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Res 097-88 5/3/1988RESOLUTION NO. 97-88 A RESOLUTION ADOPTING THE THOROUGHFARE PLAN AS AN ELEMENT OF THE COMPREHENSIVE PLAN WHEREAS, the City of Wichita Falls has a responsibility to plan for the orderly growth and development of the community, and to ensure the safe and efficient function of the city street system; and, WHEREAS, a Thoroughfare Plan has been developed in cooperation with the Texas State Department of Highways and Public Transportation; and, WHEREAS, public hearings have been held and recommended changes made. NOW, THEREFORE, BE IT RESOLVED BY THE CITY OF WICHITA FALLS, TEXAS, THAT: The Thoroughfare Plan, an Element of the Comprehensive Plan, attached hereto as Exhibits A and B, is adopted as an element of the Comprehensive Plan for the City of Wichita Falls, Te*s, PASSED AND APPROVED THIS THE 3RD/DV ^ MAY, 198F. FUJKIWA • P.N-VA-Dr-W CITY CLERKU PLAN An Element of the Comprehensive Plan Wichita Falls, Texas Urban Transportation Study Area April 1988 =ritroductiori Transportation systems are one of the most vital components of an urban environment. The transportation system provides the lifeblood to the urban economy through movement of raw materials, finished products, workers and shop- pers, and through provision of proper locations for industry, commerce and residences. A total transportation system is composed of all modes and methods for moving persons and goods. In this plan, however, only expressway systems, arterial systems, collector systems, and local street systems are examined. These individual systems must be properly related to each other and to the land uses which they serve if the overall transportation system is to function properly. All precautions should be taken to protect future trans- portation corridors through adoption and subsequent imple- mentation of a thoroughfare plan. The lack of a defined thoroughfare plan will inevit- ably lead to improperly located commercial and indus- trial uses, illogical land use patterns, and high traffic volumes in residential areas. It is, therefore, essential that a thoroughfare plan be adopted as the official guide for future transportation development. Urban elements which affect and are affected by the transportation systems must be continually analyzed to assure the validity of the thorough- fare plan. Ideally, the plan serves as an up-to-date guide for thoroughfare development which can change, but only as land use, economic, and popu- lation conditions warrant such change. Thoroughfare Plan Map The thoroughfare plan map on the front of this document illustrates the transportation system desired over the next ten to twenty year period. This recommended thoroughfare plan is the result of a study of past trends, and antici- pated trends in land use development and traffic volumes and patterns. Each street within the study area has been classified by type. The existing street systems are indicated by a continuous line; proposed street systems are indicated by a dashed line. The plan classifies streets as if ideal conditions existed. However, there are some streets that, because of existing travel patterns, social and community values, and economic factors influencing development, have little or no possibility of attaining the desired stand- ards. Also listed on the front of this document are the specific street improvements necessary to attain the illustrated thoroughfare plan. These projects are not prioritized in any way. The annual Trans- portation Improvement Plan (TIP) will provide the neces- sary continuing review of urban elements which affect transportation planning deci- sions. Upon completion of each annual review, the Thoroughfare Plan should be reevaluated to determine its continuing validity. 11 Study Area The Wichita Falls urban transportation study area encompasses all of the city of Wichita Falls, plus a major portion of the area under its extraterritorial jurisdiction. Study Organization This plan is the result of a cooperative effort between the City of Wichita Falls and the Texas State Department of Highways and Public Transpor- tation. Basic data, such as land use forecasts and population and income projections, were provided to the State Department of Highways and Public Transportation (SDH &PT) for each traffic zone in the study area by the city planning department serving as the Metropolitan Planning Organization (MPO). The SDH &PT used these data to compile traffic volume forecasts and a traffic assignment study. These tools were used by the city as a basis for formu- lating this thoroughfare plan. Planning department staff carefully reviewed the data provided by the SDH &PT to formulate a thoroughfare map, proposed street standards, and a street classification system for the Wichita Falls urban transportation study area. Subsequently, planning depart- ment staff has worked closely with staff from the city's public works and traffic and transportation departments to develop this plan. Proposals were also reviewed by, and comments received from various boards and committees con- cerned with transportation planning such as the Technical Advisory Committee and the Planning & Zoning Commission. Working with these departments and the various boards and committees has enabled the planning staff to produce this thoroughfare plan which will guide all entities concerned with long -range planning for future transportation systems and land use patterns. Previous Transportation Studies The transportation planning process in Wichita Falls began in the early 1950's when the State Highway Department conducted an origin and destination survey in order to determine traffic movement patterns into and through Wichita Falls. Based on the findings of this study, plans were begun to construct the present expressway system (U.S.281/277/287) to alleviate concentrated traffic flows. This report became the basis for all future systems to be designed. In 1959, a comprehensive plan was drafted by the Wichita Falls Planning Board and municipal staff. This plan was based on the previously completed origin and desti- nation study and a subsequent vehicular traffic flow study completed in 1956. As a result of the Federal Aid Highway Act, established by Congress in 1962, an Urban Transportation Plan was com- pleted in 1964. The conclu- sions of this study reaffirmed the need to establish a major thoroughfare network very similar to the recommendations 2 in the 1959 comprehensive plan. The Wichita Falls Urban Transportation Plan 1970 - 1990 was published as a result of Section 134 of the Federal Aid Highway Act of 1962. This plan initiated a long range comprehensive transportation planning process for the Wichita Falls study area. In the early 19801s, an addendum to the Wichita Falls Urban Transportation Plan was published. Its purpose was to document the implementation progress of the plan since 1974. Together with the 1970 plan, it served as the trans- portation element and subse- quently became part of the Community Development Plan, 1980 - 2000. The North Texas Regional Planning Commission published Thoroughfares, Report No. M- 6, in the 1970's. Its intent was to establish both a short and a long range thoroughfare plan to be used as the guide for transportation planning. The present plan is an extension of the 1970's reports. The required annual update report of the urban transportation study should continue to provide the neces- sary review and recertifi- cation of the plan. Thoroughf are Plan E' unctions CIP and TIP Coordination It is important that each project in any improvement program, whether it be the city's Capital Improvement Program (CIP) or the Trans- portation Improvement Program (TIP), follow the guidelines outlined in the Thoroughfare Plan. This will promote continuity and consistency throughout the urban transpor- tation network and will help to insure that the city develops in an orderly and functional manner. Subdivision Control The primary objective of subdivision design is to provide maximum livability. This requires a safe and efficient access and circula- tion system connecting homes, schools, playgrounds, shops and other subdivision activ- ities for both pedestrians and vehicles. The Institute of Traffic Engineers recommends that traffic considerations in subdivision design be clas- sified into two general areas: (a) the actual layout of the street and pedestrian system as related to land use, and (b) the engineering standards for vehicular and pedestrian facilities. However, neither the street system nor the individual design element should be analyzed separately. In order to be effective, the thoroughfare plan and the subdivision ordinance should follow the same basic guide- lines. In essence, these two documents should be closely compatible and adhered to by both the public entities involved with development and the private developers if proper subdivision control is to be achieved. 3 Zoning and Land Use Control It is important to plan appro- priate land uses along the various thoroughfares since transportation systems both attract land uses and are attracted to land uses. Transportation systems influ- ence urban development and are impacted by urban development. Due to this interdependent relationship between land use systems and transportation systems, it is particularly important that zoning and land use plans be closely compat- ible with the thoroughfare plan. Zoning and land use plans should consider both existing and planned thorough- fare systems. cS t- = �t e t7- C_- I -= x S --=. - : E - c_- c-A t _- ' c > r x C3W_—,.-t_-4ER�M The efficient operation of highways requires the classi- fication of the functions they are to perform and identifica- tion of the most effective facilities to perform them. A given type of movement can best be accommodated on facilities specially designed for that purpose; matching design to use helps ensure homogeneous flow, which contributes to efficiency and safety. The basic functions of any community's street and highway system are 1) to move traf f is between dispersed points and 2) to provide street access to individual properties. No individual type of roadway can adequately perform these two opposing functions. A street classification system is, therefore, needed in order to identify and set basic design standards for those streets where land access is the primary function and those streets where traffic movement is the primary function. Control of access is divided into three categories: 1. Full control of access: The authority to control access is exercised to give preference to through traffic, by pro- viding access connections with selected public roads. Preferably, crossing at grade or direct private driveway connections would be prohib- ited. 2. Partial control of access: The authority to control access is exercised to give preference to through traffic 0 to a degree that, in addition to access connections with selected public roads, there may be some crossing at grade and some private driveway connections. 3. Uncontrolled access: The authority having jurisdiction over access does not limit the number of points of ingress or egress, except as required through applicable ordinances and as necessary for the safety of the traveling public. Following is the street classification system for the Wichita Falls urban transpor- tation system. In the cases where a range of values is not given, the figure listed indi- cates the minimum requirement. Freeway The freeway provides for rapid movement of large volumes of through traffic between areas and across the city. The system provides linkages between living areas and working areas. 330' -440' IT, 10' f• 24- to 3.1-711 t Tgi�m FREEWAY Access ........... full control Trips per day........ 40,000+ Spacing ..............variable Border................... 161+ Travel lanes ........ 4-8 @ 121 Breakdown lanes ....... 2 @ 101 Pavement width...... 1121-1601 Right-of-way width..3001-440' Median width ..............40' Speed ..................55 mph Major Arterial The major arterial street connects traffic with the freeway systems and accom- modates cross -town traffic. The major arterial also provides for continuity and high volume traffic movement between major traffic centers such as principal neighbor- hoods and commercial centers. Therefore, access management is essential to ensure the maximum efficiency of this type of arterial. Special types of major arterials include parkways and boule- vards. 120' -155' r.o.w 14' 14' 24' -36' r—, 24' -36' '20'-30' Major Arterial with 201- 30'Median or Drive Lanes Access ......... partial control Trips per day ........ 25- 40,000 Spacing ............ over 1 mile Border .....................141 Travel lanes ......... 4 -6 @ 12' Breakdown lanes....... 2 @ 12' Pavement width........ 72' -96' Right -of -way width.. 120' -155' Median width......... .20' -30' Speed ................40 -55 mph Minor Arterial The minor arterial street serves many of the same functions of major arterial. It connects traffic with the freeway systems and accommo- dates high volume cross -town traffic. These arterials generally surround neighbor- hoods and are continuous. Minor arterials move large volumes of traffic on long trips from one part of the city to another. Minor arterials are characterized by the use of medians for channelization, or continuous turn lanes. Residential devel- opment should not front along this type of street. 9n -100' r.o.w 14' 48' -64' 14' 24 24' 16 Minor Arterial with 16'Median or Turn Lane Access........ partial control Trips per day ....... 10- 25,000 Spacing .......... under 1 mile Border....................141 Travel lanes .......... 4 @ 12' Breakdown lanes .......... none Pavement width ............ 481 Right -of -way width ... 901 -100' Median width ..............161 Speed ...............25 -40 mph Major Collector The purpose of the major collector street is to circu- late traffic in a neighborhood and move it to a higher class of street (major or minor arterial). The major collector street requires only limited continuity, extending from the arterial system into the neighborhood interior. Trips will be short and conducted at low speeds, with relatively moderate traffic volumes. Major collectors should be located so as to provide access to the local streets in a neighborhood and some through traffic movements. 65 -70' r.o.w 11.5 42 ' -48' 11.5' 17% '�I(���IIII' Major I collect. IiE Access ............ uncontrolled Trips per day ...... 1500- 10,000 Spacing ........... under 1 mile Border ................. 11.5' Travel lanes ........2 -4 @ 12' Parking lanes ........ 0 -2 @ 9' Pavement width .......... 42 -48' Right -of -way width ...... 65 -70' Speed ................25 -30 mph Minor Collector The purpose of the minor collector is to circulate traffic in a neighborhood and move it to or from a higher class of street (arterial or major collector) . The minor collector street need have only limited continuity extending from the arterial into the neighborhood interior. Trips will be short and conducted at low speeds. Traffic volumes will be relatively moderate. Minor collectors are designed to handle fewer trips per day than the major collector street. 60' r.o.w 4 12' 36' 12' qL:�� Minor Collector Access ............ uncontrolled Trips per day......... 150 -1500 Spacing ........ under 1/2 mile Border. .. 12' Travel lanes ..........2 @ 10' Parking lanes......... 2 @ 8' Pavement width .............36' Right -of -way width......... 60" Speed ................25 -30 mph 7 Local The local street provides access from the collector street to a group of housing units within a given neigh- borhood. Only vehicles having an origin or destination on this type of street should be attracted to it. The local street affords access to adjacent property and mini- mizes through traffic. Street segments should not exceed 1500 feet. Four -way intersec- tions and intersections with arterial streets should be avoided. 50' r.o.w 10' 30' 10' "ill Loca,Mirelleltlll- Access ............uncontrolled Service .......... 150 dwellings Spacing ............ as required Border ................. ...10' Travel lanes ..........2 @ 10' Parking lanes .......... 1 @ 10' Pavement width........, ...30' Right -of -way width ...... 50 -60' Speed ...................25 mph Local Cul -De -Sacs These street designs are generally used in single - family development. They provide privacy and reduce traffic for the lots they serve. In addition, cul -de- sacs are useful for sub- dividing odd - shaped parcels. High density areas are not suitable for this street design. Access ....... .....uncontrolled Service... maximum 25 dwellings Spacing ....... ' ......at blocks Maximum street length..... 300' Border .....................10' Travel lanes ........... 2 @ 11' Parking lanes ........... 1 @ 8' Pavement width........ ....30' Pavement at turn around .... 80' Right -of- way- width ...... 50 -60' ROW at turn around .... 100 -120' �3 • _43' t-- V X C1 W C:) _-r: Cff EX r-1 jL M aL -t-- I C> rl 0 Urban Transportation Policy Advisory Committee (PAC) Elected Officials: Beau Boulter, U.S. Congressman, District 13 Ray Farabee, State Senator, District 30 John Gavin, State Representative, District 52 Charles Finnell, State Representative, District 53 Charles Harper, Mayor, City of Wichita Falls Leon T. Little, Mayor, City of Pleasant Valley H.C. Greer, Commissioner, Wichita County Ex-Officio Members: Jim Berzina, City Manager, City of Wichita Falls Jimmy L. Stacks, District Engineer, SDH&PT Lee Hickey, Mayor, City of Lakeside City Other Non-Voting Members: Michael Leary, Urban Planner, Federal Highway Administration Robert Cuellar, Transportation Planning Engineer, SDH&PT Charles Murphy, Director, Texas Aeronautics Commission Paul Kandt, Acting Regional Supervisor, Texas Air Control Board Ed Daniel, Executive Director, NORTEX Regional Planning Commission Walter Wendlandt, Acting Transportation Director, Railroad Commission Staff Personnel: Dale Cantrell, District Design Engineer, SDH&PT Bruce Preston, District Traffic & ROW Engineer, SDH&PT Carolyn Proffitt, Administrative Tech III, SDH&PT George Bonnett, Director of Public Works, City of Wichita Falls Roger McKinney, Director of Planning, City of Wichita Falls Robert Parker, Director of Traffic, City of Wichita Falls Bernice Prchal, Planner, City of Wichita Falls Cheryl Robinson, Planner, City of Wichita Falls Paul Stillson, Planner, City of Wichita Falls Former Staff Members I W.C. Snodgrass, Supervisor of Right-of-Way, SDH&PT Billy Dickinson, District Design Engineer, SDH&PT 991-� City of Wichita Falls Wichita County State Department of Highways and Public Transportation In Cooperation With U.S. Department of Transportation Federal Highway Administration The contents of this report reflect the views of the authors who are responsible accuracy of the data presented herein. The contents do not necessarily reflect official views IDepartment of or policies of the Federal Highway Transportation. Administration (FHWA), United for the the States IFunding for this report was provided by the U.S. Department of Transportation and the ITexas State Department of Highways & Public Transportation (SDH&PT) in conjunction with (Section 112 planning funds of the Federal-Aid Highway Act of 1973 and the Surface ITransportation Act of 1978. 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