HomeMy WebLinkAboutJ_DevPlan_TransportationG`eo`rgetown
TRANSPORTATION
The Transportation Element of the Development Plan must provide the City
with adequate tools to develop a transportation system which accommodates the
needs of both existing and future development throughout the Planning Area.
Because of its role in IMAGE and because the predominant form of transportation
in Georgetown is the automobile, the Plan focuses on the thoroughfare network.
However, the Plan also includes directives for developing alternate modes of
transportation for the City.
TRANSPORTATION PLAN MAP
The Transportation Plan Map (Exhibit 6) provides the guidelines for
development of the transportation system throughout the entire Georgetown
Planning Area. In addition, it is a major element of IMAGE in that the designated
design standards and capacities for the roadway system are used to determine
allowable development intensities. Thus the Transportation Plan Map enhances the
City's ability to plan for the future development of both roadways and land.
The thoroughfare system depicted on the Transportation Plan Map includes
only arterial and freeway level roadways. These are the roadways which require
significant participation on the part of public entities for planning, construction,
and maintenance. The roadways depicted on the Map are those for which the City
may have to share some of this responsibility over the planning period. Roadways
designed to a lower function (collector and local roads) are generally planned and
built by developers according to the standards laid out in the Subdivision
Regulations. Maintenance and improvement of these roadways, however, is the
responsibility of the City when located within the City limits.
28
arror
Georgetown
The roadway system depicted on the Transportation Plan Map was developed
to accommodate the development intensities designated by the Future Intensity
Map. The Transportation Plan Map calls for existing arterials to be upgraded and
new roadways to be built to service the demands of programmed development.
The thoroughfare system delineated on the Transportation Plan Map is
concentrated within the Future Urban Area. Only existing roadways are shown
outside this area. Under IMAGE, urban services will not be programmed outside
the Future Urban Area (although transportation impacts on the existing arterials
will be tracked).
The addition of several new roadways and roadway segments to
Georgetown's thoroughfare system will be necessary to serve the needs of a
projected 43,500 City population and 72,000 Planning Area population by the year
2010, with all the attendant changes in land use and traffic generators. For
example, the Transportation Plan Map recommends improving FM1460 to an
arterial level roadway in order to serve the increased development intensities
proposed for the Rabbit Hill District. However, making this improvement to the
current design of FM1460 would seriously impact the character of the
neighborhood north of 21st Street, which borders on two National Historic
Districts and is part of a proposed neighborhood conservation district (see the
Historic Preservation Base Study). Therefore, the Transportation Plan Map also
shows FM1460 rerouted along the existing 21st Street to Business 35. Rerouting
traffic along or south of 21st Street will make it possible to maintain the northern
segment of the existing FM1460 as a two lane collector, thereby preserving the
integrity of the existing neighborhood. SDHPT officials and the City Council will
be responsible for determining the final alignment of this new segment of FM1460.
The 1987 Transportation Base Study concluded that the only major capacity
problem on Georgetown's existing thoroughfare network is along the entire length
of Williams Drive. Updated traffic counts for 1988 and capacity data reflecting
the SDHPT's improvements to Williams Drive indicate that only one segment of
this roadway currently operates below the standard of LOS C adopted by this Plan.
The segment from Country Club Drive to IH35 operates at LOS E. In order to
improve this segment and continue to maintain smooth- flowing roadway conditions
along Williams Drive, a Long Range Means of the Transportation Functional Plan
states that the excess traffic volumes along Williams Drive should be relieved by
improving complementary arterials. This rules out the option of alleviating the
problem by widening Williams Drive to a six lane divided section. The
Transportation Plan Map, therefore, provides several alternate routes to relieve
traffic on Williams Drive.
29
i
EXHIBIT 6
GEORGETOWN CENTURY PLAN
FUTURE TRAFFIC SYSTEM MAP
Pmpowd Slate Highway 130 (MOkan) Routes:
/ \/ Route 1 0 1 -2 3 Miles
R.M. F ® N
N Route E
SCALE: V = 2 - 12 Miles
AlMnale Route. H, G, and I Prepared 8/15/96 by I S IG.I.S.
30
Georgetown
DEVELOPMENT PLAN
Northwest Boulevard is depicted on the Map as a secondary arterial. The
Transportation Plan Map depicts this roadway from the west IH35 frontage road
to Serenada Drive. Rivery Boulevard, when built, will provide an alternate route
for Williams Drive traffic which is generated by the Country Club Estates and Oak
Crest Estates subdivisions. Finally, the Georgetown Loop Road will redirect
traffic from Williams Drive at several points, including Lakeway Drive, Booty's
Crossing Road, Cedar Breaks Drive, and the RM2338/SH195 connector.
The Georgetown Loop Road depicted on the Transportation Plan Map continues
a concept first introduced in the Comprehensive Plan prepared in 1976. Its role
in diverting traffic off Williams Drive is only one example of the manner in which
it will improve circulation throughout the urbanizing area of Georgetown.
It will also support the development goals of the Rabbit Hill District Plan by
providing major arterial access to both U435 and the MoKan Roadway, and provide
a bypass route for SH29 to divert truck and wide -load traffic away from old
Georgetown.
The MoKan Roadway is comprised of a major segment of the Georgetown
Loop Road. MoKan (SH130) is proposed to be a six lane, 30 mile
freeway /parkway extending from SH195 north of Georgetown to downtown
Austin. The impacts of MoKan on the entire Georgetown Planning Area will be
significant. In addition to its primary function as a roadway, McKan also has
potential as a multi -use corridor. A mmsitway is proposed to be constructed along
the median of MoKan, and its scenic easements could be used for all forms of
transportation and utilities. The Transportation Plan Map designates the roadway
corridors that must be preserved and enhanced to support the development of the
MoKan Roadway. These are arterials that will form a portion of the roadway
itself, or will be frontage roads for the roadway, or perpendicular arterials to bring
traffic to and from MoKan. In addition to the existing arterials which cross the
proposed route of MoKan, and the Inner Loop Road, one of these perpendicular
arterials is proposed to result from an extension of Lakeway Drive to the MoKan
frontage road. This new roadway will serve the additional purpose of correcting
the poorly designed intersection of Lakeway Drive, Business 35, and I1135.
Preserving and developing these roadways will enhance the potential for
development along the MoKan Roadway.
The Transportation Plan Map adopts the roadway plan for the Rabbit Hill
District (accepted by the Georgetown City Council on November 3, 1987), which
includes FM1460, CRl 11 (Westinghouse Road), a portion of the Georgetown
Inner Loop Road, and an extension of CR115 (Sunrise Road) parallel to IH35 from
south of Westinghouse Road to the Inner Loop Road. This latter roadway was
31
Georgetown
made put of the Plan rather than the existing CR116 (Sherrill Drive) because it
provides better circulation to the property adjoining IH35 and avoids adjacent
neighborhoods.
One final new roadway shown on the Transportation Plan Map is a segment of
CR190 (Airport Road) designed to eliminate an extreme curve in the road which
currently exists. Development of all of these new roadways, as well as
improvement of the existing arterials to the recommended design standards, will
result in a thoroughfare system that will meet the increasing needs of the
Georgetown community throughout the planning period.
Exhibit 7 describes each of the new and existing roadway segments
delineated on the Transportation Plan Map in more detail, including the priority for
improvement, the recommended design standard, the existing and required
rights -of -way, and notes to describe the improvements necessary. In addition to
describing roadway segments shown on the Transportation Plan Map, Exhibit 7
includes recommendations for specific intersection improvements identified by the
Barton- Aschman/State Department of Highways and Public Transportation Safety
Improvement Analysis for SIU9, RM2338, and Loop 418 (Business 35) conducted
in 1987. The Transportation Element accepts and adopts the
recommendations made by this study.
The priorities for undertaking the improvements outlined in Exhibit 7 are
described only in relative terms. In general,. priority I improvements should be
conducted first, priority H next, and priority HI last. Existing roadways in need
of upgrade and improvements are generally given a higher priority than new
roadways. The exceptions we MoKan Roadway (as an arterial) and the
thoroughfare system planned for the Rabbit Hill District. The southeast quadrant
of the Future Urban Area, especially that portion in closest proximity to I1135, was
given a high priority by the Century Plan Working Group for both transportation
and utilities improvements. All roadway segments and intersection
improvements listed in Exhibit 7 were given a priority ranking, even when primary
responsibility for their accomplishment rests with the State or County rather than
the City.
32
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"
The priorities for roadway improvements will guide City staff in the
preparation of the Annual Operating Plan and Capital Improvements Program.
They should be supplemented, however, by an annual analysis of the thoroughfare
system. Roadways which are found to be operating Iowa than a Level of Service
C (see Level of Service) shall be given a priority for improvement. Priority for
roadway improvements shall also be determined by the demands of current and
projected development adjacent to the roadway as monitored by IMAGE.
The thoroughfare network shown on the Transportation Plan Map largely
consists of State roadways, although some County and local arterials are also
included. The result is that the primary responsibility of the City, . over the short
term at least, will be to reserve right -of -way sufficient to achieve the recommended
design standards designated on the Transportation Plan Map. This Plan provides
specific guidance as to what the City's ultimate needs are along each roadway
planned for improvement or construction and recommends methods for achieving
the proposed system.
DESIGN STANDARDS
This section of the Transportation Element establishes standards for the design
of streets, access to land uses, spacing between roadways, parking, and
compatibility between the thoroughfare network and adjacent land uses. In order
to implement the Transportation Plan Map into a smooth - flowing, uncongested
roadway system, it is necessary to establish specific design criteria for the
construction and improvement of each functional roadway classification (see
APPENDIX for a description of functional roadway classification). Design
standards for each functional roadway classification are provided in Exhibit 8.
These design standards will enable planning for the improvement or construction
of roadways to proceed in a consistent and comprehensive manner. It is important
to note that right -of -way standards for major and minor arterials require that utility
easements be placed outside the road right -of -way. Utilities may be placed inside
the road right -of -way on collector and local roads because the City generally
controls both road maintenance and the provision of utilities along these roadways.
However, many of the major and minor arterials in the Georgetown Planning Area
are controlled by the TxDOT, and it has been their ongoing policy to prohibit any
use other than transportation within their road rights -of -way. Therefore, in
addition to obtaining additional right -of -way for roadway purposes, it will
generally be necessary for the City to obtain right -of -way for utility easements.
The City should refer to the recommendations of the Utilities Element of the
Plan when determining the required utility right -of -way and
41
I
Georget - --
;.
DESIGN STANDARD;
EIGN
EMENS
0th AG E
R T
DMNM,M
UNMl .
Recommended
Spacing (voles)
5
(1)
1
Length (miles)
COmiauoue
ComIm W
Cominuow
Cm
Median Width
Variable
N.
20'-00'
1
Speed
55fi5
45 -50
40.45
Right fway
Variable
(15
100' -140
80
TmlEO Lane.
Number
4fi
24
2fi
widN
12' /lane
12'M
ll' /lane
1
Driveway Acce.
Sepanom
C.M.1led
660'
450'
Perking
NA
NA
NA
Me6mum Grude
4%
4%
6%
H
C.— R
Curve Rsd'o
Per SDHPT
Per SDHPP
2000'
Sidewalk.
None
None
HON aide.
1 HO
NOTES: NA = Not applicable
(1) = included within freeway fi h.of- -wry
T.ble of Design Smnd.M. adopted fmm Cie
Subdwiuo. R.,Wivna, 21 WAR, a. ¢vi.
42
Georgetown DEVELOPMENT PLAN
the placement of utilities. Right -of -way in excess of that required by Exhibit 8
may be needed in individual cases for roadway, construction, or drainage
purposes due to peculiarities of terrain, design, or other conditions.. In general,
these needs will be identified during the roadway design phase.
Exhibit 9 contains schematic cross - section drawings of the major
classifications of roadways. Rural arterials are to be constructed outside the Future
Urban Area. All arterial roadways built to the standards of this Plan will include
a center median or left turn lane. in general, these roadways should be constructed
with a divided median with left turn bays provided as necessary. Divided arterials
will control traffic movements in areas with intense, traffic- generating
development, and they can reduce the impact . of major roadways on less
intense, residential areas, especially when designed as landscaped boulevards. This
design Objective is specifically meant to discourage continuous left turn lanes.
The standards recommended for spacing roadways are delineated in Exhibit 10.
These spacing standards will enhance the ability of the City and private developers
to plan for the construction of roadway systems. Together with the Transportation
Plan Map, Table of Transportation Improvements, and Design Standards for
Streets, these standards should be used by private and public officials responsible
for roadway development to ensure that the roadway system meets the needs of
future development. Therefore, each of these guidelines should be included in the
City's development regulations. They will be applicable, then, to all roadways
built within the City's incorporated City limits and extra - territorial jurisdiction.
43
Georgetown
EXHIBIT 9
CROSS - SECTIONS OF ROADWAYS
8'
10
36'
12'
36'
10' g'
Walk
Emergency
3TrafGc
Median or Turning
3TraRC
Emergency Walk
Parking
Lane.
Lane.
lanes
Parking
l0' 10'
24'
12'
24'
10'
10'
Walk Emergency
2Traffc
Medlin or Taming
2Tmffc
Emergency
unik
Parking
"aria
lama
I.—
Parking
18' 36' 12' 36' 18'
Emergency Parking 3 Traffic Median or Taming 3 TrelEc Emergency Parking
Drainage Swale lane lama I.— Drainage Swale
20' 24' 12' 24' 20'
Emergency Parking 2 Treff. Medan a, Tumfng 2 Traf is Emergency Parking
Drainegc Swale ianea lama Lame Drairrige Swale
r
5' 10' 8' 24' g' 10' S'V
Walk Daili,iea Parking 2 TNEc Parking D,ili,iaa Walk
Lrma
r�at.'vw'11 ° ✓ ^'^r �T � � .WVIM�ANd ✓11
n
10' 8' 22' 22'
1161i,ica Parking 2`Prj Parking& Ulilitiee
Lama
EV
Georgetown
DEVELOPMENT
EXHIBIT 10
ROADWAY SPACING STANDARDS MATRIX
PROPOSED
ROADWAY
FREEWAY
EXISTING ROADWAY
MAJOR MINOR
ARTERIAL ARTERIAL COLLECTOR
LOCAL
Freeway
2
1
5
NA
NA
Major Arterial
I
1
'h
'h
NA
Minor Arterial
5
'h
'h
'h
NA
Collector
NA
4a
'h
'/a
As veer
Local
NA
NA
NA
As needed
M needed
NOTES: Spacing is shown in miles
NA = Intersection not allowed
Adopted from City of Georgetown, Subdivision Regulations,
2/14/88, as revised 1/28/95
45
Georgetown
LEVEL OF SERVICE
Level of service (LOS) is a measure of the amount of congestion existing on
a particular roadway segment. It is affected by traffic volume, signalization, curb
cuts, lane width, and pavement condition, and is described on a continuum from
"A" to "F ", with "A" representing the best condition of free- flowing traffic and
"F" depicting grid -lock conditions. Exhibits 11, 12, and 13 describe the quality
of traffic operation at each level of service along roadway segments and at
signalized and unsignalized intersections. The level of service of a particular
roadway segment is an important factor in assessing the economic viability of the
adjacent property. Development which is not accessible due to traffic congestion
will not be able to compete for business. The Transportation Element is one tool
which the City of Georgetown will use to influence the level of service on local
roadways.
In order to maintain traffic flow characteristics which are consistent with local
values and perceptions, a Means of the Plan is to adopt LOS C as the design
standard for Georgetown's roadways. This standard will be achieved and
maintained through a combination of regulations that control new demand on
the system, and a Capital Improvements Program that ensures that additional
facilities are built and existing facilities upgraded commensurate with programmed
development. IMAGE will be the most important means of ensuring that LOS C
is achieved and maintained on the local thoroughfare system. In addition, an
Ongoing Means of this Plan is to evaluate the level of service of the roadways
included on the Transportation Plan Map on an annual basis. Roadways operating
lower than LOS C will be given a priority for improvement in the Annual
Operating Plan and Capital Improvements Program. Adoption and maintenance
of LOS C on Georgetown's roadways is consistent with TxDOT policy. The
TxDOT, in determining priorities for expansion -type projects, uses a Level of
Service C -D.
ALTERNATE MODES OF TRANSPORTATION
The Transportation Element of the Plan emphasizes roadway concerns because
the predominant form of transportation in Georgetown is currently, and most likely
will continue to be, the automobile. However, alternate modes of transportation
which take advantage of sidewalks, bikeways, transitways, and the airport are also
appropriate and necessary in Georgetown for specific purposes.
The alternate modes of transportation which may be needed by Georgetown
residents over the planning period can be made more readily available if local and
46
Georgetown
W
EXHIBIT 11
LEVEL OF SERVICE
(QUALITY OF TRAFFIC OPERATION
LEVEL OF
A Free flow, minimal delay due to random arrival dunng
red traffic signal indication.
B Queues develop occasionally that may not be delivered
during the first green light indication (i.e., wait through a red
light.
C Stable flow (typical design level); approximately 30 percent
of the green indications fail to deliver the waiting queues.
Delay may be substantial (waiting through two cycles of the
traffic signal), but the queues occasionally clear during peak
hour.
E Unstable flow, roadway is operating at capacity with long
queues the entire peak hour.
F Forced flow, jammed intersection, long delays are expected
with drivers having to wait through more than two cycles of
the traffic signal.
Source: Highway Research Board, National Acadawy of Sciences - National
Research Council, High wax Quolaut, Mannal, 1965 (Washington, D.C.: Highway
Rc arch Board, Division of Engineering and Ivd uncial Research, 1965). In Pro&
Greenberg, with rim Hecimovich, T R im t A al '� (Chicago: American
Planning Association, 1984).
'I
47
Georgetown
EXHIBIT 12
LEVEL OF SERVICE CRITERIA FOR
SIGNALIZED INTERSECTIONS
A
< 5.0
B
5.1 to 15.0
C
15.1 to 25.0
D
25.1 to 40.0
E
40.1 to 60.0
F
> 60.0
EXHIBIT 13
LEVEL OF SERVICE CRITERIA FOR
UNSIGNALIZED INTERSECTIONS
RESERVE
CAPACITY LEVEL OF EXPECTED DELAY TO
> 4
A
Little or no delay
300 to 399
B
Short traffic delays
200 to 299
C
Average traffic delays
100 to 199
D
Long traffic delays
0 to 99
E
Very long traffic delays
< 0
F
Failure
NOTE: pcph = passenger cars per hour
Source: Transportation Research Board's "Highway Capacity
Mmual, Special Report 209."
48
OF
Georgetown
regional entities work together. These entities include, but are not limited to, the
City of Georgetown, Williamson County, the Georgetown Independent School
District, the State of Texas, Georgetown Railroad Company, the Capital
Metropolitan Transportation Authority, commercial freight carriers, intercity
buslines, and MoKan participants. The provision of rail, transit, paratransit, and
freight services is best left to those with the necessary resources and expertise.
However, the City must adopt and maintain a spirit of cooperation to ease the
provision of these services. The availability of a wide range of transportation
services within the Georgetown community will increase the quality of life for
Georgetown's residents and enhance its attractiveness for potential new
development. A discussion of the alternative transportation services considered
appropriate for the City of Georgetown follows.
Sidewalks. Pedestrian access, via sidewalks, is a priority of the
Transportation Element. The most important locations for sidewalks are those
areas which provide access for people most dependent on walking, including school
children, elderly, and low income persons. Locating sidewalks around and
between schools, parks, and other major public places will provide the greatest
benefit to school children and the elderly. Providing sidewalk access to
commercial service centers will benefit the elderly and low income populations of
Georgetown. In order to obtain the sidewalk coverage desired by this Plan,
Section 33030 of the Subdivision Regulations (also Exhibit 8 of this Plan),
as it relates to sidewalk construction, should be strictly adhered to during the
process of approving new developments and preparing the Annual Operating Plan
and Capital Improvements Program. A Long Range Means of the Transportation
Element directs the City to provide sidewalks "in high priority, developed areas."
In order to accomplish this, the City must adhere to the requirements of the
development regulations when maintaining or improving roadways which require
sidewalks. The provisions for sidewalks included in the City's development
regulations must be strictly adhered to by both public and private entities
involved in the construction and maintenance of roadways.
In addition to the community facilities identified by the current Subdivision
Regulations, downtown Georgetown is also to be considered a high priority area
for the development and maintenance of sidewalks. Therefore, a Short Range
Means of this Plan requires sidewalks on at least one side of all streets within a
six -block radius of the Square. Again, this Means may be accomplished through
the process of maintaining and upgrading the adjacent streets.
A Long Range Means of the Plan is to identify and establish an open space
network with hike and bike corridors that link schools, parks, and commercial
areas. These hike and bikeways should be concentrated along areas of aesthetic
49
1
Geo`rgetoEY�V 1 G DEVELOPMENT PLAN
value and should be developed County -wide. Specifically, the corridors created
by the San Gabriel River and its Forks provide an ideal location for hike and
bikeways. Initially, this transportation mode is intended to be primarily a
recreational feature. It is anticipated, however, that the system will grow during
the planning period to provide more comprehensive access throughout the
community. In addition, as the Land Intensity Element is implemented, .
individual areas of the community will become more integrated in terms of land
use. Home, shopping, work, school, and recreation will be located in closer
proximity to one another, making it feasible and practical to walk or
bicycle from one place to another. As a result of these changes, hike and bikeways
will become important transportation alternatives for commuters, shoppers, and
school children. Development of the hike and bike trail system, because of its
initial emphasis on recreational uses, was not considered an appropriate element for
further discussion in the Transportation Element. Using the Ends and Means
directives from this Plan, however, the Urban Design and Parks Functional Plan
Elements should develop the concept of hike and bike trails in more detail so that
they can become a reality and have long -term use as a transportation alternative.
Airport. The Georgetown Municipal Airport is considered a vital element of
the transportation system that can be used to further the economic development
efforts of the community. It represents an opportunity to attract and support the
business activity of the community. In order to realize this opportunity, however,
it is necessary to provide certain basic aviation services. For the most part, the
detailed identification and prioritization of airport facilities and services will be
accomplished by the Airport Functional Plan Element of the Century Plan. The
Airport Plan will address all additions and improvements necessary to support local
business activity. There are Means included in the Transportation Element,
however, that delineate the need to ensure continued control of airport clear zones,
extend the north /south runway to 5,000 feet, and obtain designation as a basic
transport airport. The City must also provide the internal access facilities that are
necessary to attract the appropriate development to the airport. These include
hangars, access roads, utilities, and facilities for fixed base operators. The
Transportation Plan Map addresses the need to upgrade the roadway system that
supports the Georgetown Municipal Airport to keep up with any increase in traffic
volumes caused by more intense use of the airport. Improvements to Airport Road
and Lakeway Drive, in particular, will support the increased economic activity that
is anticipated at the Georgetown Municipal Airport throughout the planning period.
Railroad. The Georgetown Railroad Company (GRR) is the major provider
of railroad transportation in the Georgetown Planning Area. Although currently
this company predominantly serves the needs of Texas Crushed Stone, the GRR
provides an important transportation and economic presence in the community.
50
Georgetown
Access to railroad transportation enhances the attractiveness of Georgetown to
industrial prospects. Therefore, the Transportation Element recommends that the
City support the growth and development activities of the GRR, including assisting
the railroad to reduce the conflicts between train and automobile traffic.
Furthermore, the GRR's long range plans to reroute rail traffic outside the
currently developed areas of the City are consistent with the land use intensities
designated by the Land Intensity Element for the southeastern quadrant of
Georgetown.
Trunsil. The Transportation Element supports the ongoing efforts of public and
private agencies in the Austin Metropolitan Area to establish a transitway along the
abandoned Missouri- Kansas -Texas Railroad right -of -way from Austin to
Georgetown. Transit services can take many different forms, from a light rail
system to high occupancy vehicle lanes to bus service; however, this Plan makes
no recommendations as to the specific transportation mode that should be
developed for the transitway.
The City's efforts to provide public transportation throughout the remainder of
the Planning Area shall be dependent on the demand generated by local citizens.
In the event that the community perceives a need for public
transportation, the City is committed to working with the appropriate existing
service providers to ensure that the needs of the community are met. In addition,
the City will continue to support the efforts of the Capital Area Rural
Transportation System, the Georgetown Independent School District, and
commercial inter -city bus lines to meet the transportation needs of specific
population groups in the Georgetown Planning Area.
The effect of transit services on transportation capacities has not been programmed
into IMAGE. These impacts are not expected to affect the transportation system
during the short or mid range planning period. They should be programmed into
IMAGE at the time that they begin to impact the provision of services.
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