5.5 Multimodal Transportation Center/Midtown TOD
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5.1 Introduction 5.2 Street Network CHAPTER 5.3 Streets and Blocks Plan 5.4 Active Transportation 5.5 Multimodal Transportation Center 5.6 City Center Circulator 5.0 5.7 Parking Management Plan 5.8 Strategies for Parking Management 5.9 Summary MOBILITY PLAN 5.1 Introduction GREAT STREETS To support the Development Plan, a multimodal network “Beyond functional purposes of of transportation facilities is proposed that provide permitting people to get from one access to and circulation within the City Center. As a master plan for the future of the City Center, it is place to another and to gain access to important to look well beyond the transportation patterns property, streets – most assuredly the of today to guide the transportation patterns of tomorrow. best streets -- can and should help to The Mobility Plan will be implemented progressively, in concert with implementation of the Development Plan, do other things: bring people together, to bring City Center from the infrastructure and travel help build community, cause people patterns of today to the vision of tomorrow. to act and interact, to achieve together what they might not alone. As such, The character of the roadways should reflect the intensity and connections of the adjacent land uses they streets should encourage socialization serve. Streets with more intensive concentrations of and participation of people in the retail, housing, office and other trip generators should community…The best streets create support high levels of pedestrian activity to, from and within these areas. Motorized and bicycle vehicular and leave strong, lasting, positive traffic needs for access and circulation in City Center impressions; they catch the eyes and must also be met, in harmony with the desired street the imagination.” environment, as well as reasonable accommodations -Allan B. Jacobs for parking of those vehicles. Transit circulator service within City Center can facilitate the dispersed utilization of parking and singular accommodation of multiple trip purposes within the three sub-districts, providing critical service with the potential advent of commuter rail service to Cedar Hill. An example of a walkable street 56 | CITY CENTER DEVELOPMENT PLAN Collector Roadways 5.2 The function of collector roadways is to serve as a Street Network conduit between local roadways and the network of arterial streets. Collector streets are differentiated Existing and new streets in City Center should be from arterials streets by their length and degree designed to serve multiple purposes as local movement of access to adjacent development. Collector corridors for people and vehicles, transit ways, parking streets are typically contiguous across one or more reservoirs, and extensions of the public realm. While the arterials roadways, but seldom more than one or design of individual streets and street segments may two miles in length. Driveway access onto collector vary considerably depending on their place within the roadways is seldom limited and parking along City Center and their role in the larger street network, collectors is often allowed, consistent with adjacent their intended character as active, attractive, and land use. Collector roadway cross sections can accessible public spaces should not be compromised. range from two lane streets to four lane sections depending on the local context of the adjacent land uses. Collector roadways are often good candidate Overview of Typologies streets for accommodating bicycles, either in The various levels of classifications of streets within shared lanes or separate bike lanes. Sidewalks Center City – arterials, collectors and local streets – can or sidepaths are to be provided along both sides be provided in a myriad of configurations to best serve of collector streets, typically separated from the the context of their surroundings. A typical street section roadway by a landscaped buffer and/or parking. may change from block to block, though the functional classification continues. The street classifications are Local Roadways typically defined in terms of accommodations for motor Local roadways will typically be two-way streets, vehicles, as described in the Transportation Plan chapter one lane in each direction, with curbside parallel of the 2008 Comprehensive Plan. These roadway parking and sidewalks or sidepaths on both classifications, and their implications for mobility sides. This typical section provides for minimal within this study area, are described in the following traffic flow accommodations and thus influences paragraphs. traffic calming. Direct access is provided to ground floor development. Overnight parking of Principal Arterial Roadways residential development in curbside parking may Principal arterial roadways carry traffic across reduce the net construction of off-street lots and major segments of the local region, with a primary structured parking for residential development. function of throughput, rather than property access. Many permutations on that basic configuration are Side street and driveway access onto principal possible for context sensitive solutions to the needs arterials is often limited by spacing requirements, of the adjacent development, including one-way and parking along principal arterial roadways is streets, angled parking, or no parking on one or not allowed. Sidewalks or sidepaths should be both sides near key developments such as the considered along principal arterials, especially future rail station. through concentrations of development, such as City Center, and as part of a regional plan for mobility. Minor Arterial Roadways Minor arterial roadways carry traffic across major segments of the City, often with connections to adjacent city arterials. Their primary function is throughput of traffic though of a more localized nature, connecting collector streets to major arterial streets, and local access is secondary. Driveway access onto minor arterials is often limited by spacing requirements, and parking along minor arterial roadways is seldom allowed. Sidewalks or sidepaths should be provided along minor arterials. Mobility Plan | 57 Functional Attributes of City Center Roadways Midtown Collector Roadways The City Center roadways must function within the Though classified on the City’s Thoroughfare Plan network of area roadways but incorporate attributes that as an arterial, Uptown Boulevard serves essentially are sensitive to the adjacent development. as a collector roadway extending between Uptown Village at FM 1382 and Belt Line Road, connecting Principal Arterial Roadways in City Center these arterial roadways to the development along FM 1382 is a regionally significant principal the local roadways. Its urban four-lane divided arterial roadway. FM 1382 is a TxDOT-owned roadway section is consistent with the Minor and maintained roadway, with a divided six lane Arterial classification and provides adequate traffic cross section plus auxiliary turn lanes. FM 1382 capacity for the anticipated roadway uses (see forms a significant physical and psychological subsequent description of Uptown Boulevard traffic barrier between the Midtown and Uptown districts operations). Cedar Hill Road and Main Street also that can be overcome to some extent with proper serve as collector roadways through Midtown and accommodations. The Thoroughfare Plan (Map 16) should be designed with an urban section. Pioneer shows Uptown Boulevard as a principal arterial, Parkway is also a collector roadway between though it functions as more of a collector roadway Cedar Hill Road and Uptown Boulevard, and as described below. should be formally designated to extend between Uptown Boulevard and the US 75 Frontage Road. Uptown Minor Arterial Roadways These streets may have segments of curbside Cedar Hill Road is designated as a minor arterial parking appropriate for their adjacent development. on the City’s Thoroughfare Plan, calling for its Typically, these urban collector streets will have current four lanes divided plus adjacent sidewalk. bike lanes. No changes to this roadway are proposed, except to extend the sidewalks beneath FM 1382 to Downtown Collector Roadways connect to the proposed pedestrian network in Cooper Street is currently classified as a collector Midtown. roadway through Downtown. It may be designed with an urban or rural design cross section, in Midtown Minor Arterial Roadways context with the surrounding development, and Cedar Hill Road continues its designation on the allow parking along its length, as appropriate for Thoroughfare Plan as a minor arterial through the adjacent development. Midtown, and also as a greenway arterial corridor, from the undercrossing at FM 1382 to Belt Line Midtown Local Roadways Road. Currently it is a two lane rural roadway Midtown local streets should be an urban section from FM 1382 to the transition at Wylie Street to with two lanes, one in each direction, typically 15 N. Main Street, at which point N. Main Street has feet in width and shared with bicyclists. Curbside been improved to four lanes southward to Belt Line parking may be parallel or angled, depending on Road. Belt Line Road is also designated as a minor the nature of the adjacent development. Parallel arterial roadway through City Center, traversing parking allows for the roadway pavement to be entirely across Cedar Hill and into the adjoining narrower, and the potential for wider sidewalks cities and beyond to the west and east. Belt Line and/or buildings that are closer together. Angled Road is currently