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22-513
ORDINANCE NO.22-513 AN ORDINANCE OF THE CITY OF DENTON, TEXAS, ADOPTING THE UPDATE TO THECITY OF DENTON’S 2022 MOBILITY PLAN; AND PROVIDING AN EFFECTrvE DATE. WHEREAS, on January 5, 2016, the City of Denton adopted the 2015 Mobility Plan; and WHEREAS, on May 7, 2019, Walter P. Moore was hired to provide professional services for the preparation of the Mobility Plan document and to update the Mobility Plan; and WHEREAS, the City Council received a presentation regarding the 2022 Mobility Plan date on multiple dates (five Work Sessions held December 2019 through March 2020 and then one additional Work Session held September 28, 2021); and WHEREAS, the 2022 Mobility Plan builds upon the foundation established by the 2015 Mobility Plan, and during the plan development an assessment of the Mobility Plan was conducted, and public engagement methods conducted in order to receive community feedback regarding future growth and development of the city; and WHEREAS, the 2022 Mobility Plan sets forth goals, policies, and actions to make safety the number one priority while aligning growth, multi-modal travel while and improving quality oflife for the decades to come; and WHEREAS, the Planning and Zoning Commission held two work sessions (January 12, 2022, and February 9, 2022) to review recommendations for the Mobility Plan update; and WHEREAS, the City Council held two work sessions (January 25, 2022 and February 8, 2022) to review recommendations for the Mobility Plan update; and WHEREAS, the City Council and Planning and Zoning Commission held a joint work session February 14, 2022 to review recommendations for the Mobility Plan update and directed the item to move forward to a public hearing; and WHEREAS, on March 9, 2022, the Planning and Zoning Commission conducted a public hearing as required by law, and recommended approval of an update to the City of Denton’s Mobility Plan; and WHEREAS, the City Council at its meeting on March 22, 2022 finds that the Mobility Plan is in the best interests of the health, safety and general welfare of the citizens of the City of Denton,Texas; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF DENTON, TEXAS HEREBY RESOLVES: SECTION 1. The findings and recitations contained in the preamble of this ordinance are incorporated herein by reference as true. SECTION 2. The Denton 2022 Mobility Plan sets a framework for future planning and 1 decision making for the entire City of Denton. SECTION 3. The 2022 Mobility Plan affects all operations and activities of the City ofDenton. SECTION 4. The Denton City Council adopts the 2022 Mobility Plan and its recommendations and implementation actions, as presented in Exhibit A. SECTION 5. If any provision of this ordinance or the application thereof to any person orcircumstance is held invalid by any court, such invalidity shall not affect the validity of the provisions or applications, and to this end the provisions of this ordinance are severable. SECTION 6. This ordinance shall become effective immediately upon its passage and approval. The motion to approve this ordinance was made by eAu_1 He \+zeF and the ordinance was passed and approved by .seconded by byIt iso OLd the following vote UL - U Aye Z ,/ ,/ Nay Abstain Absent Gerard Hudspeth, Mayor: Vicki Byrd, District 1 : Brian Beck, District 2: Jesse Davis, District 3 : Alison Maguire, District 4: Deb Armintor, At Large Place 5 : Paul Meltzer, At Large Place 6: / PASSED AND APPROVED thi, th, 22" A b/ 1/ / day of b&Heh _, 2022. GERARD HUDSPETH, MAYOR 2 ATTEST: ROSA RIOS, CITY SECRETARY L\\ stILl IIIIf BY: _,CZ2:a APPROVED AS TO LEGAL FORM:MACK REINWAND. CITY ATTORNEY (t+d2D\/7LILF F1 i I a ry N e g r o :BY: ’' J u 2022'03'1516:04;36-05'oo' EXHIBIT A 2022 Mobility Plan 11 0 M Denton City Council Mayor Gerard Hudspeth Vicki Byrd, District 1 Brian Beck, District 2 Jesse Davis, District 3 Alison Magurie, District 4 Deb Armintor, At Large Place 5 Paul Meltzer, Mayor Pro Tem John Polster, ITS Inc. Gary Ryan, Denton ISD Deborah Viera, City of Denton Partner Agencies Denton County Denton County Transit Authority (DCTA) Denton Independent School District Texas Woman’s University (TWU) TxDOT University of North Texas (UNT) PLAN Approved by Technical Advisory Committee Paul Andress, Denton ISD Travis Campbell, TxDOT Daryn Briggs, City of Denton Rebecca Diviney, City of Denton Tina Ftrgens, City of Denton Nathaniel George, City of Denton Julie Wyatt, City of Denton Haley Zagurski, City of Denton Pritam Deshrnukh, City of Denton Jerry Fielder, City of Denton Scott Gray, City of Denton Drew Huffman, City of Denton Bradley Lahart, City of Denton Scott McDonald, City of Denton Ron Menguita, City of Denton Haywood Morgan, City of Denton Gary Paekan, City of Denton City Council on Other Committees and Councils Mobility Committee Committee on Persons with Disabilities Traffic Safety Commission Planning and Zoning Commission Date Cover Photo Credit: Suzanne Rumohr City Staff and Departments Airport Capital Projects / Engineering Fire Planning Parks & Recreation Police Sustainability Traffic Operations Development Services Public Works TransportatIon Planning Consultant Team Walter P Moore Kim ley-Horn TABLE OF CONTENTS Mobility Plan Background Be BeeBe BeBe Be Been Be weB Be BBeBB© eIBe Bao aBe B© ea e eB©BB© ee 8 + B Be BeaB©ew© BeeB Be a © Z Purpose of the Denton Mobility Plan .............._...._.._.........„...._........._.__.__._._....._.._.... 2 Plan Process ................,....+'............................................. .............+....+.;................... ZI Goats.........„.....,..;.,....................,........,.............................,,..,...,.....,.....,......... 6 Mobility Denton Mobility Plan Thoroughfare Pian ................_.„_.._.......................__..........................._.............. 18 Purpose of the Thoroughfare Plan .,................................,..........................,.......*................... 19 Conditions.................,.;.+...........................„...,...;.,,..,..........................,......................,..20 + + 88 ee eea e 8 + 98 ee eeg ee 8 ee Bee 8 see + + 8 e see e+eeee8ee+ee+8eee+e© ee 898668 + e ee ee + + e 88 + 86 + e 8 see ee + 88988 @ 8 ee 868 ee 8 ee e + e 86 ee + + + 86 + + 8 Tee e @ 889924 Recornmend€d IrnprovemeRts .._....._..................._.,..__.,_........_.....__......_,_,........._..._.. 26 Ma$3 .....,.,........._.............._._.„_._....._..,...__..... ..,,„.,..._..,,......_.,_ 28 Transit Considerations...............,......;.........................,..=.,...,......... ........................,............,....... 2g 8 qI e g1 8L B1 8 e eI e BF g1 B eI e a BI ab eR eI a1 BE ©© BeeBe eea Bee 8 a Bee © ee see @ aBBe Bee BeeBe 86 +B© eea B Be BeeBe Bae Bee 8 ee Be © BeBe 8 BeeBe @ ee 8 ee BeeBe Be +B© BeSt) Existing Safety Proposed Roadway Classi$cations.. a........,..........._.,............................................,..........,.......... 27 2022 Thoroughfare Plan Implementation Bicycle Piart ...._.................,.....„......._......................................................,.....,...... 31 Purpose of the Bicycle Plan ........,.._...........,..,......._..„_..,.........._........,....,_,,.,.„_......._..._._ 32 Existing Conditions.........................,.........................v...,...+.;...............................v..+...............,. 33 Public Input..........................................*,.....,...............,.......................................=................... 3G 2022 Bicycle Plan Map ................„_........_......._.,._..._.._.._..._._....._.._._.....,.„_...._..._...... 39 Bicycle Facility Types ..............,.+..+............. ...........„......+...................................,.......,............ 41 Plan ......................t...._......................,.............................,...;................. 47 Purpose of the Pedestrian Plan ...,.._.___......._._...._..._.........._.........._..,„._._......_............. 48 Existing CondiHons............=.,.......„_,..+...a......=...........................,........'.....................,.....,............ 49 Pedestrian Recornrnended Improvernents .._.._..................._..._....,......._._......_......_...,..._,_......_._.... 54 2022 Pedestrian Plan Map,.........,..,........................,.,..,...,..=.,...,....................,..,..............,......... 55 Practices .... ..............,...,...,....,.=..,.,..,......,........,.....,.......,........................,.,,..,.......,,............. 57Best LIST OF FIGURES Figure 1: Survey Respondents Home ZIP Code ...... 4 Figure 2: Mobility Plan Goals.................................. 6 Figure 3: Commuting Patterns................................ 20 Figure 4: Travel Time to Work..... Figure 5: Roadway Miles Figure 6: Congested Lane Miles. Figure 7: Crash Density ........................................... 24 Figure 8: Safety and Fatalities...,............................. 25 Figure 9: 2022 Thoroughfare Plan .......................... 28 Figure 10: Existing Bicycle Facilities........................ 33 Figure 11: Bicycle Strava Data................................. 34 Figure 12: Bicycle Related Crashes ......................... 35 Figure 13: Preferred Cycling Destinations Results.. 36 Figure 14: Preferred Cycling Facilities Results ........ 36 Figure 15: Sample Survey Questions ...................... 37 Figure 16: 2022 Bicycle Plan................................... 39 Figure 17: 2022 Bicycle Plan City Core ......... Figure 18: Speed ... Figure 19: Facility Type Decision Tree........... Figure 20: Existing Sidewalk Network........... Figure 21: Location of Sidewalks Along Roadways. 50 Figure 22: Pedestrian Strava Data Figure 23: Pedestrian Related Crashes........ Figure 24: 2022 Pedestrian Plan Figure 25: 2022 Pedestrian Plan City Core LIST OF TABLES Table 1: Roadway Classification Definitions Table 2: 2022 Thoroughfare Plan Mileage Table 3: 2022 Bicycle Plan Mileage............ Table 4: Crash Severity................................. Table 5: 2022 Pedestrian Plan Mileage . ......... 54 %I / / MOBILITY PLAN BACKGROUND The Denton Mobility Plan is a comprehensive plan to integrate multi-modal transportatIon projects in the next 30 years,It combines the efforts of past mobility plans such as the Denton Thoroughfare Plan and the Bicycle and Pedestrian Linkage Component into one guiding document for all mobility efforts in the City of Denton The Mobility Plan is a long-range plan that identifies the location and type of roadway facilities, bicycle facilitIes, and pedestrian facilities that are needed to meet long-term growth within the City of Denton. The Mobility Plan has three major elements: it determines roadway aIIgnments, it determines the needed right- of-way (ROW), and it develops the roadway design standards IncEuded in this Mobility Plan are the priority projects that need to be constructed Purpose of the Denton Mobility Plan Coordinated Planning Effort The Mobility Plan combines the City of Denton planning documents such as the Thoroughfare Plan and the Bicycle and Pedestrian Linkage Component into one plan. This coordinated effort is implemented by various departments in the City and is used as a guide as new development is built or as infrastructure is maintained. The development of other master plans in the city such as the Parks and Trails Master Plan, Forestry Plan, and the Denton 2040 Comprehensive Plan and the Sustainability Plan were also consuEted throughout the Mobility Plan process. DENTON MOBILITY PLAN2 Proactive Response to Growth Implementation of Transportation ProjectsAccording to the U.S. Census, Denton County has seen a 30% increase in population growth since 2010. It is the 19th fastest growing county in the nation. Although this growth is positive for the City and the region, this increase in population growth has a direct impact on transportation and mobility for the City of Denton. The growth in the last 10 years has resulted in an additional 600,000 vehicle trips being produced every day. The growth between 2020 and 2050 is expected to be just as dramatic and therefore it is important that the City develop this mobility pEan that is proactive to the growth that is corning. From a mobility perspective the most important challenges to handle this growth is related in the cost of new infrastructure, the cost of maintaining existing infrastructure, providing important connections, and providing additional mobility options. The Mobility Plan prioritizes the future mobility improvements that the City of Denton should consider both short-term (less than 10 years) and long-term (10-30 years) Guide to Mobility Decision-Making The adopted Mobility Plan is a clear guide for the Denton City Council, city staff, developers, and residents regarding the future of mobility in the City of Denton. Future decisions that are made regarding mobility corridors or development changes need to use the Mobility Plan as a guiding document, aIr i+.+L-;---,I -S \) +p b fr Hickory Street 3 Mobility Plan Process The Denton Mobility Plan began deveFopment in the summer of 2019. The Mobility Plan review and approval process extended through 2022, in order to have consistency and align with the Denton 2040 Plan update. Three primary elements were tncEuded in the development of the Mobility Plan: StakehoEder Engagement, Technical Analysis, and implementation Stakeholder Engagement The stakeholder engagement element of the pFan occurred throughout the project deveEopment process. The Mobility Plan consisted of the following stakehoEders: residents, busIness owners, city staff, Denton City Council, and technical stakeholders such as Texas Department ofTransportahon (TxDOT), Denton County Transit Authority (DCTA), Denton independent SchooE District (Denton ISD), and Denton County. DurIng the Mobility PEarl and approval process , the project team held 7 public meetings, participated in 7 City Council and Planning and Zoning work sessions, 1 bicycle focus group meetIng, 4 city staff meetings, and multiple technical committee meetings. During each of the meetings the goals of the Mobility Plan were discussed, and feedback was given to the project team regarding the future of mobility in the City of Denton. The feedback received was used in the development of the Mobility Plan recommendations In addition to the meetings that were held, a Mobility Plan survey was conducted from August 13, 2019 to October 11, 2019 and over 380 responses were collected The questions and responses can be found in the appendix. Figure 1 shows the home ZIP code of survey respondents Home ZIP Code Other Denton County; 14/It C ItV Respones: 3Ta 1 65 1 Figure 1: Survey Respondents Home ZiP Code/1 DENTON MOBILITY PLAN Technical Analysis Implementation The technicaF analysis portion of the plan looks at ways to improve mobiIIty in the City using existing data and future forecastIng practices. The City of Denton has an extensive amount of geographic data that holds information about roadways, sIdewalks, and bicycle facilitIes. This data was used to understand the current conditions of the mobility system Implementation is an essentIal element of an effective mobility plan. This portion of the planning process describes how the recommendations will be built in the coming yearsFor each of the modal types, the priorItization of future infrastructure into short-term and long-term improvements is a key aspect of the plan. Other items involved in the pmplementabon process are the cost of new infrastructure and how future infrastructure needs wiEt be fundedIn additIon to the existing geographIc data that was used, a travel demand model was developed specifically for the plan to understand the effects of population and employment growth in the City and the impact that growth has on the transportatIon system. Travel demand models are the prImary tool used to perform these mobility assessments In addition, implementatIon looks at overall mobility strategies and tools for the City to use and develop in the coming years as development continues to expand. These tools will be available for staff and council to apply to future transportatIon projects as necessary In each of the specific pEanning chapters, details of the technical analysis are included Tnt a ==bOb Hq /a MOIPJ'+ • };Mg Pia ep = a Hickory Street Photo Credit: Suzanne Rurnohr Denton Mobility Plan Goals Prioritize Safe Travel The goals of the Mobility Plan defines the mobility priorities for the City of Denton. The goals were developed through the planning process based on discussions with city staff, public meetings and the survey, and feedback from City Council. Within each of the goals are identified specific strategies or action items that result from the mobility plan goals. Below is a brief description of the four themes based on which the nine goals have been developed . Leverage Innovation Deliver an effect network for tra\ Facilitate Alternative Travel Opportunities Prioritize Safe Travel Deliver an effective lcilitate vel Opportun Alternative ties LeverageInnovationnetwork for travel • Establish a Vision Zero Action Plan(Goal 1) • Identify transportationneeds that are supportive of existingand future land use (Goal 5) • PrioritIze travel needs of pedestrians, cyclists and transit users in every project(Goal 8 & 9) • Improve operations using Innovative Transportation Solutions(Goal 2)• UtIlize “Complete Streets” approach when improving Denton Streets(Goal 7) • Provide comfortable and low-stress opportunities to walk and bike • Utilize Transportation Demand Management Strategies to reduce demand for existIng • Prioritize Transit and transportationalternatives to reduce demand for existing transportation resources(Goal 4) • Acknowledge vulnerability transportation resources(Goal 4) • Encourage development of regional transportation network that addresses regional mobility needs for all modes of travel (Goal 3) • Maintain a State of Good Repair on Denton Streets(Goal 2) • Fund critical infrastructure(Goal 6)2 Figure 2: Mobility Plan Goals 6 DENTON MOBILITY PLAN Safety first : Develop and Implement Vision Zero Plan for Denton Objective IA: Sa priority for the rmaintenance of infrastructure. number one Objective IC: Prioritize funding for safety improvements Strategy 1.10: Identify and allocate annual funding for safety improvements within the City Strategy 1.11: Pursue and secure local, state and federal funding for implementing safety improvements at intersections and corridors throughout the City Strategy 1.12: Prioritize funding for capital improvement projects that include safety improvements Strategy 1.1: Denton’of human life over otl planning, design and Transportation Netwc Strategy 1.2: Design, for safe speeds Strategy 1.3: Institutil prioritizes safety for : within the City of Der Strategy 1.4: Acknowusers and enhance sa evaluation and operainfrastructure Strategy 1.5: Minimiz into the built environ Strategy 1.6: Integratthe built environmen Strategy 1.7: Improv€ transportation users Strategy 1.8: Minimi2and arterials by mani Objective IB: P Strategy 1.9: Strate Ienforcement initiati factors of serious in Effectively Manage and Improve the Roadway System Develop and maintain a robust and efficient vehicular circulatIon network Objective 2A: Implement policies that encourage and accommodate all users while maintaining the efficiency of the circulation system 3ints of access for redevelopment n openings for sites ldways.e of collector !eighborhoods for rial roadways. lerties in order to lated access for Strategy 2.1: Establish a citywide crosswalk Strategy to address installation, maintenance, removal, and enhancements of crosswalks at intersections and mid-block locations. Crosswalk locations and treatment will be based on criteria including, but not limited to safety, traffic volume, and concentration of pedestrian activity. Potential enhancements may include leading pedestrian intervals at signalized intersectIons, bulb-outs, and median refuges to reduce crossing distances Strategy 2.2: Avoid allowing multIple driveways for new development access in active pedestrian areas that create conflict points between pedestrians andvehicles Strategy 2.3: Require commercial property owners to use shared driveway access, provide cross-access and use interconnected roads within blocks. Require driveway access closures or consolidations, or both as well as provide cross-access when a site is remodeled or redeveloped Strategy 2.4: Collaborate with law enforcement and public safety organizations to coordinate policies and programs that would reduce injuries and deaths on the roadways Strategy 2.5: Designate routes for truck traffic to minimize potential conflicts between trucks and cars, pedestrians, bicycles, transit, and vehicle access and circulation. Establish by ordinance a truck map that depicts allowable truck routes within the City. Strategy 2.6: Periodically review and update traffic signal timing at all signalized intersections tomaintain traffic signal coordination and to accommodate bicycle and pedestrian needs Strategy 2.7: Implement a Level of Service “D" as the threshold for meeting the City’s significance criteria street y congestion3tain efficient lsportation ;treet system Mobility Plan and apital Improvement lay intelligent ategies–such as lptlC cornrnunicaHon sion cameras, to enhouse gas i, and enhance and cyclists. lerational measures, Id to minimize ltilize system ldustry practices to lrring traffic events nergency uate and pursue !ments (medians,-onization or Hons, etc.) toections. 8 DENTON MOBILITY PLAN Enhance Regional Mobility and Coordination Encourage development of a regional transportation network that addresses regional mobility needs for all modes of travel Objective 3A: Prc transportation PIcorridors. Objective 3B: Coordinate and partner with local and regional agencies to promote projects and polices that improve regional mobility Strategy 3.1: Maintai County Thoroughfare consistency with strel ties, roadway design of Countywide land u system, and adoption planned transportatic County. Strategy 3.2: Supportthe Texas Departmen Long Range Transpor1 sion of transportatior transportation systen transportation infrast Strategy 3.3: Support the North Central Tex (NCTCOG) Metropolit 2045, including Trans Program (TIP), 10-yea mity plan and conges Strategy 3.4: Support Transportation Systen as signal timing coord with a Citywide signa Strategy 3.5: Ensure patton, and discretior region-wide transpoF programs, and constr Strategy 3.6: Coordi n improvements to TxD with Denton County I needs. Strategy 3.7: Coordinate with adjacent jurisdictions to maintain or improve mobility within the CIty toachieve a standard Level of Service no worse than “D” at all intersectIons under State control Strategy 3.8: Consult with TxDOT and Denton County regarding the proposed widening projects along state facilities (E-35, 1-35E, 1-35W, FM1515 US380, Loop 288, etc.) to minimize adverse impactsto Denton’s neighborhoods, businesses, and streets Strategy 3.9: Coordinate with TxDOT to work on developing a plan for the transition of ownership of certain state-owned facilities to the City of Denton Strategy 3.10: Collaborate with TxDC)T to improvesignal timing and coordination along major arterials controlled by the state Strategy 3.11: Work closely with other government agencies to control traffic–related impacts of uses on the agency-owned land (i.e., University of North Texas, Texas Woman’s University, etc.) Strategy 3.12: Coordinate with other responsible agencies the planning, funding, prioritIzation, andimplementation of bicycle, pedestrian, and transit programs and supporting infrastructure Strategy 3.13: Coordinate with TxDOT to implement improved pedestrian and bicycle connectivity along roadways intersecting with TxDOT facilities, includ ing prioritizing pedestrian and bicycle improvements ahead of vehicle mobility. ObjectIve 4A: Encourage greater utilization of Transportation Demand Management (TDM) strategies to reduce dependence on single-occupancy vehicles, 'egional andan alternative to automobile travel lways designated as:e transit vehicle estrian and bicycleStrategy 4.1: Support NCTCOG trip reduction programs, including park and ride, transit subsidies, carpool and vanpool programs, f]exible working hours, bicycle facilities, and other traffic reducUon strategies Strategy 4.2: Support local and multI-jurisdictIonal (regional) car-sharing and bike-sharing programs. Strategy 4.3: Consider implementing pal k-once approaches for mutbuse districts and regionaldestInations areas Strategy 4.4: Encourage and provide incentIves for commercial, office, and industrial development to provide preferred parking for carpools, varlpools, electric vehicles, and flex cars Strategy 4.5: Encourage and support programs that ncrease vehicle occupancy, including the provision of traveler information, shuttles, preferential parking for carpools/vanpools, transit pass subsidies, andother methods Strategy 4.6: Promote the combination of TDM measures as much more effective than any singlemeasure Strategy 4.7: Require discussion of transportation system management (TSM) and TDM measures in all major projects. Strategy 4.8: Encourage the integration of compatible land uses and housing into major development projects to reduce vehicle use, Strategy 4.9: Allow the appIIcation of transportation management rideshare programs, integration of complementary land uses, and other methods to reduce project related average daily and peak hour vehicle trips improvement ts located on Ites include d sidewalk :r and more improved top amenities that lnsit stops and lclude pedestrian igh-quality benches on systems abort), and bike s. Bus stops shouldbetween buses and cessa ry. development alongde efficient and safe 1 ic sidewalks TA for transit s routes, bus stops, )nally, coordinate it services provided lities, and transit 3cal transit )CTA, consisting ofional destinations 10 DENTON MOBILITY PLAN Ensure Coordination between the Land Use and Circulation Systems Facilitate close coordination between development of land use and circulation system Objective 5A: Co policies and devI support a sustail system . Objective 5B: Establish strategies and processes that allow large developments to analyze and mitigate traffic impacts and infrastructure needs Strategy 5.1: Ensureare consistent with th plans. Strategy 5.2: Require redevelopments prov vehicular traffic impal Strategy 5.3: Encoura high traffic volumes tI and transportation cc use, congestion, and Strategy 5.4: Maintail and circulation systen developrnents to leveby roadways existing of completion of eact Strategy 5.5: Promotl projects to reduce nu Strategy 5.6: Coordin improvement of ped€ major residential, shc centers, parks, schoo transportation facilitinetworks. Strategy 5.7: Require an equitable manner, Strategy 5.8: Allow fc improvements for a Fbe constructed cornn construction, based t study approved by th Strategy 5.9: Require that new development projects improve access to and accommodations for multImodal transportation Strategy 5.10: Require developers of new building and redevelopment/reuse projects that are located along bus routes of providing improved bus stop facilities and related street furniture or, where appropriate, dedicate land for improved bus stop facilities Strategy 5.11: Consider the needs of the transportation and infrastructure system early for large developments and coordinate with developers to design projects that minimize traffic impacts and infrastructure demands and implement complete streets wherever feasible. Alternatively, address transportat{on and infrastructure system impacts through the implementation of development agreements Fund and Evaluate the City’s Transportation Network Explore opportunities to secure funding for enhancing the circulation system Objective 6A: Pursue funding sources to maintain and enhance the transportation and infrastructure system and timing for rlprovements. al projects thatusers. Fry new are of costs of project generatedStrategy 6.1: Evaluate traffic collision data regularly, and identify top collision locations for automobiles bicycles, pedestrians, transit in Denton. Develop appropriate countermeasures and pursue funding from all available sources to implement them Strategy 6.2: Continue to deve top and maintain long-range capital improvement programs consistent with the Mobility Plan and other regional/state funding eligibility requirements. Strategy 6.3: Contlnue to regularly update the roadway Impact fee program to guarantee that new development pays for its fair share toward improvements resultIng in reductions in traffic impacts generated by the development Strategy 6.4: Actively pursue local, State, and federalfunding to implement, maintain, and evaluate the transportation and infrastructure system Strategy 6.5: Supplement funding from impact fees or assessments on existIng and new development with grants and other nonlocal sources. Strategy 6.6: Amend the Mobility Plan, if necessary, to be responsive to evolving funding requirements and to comply with State and federal regulations affectIng the City’s goals and policies Strategy 6.7: Coordinate with NCTCOG and TxDOT to seek funding and implementation solutions to improve freeways and state highways in Denton to relieve congestion from regional traffic Strategy 6.8: Review the City’s roadway impact fee program on a regular basis, and adjust fees as needed to ensure that funding is available for planned transportatIon improvements that willbenefit all travel modes 3pt a five-year For the City’s :he o ensure that it Bon goals. laI assessment of lublic review of of goals, policies, )bility Plan. 3ut methods and 'iate and accurate lance of the re system. 12 DENTON MOBILITY PLAN Implement “Complete Streets" Strategies on Roadways in Denton Plan, develop, and implement a comprehensive transportatlon system thatserves all users and modes of travel Objective 7A: CrInetwork that m€ of all Denton res visitors Objective 7B: Preserve the character of our residential neighborhoods Strategy 7.9: Implement traffic calming measures that discourage speeding and cut–through traffic onresidential streets Strategy 7.10: Encourage non-motorized transportation in residential areas by providing sidewalks and implementing bicycle friendly designof local streets Strategy 7.11: Reduce or eliminate where possibleintrusion of traffIc reFated to non-residentlal development on local streets in resident{al neighborhoods Strategy 7.12: PrioritIze intersection improvements which improve through traffic flow on Major, Primary, and Secondary Arteriats, and reduce impacts on local neighborhood streets with emphasis on pedestrian and bicycle safety Strategy 7.13: Promote engineering improvements such as physical measures constructed to lower speeds, improve safety, and otherwise reduce the impacts of motor vehicles Strategy 7.14: Design and Implement implement transportation projects to meet local and regional system capacity needs in accordance with the Mobility Plan Strategy 7.15: Implement neighborhood approved traffic-calming measures in residential neighborhoods and appropriate commercial areas, such as street narrowing, qurb extensions, roundabouts, landscaped medians, and radar speed feedback signs Strategy 7.16: Establish priority-ranking system toevaluate traffIc-calming requests for implementation throughout the City Strategy 7.1: Update standards for public afor safe, comfortable, travel for pedestrians, transit users of all agetravel. Strategy 7.2: Allow fo rights-of-way to accor system while maintail Strategy 7.3: Complelassessment for traffic safety. Develop and al improvement project: correcting identified F multimodal trips; 3) iI peak-hour traffic votu improving efficiencY c utilization; and 5) inte Strategy 7.4: Pursue c longer have the dema planned capacity. Strategy 7.5: Implemlcross-sections on stre capacity to enhance bfacilities. Strategy 7.6: Encou ra. on-street parking spat gathering places and/ Strategy 7.7: Encoura. City processes and prc mobility and transpor Create a bicycle and urposes Irl acc Promote a FriPndlv Active Trans tvoes of users and all tr tI1l+9111 f+ IUg laId III, t lb feI i gUI lay I 'I, tRIg i ! ! a gIlliS , IIlle SEVilIE JL: II Ian HIV D ned on e -gjorIa tiPm)vsitall irt Canton -tESt A BIg TiBiaincl IV env 1 ro rl:rTqlu lit !H$!;r{+lllUlc3 Lit IJelllgc3i:BITc31 i nII ance with the five "Es:“ Edi:B;cation. • ord B •lIJiaexc e Bikeways and Pedestrian Paths Strategy 8.9: Encourage bicycle projects that connect local facilities and neighborhoods to major bicycle corridors. Strategy 8.10: Work cooperatively with local/re- gional agencies to coordinate bicycle planning, and implementation activities. Where required, devel- op consistent active transportation plans and policies with regional agencies. Strategy 8.11: Prioritize safe access to major regional trails such as the shared use path alongthe DCTA commuter rail between Denton and Lewisville. Where feasible, plan and provide a continuous low-stress Class I facility from east to west across the city between this regional facility. Strategy 8.12: Consider every street in Denton as a street that cyclists could use. Strategy 8.13: Link on-road and off-road bicycleand pedestrian facilities to existing and planned facilities throughout Denton. Strategy 8.14: Low-stress design techniques should be considered where necessary to attract a wide variety of users. Strategy 8.15: Develop and adopt safe routes to school plan that designates safe routes to schools for biking and walking. Strategy 8.16: Designate walkable districts in the City separated lanes, an ff-street i biective 8A: Exnand. entrance. and 1= §IPfll:!£-:ddF#l§! Il p=ATat18 $ F } T + in Fjr 174 let unI ! q + lili 3 ft–Iii:iI Wjlj: S .x = S- { Hi I UT Tc Eq ii gg it: liB iii Id : :lfl'l isIL; a ’bl gTila ' id ljgf1 f if \i in 1 gP fl 13 gF aHLn elt€ Vt- IP IiifIll el iK Tf+1 III 1 ;it’it + a e B dO i a PIgIPISIN 131 ifl’ gIltItS . Ii fI eLI _ Sfill g:J III :\ IIfe Ii } II BI rnultl-use trails. tO increase conrtectrvltv e and rprroatianal rPqor£rrPq in 13Pntan + +e Strategy 8.3: Plan and instaii shared lane markings implementatIon is demonstrated to be infeasible Strategy 8.4: Where feasible, Class I shared-use Strategy 8.5: Plan and install new shared-use paths existing bicycle and shared-use paths Strategy 8.6; When feasible, implement the comple- regional bicycle backbone network ing and respecting the character of each adjacent neighborhood either by implemerlbng specific projects recom StrategY 8.1: Develop an extensive bicvcle and oedestrlan backt)one network through the use Of standard and aoorooriate innovative treatrnents StrategY 8,2: {y:an and Install new blcvcle faciIItIes on mair>r arterials_ where feasible and anorooriate f“sharrows"I and sjgnage on aoDrooriate existing and nlanned trlrvrle rrrllteq \x/hero trlrvrlP lane B}ii;irl S S FRO LIli I E;Fei Dir{ }#jr ItV Tor TUtU gg a a eveIIeI+)lliq{ltS and/or a long flood control channels and extend e n utllitv corridors. transit f commuter raiII corridors f:1 fIll Tin feil J gTI fP} !ilO F#31 f’;%kfl'Ffl in RIB iW# CD RT BliX L ,ITVgb++ BjVd rI Fi el €S+f3Tn bFB v W fIT ??FIX 1 91811+18 if I all ;ef CIm cci$irTI fTllfl;fIE li P • e shared-IIse oath and bicvcIe tacliltles_ while oreserv Strategv E'i .8: Suooort bicvcie imorovement oroiects tfl+ait C 16bl ;':-=g#gi 9)?S !in a lie feb: : I Ici}Fa;dil OIC vi'tqlq-rlle;4€M§iD-FK• mended in the Plan or through other treatments 14 DENTON MOBILITY PLAN Create a Safer Place to Walk and Ride a Bicycle Provide a safe, convenient, and attractive bicycling and pedestrian environment Apply design standards, enforcement of traffic laws, maintenance practices, and safety awareness campaigns to encourage and incorporate the use of bicycle and pedestrian facilities Design and Way-finding Safety Enforcement and Reporting Objective 9A: Develop bicycle and pedestrian facilities with approved uniform design standards, and imF)le- mentation of way-finding signage pro. viding information on various destinations. Id expandit enhance paths and !duce bicycle/pe- and conflicts on bicyclists’ :ycle/pedestrian/-Strategy 9.1: Require that all facilities be designed in accordance with the latest federal, state, and localstandards Strategy 9.2: Provide and maintain bicycle and pedestrian signal detectors, informational signage, and lightIng, along City bikeways, Strategy 9.3: Develop, install and maintain a bicycle and pedestrian way-finding signage program to indicate route turns, the presence of intersecting bikeways, streets and distances to nearby local and major destinations. Strategy 9.4: Utilize Complete Streets elements asderrlonstrated in most recent versions of National Association of City Transportation Officials {NACTO) Urban Street Design Guide and Bikeway DesignGuide Strategy 9.5: Crosswalks will include high visibility crossing treatments Strategy 9.6: Paint directIon arrows on all bike lanesand bike paths to reduce the risk of collisions rcle-mounted and enforce ions not neces- -eporting mecha- ir cyclists and ;hip with thes to establish and IIs for biking and 16 DENTON MOBILITY PLAN C/).J<0 CD Create a Safer Place to Walk and Ride a Bicycle Provide a safe, convenient, and attractive bicycling and pedestrian environment Apply design standards, enforcement of traffic laws, maintenance practices, and safety awareness campaigns to encourage and incorporate the use of bicycle and pedestrian facilibes Safe Roadway Conditions Safety Education Objective 9C: M. pedestrian facili debris and proviall users. Objective 9D: Increase education of bicycle and pedestrian safety through programs and training of school children and the public Strategy 9.12: Estalschedule/standards facilities such as pal litter removal, land: signage, and signal Strategy 9.13: Enco report rnaintenanc€ pedestrian safety in potholes, sidewalktion. Strategy 9.14: Whe conflict points suchsidewalk. Strategy 9.25: Create, fund, and implement bicycle-safety curricula and provide to the public tourists, various ethnic groups, diverse ages and disadvantaged communities Strategy 9.16: Provide multilingual bicycle–safety maps and brochures (print and electronic versions) in languages that are widely used in Denton Strategy 9.17: Encourage schools to develop and provide bicycle-safety curricula for use in elementary, middle, and high schools, such as the Bicycle Rodeo events Strategy 9.18: Support marketing and public aware-ness campaigns aimed at improving bicycle and pedestrian safety Strategy 9.29: Provide a user education program developed and promoted to encourage proper trail use and etiquette Strategy 9.20: Work with local bicycle advocacy organizations to develop, promote and support a series of bicycle education classes. Include informa Hon on bicycle safety, maintenance, and security. Strategy 9.21: Develop and distribute education material regarding bicycle and pedestrian responsibilitles and laws LAb Pqh\ ii '/ / I &/ / / , -f /F / / / // //,/ .// / ; / // Iq q!'1 l Bf/'/*-'-’ If: \ /ii / II THOROUGHFARE PLAN The Thoroughfare Plan has {}%r©8primary purposes:The Thoroughfare Plan is the first of 3components of the Mobility Plan. The Thoroughfare Ptan is primarily focusedon new roadway construction and thedesign of current roads if required tobe rebuilt, Determine Alignment One of the primary roles of the Thoroughfare Plan is to determine the alignment of future roadways. As growth continues tooccur in Denton, future roadways will be needed. The locatIon and aIIgnment of the future roadways is defIned through the Thoroughfare Plan. Future roadway alignments need to consider the location of existing roadways, property boundaries, and environmental features such as slope and floodways. As a roadway is planned and constructed, the alignment can vary slightly, but the general location is maintained Purpose of the ThoroughfarePlan A Thoroughfare Plan is a long-rangeplan for major transportation facilities n the city. it is intended to plan for thefuture but icl-out: as tdenh hai in the city’s Cornpretiensive Plan; or for the(ItV of Denton Determine Required or Prescribed Right-of-Way Another primary role of the Thoroughfare Plan is to determine the appropriate future right-of-way (ROW) that is required on existing and future roadways. The Texas Local Government Code gives cities the authority to plan for future roadway needs by determining ROW along freeways, major roadways, minor roadways, and collectors within the city boundary and also the extraterritorial jurisdiction (ETJ). The amount of ROW that is needed is determined by the street type and other design standards that are found in the City’s Transportation Design Criteria Manual The Thoroughfare Plan is codified instate law in the Locat Government Code. in Chapter 212 of the LocatGovernment Code a rnunicipaiity canrequire that development pian s andsubdivision pIats conform to the " _general p tan for the extension of themunicipality and its roads, streets, and pubii€ highways within themunicipalities and in its extraterri{orial ]urisd icU ons, Coordinate Design Standards The Thoroughfare Plan works in concert with the Transportation Design Criteria Manual which guides the design and development of transportation infrastructure in the City of Denton. Design element recommendations developed through the Thoroughfare Plan process will be integrated into the design criteria manual to be used in the design and construction of future roadways in the City of Denton. The Thoroughfare Plan design standards will include recommendations for street design including the incorporation of bicycle and pedestrian infrastructure. DENTON MOBiLITY PLAN 19 Journey-to-work Characteristics Daily travel to employment opportunities is an important trip purpose for the City of Denton residents and visitors. It is critIcal to understand journey-to-work trip characteristics to best plan for future mobility needs in the City of Denton. There are 56,812 workers over the age of 16 in the City of Denton and its ETJ, as reported in the 2013 – 2017 U.S. Census American Community Survey (ACS). The modal split for these trips reveals just under 80% of commuter trips occur in in a single- occupant vehicle. MultI-occupant vehicles comprise the second highest modal category with just over 10% of all trips. Figure 2 identifies the modal shares for journey-to- work trips. DCTA provides public transportation service connecting to the region via integration with Dallas Area Rapid Transit system service. This is an important service connection for the City of Denton journey-to-work trips and offers the most potential to reduce the single occupant vehicle mode share dominance. The opportunity to utilize regional public transportation service is available for all City of Denton residents and visitors traveling to and from work. Figure 3: Commuting Patterns According to the U.S. Census 2015 origin-destination (O- D) Employment Statistics, there are MEAN TRAVEL TIME TO WORK26.4 MINUTESTEXAS 23.8 MINUTESDENTON•15,965 employees living and working in the City of Denton;Figure 4: Travel Time to Work •40,847 employees living in Denton but working in areas outside of Denton, and •36,354 employees living outside of Denton and working n the City of Denton. Figure 3 demonstrates these unique travel patterns for the City of Denton The travel time to work for employees in the City of Denton is less than the average for the state at 23.8 minutes compared to 26.4 minutes for the state, as seen in Figure 4. 20 DENTON MOBILITY PLAN Roadway Data In the City of Denton, there are just over 736 centerline miles of roadways including residentIal, collectors, arterials, and freeways. Within the ETJ, there are currently 334 centerline miles of roadways. These public roadways are maintained by the City of Denton, TxDOT, or Denton County. Figure 5 shows the distribution of center lane miles and lanes miles in the City and ETI. Centerline miles measure the length of the roadway and lane miles measure the length of the roadways including the number of lanes. hE 59% Local 54% Lane MIles 7% Collector 7% 16% Secondary Arterial 17% 12% Primary Arterial 16% Local roadways or residential streets have the greatest number of miles within the City, followed by secondary arterials, primary arterials, coElectors, and freeways. Although the local roadways have the most centerline miles in the City, they also carry the least amount of traffic. 6% Freeway 6% Figure 5: Roadway Miles FREEWAYS Freeways in the region typically have high design speeds and have on- and off' ramps to control access. In urban areas,these freeways have adjacent frontageroads that provide access to adjacent business that may front onto the corridor. PRIMARY ARTERIALS Primary arterials provide regionalconnectivity between different areas ofDenton County and the DFW region. Thedesign of arterial can vary depending on the surrounding land use anddevelopment. In urban areas, arterialsmay have wider sidewalks with smaller building setbacks, while suburban areasmay have limited sidewalks with a largerbuffer between the edge of the streetand the building fronts : +1+ A: Li+ . . ,: ;- lliPI SECONDARY ARTERIALS Secondary arterials provide shorter connectIons and carry less traffic, Secondary arterials are still significantto vehicular travel as they serve trips of moderate length and provide more landaccess COLLECTORS Collectors in the City of Denton providelocal land access and traffic circulationfromneighborhoodsresidential10 arterials. They typically experience lowertraffic volumes and have lower design speeds, +P& Pn!I LOCAL ROADWAYS/ RESIDENTIAL STREETS public street that isA local street is associated with residential developmentwithin the City. These streets have low speeds and low volumes associated withthem Traffic Congestion Traffic congestion or traffic delay is the increase of traffic along a corridor or at a specific intersectIon that results in slower travel speeds and increased vehicle queuing. Congestion occurs most frequently in the City of Denton in the morning commute between 7am and 9am and in the evening between 5pm and 7pm. During thesetimes the increased traffic results in slower speeds and longer travel times Shown on the right is an example of traffic congestion in the City of Denton in the off-peak compared to the peak travel times. The darker red and orange areas experience more congesHon 1+on RANchTexas }eEls According to Google Maps 2019 data, the City of Denton has over 130 lane miles of congested roadways with the potential for this to increaseto over 230 lane miles in 2040 if improvements are not made to the existing system . Congestion During Peak Travel Time (2019 Google Maps) 51•}\ \Water WOrkS Park q) [M;'ciF!i p;I„: I,.=;, za CH Q if Congestion During Off-Peak Travel Time (2019 Google Maps) nraBabvnrnrnrA alllane milesOf congestedroads in HM of congestedroads ii alIEI tulane miles IJ Figure 6: Congested Lane Miles 23 Motorist Safety g m g Safety is recommended to be proacHvely addressed in the design phase of the project through strategies such as access management and designing cross sections that promote safety for all modes. Creating a ptan that prioritizes safe traveE for all users is an essenbai to the success of mobility in Denton. Denton is not removed from the impact of vehicle crashes daily. Figure 7 below shows the density of crashes from 2017-2021. [] [] Crash Density 2017-2021 RoadsHigh Density ' Railroad Airport = city Limit, II Parks Low Density lllrlb+1 ETJ 30 0.5 1 2 IItt}@ M:m rFT@ 1!!!11288 InnB M TI11 1;}1. 1 DENTON&40BIUTY PLAN In the years 2017-2021, there were a total of 15,899 recorded crashes within the City of Denton. Of those crashes 67 were fatality crashes in which at least one person involved in the crash was killed and 24.6 percent of the total crashes were injury related. Many of the roadways in the City of Denton have a crash rate above the statewide average with some sections having a crash rate that is 6 to 7 times greater than the statewide average. Within the City of Denton, Primary Arterials have the highest percentage of crashes at 44%. This is a result of high speeds and volumes and increased conflict points such as intersections, driveways, lack of medians, and appropriate cross access. The next highest is freeways with 30% of the crashes (including frontage roads) and then Secondary Arterials. 65% of the fatality crashes that occurred in the City of Denton happened on Primary Arteriats. percentage of crashesby roadw-ay typeFREEWAYSaIM m PRIMARY ARTERIALS SECONDARY ARTERIALS COLLECTORSMRESIDENTIALBg cr)LUb-J<F-<LL ll•Hll• 67 occured between 2014 and 2018 68c70 on prImaryarterials Figure 8: Safety and Fatalities RECOMMENDED Proposed Roadway Classifications IMPROVEMENTS The foIEowing roadway classifications have been developed in this mobility plan update to incorporate multi-modal improvements. As this plan is adopted these cross sectIons will need to be codified in the transportation design manual. Cross section for freeways are not included because they are managed by thestate and cross sections for residential streets are not included because they are not identified in this plan. The 2022 recommended improvements for the Thoroughfare Plan are substantial in promoting the goals of increased connectivity, safety, and improvIng mobility choices. For Increased connectlv Ity, the updated Thoroughfare Plan focused on expanding east/west and north/ south connectivity throughout the city limIts and EU. For increased safety, the plan focuses on analyzing historic crash data for prioritization of improvements. These changes will increase the capacity and improve safety of the roadway network as growth occurs in Denton and wiIE mprove traffic congestlon on some of the existingcorridors in Denton The standard proposed cross section is intended to apply to any new roadway that is built or reconstructed that has no ROW limitations. This is mostly applicable in areas with new development At the end of this section the roadway classification definitions are included in Table 2. For each street class the table includes the right-of-way, number of lanes, target speed, and volume capacity. The target speed is the speed at which vehicle should operate in a specific context.As for mobility choices, each of the proposed new thoroughfares have improved infrastructure elements for both btcyclists and pedestrians, MajorIty of proposed primary arterial or secondary arteriaE has a recommended on-street or off-street bicycFe facility. The standard cross-sections are reflected in the city of Denton Transportation Design CriterIa Manual and the City Standard Details for the roadway classiHcahon. The city will evaluate variations to the typical cross sections during design of roadway. The Thoroughfare Plan recommendations are displayed in two different formats, The Thoroughfare Plan map displays the roadway alignment by roadway classification and the Transportation Design Criteria Manual dIsplays the typical cross secHon for each roadway class type and address safety by access management and target speed 26 DENTON MOBILITY PLAN Roadway Classification Definitions Table 1: Roadway Class Bcation Ddnitions+ • Owned and maintained by TxDOT • Grade separated trafficFreeway • Moves traffic through City greater thanVaries I Varies 55 mph Varies • Owned by City or TxDOT • At grade traffic controlledby traffic signals • Regional connections • Capable of high trafficvolumes PrimaryArterial Standard 6 40 - 45 mph 45,000 • Primarily owned by City • Serves citywide traffic • Moderate levels of traffic • Incorporates othermodes of travel SecondaryArterial Standard 4 35 - 40 mph 29,000 • Owned and maintained by City Collector • Serves neighborhoodtraffic • Low levels of traffic Standard 30 - 35 mph2 11,500 Residential I . Streets within neighborhoodsStreet 25 – 30 mph <5,000255 * Roadway C}assification Definition are to be used as Engineering design guIde in alignment with the Transportation Criteria Manual and the Standard Details. Actual design speeds and lanes for each roadway cross section will be evaluated at the time of design. Table 2: 2022 Thoroughfare Plan Mileage 2022 THOROUGHFAREPLAN MAP The map below shows the improvements to be implemented in the 2022 Thoroughfare Plan. Table the proposed new miles, and the new total miles if the plan is built out 2 shows the existIng miles ot roadwav in Denton l Freeway – Roads Primary Arterial • Secondary Arterial I Railroad • Collector = = Proposed Freeway Parks atv Limits ETJ IFM 455 = = Proposed PrimaryArterial B In SHEPARD I \,• - Proposed SecondaryArterial • - Proposed Collector Iw = 1= = = = = =I I [GRIB8LE 0 0.5 1 2 3 r rl Miles Go to www.cityofdenton.com/mobilityplanfor a more detailed online map of thethoroughfare plan. w M = r. an-. / IT_ T t.-: /.. .:- - GANZER n \ $ 1FM 42: :; J„--IT-/\ HE&cfLES FRS7BTb E1 ItI('If::: : +' n = 4 = = FM 2l491 -„’+’ IIiI\III Iin 1 1 \ C;;'?-)1/ BtI t/ 1 eat n L jR +IIP lim< R#h®l-;iIBWSONNote: 1. Thoroughfares in Hunter/Cole Ranch area are part of multiple master-planned communIties, under review as of early 2022. Alignments may change. 2. In undeveloped areas of the city and its ETJ,collector streets that connect to the PrImary and Secondary Arterials wIll be required as part of the overall development. I ransit Considerations In 2001, The Denton County Transportation Authority (DCTA) was created to provide transit service of which the City of Denton is an original member, proximity to signalized intersections. Near-side or far- side stop locations each have their own advantages and disadvantages. On November 5, 2002, the voters in Denton County approved the formatIon of DCTA by 73 percent. The DCTA Board of Directors is governed by a 5 voting-member board appointed by respective entit{es from Denton County (Denton County has two board representatives) and the DCTA member cities including Denton, Highland Village, and Lewisville serving two-year terms. The locatlon for bus routes and service area for on-demand transportation in Denton is determined by DCTA. The roadway classifications in the City of Denton vary in their ability to facilitate transit servIce. Freeways: Transit service can operate on Freeways but cannot provide stops due to no pedestrian access. Transit service on freeways is done when connecting locaHons across large distances. Bus stops on these routes will be located on non-freeway streets at the origin and the destination, but not along the route Although the City of Denton does not manage transit service, it is important for the roadways and associated bicycle and pedestrian infrastructure to be designed in a way to encourage safe transit operation.Primary Arterials: Transit service in urban areas is often located atong primary arterials. The outside lane or curb lane is where the bus travels and provides stops along the corridor. These corridors provide a lot of potential roadway capacity and high speeds to make transit service more efficient. The downside of transit service along primary arterials is the conflict of traffic speed with pedestrian access and surrounding vehicle traffic. When buses make DCTA operates fixed-route bus service on various thoroughfares throughout the City. Starting in 2021, DCTA also operates on-demand service in addition to fixed routeservice As bus stop and on-demand pickup locations are planned, it is important to coordinate best locations especially in UNT Bus 29 regular stops along primary aaeriaEs, it can present safety Issues for the bus service and the other vehicles along the corridor. Implementation The implementatIon of the Thoroughfare PEarl involves coordination between multiple departments at the City. Departments such as Traffic Operations, CapItal Projects/ Engineering, Development Services, Streets, Planning, Economic Development, and Public Safety Departments such as PoFtce and Fire/Rescue were ali Involved in the development of the Thoroughfare Plan Secondary Arterials: These corridors are the best roadways for transIt service. It balances the need to promote efficient transit service on higher-speed roadways with safe vehicle operation. Transit vehicles on secondary arterials use the curb lane to provide access to transit riders, Coflectors: Collectors are often used as transit corridors but do not have the city-wide connectivity that is seen on arterials. They provide safe boarding and alighHng for transit riders. Collectors in the City of Denton are often only 2-lanes, so when buses make stops they often stop the progression of other vehicles along the corridor. In some cases, collectors in the City are not designed for larger vehicles such as buses and can make it difflcult to navigate along collectors. The complete cost of constructing the Thoroughfare Plan may also be shared between TxDOT, Denton County, the CIty of Denton, and private development. Impact fees also contribute to the constructIon of new roadways throughout the City The implementation of roadway projects is dIvided into 2 categorIes: short- and long–term projects. While the Thoroughfare Plan guides the alignment of the future roadways there is HexibiElty with 1,000 foot potential adjustrnents when determining the actual alignments 30 DENTON MOBILITY PLAN IIIIILII1IIIII11: = B • = b 1 iJ: = 1;r+,fr' –-- b:~ iT:_::' : + .\T-: - ; ’‘ : \\ = T H {\ Iy1T:pq: = :: ( BICYCLE PLAN The 2022 Bicycle Plan Purpose of the Bicycle Plan The 2022 Bicycle Plan has been designed to build on the work accomplished in previous plans and to pair seamlessly with the 2022 Master Thoroughfare Plan for a complete multi-modal system .Recent decades have seen stronggrowth within the City of Denton andthe Dallas-Fort Worth metroplex,This growth has propelled Denton tobecome one of the fastest growing City in Texas. Denton also has a stronganchoredemploymentforceby the University of North Texas, TexasWoman’s University, and the CentralBusiness District Goals The goals of the 2022 Bicycle Plan are integrated with the overall mobility plan goals: Mobility Plan Goals Bicycle Plan Goals Create a bicycle and pedestrian friendly environment throughoutDenton prioritizing safety, comfort and connectivityAs the Denton area has grown, the City has remaIned actIvely Involved in striving to address the growingdemand for multi-modal facilities These efforts are reflected in previousBicycle and Pedestrian plans thathave been developed. The purposeof this section is to identify goals and prioritIes that elevate the importance of bicycle planning and design in theCity of Denton Prioritize Safe Travel Deliver an effective network for travel Maximize the number of future bike routes which connect to existIng bikeroutes Facilitate Alternative Travel Opportunities Increase mobility choices by planning for bicycle routes which connect commuters to high demanddestinations Develop facilities in accordance with latest guidance such as FHWA’s Bikeway SelectIon Guide and NACTO's Urban Bikeway Design Guide for safe comfortable, and equitable facilities for all ages and abilities {$Leverage nnovation Existing Conditions Existing Facilities ximately 90 miles of bike lanes, stdepaths, shared lanes and urban shoulder lanes as shown in Figure 10. Additional planned routes are currently funded for near-term implementation. A majority of these routes are located within or near the University of North Texas, Texas Woman’s areas north of US 380 and east of Downtown The Citv ot Denton’s existing bicvcle network includes a D;D ro Un lversltv. the A- I rain . Downtown Denton . and cltv Darks. A few routes have been im Dlemented in more residential ExIsting Bicycle FaciIIties Existing SharedStreet Existing Sidepath Existing Trail City Limits Roads I Railroad Airport Parks 0.5 1 m2 ;HH[ T31L+vi --/ mF Current User Data Safety Existing Barriers Strava is an app that bicyclists can use to track their bike bicyciists within the City of Denton. Data from Strava was obtained to gain an understanding of the routes thatlnlcvclists currentlv nreter to use in Denton.One of the biggest challenges with expanding the current bicycle and pedestrian network is connectIngroutes across major barriers. These barriers include major roadways such as US 380, 1-35, and Loop 288. Rail lines, streams, and floodplains can also create challenges in creating continuous routes. In developing areas, continuous collectors and local streets may not yet exist to allow for multimodal route choices rides. Ihese data are valliable in showing the r)reference at The figure below shows that bicyclists are heavily using routes with bicycle lanes or separated facilities. These routes include • Windsor Drive • Oak Street • Hickory Street • Eagle Drive • Highland Drive • Denton Katy Trail Denton Katy TrailPhoto Credit: Suzanne Rumohr HIGH ACTIVITY LOW ACTIVITY Figure 11: Bicycle Sfrava Data Bicydist Safety Bicycle Related Crashes High Density – Roads Railroad etween 2017 and 2021, 120 bicyciist crashes occurred in the City of Denton, based on Txt)Or crash data. 2 btcyc_E+sts died as a result of a motor vehicle crash durIng this brne period. Crashes involving bicycles are presented on Figure 12 Airport City Limits Parks Low Density jFM 2153 ETJ 30 0.5 1 2 Miles FM 2146 IFM 428 iMI gg FRgg: : f =I LpFM 1561 MF2l4 M mm Public Input The startIng point for identifying the needed improvements to the bicycle network in Denton was to gain a better understanding of its current riders and what their preferences are. Multiple public involvement efforts were used in the bike planning process to gain public input. These formats included public meetings and an online survey. Public Meetings Public meetIngs were held on July 31st 2019, August 1st 2019, September 9th 2020, September 10th 2020, September 14th 2020, September 17th 2020, and September 24th 2020, and covered all topics related to the Mobility Plan. SpecifIcally, a bicycle station was provided at the meetIngs to present the existing conditions of the bicycle network and receive feedback on preferred bicycle routes and faciIIties Priority Destinations and Connections Preferred Facilities When asked where Denton residents prefer to bicycle most, the top answers included Parks and Recreation, Restaurant/Bar, and Library/Community Center. These answers are summarized in the graphic below. When asked what types of facilities Denton residents prefer to bicycle on, there was a consistent theme noted of separated facilities whIch offer some form of striped or physical buffer. Many commented that these types of facilities made them feel safer while biking. Their answers are summarized in the graphic below.In addition, a broader discussion was had on which connections were important to Denton residents. These connectIons are summarized as follows: • Connect on-street bike network to the existing and planned trail system Off-Street Trail 100% 100%Separated Bike Lane/Sidepath • Universities • Downtown 93% Buffered Bike Lane • Transit stations • Connect across major barriers where possible –highways, major arterials, rail Bike Lane (Major Thoroughfare40% 64% Bike Lane (Minor Street) • Increase access south of 1-35E • Consider converting vehicle lanes to bicycle lanes onsome oversized roads Shared Lane Markings 29% =7Library/Community Center Tra nUt liTt+l'l,I,In+II t:WO HIP Figure 14: Preferred Cycling Facilities Results ;MpimF::SchoolD5Work 9% TlmmMHEm 6% Figure 13: Preferred Cycling Destinations Results 36 DENTON MOBILITY PLAN Online Survey Results Many respondents also mentioned that crossing 1-35E was a major hurdle for bicycling in Denton. The online survey received 370 responses from residents about their frequency of traveling by bicycle. The results showed that 24.3 percent of respondents traveled by bicycle three or more times per week, and 21.6 percent of residents traveled by bicycle 2 or less times per week. When it comes to the bicyclists in Denton, most of the respondents identified themselves as casual recreational cyclists, with the next largest group considering themselves commuter cyclists. The preference of the overwhelming majority of cyclists in Denton is to bicycle on protected bicycle lanes.Of the respondents, over 50 percent reported that it was either difficult or very difficult to bicycle to destinations within Denton from where they live. When asked about the main reasons that prevented them from bicycling, most of the respondents said that there are not enough btkeways and that the bikeways do not feel safe or comfortable. The online survey and responses are provided in the appendix. Denton Mobility Plan Questionnaire 1. How often do you travel by...? Frequently (3 or more times perweek) 0 0 0 0 0 Infrequently (2 or less times perweek) 0 0 0 0 0 Never 0 0 0 0 0 Personal Vehicle Walking Bicycling Public Transportation Rideshare (Taxi, Uber, Lyft. etc.) 2. How do you make decisions aU)ut how to travel in Denton? (Choose up to 3) El How quickly I can pt there/convenience C] cost [] Family Need, O Easeof Parking O Most enjoyable D To get exercise Figure 15: Sample Survey Questions 37 Recommended Bicycle Network Implewlentation Considerations DeveEopment of the BicycEe Plan map started with a review of goa Bs of the rnobiEity pian and the pub)ttc input received on preferred routes, connections, and facility types. During this period, TxDOT Issued new bicycle accommo'dabon design guidance on AFIN{ 2, 2021, which emphasized design to accommodate the greatest nurnber and type of bicy£i isis with the safest faciEity possibEe within tocai constraints This ryan presents a vision foracornplete network ofbicyc}e facilitIes within the City of Denton. [:>eEtvering this plan wiE} require baiance and flexib+14ty to achieve the goal of a safe network of faciEibes that appeaF to a broad audience of potendaE bicyc lists. The City wiiE !everage guidance and best practices from TxDOT, AASf4TC>, the %denE Highway AcirriinistraUon, and NACT(3 to aid in faciEity selection design and deiivery of these improvements The 2022 Bike PEarl has been deveEoped in 8+ignment with TxDCT guIdance and best practices in p£ar\ning and design of btcyde facti+be s. These objecb\res in£Fude= The culmination of these efforts is presented in Figure 16 on the folk)wing page. The rna i) iEiustrate s the existIng and proposed/future bike f8cHihes, with additIonal con5iderabon$ highiighted that inc iu ideidentifying and prioHbztng imp+ementaHon of a primary bike network of connected facti-}hes Primary Bike Network (per Transportation CNteriae Mar}uaE, aBI coE$ectors and 8rter}aIs should either be separated bike tane5, or IO ft sidepaths}increasing bkydi${ comfort and safety by prov}ding greater separation from vehicular tra#ic Co}iabora{ing with stakehoEclers and neighboring jurisdictions to deliver complimentary bicycie fattlibes, with parbcuEar emphasis on City of Denton Park Trails that provide rnutua4 recreabon and rnoEMitty benefits Facility would terminate at a F}rniteci accesse road. Fdenhfy alternat{ve terrntnat{on point, or a c§esbn8bon the facility would terminate at (ie. Park Schooi, Business) Faciitty itmits at the City of Denton ]urisdictlo;na+© boundary. Mobility Plan str£)aid note that fac}}4ty tYpes wHI require coordinatIon with the adjacent jurisdiction r-;IiIIbIS( 8 : • UNT Pedestrian Bridgephoto Credit: Suzanne Rt$rnohr 2022 BICYCLE PLAN MAP ESidepath Trail * loole 3: ZUZZ BICVCle rio}@ lvllleaae Figure 16 presents the recommended bicycle network n the City of Denton. FaciIIty types are discussed in the pages that follow. Plan trails :tlnrlllrqnc tha FIn r\tn n Da rbc D arra aHn n and Trail c Nn actor 2022 Bicycle Plan Existing Shared Street Existing Sidepath Existing Separated Bike Lane Existing Trail Future Sidepath {one or both sides) Future Trai Roads Railroad Airport Parks City Limits ETJ ©dgi mM \ q Un nU Future Separated Bike Lane Denton Parks, Recreation & Trails Master Plan Primary Bike Network !;It - I-I F Iql Proposed Bike Overpass Termination at TxDOT facility ++ Coordinate with neighboring949 V/S b%!a =- TU -I ?}eI +++ i IL_ _ !~_ _i+=>\#:'li:t :::IIB’- -L /\h.' I jurisdiction q 0.5 1 2 3 rg IJ M -I-C' - -. Note 1. Hunter/Cole ranch area is under review. Future Trail alignments shown reflect the Denton Parks, Recreation and Trails SystemMaster Plan. FiFitypl I d ;;idF '0 2022 Bicycle Plan Existing Shared Street Existing Sidepath = Existing Separated Bike Lane Existing Trail Roads Railroad Airport Hl• Parks Future Sidepath (one or both sides) Future Trail City Limits ETJ Future Separated Bike Lane Denton Parks, Recreation & Trails Master Plan Primary Bike Network Proposed Bike Overpass0 {:3 Termination at TxDOT facility qA Coordinate with neighboring hq jurisdiction I;•; }= { ; i ={ } ; };I 1 till LL / LI 0 0.5 1 2tMiles 3 NA 1 iiiBm :: + Bicycle Facility Types On-Street Facilities Bike Lanes The Denton Bicycle Plan was designed with flexibility in mind knowing that multiple segmentsof the same roadway may all have different solutions most approprIate the10 present condiHons. The following sectIons discuss the BIcycle Facility Types presented in the Bicycle Plan and provide guidance for when and how to use them DESCRIPTION Bike lanes are typically one-way facilitIes that carry bicycEe traffic in the same direction as adjacent motor vehicle traffic. Contraflow lanes allow cyclists to travel in the opposite direction of vehicle traffic. Bike lanes are provided for the exclusive or preferential use of bicyclists on a roadway and are identIfied through signage, striping, or other pavement markings. These lanes allow bicyclists to ride at comfortable speeds and encourage a position within the roadway where they are more likely to be seen by motorists. Bike lanes are typically on the right side of the street, between the outside travel lane and curb, parking lane, or road edge. While the lane distinguishes predictable areas for bicyclist and automobile movement, bicyclists may leave the bike lane to pass other cyclists or avoid debris and conflicts with other street users. TYPICAL USE • On streets with moderate traffic volume (3,000-10,000 ADT) • On streets with moderate travel speeds (25- 35 mph) • Bicycle facilities with greater separation should be considered on higher speed (>35 mph) and higher volume roadways FACILITY BENEFITS • Bike lanes create a designated space for bicycle traveE and increases separation from automobiles • Positioning of bicyclists is more predictable than on roadways without bikelanes • Bicyclists are abfe to contlnue riding at a comfortable speed even as vehicular traffic slows in the adjacent travel lanes DESIGN GUIDELINES • The desirable bike lane width adjacent to a curb face is 6 feet to allow bicyclists room to avoid potential conflicts such as wide gutters or parked cars However, a minimum bike lane width of 5 feet is acceptableBike Lane on Oak StreetPhoto Credit: Suzanne Rurnohr • The maximum width should not exceed 7 feet so that lanes are not mistaken for automobile travel lanes or parking areas • A solid white edge line should be placed between the bike lane and travellane • Standard Manual on Uniform Traffic Control Devices (MUTCD) bike lane symbols and arrows should be used to inform bicyclists and motorists of the restricted nature of the bike lane, and markings should be placed at periodic intervals to remind motorists of the presence of bicyclists • Traffic control devices such as vertical flex posts, green pavement markings and wayfinding signage may be required to enhance the proposed bicycle facility in accordance with the City’s TransprtaHon Design Criteria Manual 41 Seperated Bike Lanes When sufficient roadway width is present, or if extra travel lanes are reduced, a buffer may be striped between a bike lane and travel lane to provide additlonal comfort for both bicyctists and motorists. This provides space for bicyclists to pass one another or ride side by side without encroaching into a motor vehicle travel lane, The buffer adds to the perception of safety and encourages greater use of the on-street bicycle network. Additional separatIon may be achieved with the use of vertical elements, including “armadillo" delineators, curbing {bolted plastic or permanent concrete), candlesticks, reflectors, or other elements. It appeals to a wider set of bicycle users by provIdIng added separation between motorists and bicyclists that may be traveling at substantially different speeds TYPICAL USE • Appropriate for use anywhere a standard bicycle lane is being considered assuming sufficient space is avaIlable for a buffer • Beneficial on streets with higher travel speeds (> 35 mph), higher travel volumes (10,000+ ADT), and higher truck traffic • The inclusion of buffered bike lanes is best accomplished as part of retrofits of existlng roadways with more travel lanes than needed Buffered Bike Lane on Hickory StreetPhoto Credit: Suzanne Rumohr FACILITY BENEFITS • Creates greater separation between bicyclists and motor vehicles • Increases the perception of safety among bicyctists • Encourages less-skilled riders to cycle on streets with higher travel speeds and higher travel volumes DESIGN GUIDELINES • Buffers should be delineated by two solid white lines and be at least 2 feet wide. If wider than 3 feet, chevron or diagonal hatching should also be marked • A 5 foot minimum bike lane is recommended • Bicycle markings and signage should be used the same as a conventional bike lane Shared Streets Shared lane routes or shared streets are not considered one of the primary bicycle facility types, since nearly any city street can be considered a shared facility that bicyclists use. The focus of the 2022 Bicycle Plan is to maximize rider comfort by shifting the focus away from shared lanes. However, all local streets are considered shared facilities as their low speeds and volumes allow for a reasonable level of comfort for bicycFists. Nevertheless, additional wayfinding, improved crossIngs of major streets, and other treatments suggested by FHWA, NACTO, and others, can increase the comfort and safety of bicyclists on shared facilities 42 DENTON MOBILITY PLAN Off-Street Facilities Shared-Use Sidepaths Shared-use sidepaths function like most paved trails, They are physically separated from motorized vehicuEar traffic, either by a landscaped buffer or a barrier, but rather than having an independent alignment, they are designed to follow roadway corridors. These facilities are particularly useful when roadway width is limited and providing an on-street bike facility is not possible. These paths are designed for two-way travel, and in addition to bicyclists, path users may include inline skaters, skateboarders and pedestrians. TYPICAL USE • ConnectIng on-street bikeways to the off-street trail network • Continuing the on-street bike network in areas with constrained pavement width or other physical constraints • Along higher-speed roadways with wide parkways and limited driveway and street crosslrlgs • Providing a two-way bike route near schools or other areas that attract younger bicyclists FACILITY BENEFITS • Sidepaths tend to attract a wider variety of bicycle rIder skills and ages due to the increased separation from vehicle trafficShared-Use Sidepath • Sidepaths can provide access to destinations along limited-access freeways where other bike facilities would not be appropriate DESIGN GUIDELINES • Sidepaths should avoid being built along roadways with frequent street or driveway crossings. At intersections, bicyclists will often be out of the line of sight of turningmotorists • Appropriate signage and markings should be included at each driveway and street intersection to alert motorists of bicycle travel • Prohibiting right turns on red at sidepath crossings can reduce conflicts between drivers and bicyclists. Providing a leading pedestrian interval at crossings may be appropriate to accommodate higher levels of path use • Each end of a sidepath should directly connect to an on-street bike facility, another trail or path, or to a bicycle-compatible local street • The minImum paved width for a shared-use path is 10 feet • in constrained areas or when low bicycle traffic is expected, a reduced width of 8 feet may be used • The minimum recommended distance between a sidepath and adjacent roadway edge is 5 feet. A barrier should be provided where the separation is less than 5 feet DENTON MOBiLITYPLAN 43 Trails Trails consist of wide paved pathways which are built outside of the roadway Right-of- Way. Trails are typically designed with recreational use in mind for both bicyclists and pedestrians, though some trail afignments can also be ideal for bicycle commuters. Trails also serve to connect parks and open spaces, adding to the overall recreation amenities and quality of life within the City.LIP TYPICAL USE • Appropriate for implementing in currently underutilized spaces, such as: • Floodpiains and streams • Utility Easements • Rail Corridors • Parks and Open Spaces • Useful for making bicycle and pedestrian connections outside of the roadway network if improvements within the roadway network are difficult or unfeasible FACILITY BENEFITS • Provides the maximum separation between vehicular traffic and bicycle traffic • Establish connections between recreational destinations such as parks • Enhances the quality of life of the surrounding community Photo Credit: Suzanne Rumohr DESIGN GUIDELINES • Trails should be designed to a mInimum width of 10 feet, and ideally 12 feet for bicycle and pedestrian traffic • Trails should be paved with concrete, asphalt, or stone dust/pea gravel where pervious or natural surfaces are needed • Pavement markings should be installed on high-traffic trails to delineate directional traffic, or in some cases to delineate pedestrian vs bicycle traffic • For more information and design guidance, see the City of Denton Parks, Recreation, and Trails System Master Plan. Hard surfaces are preferred, and all facilities must comply with the most current ADA and TAS standards. 44 DENTON MOBILITY PLAN What Type of Facility to Use?Speed and Volume as a Determining Factor Many factors go into what is the most appropriate bicycle treatment for a given roadway. These factors incFude functional class, number of traveF lanes, pavement width, pavement conditIons, avaiFabFe ROW, vehicular speed, and vehIcular volumes. The 2022 BicycEe Plan was deveFoped in conjunctIon with the 2022 Thoroughfare Plan, therefore the functional class of future roadways was considered in the bike pEanning process and bike fackFtHes are incorporated into the proposed cross sections. For more Information and design guidance , refer to the City’s Transportation Criteria ManuaE One Important factors when considering the safety of pedestrians and bicyclists traveIIng within or adjacent to a vehicular travelway is vehicular speed and volumes. As shown in the graphic below, the chance that a collision results in a fatality doubles from 40% to 80% when vehicEe speeds increase from 30 mph to 40 mph. Therefore faci FIUes pEaced on roadways with speed limits over 30 mph should be preferentially considered for separaHon treatments. Higher-volume roadways may also warrant higher-type treatments, including greater separation crossing improvements, bike-specific signal phases, and soon. All of these decisIons should be made in consort with the Plan Goals as stated earlier in this docurrlerlt e if hit by a person driving at PB„an S„Nives the CanisiQn e Results in a Fatality• 20 MPH kkkkkkkkkk=•= 90%10% 30 MPH k}kkkkkkk} 20%40 MPH 80% hhXkkkkX•a a •a a Figure 18: Speed Image credit: San Francisco MTA Vision Zero Action Plan, February 2015.https://view.joomag.com/vision-zero-san-francisco/0685197001423594455?short 45 Interested but Conoerned Somewhat ConfIdent HIghly Confident (51 - 56%)(5 - 9%)(4 - 7%) Figure 19: Types of Bicycle Facility Users as a Percentage of Total General Population Image credit: Bicycle Accomodation Design Guidance Memo, April 2021.https://ftp.txdot.gov/pub/txdot-info/ptn/bike-acco-design-guide.pdf Facility Type Decision TxDOT Bicycle AccommodatIon Design Guidance offers fordesignconsiderationsrr}errlo accommodating the different facititytypesand types of construction. DiFferent bicycle rIders may have varying to}erances, Figure 19 indicates the array of potenbaE bIcycle riders that should be considered when scoping and designing a roadway project. For construction of new or replacement facilities, the project should inctuc:ie the recommended accommodations as shown in Figure 20 Separated Bike Laneor Shared Use Path Bike Lane (Buffer Prof.) Decisions depend on the nature of a project and what infrastructure may be inciude ti. Further detailed information provided for specific roadways may result in an appropriate bicycle treatment which may defer. Shared Laneor BikeBoulevard1k 0 15 20 25 30 35 40 45 50 55+ SPEED MILES PER HOUR Figure 20: Recommended Bicycle Facility Selection for Urban, Urban Core,Suburban, and Rural Town Context Image credit: Bicycle Accomodation Design Guidance Memo, April 2021:https://ftp.txdot.gov/pub/txdot-info/ptn/bike-acco-design-guide.pdf PEDESTRIAN PLAN Purpose of the Pedestrian Plan This Pedestrian Plan is intended to help the City of Denton prtoritlze walkIng investments in places where they will have the greatest impact on safety and equItyfor all residents and visitors. The Pedestrian Plan is a visionary document that provides a roadmap for Denton to become a more walkabFe, pedestrIan friendly city. It will complement the Thoroughfare PEarl and Bicycle Ptan and provide a blueprint for future pedestrian improvements throughout the city. As the City of Denton conhnues to increase in population growth and economIc activity with more businesses, it will be important to address the needs of pedestrians as an alternative mode of transportation. This Pedestrian Plan seeks to coordinate with the ongoing ADA Transibon Plan for the City of Denton that also identifies and priorihzes pedestrian infrastructure improvements UNT Campus DENTON MOBILiTY PLAN Existing Conditions Sidewalk Data 111amLn-1 $2 I> l• downtown Denton and in the surrounding neighborF There are aoDroxi mate Iv 469 centerline miles ot sidewalk and 241.4 miles ot trails currentIY constructed in Denton . Fjgure 20 rp rI rPCiP IhT C; II ap Py1 LII iF n}fU ,3lraT£l Il-33 {qC;lr1 P C; If] P \A/ IiI :I< nPI \c;!161 r K in 1 JP nT on A nl Fall irl I- IT v fIT Till;i PX lljq,=’!Tljqj’I fi S If1 P WIll K nPT \A/ nr K IS in fnTPfll•181!e FI ood s. Areas around the Universitv ot North Texas and 1&as Woman’s Unlversltv also have much of the Cltv’s exlstlng SIdewalk network a Sidewalk Network AirportExisting Sidewalk MIssIng SIdewalk = Parks Roads City Limits Zg5' FM 21 mI IFM 428 288m IFM 156 mFa rM® T3b As represented in Figure 21, 21% of the roadways within the City of Denton have sidewalks located on both sides of the roadway versus 6% of roadways with sidewalks on one side of the street. 6% of the roadways within Denton have disconnected/partial sidewalks along one or both sides of the roadway, representing a barrier to accessibility and mobility to area residents. The ADATransition Plan also completed a detailed inventory of sidewalks, ramps, and intersections conditions. • 35% of the sidewalks were rated as Marginal, Poor, or Very Poor According to Walk Score data, Denton has an average Walk Score of 33. Walk Score data measures walkability on a scale from 0-100 based on walking routes to destinations such as grocery stores, schools, parks, and retail. These metrics also include populaHon density, average block length and intersection density to determine pedestrianfriendliness. According to the ADA Transition Plan (August 2019), many of the sidewalks in Denton are 5 feet or wider andconstructed of concrete with brick insets in several areas. The area south of 1-35, including Shadow Ranch, Summit Oaks, River Oaks, and Wheeler Ridge neighborhood associations, have sidewalks less than 5 feet in width. The Denton Transportation Criteria Manual recommends the following minimum sidewalk widths: • Residential/Arterial: 5 feet minimum • Collectors: 8 feet minimum • Sidewalks along bridges and drainage crossings: feet minimum 6 21% Both Sides 6% One Side 6% PartIal Sidewalk 67% No Sidewalk Figure 21: Location of Sidewalks Along Roadways 50 DENTON MOBILITY PLAN Current Users In Denton, according to the U.S Census Bureau, 3,000 residents walk to work daily. Providing safe and accessible pedestrian infrastructure for these residents as well as those cornrnuting to parks, shoppingcenters and leisure activities is an important aspect to improve quality of life Pedestrian actIvity in Denton was viewed through Strava’s Global Heat Map, which identifies roadways and trails that are utilized by those using smart phone crowd-sourcing. This analysis identified many different, heavily utilized routes located along many streets in Downtown Denton as well as Teasley Lane and E Windsor Drive. University facilities and the North Lakes Sports Complex are also highly used by pedestrians Figure 22 represents the Strava crowd-sources pedestrian data inDenton HIGH ACTIVITY LOW ACTIVITY Figure 22: Pedestrian Strava Data 000 ;al PeoPleinDentonwalktO work daily D\ Mobility Plan que§boana{re was coadue€ec$ as part of the study, whietr inciucfed questions related to walking in Benton. Survey data as weN as responses korn parHc}parKs at two public iwee6ngs reve8 iec] the foi§owing: more like+y to wai bc around the caB” responderas answered {muit$pie} ' 73% more §idew8i ks/better co.!rn€ctlv ity ' 59% of re§p08€$cElts thi ilk it is either DifFicu it or Very Dif$cu§t ta wai& to pEaces in Ben{on ' $8% nI{> i-e Fandscaping, inc}u€it8g trees for shade ' 52% tIeR@ $igtrting ' 78% of respontiea{$ S{rongiy Agree or Agree tf}gt every greet shout{i have a 5idewaik . 49% better side bvaEk con€iibo€3$ ' When asked “whet are the things that prevent you from walking }n Dent;on," respondents answered {respondents cou id choose up to 3} Further conrrnents re:ate€5 to waik}ng included the need for con6n©cu5 s!<$ewa ihs adjacent to schools, trans& stops and parks to improve accessibility and erobiii ty for at: users_ Severai comments related to siclew8 ik c}osure during by ii<$ag cons{ruc tIan were a}so raised as an irnF©dtrne8t for pe<iestRans as it forced the wi into the street as the}r only option. Policy changes £ou id occur rei3te<i to construction that affects the pedestrian right of-way and provide a safe, 8ceess#bie 8Ftern8bve during conaru£bon period . 6<=>% sidewalks are no{ connected • 53% destir%abc;ns were too far ' 32% si€1ew8$ks are in poor €cnditkn . 24% \weather ' When asked “Which }rnprove n+ents would make you F>{ Denton Katy Trad Cr©ssing ai BRoker RoadPhoto Credit: Suzanne Ryrrlotlr 52 DENTON MOBiLITY PLAN Safety Z gt] re [ Based on TxDC)T Crash Records Information System, from 2017 to 2021/ there have been 161 pedestrian-related c,rashes wIthin the City of Denton. As shown in Figure 23, a majority of the pedestrian-related crashes occur in areas where there is a higher occurrence of pedestrians, adjacent to the UNT campus and Denton Square areas, but more deaths are reported along high speed roadways, crashes were either at a driveway, intersection, or intersectIon-related A <: qhn\A/n in T2hlp ZI thorp h =lvP hoon 11 frta I nnNnctri3n–rnl3tnrl rr3c hnc c info lr11/1 /100/ nf tha nnHr,ctr; an rF,IntaN Pedestrian Related Crashes RoadsHigh Density Railroad Airport Parks Low Density City Limits MF la [FM-23 mF mB [FM-Iii M EHWE )'\.‘bl Figure 23.’ Pedestrian Related Crash®bI-,a , _d Fatality 0 3 3 2 3 20I44 Suspected Serious Injury Non Incapacitating Injury nTI Possible Injury Not Injured/Unknown Table 4: Crash Severity RECOMMENDED IMPROVEMENTS Sidewalk Prioritization Process The purpose of the Pedestrian Plan is to identify the missing sidewalk/pedestrian infrastructure throughout the City and provide a framework for implementation to improve accessibility and mobility. Special consideration was given to sidewalk improvements in downtown Denton and Safe Routes to School infrastructure that connects neighborhoods to schools The City has developed a sidewalk workplan that teverages additional data to establish a pedestrian potential index (PPI) which guides installation of new sidewalks, and repair to exIsting pedestrian facilities under the City’s ADA Transition Plan Additional details regarding this program are provided on the City of Denton’s website, and the Discuss Denton City SidewaFks page 54 DENTON MOBILITY PLAN Table 5: 2022 Pedestrian Plan Mileage Existing Sidewalks Proposed Sidewalk Program Gap Project Sidewalks Total 2022 PEDESTRIAN PLAN MAP The map below shows the improvements to be tmpiernented in the 2022 PedestrIan Plan. Table 5 shows the exlsUng miles ofsidewaFk in Denton, the sed new mIles, and the new total miles if the planP s buIlt out. Figure 25 on the next page tnciude§ a more core 000 flnt3 ; ioN ViO\A/ nf tha Dadactri arl DI an \A/ithi rx tha fit\ / Sidewalk Plan Roads –+b RaIlroad {!idLy ProposedSidewalk Program Airport Parks Sidewalk GapProject City Limits m 0 0.5 1 2 3 Go to www.cityofdenton.com/mobilitvplanfor a more detailed online map of thepedestrian plan. m4 LOOP288 Tbl Sidewalk Plan City Core ExistingSidewalk Roads Railroad ProposedSidewalk Program Airport Parks Le Sidewalk GapProject M City Limits E 0 0.5 1 2 LONG a Go to www.cityofdenton.com/mobilityphnfor a more detailed online map of thepedestrian plan. Miles IERCdEES 1 ,.if:I Lc–EFf(iFF ; I HiN D g :AG'LE fORT SPENCER Best Practices and improves traffic operations This section presents the best practice design guideIInes for pedestrian facilities to improve aceesstbiiity, mobility, and safety throughout Denton. These practices are not exclusive to sidewalks and crosswalks as they also include context-sensitive design solutIons for a more complete streets approach, High Visibility Crosswalks: also known as ladder style markings are more visible to approaching vehicles and improve yielding behavior. Brick pavers, with retro. reflective pavement markings, can also be used to increase visibility. Rectangular Rapid Flashing Beacon (RRFB): are effective devices at uncontrolled intersections for increasing motorist yielding rates and reducing pedestrian-vehicle crashes at crosswalk locations These best practices are consistent with the City of Denton Transportation Design Criteria Manual (2018}, and draw on guiding documents from FHWA, AASHTO, and NACTO. Other organizations such as ITE, APA, the League of Ameriean Bicyclists, and other industry groups, should be looked to for up- to-date design guidance on multi-modal safety and access, All improvements must also adhere to the most current design standards from ADA (including the Public Right-of-Way Accessibility Guidelines currently under development) and TAS. This list is only a seleeHon of potential improvernents; other traffic and infrastructure improvements such as improved retro-reflectivity of striping, preferential traffic signal phasing (including leading pedestrian intervals), etc,, may also be considered. High Intensity Activated Crosswalk (HAWK): signal used where volumes of traffic or roadway width suggests that motor vehicles should be stopped when pedestrians cross roadway Crossing Islands: raised islands placed in the center of the street at intersections or midblock. Should be at least 6 feet wide but have a preferred width of 8-10 feet Sidewalk Access During Construction: any construction project that obstructs the sidewalk should be mitigated through the provision of a temporary sidewalk that affords a safe and convenient passage Sidewalk Width: recommended sidewalk minimum width is 5 feet (6 feet desired), which allows two people to pass comfortably or to walk side-by-side. Sidewalk widthsshould be 8-12 feet in cornmercial or downtown areas. A :one or buffer zone can provide additional wIdthfrontal Curb Radii: minirnizing the size of a corner radius is critIcal to creating compact intersections with safe turning speeds. Recommended curb radius for residential streets is 15 feet and local/collector streets is 20-30 feet depending on traffic volume