437
(PERSON HOURS)
Table A-4: Regional Mob lity Summary Chart
The three alternatives model above show that the Community Concept scenario and Hybrid scenario both out
perform the Thoroughfare Plan Scenario. The final recommended plan for the East College Station Area is a
combination of both the Hybrid and Community Concept scenarios. Refer to Table ] for the traffic volume
results.
W and Associates, Inc. 65 37
Appendix B — Public Meeting Summaries
Public Meeting 1
The initial public nuCctin(1 Of the 11;ast ('ollc c Station I'ran�pt>rtation
SILK \ as at (ended 95 people. The map in the sidebar i epresents
attendees' homes. W1111e mane portions ofihe stud-\ area Whcrc
rchrCscnicd, a ofthe:utcndccs whcr(- h011) either the
Woodcrcck or neighborhoods.
Thirty,-see°en of these attendees
completed the questionnaire. The
graphs to the right indicates the
majority° «f attctudccs ,Where
residcntial propertV� owncrs and
members of neighborhood
assoclattOnS.
The b011o1A-ing Neighborhood
,lssociations whcn rcprescntcd:
• �� oodcrccl:
• 1 �()-\tirc
• Shadowcrest
• Stonebridge
• .Amherlal:c
• Windwood
• Ratntree
• Pebble Creek
• Emerald Forest
• Wilshire
,J
R,spo,d-t Profile Svvic. eu.�n..a
6wn.n
,x
--'—Ifx r, R.lail Bu.imss
csae owa.n
IXn.�lwm. M1 .�i L ox
Mcnit,ersh�R in Businos� or N� igt�FcrM1oocl Org,�nie�lion
College Station Deputy City Manager Terry Childers said he was
encouraged by the turnout at the workshop, stressing that resident
input is vital in the planning process, reported Eagle Staff Writer
APRIL AVISON. She went on to quote Childers, "IV/eregot to do a
better job planning for the growth that is going to occur here. Future generations will
live with many of the decisions that willgerminate here tonight. "
With Mr. Childers introduction the workshop began with a
presentation by Kurt Schulte of Kimley-Horn, which concentrated on
demographic trends in the region, College Station and the east side
specifically. Then in groups of eight to 10 attendees provided
comments and ideas about the future thoroughfare plan.
_ .21
7 tl
oX
!t,� Q'1'TQP C�(AG4S'U�\UOIi
Kimley-Horn
and Associates, Inc, 66
38
FAST G011.EGE STACEQN
'fit-�sf�urrr.�Y•to:v STumr 'd,�`" � ,��,� ,� %t"'��j`r
Workshop Results
The ct>nsultants he()an to, anal zc the w w-Ump input hy, digitiiin(, the
workshop maps and creating compilation maps. The issue map represents
participants' ahuut cut ihrMu11h traffic, cO>n,,estiOn, saf('t\ and
hike/pcdcstrian needs. 11arncipants also voiced which I)l;uuuCd thoroLill htares
ihcc agree and disc rcc w ith.
Workshop Maps
1
1 R
DIgiti/e Maps
� l
Gcttcratc Compilation
Maps
Figure B-1: Public Issues Map
t., .
s �
I
71 w
Figure B-2: Public Thoroughfare Disagree Figure B-2: Public Thoroughfare Agree
.w Kimley-Horn
111r1 _ and Associates, Inc. 67 39
=,N-V�.,, r'� (]Ti0A G11I.QG�ST�77oN
Public Meetiti2
The follow-up public meeting of the East College Station Transportation Study was attended by 75 people. The
meeting was aimed at attaining citizen input on three thorouglhfare plan scenarios and how to implement them.
`Fhe clucstionnaire was completed by 45 of the ,ittcndccs. The majority of attendees were residential propertr
()WIlcrs Auld mcinbcrs ofncighbt)rhutxl asstyciatinns.
I'hc t�)llr)�� ing �lcighlx)rh�xxl .Asst,ci.itii)i�� ����rc
rcl)l.cscntc(l;
• Woodcreek
• )'oxftre
• Shadowcrest
• Slonchridge
• ,Ambcrlakc
• \\ indwood
■ Raintree
• Pebble Creek
• l.mcrald forest
Wilshirc
• Cm -ter 1'iIkc
Respondent Profile
Churches
41
Residential
Property Owners --
94%
iusiness
)ers
Membership in Business or Neighborhood Organization
No
Yes
93%
Kimley-Horn
MIIII and Associates, Inc, 68 40
Workshop Results
A majority of attendees selected the Hybrid
scenario. An overwliclming majority believe a
change is needed to the existing thoroughfare
flan.
\ucnelccs also cr>mntcruccl on the ft111clinl;
mccl)x1ism to It,;(, wlhcn imhlcmcntin the
tltorou,ht-arc plum. tacurl�, citi/.cns Cl() not
believe the City should cover all the cost of
building new thoroughfares in the study area.
A majority thought a mixture of development
impact fees and City funding; should be used to
Construct new thormtglifares.
The final question on the cluestionnairc Was
;timed at ho« to reduce neighborhood cut -
through traffic. Attendees ranked techniques in
the follo\�-i jg order from most desirable to least;
1. �CrCtittiC<lp3n.r,
?. I sine A,irro��inr� �
�. Intcr��ctirsn ltl�hro�cnunt�
4. Video Sure cillaticc
D
609
k'i2Y F�
;:Nth t Q'rrgPCOU�caS'r�ox
Scenario Preference
Funding Mechanisms
am
rC1
oro�ynia'.
Com rn m Concept
Hyhrid Scenario
10City Funds
33% ❑Impact Fees
10 bLxture
KiNey-Horn 41
►. i= and Associates, Inc, 69
.x
cMoecbu�asruom
.Appendix C — Context Sensitive Design
The proposed thoroughfare planning process presented in the next section recognizes that the design of a
thoroughfare needs to recognize the plan's role as part of a nowork of streets, and that the thortntghfare plan
must consider and balance the regional, sul)rcIli( nal, ,tn(I nciglihI)1-1 )11 functions >f tic thurotlohfarc in
relation to contIII unit�, to and ch;u-acter, and the entire Iransport:uion system. The new th()-ought-,tre
planning pr��cc�s i� err>undcd in usin" Ct)lltL'Xt Scnsititc I)C`11,"n
A collaborative, interdisciplinary process to transportation planning and design that involves all stakeholders
to dcv'Clop a transportation facility that tits its physical setting and preserves scenic, aesthetic, historic, and
environmental resources, while maintaining safety and mobility. CSD is an approach that considers the total
context within which a transportation improvement project will exist.
This approach will augment special land uses areas such ',ts raised -use, tt-ansit-oriented, and urban neighborhood
de\Ch)pments with context sensitive n-ansportatimm elements. The g(ral is to create ,t connection bCtvv-CCn land
use and transportation in Collette Station.
A street may- pass through N-arious land use contexts (as display cd in the graphic bolo-,v-). The land use context
should influence the character (A the To properly plan for a roadwl\ that is context sensitive, \vc
mint di�.idc the into separate (hut related) . I-C: lnrs.,,
Town
Center Commercial Corridor
t '
Main Street Commercial
Street
Street Realms
Employment
Regional Center District
Mixed Use Industrial St
Street
To properly plan for all the elements of a
thoroughfare plan, it is essential to account for the
three street "realms," which are the travelway realm
(between curbs or other pavement edges), the
pedestrian realm (pavement edge to right-of-way
line), and the context realm (the interface with
adjacent buildings, sites, and land uses).
Residential
Neighborhood
o usaaHal,eewdtw
RaAi-M
4.
Twee w�Y c»
KEnt-M
Residential
Street
STR.EEr RHA1-M - -
KimlepHorn 42
�M� and Assodales, Inc. 70
MChUMCUUMM9u'troa
1'I1c four realms that together comprise the thoroughfare and its context are:
Travelway Realm: Public right-of-wa}r from curb -to -curb including parking lanes, xIiich are part of an
overlap zone with the pedestrian realm , mi hovel lanes for priN'ate vehicles, goods mowemcnt, transit
chicle", and bic\cics. ,Mcdis111s arc :t(so part ofthc trm realm. Transit stops and lrrading/unloading
/ones:UT included in the na�ch�a� realm.
• Pedestrian Realm: Public nght-of-��<tI t,picalIN including planting area anti suic��aii:, from Curb to the
front property line of adjoining parcels. The pedestrian realm is further divided into a series of zones that
highlight different uses. These include: edge zone, furnishing zone, throughway zone, and frontage zone
(on blocks with predominance of ground -floor retail). The relative importance of the zones is in part the
function of land use. Transportation facilities including bus shelters and waiting areas and bicycle parking
maY be part of the pcdcstrian realm. ( )ften the on -street parking lane m-crlaps %%ith the pedestrian realm
because of the pcdcstrian actA-ity generated by parked Vehicles.
• Context Realm: Properties and ,ictiv,itics adjacent to the public right-of-way with surroundings that
contribute to character and mobility. Buildings, landscaping, land use mix, site access, public and setnt-
puhlic open spaces are the primary shapers of context. Some transportation facilities, ❑otabk- transit
stations and parkin;; lots and structures, are included in thr contest rrtlm.
• Intersection Realm: I'uhlic right-of_%%-a1 and ;t poruon of abuuin(, pri\�ttc pry)pu.t\ th;tt wgether term a
tt-antL_ u)cludiw tltL iucrsccuon tt its center. 111c irtcrxCcuott Ialnt 15
characterized by a high Icv-cl of actWity and shared use, mctltill] odal
conflicts, complex mm-ements, and special design treatments.
Context/Pedestrian Overlap. Ground floor building frontage and any
overhanging elements (arcades, awnings, etc) create one part of the overlap
between the.private development in the context realm and the public space
of the pedestrian realm. Also included are paths and walkways on private
property adjoining the thoroughfare.
Pedestrian/Travelway Overlap. The travelway areas where pedestrians
are common are the parking lane and the crosswalks (marked or
unmarked). The parking lane frequently doubles as space for transit
loading and unloading and in some locations it may also occasionally be
used for community events such as farmer's markets, parade viewing, etc.
In such cases use of the travelway realm is often restricted in order to
maximize the comfort of people using the overlap zone.
Kimley-Horn
M - and AssxWes, Inc. 71
—
b E
43
ud 1r.kY
0.
,z
,�,� ..4 Q'R�CouacaSutirx
New Street Standards for College Statioxn
U'Ven an array of street tubes, each street can help to add more dimensions to the
arterial and collector choices provided by the com,entional functional classification
s\,stem. "These additions and refinements to the street types provide the City with a
,rc,u cicil ufchoiccs "teen the c:urieh� of urban cn��u'ontItrnts. "l'hc thoruu�ht�irc t�hcs
showli bdow arc the basis for contest dcsi(111 choices in tlhc City' of Colle"e
Slamw+, tii\ new tvhcs 411-ccis wcrc du\-clOhC,d as :III m crla\ ml the current
thurouk;hf,uc plall.
0 Commercial Streets
■ arterials
■ Collectors
• Rcsidcntial Strccts
■ Artcrials
■ Collectors
• Industrial Strccts
• \lizcd I`'se streets
Kimley-Horn 44
A and Associates, Inc. 72
_ ry'R f • i CYITQPCOL8C9ST.l77ON
(,o/17[IlerCi;11 Streets
Commercial Streets are presently the dominant street form used in
College Stations' brrsiur.r.� crlllo:i/canidoir allel
c�ii�ipnr dutrirtr. Iligh priority elements in this type of street are focused
Wn mMin uafhc idiu1(; access tO bUSInCSSCs. "Thus, these
streets characteristically- haVC four to siX taVC1 lanes that rank from l 1
to 12 feet wide, a high number of access points t()I- deg eluptnenis, and
minmtum pcdc"trian and htc\cic t'�Iciltties.
1 lowever, Commercial Streets can be both pleasant for pedestrians as
well as efficient for vehicles and transit. Little adaptation needs to occur in the travelwav realm for commercial
areas to become walkable places. If people are going to walk between destinations in commercial and business
districts, and if these districts are to be served well by transit, then efforts should be focused on impi-m-ing
shared parking and ca�nnectiv itv bcM,cen separate parcels. Improvements in these areas can make a conunercial
or business area a park -once district.
Improvements in connectivity through shared parlang and pedestrian facilities will also go a long way in
improx-int{ vChicular atpacitc. Less t-aftic Will ()ccur on the main commercial street lanes arc able to
park once and freclucnt multiple locations in one trip.
Commercial Arterial Commercial Collector
Four Lanes -Divided Four Lanes, Divided
Ea
1 1 '
ii,. io�al gyft �I Way <nn alsa be ad,usied is , 20 in accommod �¢ 0 tines
{
Mec'ai
Lei 59 neat
RdesieWn lteaim ,ra m � ee,� dey`ryan pea1m
105 IIF 0�'
� xinbl-of-Wav I 1
PfY
Kimley-Horn
IM and Associates, Inc. 73 45
Kesidentut! Streets
As arterials, Residential Streets balance multimodal mobility with land
access. ;\s collectors, Residential Streets ;ire designed to emphasi/e
walking, bicycling, and land access over mobility. In both cases,
Rcsidcnti,d Streets tend to he more pedestrian -oriented than ;
CoMMUrctal Strccts, but n()t ns multimod.tl as ,Mi\cd L'sc or'1'ransit
Streets. Kcsidcntial Streets gencrall\ cotlsist ()f t\%.o to four travcl
lanes that arc I I tO 15 fCCt \61L.:111d lm\ c ()II strcct hashing. C<>llc� e
StatIullS' netg11bo1-hooxls built in the last _iU \cars feature honlcS set
back from Residential Streets to provide ample space for landscaping
and trees. Sidewalks in these neighborhoods directly abut Residential Streets.
Fx
h,R, tr ..l C1F[oA CMtY,C8STA77oN
In historic residential areas, homes are located more closely to Residential Streets. Can -street parking is present
and sicleWIlks arc t11)ica111 btlffCI-ed h\ a tree lined planting strip that is maintained b% the homeowner.
Pedestrian level lighting is also present on mane Residential Streets in College Statlorn.
Residential Arterial
Four Lanes, Divided
Residential Collector Street
Two Lanes, Divided
.� s' n�.Tiw r4oxn III`, w.'II�
r, u . Kimley-Horn
m and Associates, Inc. 74 46
Industri.11 Streets
Industrial Streets are typically designed for lame vehicles, which
means lane "vidths ar-c wider than normal (13 to 15 feet). Sidewalks,
when present, are usually attached and a small planting strip maybe
on the outsidc of the sidewalk. On-strect Parkin,, medians, hicvcic
lanes, �md '�tu-cct trees arc usually ahscnt fr0111 ilhc su-cct dcSiO;n.
Industrial Arterial
Four Lanes, Divided
rfC,jVj Kimley-Horn 47
m and Associales, Inc, 75
Mixed-tTse Streets
This street type is compatible with Ah'xed-Clsel,S�ecial Districts, 7 iansit
t,omidols i/rd t N(,i"11hoi1)oodr. The sidesv-ilk in a rnixcd use street is
the primate physical environment of the street realm. Often sidewalks
Ill mired use areas at lat,gcr than the ti -cl lanes. The sidewalk is
Where mt>st of the actI%'hv occur~. l�or tui.\cd-use streets to he
successtIli, the design of fac"Ides sand ground ll��ors of buildings and E� '� z ��� j ),
their rcl,su(>nship t(> the SirrCt must tt)cus their �Utrnti()n t( )\\ �ird the i
StCcel.
Beyond urban design features and sidewalks, on-sa-ect parking is the
most important element in a mixed use street design. The presence of
parked cars reduces travel speeds, separates pedestrians from the travel way realm, and aids in the vitality of
retail cstahlishnunts.
Mixed Use
Four Lanes, Divided
Kimley-Horn
1 and Associates, Inc. 76 48
(5/29/2007) Pam Springfield - Special Meeting Reminder
Page 1
From: Steve Beachy
To: 2007 Parks & Rec Board
Date: 5/23/2007 3:06 PM
Subject: Special Meeting Reminder
CC: Ploeger, Ric; Springfield, Pam
Joint meeting on Tuesday. Mav 29th na, 12:00 noon in the City Hall Council Chambers. The
meeting will include the City Council, Planning & Zoning Commission and the Parks &
Recreation Advisory Board. The agenda will include a presentation and discussion regarding the
GROWTH MANAGEMENT PLAN prepared by KENDIG KEAST COLLABORATIVE; and a
presentation and discussion of the EAST COLLEGE STATION TRANSPORTATION STUDY
prepared by KIMLEY-HORN.
A lunch meal will be served.
Steve Beachy '69
Director of Parks & Recreation
City of College Station, Texas
(979) 764-3413