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HomeMy WebLinkAbout01-11-21 P&Z Agenda Packet P&Z Agenda – 01/11/21 Page 1 of 2 TOWN OF WESTLAKE PLANNING & ZONING COMMISSION AGENDA 1500 SOLANA BLVD, BUILDING 7, SUITE 7100, COUNCIL CHAMBER WESTLAKE, TX 76262 JANUARY 11, 2021 5:00 PM VIA VIRTUAL MEETING In accordance with Order of the Office of the Governor issued March 16, 2020 and March 19, 2020, the Planning & Zoning Commission of the Town of Westlake will conduct this virtual meeting at 5:00 p.m. on Monday, January, 11 2021 by video and telephonic conference in order to advance the public health goal of limiting face-to-face meetings (also called "social distancing") to slow the spread of the Coronavirus (COVID-19). There will be no public access to the physical location described above. A recording of the telephonic meeting will be made and will be available to the public in accordance with the Open Meetings Act. Instructions for public participation in the meeting by video conference and telephonic conference are as follows: By Video: By Telephone: http://bit.ly/towpz011121 Local: (346) 248-7799 Webinar ID: 899 1419 1163 Webinar ID: 899 1419 1163 Passcode: 482901 Passcode: 482901 Vision Statement An oasis of natural beauty that maintains our open spaces in balance with distinctive development, trails, and quality of life amenities amidst an ever expanding urban landscape. Regular Session 1. CALL TO ORDER 2. CITIZEN COMMENTS: This is an opportunity for citizens to address the Commission on any matter whether or not it is posted on the agenda. For those joining by videoconference: Any person desiring to make a public comment using a Windows computer must first press the “Raise Hand” button on the screen. Alternatively, the Alt+Y keyboard shortcut may be used to raise or lower their hand. Any person desiring to make a public comment using a Mac computer must first press the “Raise Hand” button on the screen. Alternatively, the Option+Y keyboard shortcut may be used to raise or lower their hand. For those joining by teleconference: Any person desiring to make a public comment must first press star-nine (*9) on their telephone keypad to “Raise their hand” to speak. Persons joining the meeting by teleconference my mute and unmute their phones by pressing star- 6 (*6). Citizens will be placed in a queue based on the order the hands were raised. The presiding officer will recognize callers based on the order of the queue, where they will be asked to P&Z Agenda – 01/11/21 Page 2 of 2 state their name and address. Individual citizen comments are normally limited to three (3) minutes; however, time limits can be adjusted by the presiding officer. The presiding officer may ask the citizen to hold their comment on an agenda item if the item is posted as a Public Hearing. The Commission cannot by law take action nor have any discussion or deliberations on any presentation made to the Commission at this time concerning an item not listed on the agenda. The Commission will receive the information, ask staff to review the matter, or an item may be noticed on a future agenda for deliberation or action. 3.DISCUSSION AND CONSIDERATION OF THE MINUTES FROM THE MEETING HELD OCTOBER 12, 2020. 4.DISCUSSION AND PRESENTATION REGARDING THE WESTLAKE ENTRADA DEVELOPMENT. 5.CONDUCT A PUBLIC HEARING AND CONSIDER RECOMMENDATION REGARDING PROPOSED AMENDMENTS TO PLANNED DEVELOPMENT ZONING DISTRICT NUMBER 3, PLANNING AREA 3 (PD3-3) AND PLANNED DEVELOPMENT ZONING DISTRICT NUMBER 3, PLANNING AREA 4 (PD3-4), GENERALLY LOCATED NORTH OF DOVE ROAD AND SOUTH OF SH 114 BETWEEN DAVIS BLVD. AND ROANOKE ROAD. 6.CONDUCT A PUBLIC HEARING AND CONSIDER A RECOMMENDATION OF A PROPOSED AMENDMENTS TO THE COMPREHENSIVE PLAN, ESTABLISHED BY ORDINANCE 747, AMENDING THE THOROUGHFARE PLAN. 7.ADJOURNMENT CERTIFICATION I certify that the above notice was posted at the Town Hall of the Town of Westlake, 1500 Solana Blvd., Bldg. 7, Ste. 7100, Westlake, Texas, 76262, January 8, 2021, by 5:00 p.m. under the Open Meetings Act, Chapter 551 of the Texas Government Code. _____________________________________ Todd Wood, Town Secretary If you plan to attend this public meeting and have a disability that requires special needs, please advise the Town Secretary 48 hours in advance at 817-490-5711 and reasonable accommodations will be made to assist you. CITIZEN COMMENTS: This is an opportunity for citizens to address the Commission on any matter whether or not it is posted on the agenda. For those joining by videoconference: Any person desiring to make a public comment using a Windows computer must first press the “Raise Hand” button on the screen. Alternatively, the Alt+Y keyboard shortcut may be used to raise or lower their hand. Any person desiring to make a public comment using a Mac computer must first press the “Raise Hand” button on the screen. Alternatively, the Option+Y keyboard shortcut may be used to raise or lower their hand. For those joining by teleconference: Any person desiring to make a public comment must first press star-nine (*9) on their telephone keypad to “Raise their hand” to speak. Persons joining the meeting by teleconference my mute and unmute their phones by pressing star-6 (*6). Citizens will be placed in a queue based on the order the hands were raised. The presiding officer will recognize callers based on the order of the queue, where they will be asked to state their name and address. Individual citizen comments are normally limited to three (3) minutes; however, time limits can be adjusted by the presiding officer. The presiding officer may ask the citizen to hold their comment on an agenda item if the item is posted as a Public Hearing. The Commission cannot by law take action nor have any discussion or deliberations on any presentation made to the Commission at this time concerning an item not listed on the agenda. The Commission will receive the information, ask staff to review the matter, or an item may be noticed on a future agenda for deliberation or action. Planning and Zoning Item # 2 – Citizen Comments P&Z Minutes 10/12/20 Page 1 of 5 MINUTES OF THE TOWN OF WESTLAKE, TEXAS PLANNING AND ZONING COMMISSION MEETING October 12, 2020 PRESENT: Commission Chairman Tim Brittan and Commissioners Michelle Lee, Kim Morris, Brad Swearingen, and Commissioner Appointee Diane Prager. ABSENT: Commissioners Ken Kraska and Sharon Sanden. OTHERS PRESENT: Assistant Town Manager Jarrod Greenwood, Director of Planning & Development Ron Ruthven, Town Secretary Todd Wood, IT Director Jason Power, Building Official Pat Cooke, Development Coordinator Nick Ford, Town Attorney Matthew Butler. Regular Session 1. CALL TO ORDER Chairman Brittan called the regular session to order at 5:02 p.m. 2. ADMINISTER THE OATH OF OFFICE TO A NEWLY APPOINTED COMMISSIONER. Town Secretary Todd Wood administered the oath of office to Mrs. Diane Pager for the office of Town of Westlake Planning and Zoning Commissioner. Commission Chairman Tim Brittan confirmed with Town Attorney Matthew Butler that Mrs. Prager would be included as a voting member of the Commission for items on this meeting’s agenda. Mr. Butler confirmed that she would, having been appointed by the Town Council and taken the oath of office. P&Z Minutes 10/12/20 Page 2 of 5 3. CITIZENS COMMENTS Commission Chairman Tim Brittan asked Town Secretary Todd Wood to provide instructions to the public regarding the steps necessary to make public comments by telephone or through the videoconference. No one addressed the Commission. 4. DISCUSSION AND CONSIDERATION OF THE MINUTES FROM THE MEETING HELD ON SEPTEMBER 21, 2020. Commission Chairman Brittan asked for a motion to approve Item #4. MOTION: Commissioner Lee made a motion to approve the minutes. Commissioner Morris seconded the motion. The motion carried by a vote of 4-0. 5. CONDUCT A PUBLIC HEARING AND CONSIDER A RECOMMENDATION REGARDING A FINAL PLAT FOR SCHWAB AT LAKE TURNER ADDITION LOT 1 BLOCK A, AN APPROXIMATELY 71.1394-ACRE PORTION OF PLANNED DEVELOPMENT DISTRICT 3, PLANNING AREA 5B (PD3-5B). Planning & Development Director Ron Ruthven introduced this item. He stated this was for the final plat on the Charles Schwab property, pertaining to the tract of land located on the southern end of Schwab Way. He indicated that this would be the final legislative act to occur before the two phases opened on the Schwab campus. This final plat is required prior to receiving certificates of occupancy, which will then be recorded by the county. Mr. Ruthven stated that this plat met all of the requirements by Town ordinances and local regulations, and staff recommended approval. He then asked if he could answer any questions from the Commission. Commissioner Lee asked Mr. Ruthven where the parkland dedication would be specifically located. Mr. Ruthven indicated that the final location of the parkland for dedication was still to be determined and would likely be located at the corner of Ottinger Road and Schwab Way. He stated that a meeting with Schwab representatives would be held this week, and this property would be dedicated by a separate instrument as a subsequent amendment to the plat. This would require a formal agreement to be executed between Schwab and the Town Council in order to accept the dedicated property. This property would be accessed by the public via Ottinger Road, Schwab Way, or both. Commissioner Morris asked if there was any risk to approving the final plat prior to the parkland dedication occurring. Mr. Ruthven stated that this was not a risk, and the plat complies with the original zoning of the property. When the original zoning was approved, Schwab had not made the decision to move their headquarters to Westlake. Since that decision has now been confirmed, it has required some additional planning by Schwab staff and is a remaining condition to receiving the final Certificate of Occupancy. P&Z Minutes 10/12/20 Page 3 of 5 Commission Chairman Brittan opened the public hearing at 5:16 p.m. No one addressed the Commission. Commission Chairman Brittan closed the public hearing at 5:16 p.m. Commission Chairman Brittan then asked for a motion to approve Item #5. MOTION: Commissioner Swearingen made a motion to approve Item #5. Commissioner Prager seconded the motion. The motion carried by a vote of 4-0. 6. CONDUCT A PUBLIC HEARING AND CONSIDER RECOMMENDATION OF AMENDMENTS TO ORDINANCES 720 AND 830 APPROVING AND AMENDING THE DEVELOPMENT PLAN FOR THE PD1-2 ZONING DISTRICT, KNOWN AS “WESTLAKE ENTRADA”, LOCATED NORTH OF SOLANA BLVD., EAST OF DAVIS BLVD., AND SOUTH OF STATE HIGHWAY 114. Planning & Development Director Ron Ruthven introduced this item. He began by stating that this item was a public hearing and consideration of a recommendation for a development plan amendment for the Entrada development. He noted that there was more to discuss in addition to the item being voted on to approve this recommendation. The Master Development Plan, which serves as the guiding document for Entrada, has not been updated since 2013. He then noted that some site plans have been approved since that time, and this update would address any minor deviations from the original Development Plan. Additionally, the developer has identified other changes that would require future amendments. Mr. Ruthven then stated that the amendment on this agenda only addresses the approvals that have occurred to date, and not those that the developer has identified for consideration moving forward. Mr. Ruthven indicated that the second portion that was for discussion only consisted of the changes being requested within the Entrada development, primarily with the Plaza Mayor, the gas well pad site, and some residential blocks around that area. More information would need to be received and reviewed prior to bringing this forward to the Commission and Town Council for consideration. Staff recommended approval of the amendments shown in “Exhibit 1”, subject to the staff recommendations contained on the agenda memo. Commission Chairman Brittan requested to hear from the developer. Michael Beaty addressed the Commission. He began by stating that many good things have happened since the approval of the original Development Plan in 2013 and expressed appreciation for the opportunity to present some of the ideas that were being considered for the development moving forward. He noted that “Exhibit 1” contained all of the site plan ordinances that had been approved to date. P&Z Minutes 10/12/20 Page 4 of 5 Commissioner Prager stated that she has noticed that progress seems very stagnant at the development, and often there are very few workers on the site. Mr. Beaty replied that there have been attempts to obtain building permits for the Plaza Mayor for over a year, and this has caused delays. He then said that to his knowledge, there are now plans to submit an additional Site Plan for “Block “K” at Plaza Mayor in order to move forward with construction. The exterior structures of the restaurants have been finished, and hopefully will be open by the spring of 2021 after delays due to the pandemic. He then said that once the service road along SH 114 has been completed, it will offer additional access and make these restaurants more marketable. Mr. Beaty then noted that Block “P” is currently on hold, and it is unknown whether this project will resume. Following the next round of site plan submittals next month, plans are in place to build large single-family homes. Next to the amphitheater, a vertically elevated mixed-use building will be proposed. Additionally, the parking garage will hopefully be finished by the end of the year once the exterior stucco is applied. Commissioner Prager then asked Mr. Beaty if the Town Westlake has been the holdup. Mr. Beaty replied no, this is simply the process and the Entrada development has a significant level of detail that is required on individual site plans that are beyond what is normally dealt with in addition to plans changing over time. Commission Chairman Brittan opened the public hearing at 5:36 p.m. No one addressed the Commission. Commission Chairman Brittan closed the public hearing at 5:36 p.m. Commission Chairman Brittan then asked for a motion to approve the Development Plan Amendment on Item #6, shown as “Exhibit 1”, subject to the staff recommendations contained in the staff memo. MOTION: Commissioner Lee made a motion to approve Item #6, shown as “Exhibit 1”, subject to the staff recommendations contained in the staff memo. Commissioner Morris seconded the motion. The motion carried by a vote of 4-0. 7. ADJOURNMENT There being no further business to come before the Commissioners, Chairman Brittan asked for a motion to adjourn. MOTION: Commissioner Prager made a motion to adjourn the meeting. Commissioner Swearingen seconded the motion. The motion carried by a vote of 4-0. Chairman Brittan adjourned the meeting at 5:39 p.m. P&Z Minutes 10/12/20 Page 5 of 5 APPROVED BY THE PLANNING AND ZONING COMMISSION ON JANUARY 11, 2021. ________________________________ ATTEST: Chairman, Tim Brittan _____________________________________ Todd Wood, Town Secretary Page 1 of 1 WESTLAKE PLANNING & ZONING COMMISSION TYPE OF ACTION Workshop - Discussion Item Monday, January 11, 2021 TOPIC: Discussion and presentation regarding the Westlake Entrada development STAFF CONTACT: Ron Ruthven, Planning and Development Director Strategic Alignment Vision, Value, Mission Perspective Strategic Theme & Results Outcome Objective Planned / Responsible Development Citizen, Student & Stakeholder High Quality Planning, Design & Development - We are a desirable well planned, high-quality community that is distinguished by exemplary design standards. Preserve Desirability & Quality of Life Strategic Initiative Outside the Scope of Identified Strategic Initiatives EXECUTIVE SUMMARY (INCLUDING APPLICABLE ORGANIZATIONAL HISTORY) The purpose of this item is to discuss the Westlake Entrada development with development representatives and Town staff. A presentation will be provided at the meeting. Page 1 of 3 WESTLAKE PLANNING & ZONING COMMISSION TYPE OF ACTION Regular Meeting - Action Item Monday, January 11, 2021 TOPIC: Conduct a public hearing and consider recommendation regarding proposed amendments to Planned Development Zoning District Number 3, Planning Area 3 (PD3-3) and Planned Development Zoning District Number 3, Planning Area 4 (PD3-4), generally located north of Dove Road and south of SH 114 between Davis Blvd. and Roanoke Road. STAFF CONTACT: Ron Ruthven, Planning and Development Director Strategic Alignment Vision, Value, Mission Perspective Strategic Theme & Results Outcome Objective Planned / Responsible Development Citizen, Student & Stakeholder High Quality Planning, Design & Development - We are a desirable well planned, high-quality community that is distinguished by exemplary design standards. Preserve Desirability & Quality of Life Strategic Initiative Outside the Scope of Identified Strategic Initiatives EXECUTIVE SUMMARY (INCLUDING APPLICABLE ORGANIZATIONAL HISTORY) Russell Laughlin, on behalf of HW 2421 Land LP and HW 164 Land LP (a.k.a. Hillwood, owners of the subject property), is requesting to amend Planned Development District Number 3, Planning Area 4 (PD3-4) and Planned Development District Number 3, Planning Area 3 (PD3-3). The purpose of the amendments are to adjust the boundaries of the two districts where they intersect, transfer a portion of the zoning entitlements from one district to another, and rename PD3-4 and a portion of PD3-3. According to the applicant, the purpose of the requested change is to allow for a clean-up and modification of the planning areas. No other changes are proposed. There are no specific development proposals associated with the request. Page 2 of 3 CURRENT CONDITIONS PD3-4 currently contains 347.9 acres and is located on the south side of SH 114 between Schwab Way and Westlake Parkway. The district is located wholly within the Circle T Ranch, is mostly undeveloped and includes the existing ranch house and adjacent events building. PD3-3 is currently split into two separate areas. The west area contains 138 acres and is located between J.T. Ottinger Road and Roanoke Road, south and west of Westlake Academy. The east area contains 128.8 acres and is located north of Dove Road between the Deloitte campus (zoned PD3-12) and the Fidelity campus (zoned PD2). Both PD3-3 areas are undeveloped and located wholly within the Circle T Ranch. EXPLANATION AND ANALYSIS OF REQUEST The applicant proposes the following amendments: 1. Adjust the boundary between PD3-4 and the eastern portion of PD3-3. The proposed adjustment would result in a transfer of approximately 11.3 acres from the eastern portion of PD3-3 to PD3-4. 2. Rename the eastern portion of PD3-3 to PD3-12A, for which the resulting district area would be 117.64 acres. 3. Rename PD3-4 to PD3-4A. 4. Create a new zoning ordinance that governs PD3-12A and transfer 800,000 square feet of entitlement from PD3-3 to PD3-12A and 200,000 square feet of entitlement from PD3-4 to PD3-12A, further detailed as follows: PD3-3 PD3-4 PD3-4A PD3-12A Existing Proposed Existing Proposed Proposed Area 266.8 acres 138 acres 347.9 acres 359.2 acres 117.64 acres Office Uses (sq.ft. max) 1,014,000 * 564,000 no change no change see below Hotel with Conference Center Uses (sq.ft. max) 350,000 ** 0 no change no change see below Educational, Retail, Conference, Office, Data Center Uses (In aggregate) (sq.ft. max) n/a n/a n/a n/a **** 1,000,000 Mall Uses (sq.ft. max) n/a n/a 1,630,000 *** 1,430,000 All other uses no change no change no change no change same as PD3-3 * 450,000 sq.ft transferred to PD3-12A ** 350,000 sq.ft. transferred to PD3-12A *** 200,000 sq.ft. transferred to PD3-12A **** Maximum aggregate sq. ft. of all uses combined Page 3 of 3 The changes as proposed above result in no total increases to zoning entitlements or the overall current zoning areas of PD3-4 and PD3-3. STAFF RECOMMENDATIONS The proposal by the applicant does not involve any specific development proposals and does not result in any summary expansions to either the gross area or the overall entitlements contained within the zoning districts in question. The applicant proposes the changes for general clean-up and modification purposes. Staff recommends approval of this item as presented. ALTERNATIVE P&Z ACTIONS The Planning & Zoning Commission has the following options when considering this item: • Recommend approval as submitted • Recommend approval with modifications or additional condition(s) • Recommend approval with staff recommendations • Any combination of the above • Table the agenda item to a specific date with clarification of intent and purpose • Recommend denial TOWN COUNCIL ACTION If the Planning & Zoning Commission acts and makes a recommendation for approval/denial on this agenda item, then it will be scheduled for Town Council action on January 25, 2021. ATTACHMENTS • Location and Zoning Map • Documents provided by the Applicant Town of Westlake Zoning Map Proposed Amendment Area Proposed Amendment Area Proposed Amendment Area J: ( HILLWOOD A PEROT COMPANY" MEMO To: Ron Ruthven -Town of Westlake From: Joe Schneider -Hillwood ~ cc: See Below Date: December 22, 2020 \ Re: PD 3-4A Zoning x Urgent D For Review D Please Comment D Please Reply D Please Recycle • Notes As a follow up to the letter delivered to the Town on December 10, 2020 regarding the rezoning of PD 3-4A (attached), we understand that the Town of Westlake considers the boundary adjustment and the transfer of 200,000SF uses (to proposed PD 3-12A) to be a rezoning. Pursuant to your request, we are submitting an additional zoning application for these modifications (attached). The purpose of the requested change is to allow for a clean-up and modification of the boundary between PD 3-3 (Proposed PD 3-12A) and PD 3-4A, and to transfer approximately 200,000 SF from the "Mall" category to be utilized as gross square footage in the proposed PD 3-12A. All other uses, building entitlements, regulations and development requirements remain unchanged in PD 3-4A. The proposed rezoning would produce the following results: Planned Development Area Total S q uare Footaa e (all uses) Acreage 3-4A 3,099,925 359.20 3-12A 1,000,000 117.60 3-3 (Remaining -W. of PD 3-12) 564,000 138.04 At your request, we will be delivering a check in the amount of $15,860.00 (in addition to the previously submitted $20,000) to cover the town fees for this request. The requested PD 3-12A PD ordinance modification was also delivered to the town on December 10th for review and comment. We look forward to the Planning and Zoning Commission meeting in January and the Town Council meeting in February to further present this request for approvals. Thanks, and please call with questions. CC: Amanda DeGan , Robin McCaffery, Robert Folzenlogen , Russell Laughlin 9800 Hillwood Pa rkway , Suite 300 Fort Worth , Texas 76177 81 7-224-6000 J:( HILLWOOD A PEROT COMPANY® L. Russell Laughlin Erecutii'e Vice President 817.224.6017 December 10, 2020 Mrs. Amanda DeGan Town Manager Town of Westlake 1500 Solana Blvd. Westlake, TX 7 6262 Subject: PD 3-4A Dear Mrs. DeGan, HW 2421 Land, L.P. and HW 2421 Barn LLC (collectively HW 2421) are the owners of the property within apportion of PD 3-3 and all of PD 3-4A. In conjunction with the upcoming change in zoning on a portion of PD 3-3 (proposed to be named 3-12A), HW 2421 is requesting two revisions to PD 3-4A. These changes include: • Reduction to the total square footage allowed from the "Mall" category from 1,630,000 SF to 1,430,000 SF (with 200,000 SF being transferred to the proposed PD 3-12A). • Modification of the boundary, to accommodate PD 3-12A, per the attached exhibit. We anticipate that these revisions will be acted upon concurrently with the creation of the proposed PD 3-12A zoning area. Additionally, we understand that the Town would utilize an ordinance action like that used to transfer density from PD 3-3 to PD 3-5A (ordinance 768, approved on February 22, 2016). Thanks in advance for your consideration of this request. Please call with any questions you may have. ~ L. Russell Laughlin C: Ron Ruthven Robin Mccaffery Attachments 9800 llil/wood l'w/ii\',n Suiie 300 hm Worth. TX 76177 Phone 817 224 6000 laY ~/ 224 6061 Hit/wood.com Jc----:c,;1)) J // (\~ (, ...... 't::]·· ••• I . .... ) ~ I\ /( ), \ !l!!I PELOTON 1111 1 LAND IOLUTIOHS JOB #HWA18045 PD 3--4A Office Resort Hotel Mall Commercial Total SF 558,355sf 750,000sf 1,430,000sf 360,940sf 3,099,295sf ±359.2 Acres PROPOSED PD 3-12A DATE: 1211(}20 DRAWN: XXX DESIGNED: XXX V / PROPOSED PD BOUNDARY Page 1 of 4 WESTLAKE PLANNING & ZONING COMMISSION TYPE OF ACTION Regular Meeting - Action Item Monday, January 11, 2021 TOPIC: Conduct a public hearing and consider a recommendation of proposed amendments to the Comprehensive Plan, established by Ordinance 747, amending the Thoroughfare Plan. STAFF CONTACT: Ron Ruthven, Planning and Development Director Strategic Alignment Vision, Value, Mission Perspective Strategic Theme & Results Outcome Objective Planned / Responsible Development Citizen, Student & Stakeholder High Quality Planning, Design & Development - We are a desirable well planned, high-quality community that is distinguished by exemplary design standards. Preserve Desirability & Quality of Life Strategic Initiative Outside the Scope of Identified Strategic Initiatives EXECUTIVE SUMMARY (INCLUDING APPLICABLE ORGANIZATIONAL HISTORY) Hillwood is requesting an amendment to the Thoroughfare Plan in the 2015 Forging Westlake Comprehensive Plan. The specific request is for the removal of the Pearson/114 Connector, located between between Westlake Parkway and Dove Road as shown on the Thoroughfare Plan. As part of the companion zoning amendment request from Hillwood on this agenda, the zoning area that contains the portion of roadway to be removed is the proposed PD3-12A. No portion of the Pearson/114 Connector has been constructed to date. Typically, given the future roadway’s position in the Thoroughfare Plan, it would be constructed upon development of the land immediately adjacent to the future roadway. EXPLANATION OF REQUEST The Pearson/114 Connector is designated as “Town Arterial” in the plan. The Thoroughfare Plan describes a Town Arterial as follows: Page 2 of 4 “Town Arterial: Streets that serve destinations within in the Town and provide continuity with the Regional System. Town Arterials are located in places where locally originated and imported traffic comingle in the kind of robust flow to and from desired local destinations that is typical of a vibrant township. It is an important aspect of “town” that the presence of place is expressed as a network of roadways serving destinations within the town fabric. Therefore, one moves from Regional Arterial to Town Arterial as they come into the Town and seek the destination offerings of the Township. In many historic towns along hub and spoke systems, the regionally connected road enters and becomes part of the local network as one moves from a rural environment to a more urbanized environment.” The prescribed cross-section for a Town Arterial (page 176 in the plan) contains a right-of-way (ROW) width of 88 to 102 feet with four vehicle lanes separated by a landscaped median, depicted as follows: The Pearson/114 Connector also includes two “special consideration” intersections on either end of the roadway and further described on page 175 in the plan as follows: “Note #2: The intersection of Capital Parkway and Pearson Lane: At a point in time when development occurs and the Capital Parkway and Ottinger Road thoroughfares are required, the T.I.A. will recommend the appropriate traffic handling requirements at this intersection. Note #4: The northerly extension of Pearson Lane from Dove Road to Capital Parkway: The intersection of the northerly extension of Pearson Lane and Dove Road will be made as an offset intersection at Dove Road, as shown on the Thoroughfare Plan. The design of the two intersections of Pearson Lane and Dove Road will be completed utilizing a design that produces the Page 3 of 4 most efficient traffic movement, which may likely include the installation of roundabouts at these two intersections.” Given the above recommendations contained in the Thoroughfare Plan, as part of their request to amend the plan, Hillwood conducted a Circle T Ranch Long-Term Transportation Infrastructure Needs Analysis prepared by a transportation engineering firm. The 166 page report outlines the current and future traffic needs of the town, utilizing background and future traffic projection information from State and regional transportation authorities. Hillwood states that the study was based on the original work completed during the preparation of the comprehensive plan, studies completed since that time (for the SH 170 main lane and the Schwab Campus projects), and traffic/population projections utilized by North Central Texas Council of Governments (NCTCOG). They state that the results of this update reinforced the lack of need for the "Pearson Connector" for any current or future development within the town. A copy of the report summary is attached and included with the other documents provided by the applicant. STAFF ANALYSIS AND RECOMMENDATIONS Staff performed a detailed review of the Circle T Ranch Long-Term Transportation Infrastructure Needs Analysis mentioned above as part of the overall review of the request. Staff’s review also included the original transportation consultant utilized by the Town for the 2015 Forging Westlake Comprehensive Plan. Upon internal discussion and review, staff agrees that the Pearson/114 Connector may be removed from the Thoroughfare Plan subject to the following conditions: 1. The Dove/Ottinger connection from Pearson Lane west and then north to the Parish/Capital Parkway, along with the other roadway sections noted below, should be reclassified, thereby preserving ROW should future traffic conditions require widening. The new classification shall be called “Town Parkway”. 2. The Parish Lane/Capital Pkwy connection up to its intersection with the Dove/Ottinger connection should also be reclassified to “Town Parkway”. 3. The westerly extension of Dove to 170. B should also be reclassified to “Town Parkway”. 4. Note #1, page 175 of the Thoroughfare Plan should be changed to read: “The Intersection of a Ottinger/Dove Connection and the westerly extension of Capital Parkway: The extension of the Dove/Ottinger connection to the north will be as indicated on the map with an alignment that goes east of the hill and intersects with Ottinger/Capital Parkway as shown.” 5. Note#3, page 175 of the Thoroughfare Plan should be changed to read: “The intersection of Ottinger Rd. And the westerly extension of Dove Rd.: The final design for connection of Ottinger and Dove shall be fluid without horizontal offset and facilitate capacity of the roadway classification.” 6. Note #2, page 175 of the Thoroughfare Plan should be deleted. Page 4 of 4 7. Note #4, page 175 of the Thoroughfare Plan should be changed to read: “The intersection of Pearson Lane at Dove Rd.: This intersection shall be designed to facilitate left hand turns onto the Town Parkway portion of the Dove/Ottinger connection and encourage movement to 114 and 170 via that that link.” The new Town Parkway classification provides for capacity flexibility by allowing for four or six vehicle lanes within a 126 foot wide ROW. The larger ROW width also allows for more intensive landscaping thereby creating the “parkway” effect. The ultimate roadway capacity determining the four or six lane configurations would be determined upon submission and review of specific development proposals at either the concept plan, development plan and/or site plan process, which may also necessitate a traffic impact analysis to further study the final configuration. The proposed amended Thoroughfare Plan and Town Parkway cross-sections incorporating the applicant’s request and staff’s recommendations are attached. ALTERNATIVE P&Z ACTIONS The Planning & Zoning Commission has the following options when considering this item: • Recommend approval as submitted • Recommend approval with modifications or additional condition(s) • Recommend approval with staff recommendations • Any combination of the above • Table the agenda item to a specific date with clarification of intent and purpose • Recommend denial TOWN COUNCIL ACTION If the Planning & Zoning Commission acts and makes a recommendation for approval/denial on this agenda item, then it will be scheduled for Town Council action on January 25, 2021. ATTACHMENTS • Documents provided by Applicant • Current Thoroughfare Plan • Proposed Thoroughfare Plan changes 13737 Noel Rd. \ Galleria North Tower I, Suite 700 \ Dallas, TX 75240 burnsmcd.com December 14, 2020 Re: Executive Summary - Circle T Ranch Transportation Infrastructure Needs Analysis Goal This analysis focused on the full build-out of the Circle T Ranch development, with an emphasis on the transportation infrastructure needs of the eastern portion of the development, and a specific goal of determining the potential future need of the Pearson Lane extension. Method The performed analysis utilized the full entitled land uses for the planned development with trip generation being performed in accordance with ITE Trip Generation Methodologies. Generated trips were assigned to the area roadway network using origin-destination rates determined through previous studies including the Circle T Ranch Traffic Impact Analysis report and the recent TxDOT SH 170 project traffic forecast. A volume to capacity (v/c) analysis was performed on key roadway segments to determine operating conditions of these segments. The following criteria was used for volume to capacity ratio ranges. The ranges as shown correspond to guidelines for thoroughfare capacity in accordance with NCTCOG criteria. · v/c < 0.65 = Acceptable (Level of Service A-B) · v/c > 0.65 & < 1.00 = Tolerable (Level of Service C-D) · >1.00 = Failing (Level of Service E-F) The following assumptions were utilized in this analysis. · No trip reduction strategies were utilized for this study including internal capture, ride share, or pass by trip reductions. · Existing background traffic volumes were increased by 12% to account for current reduced volumes associated with COVID-19. Current NCTCOG projections show the volumes down 8% in the DFW Metro. · A 2.4% area growth rate was utilized in accordance with the recent SH 170 traffic forecast based upon data from NCTGOC and TxDOT planning staff. This study assumed that full build of the development was reached in year 2041. · No decrease in projected traffic resulting from potential future work from home policies as companies transition into post COVID-19 work plans. Findings Based upon growth in background volumes paired with future development generated traffic it was determined that a future extension of Pearson Lane to the north is not needed. The existing v/c ratio was found to be 0.10 along Dove Road, 0.19 along Pearson Lane, and 0.20 along Davis Boulevard. With the addition of a growth in background traffic plus the addition of development generated traffic the future v/c ratio of these roadways was found to be 0.75 along Dove Road, 0.82 along Pearson Lane, and 0.82 along Davis Boulevard. Memorandum Date: December 14th, 2020 To: Joe Schneider Hillwood From: Ronnie Williams, PE, PTOE Burns & McDonnell Subject: Circle T Ranch Long-Term Transportation Infrastructure Needs Analysis The purpose of this memorandum is to evaluate the long-term transportation infrastructure needs as defined by the Town of Westlake, Texas Comprehensive Plan Update, within the boundaries of the Circle T Ranch development in Westlake, Texas. The current approved area thoroughfare master plan may be found within section 3.2 of the Town of Westlake, Texas, Comprehensive Plan Update, adopted March 2nd, 2015. Approach & Methodology To evaluate the long-term transportation infrastructure needs within the Circle T Ranch boundaries, an inventory of the existing operational performance and roadway capacity of the roadway network within and adjacent to Circle T Ranch was completed. The performed traffic analysis was based upon an analysis year of 2023 which corresponds to the opening year of the TxDOT SH 170 widening project that is currently under construction and 2041 which corresponds to the design year of the TxDOT SH 170 widening project that is currently under construction. Data Collection Existing 24-hour traffic volumes for key roadway segments were collected on November 17th, 2020. Traffic counts were performed at intersections so that both 24-hour turning movement counts along with 24-hour approach volumes were obtained. Traffic volumes were obtained at the following locations as a part of this study. · US-377 w/ Westport Parkway · US-377 w/SH 170 EBFR · US-377 w/ SH 170 WBFR · Dove Road w/Davis Boulevard · Westlake Parkway w/SH 114 EBFR · Westlake Parkway w/SH 114 WBFR · WB SH 170 (East of Ottinger Road) · EB SH 170 (East of Ottinger Road) Additional traffic data from prior area traffic counts as well as previously completed studies were reviewed for this study. A summary of the referenced items is shown below. Previously Obtained Traffic Counts · SH 170 EBFR w/Ottinger Road (2018) · SH 170 EBFR w/Parish Lane (2017) · SH 170 WBFR w/Parish Lane (2017) · Pearson Lane (S. of Dove) (2019) · SH 114 EBFR w/Schwab Way (2019) · SH 114 WBFR w/Schwab Way (2019) · SH 170 EBFR w/Ottinger Road (2019) December 14th, 2020 Page 2 Memorandum (cont’d) Previously Completed Traffic Studies · Project Blizzard Traffic Impact Analysis – Burns & McDonnell (2019) · Roanoke Road Intersections at SH 170 Frontage Roads – Lee Engineering (2019) Lane Capacities Traffic analysis for this evaluation is limited to key roadway segment analysis to determine volume to capacity ratio’s for evaluated roadway segments. Expected lane capacities were obtained from the Highway Capacity Manual (HCM), 6th Edition, speed-density curves and are shown in Table 1-1. Table 1-1: Hourly Capacity Per Lane By Roadway Roadway Classification Capacity Per Hour Per Lane SH 114 / SH 170 Freeway 2,225 SH 114 FR / SH 170 FR Principal Arterial 1,300 US 377 Principal Arterial 1,300 Parish Ln Principal Arterial 1,300 Ottinger Rd Minor Arterial 1,200 Davis Blvd Principal Arterial 1,200 Dove Rd Minor Arterial 1,200 Westlake Pkwy Major Collector 1,200 Source: Figure 74: Transportation Classification Map (Westlake Comprehensive Plan) Figure 113: Thoroughfare Plan (Westlake Comprehensive Plan) TxDOT Statewide Planning Map (Functional Classification Layer) Highway Capacity Manual, 6th Edition (Speed-Density Curves) Expected roadway volumes were then compared to calculated roadway capacities to determine the respective roadway segments volume to capacity (v/c) ratio. A v/c ratio is a measurement used to define a roadways expected volume (demand) against its expected capacity. Values closer to 0.0 represent roadways with little traffic volume while values nearing 1.0 indicate a roadway that is nearing capacity. Ideal ranges for v/c ratios are commonly desired to be below 0.85, however in highly developed urban environments where existing congesting is present and even expected, it is often acceptable for values to exceed 0.85. The following criteria was used for volume to capacity ratio ranges. The ranges as shown correspond to guidelines for thoroughfare capacity in accordance with NCTCOG criteria. · v/c < 0.65 = Acceptable (Level of Service A-B) · v/c > 0.65 & < 1.00 = Tolerable (Level of Service C-D) · >1.00 = Failing (Level of Service E-F) December 14th, 2020 Page 3 Memorandum (cont’d) Area Growth Rate The area growth rate was recently determined as a part of the TxDOT SH 170 project. The TxDOT SH 170 project used the NCTCOG travel demand model along with coordination and review by TxDOT planning staff to develop a design year traffic forecast. The area growth rate, as determined by the TxDOT SH 170 traffic forecast is shown below in Table 1-2. Table 1-2: Area Growth Rate Location Year Annual Growth Rate 2021 2041 SH 170 EBFR 10,900 17,500 2.4% SH 170 WBFR 8,000 12,800 2.4% EB SH 170 19,500 31,400 2.4% WB SH 170 20,800 33,500 2.4% Note: Volumes represent Average Daily Traffic (ADT) volumes. Trip Distribution Trip distribution patterns were determined through distribution percentages of traffic flow as determined by the traffic forecast prepared for the TxDOT SH 170 widening project and the previously completed Circle T Ranch traffic impact analysis (TIA) study. Trips generated by the proposed buildout of the Circle T Ranch development were distributed to the adjacent roadway network using these distribution percentages. Trip Generation Trips generated by the future build out of undeveloped land is based upon the long term PD/Parcel Plan for the Circle T Ranch with trip generation calculations being performed using the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. No adjustments were made to trip generation calculations to account for internal capture or pass-by trips resulting in a conservative approach to usage of generated trips in this analysis. All land use areas as defined by the Circle T Ranch development according to current entitlements are included in the trip generation calculations shown in Table 1-3. December 14th, 2020 Page 4 Memorandum (cont’d) Table 1-3: Trip Generation Estimates PD Area Description/ITE Code Units Expected Units Total Generated Trips AM In AM Out PM In PM Out 3-3 General Office Building GFA 564.0 479 78 94 495 3-4A General Office Building GFA 558.4 474 77 93 490 3-4A Resort Hotel Rooms 2500 224 101 200 300 3-4A Shopping Center GFA 1430 537 329 1868 2023 3-4A Commercial GFA 360.94 390 184 458 578 3-5A Mixed Use GFA 293.9 317 150 373 470 3-5A Business Hotel Rooms 187.0 29 41 33 27 3-5A General Office Building GFA 1,010.0 839 137 164 860 3-5A Multifamily Housing (Low-Rise) Units 275.0 29 96 92 54 3-6 Shopping Center GFA 110.7 128 79 281 305 3-6 General Office Building GFA 1,207.5 999 163 194 1,020 3-6 Single Family Detached Housing Units 33.0 7 21 22 13 3-7 General Office Building GFA 2,929.4 2,391 389 451 2,366 3-7 Office Park GFA 231.3 296 37 17 230 3-7 Single Family Detached Housing Units 48.0 10 29 32 19 3-8 Shopping Center GFA 131.8 135 83 320 347 3-8 General Office Building GFA 1,045.2 868 141 169 889 3-8 General Light Industrial GFA 1,099.0 231 32 25 168 3-8 Office Park GFA 543.0 696 86 41 540 3-9 Shopping Center GFA 978.8 398 244 1,411 1,528 3-9 Mixed Use GFA 660.6 713 337 839 1,057 3-9 General Office Building GFA 27.5 45 7 5 28 3-9 Multifamily Housing (Low-Rise) Units 248.0 26 87 84 49 3-10 Shopping Center GFA 133.3 135 83 323 350 3-11 Shopping Center GFA 133.6 136 83 323 350 3-12 Business Hotel (1) Rooms 400.0 61 84 70 58 3-12A Proposed General Office Building (2) GFA 450.0 387 63 76 399 3-12A Proposed Resort Hotel (2) Rooms 1,166.7 105 47 93 140 3-12A Proposed Shopping Center (2) GFA 200.0 156 96 436 472 Total Calculated Generated Trips: 11,241 3,382 8,587 15,623 Note: (1) PD area 3-12 is currently authorized for 1,200 total units of business hotel. Currently 800 are built. The 400 shown in the above table represent the remaining authorization. (2) PD 3-12A represent proposed land uses. The inclusion of both the proposed general office building and proposed resort hotel is conservative in nature as the proposed hotel would only be available for usage by those utilizing the proposed general office building. December 14th, 2020 Page 5 Memorandum (cont’d) Trip Adjustment Due to traffic volumes being lower than normal in many areas across the nation because of the COVID-19 pandemic, a traffic volume adjustment was made to background traffic to account for lessened traffic volumes using area roadways. In recent data published by the NCTCOG, they have determined that overall traffic is currently down 8% within the region when compared to the prior year. This value however is an average of the entire Dallas-Fort Worth (DFW) metropolitan area. Existing and historical data was evaluated to determine an adjustment rate that is localized to the Circle T Ranch project site. The results of this analysis are shown below in Table 1-4 where an adjustment rate of 12% was determined. As a part of this study, a 12% increase in background traffic is included in the analysis result tabulations. Additional adjustments were made to background traffic to account for current construction on SH 170, which when completed will result in through traffic utilizing SH 170 versus using the SH 170 Frontage Roads. Table 1-4: Trip Adjustment Calculation SH 170 EBFR w/US 377 Peak Morning Peak Evening Approach 2019 2020 Approach 2019 2020 EB 2,308 1,940 EB 2,175 1,568 NB 1,162 959 NB 690 886 SB 540 604 SB 1,278 1,255 Total Volume 4,010 3,503 4,143 3,709 SH 170 WBFR w/US 377 Peak Morning Peak Evening Approach 2019 2020 Approach 2019 2020 WB 1,642 1,232 WB 2,503 2,306 NB 783 735 NB 825 717 SB 503 434 SB 905 819 Total Volume 2,928 2,401 4,233 3,842 Total Approach Volume (2019) 15,314 Total Approach Volume (2020) 13,455 Total Volume Reduction 12% No Build Segment Analysis For the purposes of this memorandum, no build is defined as no additional buildout of the Circle T Ranch development. Year 2023 and 2041 segment analysis was performed by using the field obtained traffic volumes grown to the analysis years using the determined area growth rate. December 14th, 2020 Page 6 Memorandum (cont’d) The results of the no build year 2023 segment analysis for roadways associated with and including SH 170 are shown in Table 1-5, with roadways associated with and including SH 114 being shown in Table 1-6. Table 1-5: 2023 No Build Analysis Results (SH 170 Area) Segment Peak Hour Volume Capacity Per Lane Per Hour # Lanes Total Capacity Volume to Capacity Ratio Location AM PM AM PM EB SH 170 3,090 2,528 2,225 2 4,450 0.69 0.57 W. of US 377 EB SH 170 3,060 2,503 2,225 3 6,675 0.46 0.37 E. of US 377 EB SH 170 3,372 2,759 2,225 3 6,675 0.51 0.41 W. of Parish Ln EB SH 170 1,963 1,606 2,225 2 4,450 0.44 0.36 E. of Parish Ln WB SH 170 1,821 2,225 2,225 3 6,675 0.27 0.33 E. of Parish Ln WB SH 170 2,125 2,597 2,225 3 6,675 0.32 0.39 W. of Parish Ln WB SH 170 2,817 3,442 2,225 3 6,675 0.42 0.52 E. of US 377 WB SH 170 2,940 3,593 2,225 3 6,675 0.44 0.54 W. of US 377 SH 170 EBFR 1,852 1,515 1,300 3 3,900 0.47 0.39 W. of US 377 SH 170 EBFR 1,309 1,071 1,300 3 3,900 0.34 0.27 E. of US 377 SH 170 EBFR 996 815 1,300 3 3,900 0.26 0.21 W. of Parish Ln SH 170 EBFR 473 387 1,300 3 3,900 0.12 0.10 E. of Parish Ln SH 170 WBFR 140 171 1,300 3 3,900 0.04 0.04 E. of Parish Ln SH 170 WBFR 774 946 1,300 3 3,900 0.20 0.24 W. of Parish Ln SH 170 WBFR 725 886 1,300 3 3,900 0.19 0.23 E. of US 377 SH 170 WBFR 609 744 1,300 3 3,900 0.16 0.19 W. of US 377 NB US 377 817 749 1,300 2 2,600 0.31 0.29 N. of SH 170 SB US 377 466 879 1,300 2 2,600 0.18 0.34 N. of SH 170 NB US 377 1,080 979 1,300 2 2,600 0.42 0.38 S. of Westport Pkwy NB US 377 1,030 951 1,300 2 2,600 0.40 0.37 N. of Westport Pkwy NB Parish Ln Movement Not Present S. of EB SH 170 FR SB Parish Ln Movement Not Present S. of EB SH 170 FR NB Ottinger Rd (1) 134 77 1,200 1 1,200 0.11 0.06 S. of EB SH 170 FR SB Ottinger Rd (1) 243 64 1,200 1 1,200 0.20 0.05 S. of EB SH 170 FR Note: (1) Count is based upon a 2019 traffic count included in the Roanoke Road Intersections at SH 170 Frontage Roads Study prepared by Lee Engineering. The volumes as shown are based upon the 2019 volumes grown to year 2023. December 14th, 2020 Page 7 Memorandum (cont’d) Table 1-6: 2023 No Build Analysis Results (SH 114 Area) Segment Peak Hour Volume Capacity Per Lane Per Hour # Lanes Total Capacity Volume to Capacity Ratio Location AM PM AM PM SH 114 EBFR 1,456 812 1,300 3 3,900 0.37 0.21 W. of Schwab Way SH 114 EBFR 1,830 387 1,300 3 3,900 0.47 0.10 E. of Schwab Way SH 114 EBFR 287 290 1,300 2 2,600 0.11 0.11 W. of Westlake Pkwy SH 114 EBFR 293 281 1,300 3 3,900 0.08 0.07 E. of Westlake Pkwy SH 114 WBFR 287 290 1,300 3 3,900 0.07 0.07 E. of Westlake Pkwy SH 114 WBFR 293 281 1,300 3 3,900 0.08 0.07 W. of Westlake Pkwy SH 114 WBFR 533 1,699 1,300 3 3,900 0.14 0.44 E. of Schwab Way SH 114 WBFR 553 1,335 1,300 3 3,900 0.14 0.34 W. of Schwab Way NB Davis Blvd 719 815 1,200 3 3,600 0.20 0.23 N. of Dove Rd SB Davis Blvd 663 895 1,200 3 3,600 0.18 0.25 N. of Dove Rd EB Dove Rd 292 232 1,200 2 2,400 0.12 0.10 W. of Davis Blvd WB Dove Rd 277 261 1,200 2 2,400 0.12 0.11 W. of Davis Blvd NB Pearson Ln (1) 405 100 1,200 1 1,200 0.34 0.08 S. of Dove Rd. SB Pearson Ln (1) 88 386 1,200 1 1,200 0.07 0.32 S. of Dove Rd SB Westlake Pkwy 47 19 1,200 3 3,600 0.01 0.01 S. of SH 114 NB Westlake Pkwy 4 47 1,200 3 3,600 0.00 0.01 S. of SH 114 Note: (1) Count is based upon a 2019 TxDOT 24-hour traffic count located south of Dove Road. This count was access via the TxDOT Statewide Traffic Analysis & Reporting System (STARS). The volumes as shown are based upon the 2019 volumes grown to year 2023. As shown in Table 1-5 and Table 1-6, all roadway segments are shown to operate at acceptable levels except for the EB SH 170, west of US 377 which was found to operate at a v/c ratio of 0.69 indicating that the roadway is estimated to be 31% below this roadway segments maximum capacity for a target LOS of D. December 14th, 2020 Page 8 Memorandum (cont’d) The results of the no build year 2041 segment analysis for roadways associated with and including SH 170 are shown in Table 1-7 with roadways associated with and including SH 114 being shown in Table 1- 8. The year 2041 no build analysis assumed a 6-lane typical section was present on both SH 170 and US-377 and that a connection from SH 170 to Parish Lane both to the north and to the south was in place. Table 1-7: 2041 No Build Analysis Results (SH 170 Area) Segment Peak Hour Volume Capacity Per Lane Per Hour # Lanes Total Capacity Volume to Capacity Ratio Location AM PM AM PM EB SH 170 4,735 3,874 2,225 3 6,675 0.71 0.58 W. of US 377 EB SH 170 4,689 3,836 2,225 3 6,675 0.70 0.57 E. of US 377 EB SH 170 5,168 4,228 2,225 3 6,675 0.77 0.63 W. of Parish Ln EB SH 170 3,008 2,461 2,225 3 6,675 0.45 0.37 E. of Parish Ln WB SH 170 2,791 3,410 2,225 3 6,675 0.42 0.51 E. of Parish Ln WB SH 170 3,257 3,980 2,225 3 6,675 0.49 0.60 W. of Parish Ln WB SH 170 4,317 5,276 2,225 3 6,675 0.65 0.79 E. of US 377 WB SH 170 4,506 5,507 2,225 3 6,675 0.68 0.83 W. of US 377 SH 170 EBFR 1,766 1,445 1,300 3 3,900 0.45 0.37 W. of US 377 SH 170 EBFR 1,997 1,634 1,300 3 3,900 0.51 0.42 E. of US 377 SH 170 EBFR 1,526 1,249 1,300 3 3,900 0.39 0.32 W. of Parish Ln SH 170 EBFR 720 589 1,300 3 3,900 0.18 0.15 E. of Parish Ln SH 170 WBFR 212 259 1,300 3 3,900 0.05 0.07 E. of Parish Ln SH 170 WBFR 1,186 1,450 1,300 3 3,900 0.30 0.37 W. of Parish Ln SH 170 WBFR 1,108 1,354 1,300 3 3,900 0.28 0.35 E. of US 377 SH 170 WBFR 927 1,133 1,300 3 3,900 0.24 0.29 W. of US 377 NB US 377 1,252 1,148 1,300 2 2,600 0.48 0.44 N. of SH 170 SB US 377 714 1,347 1,300 2 2,600 0.27 0.52 N. of SH 170 NB US 377 1,655 1,500 1,300 3 3,900 0.42 0.38 S. of Westport Pkwy NB US 377 1,578 1,457 1,300 3 3,900 0.40 0.37 N. of Westport Pkwy SB US 377 877 2,069 1,300 3 3,900 0.22 0.53 N. of Westport Pkwy SB US 377 923 2,172 1,300 3 3,900 0.24 0.56 S. of Westport Pkwy NB Parish Ln 1,059 867 1,300 2 2,600 0.41 0.33 S. of EB SH 170 FR SB Parish Ln 593 729 1,300 2 2,600 0.23 0.28 S. of EB SH 170 FR December 14th, 2020 Page 9 Memorandum (cont’d) Table 1-8: 2041 No Build Analysis Results (SH 114 Area) Segment Peak Hour Volume Capacity Per Lane Per Hour # Lanes Total Capacity Volume to Capacity Ratio Location AM PM AM PM SH 114 EBFR 2,231 1,244 1,300 3 3,900 0.57 0.32 W. of Schwab Way SH 114 EBFR 2,804 593 1,300 3 3,900 0.72 0.15 E. of Schwab Way SH 114 EBFR 439 445 1,300 2 2,600 0.17 0.17 W. of Westlake Pkwy SH 114 EBFR 450 431 1,300 3 3,900 0.12 0.11 E. of Westlake Pkwy SH 114 WBFR 439 445 1,300 3 3,900 0.11 0.11 E. of Westlake Pkwy SH 114 WBFR 450 431 1,300 3 3,900 0.12 0.11 W. of Westlake Pkwy SH 114 WBFR 817 2,604 1,300 3 3,900 0.21 0.67 E. of Schwab Way SH 114 WBFR 847 2,046 1,300 3 3,900 0.22 0.52 W. of Schwab Way NB Davis Blvd 1,102 1,250 1,200 3 3,600 0.31 0.35 N. of Dove Rd SB Davis Blvd 1,016 1,371 1,200 3 3,600 0.28 0.38 N. of Dove Rd EB Dove Rd 448 355 1,200 2 2,400 0.19 0.15 W. of Davis Blvd WB Dove Rd 424 400 1,200 2 2,400 0.18 0.17 W. of Davis Blvd NB Pearson Ln 564 139 1,200 1 1,200 0.47 0.12 S. of Dove Rd. SB Pearson Ln 123 538 1,200 1 1,200 0.10 0.45 S. of Dove Rd SB Westlake Pkwy 72 29 1,200 3 3,600 0.02 0.01 S. of SH 114 NB Westlake Pkwy 7 72 1,200 3 3,600 0.00 0.02 S. of SH 114 As shown in Table 1-7 and Table 1-8, all roadway segments are shown to operate at acceptable levels except for 8 roadway segments which ranged in v/c from 0.67 to 0.83 which indicates these roadways are 17% to 33% below the roadway segments maximum capacity. Build Segment Analysis For the purposes of this memorandum, build is defined as continued buildout of the Circle T Ranch development. The year 2041 build analysis assumed a 6-lane typical section was present on both SH 170 and US-377 and that a connection from SH 170 to Parish Lane both to the north and to the south was in place. The results of the build year 2041 segment analysis for roadways associated with and including SH 170 are shown in Table 1-9 with roadways associated with and including SH 114 being shown in Table 1- 10. December 14th, 2020 Page 10 Memorandum (cont’d) Table 1-9: 2041 Build Analysis Results (SH 170 Area) Segment Peak Hour Volume Capacity Per Lane Per Hour # Lanes Total Capacity Volume to Capacity Ratio Location AM PM AM PM EB SH 170 6,573 5,156 2,225 3 6,675 0.98 0.77 W. of US 377 EB SH 170 6,228 4,772 2,225 3 6,675 0.93 0.71 E. of US 377 EB SH 170 6,345 6,544 2,225 3 6,675 0.95 0.98 W. of Parish Ln EB SH 170 4,109 6,145 2,225 3 6,675 0.62 0.92 E. of Parish Ln WB SH 170 5,355 5,423 2,225 3 6,675 0.80 0.81 E. of Parish Ln WB SH 170 5,821 5,993 2,225 3 6,675 0.87 0.90 W. of Parish Ln WB SH 170 4,806 6,349 2,225 3 6,675 0.72 0.95 E. of US 377 WB SH 170 4,995 6,380 2,225 3 6,675 0.75 0.96 W. of US 377 SH 170 EBFR 3,199 2,275 1,300 3 3,900 0.82 0.58 W. of US 377 SH 170 EBFR 4,173 4,439 1,300 3 3,900 1.07 1.14 E. of US 377 SH 170 EBFR 3,709 3,746 1,300 3 3,900 0.95 0.96 W. of Parish Ln SH 170 EBFR 2,829 4,261 1,300 3 3,900 0.73 1.09 E. of Parish Ln SH 170 WBFR 1,936 1,536 1,300 3 3,900 0.50 0.39 E. of Parish Ln SH 170 WBFR 3,707 3,705 1,300 3 3,900 0.95 0.95 W. of Parish Ln SH 170 WBFR 3,639 3,170 1,300 3 3,900 0.93 0.81 E. of US 377 SH 170 WBFR 1,000 2,386 1,300 3 3,900 0.26 0.61 W. of US 377 NB US 377 2,420 3,604 1,300 3 3,900 0.62 0.92 N. of SH 170 SB US 377 3,224 3,687 1,300 3 3,900 0.83 0.95 N. of SH 170 NB US 377 3,894 4,225 1,300 3 3,900 1.00 1.08 N. of Westport Pkwy SB US 377 3,837 4,119 1,300 3 3,900 0.98 1.06 N. of Westport Pkwy NB Parish Ln 1,983 2,341 1,300 2 2,600 0.76 0.90 S. of EB SH 170 FR SB Parish Ln 2,447 2,124 1,300 2 2,600 0.94 0.82 S. of EB SH 170 FR NB Ottinger Rd 493 859 1,200 1 1,200 0.41 0.72 S. of EB SH 170 FR SB Ottinger Rd 941 951 1,200 1 1,200 0.78 0.79 S. of EB SH 170 FR December 14th, 2020 Page 11 Memorandum (cont’d) Table 1-10: 2041 Build Analysis Results (SH 114 Area) Segment Peak Hour Volume Capacity Per Lane Per Hour # Lanes Total Capacity Volume to Capacity Ratio Location AM PM AM PM SH 114 EBFR 3,691 3,641 1,300 3 3,900 0.95 0.93 W. of Schwab Way SH 114 EBFR 2,899 969 1,300 3 3,900 0.74 0.25 E. of Schwab Way SH 114 EBFR 1,018 2,614 1,300 2 2,600 0.39 1.01 W. of Westlake Pkwy SH 114 EBFR 483 725 1,300 3 3,900 0.12 0.19 E. of Westlake Pkwy SH 114 WBFR 792 1,616 1,300 3 3,900 0.20 0.41 E. of Westlake Pkwy SH 114 WBFR 711 1,261 1,300 3 3,900 0.18 0.32 W. of Westlake Pkwy SH 114 WBFR 1,160 3,078 1,300 3 3,900 0.30 0.79 E. of Schwab Way SH 114 WBFR 1,362 2,590 1,300 3 3,900 0.35 0.66 W. of Schwab Way NB Davis Blvd 2,418 2,479 1,200 3 3,600 0.67 0.69 N. of Dove Rd SB Davis Blvd 2,039 2,962 1,200 3 3,600 0.57 0.82 N. of Dove Rd EB Dove Rd 1,590 1,662 1,200 2 2,400 0.66 0.69 W. of Davis Blvd WB Dove Rd 1,492 1,798 1,200 2 2,400 0.62 0.75 W. of Davis Blvd NB Pearson Ln 762 460 1,200 1 1,200 0.63 0.38 S. of Dove Rd. SB Pearson Ln 203 989 1,200 1 1,200 0.17 0.82 S. of Dove Rd SB Westlake Pkwy 759 1,827 1,200 3 3,600 0.21 0.51 S. of SH 114 NB Westlake Pkwy 48 393 1,200 3 3,600 0.01 0.11 S. of SH 114 As shown in Table 1-9 and Table 1-10, many roadway segments begin to approach high volume to capacity ratios which would correlate to a worst-case LOS of D. Select roadway segments would be expected to experience traffic volumes that correspond to a LOS exceeding D, however these roadway segments are those directly adjacent to the development and represent areas where vehicular volumes would be at the highest concentrations. For the purposes of this analysis no attempt to mitigate these areas was performed. Conclusions The results of this study utilized a very conservative approach to offset unknowns that may develop over the life of this project. The following items represent the conservative approaches utilized. Trip Reduction Strategies No trip reduction strategies were utilized for this study. This includes no inclusion of internal trip capture that would commonly be present in mixed use developments or with pass-by trips such as those created when an employee of an area business stops at a store on the way home from work. Preliminary estimates through the usage of the National Cooperative Highway Research Program (NCHRP) Report 684 and ITE methodologies indicate that implementing these measures could reduce generated trips by approximately 10%-15%. December 14th, 2020 Page 12 Memorandum (cont’d) COVID-19 Trip Adjustment A 12% traffic volume adjustment resulting from decreases in traffic volumes due to COVID-19 was used for this study. Recent data from the NCTCOG indicates the Dallas-Fort Worth metropolitan area is currently experiencing traffic volumes at a level 8% lower when compared to the same period in the prior year. Utilizing an adjustment rate of 12% resulted in approximately 3,200 additional background trips being included in this analysis when compared to using an 8% adjustment rate. Area Growth Rate The recent traffic forecast for the TxDOT SH 170 widening project found an average annual growth rate of 2.4% for the project area. Over a period of 20-years, this results in an increase in background traffic of 61%. As typical with forecasted growth rates, the calculated percentage in general accounts for the development and infill of existing undeveloped land. Additionally, trips generated by a new development are not necessarily new trips to the roadway system but often are a re-assignment of existing trips already operating on the area roadway network. Because of this, some amount of Circle T Ranch development was included in the development of the annual growth rate for the area, and similarly, some of the users of the Circle T Ranch development are already local to the area, and will not result in new trips to the system. Findings This analysis found that under a full build condition the adjacent roadways will accommodate the projected trips generated by the Circle T Ranch development. While a select grouping of roadway segments were found to marginally exceed the target LOS of D, no attempt to mitigate these areas was performed. Overall operating conditions would be improved through the implementation of trip reduction strategies that would result in favorable operating conditions. In addition, due to the preliminary nature of the site, a conservative approach was taken with respect to land use and the associated generated trips. As the site plans advance with more exactness in the development obtained, it is probable that the number of generated trips would decrease based upon the ultimate buildout scenarios. The existing v/c ratio was found to be 0.10 along Dove Road, 0.19 along Pearson Lane, and 0.20 along Davis Boulevard. With the addition of a growth in background traffic plus the addition of development generated traffic the future v/c ratio of these roadways was found to be 0.75 along Dove Road, 0.82 along Pearson Lane, and 0.82 along Davis Boulevard. Based upon the low volumes along Dove Road and Ottinger Rd, it is apparent that Pearson Lane to the south contributes limited traffic to the area. Due to the proximity of the 4-lane Davis Boulevard to the east, with east-west connectivity between Pearson Lane and Davis Boulevard, it is expected that area motorists favor the higher speed and higher capacity Davis Boulevard over Pearson Lane. As such, it is not recommended to extend Pearson Lane northerly to Westlake Parkway as adequate capacity is available on the existing roadway network to adequately serve areas to the south. December 14th, 2020 Page 13 Memorandum (cont’d) A potential east/west connection from Westlake Parkway to the Parish Lane is not needed in the near term based upon the adjacent roadway capacities. While several roadways are expected to operate at high v/c levels based upon full build out, the conservative approach to the analysis in the study can be interpreted to mean that these findings are worst-case. While full trips associated with PD 3-4A were included in this study, it is the developer’s intent to preserve this area for the time being. As a result, the included trips generated by this area result in a conservative analysis of the area. The study also assumed that full build- out would occur over a period of 20-years while at this time no definitive schedule for full build out has been determined. Based upon the performed analysis it is recommended that no consideration of a future northerly extension of Pearson Lane be made. In addition, it is recommended that no near term east-west extension of Westlake Parkway be made. Attachment cc: Jonathan Ragsdale (Peloton) Robert Folzenlogen (Hillwood) FUTURE RAIL EASEMENT 5650 5651 UNION P ACIF IC RR PR I V A T E RAILROAD 1 3 8 0 1 X X X X X X X X X X X X X X X X X X X X X X XX X X X X X X X XXX XXX X X X X V V V V GRAPHIC SCALE IN FEET 180012006000 N 1 2 / 9 / 2 0 2 0 G : \ J O B \ H W A 1 8 0 4 5 _ C T R _ D 2 _ E x h ib it s \ M a s t e r D e v \ _ P la n n in g \ E x h ib it s \ 2 0 2 0 1 2 0 1 \ C T R _ P D _ T r a f fic . d g n OUT PARCEL December 9, 2020 Study Area Map Legend 2020 Count Location PD3-3 PD3-12 PD3-4A PD3-5A PD3-5A PD3-5B PD3-6 PD3-9 PD3-9P D3 -11 PD 3-10 PD3-8 PD3-8 PD3-7 PD3-7 PD3-12A O R-1 R-2 R-2 1 Acre Min. Lot Size –17 Acres FAR: 0.25:1 –25 Acres TEXAS 114 TEXAS 170 377 377 US-377 w/ SH 170 EBFR US-377 w/ SH 170 WBFR WB SH 170 (East of Ottinger Road) EB SH 170 (East of Ottinger Road) Westport Parkway US-377 w/ Davis Boulevard Dove Road w/ SH 114 WBFR Westlake Parkway w/ SH 114 EBFR Westlake Parkway w/ Plan ElEmEnts: thoroughfarE Plan 169 Part three: the Plan elements section two: the thoroughfare Plan INTRODUCTION The Thoroughfare Plan Element of the 2015 Comprehensive Plan Update is intended to lay out a clear long-term plan for the safe, efficient movement of people and goods in and around Westlake while providing the underlying framework for growth and development. The Thoroughfare Plan addresses the proposed Thoroughfare Plan Network, roadway typology, development of finer grain networks and access management, alternative modes and regional coordination. Driving Forces The Assessment portion of this Comprehensive Plan Update (Part One) presents a number of existing conditions including key issues and emerging challenges with respect to Westlake’s transportation system. These conditions represent the driving forces behind the development of the Thoroughfare Plan as it both guides and supports the Comprehensive Plan as a whole. Driving forces include: • Street Network Capacity -Discontinuities Westlake Comprehensive plan Update170 within, and the limited extent of, the existing street network clearly lacks sufficient capacity to accommodate the increase in travel demand associated with entitled development currently in place. In addition to improvements to existing streets such as Dove Road, several new facilities will need to be added between the present and build-out. Approaches to Thoroughfare planning, generally pursued to date, view Westlake as shifting away from the type of internal connectivity recommended in this Plan and rely, instead, on external perimeter roadways such as SH 144 and SH 170 to move locally-oriented traffic. However, Highway 114 is already functioning at its capacity, and there are no planned capacity improvements in the works by NCTCOG or TxDOT. Therefore, continued dependence upon Highway 114 and Highway 170 to carry the traffic that current entitlements could generate will lead to considerable congestion and an inconvenience for the people of Westlake. • Freeway/Interchange Capacity - A majority of trip attractions generated by new non-residential development (yet to be built) will emanate from outside of the Town. Many of these trips will access the Town via SH 114. Additionally, the Town will continue to experience pass- through activity from trips originating in communities to the south that are destined for SH 114. This has direct implications for SH 114 and associated interchanges and their ability to handle significant increases in traffic volume, which is already operating at or very close to capacity. As stated above, continued reliance on SH 114 will have unintended consequences for Westlake. • Connectivity – Transportation networks in which all development connects directly to a few arterials is a very inefficient system. As Westlake develops and expands its transportation network, the Town must establish a robust, well-connected street network that integrates arterials, collectors and local streets. As Westlake moves toward build-out, it must shift from a system that serves individual developments (the result of dependence upon private development plans to address town- wide traffic issues) to one that considers the Town System as a whole, including a hierarchy of functional elements that are well-integrated/connected. • Opportunity to Shape Growth – Given that a majority of the Town is yet to be built, there exists a golden opportunity to shape Westlake’s growth in the desired pattern from the outset, rather than simply trying to “fix” in-place problems (like other more developed cities). This opportunity to shape future growth includes the design of the future transportation system. The public sector is in a unique position to initiate necessary coordination between private property owners for the better of the system as a whole. With up to 25 million square feet of private development entitled and planned for land owned by just a handful of entities, Westlake is in a unique position to facilitate a high degree of coordination. • Transit – Serious consideration should be given to transit service as the Town grows. This includes regional transit service for commuters who desire alternatives to driving as well as local service for mobility within the Town. Transit needs will become greater as traffic congestion increases. Regional Plan ElEmEnts: thoroughfarE Plan 171 transit service has the tendency to develop along major highway corridors, which is where most nodal development tends to locate. Given its location on SH 114, Westlake will more than likely see regional transit service at some point and must give consideration to how this will impact the Town as a regional destination. • Bicycles and Pedestrians – As new transportation networks are planned, designed and built, consideration should be given to how bicycles and pedestrians are accommodated. Communities across the nation are experiencing an increase in the demand for walking and cycling, not only for transportation but as an essential element of an active lifestyle. Continued success as a center for corporate headquarters and upscale commercial development will, in part, be determined by its lifestyle offerings. Westlake has the opportunity to become one of the more bicycle and pedestrian friendly cities in the region by planning and designing streets that accommodate a range of users. • External Coordination – The issues and opportunities considered in this assessment have implications for entities outside of the Town, whether it be adjacent communities (such as Keller and Southlake) or regional transportation providers (such as NCTCOG). Westlake’s entitled development and market potential make it a regional shopping, entertainment and employment destination, generating significant regional travel patterns. As the Comprehensive Plan moves forward, some degree of regional coordination will be necessary. THOROUGHFARE FRAMEWORK PLAN Analysis performed for the Comprehensive Plan Update shows that the entitlement currently granted to properties in Westlake is approximately 25 million square feet of non-residential use equating to more than 460,000 new daily trip productions and attractions. However, recent development constructed within the Town has not made full use of entitlement allowances for a particular property. Therefore, the Thoroughfare Plan is based upon the assumption that approximately 72 percent of entitled development will ultimately be built (hereinafter refer to as the “Planning Build-out”). Even under this conservative estimate of future growth, over 315,000 new trip productions and attractions will be generated at Planning Build-out, most of which will originate from outside of Westlake. Clearly this represents a fundamental change in travel demand over what exists today. The Thoroughfare Framework Plan lays the ground work for new roads, the transformation of some existing streets and the preservation of others. To accommodate the significant amount of traffic associated with the Town’s growth, a robust and interconnected street network is necessary. To that end, the Thoroughfare Framework Plan includes several key components, including: North-South Street Network A system of parallel north-south streets are intended to to accommodate up to 200,000 new trips per day from Keller, Westlake Comprehensive plan Update172 Southlake and other communities to the south and SH 114, Trophy Club and other communities to the north. Davis Boulevard/ Precinct Line Road will carry much of this traffic, but northward extensions of Pearson Lane and Ottinger Road are necessary to accommodate projected volumes and to provide a well-balanced and well-connected transportation network. An additional north-south connection is made through a new street that begins at SH 144, parallels SH 170 and connects to US 377. Actual north/ south capacity will be dependent upon the extent to which north/ south continuity is ultimately achieved. Due to the constraints of existing zoning and Planned Developments, specially designed roadway segments may be necessary to enhance the function of an unavoidable offset intersections. The places where special design focus is required are indicated on the Thoroughfare Plan recommended in this Plan Element chapter. East-West Street Network A system of east-west streets originally intended to accommodate from 125,000 to 200,000 trips per day to and from SH 114, SH 170 and US 370. This is achieved through a continuous east-west street Figure 112: With so many more trip attractions than productions, a majority of Westlake’s traffic will originate from outside of the Town. Plan ElEmEnts: thoroughfarE Plan 173 that begins at Solana Boulevard at SH 114 and continues westward through Capital Parkway. Beyond Capital Parkway, a new alignment would extend further westward to SH 170. A second, parallel street is formed through the westward extension of Dove Road (beginning at the west end of the currently improved Dove Road), crossing Ottinger Road and connecting to SH 170. Actual east/ west capacity will be dependent upon the extent to which east/ west continuity is ultimately achieved. Due to the constraints of existing zoning, Planned Developments, or neighborhood concerns, specially designed roadway segments may be necessary to enhance the function of an unavoidable offset intersections or visual character of improvements to existing streets. The places where special design focus is required are indicated on the Thoroughfare Plan recommended in this Plan Element chapter. THE THOROUGHFARE PLAN The above Plan shows the Thoroughfare Plan as a Framework of North-South and East-West connections (with indication of areas where special design focus is required), which create a system of movement for Westlake is intended to Figure 113: Thoroughfare Plan Disclaimer: Future road alignment between connection points is intended to serve the projected use of Westlake entitlements and is to be determined by development site design as site plans are submitted for coordination of connection and continuity. Therefore, final road alignments may differ from this Plan. Should road and intersection service thresholds defined in the Plan not be attained, the whole system as shown may not be built. See Policy Section B in the Implementation Document for roadway thresholds, trigger points, and other implementation language. Town of Westlake - Proposed Thoroughfare Plan[ Deloitte Way W Dove Rd Ro a n o k e R d A ll i a G a te w a y F r e e Pr e c i n c t L i n e D r W Dove Rd Capital Pwy N P e a r s o n L n Ot t i n g e r R d Ott i n g e r R d Ot t i n g e r R d N M a i n S t Da v i s B l v d LEGEND Existing Roads Water Features Study Area Boundary LINK TYPE Existing Proposed Regional Arterial Town Arterial Pastoral Collector Special Consideration 114 C o n n e c t i o n # 4 114 C o n n e c t i o n # 3 114 C o n n e c t i o n # 2 114 C o n n e c t i o n # 1 Dove/170 Continuity Pearson South Connection Ottinger South Connection 170 Connection Ottinger/170 Continuity 170/114 Continuity Pearson/114 Connection 0 0.2 0.40.1 Miles Note: Future road alignment between connection points is to be determined by development site design as site plans are submitted for coordination of connection and continuity. Design and coordination are required 1 CC a p ital Pwypital P w y Capital Pw y Da vi Da v i s Bl ci n c t L i n e D r re c i n c t L i n e D r titiono rDDr d lv d PPr W Dove RdW Dove Rd OOtOtOt i rec i Pr d AAAAA ll ll ii aa tti n g e r R d Ott i n g e r R RdRd eger OttOtt /114 Cont/0/114 Cont777000/114 Cont00/114717777 r R d r R d r dRd WayWay d R d er R d er ti ng e tti ng e ng e tt d OOOO tinuitytinuityuytt d r R d r R d h Con ionCtih Connnneeeccttion Pe a r s o n Ln N P e a r s o n L n PeaPea nuitynuityu PearPPPear C W Dove D dW Dove RdWDveRd nConnetiConnectionC0C7077onnectio0070 Ro an o k d ok e R d okook e ok e R 4 5 2 3 1 ddd 114 114 170 377 377 114 Westlake Comprehensive plan Update174 addresse the anticipated trip demand and the other issues described above. The converging arrow heads indicate key connection points and the dash lines indicate key connections. Green connections are Regional Links, Blue connections comprise the Town System, and Tan connections show the Pastoral Roadways. Solid lines indicate the portions of the proposed Thoroughfare Network already built. The circle just north of the Dove Road/ Ottinger convergence indicates a need for special design treatment that will allow this offset intersection configuration (the eastward extension of Dove offset from the western extension of Dove) to accommodate the potential trip volumes it may experience. Diversion of Traffic from Dove Road One of the overwhelming desires expressed by the community during the course of public outreach for the Plan is for the easternmost portion of Dove Road, beginning at the GlenWyck neighborhood, to remain pastoral in character. Because of its connection to SH 114, Dove Road is a natural draw for traffic, a condition that will only become exacerbated over time as Westlake grows. Therefore, the road segment extending east from Davis to the eastern town limits of Westlake is identified as a Roadway of “Special Consideration”. A “Special Consideration” designation identifies roadway sections within the 2015 Thoroughfare Plan that meet the following conditions: • Presents potential to be perceived as having an adverse effect on adjacent properties; • Provides street capacity likely needed to accommodate projected traffic volumes generated by non-residential entitlements currently in place; • Provides needed access for citizens of Westlake to development within their Town as well as access to major traffic routes; and • Provides needed relief from projected traffic congestion. Due to property owner concerns (as specified above), roadway sections designated as “Special Consideration” merit serious consideration regarding design, along with public hearings that should be held prior to final approval. It is the intent that “Special Consideration” Roadways will only be brought forward in the event that such sections are needed to alleviate road congestion on the existing roadways of Westlake as non-residential entitlements are developed over time and other means of such alleviation are not feasible. The definition of “road congestion” necessitating consideration of improvements to a “Special Consideration” roadway is defined in the Policy Section of this Comprehensive Plan (more specifically Policy B.2). A Type Of Grid The Thoroughfare connections proposed in this Thoroughfare Plan create a curvilinear grid like network (when combined with existing Davis, currently improved portions of Dove, existing Solana Boulevard, and existing Westlake Parkway). Not Alignment-Specific By design, the streets identified in the Thoroughfare Framework Plan do not depict a specific alignment. Much of Westlake is currently undeveloped, and specific alignments will need to be determined in conjunction with development plans for individual sites. Therefore, the Thoroughfare Framework Plan ElEmEnts: thoroughfarE Plan 175 depicts connections that are needed to create a system potentially capable of accommodating the trip volumes anticipated by the Plan (depending on final design and alignment). There are five points of “Design Focus” and “Special Consideration” indicated on the Plan by a circle or oval numbered 1 through 5. More specifically, these points of focus and consideration are: 1. The intersection of Ottinger Road and the westerly extension of Capital Parkway: The extension of Ottinger Road to the north will be as indicated on the map with an alignment that goes west of the hill and connects with Capital Parkway, as shown. 2. The intersection of Capital Parkway and Pearson Lane: At a point in time when development occurs and the Capital Parkway and Ottinger Road thoroughfares are required, the T.I.A. will recommend the appropriate traffic handling requirements at this intersection. 3. The intersection of Ottinger Road and a westerly extension of Dove Road: Further study is required to determine optimum operational design. 4. The northerly extension of Pearson Lane from Dove Road to Capital Parkway: The intersection of the northerly extension of Pearson Lane and Dove Road will be made as an offset intersection at Dove Road, as shown on the Thoroughfare Plan. The design of the two intersections of Pearson Lane and Dove Road will be completed utilizing a design that produces the most efficient traffic movement, which may likely include the installation of roundabouts at these two intersections. 5. Dove Road from a point immediately east of Davis Boulevard to the east town limits of Westlake (as shown on the Thoroughfare Plan) is shown on the Thoroughfare Plan as a Roadway of “Special Consideration” and continues to be shown (as it is shown in the Town’s 1992 Comprehensive Plan) with a 106 ft. right-of-way with median divided for four lanes of traffic (two lanes in each direction) or two vehicle lanes with bike lanes. A Roadway of “Special Consideration” means that the road segment has potential to be perceived as having an adverse effect on adjacent properties. Therefore, serious consideration regarding design, along with public hearings, should be held prior to final approval. While the individual alignments are not specific, the roadway connections represented by the lines on the map are. This Plan should guide individual developments as they come online, serving as a framework for the identification of specific alignments and roadway connections. STREET TYPOLOGY Streets identified in the Thoroughfare Framework Plan serve two primary functions: one, move people and goods, consistent with travel demand and purpose, and two, convey a sense of character and place, consistent with the adjacent community as identified in the Land Use Plan and Town Design Structure Plan. To that end, the Thoroughfare Plan identifies three different types of streets: • Regional Arterials: Streets that serve regionally-oriented trips and the Regional Community as defined in the Land Use Plan. Regional Arterials are Westlake’s primary connection to regional roadways approaching Westlake Comprehensive plan Update176 and bordering Westlake and provide continuity with the Town’s Street Network. While certain shopping, entertainment, and employment uses will front Highway 114 and/or Highway 170, millions of square feet of such use will located deeper into the fabric of Westlake and be served by the Town System component. Therefore, a linkage between the Town System component and the external regional roads is needed. These links are known as the Regional Arterials. Figure 114: Regional Arterial Typical Section (Four Lane) Figure 115: Town Arterial Typical Section (Four Lane) Plan ElEmEnts: thoroughfarE Plan 177 • Town Arterials: Streets that serve destinations within in the Town and provide continuity with the Regional System. Town Arterials are located in places where locally originated and imported traffic comingle in the kind of robust flow to and from desired local destinations that is typical of a vibrant township. It is an important aspect of “town” that the presence of place is expressed as a network of roadways serving destinations within Figure 116: Town Arterial Typical Section (Three Lane) Figure 117: Pastoral Collector Typical Section (Road Buffer includes barrow ditches) Westlake Comprehensive plan Update178 the town fabric. Therefore, one moves from Regional Arterial to Town Arterial as they come into the Town and seek the destination offerings of the Township. In many historic towns along hub and spoke systems, the regionally connected road enters and becomes part of the local network as one moves from a rural environment to a more urbanized environment. Similarly, the Regional connections give way to local movement patterns structured by the Town System element. In addition, Town residents moving from the quieter setting of neighborhood roadways (Pastoral Collectors) will encounter the Town System element before they transition to the Regional System element and make their commute; or they will stay within the Town to shop, etc. • Pastoral Collectors: Streets gathering residential traffic as it moves to and from residential neighborhoods. The Pastoral Collectors and the Regional Arterials are transitional levels of connectivity ascending and descending from the Town Arterial. This transition is what protects the Pastoral Collectors (residential streets) from commercial traffic encroachment and it is what keeps town-based movement from being channeled through Regional Roadways (conditions afflicting many corridor related townships like Allen, Texas). The Pastoral Collector expresses the essence of residential life in Westlake and is the place where Westlake’s rural identity is most visible. With the Town System element to provide much of the connection function needed, the Pastoral Collectors can be just roadways that gather local residential traffic as it moves toward the larger town and/or region. The Town Design Structure Plan provides more discussion on the visual character, streetscape, and landscaping of each street type described above. These street Figure 118: Pastoral Collector Typical Section (with Traffic Calming) Plan ElEmEnts: thoroughfarE Plan 179 sections serve to identify dimensional standards and lane widths. NETWORKS AND ACCESS The Thoroughfare Framework Plan lays out the locations of major streets – arterials and collectors – and provides guidance on what those streets should look like. Beyond this foundational framework, however, there are other elements that should be taken into consideration. Networks and Connectivity The proposed street network for Westlake places an emphasis on connectivity. Well-connected street networks result in more direct routes and shorter travel times, as opposed to a few large, multi- lane arterials, which create congested intersections and longer, more circuitous routes. Robust street networks also mean smaller streets with less traffic, which is more conducive for walking and cycling. At a maximum, streets within fully developed areas should be spaced no more than one eighth of a mile apart. Arterials, which form the backbone of the transportation network and carry most of the regional traffic, should be spaced at approximately one to two miles. Collectors should be spaced at ¼ mile to one mile intervals. Local streets should fill in the rest of the network. It is important to note that this network does not necessarily have to be provided by the public sector. This network could easily be built as part of private development, as long as it provides connectivity to the external network. The Thoroughfare Framework Plan identifies how most arterials should connect. At a finer grain, network connectivity standards should be prescribed as part of the Town’s land development regulations. Access Management Having good street connectivity is important to a well-functioning transportation network. At the same time, street systems with too many access points can create problems. The Thoroughfare Framework Plan calls for a network of four lane arterials divided by landscaped medians. Median openings must be closely coordinated with adjacent businesses to achieve an optimal balance between safe and efficient vehicular movement and economic benefit. Block size 200 to 800 feet. Cul-de-sacs Limited to 10% of all street links. Intersection density Minimum 0.8 to 1.2 intersections per 10 acres. External connections Minimum of three sides. Connectivity Guidelines – Example Figure 119: Street Networks and Connectivity Figure 120: Connectivity Examples Westlake Comprehensive plan Update180 Access points include driveways, cross- streets, median openings, signalized intersections, and potential traffic circles. Each additional access point increases the potential for conflict, which degrades roadway capacity and increases the chances for collisions. Therefore, coordination of development zones defined by the Thoroughfare Plan should take place so that internal private streets are interconnected whereever possible. More intense development, where emphasis is on adjacent land use activity, should have greater access than in other locations where vehicular mobility takes precedence. Freeways, by definition, should have very little access. The Regional Arterial Connectors and Town Arterial System should provide next level of access with coordination of private roadways within that arterial network providing even more access. Limiting access is less of a concern on local streets. Access management standards can provide specific guidance for the placement of access points. For State roads, they should be consistent with the Texas Department of Transportation’s (TxDOT) Access Management Manual. BICYCLES AND PEDESTRIANS The proposed street framework is designed for all users, including bicycles and pedestrians in addition to motor vehicles. This could mean a mix of on-street and off- street facilities, depending on the context. On-street Facilities On-street facilities are essentially sidewalks and street side trails. Sidewalks are appropriate for lower-speed environments and are generally wider in locations where the emphasis on people and places is the greatest. In locations where vehicles move at higher speeds and/or a greater volumes, it is desirable to have some degree of separation between the sidewalk and the street, such as on-street parking or street trees and a planting strip. On-street facilities for bicycles include bicycle lanes and wide shoulders. Bicycle lanes are typically found in more compact urban and suburban locations while wide shoulders are in rural locations. On low speed, low volume streets, cyclists can ride in mixed traffic with motor vehicles. Less experienced users (children) may ride on sidewalks. On-street facilities will be found on local neighborhood streets within Westlake as the capacity of the Figure 121: Street Type and Access Plan ElEmEnts: thoroughfarE Plan 181 Thoroughfare network must be preserved to accommodate anticipated traffic volumes. Therefore, bike and pedestrian facilities along Regional Arterials and Town Arterials will be trails and/or sidewalks within the street Right-of-Way (as presented in the Open Space, Parks and Trails Plans). Off-street Facilities Off-street facilities accommodate a range of users – bicycles and pedestrians – simultaneously. Off-street facilities can run parallel to a street, but must include a minimum amount of separation, including a grass buffer and trees and other landscaping elements. Given the nature of Westlake’s higher speed, higher volume arterial system, The Thoroughfare Framework Plan calls for a series of parallel off-road facilities that also form the Town Trail System. This trail system is intended to provide connectivity to the Veloweb – a 1,700 mile network of existing and planned trails spanning the Metroplex – meaning that Westlake can serve as a destination for regional bicycle and pedestrian travel. Additionally, Westlake seeks to distinguish itself as a pedestrian friendly Town. Part of the “slow moving” lifestyle that residents cherish comes from the fact that all movement is not required to confront the congestion of the 114 corridor. To the extent that there can be a non-street option that is viable, is the extent to which Westlake can offer relief from the congestion that neighboring communities are experiencing. This Plan aspires to provide a trail network as robust as the arterial system. TRANSIT As Westlake grows into a center for employment and commerce, it should explore ways to add transit to the mix of transportation options. Specifically, transit should be given consideration as an option for the thousands of travelers that will commute to Westlake on a daily basis. This does not necessarily have to be a service provided by the Town, but rather a function of coordination with one of the regional transit providers. Additionally, the high number of planned employers and retail activities make a locally-oriented transit service a distinct possibility. Such a service would shuttle riders between their place of work and dining, shopping and service destinations within the Town. Such a system would be particularly supportive of a regional transit system by providing mobility options for commuters during the course of the work day. Both within the Metroplex and elsewhere across the nation, an increasing number of regions are looking to transit solutions as major road building initiatives reach their conclusions and communities become denser. Regional transit service has come to Dallas-Fort Worth International Airport and the SH 114 corridor is a logical extension of that corridor. Thus, regional transit service coming to Westlake is a distinct possibility over the long term. The Town should give careful consideration to how regional transit service might optimally serve Westlake, including the character and scale of development around potential station areas and how other places throughout the Town may connect. Westlake Comprehensive plan Update182 the tho r o u g h f a r e P la n Th e T h o r o u g h f a r e P l a n i s i n t e n d e d t o a d d r e s s t r a f f i c p o t e n t i a l l y g e n e r a t e d b y f u t u r e d e v e l o p m e n t i n a c c o r d a n c e w i t h e x i s t i n g z o n i n g a n d P l a n n e d D e v e l o p m e n t O r d i n a n c e s , sh o u l d s u c h l e v e l s o f d e v e l o p m e n t a c t u a l l y o c c u r . A n a l y s i s p e r f o r m e d f o r t h e C o m p r e h e n s i v e P l a n U p d a t e s h o w s t h a t t h e e n t i t l e m e n t c u r r e n t l y g r a n t e d t o p r o p e r t i e s i n TH O R O U G H F A R E P L A N To w n o f W e s t l a k e - P r o p o s e d T h o r o u g h f a r e P l a n [ D e l o i t t e W a y W D o v e R d Roanoke Rd A l l i a G a t e w a y F r e e Precinct Line Dr W D o v e R d C a p i t a l P w y N Pearson Ln Ottinger Rd Otti n g e r R d Ottinger Rd N Ma i n S t Davis Blvd LE G E N D E x i s t i n g R o a d s W a t e r F e a t u r e s S t u d y A r e a B o u n d a r y LI N K T Y P E E x i s t i n g P r o p o s e d R e g i o n a l A r t e r i a l T o w n A r t e r i a l P a s t o r a l C o l l e c t o r S p e c i a l C o n s i d e r a t i o n 114 Con n e c t i o n # 4 114 Con n e c t i o n # 3 114 Con n e c t i o n # 2 114 Con n e c t i o n # 1 Do v e / 1 7 0 C o n t i n u i t y Pe a r s o n S o u t h C o n n e c t i o n Ot t i n g e r S o u t h C o n n e c t i o n 17 0 C o n n e c t i o n Ot t i n g e r / 1 7 0 C o n t i n u i t y 17 0 / 1 1 4 C o n t i n u i t y Pe a r s o n / 1 1 4 C o n n e c t i o n 0 0. 2 0. 4 0. 1 Mi l e s No t e : F u t u r e r o a d a l i g n m e n t b e t w e e n co n n e c t i o n p o i n t s i s t o b e de t e r m i n e d b y d e v e l o p m e n t s i t e de s i g n a s s i t e p l a n s a r e s u b m i t t e d fo r c o o r d i n a t i o n o f c o n n e c t i o n a n d co n t i n u i t y . De s i g n a n d c o o r d i n a t i o n a r e r e q u i r e d 1 CC a p i t a l P w y p i t a l P w y C a p i t a l P w y DaviDavis Blcinct Line Dr recinct Line Dr titi o n o rDDr d lvdPPr W D o v e R d W D o v e R d OOtOtOt i reciPr d AAAAA ll ll ii aa ttin g e r R d Otti n g e r R RdRd eger OttOtt /11 4 C o n t /0/11 4 C o n t 777000/11 4 C o n t 00/11 4 717777 r Rdr RdrdRd W a y W a y d Rd er Rd er tingettingengettd OOOO ti n u i ty ti n u i ty u ytt d r Rd r Rd h C o n ion C ti h C o nnnneeeccttion Pearson Ln N Pearson Ln Pe a Pe a nu i t y nu i t y u Pear PPPear C W D o v e D d W D o v e R d W D ve R d n Con n e ti Con n e c t i o n C 0 C 7077 on n e c t i o 0070 Roanokdoke Rd okooke oke R 4 5 2 3 1 ddd 11 4 11 4 17 0 37 7 37 7 11 4 DI S C L A I M E R : F u t u r e r o a d a l i g n m e n t b e t w e e n c o n n e c t i o n p o i n t s i s i n t e n d e d t o s e r v e t h e p r o j e c t e d u s e o f W e s t l a k e e n t i t l e m e n t s a n d i s t o b e d e t e r m i n e d b y d e v e l o p m e n t s i t e d e s i g n a s s i t e p l a n s a r e s u b m i t t e d f o r c o o r d i n a t i o n o f co n n e c t i o n a n d c o n t i n u i t y . T h e r e f o r e , f i n a l r o a d a l i g n m e n t s m a y d i f f e r f r o m t h e P l a n . S h o u l d r o a d a n d i n t e r s e c t i o n s e r v i c e t h r e s h o l d s d e f i n e d b y t h i s P l a n n o t b e a t t a i n e d , t h e w h o l e s y s t e m a s s h o w n m a y n o t b e b u i l t . S e e P o l i c y Se c t i o n B i n t h e I m p l e m e n t a t i o n D o c u m e n t f o r r o a d w a y t h r e s h o l d s , t r i g g e r p o i n t s , a n d o t h e r i m p l e m e n t a t i o n l a n g u a g e . We s t l a k e i s a p p r o x i m a t e l y 2 5 m i l l i o n s q u a r e f e e t o f n o n - r e s i d e n t i a l u s e e q u a t i n g to m o r e t h a n 4 6 0 , 0 0 0 n e w d a i l y t r i p p r o d u c t i o n s a n d a t t r a c t i o n s . H o w e v e r , r e c e n t de v e l o p m e n t c o n s t r u c t e d w i t h i n t h e T o w n h a s n o t m a d e f u l l u s e o f e n t i t l e m e n t al l o w a n c e s f o r a p a r t i c u l a r p r o p e r t y . T h e r e f o r e , t h e T h o r o u g h f a r e P l a n i s b a s e d up o n t h e a s s u m p t i o n t h a t a p p r o x i m a t e l y 7 0 p e r c e n t o f e n t i t l e d d e v e l o p m e n t w i l l ul t i m a t e l y b e b u i l t . S y s t e m c o n n e c t i v i t y m u s t b e e s t a b l i s h e d a n d l i n k a g e s m u s t b e ex t e n d e d t o m i n i m i z e d e l a y c a u s e d b y i n t e r s e c t i o n s t h a t f u n c t i o n a t l e v e l s n e a r co n g e s t i o n ( L e v e l o f S e r v i c e “ D ” ) a n d / o r w h e n s t r e e t c a p a c i t y i s r e a c h e d . Th e T h o r o u g h f a r e P l a n i d e n t i f i e s k e y c o n n e c t i o n s a n d l i n k a g e s w h i c h c o l l e c t i v e l y co m p r i s e a s y s t e m o f m o v e m e n t t h a t : • Di s t r i b u t e s t h e t r a f f i c i n s u c h a w a y a s t o a v o i d f u t u r e c o n g e s t i o n , m i n i m i z e ch o k e p o i n t s , a n d d i s c o u r a g e n o n - r e s i d e n t i a l t r a f f i c e n c r o a c h m e n t o n r e s i - de n t i a l s t r e e t s ; • Fa c i l i t a t e c r o s s t o w n t r i p m a k i n g t h a t d o e s n ’ t r e l y o n H i g h w a y 1 1 4 o r H i g h - wa y 1 7 0 • Pr o v i d e s a f r a m e w o r k f o r o r d e r l y d e v e l o p m e n t . Th e T h o r o u g h f a r e P l a n i s c o m p o s e d o f k e y c o n n e c t i o n s ( t h e a r r o w h e a d s a s s h o w n on t h e P l a n ) a n d l i n k a g e s ( t h e d a s h e d l i n e s s h o w n o n t h e P l a n ) . C o l l e c t i v e l y , c o n - ne c t i o n s a s s u r e t h a t t h e t h o r o u g h f a r e s y s t e m s e r v e s d e s t i n a t i o n s w i t h i n t h e T o w n as w e l l a s p o i n t s o f i n g r e s s / e g r e s s t o t h e T o w n . L i n k a g e s a s s u r e t h a t t h e r e i s s y s t e m co n t i n u i t y f r o m e a s t t o w e s t a n d n o r t h t o s o u t h . N o t o n l y d o e s a s o u n d s y s t e m of w e l l - c o n n e c t e d s t r e e t n e t w o r k s r e s u l t i n m o r e d i r e c t r o u t e s a n d s h o r t e r t r a v e l ti m e s , i t p r o v i d e s m o r e t r a v e l o p t i o n s t o d i s c o u r a g e n o n - l o c a l t r a v e l o n s e n s i t i v e ex i s t i n g r o a d w a y s , l i k e t h e e a s t e r n m o s t p o r t i o n o f D o v e R o a d , b e g i n n i n g a t t h e Gl e n W y c k n e i g h b o r h o o d . B y p r o v i d i n g m o r e c o n n e c t i o n s a n d l i n k a g e s , t h i s s e c - ti o n o f D o v e R o a d m a y r e m a i n a l o w - t r a f f i c p a s t o r a l s t r e e t . Town Parkway—Four Lanes Town Parkway—Six Lanes Planning and Zoning Item # 7 – Adjournment