HomeMy WebLinkAboutWilliams-Drive-Final-Report-062917-Compressed1 June 19, 2017
Final Study
WILLIAMS DRIVE STUDY
June 2017
2 June 19, 2017
LEAD AGENCIES
Capital Area Metropolitan Planning Organization
3300 N. Interstate 35, Suite 630
Austin, Texas 78705
Lead Staff:
Kelly Porter, AICP - Regional Planning Manager
Nelson\Nygaard Consulting Associates
1400 I St NW, Suite 350
Washington, DC 20005
HR&A Advisors
925 15th St NW
Washington, DC 20005
CONSULTANT TEAM
City of Georgetown
113 E. 8th Street
Georgetown, Texas 78626
Lead Staff:
Nat Waggoner, AICP, PMP -
Transportation Services Analyst
Code Studio
1200 East 11th Street
Austin, TX 78702
Civic Collaboration
8700 Brodie Lane, #1833
Austin, TX 78745
Georgetown City Council
Georgetown Transportation Advisory Board
Georgetown Planning and Zoning Commission
CAMPO Transportation Policy Board
Williams Drive Study Steering Committee
The Project Team also acknowledges
stakeholders that participated in this
study including businesses, major and
non-profit organizations, property owners,
developers, and real estate brokers.
Cultural Strategies
3601 S. Congress #A200
Austin, TX 78704
Acknowledgments
STAKEHOLDERS
3 June 19, 2017
Executive Summary 4
PLANNING CONTEXT 5
EXISTING CONDITIONS AND OUTREACH 6
CONCEPTS AND RECOMMENDATIONS 9
IMPLEMENTATION 15
Project Process 18
THE PLANNING PROCESS 18
VISIONS, GOALS, AND OBJECTIVES 19
PROJECT SCHEDULE 22
APPROACH - CONCEPT SUMMARY 23
Public Outreach 24
OUTREACH PROCESS 24
Existing Conditions 30
DEMOGRAPHIC AND MARKET CHARACTERISTICS 30
MOBILITY CHARACTERISTICS 33
LAND USE CHARACTERISTICS 35
INTEGRATED PLANNING 36
Concept Plan 40
INTRODUCTION 40
CORRIDOR PLAN 43
CENTER AREA PLAN 70
Implementation Plan 108
Appendix A-1
OUTREACH PROCESS SUMMARY
Appendix A-2
PUBLIC INVOLVEMENT MATERIALS
Appendix B
EXISTING CONDITIONS ASSESSMENT
Appendix C
TRAFFIC OPERATIONS STUDY
Appendix D
COST ESTIMATE METHODOLOGY
Appendix E
FINANCIAL ANALYSIS
Appendix F
PROFORMA
Appendix G
RIVERY BOULEVARD
Appendix H
UNIFIED DEVELOPMENT CODE REVIEW
Contents
STAKEHOLDERS
4 June 19, 2017
Executive Summary
In recent years the City of Georgetown and its community members have undertaken
a number of studies to spur the redevelopment of the Williams Drive corridor, both as a
gateway and as an entire corridor. This study is the first to consider both transportation and
catalytic development sites, prioritizing the safe and convenient travel of vehicles, transit
riders, bicyclists, and pedestrians along with development visions. It is the culmination of a
year-long community planning process. It proposes context sensitive multimodal operational
improvements, streetscape changes, and mixed-use development concepts that will transform
how people travel and live within and along the corridor.
5 June 19, 2017
The Williams Drive Study was informed by a number of
local plans, policy documents, and guidelines. Specific
recommendations and concepts were developed within the
context of CAMPO’s Platinum Planning Program that prioritizes
multimodal transportation, mixed land use, housing choices,
environment, economic development, and equity. Key planning
documents and guidelines that were reviewed include:
• 2003 Williams Drive Corridor Study
• 2005 Williams Drive Gateway Redevelopment Study
• 2006 Williams Drive Gateway Redevelopment Master Plan
• 2030 Comprehensive Plan
• 2014 Overall Transportation Plan
• The Mobility35 Implementation Plan
• 2015 Sidewalk Master Plan
• 2040 CAMPO Regional Transportation Plan
PLANNING CONTEXT
6 June 19, 2017
EXISTING CONDITIONS AND OUTREACH
KEY FINDINGS
Traffic Congestion/Circulation
• Traffic congestion and circulation is a significant concern. Congestion, particularly at the intersection
with I-35, is a key challenge and is currently under design through a separate TxDOT initiative. The lack of
alternative connections also highlights the constraints that Williams Drive operates under on a daily basis.
Traffic Operations & Safety
• Traffic Operations & Safety along the corridor is highlighted by a lack of access management, with
corridor-wide center turn lanes and over 150 curb cuts. The unsynchronized traffic signal timing leads to
an interrupted vehicle flow and underutilized capacity.
Redevelopment and Reinvestment Barriers
• Redevelopment and reinvestment opportunities are challenged by City and State development
requirements, as well as fragmented ownership amongst neighboring parcels. The current zoning also
presents barriers, as it is not tailored to suit the corridor and its land use potential.
Pedestrian/Bicycle Improvements
• Multimodal transportation opportunities along Williams Drive will be enhanced with transit service
beginning in 2017. Transit will operate within the southeastern section of the corridor with a single route
circulating from Downtown out Williams Drive on an hourly headway.
• Pedestrian activity and bicycle ridership are almost non-existent along the corridor today. Fast-moving
traffic dominates the street, creating an unpleasant environment for other users. Williams Drive does not
currently have any bicycle lanes, but wide shoulders are present along sections of the corridor. Sidewalks
are narrow and intermittent. The vehicle-oriented design of the corridor has limited the attractiveness of
biking and walking. Major barriers, such as I-35, also present both a physical and psychological obstacle.
Aesthetic Enhancements
• Development along the corridor has evolved through various iterations of zoning codes, leaving signage,
landscaping, frontage usage, parking, etc. that do not conform to current code.
The existing conditions
analysis yielded
a number of key
findings, which guided
the development
of concepts and
recommendations.
7 June 19, 2017
PEAK PERIOD CONGESTION
INFRASTRUCTURE GAPS
8 June 19, 2017
COMMUNITY
OUTREACH PROGRAM
This study was developed around a comprehensive outreach
program to capture input from the larger Williams Drive
community, as well as key regional stakeholders. The input
was used to confirm and refine a cohesive corridor vision, as
well as provide feedback at key stages in the project to guide
the development of alternatives and final recommendations.
The major components of the outreach program included:
• City and CAMPO websites and project-specific collateral
• Eblasts and press releases
• Community survey and wikimap
• Week long design charrette
• Four public workshops
• Multiple presentations to City Council, Georgetown Transportation
Advisory Board, and Planning and Zoning Commission
9 June 19, 2017
The recommended concepts for corridor
improvements are expected to provide optimal
benefits in terms of multimodal mobility, safety,
economic vitality, and urban design along Williams
Drive. For the purpose of this study, the corridor
was divided into two separate zones: the Corridor
and the Center Area. This enabled the creation
of concept plans more tailored to the unique
needs of different segments of Williams Drive.
CORRIDOR PLAN: Development of a
context-sensitive plan for Williams Drive
(Lakeway Dr to Jim Hogg Rd), which
addresses access management strategies,
multi-modal transportation elements,
safety and operational improvement.
CENTER AREA PLAN: Development of a
plan for a vibrant mixed-use center and
gateway (Lakeway Dr to Austin Ave and
includes land out to Northwest Blvd).
CONCEPTS AND RECOMMENDATIONS
Figure eS-1: WiLLiAMS DriVe PLAN AreAS
10 June 19, 2017
CORRIDOR PLAN
The overriding goal for the Corridor Plan is to create a functional and usable mobility corridor. Key features include:
Improve the Functionality of the Corridor
1. Coordinate traffic signal timing.
2. Enhance roadway network connections.
3. Narrow travel lanes depending on the character of different portions of the roadway.
4. Ensure intersection design improves both vehicular and pedestrian safety and aids corridor efficiency.
5. Evaluate posted speed limits.
6. Improve sidewalk design across driveways.
7. Provide frequent pedestrian crossing locations to support a walkable environment.
8. Where feasible and context appropriate, consolidate and reduce the number of driveways and add
medians along the corridor.
9. Continue to require cross-access between neighboring developments.
10. Promote shared parking opportunities.
Expand Bike and Pedestrian Options Along the Corridor
11. Fill in the gaps and complete the sidewalk system.
12. Implement a variety of bicycle facilities along the corridor and surrounding street network, as appropriate.
Enhance the Character and Aesthetics of the Corridor
13. Require enhanced landscape buffers along the edge of the public sidewalk.
14. Develop landscape buffers that are more responsive to the varying character of the roadway.
15. Require improved lighting and signage on private property.
16. Add planting strips with street trees between the sidewalk and the roadway.
17. Require parking to be placed at the rear of the parcel.
11 June 19, 2017
Figure eS-2: PrOPOSeD BiCYCLe FACiLiTieS MAP
On-Street Bicycle Lane River Trail
Connecting Streets
Study Area
Cycle Track
On-Street Bicycle Lane
Sidepath
Parallel Bicycle Route
Existing Facilities
Proposed Facilities
Shared Lane
12 June 19, 2017
Figure eS-3: NeW CONNeCTiONS MAP
Proposed Street Connections
13 June 19, 2017
CENTER AREA PLAN
The overriding objective for the Center Area Plan is to create a vibrant, mixed-use,
walkable activity center. Key features include:
Make Connections Through and Within the Center Area
1. Improve connections between parcels.
2. Use deep sites to create a network of streets (not just a corridor).
3. Create a safe bicycle route.
4. Connect to the adjacent river trail.
5. Fill in the sidewalk gaps.
6. Close redundant curb cuts.
7. Create transit stops.
8. Implement traffic calming on parallel connections.
Enhance the Urban Form and Character of the Area
9. Encourage mixed-use development.
10. Strengthen subarea identity.
11. Create new open spaces within large development sites.
12. Use the amenity of the river to organize new development.
13. Develop enhanced standards for landscaping and signage.
Use Catalytic Sites to Promote a New Form of Development
14. Create a context sensitive, mixed-use center that extends toward the Downtown area.
15. Promote transit-supportive development densities.
16. Widen sidewalks and add street trees and lights.
17. Pull buildings up to the street.
18. Slow down the traffic on Williams Drive to enhance operations and safety.
14 June 19, 2017 W Central Dr.Austin Ave.Austin Ave.Golden Oaks DrLakeway Dr.Bootys Crossing Rd.River Bend Dr.I-35I-35Urban Mixed Use
Suburban Mixed Use
Office/High Density Housing
Small Office/Medium Density Housing
Highway Commercial
High Density Mixed Housing
Medium Density Mixed Housing
Single-Family
Civic
Park
CATALYTIC SITE &
FUTURE LAND USE
During the charrette week, a future land
use map and corresponding proposed
zoning districts were prepared based on
input from citizens and analysis by the
consultant team. The land use map is the
basis for all land use recommendations.
It was clear that there was too much
commercial zoning within the center
area, especially in locations with little
traffic where retail is not viable. Each
of the new zoning districts establish
approved building types, heights, and
setbacks as well as generalized uses.
Through this process, development concepts
were also advanced for the Georgetown
Independent School District (ISD) site
at the southeast corner of the Williams
Drive/Rivery Boulevard intersection. The
future development concepts for this site
establish a phased, market feasible approach
enabling the site to redevelop over time.
Figure eS-4: FuTure LAND uSe MAP
New Street Connections
15 June 19, 2017
Full implementation of the corridor improvements
will take place over time. In some cases, designs
need to be further refined and developed, and
several recommendations require additional study.
Nevertheless, the City is prioritizing multimodal
improvements and development initiatives for Williams
Drive and is planning to implement various aspects of
the recommendations as soon as possible. A phased
implementation plan was developed to guide this
process, but the plan should be adjusted over time as
conditions evolve and funding becomes available.
To this end, the City proposed a mix of priority
projects for short-term implementation. This includes
projects focused on improving traffic congestion
and operations, reducing barriers to redevelopment,
improving the streetscape along the corridor,
and enhancing accommodations for bicycle and
pedestrian users. The maps in Figure ES-5, Figure
ES-6, and Figure ES-7 identify the locations of these
priority projects. Details about each project can
be found in the final chapter of this report.
Figure eS-5: CeNTer AreA SHOrT-TerM PrOJeCTSIMPLEMENTATION
16 June 19, 2017
Figure eS-6: COrriDOr PLAN SHOrT-TerM PrOJeCTS - JiM HOgg rD TO SHeLL / D B WOOD rD
17 June 19, 2017
Figure eS-7: COrriDOr PLAN SHOrT-TerM PrOJeCTS - SHeLL / D B WOOD rD TO LAKeWAY Dr
18 June 19, 2017
Project Process
THE PLANNING PROCESS
The CAMPO Platinum Planning Program is the locally-
driven approach for CAMPO’s long-range planning projects.
Recommendations from plans completed through the Platinum
Planning Program may be used in CAMPO’s 2045 Regional
Transportation Plan and certain projects may be eligible for
future CAMPO-allocated Federal funding. The Platinum Planning
Program emphasizes the following elements:
»Multimodal and Mixed-Use
»Housing
»Environment
»Economic Development
»Equity
19 June 19, 2017
Defining Williams Drive as a vibrant,
multimodal corridor with distinct and
dynamic centers requires a multidisciplinary
approach. The Williams Drive Study developed
a plan that applies the elements of CAMPO’s
Platinum Planning Program, and establishes
Williams Drive as a premier gateway for
Georgetown and the Capital Region.
This study built upon projects identified by
CAMPO, the City of Georgetown, and TxDOT, as
well as previously committed funding within
the corridor that will inform and impact
development and mobility patterns as part
of the City’s approved 2015 Transportation
Bond program. In 2006, the City accepted a
Master Redevelopment Plan for a portion of
the Corridor and established a Tax Increment
Reinvestment Zone (TIRZ) designed to further
the development within the district limits
in accordance with this plan. At that time,
the City also designated this portion of the
corridor with a Specialty Mixed Use Future
Land Use designation, and created a new
City-wide mixed-use zoning district with the
intent of drafting and adopting a mixed-use
Regulating Plan for the area.
Based on these prior and envisioned events,
the Williams Drive Study recommends
policy, programming, projects, and an
implementation plan for the study area that
address and enhance mobility, safety, and
livability throughout the corridor.
Williams Drive is an evolving corridor and a critical arterial. Like many suburban arterials, it is both a “to”
place as well as a “through” place. As a corridor, Williams Drive must safely and reliably fulfill its role as
a regional arterial, while also serving as a destination in and of itself. More than 29,000 vehicles access
Williams Drive daily, and this number is expected to grow with the region’s expanding population.
VISIONS, GOALS, AND OBJECTIVES
Goals for the study area guided the
development of recommendations as the
study progressed. The development of these
goals involved stakeholder input and CAMPO’s
Platinum Planning Program. Consistent with
the purpose statement, the focus was to
incorporate safety, efficient transportation
operations, safe accommodations of
all modes, and integration of smart
transportation and land use, community
needs, and the future economic growth of
Williams Drive.
20 June 19, 2017
GOAL 1. ENHANCE MULTIMODAL MOVEMENT AND TRANSPORTATION
OPERATIONS.
• Objective 1. Maintain reliable and efficient traffic operations.
• Objective 2. Minimize delay to persons and goods movement.
• Objective 3. Enhance connectivity to adjacent neighborhoods.
• Objective 4. Improve intermodal and multimodal connections.
• Objective 5. Develop cost-effective improvements to the existing transportation network and
multimodal facilities.
• Objective 6. Promote safety and security by improving multimodal transportation throughout
the corridor.
GOAL 2. SUPPORT CORRIDOR-WIDE AND REGIONAL SUSTAINABLE GROWTH
AND ECONOMIC DEVELOPMENT.
• Objective 1. Enable and plan for context sensitive economic activity in the corridor.
• Objective 2. Ensure consistency of transportation actions with economic development actions,
relevant regional and local plans, and available municipal economic development policies.
• Objective 3. Enhance connectivity and access to major residential, industrial, commercial and
recreational sites.
• Objective 4. Ensure equity of transportation throughout the study
area to enhance access to education, employment, housing, and recreation.
21 June 19, 2017
GOAL 3. PROTECT AND ENHANCE QUALITY OF LIFE.
• Objective 1. Minimize adverse impacts from transportation actions and the use of transportation
facilities and services to avoid or minimize disproportionately adverse environmental, public health,
social, and economic effects, on vulnerable populations.
• Objective 2. Provide a well-connected, multi-modal transportation network to increase people’s
ability to access destinations that can influence their health and well-being, such as jobs, health
care services, and parks.
• Objective 3. Protect unique environmental resources, including the San Gabriel Park and San
Gabriel River.
• Objective 4. Support sustainable forms of development and the attainment of “Quality
Communities” objectives.
GOAL 4. ENCOURAGE DEVELOPMENT THAT CREATES A VARIETY OF CONTEXT
SENSITIVE MIXED-USE SERVICES THAT ARE ACCESSIBLE TO NEIGHBORHOODS.
• Objective 1. To encourage context sensitive mixed-use, multi-modal development that will increase
travel options within existing urbanized areas and along the corridor as a means to accommodate
new population growth, reduce land consumption, preserve valuable open space, conserve
ecosystem functions, protect water quality, and improve community health.
• Objective 2. To promote reinvestment in underutilized vacant properties, opportunities for context
sensitive mixed-use development, and possibilities for suburban retrofits where appropriate.
• Objective 3. To encourage transit-supportive land uses and complete street principles along and
connecting to the Williams Drive corridor as part of the transportation system that makes up the
built environment.
• Objective 4. To capitalize on existing investments in infrastructure by encouraging development in
areas where infrastructure is being underutilized or planned for expansion without straining fiscal
budgets or creating new environmental impacts.
22 June 19, 2017
PROJECT SCHEDULE
The Williams Drive Study was a year long collaborative
planning effort. The graphic in Figure 8 illustrates
the project timeline with dates for each phase of the
project and the related public meetings. Four public
meetings were held throughout the process, one
during each phase of the project.
This document is the Final Report and represents
the culmination of the final phase of the study, the
compilation of recommendations and implementation
strategies that have been developed in response to
the conditions identified in the Existing Conditions
assessment. These recommendations and
implementation strategies evolved out of a significant
public involvement process that is described in the
following section.
Figure 8: PrOJeCT TiMeLiNe
23 June 19, 2017
APPROACH - CONCEPT SUMMARY
CORRIDOR CONCEPT
The corridor concept addresses transportation
performance, streetscape and character, and
area connectivity to provide a vital corridor
in a growing region. The transportation
element of the corridor concept will include
recommended typical sections; treatments
at critical intersections; enhancements to
the secondary and tertiary network; and
recommended supportive policies, such
as parking and transportation demand
management strategies and lane or access
management policies. The land use corridor
element will address the built form and
transitions along the corridor and identify key
potential opportunity sites for development.
CENTER CONCEPT
The center area concept plan provides a
more detailed strategy for this section of the
study area. The center area plan will provide
recommendations for circulation within the
focus area and connectivity to local and
regional assets and networks. It will also
include proposals to enhance pedestrian
and bicycle mobility and will contemplate
designs and facilities to accommodate new
mobility options. From a land use and market
perspective, the center area component will
address general concepts for the built form,
green spaces and green infrastructure, vertical
and horizontal mix of uses, and housing types
and locations that provide for and promote an
inclusive and diverse community.
GEORGETOWN ISD SITE CONCEPT
The team also developed a market-driven
concept for the Georgetown ISD site with the
intention that this project serve as a catalyst
for early implementation. The site concept will
include recommended mix of uses, massing,
access, parking, and site design.
24 June 19, 2017
Public Outreach
OUTREACH PROCESS
A comprehensive public involvement process was developed to reach the growing number of stakeholders
within the study area, and involve them in the planning process. The insights gathered through the public
involvement process were critical to developing the recommendations and strategies for implementation that
are outlined in this report.
The City of Georgetown engaged in a public
involvement campaign as part of the planning
process for the Williams Drive corridor to
better understand the needs, desires, and
aspirations of residents and stakeholders
within the study area. The public involvement
process included a series of public meetings
framed around each phase of the project.
In addition to the public open houses, the
project team met with individual stakeholders
and small groups to dig into more specific
concerns. Information and activities were
also available online to collect input beyond
what was gathered at the public meetings. A
project website was used to distribute meeting
information, project schedule updates, and all
materials developed throughout the process.
An online interactive map was also used as
a means for collecting specific community
concerns within the study area, as shown in
Figure 9.
25 June 19, 2017
Figure 9: ONLiNe iNTerACTiVe MAP FOr PuBLiC iNPuT
26 June 19, 2017
PARTICIPANTS COMMENTED ANONYMOUSLY
THROUGH COMMENT CARDS AND WORD CARDS
PARTICIPANTS IDENTIFIED ISSUES AND
OPPORTUNITIES ON MAPS AND STREET SECTIONS
27 June 19, 2017
WHAT WE HEARD
Main Concepts
»Mixed-use, walkable nodes
across key intersections
»Walkable town center
»Improve street connectivity
»Improve safety with medians
and managing access
»Multi-modal transportation options
»Improve connections to trail system
Input Summary
Public meeting participants were invited to
draw on maps of the study area, write ideas that
describe Williams Drive today as well as desires
for the future, and create their own preferred
cross-sections for the corridor. These activities
helped to highlight issues and assets, and
provided ideas on how Williams Drive should
change for the better.
The word cloud shown here illustrates the
words and phrases that were heard most often
through the comments received from meeting
participants and through the various online
outlets used to engage the public.
28 June 19, 2017
KEY PUBLIC CONCERNS
October Open House
• 105 Attendees
• 71 Comments
November Charrette Events
• 86 Attendees
• Over 50 Comments
1,300 member
email list 8,100 views 5,500 views 33,000 newspaper readers 400+ phone calls
March Open House
• 72 Attendees
• 21 Comments
Public Meeting #4
• 58 Attendees
• 22 Comments
Outreach Efforts
29 June 19, 2017
The goal of the public participation process was to help
stakeholders understand how the Williams Drive Study
will affect their lives, why participation is important to
the process, and encourage their involvement through
the multiple implementation phases and corridor
maturity.
To gather feedback, the Outreach Team engaged the
community using the following tactics:
»Public Meetings
»Design Charrette
»Stakeholder Meetings
»Online Survey
»Wikimap Tool
»Outreach List
»Website and Social Media
»Earned (traditional) Media
Through the various outreach tactics listed above, the
Project Team, community members, and stakeholders
engaged in a variety of activities to identify areas of
transportation concern and envision the future of
Williams Drive.
Input received from the meetings, online surveys,
wikimap tool, general comment cards, and through direct
communication were used by the Project Team to inform
the final Williams Drive Study and shape the concepts
presented in the following chapters.
30 June 19, 2017
The following highlights represent the key existing conditions that characterize the
Williams Drive study area and impact future opportunities.
Demographics
Significant population growth -
Both Georgetown and Williams Drive have
experienced significant population growth,
especially since 2010. Because of this recent
rapid expansion, and expected growth, it
is important to review the capacity and
functionality of Williams Drive in terms of
traffic management, residential housing
supply, the establishment of new utility
networks, and other related considerations
which enable future growth.
Expansion of the retiree population -
Because the retiree population will continue
to expand over time, it is crucial to tailor
Williams Drive transportation design, real
estate offerings, and related services towards
aging in place.
Income disparities between Corridor Area
and Center Area residents -
Compared to the rest of Texas, Georgetown
is predominantly white, older, educated,
and wealthier. Residents within the Corridor
Area earn significantly more than the rest of
Georgetown (and Texas overall). In contrast,
there is a higher concentration of poverty
within the Center Area.
Economy
Commuting workers -
Many residents commute in and out of
Georgetown for work. In 2014, approximately
80% of the labor force living in Georgetown
commuted to other cities for work.
Approximately 79% of the labor force lived
outside of Georgetown while commuting into
the city, and 21% lived and worked within
Georgetown.
Public service focus -
The top employers in Georgetown are
Williamson County government, Georgetown
Independent School District (GISD), the City of
Georgetown, St. David’s Georgetown Hospital,
and Southwestern University.
Existing Conditions
DEMOGRAPHIC AND MARKET CHARACTERISTICS
31 June 19, 2017
Williamson County industry concentrations -
Williamson County is distinguished by
high concentrations of employment in
Trade, Transportation, Utilities, Leisure and
Hospitality, and Professional/Business
Services.
Real Estate
Ongoing residential demand -
Because the Williams Drive area has been
experiencing a population boom, a significant
amount of new residential product is under
construction or in pre-development. Rents
have increased over time and demonstrate
a strong demand for multifamily residential
real estate well into the future. However, even
as rents have risen, there has been a rise
in multifamily vacancy rates, indicating that
there has been turnover as new product has
come to market and people have traded older
stock for new.
Driving residential demand
through new policies and incentives -
Although Georgetown’s population is expected
to continue growing into the future, the
Corridor Area Plan will only receive a small
portion of this population growth unless
there is a targeted strategy to drive residential
growth in the area.
Variety of residential product
options along Williams Drive -
Although residential demand is anticipated
to remain strong in the coming years, it is
important to review the types of housing
products that are prioritized and developed.
The older demographic has led to a
population whose preferences are for single
family homes on larger tracts of land. While
overall residential demand is strong and the
corridor is an attractive location for residents,
demand for smaller units that are integrated
into a mixed-use development might be
limited.
Correlation with Austin’s
commercial real estate market -
While Austin’s office inventory and rents
are rapidly increasing, Georgetown’s office
inventory has not grown significantly over the
past 5 years and rents remain stagnant. Many
Georgetown residents commute to Round Rock
and Austin for work. In this way, real estate
strategies need to be targeted to Georgetown
and the Corridor’s specific context.
32 June 19, 2017
KEY MARKET FINDINGS: GEORGETOWN AND STUDY AREA
City of Georgetown Williams Drive (Corridor Area)
Georgetown’s population has expanded at almost twice the rate
of the state of Texas and is expected to continue growing into
the future. Overall, Georgetown’s population is primarily white,
middle class, educated, and older in comparison to the rest
of Texas. There has already been an expansion of residential
development around Williams Drive and residential demand will
continue into the near future.
Greater concentrations of wealth lie along the Corridor Area in
comparison to the Centers Area. Residents along the Williams Drive
corridor are primarily home-owners with home values well above the
state median value. In contrast, residents within the Centers Area are
typically renters and more racially diverse with lower median incomes
than the rest of Georgetown.
Georgetown’s economy is focused on public service-oriented
jobs in local government, education, and healthcare sectors. A
significant portion of Georgetown’s population commutes to work
in nearby cities such as Round Rock and Austin. Along Williams
Drive, there has been little office development activity in recent
years.
It does not appear that office demand will substantially increase over
time and, therefore, office products may not be a lucrative use of space
along Williams Drive. Additionally, because of a sizeable commuting
population, it is important to consider personal vehicles and road/
highway accessibility as a key design priority for Williams Drive.
Based on conversations with local realtors and brokers, many
Georgetown residents prefer a small town, suburban lifestyle with
traditional, single-family homes.
As new residential development is planned for Williams Drive, it will
be crucial to provide a range of residential options that cater to these
suburban preferences.
To drive residential demand, especially along the Corridor Area,
the City of Georgetown should consider developing a targeted set
of policies and economic incentives.
Based on projected population growth and current real estate prices,
among other data points, estimated demand for new housing in the
study area will be less than 100 units annually in the near future. In
this way, there is not expected to be a significant amount of organic
residential demand in these areas.
Conclusions:
• The capacity and functionality of Williams Drive in terms of traffic management, residential housing supply, and the establishment of new
utility networks will be critical considerations to mitigate the pressures of a rapidly growing city.
• The tailoring of Williams Drive transportation design, real estate offerings, and related services will need to suit all demographics ranging
across ages and races.
• Future residential growth as part of mixed-use developments within the current environment may not be seen as opportunities by
developers. Development policies and economic incentives may be needed to spur activity.
33 June 19, 2017
MOBILITY CHARACTERISTICS
Roadway Dimensions
Right-of-way along the Williams Drive corridor
varies significantly. The corridor’s right-of-way
(lot line to lot line) ranges from 66 feet on the
east end of the corridor to 135 feet on the west
end of the corridor.
Curb-to-curb roadway width ranges between
60 feet from I-35 to Lakeway Drive with a
5-lane cross-section to 80-ft at Jim Hogg
Road with the same 5-lane cross-section and
10-ft shoulders. Although travel lane widths
of 12-ft typically remain unchanged for the
entire corridor, sidewalk widths expand and
narrow almost on a block-by-block basis with
numerous blocks missing sidewalk altogether.
Lane Configurations
Williams Drive is a five lane cross section
with two travel lanes in each direction and a
constant two-way left-turn lane. There are no
medians along the corridor’s length.
Crash Corridor
Within the Williams Drive study area there
were 1,313 reported crashes from 2010 to 2015
with the highest number occurring at or near
Shell Road and Williams Drive.
Traffic Volumes
Daily traffic volumes (ADT) along the corridor
range between 32,697 just west of I-35 and
13,700 west of Shell Road.
Signalized Intersections
There are 12 signalized intersections within the
Williams Drive study area: five (5) west of Shell
Road are within a coordinated system while
the remaining seven (7) are uncoordinated,
with the exception of the two I-35 frontage
road intersections. The limited number of
signalized crossings increases effective block
distances for those only willing or able to
cross at signalized intersections.
Distance Between Signals
From Austin Avenue west to Serenada Drive,
the average distance between traffic signals
is approximately a third of a mile (1,700 feet).
However, further west from Shell Road to Jim
Hogg Road the spacing extends to just under
a half mile (2,500 feet) as commercial activity
lessens.
Driveways
The number and length of driveways creates
conflicts for pedestrians, bicyclists, and
automobile traffic flow. Along the corridor
between I-35 and Jim Hogg Road, there
over 150 driveways providing business
and residential access. This equates to
approximately 25 driveways per mile.
Sidewalk Conditions
Sidewalks throughout the corridor vary in the
quality with many of the facilities substandard
or missing. Along the corridor, sidewalk
pavement quality is poor due to widths being
predominantly narrow (<5 feet in width) and
obstructions like sign posts, utility poles, and
driveway slopes being more prevalent.
Marked Crossings
Marked crosswalks are primarily located at
signalized intersections, with one unsignalized
marked crossing on the corridor at the GISD
site at Morris Drive.
Cycling on Williams Drive
Bicycle facilities along Williams Drive are
limited to 10-ft wide shoulders west of
Lakeway Drive but are not signed as formal
bicycle facilities. Subsequently, many cyclists
choose to ride on the sidewalk or use indirect
neighborhood connections.
34 June 19, 2017
Transit Service
The Williams Drive corridor is currently not served
by fixed-route transit. However, demand response
services are offered by CARTS that serve the study
area. In 2017, a four-route transit system will
bring fixed route services to the eastern portion
of Williams Drive at 60 minute headways with
complimentary paratransit service.
Mode Split
According to American Community Survey data
collected by the U.S. Census Bureau, travel
behavior in the Williams Drive corridor is similar
to Citywide averages. The mode share for
commute trips on the corridor is primarily single-
occupancy vehicles at around 81%. Approximately
1% of trips are made by foot, 8% are carpools, and
nearly 8% of people work from home.
WILLIAMS DRIVE MOBILITY
35 June 19, 2017
LAND USE CHARACTERISTICS
Williams Drive supports a diverse mix of land
uses, including residential neighborhoods and
a variety of commercial uses fronting Williams
Drive, including a large number of retailers.
Existing Zoning
The predominant zoning along Williams
Drive are General Commercial (C-3) and Local
Commercial (C-1), supporting a wide range of
commercial activities.
Single-family residential zoning (RS)
incorporates approximately 20% of the land-
area, multi-family zoning represents 8% of the
total land area. The Center Area has a greater
percentage of general commercial in proximity
to the I-35 facility with the Corridor Area
having more local commercial zoning. Both
local and general commercial zoning uses
enable upper story residential uses.
Future Land Use
The City’s Comprehensive Plan illustrates
a pattern of community commercial
activity surrounding the major intersection
nodes supported by a band of mixed-use
neighborhoods along the corridor. The area
adjacent to the I-35 interchange is designated
as a mixed-use gateway area which could
support additional community commercial
uses.
Susceptibility to Change
Development within the study area will occur
at different points in time. However, some
parcels are more susceptible to change
than others, based on factors such as age
of property, impact of future projects (i.e.,
roadways, adjacent development) and property
owner willingness to change.
36 June 19, 2017
INTEGRATED PLANNING
Coordinating (or integrating) land use and
transportation planning and development is
a key element of “smart growth,” sustainable
development, and other similar concepts
such as CAMPO’s Platinum Planning program.
These concepts all incorporate policies,
principles, and strategies intended to preserve
and enhance valued natural and cultural
resources and facilitate healthy, sustainable
communities and neighborhoods. These
approaches along Williams Drive will enable
a balance of mixed uses (including housing,
educational, employment, recreational, retail,
and service opportunities) which recognize the
importance of spatial or geographic proximity,
form, and design of those uses.
As such, the consideration of land use and
transportation through the Williams Drive
study enables the community to assess and
evaluate how land use decisions effect the
transportation system and can increase viable
options for people to access and develop
opportunities, goods, services, and other
resources to improve the quality of their lives.
In turn, the transportation planning elements
are evaluating the effects that the existing and
future transportation systems may have on
land use development demand, choices, and
patterns.
The graphic in Figure 10 represents a quick
summary of some of the existing conditions
along Williams Drive. The graphic illustrates
changes in both the physical cross-section of
the roadway as well as the character along
Williams Drive. Between North Lake Road
and I-35, the width of the roadway (curb to
curb) changes from 90 feet wide to only 60
feet wide. The widest portion of the roadway
is also the segment with the least amount
of traffic volume, while the segment with the
highest traffic volume has the most narrow
measurement. The Walk Score numbers are
from an online index that analyzes walkability
based on nearby pedestrian amenities.
A score between 50-69 indicates that an
area is “somewhwat walkable” and some
errands can be accomplished on foot. A score
between 25-49 indicates that an area is “car-
dependent” and most errands require a car. A
score between 0-24 indicates that all errands
require a car.
37 June 19, 2017 Austin AveI - 35Lakeway DrShell RdSerenada DrDel Webb BlvdN Lake Rd76’60’86’
11,000 14,000 25,000 28,000 29,000
33,000 22,000
90’ROAD WIDTH
SIDEWALKS
ADT
LAND USES
WALK SCORE
LANE
CONFIGURATION
Low Density Residential Low Density
Commercial
Low Density
Commercial Commercial
CommercialLow Density
CommercialLow Density Residential Low Density Residential
Medium Density
Residential
Medium Density
Residential
Commercial Commercial
Commercial Commercial
CommercialOpen Space
Open Space Open Space
Walk Score56Walk Score54Walk Score32Walk Score22Walk Score41 Walk Score42Walk Score9Walk Score0
Sun City
Development Georgetown
Village
Walk Score14Walk Score2
Figure 10: WiLLiAMS DriVe eXiSTiNg CONDiTiONS
38 June 19, 2017
ISSUE
POTENTIAL
FIX
WILLIAMS DRIVE - PRIMARY CHALLENGES
Traffic Congestion /
Circulation Traffic Operations & Safety
• 29,000 vehicles use Williams Drive
on a daily basis
• 7,000 area residents commute
outside of study area
• 95% of area residents own at least 1
vehicle; 80% drive alone to work
• Lack of alternative routes to I-35
and major destinations
• 150+ curb cuts (and increasing)
along the corridor
• Lack of alternative streets and
network connectivity
• Unsynchronized traffic signals
• Heavy traffic volumes at
intersections
• Continuous two-way center left
turn lanes throughout the corridor
• Improve traffic flow
• Recognize the importance of
land use decisions on traffic
volume, street design, and access
management
• Create alternative routes and
improve connectivity
• Consider plans for additional future
traffic capacity in the area
• Develop an access management
plan for the corridor
• Set block standards for street/
driveway connection
• Establish a unified signal
management plan
• Establish new street design criteria
CAUSES
THE FOLLOWING CHART DESCRIBES THE PRIMARY CHALLENGES IDENTIFIED WITHIN THE
STUDY AREA AND INCLUDES POTENTIAL SOLUTIONS TO MITIGATE THOSE CHALLENGES.
39 June 19, 2017
WILLIAMS DRIVE - PRIMARY CHALLENGES
Redevelopment and
Reinvestment Barriers
• Redevelopment of older
parcels challenging due to new
development requirements
• Fragmented ownership and
smaller, disjointed parcels
• Zoning districts & land uses not
customized to corridor
• Older developments built without
zoning codes or through iterations
of codes
• Landscaping, signage, parking lots,
front yard/gateway treatments
– nonconforming to today’s
standards
• Sidewalks are neither continuous
nor comfortable
• Lack of dedicated bicycle paths
and lanes
• Existing and new driveways,
speeds, and site design are not
conducive to non-vehicular modes
of transport
• Create development strategy that
is not “one-size-fits-all”
• Land Use
• Development Standards
• Utilities/Public
Improvements
• Partner with landowners of
catalytic sites
• Recruit retailers
• Consider new Gateway design
standards
• Consider zoning solutions for older
properties to offer flexibility for
redevelopment
• Adjust non-conforming site
requirements to ensure
incremental improvements and
upgrades
• Focus attention through Capital
Improvement Program (CIP)
planning
• Provide incentives/grants
• Consider on- and off-street bicycle
facility improvements where
appropriate
Pedestrian/Bicycle
ImprovementsAesthetic Enhancements
40 June 19, 2017
Concept Plan
Transportation can often be the key to
unlocking the full potential of a major corridor
and the surrounding community. For Williams
Drive, the goal is to employ a combination
of best practices in street design and land
use policy to transform Williams Drive. The
project team evaluated a series of alternatives
for streetscape improvements, pedestrian
and bicycle accommodations, and land use
changes along Williams Drive before coming
up with a final concept plan. The concept plan
integrates both land use and transportation,
aligning all recommendations with the
project goals established at the beginning of
the planning process. The following chapter
provides details on the recommendations of
the concept plan.
INTRODUCTION
The concept plan for Williams Drive is divided into two study areas, described as
the Corridor Plan and Center Area Plan. The plans provide the recommendations for
specific improvements within each study area.
41 June 19, 2017
CORRIDOR PLAN:
Development of a context-
sensitive plan for Williams
Drive (Lakeway Dr to Jim Hogg
Rd), which addresses access
management strategies,
multi-modal transportation
elements, safety and
operational improvement
CENTER AREA PLAN:
Development of a plan for a
vibrant mixed-use center and
gateway (Lakeway Dr to Austin
Ave and includes land out to
Northwest Blvd).
Figure 11: WiLLiAMS DriVe STuDY AreAS
42 June 19, 2017
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43 June 19, 2017
CORRIDOR PLAN
CREATING A FUNCTIONAL, USABLE MOBILITY CORRIDOR
KEY CORRIDOR PLAN RECOMMENDATIONS
Improve the Functionality of the Corridor
1. Coordinate traffic signal timing.
2. Enhance raodway network connections.
3. Narrow travel lanes depending on the character of different
portions of the roadway.
4. Ensure intersection design improves both vehicular and
pedestrian safety and aids corridor efficiency.
5. Evaluate posted speed limits.
6. Improve sidewalk design across driveways.
7. Add medians to the corridor.
8. Provide frequent, pedestrian road crossing locations to support a
walkable environment.
9. Where feasible and context appropriate, consolidate and reduce
the number of driveways.
10. Continue to require cross-access between neighboring
developments.
11. Promote shared parking opportunities.
Expand Bike and Pedestrian Options Along the Corridor
12. Fill in the gaps and complete the sidewalk system.
13. Implement a variety of bicycle facilities within the corridor.
Enhance the Character and Aesthetics of the Corridor
14. Require enhanced landscape buffers along the edge of the public
sidewalk.
15. Develop landscape buffers that are more responsive to the varying
character of the roadway.
16. Require improved lighting and signage on private property.
17. Add planting strips with street trees between the sidewalk and the
roadway.
18. Require parking to be placed at the rear of the parcel.
44 June 19, 2017
The corridor plan is a context-sensitive plan
for the approximate four miles of Williams
Drive, between Jim Hogg Road and Lakeway
Drive. The plan addresses access management
strategies, multi-modal transportation
elements, safety and operational
improvements, and recommendations for
a private realm built-form that supports
different modes of transportation and a sense
of place.
The typical configuration of Williams Drive
consists of four lanes (two in each direction)
with a continuous center turn lane (Figure 12).
In some areas a wide shoulder exists along
the corridor, while in other places the road is
tightly constrained to travel lanes only. The
largest intersection along Williams Drive is
with D B Wood/Shell Road (Figure 13). At this
intersection, Williams Drive nearly doubles in
travel width to add right and left turn lanes
on each leg of the intersection, in addition to
sidewalks with a grass buffer. Throughout the
corridor, the existing right of way dimension
varies significantly from 75 ft near the I-35
intersection, to over 135 ft. On average, the
right of way measures 100 feet.
Projected Future Traffic Growth
It is standard practice among many
transportation agencies to assume traffic will
continue to grow at a roughly consistent rate
for the foreseeable future.
This introduces some real and philosophical
challenges: Do we assume traffic will grow over
25 years? If so, how can we ever accommodate
it and what does it mean for the preservation
and accommodation of other modes?
Figure 12: WiLLiAMS DriVe TYPiCAL CONFigurATiON
Figure 13: WiLLiAMS DriVe AT D B WOOD/SHeLL rOAD
CORRIDOR PLAN
POLICY FRAMEWORK
45 June 19, 2017
Typically, a 1% annual growth in traffic volumes
is assumed and acceptable designs must meet
this projected growth rate. Williams Drive,
however, introduces a conundrum for this
policy as the corridor experienced a 5% annual
increase in traffic volumes during the period
2012-2014.
It is recommended that the City and State
contemplate managing vehicular capacity of
the Williams Drive corridor at current levels
and focus instead on corridor operations and
access management. At present, the Corridor
is well below the theoretical capacity. It is only
at the peak of the peak that congestion issues
prompt consideration of capacity expansion
or operational decisions that favor vehicle
movements over alternative modes (i.e., traffic
signal optimization and capacity expansion
through the adjacent roadway network).
The recommended concept plan comfortably
accommodates current traffic demands, but is
not sustainable if unmitigated traffic growth is
allowed on the corridor. This concept strives
to enable the transfer of vehicular trips into
the more space-efficient pedestrian, bicycle,
and transit options. If successful, allowing the
satisfaction of local trips via these alternate
modes will free up capacity on the corridor for
trips originating outside of the immediate area
and allow more efficient trip chaining that
does not necessitate an arterial trip for every
errand.
Design Vehicles
Roadway designers often utilize the most
conservative (largest) design vehicle (WB 50
to WB 67 – semi tractor trailers) regardless of
their frequency. The predominant vehicle type
on Williams Drive is the passenger vehicle
(P). Larger design vehicles require larger curb
radii (min 45’ as opposed to 24’ for autos
turning at 10 mph). These larger radii result
in faster travel speeds and turns by drivers of
passenger vehicles, and longer crossing times
for pedestrians. This can result in increased
safety risks for drivers, pedestrians, and
bicyclists.
Heavy vehicles (trucks and buses) constitute
approximately 2% of vehicle volumes along
the Williams Drive corridor during the peak
periods. This is a typical number for an arterial
and requires that geometries be appropriately
designed for these larger vehicles where they
are reasonably anticipated to be turning.
However, given the concerns above, the radius
of each intersection and curb cut should be
individually designed with the objective of
providing the minimum acceptable radius for
reasonably anticipated vehicles.
In keeping with the goals to revitalize the
corridor as a multimodal corridor, there
should also be a second “design vehicle”
– the pedestrian - specifically a youth or
older pedestrian. The facility design should
concurrently be reviewed and evaluated for
ease of use and safety for this “design vehicle”
together with the more traditional wheeled
vehicle and the consequences to the safety
and operation of the pedestrian vehicle if a
larger wheeled design vehicle is used (i.e.,
longer pedestrian crosswalks, wider travel
lanes, expanded intersections).
Key Policy Recommendations
The following key policy recommendations
and best practices have been identified
specifically for improvements to the Williams
Drive corridor. These include overarching
street design principles and standards that
should be applied throughout the entire
Williams Drive study area.
Achieving the recommended Corridor Plan
will require reexamination and potential
modification or amendment of three policies
that typically govern planning and design on
major arterials such as Williams Drive. These
include:
• Access mangement;
• Assuming and designing for future traffic
growth;
• Design vehicle; and
• Posted and design speeds.
46 June 19, 2017
IMPROVE THE OVERALL FUNCTIONALITY OF THE CORRIDOR
WHAT We HeArD: The traffic signal timing isn’t coordinated along the entire corridor.
WHAT We PrOPOSe:
1. Coordinate traffic signal timing.2. Enhance roadway network connections.
Existing Needs
Traffic Operations Management
•Traffic signal coordination from
Austin Avenue to Jim Hogg Rd.
•Enhance efficiency of system
•Manage competing interests
•Vehicles
•Pedestrians
•Bicycles
Signal currently timed Signal not currently timed Signal replaced with new interchange
1. Coordinate traffic signal timing.
Traffic signals are one of the primary constraints on
corridor capacity. The extent to which through traffic
is impeded is heavily dependent on the quality of the
signal timing. Poor signal timing can result in significant
congestion that could otherwise be avoided, or, at the
very least, minimized. The Williams Drive corridor is
currently split into two primary signal systems. West
of DB Wood Road to Jim Hogg Road, the signal system
is coordinated to enable synchronization and allow
“platooning” of vehicles. This segment of the corridor
was last retimed in 2012. East of DB Wood Road to
Austin Avenue, the signal system along the corridor is
uncoordinated and the signals operate independently
from each other, which minimizes the platooning effect
and increases travel time. Signal retiming is one of the
most cost-effective ways to impact corridor performance.
Figure 14: eXiSTiNg TrAFFiC SigNAL TiMiNg CONDiTiONS ON WiLLiAMS DriVe
47 June 19, 2017
2. Enhance roadway network connections.
Providing a strong connected network of roads
and pedestrian facilities can help distribute
traffic, reduce travel distances and times,
improve routing for transit and reduce walking
distances. Good connectivity also provides
better routing opportunities for emergency
and delivery (solid waste, recycling, mail)
vehicles. All of these effects can play a positive
role in reducing congestion on the street
network.
Connectivity is achieved by providing
connections within individual developments,
between developments and by having a well-
planned local and collector road network to
compliment the arterial highway network.
New connections within the Corridor and
Center Areas, as shown on the map in Figure
15, could add up to four miles of streets to
the network and provide alternative routing
opportunities for vehicles, pedestrians and
bicyclists. Proposed Street Connections
Figure 15: PrOPOSeD rOADWAY NeTWOrK CONNeCTiONS
48 June 19, 2017
Figure 16: ANALYSiS OF COOrDiNATeD TrAFFiC SigNAL TiMiNg
Recommendations along the corridor include the
following to be provided over a phased timeline:
Short Term:
• Corridor retiming
Mid Term:
• Add Flashing Yellow Arrows to enable left-turn phases
• Geometric intersection improvements (to enable
traditional phases at Wildwood and Lakeway/Booty’s
Crossing intersections)
Analysis of these improvements has shown substantial travel
time improvements along the corridor. As illustrated by the
chart in Figure 16, the greatest improvements occur during
the afternoon peak period. This is to be expected, since the
heaviest travel demand is during the afternoon. Re-timing
the corridor has the biggest impact, with a 27.5% reduction
in travel times. Adding the Flashing Yellow Arrow and making
geometric improvements at the Wildwood and Lakeway/
Bootys Crossing intersections provide additional benefit,
reducing travel times by 31.6% when compared to existing
timings.
49 June 19, 2017
WHAT We HeArD: i don’t walk along Williams Drive because of inadequate pedestrian facilities.
WHAT We PrOPOSe:
3. Narrow travel lanes depending on the character of different portions of the roadway.
4. Ensure intersection design improves both vehicular and pedestrian safety and aids corridor efficiency.
5. Evaluate posted speed limits.
6. Improve sidewalk design across driveways.
3. Narrow travel lanes depending
on the character of different
portions of the roadway.
Travel lane widths should match the desired
vehicle speed and the most frequent design
vehicle on the road. Passenger vehicles can
operate safely at speeds of up to 35 mph
in travel lanes that are 10 feet wide, while
vehicles such as buses and tractor-trailers may
require slightly wider lanes. Buses can be as
wide as 10.5 feet from mirror to mirror and can
operate more comfortably in a travel lane that
is 11 feet wide, particularly on roadways with
target speeds of 30 to 35 mph.
While it is acknowledged that the standard
TxDOT lane width is 12 feet, a narrower 11-
foot lane width is recommended to minimize
pedestrian crossing distances and help
manage speeds. This is justified by the fact
that much of the Williams Drive study area is
not a free flowing rural arterial, but is rather
an interrupted-flow (e.g., signalized) suburban
corridor. The AASHTO Green Book confirms
that for signalized, lower speed (e.g., 45 mph
or less) arterials, narrower lane widths are
sufficient and often advantageous.¹
11-foot lanes retain or enhance the safety
performance of the street as research has
found that “lane width effects [on safety]…
were generally either not statistically
significant or indicated that narrower lanes
were associated with lower rather than higher
crash frequencies.”3 Narrower lanes are a
common traffic calming device used to slow
driver speeds. FHWA advises that, “Narrower
lane widths may be chosen to manage or
reduce speed and shorten crossing distances
for pedestrians… without a design exception.”3
Capacity of the corridor will also be
maintained with narrower lane widths. The
Highway Capacity Manual (HCM) provides for
a capacity reduction factor of 3.33 percent per
foot for lane width less than 12 feet.4 However,
a 2007 literature review of research found that,
“so long as all other geometric and traffic
signalization conditions remain constant,
there is no measurable decrease in urban
street capacity when through-lane widths are
narrowed from 12 feet to 10 feet.”5 6
50 June 19, 2017
4. Ensure intersection design improves
both vehicular and pedestrian safety
and aids corridor efficiency.
Intersections are a critical component to the
street network. As the location where all of the
different users and uses of the street combine
and interact, intersections can be the most
challenging element of the street to design.
The design of intersection corners directly
impacts the speed at which a vehicle is able
to turn, as well as the location and length of
crosswalks at the intersection. The curb radius
refers to the arc of the built curb at the corner
of an intersection, which determines the
effective turning radius of a vehicle (Figure 17).
Curb radii should be kept as tight as possible.
Wide radii encourage sweeping turns, which
put pedestrians at risk. Shorter curb radii
encourage stopping at the corner before
turning, enhancing pedestrian safety.
Where two receiving lanes are available for
a single turning lane, the turning radius of
trucks should be calculated allowing vehicles
to track into the outer (second) lane. In some
cases, the stop bar in the oncoming traffic
lane can be shifted back from the intersection
to accommodate the turning radius of larger
vehicles (Figure 18). Turning speeds for any
vehicle should not exceed 15 mph, which may
mean that truck turning speeds (on green) be
reduced even more. Channelized right turn
lanes with raised islands (e.g., pork chops)
must be designed for larger vehicle templates
(WB 5o to WB 60) in areas where those
vehicles are expected.
5. Evaluate posted speed limits.
Posted speeds on the corridor vary from
50 mph in the corridor (western) portion
to 35 mph in the center (eastern) portion
of the study area. It is recommended that
upon concurrence of an engineering study
the segment between River Bend Drive and
Lakeway Drive currently posted at 45 mph be
reduced to 35 mph. Additionally, the segment
between Lakeway Drive and Wildwood Drive
currently posted at 50 mph should also be
reduced to 35 mph upon concurrence of an
engineering study. This reduction would create
a uniform speed expectation through the
corridor’s activity nodes, improve safety and
could potentially increase vehicle throughput
(Figure 19).
Figure 17: TurNiNg rADiuS OF A CAr COMPAreD TO TurNiNg rADiuS OF A TruCK
Figure 18: reCeSSeD STOP BAr TO ACCOMMODATe TruCKS AND OTHer LArge VeHiCLeS
Figure 19: TrAVeL SPeeD AND VeHiCLe THrOugHOuT
0 12 24 37 50 62 74 87 100
Running Speed (mph)
51 June 19, 2017
According to the Texas Department of
Transportation (TxDOT) Road Design Manual,
the selected design speed for a roadway
should be influenced primarily by the
character of terrain, economic considerations,
extent of roadside development (i.e., urban or
rural), and highway type.7
There is a direct correlation between vehicle
speed and injury severity for a pedestrian hit
by a car (Figure 20). The faster a vehicle is
traveling, the greater the probability of death
for a pedestrian when hit.
As a vehicle increases speed, the cone of
vision for the driver is decreased, reducing
their ability to see, respond to, or enjoy events
in their surroundings (Figure 21).
The speed that motorists travel along a
roadway is directly related to the design of
that roadway. The design of the roadway is
based on a “design speed” that, by current
standards, accommodates the fastest group of
motorists. The actual posted speed is based
upon the 85th percentile, meaning the road,
by its very nature, encourages speeding.
The TxDOT Road Design Manual also states
that on level arterials, a design speed of 60
mph should be used8 (Figure 22). This design
criteria is in opposition to the other principles
that the design speed should:
»be logical with respect to topography,
anticipated operating speed, adjacent land
use, and functional classification
»be as high as practicable to attain a
desired degree of safety, mobility and
efficiency [and]
»be consistent with the speed a driver is
likely to expect. Drivers do not adjust their
speeds to the importance of the highway,
but to their perception of the physical
limitations and traffic
Given these considerations, it is recommended
that the posted speed (50 mph or 35 mph
depending on location) be used as the design
speed to maintain safety and reduce risk for
all travelers – particularly non-motorized ones.
A design speed that matches the posted speed
conveys the appropriate environmental cues
to drivers to travel at the posted speed.
Figure 20: reLATiONSHiP BeTWeeN SPeeD AND SeVeriTY OF iNJurY FOr A PeDeSTriAN Figure 21: DriVer’S CONe OF ViSiON SHriNKS AS VeHiCLe SPeeD iNCreASeS
52 June 19, 2017
6. Improve sidewalk design across driveways.
To the maximum practical extent, driveways should
be oriented at a 90-degree angle to Williams Drive.
Anticipated entry speeds for driveways should be no
more than 15 mph for all vehicles. Exiting vehicles
should be controlled via stop signs and associated stop
bars protecting the sidewalk area.
Driveways must be designed so that the pedestrian
path is kept at grade, while vehicles must change
grade to ramp up to the pedestrian way, prioritizing
pedestrian and bicycle through movements over
vehicle driveways.
Sidewalk and cycle track materials should carry
across the driveway to reinforce the visual cues that
pedestrians have the right of way.
Roadway Design Manual 3-4 TxDOT 10/2014
Chapter 3 — New Location and Reconstruction (4R)
Design Criteria
Section 2 — Urban Streets
ble to new location, reconstruction or major improvement projects (such as widening to provide
additional lanes).
Table 3-1: Geometric Design Criteria for Urban Streets
(US Customary)
Item Functional Class Desirable Minimum
Design Speed (mph)All Up to 60 30
Minimum Horiz. Radius All See Tables 2-3 and 2-4, Figure 2-2
Maximum Gradient (%)All See Table 2-9
Stopping Sight Distance All See Table 2-1
Width of Travel Lanes (ft)Arterial
Collector
Local
12
12
11-12
111
102
102,3
Curb Parking Lane Width (ft)Arterial
Collector
Local
12
10
9
104
75
75
Shoulder Width6 (ft), Uncurbed Urban
Streets
Arterial
Collector
Local
10
8
--
4
3
2
Width of Speed Change Lanes (ft) Arterial and Collector
Local
11-12
10-12
10
9
Offset to Face of Curb (ft) All 2 1
Median Width All See Medians
Border Width (ft) Arterial
Collector
20
20
15
15
Right-of-Way Width All Variable 7
Clear Sidewalk Width (ft)10 All 6-88 5
On-Street Bicycle Lane Width All See Chapter 6, Bicycle Facilities
Superelevation All See Chapter 2, Superelevation
Horizontal Clearance Width All See Table 2-11
Vertical Clearance for New Structures (ft) All 16.5 16.59
Turning Radii -See Chapter 7, Minimum Designs for Truck and
Bus Turns
Figure 22: TXDOT geOMeTriC DeSigN STANDArDS Figure 23: eXAMPLe OF SiDeWALK DeSigN ACCrOSS DriVeWAY
53 June 19, 2017
WHAT We HeArD: it is unsafe to cross Williams Drive.
WHAT We PrOPOSe:
7. Add medians to the corridor.
8. Provide frequent, pedestrian road crossing locations to support a walkable environment.
7. Add medians to the corridor.
Throughout the study area, the center of
Williams Drive is a continuous two-way center
left-turn lane (often called a “chicken lane”).
There are no existing medians along the
corridor.
Medians serve multiple purposes along a
roadway. They support calming traffic by
visually narrowing the roadway, impacting the
speeds at which motorists feel comfortable
traveling. At pedestrian crossing locations,
medians serve as a refuge island and help
to reduce the overall length of the crossing.
Medians can also be designed with turn
pockets that reduce potential conflicts
between pedestrians and turning vehicles.
Landscaped medians also improve the
aesthetic value of a roadway, and can reduce
the heat island generated by unshaded
pavement.
8. Provide frequent, pedestrian
road crossing locations to support
a walkable environment.
Pedestrians cross Williams Drive at a variety of
locations. Marked pedestrian crossings provide
a safe, designated space for pedestrians to
cross the street. Marked crossings also alert
motorists that a pedestrian may be present.
More frequent, well-designed crossing
locations support a walkable environment and
encourage more people to walk.
Cross streets where pedestrian crossings are
in excess of 40 feet should be evaluated for
methods to introduce dividers between the
inbound and outbound traffic flows. Dividers
should be a minimum of 4 feet wide, and
protected by curbs, to provide a sufficient
pedestrian refuge when crossing intersections
or wide curb cuts or access points.
Medians should extend beyond the pedestrian
crossing to provide a protected “nose”
between the intersection area and the
crosswalk (Figure 24). The crosswalk should
remain flush with the road, while the curbed
median should be raised on either side of the
crosswalk.
Figure 24: PrOTeCTeD PeDeSTriAN CrOSSiNg
54 June 19, 2017
Pedestrian crossings across Williams Drive
should be designated only at signalized
intersections. Crossings that serve youth or
senior facilities (such as the YMCA and senior
housing developments) should have high
visibility markings. Designated crosswalks
should be provided across all legs of
signalized intersections, and they should be
aligned to minimize crossing distances.
Pedestrian refuge islands should be provided
at intersections with channelized right turns,
(also known as “pork chops”) to shorten the
crossing distance (Figure 25).
Two perpendicular curb ramps should be
located on each corner at all intersections
with crosswalks across all approaches.
Returned curb design is recommended to help
channelize bicycles and pedestrians into the
crosswalk and maintain planting area all the
way to the curb at intersections.
Figure 25: POrK CHOP WiTH PeDeSTriAN CrOSSiNg
55 June 19, 2017
WHAT We HeArD: There are too many curb cuts along the corridor, which inhibit traffic operations and safety.
WHAT We PrOPOSe:
9. Where feasible and context appropriate, consolidate and reduce the number of driveways.
10. Continue to require cross-access between neighboring developments.
11. Promote shared parking opportunities.
9. Where feasible and context
appropriate, consolidate and reduce
the number of driveways.
Wherever possible and practical, curb cuts
should be consolidated and reduced through a
corridor-wide driveway reduction strategy.
There are approximately 150 driveways along
the Williams Drive corridor within the study
area, with many of the driveways accessing
commercial and retail land uses. Large-scale
retail development in centers creates internal
circulation along a corridor, as customers
may visit several establishments on one trip
to the area. This reduces the impact on the
adjacent roadway. A driveway study should
be conducted to identify locations where
driveways can be removed.
Smaller, individual parcels add short trips to
the corridor that would be better served by
connections between adjacent parcels and a
supporting local street network.
10. Continue to require cross-access
between neighboring developments.
The City currently requires cross-access
between adjacent non-residential parcels at
the time of initial development or complete
redevelopment. Unfortunately, a variety of
locations on the Williams Drive corridor are
still dominated by individual parcels with no
connection to adjacent development. This
land use pattern slows traffic on the adjacent
roadway during peak hour periods.
Wherever possible and practical, curb cuts
should be consolidated and reduced. Single
properties should have no more than two curb
cuts on any frontage. Curb cut width should
also be reduced to the minimum necessary
to service the type of vehicles anticipated for
the adjacent development. Where a property
has frontage on both Williams Drive and a side
street, access onto Williams Drive should be
limited to one two-way access point or two
one-way driveways.
Adjacent properties are encouraged to
link parking and circulation areas behind
buildings where appropriate and away from
Williams Drive, thereby allowing circulation
not dependent on Williams Drive itself.
This may require cross-access easements
between properties to maintain cross-access
throughout the life of the property.
The minimum distance between curb cuts
for driveways and intersections should be
no more than the design standards set
forth in Section 12.03.020 of the Universal
Development Code, as measured in a straight-
line along the curb between the curved
portions of the curb.
The introduction of regularly-spaced public
streets should be supported and encouraged
as a means to provide multiple routes of
access for vehicles, cyclists and pedestrians,
introducing redundancy and relieving the
burden on the main line arterial.
56 June 19, 2017
Center Median
Minimized Curb Cuts and Sidewalk
Cycle Track
Landscaped Buffer
Figure 26: ACCeSS MANAgeMeNT CONCePT FOr WiLLiAMS DriVe
Note: Concept drawing only. No
engineering completed to date.
11. Promote shared parking opportunities.
Shared parking means that a parking facility/
lot serves multiple destinations. This requires
multiple destinations within walking distance
of the same parking lot, and is most effective
when those destinations either share patrons,
so that people park once and visit multiple
destinations, or have different periods when
parking demand is highest. Along Williams
Drive with the promotion of cross-access
between abutting developments shared
parking can be an effective tool when there
is a mix of uses on a single site or when sites
with different uses are located suitably close
together.
Sidewalk
57 June 19, 2017
EXPAND BIKE AND PEDESTRIAN OPTIONS ALONG THE CORRIDOR
WHAT We HeArD: i can’t walk along Williams Drive because there are too many sections without any sidewalks.
WHAT We PrOPOSe:
12. Fill in the gaps and complete the sidewalk system.
12. Fill in the gaps and complete
the sidewalk system.
Sidewalks in the study area are used by
people of all ages and abilities and for a
variety of purposes. Well-designed sidewalks
support and enable walking as an appealing
form of urban transportation. Sidewalks must,
at a minimum, provide a clear, unobstructed
pathway sufficient to accommodate persons
with disabilities. Sidewalks should be inviting
places, with adequate light and shade
to create a more comfortable pedestrian
environment. The best sidewalk design is wide
enough to enable two people to walk side-by-
side, engaging in conversation, and pass one
individual in the oncoming direction.
There should be no street furniture or other
obstructions (utility boxes or poles, trees or
other plants) located within the sidewalk, and
all sidewalks should connect to intersection
corners.
Businesses and property owners, with assistance from the City, should retrofit any existing
non-compliant facilities to ensure accessibility for all users.
Existing developments should also retrofit improved connections to at least allow non-
motorized users to connect through to other development or adjacent streets. Future
development should be required to establish these non-motorized connections.
Figure 27: eXiSTiNg SiDeWALK CONDiTiONS AND PriOriTY PrOJeCTS
Sidewalk Conditions
Excellent
Limited Failure
FailingPassable
Good No Sidewalk
Pedestrian-Involved Crash Location SchoolCity Facility
58 June 19, 2017
WHAT We HeArD: i can’t ride my bike along Williams Drive because there are no dedicated bicycle facilities.
WHAT We PrOPOSe:
13. Implement a variety of bicycle facilities within the corridor.
13. Implement a variety of bicycle
facilities within the corridor.
Bicycle facilities must respond to the
surrounding land uses and transportation
environment. When designing streets, traffic
volumes, traffic speeds, and land use should
influence the selected type of bicycle facility. A
high quality facility feels safe and is separated
from vehicles and results in minimal conflicts
with pedestrians.
A separate, shared bike and pedestrian path
should be created along the entire segment of
Williams Drive from Jim Hogg to Lakeway.
Bicycle amenities, including bike racks and
a City-wide bicycle facility map should also
be prioritized as facilities are developed, to
further support and encourage bicycling in
the community. All new development and
redevelopment should include bike facilities.
Linkages to adjacent neighborhoods can be
made through a network of bicycle facilities as
shown in Figure 28.
Figure 28: PrOPOSeD WiLLiAMS DriVe BiCYCLe CONNeCTiONS
On-Street Bicycle Lane River Trail
Connecting Streets
Study Area
Cycle Track
On-Street Bicycle Lane
Sidepath
Parallel Bicycle Route
Existing Facilities
Proposed Facilities
Shared Lane
59 June 19, 2017
BICYCLE FACILITY “TOOLKIT”
Side Path
A sidepath, also known as a shared use path
or multiuse path, is a paved off-street facility
shared by both bicyclists and pedestrians.
These facilities are generally wider than a
typical sidewalk and are most suitable in
areas that have lower levels of concentrated
pedestrian and business activity. Shared
use paths may be used as an alternative
to on-street bicycle facilities for streets
with higher volumes and/or higher speeds.
Intersections, driveways, and other points of
conflict between vehicles and path users must
be limited and carefully designed to ensure
safety.
Cycle Track
Cycle tracks are on-street bicycle facilities
with physical separation between the bicycle
facility and the roadway, often through a curb,
parked vehicles, planted median, or flexible
post.
Buffered Bicycle Lane
Buffered bicycle lanes are dedicated bicycle
facilities with separation between the bicycle
lane and other roadway uses. Buffering is
provided by a flush, painted zone between
the bicycle facility and adjacent vehicle lanes.
Buffered bicycle lanes increase the distance
between vehicles and cyclists, increasing the
comfort level for cyclists over standard bicycle
lanes. Buffers should be 2 feet wide, and can
be used between both parked and moving
vehicles. Buffered bike lanes are preferred
over standard bike lanes on streets with
higher traffic speeds.
60 June 19, 2017
Bicycle Lane
Bicycle lanes are dedicated bicycle facilities
delineated by striping, signage, and pavement
markings. A standard bicycle lane is typically
located between the right-most travel lane
and the curb, running in the same direction
as all other vehicle traffic, though alternative
configurations are possible. On-street bicycle
lanes provide people on bicycles with
designated space and establish a space where
motorists can expect bicyclists. The National
Association of City Transportation Officials
(NACTO) recommends a bicycle lane width of 6
feet, within a minimum of 4 feet in constrained
conditions (though not adjacent to parking).
Signed Bicycle Route
Signed bicycle routes are designed to
encourage slow vehicular traffic and ensure
low volume streets are comfortable for people
walking and bicycling. These streets should
feature traffic calming design elements to help
maintain slower traffic and limit volumes.
61 June 19, 2017
ENHANCE THE CHARACTER AND AESTHETICS OF THE CORRIDOR
WHAT We HeArD: There is a lack of identity and sense of place along Williams Drive.
WHAT We PrOPOSe:
14. Require enhanced landscape buffers along the edge of the
public sidewalk.
15. Develop landscape buffers that are more responsive to the
varying character of the roadway.
16. Require improved lighting and signage on private property.
17. Add planting strips with street trees between the sidewalk
and the roadway.
18. Require parking to be placed at the rear of the parcel.
14. Require enhanced landscape buffers
along the edge of the public sidewalk.
The separation of the sidewalk from the active
travel lanes improves pedestrian safety and
enhances walkability. The Williams Drive
corridor, especially west of Shell Road, has
a substantial landscaped or natural feel
that should be continued. The placement
of landscaping between the sidewalk and
main lanes yields a more pleasant walking
experience.
15. Develop landscape buffers that
are more responsive to the varying
character of the roadway.
Retaining a natural buffer closer to Jim Hogg
will serve to send the message that the
corridor is serving as a “gateway” to the Hill
Country. As you travel in towards downtown,
the landscaped area diminishes in available
width (based on recent development activity),
and it makes the retention of a natural buffer
unacceptable (it would look too thin and
sparse), therefore a more landscaped look is
recommended for these segments.
Figure 29: eXAMPLe OF A SiDeWALK BuFFer
62 June 19, 2017
16. Require improved lighting and
signage on private property.
When the impacts of private development,
such as glaring light or haphazard signage, spill
over into the adjacent roadway, they have the
potential to serve as distractions for drivers. In
order to improve public safety, minimizing private
development impacts on adjacent roadways
should be a primary goal.
Generating a consistent look and feel for signs
and other site elements such as lighting fixtures
also enhances the overall look and feel of the
corridor. With additional landscaping at the
street, entry signs at driveways become more
important, although sight lines at these turning
points must also be considered.
17. Add planting strips with street trees
between the sidewalk and the roadway.
Currently, the streetscape (sidewalk and
landscape planting area) on Williams Drive does
not adequately accommodate pedestrian or
bike activity. It is very auto-oriented and walking
or biking is unappealing. The lack of amenities
makes pedestrians feel uncomfortable. Adding
planting strips between the sidewalk and the
roadway along the entire length of the corridor
will help make pedestrians feel safer walking on
the sidewalk (where one exists).
Figure 30: eXAMPLe OF AN eNHANCeD PLANTiNg STriP WiTH STreeT TreeS
18. Require parking to be placed
to the rear of the parcel.
The location of parking lots to the rear
of properties enables the concentration
of people and places along the street,
creating an environment that is more
accessible, interesting, and safe for walkers
and bicyclists. However, parking must
be as visible as possible and accessible
otherwise it could be avoided by motorists
to the detriment of the commercial uses.
In conjunction with cross access shared
parking opportunities would be promoted.
63 June 19, 2017
PROPOSED
CORRIDOR TRANSECTS
Within the Corridor Plan area from Jim Hogg Drive to Lakeway,
Williams Drive transverses three areas with distinctly different
characters. The sections differ in width of pavement, the
speed of traffic, as well as in the use and form of adjacent
development. These characteristics contribute to each
section’s identity and the experience of visiting, or traveling
through.
During the charrette, community members identified a lack
of identity and sense of place along Williams Drive. The
following character areas have been identified based on
existing changes in character along Williams Drive.
»Jim Hogg Rd. to Cedar Lake Blvd.
»Cedar Lake Blvd. to Serenada Dr.
»Seranada Dr. to Lakeway Dr.
Frontage
Frontages establish the way development addresses the
street. The proposed frontages work to improve the safety and
aesthetics along the length of the study area and strengthen
the differences and identity of each section of the corridor.
Proposed frontages range from a deep buffer of preserved hill
country landscape, to a more typical landscaped buffer on
the eastern end of the Corridor Plan area. Frontages would be
placed within the existing right-of-way or shared between the
right-of-way and private property where appropriate.
Jim Hogg Rd. to Cedar Lake Blvd.
Cedar Lake Blvd. to Serenada Dr.
Serenada Dr. to Lakeway Dr.
64 June 19, 2017 W Central Dr.Austin Ave.Austin Ave.Golden Oaks DrLakeway Dr.Serenada Dr.Cedar Lake Blvd.Jim Hogg Rd.I-35I-35Figure 31: reCOMMeNDeD COrriDOr TrANSeCTS
Jim Hogg Rd. to Cedar Lake Blvd.
Cedar Lake Blvd. to Serenada Dr.
Serenada Dr. to Lakeway Dr.
65 June 19, 2017
Frontage
»Hill Country feeling preserved.
»Minimum 30', maximum 50’
wide landscape buffer planted
with native vegetation.
»Buildings pulled up to internal
sidewalk or set behind a double
row and aisle of parking.
»Curb cuts consolidated, backage road
provides inter-parcel connectivity.
Pedestrians/Cyclists
»14’ wide multi-use path on
south-side of Williams Drive.
»17’ wide tree lawn planted
with native vegetation.
Automobiles
»11’ wide travel lanes.
»8’ wide pedestrian
refuge at intersections.
Pedestrians
»6’ min sidewalk on north-
side of Williams Drive.
»17’ wide tree lawn planted
with native vegetation.
EXISTING CONDITIONS
Right-of-Way 100’ to 145’
Shoulder Width (2)10.5’
Travel Lane Width (4)12’
Center Turn Lane Width (1)16’
Total Pavement Width 85’
RECOMMENDATIONS
JIM HOGG TO CEDAR LAKE
Stormwater
»20’ wide median planted
with native vegetation.
»Use planted medians for
conveyance of stormwater
where possible/appropriate.
66 June 19, 2017
EXISTING CONDITIONS
Right-of-Way 100’ to 135’
Shoulder Width (2)10’
Travel Lane Width (4)11.5’
Center Turn Lane Width (1)12’
Total Pavement Width 80’
Frontage
»25’ wide landscape buffer
planted with native vegetation.
»Buildings pulled up to internal
sidewalk or set behind a double
row and aisle of parking.
»Curb cuts consolidated, backage road
provides inter-parcel connectivity.
Pedestrians/Cyclists
»12’ wide multi-use path on
south-side of Williams Drive.
»12’ wide tree lawn with
formalized street tree planting.
Automobiles
»11’ wide travel lanes.
Pedestrians
»8’ min sidewalk on north-
side of Williams Drive.
»12’ wide tree lawn with
formalized street tree planting.
RECOMMENDATIONS
CEDAR LAKE TO SERENADA
Stormwater
»12’ wide median planted
with native vegetation.
»Use planted medians for
conveyance of stormwater
where possible/appropriate.
67 June 19, 2017
E
C
Existing curb cuts consolidated
and reduced. Adjacent parking and
circulation areas are linked away
from Williams Drive.
Shared parking lot serves multiple
destinations. Destinations either
share patrons, so that people
park once and visit multiple
destinations, or have different
periods when parking demand is
highest.
Side path at grade, materials
carried across driveway to reinforce
visual cues that pedestrians and
cyclists have right-of-way.
To maintain traffic flow, new
medians include left turn lanes
at major intersections and key
driveways.
A
B
Plan View: Typical Improvement Examples (Cedar Lake to Serenada)
Parking located at the rear of
buildings where appropriate
contributes to increased aesthetic
appeal of the corridor.
E
A
B
C
E
E
D
D Stormwater management features
incorporated into center medians.
68 June 19, 2017
Stormwater
»12’ wide median planted
with native vegetation.
»Use planted medians for
conveyance of stormwater
where possible/appropriate.
EXISTING CONDITIONS
Right-of-Way 85’ to 145’
Shoulder Width (2)10’
Travel Lane Width (4)11.5’
Center Turn Lane Width (1)12’
Total Pavement Width 80’
Frontage
»15’ wide landscape buffer planted
with formal vegetation.
»Buildings pulled up to internal
sidewalk or set behind a double
row and aisle of parking.
»Curb cuts consolidated, backage road
provides inter-parcel connectivity.
Pedestrians/Cyclists
»12’ wide multi-use path on
south-side of Williams Drive.
»10’ wide tree lawn with
formalized street tree planting.
Pedestrians
»8’ min sidewalk on north-
side of Williams Drive.
»10’ wide tree lawn
with formalized street
tree planting.
RECOMMENDATIONS
SERENADA TO LAKEWAY
Automobiles
»11’ wide travel lanes.
69 June 19, 2017
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70 June 19, 2017
CENTER AREA PLAN
CREATING A VIBRANT, MIXED USE, WALKABLE ACTIVITY CENTER
KEY CENTER AREA PLAN RECOMMENDATIONS
Make Connections Through and Within the Center Area
1. Improve connections between parcels.
2. Use deep sites to create a network of streets (not just a corridor).
3. Create a safe bicycle route.
4. Connect to the river trail.
5. Create transit stops.
6. Fill in the sidewalk gaps.
7. Close redundant curb cuts.
8. Ensure traffic calming for parallel connections.
Enhance the Urban Form and Character of the Area
9. Encourage mixed-use development.
10. Strengthen subarea identity.
11. Create new open spaces within large development sites.
12. Use the amenity of the river to organize new development.
13. Develop enhanced standards for landscaping and signage.
Use Catalytic Sites to Promote a
New Form of Development
14. Create a context sensitive mixed-use center that
extends toward the Downtown area.
15. Promote transit-supportive development densities.
16. Widen sidewalks, add street trees and lights.
17. Pull buildings up to the street.
18. Slow traffic on Williams Drive down.
71 June 19, 2017
MAKE CONNECTIONS THROUGH AND WITHIN THE CENTER
WHAT We HeArD: There are limited connections between neighborhoods and land uses on the corridor.
WHAT We PrOPOSe:
1. Improve connections between parcels.5. Fill in the sidewalk gaps.
2. Use deep sites to create a network of streets (not just a corridor).6. Close redundant curb cuts.
3. Create a safe bicycle route.7. Create transit stops.
4. Connect to the river trail.8. Ensure traffic calming for parallel connections.
1. Improve connections between parcels
Much of the development in the Center area
occurred before the City’s current regulations
were adopted. Today, non-residential
redevelopment or new development would be
required to connect to neighboring properties.
Improving these connections helps improve
the flow of Williams Drive by allowing for the
reduction of the number of curb cuts and
removing vehicles that need to use Williams
Drive to access neighboring properties.
Traveling between properties reduces trips
(traffic) on Williams Drive and offers the
opportunity for several properties to benefit
from having a single access driveway. A
motorist can travel directly to adjacent land
uses without having to enter onto Williams
Drive. Existing and planned sidewalks are to be
extended to enhance pedestrian activity. More
convenient access can attract more customers
to each business and decrease the daily trips
along Williams Drive.
2. Use deep sites to create a network of
streets (not just a corridor)
There are a limited set of large sites in
single ownership within the Center area.
Where these sites exceed typical urban block
standards (300 to 500 feet in length), they
should be required to include new internal
street connections. These connections must
be used to create a network of streets that
allows neighborhoods to travel to and from
the Williams Drive corridor in a variety of ways.
This will reduce the impact of traffic on any
individual connection.
3. Create a safe bicycle route
The Williams Drive corridor through the Center
area does not contain enough right-of-way to
provide for a separated bike and pedestrian
path. The safest bike routes through the
Center area are one block north and one block
south of Williams Drive. However, a separate
cycle track, located parallel to the sidewalk, is
recommended for this area as well, in order
to provide a bike route along the corridor
through the Center Area.
72 June 19, 2017 W Central Dr.Austin Ave.Austin Ave.Golden Oaks DrLakeway Dr.Bootys Crossing Rd.River Bend Dr.I-35I-35W
i
l
l
i
a
m
s
D
r
.
W
i
l
l
i
am
s
D
r
.
New connections throughout the
corridor and centers area could
provide an additional four miles
of street network. These primarily
development driven improvements
would provide additional capacity
and connections away from
Williams Drive (up to an additional
40,000 vehicle trips daily).
4. Connect to the river trail
The City’s investment in trails along the
San Gabriel River remains underutilized by
many residents of the Center area due to the
inaccessibility of the trail system. Clear linkage
to the trail, as well as bike facility maps
illustrating how to connect to the river trails
are needed.
5. Fill in the sidewalk gaps
Due to the age of development in the Center
area, few of the blocks have continuous
sidewalks along them. It is critical to the
safety of pedestrians that these gaps get
filled in, with assistance from the City. Since
new development may be many years away, a
partnership between the City and existing land
owners is needed to accomplish this goal.
6. Close redundant curb cuts
Where side street access, rear access
or connected parking lots are available,
redundant curb cuts along Williams Drive
should be closed to reduce friction along the
roadway and improve public safety both on
the road and on the adjacent sidewalks.
Figure 32: PrOPOSeD NeW CONNeCTiONS iN THe CeNTerS AreA
New Road
New Private Road
73 June 19, 2017
7. Create transit stops
As the City begins to invest in its own transit
system along Williams Drive, it will become
important to create safe transit stops for users
of the new system. In the Center area, the bus
will most likely travel within the existing lanes
due to limited right-of-way.
Bus stops should be well-signed, and provide
shade and sitting opportunities for those
awaiting the service. Further analysis of
additional bus stop locations is recommended
upon the beginning of the Williams Drive
route.
8. Ensure traffic calming for
parallel connections
In the near future, Georgetown will have a
new bridge over I-35 at Northwest Boulevard.
This bridge is intended to serve as a reliever
facility during construction of the new
diverging diamond intersection and bridge
at Williams Drive. When the amount of traffic
on Northwest Boulevard spikes during the
construction period, it will be especially
important for the City to have traffic calming
options installed along that route well in
advance.
The following page provides a toolkit of some
of these traffic calming options that would be
installed along collectors or neighborhood
streets. Tools can include physical changes
to the configuration of the roadway as shown
on the following page, or with new roadway
features such as real-time digital speed signs
to inform drivers of their current speed.
Figure 33: PLANNeD TrANSiT rOuTeS iN THe CeNTerS AreA
Transit Stop
Route 2
Route 4
74 June 19, 2017 CHAPTER 5 | KEY NETWORK OPPORTUNITIES
Speed Management
Figure 5-4.
illustrate physical speed reduction
measures.
Median Island
.
Speed Humps and Speed Tables
.
Mini Roundabout
to the .
Lateral Shift Pinch Point
5-5CHAPTER 5 | KEY NETWORK OPPORTUNITIES
Speed Management
Figure 5-4.
illustrate physical speed reduction
measures.
Median Island
.
Speed Humps and Speed Tables
.
Mini Roundabout
to the .
Lateral Shift Pinch Point
5-5 CHAPTER 5 | KEY NETWORK OPPORTUNITIES
Speed Management
Figure 5-4.
illustrate physical speed reduction
measures.
Median Island
.
Speed Humps and Speed Tables
.
Mini Roundabout
to the .
Lateral Shift Pinch Point
5-5CHAPTER 5 | KEY NETWORK OPPORTUNITIES
Speed Management
Figure 5-4.
illustrate physical speed reduction
measures.
Median Island
.
Speed Humps and Speed Tables
.
Mini Roundabout
to the .
Lateral Shift Pinch Point
5-5 CHAPTER 5 | KEY NETWORK OPPORTUNITIES
Speed Management
Figure 5-4.
illustrate physical speed reduction
measures.
Median Island
.
Speed Humps and Speed Tables
.
Mini Roundabout
to the .
Lateral Shift Pinch Point
5-5
Speed Hump/Table
Speed humps and tables
apply vertical deflection
in the roadway that is
designed to limit the
speed of traffic. The main
difference between humps
and tables are length and
profile.
Mini Roundabout
Mini roundabouts are
roundabouts with a
small footprint and fully
traversable central island.
Lateral Shift
Lateral shifts are
realignments of an
otherwise straight travel
path. When multiple
lateral shifts are applied to
form an S-shaped curve it
is called a chicane.
Pinch Point
Pinch points, also
called chokers, are curb
extensions or edge islands
at mid-block locations
which narrows the road for
a short distance, forcing
all motorists to merge into
a single lane.
Median Island
Median island are raised
islands located along the
centerline of a street that
narrow the travel lanes
and require deflection
of an otherwise straight
travel path.
Speed Management
This page presents concepts for speed management along collectors or neighborhood streets, such as along Northwest Boulevard.
75 June 19, 2017
ENHANCE THE URBAN FORM AND CHARACTER OF THE AREA
WHAT We HeArD: There are not enough places to hang out, where you can eat, drink and relax, within comfortable
walking distance from my house.
WHAT We PrOPOSe:
9. Encourage mixed-use development. 12. Use the amenity of the river to organize new development.
10. Strengthen subarea identity. 13. Develop enhanced standards for landscaping and signage.
11. Create new open spaces within large development sites.
9. Encourage mixed-use development
One significant way to reduce trips as new development occurs is
to ensure that they include a mix of uses. Where new residential
development includes nearby retail, services and open space as well
as employment opportunities, it will reduce the need for parking
(due to sharing of spaces among uses).
The compactness of mixed in the Center area also encourages
additional trips by bike and on foot. In fact, it allows for a car-free
lifestyle for those who have the flexibility to live and work in the
same general area.
10. Strengthen subarea identity
In order to strengthen the unique character of the various segments
of Williams Drive in the Center area, a series of subareas has been
mapped. The intent of each subarea is to take existing characteristics
and ensure they are followed in new development or redevelopment.
This includes patterns like the depth of landscaped front yards,
existing street trees and front yard trees, the placement of buildings,
and the location of parking.
11. Create new open spaces within large development sites
Large development sites provide one of the few opportunities to
provide new open spaces within the Center area. Development on
larger sites should include a requirement for enhancement of some
portion of the site as an amenity, both for the development and the
community. In many cases, these amenity spaces can serve multiple
purposes, providing options for management of stormwater, in
addition to passive recreation.
12. Use the amenity of the river to organize new development
The San Gabriel River is an amenity that is underutilized by
development near the river at the present time. In addition to linking
to the trails along the river itself, views from the bluffs along the
southern edge of the Center area are spectacular. Recent development
near downtown has illustrated how to line the bluff with development
to take advantage of the views of the river. Inviting the public to enjoy
views through siting of restaurants and other community facilities
along the rim of the bluff would encourage more residents to enjoy
this amazing resource.
76 June 19, 2017
13. Develop enhanced standards for landscaping and signage.
Landscaping is a key element of site design, and often includes
buffers, parking lots and the streetscape. Landscaping along streets
is often highly visible and is a key determinant of local identity. In
more urban areas, streetscapes are often limited to street trees and
small planting areas, while in less urban areas streetscapes can also
include berms and planting strips. Specific landscaping requirements
should be developed for each transection section along Williams Drive
and should include planting requirements for each Frontage type. All
parking lots visible from the street should be screened from view by
a small hedge or low wall. New construction or additions should be
required to retain existing landscaping and vegetation to the greatest
extent possible.
In the Center Area, signage should be human scale and serve both
pedestrians and automobiles. This may mean eliminating large
freestanding signs and relying more heavily on wall signs and
projecting signs that entice the pedestrian on the sidewalk and not
vehicles on the street.
77 June 19, 2017
WHAT We HeArD: i love downtown, but i have to drive there. Could we get some places like downtown to extend to
Williams Drive?
WHAT We PrOPOSe:
14. Create a context sensitive mixed-use center that extends toward the Downtown area.
15. Promote transit-supportive development densities.
16. Widen sidewalks, add street trees and lights.
17. Pull buildings up to the street.
18. Slow the traffic on Williams Drive down
14. Create a context sensitive mixed-use center
that extends toward the Downtown area.
Downtown Georgetown has become a real hotspot over the past ten
years (through significant efforts that include private development
as well as the City). The most recent activity has expanded northward
up Austin Avenue. With the new park planning for San Gabriel Park,
the diverging diamond intersection at I-35 and Williams Drive, as
well as the Northwest Boulevard bridge over I-35, it is inevitable that
development will continue to move northward along Austin Avenue.
The location of the Georgetown Independent School District site (the
GISD site is currently in limited use primarily for bus storage) is likely
to draw activity to the west side of I-35 -- opening new opportunities
for other mixed-use centers similar or complimentary to the
Downtown area.
The City should promote and encourage this northward development,
but at the same time, ensure that new activity improves the traffic
challenges and enhances the look and feel of the corridor as a whole.
15. Promote transit-supportive development densities
In support of the recent announcement of transit running along
Williams Drive as far west as the Lake Aire center (Georgetown Health
Foundation), the City should focus on creating transit ready intensities
of development along the corridor in order to support that bus
connection. Using the Center area as a starting place for consideration
of additional height on large parcels where it can be tapered off in
height to surrounding development is one way to support the new
transit opportunity.
In general, most professionals consider a minimum average density
of 7 units per acre to be “transit-ready.” The current pattern of multi-
family north of Williams Drive at Lakeway meets this definition today,
as would the new multi-family development just west of I-35 and north
of the GISD site. Most of the remainder of the Center area is not yet
transit-supportive in its intensity.
USE CATALYTIC SITES TO PROMOTE A NEW FORM OF DEVELOPMENT
78 June 19, 2017
16. Widen sidewalks, add
street trees and lights.
As the Center area becomes more walkable
(with new development adjacent to Williams
Drive), it is important to ensure that each
development provide the appropriate
infrastructure in the adjacent right-of-way.
The future transect of these areas describes,
in general, the necessary improvements.
These include wide sidewalks, street trees
and pedestrian lighting. All new development
activity in the Center area should provide
these minimum basic needs to enhance
walkability, define a sense of place, and
promote the corridor as a premier gateway.
17. Pull buildings up to the street.
When retail development sits on the site far
removed from the nearby sidewalk, every
pedestrian trip past the site is a wasted
opportunity for a sale. Pulling building
frontages up to the street generates activity at
the street edge, visual interest for pedestrians,
and sales for retailers. It enhances any
pedestrian environment, making it more
walkable. The location of parking to the rear
continues to provide easy access, but does not
interrupt the relationship between pedestrians
and the shop windows along the street. As
the Center area becomes a mixed-use center
similar to downtown, it must focus on this key
element of walkability.
18. Slow the traffic on Williams Drive down.
There are a variety of minor modifications
to Williams Drive through the Center area
that are likely to slow vehicles down to a
safe speed (that more accurately matches
the posted speed limit). These elements are
primarily focused on changing the perception
of the corridor by narrowing the lane width,
adding a center median with turn pockets (in
place of the current continuous turn lane),
and street trees adjacent to the roadway. All
of the elements, when combined, will help
slow traffic to the posted speed limit and
substantially improve pedestrian and bicycle
safety throughout the Center area.
79 June 19, 2017
PROPOSED
CENTER AREA TRANSECTS
Lakeway Dr. to Golden Oaks Dr.
Rivery Blvd. to I-35
Austin Ave
Golden Oaks Dr. to Rivery Blvd.W Central Dr.Austin Ave.Austin Ave.Golden Oaks DrLakeway Dr.Bootys Crossing Rd.River Bend Dr.I-35I-35Lakeway Dr. to Golden Oaks Dr.
Golden Oaks Dr. to Rivery Blvd.
Rivery Blvd. to I-35
Austin Ave.
80 June 19, 2017
LAKEWAY TO GOLDEN OAKS
EXISTING CONDITIONS
Right-of-Way 70’ to 85’
Shoulder Width --
Travel Lane Width (4)11.5’
Center Turn Lane Width 12’
Total Pavement Width 60’
Frontage
»15’ wide landscape buffer planted
with formal vegetation.
»Buildings pulled up to internal
sidewalk or set behind a double
row and aisle of parking.
»Curb cuts consolidated, backage road
provides inter-parcel connectivity.
Pedestrians/Cyclists
»8’ wide sidewalk on both sides of street.
»8’ wide tree lawn with formalized
street tree planting.
»Primary bike route off of
Williams Drive (Dawn Drive).
Automobiles
»11’ wide outside travel lane.
»10.5’ wide inside travel lane.
RECOMMENDATIONS
Buildings
»Moderate
transparency and
entrance spacing.
Stormwater
»11’ wide landscaped median.
»Use planted medians for
conveyance of stormwater
where possible/appropriate.
81 June 19, 2017
A
E
F
C
B
E
F
C
Existing curb cuts consolidated
and reduced. Adjacent parking and
circulation areas are linked behind
buildings away from Williams Drive.
Sidewalk and cycle track at grade,
materials carried across driveway
to reinforce visual cues that
pedestrians and cyclists have right-
of-way.
Curbside pull-out bus facility. Bus
exits travel lane completely for
passenger boarding and alighting,
and then merges back into the flow
of traffic.
Shared parking lot serves multiple
destinations. Destinations either
share patrons, so that people
park once and visit multiple
destinations, or have different
periods when parking demand is
highest.
To maintain traffic flow, new
medians include left turn lanes
at major intersections and key
driveways.
A
B
Plan View: Typical Improvement Examples (Lakeway to Golden Oaks)
D Stormwater management features
incorporated into center medians.D
82 June 19, 2017
RECOMMENDATIONS
EXISTING CONDITIONS
Right-of-Way 70’ to 120’
Shoulder Width --
Travel Lane Width (4)11.5’
Center Turn Lane Width 12’
Total Pavement Width 60’
Frontage
»Scenic corridor and mature
tree canopy preserved.
»40’ wide frontage.
»Where practical, no
parking between
building and street.
»Where possible, driveways
consolidated and shared.
Pedestrians/Cyclists
»8’ wide sidewalk on
both sides of street.
»6’ wide tree lawn,
supplement preserved
front yard trees.
»Primary bike route
off of Williams Drive
(Dawn Drive).
Automobiles
»11’ wide outside travel lane.
»10.5’ wide inside travel lane.
»14’ wide center turn lane
(too many small lots with
individual driveways to
loose center turn lane).
Buildings
»Small scale structures
with building length
restrictions.
»Limited transparency
and entrance spacing.
GOLDEN OAKS TO RIVERY
83 June 19, 2017
A
E
C
B
D
C
Existing curb cuts consolidated
and reduced. Adjacent parking and
circulation areas are linked behind
buildings away from Williams Drive.
Sidewalk and cycle track at grade,
materials carried across driveway
to reinforce visual cues that
pedestrians and cyclists have right-
of-way.
In-lane bus facility with adjacent
covered bus shelter cut into tree
lawn. Bus stays in travel lane for
passenger boarding and alighting.
Shared parking lot serves multiple
destinations. Destinations either
share patrons, so that people
park once and visit multiple
destinations, or have different
periods when parking demand is
highest.
A
B
Plan View: Typical Improvement Examples (Golden Oaks to Rivery)
D
84 June 19, 2017
RECOMMENDATIONS
EXISTING CONDITIONS
Right-of-Way 70’ to 160’
Shoulder Width --
Travel Lane Width (4)11.5’
Center Turn Lane Width 12’
Total Pavement Width 60’
Frontage/Buildings
»Heavy pedestrian/
cyclist environment
»Buildings pulled up
to sidewalk.
»Hight transparency and
entrance spacing.
»Curb cuts closed.
Pedestrians/Cyclists
»6’ wide designated cycle
track on both sides of street.
»8’ wide tree lawn with
formalized street
tree planting.
»10’ wide sidewalk on
both sides of street.
Automobiles
»10.5’ wide outside travel lane.
»10’ wide inside travel lane.
RIVERY TO I-35
Stormwater
»13’ wide landscaped median.
»Use planted medians for
conveyance of stormwater
where possible/appropriate.
85 June 19, 2017
A
C
B
C
Existing curb cuts consolidated
and reduced. Adjacent parking and
circulation areas are linked behind
buildings away from Williams Drive.
Sidewalk and cycle track at grade,
materials carried across driveway
to reinforce visual cues that
pedestrians and cyclists have right-
of-way.
To maintain traffic flow, new
medians include left turn lanes
at major intersections and key
driveways.
A
B
Plan View: Typical Improvement Examples (Rivery to I35)
D Stormwater management features
incorporated into center medians.D
86 June 19, 2017
RECOMMENDATIONS
EXISTING CONDITIONS
Right-of-Way 100’ to 160’
Shoulder Width --
Travel Lane Width (4)11.5’
Center Turn Lane Width 12’
Total Pavement Width 60’
Frontage
»Access lanes with parallel
parking allows for enhanced
pedestrian environment.
»Buildings address sidewalk
and access lane to create
a more walkable setting,
Pedestrians/Cyclists
»6’ wide designated cycle
track on both sides of street.
»8’ wide tree lawn with
formalized street
tree planting.
»6’ wide sidewalk on
both sides of street.
Automobiles
»11’ wide outside travel lane.
»10.5’ wide inside travel lane.
Buildings
»Moderate
transparency
and entrance
spacing.
AUSTIN AVENUE
Stormwater
»11’ wide landscaped median.
»Use planted medians for
conveyance of stormwater
where possible/appropriate.
87 June 19, 2017 W Central Dr.Austin Ave.Austin Ave.Golden Oaks DrLakeway Dr.Bootys Crossing Rd.River Bend Dr.I-35I-35Urban Mixed Use
Suburban Mixed Use
Office/High Density Housing
Small Office/Medium Density Housing
Highway Commercial
High Density Mixed Housing
Medium Density Mixed Housing
Single-Family
Civic
Park
FUTURE LAND USE
During the charrette week, a future land use
map and corresponding proposed zoning
districts were prepared based on input from
citizens and analysis by the consultant team.
The land use map shown in Figure 34 is the
basis for land use recommendations and
proivdes the underlying foundation for the
development of future zoning districts.
It was clear that there was too much
commercial zoning in the center area,
especially in areas with little traffic, where
retail is not viable.
Each district proposes allowed building
types, generalized uses, height, and setbacks.
The following pages illustrate each character
area and explain in text and pictures the
form and character of each area. The
number listed with the character area name
represents the suggested maximum building
height to be allowed.
Figure 34: PrOPOSeD LAND uSe MAP
New Street Connections
88 June 19, 2017 I-35I-35URBAN MIXED USE
Description:Mixed-use, walkable, urban
area that allows for a variety
of uses.
Use:Townhouse, apartment,
assisted living, lodging,
office, medical office, retail,
service, restaurant, civic.
Front setback:0 feet min to 10 feet
Height:6 stories/75 feet.
Urban Mixed Use
89 June 19, 2017 I-35I-35SUBURBAN MIXED USE
Description:Buildings setback from street
behind a double row of
parking.
Uses:Townhouse, apartment,
assisted living, lodging,
office, medical office, retail,
service, restaurant, civic.
Front Setback:100 feet max.
Height:3 stories/40 feet.
Suburban Mixed Use
90 June 19, 2017 I-35I-35E/HIGH DENSITY HOUSING
Description:Mixed residential and
employment adjacent to
commercial services.
Use:Townhouse, apartments,
assisted living, office,
medical office, civic.
Front Setback:10 feet min to 30 feet max.
Height:3 stories/40 feet.
Office/High Density Housing
91 June 19, 2017 I-35I-35AL
Description:Large-scale highway-
oriented commercial
developments (also
encouraging neighborhood
retail).
Use:Big box, lodging, office,
medical office, retail, service,
restaurant, civic.
Front Setback:50 feet min.
Height:4 stories/55 feet.
Highway Commercial
92 June 19, 2017 I-35I-35SMALL OFFICE/MEDIUM DENSITY HOUSI
Description:Small office or residential
buildings with parking in rear
where practical.
Use:Townhouse, multiplex, office,
medical office.
Front setback:40 feet min.
Height (max):3 stories/35 feet.
Small Office/Medium Density Housing
93 June 19, 2017 I-35I-35HIGH DENSITY MIXED HOUSIN
Description:Variety of higher intensity
residential housing.
Use:Townhouse, apartment,
assisted living.
Front Setback:25 feet min.
Height:4 stories/50 feet.
High Density Mixed Housing
94 June 19, 2017 I-35I-35MEDIUM DENSITY MIXED HOUSING
Description:Missing middle housing
compatible with conventional
single-family.
Use:Small-lot single-family,
duplexes, cottage courts,
townhouses, multiplexes.
Front Setback:15 feet min.
Height:3 stories/35 feet.
Medium Density Mixed Housing
95 June 19, 2017 I-35I-35Single Family
Description:Single-family
Use:Single-family
Front Setback:15 feet min.
Height:3 stories/35 feet.
96 June 19, 2017 I-35I-35CIVIC
Description:Intended for large civic
and institutional uses that
serve the surrounding
neighborhood.
Use:Schools, places of worship,
public facilities such as
regional fire stations and
city-owned facilitates.
Front Setback:15 feet min.
Height:50 feet.
Civic
97 June 19, 2017
CATALYTIC SITE
During the charrette, a phased conceptual
plan was produced for the Georgetown ISD
site representing how the site may develop as
a catalyst for change in the area.
The following is an illustrative concept that
represents how the site could potentially
redevelop over time. This plan phases
market-feasible development on the GISD site
in 5-year increments and then describes how
the site could build momentum and inspire
development in the surrounding area.
98 June 19, 2017
Phase I: 0-5 years
A New alignment of Rivery Blvd.
B 3 story townhouses/apartments
C 3 story apartments
D New Rivery Blvd roundabout
E 3 story apartments
F 2 story townhouses fronting
new neighborhood park
In the first 5 years, development will likely
occur along the new extension of Rivery
Boulevard. Rivery Boulevard will provide
significant access to the underdeveloped
portion of the school site allowing a developer
to forgo investments in infrastructure
and demolition in the first phase of
redevelopment. In this phase, the developer is
able to test the market by supplying a variety
of in-demand housing types while building
momentum for higher intensity development
in future phases. The existing school buildings
remain intact through this phase, and can
continue to be used by the school district for
administrative purposes.
G Existing houses with accessory
dwelling units fronting new park
A
B
C D
E
F
G
Rivery Bl
v
d
W
i
l
l
i
a
m
s
D
r
Morris DrPark LnApproximately 6 acres of development
99 June 19, 2017
Phase II: 6-10 years In Phase II (6-10 years out), the GISD site could
support a small grocery store and single-story
retail while preserving potential on the rest
of the site to develop as an urban mixed use
center in future phases. This phase suggests
the acquisition and demolition of the small
medical offices along Williams Drive and for
the development of a surface parking lot to
service the grocery store. The existing school
buildings remain intact, and can continue to
be used by the school district or could be
adapted to be used as creative office space or
multi-family housing.
A Single-story retail (small-scale,
approximately 36K square feet)
B New street provides access to
retail and existing school
C Surface parking supports new retail
A
BC
Rivery Bl
v
d
W
i
l
l
i
a
m
s
D
r
Park LnMorris DrApproximately 10.5 acres of development
100 June 19, 2017
Phase III: 10+ years Phase III (10+ years) illustrates how the site
could be transformed into a mixed use,
walkable activity center, establishing a new
destination along Williams Drive. The existing
school buildings are demolished.
A 2 or 3-story surface-parked mixed use
buildings fronts Williams Drive (ground
floor retail with residential above)
B Plaza with retail or restaurants
on ground floor
C Linear green serves as gateway
to new development (Morris
Dr. extended to Park Ln.)
D 2 or 3-story mixed use buildings
with tuck-under parking (ground
floor retail with residential above)
A
B
C
D
Rivery Blv
d
W
i
l
l
i
a
m
s
D
r
Morris DrPark LnApproximately 17 acres of development
101 June 19, 2017
Build-out with Expansion Future development of properties adjacent
to the GISD site would help complete the
transformation of the school site into a
walkable urban district.
This illustration represents what could happen
if the two additional parcels on Williams
Drive were acquired and redeveloped to
include a 3-story mixed use building and a
new stormwater facility that would also serve
an area amenity. Hiding parking in the rear
improves the walkability of this key portion of
Williams Drive.
A New park captures additional runoff and
serves an outdoor gathering space for the
area.
B 2 or 3-story mixed use buildings screen
parking, creating a continuous walkable
environment along this key portion of
Williams Drive.
A
B
Rivery Blvd
W
i
l
l
i
a
m
s
D
r
Morris DrPark LnApproximately 18.2 acres of development
102 June 19, 2017
Build-out with Structured Parking Replacing the surface parking with structured
parking would allow for more intensity on the
site. The increased density would help support
more retail and residential activity in the area.
However, even in 10 years, the market is
unlikely to support the cost of structured
parking. A public-private partnership to split
the cost may be needed.
A A 5-story apartment building and
6-story mixed use building share
a semi-private courtyard
B Structured parking replaces
surface parking
C Parking garage allows for taller buildings
(5-6 story mixed use buildings)
A
B
CRivery BlvdW
i
l
l
i
a
m
s
D
r
Morris DrPark LnApproximately 18.2 acres of development
103 June 19, 2017
Build-out with Spin-Off Development The establishment of a walkable center at
the GISD site could serve as a catalyst to
development on the surrounding parcels.
The land on the south side of Williams Drive
could redevelop as a continuation of the
urban center. Mixed use development would
front Williams Drive and urban residential
development would front the bluff over
the San Gabriel River. Additional spin-off
development would likely occur along the I-35
Frontage Road and north of Northwest Blvd.
A 2 or 3-story mixed use buildings
front Williams Drive (ground floor
retail with residential above)
B Reconfigured gas pumps with market
C Live/work or townhouses overlook bluff
D Riverside closed at Williams Drive
with highway oriented commercial
along I-35 frontage road
E Park Lane becomes shared
street lined with 3-story mixed
use or live/work buildings
F Small multi-family infill
A
B
C
D
E
FRivery BlvdW
i
l
l
i
a
m
s
D
r
Park LnMorris DrApproximately 18.2 acres of development plus spin-off development
104 June 19, 2017
Pedestrians
»14’ sidewalk
with street
trees in grates.
Pedestrians
»Alternatively, there
could be a 6’ tree lawn
with an 8’ sidewalk.
Automobiles
»8’ wide on-street
parking lane.
»10’ wide
travel lane.
»Bikes/cars share
travel lane.
14’8’
6’8’
8’
10’10’
Typical Secondary Street Configuration of Catalytic Site
105 June 19, 2017
A
A
B
C CC
GEORGETOWN HEALTH FOUNDATION
A Existing buildings retained
B Approximately 400 spaces retained
C Three new 2-story infill
buildings - ground floor retail
with medical office above
Short-Term The Lake Aire Medical Center provides another
opportunity to illustrate future redevelopment
concepts, especially how phasing might occur
on an existing site with substantial tenants
remaining in place during redevelopment.
The Center is currently underutilized, a large
surface parking lot takes up the majority of
land between Williams Drive and the main
building on the site. In the short-term, a
portion of the parking lot could be replaced
with three 2-story mixed use buildings that
front Williams Drive. These new buildings
could contain 2 stories of medical office
or they could contain ground floor retail
with medical office above. There are still
approximately 400 parking spaces remaining
on the site - plenty to serve both the existing
and the new development.
Williams Dr
Dawn Dr
106 June 19, 2017
A AA
D
E E E E
BB B B
C
C
F
A New townhouses
B Four new 2- or 3-story
apartment buildings
C New townhouses
D New single-story medical office building
E Four new 2-story infill buildings - ground
floor retail with medical office above
F Approximately 400 parking spaces
Long-Term with Mixed Use Emphasis
Williams Dr
Dawn Dr
Looking slightly further out (10+ years), the
Center could be extensively redeveloped.
A new set of townhouses could be built on
vacant land that fronts Dawn Drive - adding
more “missing middle” housing options to
the area. A series of new apartments and
townhouses could replace existing buildings
on the site - adding residential units that
could be targeted to seniors who may like to
live within walking distance of key medical
services. A new multi-story medical facility
could be added to the core of the site,
serving as the new focal point of the Center.
Mixed use retail buildings continue to line
Williams Drive.River Bend Dr
107 June 19, 2017
A AA
D
E F F F
BB B B
C
C
G A New townhouses
B Four new 2- or 3-story
apartment buildings
C New townhouses
D Larger multi-story medical office facility
E Single-story retail building
Three new 2-story medical
office buildings
G Approximately 350 parking spaces
Long-Term With Office Emphasis
River Bend DrDawn Dr
Williams Dr
Alternatively, the Center could be redeveloped
with more of a focus on medical office. The
proposed residential remains; however, a more
substantial medical facility could anchor the
Center. And the mixed use retail along Williams
Drive could be prepositioned to focus more
on the medical/wellness industry. A small
amount retail could be maintained at the key
intersection of River Bend Drive and Williams
Drive.
F
108 June 19, 2017
Implementation Plan
IMPLEMENTATION
The adoption of this Study is the first step in
the implementation process. It is the product
of considerable effort on the part of City and
CAMPO elected and appointed officials, the
Steering Committee, the Public Works and
Planning Department, community leaders, and
involved citizens.
Moving the Study’s Concept Plan from its
long-term vision to reality is critical. It is a
deliberate process accomplished through
sound transportation and development
decisions, policy-based decisions, land-
regulation tools, coordination and
partnerships, and special projects and studies.
MONITORING
A planning process does not have a defined
beginning and end. It is an on-going process
that responds to new information and
circumstances, and incorporates changing
conditions into decisions. Circumstances that
may change include physical conditions of
infrastructure, economic climate, the natural
environment, and social and community goals.
Once the Study is adopted, it will need to
be revised from time to time to ensure that
it stays consistent and relevant to current
conditions. It is best that the City continue
in the same partnership manner it has to
undertake the creation of the Williams Drive
Study.
Periodically and prior to preparing the annual
City operating budget, City staff should
undertake an assessment that documents
the impacts of the project implementation
activities. This could be accomplished with
preparing the update to that year’s CIP.
The purpose of the update is to re-evaluate
the goals, policies, and projects contained
within this Study and to develop new policies,
if necessary, to make sure that it is effective.
The update process is further described in the
next section.
109 June 19, 2017
FISCAL
CONSIDERATIONS
The implementation of the plan will require
the City's financial commitment along with
partnering and support from local and
regional entities such as CAMPO, TxDOT
and the private development community to
carry out the policies and achieve the vision
and goals set forth herein. These financial
commitments should include existing
programs and policies the City currently has
in place. Although it is the City’s intent to
administer this plan with the current financial
resources available, funds may need to be set
aside in future budgets and from joint funding
partnerships (i.e., private development) to
carry out some of the recommended actions.
In many cases, funding may be available
from outside sources. When opportunities
become available, the City should seek these
funds through Federal, State or local grants,
loans and other financial resources through
collaboration with CAMPO and TxDOT amongst
others. In order to take advantage of these
resources and be well positioned when they
become available, it is important for the City
to keep the plan and CIP updated.
PROJECT
IMPLEMENTATION
This plan is a long-term document meaning
that not all of the recommendations can and
should be implemented immediately.
The projects and action items have been
broken into three time frames; short term (0
to 4 years), medium term (5 to 10 years), and
long term (11+ years). The implementation
matrix on the following pages contains key
information about the project including action
item, planning level costs, possible funding
sources, time frame and project driver.
110 June 19, 2017
Time- frame No.Action Item Length Project Cost Estimate
Potential Funding Source
Funded / Committed Partners
Short (o - 4 years)T-01 Rivery Blvd extension from Williams Dr to Northwest Blvd (build).42 miles $10,500,000 2015 Road Bond X
T-02
Reconstruction and new construction of Northwest Blvd from
Fondana Dr to Austin Ave, including proposed bridge over IH 35
(build)
.42 miles $11,150,000 2015 Road Bond X
T-03 Intersection improvement at Williams Dr and IH-35 .27 miles $52,000,000 TxDOT My35 X TxDOT
T-04 Eastbound right-turn lane Williams Dr to SB Rivery Blvd .04 miles $345,959 Developer/City of
Georgetown X Rivery TIA
T-05 Northbound right-turn Rivery Blvd to eastbound Williams Dr .034 miles $284,000 Developer/City of
Georgetown X Rivery TIA
T-06 Intersection operation improvements for Austin Ave and
Williams Dr .04 miles $500 Developer/City of
Georgetown TxDOT
T-07
Preliminary Engineering analysis for access management/
driveway consolidation, intersection improvements, network
connections, capacity, speed, and utilities
7 miles $515,000
TIA Funds/TIRZ
Fund/City General
Fund
T-08
Install a painted median and center left hand turn pockets
along one of the character areas of the Williams Dr corridor
(pilot program)
1 mile $18,303 City General Fund
T-09 Traffic Signal Coordination from Austin Avenue to Jim Hogg Rd 5.8 miles $24,000 City General Fund X
T-10
"Inventory existing traffic signal infrastructure and identify
standard
operating systems/upgrades, limited implementation"
5.8 miles $24,000 City General Fund X
T-11 Promote Go-Geo $5,000 City General Fund
T-12 Communication/Public Education about alternate routes, best
practices/suggestions during peak hours. $10,000
T-13 Work with the Post Office to relocate individual mail boxes USPS USPS
T-14 Establish Traffic Management Center (TMC) and appropriate
staffing 6 miles $200,000 Bonds
T-15 Work with Police Department for enforcement and traffic control $25,000 TIA Funds, Bonds
T-16
Stripe Northwest Blvd to accommodate a 10 foot center turn
lane, two 10 foot through lanes, and two 5-foot bike lanes on
either side off the roadway
1.2 miles $304,128 Street
Maintenance
T-17 Install raised, planted center medians with left hand turn
pockets in the Centers Area 1.25 miles $2,376,000
Bonds,
GTEC, Street
Maintenance
TRAFFIC CONGESTION AND OPERATIONS IMPLEMENTATION PLAN
111 June 19, 2017
Time- frame No.Action Item Length Project Cost Estimate
Potential Funding Source
Funded / Committed Partners
Mid (5 - 10 years)T-18
Reconfigure Northwest Blvd's 40 foot wide roadway to
accommodate a 10 foot center turn lane, two 10 foot through
lanes, and two 5-foot bike lanes on either side off the roadway
1.2 miles $4,093,056 City General Fund
T-19 New Roadway to connect Rivery Blvd to Riverside Dr 0.40 miles $4,224,000 TIRZ Funds
T-20 Implement a center island on Northwest Blvd at Windmill Cove N/A $38,016 City General Fund
T-21 Implement shared streets within the Georgetown Independent
School District site N/A N/A Developer Funds GISD
T-22 Extend Apple Creek Dr to connect to Northwest Blvd 0.10 miles $1,056,000 Developer/Bonds Developer
T-23 Install raised, planted center medians with left hand turn
pockets in the Corridor Area (Lakeway Dr to DB Wood Blvd)2.3 miles $4,324,320 Bonds
T-24 New construction of frontage road on northbound IH 35 from
Williams Dr to Lakeway Bridge (build)1.90 miles $7,000,000 2015 Road Bond X
T-25 Reconstruction of DB Wood Dr from Oak Ridge Dr To Lake
Overlook Dr (Plan)1.46 miles $8,000,000 2015 Road Bond X
T-26 Reconstruction of Shell Rd from Williams Dr to Shell Spur Rd
(Plan)
2.45 miles $18,480,000 2015 Road Bond X
T-27 Reconstruction of IH 35 SB Frontage Rd from Williams Dr To
Rivery Blvd (plan)
.54 miles $4,436,000 2015 Road Bond X
T-28 Intersection improvements along Williams Dr from Rivery Blvd to
IH 35 Frontage Rd (plan)
.38 miles $1,894,000 2015 Road Bond X
Long (Beyond 10 years)* *Timeframe to be Development DrivenT-29 New Roadway connecting Limestone Lake Dr to Williams Dr 0.5 miles $5,280,000 Developer/Bonds Developer
T-30 New Roadway connecting Verde Vista Dr to Williams Dr at
Woodlake Dr
0.25 miles $2,640,000 Developer/Bonds Developer
T-31 New Roadway to connect La Paloma Dr to Sabine Dr 0.50 miles $5,280,000 Developer/Bonds Developer
T-32 New Roadway to connect Country Rd to Pecan Lane at Booty's
Crossing Rd
0.40 miles $4,224,000 Developer/Bonds Developer
T-33 New Roadway to connect Serenada Dr to Oak Crest Lane at
Booty's Crossing Rd
0.50 miles $5,280,000 Developer/Bonds Developer
T-34 New Roadway to connect Lakeway Dr to River Bend Dr at
Westwood Lane
0.40 miles $4,224,000 Developer/Bonds Developer
T-35 New Roadway to connect River Bend Lane to Park Lane 0.30 miles $3,168,000 Developer/Bonds Developer
T-36 New Roadway to connect Oak Lane Circle between Ranch Rd and
Parkway Street
0.06 miles $633,600 Developer/Bonds Developer
T-37 New Roadway to connect W Janis Dr to Park Lane 0.25 miles $2,640,000 Developer/Bonds Developer
T-38 Install raised, planted center medians with left hand turn
pockets in the Corridor Area (DB Wood Blvd to Jim Hogg Rd)
2.3 miles $4,324,320 Bonds
Total Costs: $169,021,202
112 June 19, 2017
Time- frame No.Action Item Length Project Cost Estimate
Potential Funding Source
Funded / Committed Partners
Short (0 - 4 years)R-01 Update the City’s Comprehensive Plan to incorporate Williams
Dr recommendations Staff Time Funded - FY2017
Budget X
R-02 Amend the FLU map to include a subarea plan for the Centers
Area $24,500 TIRZ Funds X
R-03 Adjust the TIRZ boundary to include the entirety of the GISD site
and adjacent sites and develop TIRZ spending plan Staff Time
R-04 Engineering studies for water, wastewater, drainage/stormwater/
water quality $200,000 City General Fund,
Utility Fund
R-05 Work with GISD on potential redevelopment of catalytic site N/A GISD
R-06
Review and update the development standards applicable
to properties in the Williams Dr Centers Area, specifically
regulations pertaining to block/lot standards, landscaping,
signage, and streetscape improvements
Staff Time
R-07 Adopt a MU district/SP overlay district/Rezoning for the Centers
Area Staff Time
R-08 Adopt a MU district/SP overlay district/Rezoning for the
Catalytic Site(s) Staff Time
R-09 Create a special assessment/financial district to fund these
recommended public projects Staff Time
BARRIERS TO REDEVELOPMENT IMPLEMENTATION PLAN
Total Costs: $224,500, plus Staff Time
113 June 19, 2017
AESTHETICS ENHANCEMENTS IMPLEMENTATION PLAN
Time-
frame No.Action Item Length Project Cost Estimate
Potential Funding Source
Funded /
Committed Partners
Short (0 - 4 years)A-01 Update City’s Comprehensive Plan to incorporate Williams Dr
recommendations, specifically as it applies to gateways Staff Time Funded - FY2017
Budget X
A-02 Remove empty telephone poles on the north side of Williams Dr
between Shell Rd and La Paloma $500
City of
Georgetown
Electric Fund
A-03
Update the City's UDC relating to the Gateway Overlay district
standards as these apply to the Williams Dr Corridor. This may
include new regulations pertaining to signage, front building
façade and parking in addition to landscaping.
Staff Time
A-04 Undertake corridor wide signage and wayfinding study $40,000 TIRZ Funds, City
General Fund
A-05 Intersection demonstration gardens at the intersection of
Williams Dr and I-35 $5,000 TDS TDS/Wilco Master
Naturalists
Mid (5 - 10 years)A-06 Draft and adopt a grant program to incentivize or assist in
signage, street frontage landscaping and other streetscape
improvements
Staff Time
CAMPO/TxDOT
A-07 Implement corridor wide aesthetic enhancements (landscaping,
street lighting, signage and wayfinding) $100,000 TIRZ Funds, GTEC,
City General Fund
TxDOT
Total Costs: $145,500, plus Staff Time
114 June 19, 2017
PEDESTRIAN/BICYCLE FACILITIES IMPLEMENTATION PLAN
Time- frame No.Action Item Length
Project
Cost
Estimate
Potential
Funding
Source
Funded / Committed Partners
Short (0 - 4 years)P-01 Design and construction of sidewalk along the west side of
Austin Ave from Morrow St to Williams Dr .16 miles $20,000 2015 Bonds X TxDOT
P-02 Remove mid-block pedestrian crossing on Williams Dr between
I-35 and Rivery Blvd 0.01 miles $1,000 Street
Maintenance
P-03 Preliminary Engineering analysis and schematic design for
bikeways along and parallel to Williams Dr 7 miles $5,000 TIRZ Fund/City
General Fund
P-04 Undertake a Citywide Bicycle Master Plan N/A $65,000 City General Fund
P-05
APS Signal Upgrades at Williams Dr and Lakeway Dr, Williams Dr
and Shell/DB Wood Rd, Williams Dr and Wildwood Dr, Williams
Dr and Lakewood Dr, and Williams Dr and Rivery Blvd
5 signals $250,000 2015 City Bonds X
P-06 Implement buffered bike lanes along both sides of Williams Dr
between Jim Hogg Rd and Lakeway Dr 5 miles $409,500 Street
Maintenance
P-07 Implement an on-street bicycle lane along W Sequoia Spur from
Shell Rd to Val Verde Dr 0.7 miles $49,379
Street
Maintenance,
Parks
P-08
Implement on-street bicycle lanes along Serenada Dr between
Booty's Crossing and Northwest Blvd, continuing east along
Northwest Blvd to just east of E. Janis Dr
1.6 miles $112,865
Street
Maintenance,
Parks
P-09
Implement parallel signed bicycle routes along Park Lane
between Williams Dr and W Central Dr, along Dawn Dr between
Park Lane and Western Trail, and along Mesquite Lane between
Booty's Crossing and Rivery Blvd
3.6 miles $215,931 City General Fund
P-10
Install and repair sidewalks and curb ramps along Williams Dr
between Lakeway Dr and Rivery Blvd, and Lakeway Dr between
Williams Dr and Northwest Blvd
1 mile of
sidewalk $316,800 City General Fund
P-11 Install and repair sidewalks and curb ramps along Whisper Oaks
Dr between Lakeway Dr and Northwest Blvd
.17 mile of
sidewalk $52,560 City General Fund
P-12 Install and repair sidewalks and curb ramps along Broken Spoke
Trl between Western Trail and Lakeway Dr
.19 mile of
sidewalk $60,000 City General Fund
115 June 19, 2017
Time- frame No.Action Item Length
Project
Cost
Estimate
Potential
Funding
Source
Funded / Committed Partners
Mid (5 - 10 years)P-13 Install and repair sidewalks and curb ramps along Williams Dr
between Estrella Crossing and Lakeway Dr
2 miles of
sidewalk $633,600 City General Fund
P-14 Implement on-street bicycle lanes along Shell Rd and DB Wood
Rd between Westbury Lane and Cedar Breaks Rd 3.4 miles $239,839 City General Fund
P-15
Install and repair sidewalks and curb ramps along Shell/
DB Wood Rd between Lake Overlook Rd and the city limit at
approximately Westbury Lane
3 miles of
sidewalk $950,400 City General Fund,
PID Developer
P-16 Implement on-street bicycle lanes along Country Rd from
Williams Dr to the proposed sidepath at Booty's Crossing Rd 0.42 miles $29,627 City General Fund
P-17 Implement a sidepath on I-35 south Frontage Rd from Northwest
Blvd to Rivery Blvd 1 mile $2,756,160 TxDOT My35 TxDOT
P-18
Implement a sidepath from Apple Creek Dr along the north
side of I-35 to the I-35 north Frontage Rd and extending to San
Gabriel Village Blvd
1 mile $1,378,080 TxDOT My35 TxDOT
P-19 Implement a sidepath along Booty's Crossing Rd between
Williams Dr and DB Wood Rd 1.9 miles $5,236,704
City General Fund,
Future Bond
Election, Private
Development
P-20 Implement a sidepath on Rivery Blvd Extended from Northwest
Blvd to Williams Dr 0.5 miles $1,378,080
City General
Fund/ Private
Development
Developer
Long (Beyond 10 years)* *Timeframe to be Development DrivenP-21 Install and repair sidewalks and curb ramps along streets
surrounding Georgetown Independent School District site
including Park Lane, Shannon Lane, and Janis Dr
2 miles of
sidewalk $1,193,914
Site Development GISD
P-22 Implement a cycle track along both sides of Williams Dr between
Rivery Blvd and I-35
1 mile $2,756,160 Private
Development
Developer
P-23 Implement a sidepath along Williams Dr between Jim Hogg Rd
and Lakeway Dr
4.3 miles
$11,851,488
City General Fund,
Future Bond
Election, Private
Development
Developer
P-24 Implement a sidepath along Northwest Blvd from just east of E.
Janis Dr, across I-35, to San Gabriel Park
1 mile
$2,756,160
City General Fund,
Future Bond
Election, Private
Development
Developer
Total Costs: $32,718,247
116 June 19, 2017
Goal Metric Target Current Benchmark
Support corridor-wide
and regional sustainable
growth and economic
development.
20-minute neighborhood (residential units within 3,500 feet
of mixed use district via street or trail network)100% of residential units 57%
15-minute walk to nature (1,250 feet of park or trail via street
network)100% of residential units 56%
10-minute walk to transit (1,250 feet of a transit stop via
street or trail network)50% of residential units 35%
Increase housing diversity types to promote greater
opportunities to live and work in the study area Increase 19%
Protect and enhance
quality of life.
Miles of missing sidewalk (excluding trails) within the
corridor Decrease 6.7 miles
Miles of bicycle facilities (dedicated on-street facilities +
trails) within the corridor Increase < 1 mile
Pedestrian and bicyclist volumes on city trails Increase TBD (annual manual counts)
Enhance multimodal
movement and
transportation
operations.
Non-drive alone mode share by residents and workers Increase 20%
Crashes on major and minor arterials involving pedestrians
and bicycles Decrease 7 (2010-2015)
Crashes of all types on major and minor arterials Decrease 837 (2010-2015)
(Georgetown Police)
Transit travel time reliability – on-time performance TBD TBD
Corridor travel time – vehicle hours delay Decrease 192 hrs (AM), 267 hrs (PM)
Encourage development
that creates a variety
of context sensitive,
mixed-use services
that are accessible
to neighborhoods.
Increase percentage of desirable uses as defined by the
Retail and Recruitment Strategies Report Increase (adjusted for inflation)% as defined by R&R report
Change in property tax revenue within the study area Increase (adjusted for inflation)$1.05 million (Corridor)
$1.16 million (Centers)
Change in sales tax revenue within the study area Increase (adjusted for inflation)TBD
Pedestrian counts at key crossing locations Increase Annual Counts Needed
PERFORMANCE MEASURES
117 June 19, 2017
FOOT NOTE REFERENCES
1 American Association of State Highway and Transportation Officials. (2004). A policy on geometric design of
highways and streets (5th ed.). Washington, DC: AASHTO. Pp. 473
2 Potts, I.B., Harwood, D.W., & Richard, K.R. (2007). Relationship of lane width to safety for urban and suburban
arterials. Geometric design and the effects on traffic operations 2007. Washington, DC: Transportation Research
Board. Pp. 63-82
3 FHWA Mitigation Strategies for Design Exceptions Chapter 3 “The 13 Controlling Criteria” (July 2007) http://safety.
fhwa.dot.gov/geometric/pubs/mitigationstrategies/chapter3/3_lanewidth.htm
4 Transportation Research Board. (2000). Highway Capacity Manual. Washington, DC: Transportation Research Board
5 Florida Department of Transportation (2007). Appendix A-P and Appendix Q. Conserve By Bicycle Program Study
Final Report. Tallahassee, FL: FDOT. www.mpo-swfl.org/content/PR/Conserve_By_Bicycle_Program_Study.pdf P. A152
6 “The Truth about Lane Widths.” Pedestrian and Bicycle Information Center. http://www.walkinginfo.org/library/
details.cfm?id=4348 (accessed October 26, 2012)
7 Texas Department of Transportation Road Design Manual, State of Texas (2014). Pp. 2-5
8 Texas Department of Transportation Road Design Manual, State of Texas (2014) Chapter 3-3