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O-1880-10-00ORDINANCE NO. 1880-10-00 ' AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF ALLEN, COLLIN COUNTY, TEXAS, AMENDING THE 1998 COMPREHENSIVE PLAN, ORDINANCE NO. 1616-7-98 BY AMENDING A PORTION OF THE TRANSPORTATION ELEMENT OF THE 1998 COMPREHENSIVE PLAN, TABLE 4.6 THOROUGHFARE PLAN AND PLATE 5 MAJOR THOROUGHFARE PLAN; PROVIDING A SEVERABILITY CLAUSE; PROVIDING A REPEALING CLAUSE; AND PROVIDING AN EFFECTIVE DATE. WHEREAS, the Planning and Zoning Commission and the goveming body of the City of Allen recognize the need to update to the 1998 Comprehensive Plan and Thoroughfare Plan to guide the growth and development of the community; and, WHEREAS, the Planning and Zoning Commission of the City of Allen, and the governing body of the City of Allen, in compliance with the laws of the State of Texas and the ordinances of the City of Allen, have given the requisite notices by publication and otherwise, and after holding due hearings and affording a full and fair hearing to all the property owners generally and to all persons interested and situated in the affected area, and in the vicinity thereof, and in the exercise of its legislative discretion, have concluded that the 1998 Comprehensive Plan and Thoroughfare Plan adopted by Code Ordinance No. 1616-7-98, should be amended. NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF ALLEN, COLLIN COUNTY, TEXAS, THAT: ' SECTION I: The Transportation Element of the 1998 Comprehensive Plan, Table 4.6 Thoroughfare Plan and Plate 5 Major Thoroughfare Plan adopted by Ordinance No. 1616-7-98 are hereby amended in part as set forth in Exhibit "A" attached hereto and made a part hereof for all purposes. SECTION 2. All ordinances of the City of Allen in conflict with the provisions of this ordinance shall be, and the same are hereby, repealed; provided, however, that all other provisions of said ordinances not in conflict herewith shall remain in full force and effect. SECTION 3. Should any word, sentence, paragraph, subdivision, clause, phrase or section of this ordinance, be adjudged or held to be void or unconstltutional, the same shall not affect the validity of the remaining portions of said ordinance or the 1998 Comprehensive Plan, Ordinance No. 1616-7-98, as amended hereby, which shall remain in full force and effect. SECTION 4. This ordinance shall take effect immediately from and after its passage and publication in accordance with the provisions of the Charter of the City of Allen, and it is accordingly so ordained. DULY PASSED AND APPROVED BY THE CITY COUNCIL OF THE CITY OF ALLEN, COLLIN COUNTY, TEXAS, ON THIS THE 5th DAY OF OCTOBER, 2000. APPROVED: Stephen Terrell,' NaYOR ' APPROVED AS TO FORM: ATTEST: n Peter G. Smith, CITYKI TORNEY A(dy MorHson, CMC/AAE, CITY SECRETARY C�3i" Q . �nF%1��� "-ice; ��"moi_ ��.1� _e : � � ��� COMPREHENSIVE PLAN 2000 Update • TRANSPORTATION The Thoroughfare Plan is designed to provide an efficient roadway system for future growth and land development. The plan, which accommodates future transportation needs while protecting the neighborhood concept, serves as a guide to the City of Allen, its citizens and future development. It also enables individual developments to be coordinated and integrated into an overall neighborhood unit concept. This guideline establishes a classification system for a hierarchy of roadway cross-sections needed to serve the future traffic demands. It also provides a framework for a secondary collector system that serves to distribute traffic onto major and regional arterial roadways. The Thoroughfare Plan includes a definition of roadway types, pavement cross-sections and right-of-way widths. The plan focuses principally on the roadway system, but alternative modes of transportation such as bicycle and pedestrian improvements are also addressed. Goals and Policies The major transportation themes were developed from the 1985 Comprehensive Plan and updated in the 1992 Comprehensive Plan. During 1985, 1990, and 1997, the citizens of Allen were surveyed to identify concerns about existing and future development of the City. The recurring theme for these surveys was concern over the transportation system. The 1998 Plan reflected the concerns of the citizens about the urgency of resolving transportation issues. The specific goals and implementation strategies identified in this Plan recognize the enormous • strides that have been made in improving mobility since 1998 and seek to continue progress toward a safe and effective thoroughfare system. 2.000 General Goal: Develop and maintain an efficient and safe transportation system. 2.010 Soecific Goal: Develop a thoroughfare system with adequate capacity to accommodate future growth and include provision for mass transit and light rail (Dallas Area Rapid Transit —'DART). 2.011 Implementation Strategy: Continue to use LOS °C' as design objective for the thoroughfare system. 2.012 Implementation Strategy: Maintain the capacity of existing major thoroughfares and plan for future thoroughfares adjacent to high intensity land use corridors along U.S. 75 and S.H. 121. 2.013 Implementation Strategy: Continue to coordinate with the responsible government agency(s) to improve operation and maintenance of S.H. 121, F.M. 2170 and S.H. 5, as well as all major thoroughfares. 2.014 Implementation Strategy: Utilize the TranPlan computer transportation modeling to plan for an efficient system of major and secondary thoroughfares and collector system. 2.015 Implementation Strategy: Continue to require increased right-of-way at intersections of major thoroughfares to allow for intersection improvements such as dual left tum and exclusive right tum lanes. 4.1 COMPREHENSIVE PLAN 2000 Update . 2.020 Specific Goal: Emphasize safety on the major thoroughfares. 2.021 Implementation Strategy: Coordinate the major street system with existing and forecasted adjacent land use. 2.022 Implementation Strategy: Future school and community park sites should be located on collector streets only. Only neighborhood parks should be allowed on local residential streets. 2.023 Implementation Strategy: Where schools are adjacent to existing collector streets, sidewalks and crosswalks shall be required. School zone flashers should be located at locations found appropriate by the Traffic Engineer. 2.024 Implementation Strategy: All existing major intersections should be reviewed on an annual basis to determine the need for pedestrian safety measures (traffic signals, crosswalks and sidewalks). Warranted traffic signals, including pedestrian lights, should be provided. 2.025 Implementation Strategy: Coordinate with A.I.S.D. to develop a school pedestrian routing plan for each school site and establish school safety policy that addresses crosswalk standards, signage, and crossing guard protection. 2.030 Specific Goal: All options for seeking inclusion into the DART public transit system for bus and light rail system or for the development of an, independent transit system should be kept open. is 2.031 Implementation Strategy: Work with proper agencies to obtain any and all transportation services necessary. 2.032 Implementation Strategy: Plan for the implementation of park and ride facility. Thorouahfares Allen's Relationship to the Regional Transportation System Allen is located on the six -lane U.S. 75 (Central Expressway) between Plano and McKinney. State Highway 121 has been identified a future expressway corridor linking Allen with the Dallas/Ft. Worth Airport and the McKinney Airport. Existing Thoroughfare System The City's thoroughfare system has evolved from a loosely defined network of State highways, Farm to Market (FM) roads and county roads maintained by Collin County. The majority of these roads were two-lane asphalt or gravel lanes built along section and property lines with sharp ninety -degree curves. Following urbanization, the number of roads in Allen meeting this description continues to decline. In 1985, the City adopted a Thoroughfare Plan consisting only of major arterial streets based on the 1984 North Central Texas Council of Governments (NCTCOG) transportation model and the Collin County Thoroughfare Plan. Under the 1985 plan, major roadways were classified as major and minor arterial roadways. Major (6 -LD) east to west arterial roadways consisted of • Chaparral Road, Bethany Drive, McDermott Drive/Main Street, Exchange Parkway/Rowlett Road, Stacy Road and Ridgeview Drive. Major north to south roadways consisted of F.M. 4.2 COMPREHENSIVE PLAN 2000 Update . 2551, Allen Heights Drive, Jupiter Road, S.H. 5, U.S. 75, Watters Road, Alma Drive and Custer Road. In the 1992 Plan, minor revisions to the thoroughfare system included the extension of F.M. 2551 as a six -lane divided road to Stacy Road, and the inclusion of Malone Road as a two-lane undivided thoroughfare (between Chaparral Road and Main Street). Minor realignments were also proposed on various streets north of Stacy Road including the interchanges with S.H. 121. Finally, the extension of Rowlett Road, west of Alma Drive was deleted. Various zoning and development activities resulted in amendments to the Thoroughfare Plan in 1993 and 1994 including the realignment and extension of Exchange Parkway from Alma Drive to S.H. 121, the deletion of Bethany Drive between Alma Drive (south of Ridgeview Drive) to Alma Drive (south of McDermott), and the realignment of Bray Central Drive and Raintree Circle. In 1998, the Plan showed a system of collectors for the first time. Traffic Model Overview The North Central Texas Council of Governments (NCTCOG) completed the first traffic model for Allen in 1984. This model was used for the 1985 Comprehensive Plan and Its update in 1992. In 1998, the City implemented a computer-based transportation model (TranPlan) which developed base line (year 2000) and forecast scenario for the year 2020. The model assesses land use changes and determines the effect of development on the existing and proposed thoroughfare system. The model applies regional demographic characteristics and roadway information to projected land uses within the City in order to estimate traffic volumes on individual segments. Land use is determined by traffic survey • zones (TSZ) which correspond very closely with the City's 31 Neighborhood Planning Districts (NPDs) . All changes from earlier plans have been evaluated utilizing the plan. Table 4.a. illustrates the design standards for the City's thoroughfares. 4.3 4 IRW 41hw e ! !!§\! ;§z z- ! »§&!_§; / \6A r[) !�_, § ! §}}\; }&`(`! )) \� \�\\\\\\\O \ \ . . 2 \ \// oNWn§ M 3 O�,MF \§ }}fEf:§ > 0 - °> (�(��(\);§k®(!! §%$(§7§/°©§zD EL=))!D\2:* - -®9!!/§\\§Mf®�2 �(§§}k((/))!\s«:2/\j{�//: COMPREHENSIVE PLAN 2000 Update . Allen Thoroughfare Plan •Table 4.b illustrates an analysis of the cross section needs for the year 2020 traffic projected on the following major roadways. Plate 5 illustrates the Thoroughfare Plan, which includes major and minor arterials and collectors. 611 • • TABLE 4.b 6 I/ THOROUGHFAREPLAN Proposed Cross Sections at Design Capacity (LOS Ely 1 Facility Capacity LOSE In Daily Trips Proposed Cross-sectlon Ridgeview Drive 40,200 MBD Stacy Road 46,000 P6DA Exchange Parkway (Watters Road to U.S. 75) 55,500 PBD Exchange Parkway (S.H. 121 to Watters Road) 46,000 P6DA Exchange Parkway (U.S. 75 to F.M. 2551) 40,200 M61) Exchange Parkway (F.M. 2551 to C.L.L.) 26,800 M41) Main Street - U.S. 75 to F.M. 2551 40,200 MBD McDermott Drive from U.S. 75 to Alma Drive McDermott Drive from Alma Drive to Custer Road 40,200 Met) Bethany Drive 40,200 MBD Chaparral Road (S.H. 5 to Allen Heights Drive) 40,200 M6D Chaparral Road (Allen Heights Drive to FM 2551) 26,800 MAID F M 2551 40,200 MBD Malone Road 7,900 C2U Allen Heights Drive (Stacy Road to Main Street) 26,800 M4D Allen Heights Drive (FM 2170 to Chaparral Road) 40,200 MBD Jupiter Road 21.000 C4U S.H. 5 (Greenville Avenue) 40,200 M6D Watters Road 40,200 MBD Alma Drive (Ridgeview Drive to S.H. 121) 46,000 P6DA Alma Drive (Ridgeview Drive to Hedgcoxe Road) 40,200 MBD City Road 196 40,200 MBD 4.5 SF ,I A'Y At 01 COMPREHENSIVE PLAN Changes from the 1998 Thoroughfare Plan and CBD Plan are detailed in Table 5. 2000 Update Table 5 • Changes from the 1998 Plan NAME: FROM: TO: CLASS: CHANGE: Curtis Lane Stacy Road US 75 C Add Curtis Lane Stacy Road Raintree Circle C Add Collector N of Stacy Road & S of Ridgeview Drive CR 195 Watters Rd. Delete Collector W of Watters Rd. & E of Stacy Rd. SH 121 Stacy Rd. C Delete Collector W of Waters Rd & E of M41D Stacy Read Exchange Parkway C Delete Collector W of Watters Rd & E M4d Exchange Pkwy Bray Central C Delete Benton Drive McDermott Dr. Bray Central C Realign to M41) Collector N of Stacy Rd. & S of Ridgeview Dr. Collector Waters Rd. C Delete Collector S of SH 121 and N of Ridgeview Dr. Custer Rd. Ridgeview Drive C Delete IlCollector W of US 75 & E of CR 198 Collector Ridgeview Drive C Delete Collector W of CR 196 & E of Watters Road SH 121 Ridgeview Drive C Delete Collector (Country Brook) N of Exchange Pkwy and S of Stacy Rd SH 5 US 75 C Delete Raintree Circle N of Exchange Pkwy & S of Stacy Rd Waters Rd Benton Dr. Extension C Add Fountain Gate Drive Main St. (FM 2170) Allen Heights Dr. C Add Chaparral Road Malone Road FM 2551 M40 Realign to north Collector E of Custer Rd. & W of Twin Creeks Dr. McDermott Drive Exchange Parkway C Realign to west and extend to Exchange Pky. Collector E of Custer Rd. & W of Suncreek Dr Collector McDermott Dr. C Realign to west Old Custer Road Hedgcoxe Rd Wimbledon Dr. C Delete Butler Drive Century Drive US 75 C Add Collector N of Hedgooxe Rd. & S of McDermott Drive Suncreek Drive Collector C Delete Tatum Road North of Alma Dr. Bethany Dr. C Realign to Intersect Bethany Dr. 4.6 COMPREHENSIVE PLAN 2000 Update The Central Business District Improving the street system in the CBD plays a significant role in the downtown revitalization process. Currently, McDermott Drive is the only access road for people from the east and the west sides of the City going to the CBD. Although Cedar Drive connects the CBD area north to Exchange Parkway, the capacity of Cedar Drive is limited because of the sharp -curves. Because Cottonwood Creek forms a natural barrier between Greenville Avenue (SH 5) and the CBD area, there is presently no connection between the CBD and Greenville Avenue north of McDermott Drive, and because US 75 also represents significant impediments to access, there are currently only two access points between the CBD and the areas west of US 75, i.e. the McDermott Drive underpass and the Allen Drive overpass at US 75. Gateways Gateways should be defined to identify access points to the CBD from all directions.. Gateways on McDermott Drive should be defined at Century Parkway, Allen Drive, Ash Drive, Cedar Drive, and Dogwood Drive to provide this identity to the east, west and south. Gateways from the north should be established at Allen Drive and Cedar Drive. It is key to the redevelopment of the CBD that a gateway be established on SH 5. The intersections on McDermott Drive between US 75 and SH 5, both signalized and unsignalized, are presently operating at a Level of Service (LOS) D and E during peak periods. Additional development in the CBD area is expected to reduce service at these intersections to an unacceptable level. An alternate route that diverts a portion of the traffic from McDermott Drive should be established. Property west of SH 5 and east of Cottonwood Creek is only partially •developed, but does not permit the extension of a roadway from the CBD to SH 5 south of the Cottonwood Creek apartment complex, leaving the east extension of St. Mary's Drive as only possible alternative to connect the CBD and SH 5. The extension of St. Mary's Drive west to Allen Drive will improve the alignment on Allen Drive creating a T -intersection to eliminate the "big jog" on Allen Drive. The driveway from the Allen Medical Building should be reconfigured to connect to the proposed extension of St. Mary's Drive. The development of any light rail line system is likely to require an elevated section over Cottonwood Creek, facilitating the construction of east/west connections at St. Mary's Drive and Coats Drive. Standards for the CBD Collectors In certain areas of the CBD, the acquisition of additional right-of-way may be both difficult and undesirable. As a result, it is recommended that the standard established for the CBD be a fifty (50) foot right-of-way with a variable pavement section. The width of the paving section should depend on on -street parking and the need for wider sidewalks. It is recognized that additional ROW may be required for intersection improvements. Changes from Earlier Comprehensive Plan Documents In earlier Comprehensive Plans, the transportation element did not explicitly include the Central Business District (CBD). All provisions relating to the CBD were included only in the CBD element. For purposes of providing a comprehensive overview of all aspects of the transportation system, the circulation plan for the CBD is included here as an inset to Map 5. The principal streets identified in the CBD Plan are classified as collectors and modified collectors because of unique characteristics associated with development in the area. They are required to . provide adequate circulation within the established traditional grid street pattern. The changes from the existing Plan are identified in Table 6. 4.7 n U COMPREHENSIVE PLAN 2000 Update Table 6 Changes from the 7888 Plan NAME: FROM: TO: CLASS: CHANGE: Main Street US 75 McDermott Drive C Upgraded Ash Street McDermott Drive St. Mary's Drive L Added St. Marys Drive Cedar Drive Allen Drive MC Added Allen Drive McDermott Drive Century Parkway C Deleted Cedar Drive McDermott Drive Ellis Drive L Deleted Coats Drive Ash Street Allen Drive L Added Allen Drive Main Street Bray Central Drive A Deleted C - Collector L -Local Street MC- Modified Collector A - Aaernative Cedar Drive south of McDermott Drive has been deleted since it is no longer included in the CBD. • Secondary Thorouahfare System The purpose of a secondary or collector system is to distribute traffic from local residential streets to the major arterial system. Secondary roadways or collectors are designed to provide access to major and minor thoroughfares and to limit cut -through traffic movements. The secondary system or collector should serve as an access route to schools, local parks/playgrounds and community services. These roadways may be curvilinear or disconnected if necessary to reduce traffic speeds through residential areas, and are illustrated on Map 5. The precise alignment and classification of proposed collectors will be determined based on adjacent land uses and traffic demand. Protectina the Capacity of the Thoroughfare System The capacity of thoroughfares is reduced by poorly controlled intersecting roadways, driveways and alleys. In addition to establishing a high degree of marginal and median control, the capacity of intersections is increased by expanding approaches to allow through traffic to proceed while also accommodating intersection turning movements. This is implemented by requiring additional right-of-way, deceleration lanes, dedicated left and right turn lanes, and synchronized signalization. Thoroughfares represent a considerable investment on the part of the City and the development community. It is important that the City plans for and protects the capacity in which it has invested. The Thoroughfare Plan alignments and recommended street cross-sections are predicated upon a land use characteristic of the traffic these land uses generate. 4.8 COMPREHENSIVE PIAN Other Transportation Modes 2000 Update . Transit. The Dallas Area Regional Transit (DART) operates a bus system serving adjacent cities and is implementing a very successful light rail system which will extend to the City of Plano by 2003. The DART light rail system utilizes an existing heavy rail corridor formerly owned by the Southern Pacific Railway Company, which extends from downtown Dallas to McKinney. Although the City of Allen is not a member of DART, it is anticipated that as a result of the financial and environmental costs of continued road -building in the Metroplex, transit will provide an increasingly attractive solution to regional mobility. It is extremely important that the city maintain open its options for the future, and plan accordingly. The feasibility of further extension of DART to McKinney is uncertain at the present time. It is recommended that the city initiate a joint study with the City of McKinney before 2003 to evaluate alternatives for transit north of Plano. In the meantime, the city should protect the existing railroad right-of-way from encroachment and inappropriate land uses. It is also recommended that the city consider the opportunities of either a depressed or elevated light rail system through the CBD. The existing thoroughfare system and the location of Cottonwood Creek will require careful study which should be presumed to require grade separation at critical locations, including Bethany Drive, McDermott Drive, Main Street, Cottonwood Creek, Exchange Parkway and Stacy Road. This alignment will also require careful analysis of any additional east -west roadways accessing U.S. 75. The opportunities for co -location of other modes including bicycle and pedestrian facilities should not be overlooked. The feasibility study should also address the type of station and facilities that will be needed to •provide access to transit patrons, whether bus or light rail, including parking, multi -modal transfer points and assess opportunities for shared resources. Map 6. identifies critical locations along the existing rail system and possible station locations. Bicycle Transportation A study titled a "Bikeway Technical Assistance ProjecP was prepared in September 1995 in cooperation with North Central Texas Council of Governments (NCTCOG). This Plan was not adopted but is currently being reevaluated for inclusion in this Plan. Joint recreation and transportation planning will identify opportunities for both types of use not only in conjunction with the thoroughfare system, but also as an adjunct of the linear park system. Schools, employment centers, parks, and major shopping centers should be linked to residential areas and integrated in a multi -modal network. It will be extremely important to identify alternatives to automotive trips. In Allen, the characteristics of the population establish different ages and skill levels of cyclists who would benefit from the system including school-age children and senior citizens, as well as adults. It is recommended that both on -road and off-road bicycle trails conform to the standards of AASHTO with particular attention paid to cyclist safety. It is for this reason that the proposed trail system avoids heavily traveled arterials approaching design capacity, particularly roads identified as truck and hazardous materials routes. Adequate linkages should be established with the regional trail systems and all systems should establish defined trailheads. •Regional off-road bicycle trails should be 3.8 meters or 12.5 feet in width to allow for passing and to accommodate pedestrians with a design speed of 25 miles per hour (mph). Local off-road bicycle trails should be hard surfaced a minimum of ten feet in width and grade separated where possible. Table 8 summarizes the regional trails proposed through Allen. 4.9 • 11 19if7 b 19 r1 q 71 q z 191 A =1;I W 2000 Update Table 8. SUMMARY OF REGIONAL TRAILS Trail Description Total Trail Length Trail Length in Allen Type Trail Length Lane Width River Crest Piano/McKinney 15.12 miles On -road Rowlett Creek 5.91 miles Off -Road On -road bicyle routes should be designed to achieve a Bicycle Level of Service (LOS) B. Map 8 and Table 9 outlines existing and proposed bicycle trails, as well as the location of multi -modal access points and trailheads. Table9. Allen Bicycle Trail Summary Trail FROM: TO: BLOS Type Trail Length Lane Width River Crest On -road Xxx miles Off -Road Trail signage 4.10 COMPREHENSIVE PLAN 2000 Update L Pedestrian Transportation �r The basic unit of transportation is the pedestrian. Since Allen much of Allen's growth has occurred with requirements for the construction of sidewalks as an integral part of development approvals, It is in the older parts of the community where additional attention to pedestrian access is essential, including access to schools and safe school crossings. The areas where sidewalks are deficient are identified on Map 9. and those areas where immediate remedies should be considered are indicated. Pedestrian access is a critical element in providing access to transit, where bus or light rail. Even in areas which presently have adequate sidewalks, additional requirements should be considered to provide for bus shelters and transit stops. 4.11