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[PRELIMINARY OPEN MEETING]
I NOW DECLARE THAT THE PLANO CITY COUNCIL CONVENED AN OPEN SESSION THAT ALL COUNCIL MEMBERS ARE PRESENT, WITH THE EXCEPTION OF MAYOR PRO TEM PRINCE.THE COUNCIL WILL NOW RECESS INTO EXECUTIVE SESSION IN TRAINING ROOM MAY TO HOLD A CLOSED EXECUTIVE MEETING PURSUANT TO PROVISIONS OF VERNON'S TEXAS CODE'S ANNOTATED GOVERNMENT CODE CHAPTER 5 51.
THE OPEN MEETINGS ACT IN ACCORDANCE WITH THE AUTHORITY CONTAINED IN SECTION 5 51 0 71 TO CONSULT WITH THE ATTORNEY TO, TO RECEIVE LEGAL ADVICE AND DISCUSS LITIGATION SECTION 5 51 0 72 TO DISCUSS REAL ESTATE MATTERS AND SECTION 5 51 0 74 TO DISCUSS PERSONNEL MATTERS.
INADEQUATE THE PLAINTIFF, CITY COUNCIL.
PRELIMINARY OR OPEN MEETING IS RECONVENED IN OPEN SESSION THAT ALL COUNCIL MEMBERS ARE, ARE PRESENT.
OUR FIRST ITEM IS, UH, ON THE PRELIMINARY AGENDAS IS CONSIDERATION AND ACTION RESULTING FROM THE EXECUTIVE SESSION.
OUR SECOND ITEM IS PERSONNEL REAPPOINTMENTS.
IN REGARDS TO THE PLANO HOUSING AUTHORITY, UH, WE WILL, UH, I RECOMMEND THAT WE REAPPOINT KATHY HINES AND WE WE'LL HAVE TWO, UH, SPACES AVAILABLE.
CAN I GET A MOTION? OH, I ALSO MOVE.
I HAVE A MOTION TO SECOND TO, UH, REAPPOINT KATHY HINES.
ALL IN FAVOR, RAISE YOUR HAND.
NEXT ITEM, NOISE ORDINANCE UPDATE, SADA.
IT'S ALSO OMATA HERE TO DISCUSS A NOISE ORDINANCE.
SO A LITTLE HISTORY ON OUR NOISE ORDINANCE.
WE'VE HAD ONE IN PLACE FOR MANY YEARS.
IT WAS REVISED IN 2017, AND, UH, WE DID NOT HAVE A PROHIBITION FOR NIGHTTIME, UH, CONSTRUCTION.
WE DEALT WITH THAT WITH, UH, NIGHTTIME DECIBEL THRESHOLDS.
AS A RESULT, WE HAVE HAD CONSTRUCTION NOISE COMPLAINTS AS WE ARE BUILDING IN A HIGHER DENSITY NOW, AND SOMETIMES WE ARE ADJACENT TO RESIDENTIAL CONSTRUCTION, UH, NEAR, UH, WHERE PEOPLE ARE LIVING.
SO AN INCREASE IN OUR RECENT YEARS.
SO COUNCIL HAS ASKED US TO REVIEW THE ORDINANCE AND COME UP WITH SOME RECOMMENDED SOLUTIONS, NIGHTTIME CONSTRUCTION IN AREA CITIES THAT DEAL WITH IT IN A DISTANCE REQUIREMENT.
GRAND PRAIRIE ARLINGTON, UH, PROHIBIT NIGHTTIME CONSTRUCTION WITHIN 300 FEET OF A RESIDENTIAL USE.
FRISCO IS 500 FEET, CARROLLTON IS 1000 FEET, AND DALLAS AND IRVING PROHIBIT CONSTRUCTION ADJACENT TO A RESIDENTIAL USE.
SO WHAT WE PROPOSE IS CREATION OF A RESIDENTIAL USE DEFINITION IN THE NOISE ORDINANCE PROHIBIT NIGHTTIME CONSTRUCTION WITHIN 500 FEET OF A RESIDENTIAL USE.
NIGHTTIME HOURS WILL BE 10:01 PM TO 6:59 AM.
HOWEVER, WE'LL HAVE AN ALLOWANCE FOR NIGHTTIME CONSTRUCTION IF APPROVED BY THE BUILDING OFFICIAL FOR PUBLIC HEALTH OR SAFETY CONCERNS.
WITH THAT, I OPEN UP QUESTIONS.
ANY QUESTIONS FOR SSO? THANK YOU.
MR. MADDA, WHEN WE TALK ABOUT THE CONSTRUCTION, HAVE, DO WE HAVE A SPECIFIC DEFINITION OF, OF CONSTRUCTION? IS IT, UH, CIVIL CONSTRUCTION? IS IT, UH, RESIDENTIAL CONSTRUCTION? IS IT COMMERCIAL CONSTRUCTION OR ARE WE JUST SAYING ANY CONSTRUCTION FROM 10 0 1 TO 6 59? IT WOULD BE ANYTHING.
UH, YEAH, ANYTHING WE ISSUE A PERMIT FOR.
MOST OF THE TIME WE'RE SEEING COMMERCIAL CONSTRUCTION, LARGE PROJECTS.
UH, IT'S WHAT WE SEE, UH, WHERE WE GET NOISE COMPLAINTS.
WELL, I GUESS WHAT MY CONCERN IS, IS PARTICULARLY WHEN WE'RE OUT HERE DOING SOME STREET REPAIRS THAT WE'RE SEEING RIGHT NOW, WHICH IS TYPICAL A CITY, YOU KNOW, WITHIN 500 FEET OF RESIDENTIAL PROPERTY, AND LIKE WE HAVE SOMETIMES WHEN IT WAS SO HOT WE WERE POURING CONCRETE DURING THE COURSE OF THE EVENINGS.
SO WE WOULDN'T LOSE THE STRUCTURAL INTEGRITY OF
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THAT.DID WE HAVE EXCEPTIONS TO THAT OR WE PLAN TO HAVE EXCEPTIONS TO THAT TYPE OF WORK AND NOTIFICATION TO THE NEIGHBORS, ET CETERA.
I THINK WE DO HAVE THAT, AND THAT WAS NOT TOUCHED.
SO WE DO HAVE PERMISSION FOR, UH, NIGHTTIME CONSTRUCTION WHEN, WHEN IT'S PERMISSION.
I THINK THE, UH, ENGINEER HAS THAT IN HIS ORDINANCE PORTION, SO THEY KIND OF OVERLAP, BUT WE DO HAVE THAT.
OUR NEXT ITEM, STREET DESIGN STANDARDS.
GOOD EVENING MAYOR, MEMBERS OF COUNCIL.
MY NAME IS MIKE BELL, PLANNING MANAGER WITH THE PLANNING DEPARTMENT.
THE PURPOSE OF THIS ITEM IS TO GIVE AN OVERVIEW OF THE PROPOSED STREET DESIGN STANDARDS AND ASSOCIATED UPDATES, WHICH ARE SCHEDULED FOR CONSIDERATION ON TONIGHT'S REGULAR MEETING.
AGENDA ITEM NUMBERS EIGHT THROUGH 13.
UH, DREW BRONER AND I WILL BE TAG TEAMING THIS PRESENTATION, AND WE HAVE A LOT OF INFORMATION TO COVER, SO WE'LL BE MOVING QUICKLY AND ASK THAT YOU PLEASE HOLD QUESTIONS TILL THE END.
WE ALSO HAVE KIMLEY HORNE, THE PROJECT CONSULTANT, AS WELL AS STAFF FROM THE ENGINEERING AND SPECIAL PROJECT DEPARTMENTS, UH, WHO WILL BE AVAILABLE FOR QUESTIONS AT THE END.
THE CITY'S THOROUGHFARE STANDARDS, RULES AND REGULATIONS OR THOROUGHFARE STANDARDS FOR SHORT REGULATE THE DESIGN REQUIREMENTS FOR STREETS, SIDEWALKS, AND OTHER DESIGN REQUIREMENTS.
THEY WERE LAST UPDATED IN 2009 AND CITY STAFF WORKING WITH KIMLEY HORN HAS BEEN WORKING ON AN UPDATE OF THE STANDARDS FOR THE LAST TWO YEARS, UH, AS PART OF THIS PROJECT.
UH, THAT WILL INCLUDE RENAMING THE DOCUMENT TO THE STREET DESIGN STANDARDS.
THE STREET DESIGN STANDARDS, UH, LIKE THE THOROUGHFARE STANDARDS, ARE INTERCONNECTED WITH OTHER DEVELOPMENT POLICIES AND REGULATIONS, INCLUDING THE CONFERENCE PLAN, THE SUBDIVISION ORDINANCE IN THE ZONING ORDINANCE.
THESE DOCUMENTS WORK TOGETHER TO GUIDE THE DESIGN OF CITY STREETS THROUGH BOTH THE C I P AND PRIVATE DEVELOPMENT.
AND THE INTERCONNECTEDNESS OF ALL THESE DOCUMENTS IS WHAT REQUIRES THE PACKAGE OF ITEMS FOR YOUR CONSIDERATION TONIGHT.
MAJOR GOALS OF THE PROJECT, INCLUDING UPDATING, UH, OR INCORPORATING NATIONAL BEST PRACTICES AND IMPLEMENTING MULTIMODAL STREET NETWORK AND CONTEXT SENSITIVE DESIGN GUIDANCE FROM THE COMPREHENSIVE PLAN, CONSOLIDATING DESIGN STANDARDS FOR STREETS INTO A SINGLE DOCUMENT AS MUCH AS POSSIBLE, AND OVER AND IMPROVING OVERALL USER FRIENDLINESS.
THE UPDATE OF THIS PROJECT REQUIRED SIGNIFICANT INTER INTER INTERNAL COLLABORATION FROM NUMEROUS DEPARTMENTS, INCLUDING THE ENGINEERING PLANNING, PLANO, FIRE RESCUE, PARKS AND RECREATION, PUBLIC WORKS AND SPECIAL PROJECTS.
AND I'D LIKE TO QUICKLY THANK ALL THE STAFF FROM THOSE DEPARTMENTS FOR THEIR TEAMWORK, DILIGENCE, AND DEDICATION TO THIS PROJECT OVER THE LAST TWO YEARS, DUE TO THE QUANTITY AND COMPLEXITY OF THE CHANGES INVOLVED, WE BRIEFED THE PLANNING AND ZONING COMMISSION ON MAJOR UPDATES STARTING IN OCTOBER OF 2022.
UH, THAT COMMENT CULMINATED IN A CALL FOR PUBLIC HEARING ON MARCH 1ST OF THIS YEAR WHERE THE FIRST DRAFT WAS PUBLISHED ONLINE AND IT INITIATED OUR PUBLIC OUTREACH CAMPAIGN.
WHAT'S NEW TO THE STANDARDS? UM, SINCE THE LAST UPDATE NEARLY 15 YEARS AGO, THE INDUSTRY HAS CONTINUED TO EVOLVE, AND SO THE, UH, THE GOAL IS TO IMPLEMENT THE LATEST AND BEST PRACTICES FROM THE STATE AND THE NATION.
AND THEN AS MENTIONED, WE'RE CONSOLIDATING STANDARDS ACROSS DOCUMENTS.
SO FOR AN EXAMPLE, WE HAVE, UM, STREET DESIGN STANDARDS SPECIFIC TO MIXED USE THAT ARE IN CURRENT MIXED USE DISTRICTS.
AND THE ZONING ORDINANCE, WE'RE RELOCATING THOSE INTO THE STREET DESIGN STANDARDS SO THAT ALL CITIES STREET DESIGN STANDARDS ARE LOCATED IN ONE PLACE.
IT'S ALSO INTRODUCING UPDATED STREET DESIGN TYPOLOGY THAT ALLOWS A NUMBER OF DESIGN OPTIONS DEPENDING ON THE, THE SURROUNDING AREA.
THIS SLIDE SHOWS THE COVER AND THE GENERAL TABLE OF CONTENTS FOR THE DOCUMENT.
OH, I'M NOT GONNA COVER ALL THESE SECTIONS, BUT I WILL HIGHLIGHT A FEW MAJOR TOPICS IN THE NEXT FEW SLIDES.
SECTION TWO INCLUDES THE CROSS SECTIONS, UH, FOR THE CITYWIDE STREET NETWORK.
THESE ESTABLISH THE NUMBER OF LANES, THE MEDIAN WIDTHS, CURBSIDE OPTIONS, SIDEWALK AND PARKWAY WIDTHS FOR EACH STREET TYPE.
SECTION THREE DOES THE SAME, UM, CROSS SECTIONS, BUT FOR SPECIAL STREETS SUCH AS MUSE AND PEOS, THESE CROSS SECTIONS ARE DIRECTLY RELATED TO THE THOROUGHFARE PLAN MAP AND THE COMPREHENSIVE PLAN.
HERE YOU SEE THE EXISTING MAP AND IT SHOWS THE LOCATIONS AND ALIGNMENTS OF EXISTING AND FUTURE ROADWAYS IN 0.0
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EACH.EACH LINE COLOR ON THAT MAP REPRESENTS A DIFFERENT STREET TYPE RANGING FROM TYPE A EXPRESSWAYS TYPE B THROUGH D ARTERIALS E THROUGH F COLLECTORS, AND NOT SHOWN ON THE MAP.
BUT THE SMALLEST CLASSIFICATION IS TYPE G FOR LOCAL RESIDENTIAL STREETS.
UNDER THE CURRENT STANDARDS, UM, THE DESIGN OF STREETS IS UNIFORM ACROSS THE CITY.
SO IN OTHER WORDS, A TYPE F ON ONE SIDE OF PLANO SHOULD BE BUILT IN THE SAME STANDARDS ON THE OTHER SIDE OF PLANO.
WITH THE ASSOCIATED UPDATES, STAFF PROPOSES ADDING LAND USE CONTEXT AS AN ADDITIONAL, ADDITIONAL DIMENSION TO THE THOROUGHFARE PLAN MAP.
THAT INCLUDES THE ADDITION OF FOUR NEW CONTACT ZONES, NEIGHBORHOOD CORNER, COMMERCIAL AND MIXED USE, PLUS A SPECIALIZED DOWNTOWN ZONE, ALL OF WHICH ALLOW A VARIETY IN STREET DESIGN THAT IS COMPLIMENTARY TO THE SURROUNDING AREA.
UH, THE CONTEXT ZONES ARE GENERALLY BASED ON GROUPINGS OF SIMILAR CATEGORIES OF THE FUTURE LAND USE MAP.
LOOKING AT A TYPE F COLLECTOR AS AN EXAMPLE, ON THE LEFT, YOU'LL SEE THE DESIGN ROADWAY THAT'S PROPOSED FOR A NEIGHBORHOOD, COMMERCIAL, OR CORNER CONTEXT, WHICH IS VERY SIMILAR TO THE CURRENT TYPE F STANDARD, BUT NOW INCLUDES A VARIETY OF PARKWAY AND SIDEWALK WIDTHS.
HOWEVER, ON THE RIGHT SIDE, YOU SEE THE TYPE F IN A MIXED USE, UH, MIXED USE CONTEXT.
THIS CROSS SECTION INCORPORATES ON STREET PARKING, STREET TREES, WIDER SIDEWALKS THAT COMPLIMENT THE PEDESTRIAN ORIENTED NATURE OF THESE DISTRICTS.
AND IN MATCH MUCH OF THE DESIGN WE SEE IN RECENT DEVELOPMENTS, UH, MOST OF THE VARIETY THAT YOU'LL FIND IN THE NEW CROSS SECTIONS ARE REALLY FOUND IN THOSE LOWER CLASSIFICATION STREETS.
TYPE F AND TYPE G A SPECIALIZED SET OF CROSS SECTIONS WERE ALSO DEVELOPED FOR THE DOWNTOWN AREA, WHICH WILL COVER IN MORE DETAIL IN LATER SLIDES AND SECTIONS FIVE THROUGH EIGHT GET INTO THE DETAILED GEOMETRIC STANDARDS FOR ASPECTS SUCH AS INTERSECTIONS, TURN LANES, AND DRIVEWAYS.
SECTION NINE INTRODUCES COMPLETELY NEW GUIDANCE FOR MULTIMODAL FACILITIES FOR DESIGN FEATURES SUCH AS PEDESTRIAN SHELTERS, BIKE LANES, AND TRANSIT FACILITIES.
AND THEN JUMPING AHEAD TO SECTION 12, THIS, THIS SECTION COVERS THE TRAFFIC STUDIES.
UM, THIS INCLUDES, UM, THE DETAILED STEPS FOR CONDUCTING A VARIOUS RANGE OF TRAFFIC STUDIES BASED ON THE SCOPE AND INTENSITY OF THE PROJECT, RANGING FROM A TRAFFIC ENGINEERING ASSESSMENT TO A TRAFFIC IMPACT ANALYSIS, OR T I A UP TO A REGIONAL T I A FOR THE MOST INTENSIVE DEVELOPMENT.
SECTION 13 INTRODUCES A NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM WHEREBY NEIGHBORHOOD RESIDENTS CAN PETITION FOR TRAFFIC COMING MEASURES TO BE CONSTRUCTED ON BUSY NEIGHBORHOOD STREETS.
AND THERE ARE PROCEDURES FOR STUDYING AND DEVELOPING POTENTIAL, UM, SOLUTIONS FOR NEIGHBORHOOD TRAFFIC.
AN ADDITIONAL SLIDE I, I DID NOT INCLUDE, BUT SECTION 13 ALSO INCLUDES CURBSIDE MANAGEMENT OPTIONS FOR THINGS SUCH AS UBER AND LYFT.
IT PROVIDES GUIDANCE FOR NEW DEVELOPMENT, UM, ON THOSE ASPECTS.
AND THAT COVERS THE BASICS OF THE NEW STREET DESIGN STANDARDS DOCUMENTS.
I'LL DIVE INTO THE ASSOCIATED CHANGES WITH THE OTHER DOCUMENTS.
AS MENTIONED, THE UPDATES TO THE THOROUGHFARE PLAN MAP ARE PROPOSED TO INCLUDE THE NEW CONTEXT ZONES.
REPLACING THE, THE CROSS SECTIONS ARE A NEW SET OF DESCRIPTORS FOR THE STREET FUNCTIONAL CLASSIFICATIONS, CONTEXT ZONES, AND OTHER DESIGN ELEMENTS.
A COMPLETELY NEW ASPECT OF THE THOROUGHFARE PLAN MAP IS A NEW DOWNTOWN STREETS PLAN INSET MAP.
UM, THIS TAKES THE DOWNTOWN AREA COMPLETELY OFF THE CITYWIDE SYSTEM INTO ITS OWN UNIQUE STREET CLASSIFICATION SYSTEM.
UM, THIS IS NEEDED BECAUSE MANY OF THE STREETS DOWNTOWN WERE CONSTRUCTED WELL BEFORE.
UM, THERE WERE CITYWIDE STANDARDS AND THERE'S A MISMATCH BETWEEN THOSE STANDARDS AND THE DESIGN CHALLENGES.
TODAY, THE DOWNTOWN STREETS PLANT INTRODUCES A CUSTOMIZED RIGHT OF WAY PLAN FOR THE DOWNTOWN AREA WITHIN ACCOMPANYING SET OF DESIGN STANDARDS THAT ARE DESIGNED TO CONTRIBUTE TO DOWNTOWN'S UNIQUE CHARACTER, BUT ALSO ITS UNIQUE DESIGN CHALLENGES.
A SIMILAR APPROACH WAS USED IN THE 1963 COMPREHENSIVE PLAN, UH, BEFORE IT SHIFTED TO THE CITYWIDE NETWORK, BEGINNING WITH THE 1986 PLAN.
THESE RIGHT OF WAY WIDTHS WERE DESIGNED TO ALLOW FOR FUTURE IMPROVEMENTS AND BUT ALSO GENERALLY UTILIZE COMMONLY AVAILABLE RIGHT AWAY SO THAT WE MINIMIZE IMPACTS TO ADJACENT PROPERTY OWNERS.
THE ULTIMATE GOAL IN THE END IS TO ENHANCE THE STREETSCAPE.
AS MENTIONED, IT'S A CUSTOMIZED PLAN, AND THE STREET TYPES IN THIS ARE UNIQUE TO DOWNTOWN AND INCLUDE THE DOWNTOWN COUPLET OR K AND MUNICIPAL AVENUES, GATEWAY CORRIDORS FOR MAJOR STREETS, SUCH AS 14TH AND 15TH MIXED USE LOCALS AND RESIDENTIAL LOCALS.
AND THEN OTHER SPECIAL STREETS
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BELOW ARE TWO EXAMPLES OF THE CROSS SECTIONS FROM THE SECTION FOUR OF THE STREET DESIGN STANDARDS.SO IN THE SAME WAY YOU SEE THAT THE CROSS SECTIONS FOR THE CITYWIDE NETWORK ARE IN SECTION TWO OF THE STREET DESIGN STANDARDS.
THE ASSOCIATED CROSS SECTIONS FOR THE DOWNTOWN STREETS PLAN ARE IN SECTION FOUR OF THE STREET DESIGN STANDARDS.
DREW WILL BE COVERING MORE INFORMATION ABOUT THE DESIGNS OF THESE STREETS MOMENTARILY.
ASSOCIATED UPDATES TO THE ZONING ORDINANCE INCLUDE RELOCATING STREET DESIGN STANDARDS FROM SEVERAL MIXED USE ZONING DISTRICTS INTO THE STREET DESIGN STANDARDS OR THE SUBDIVISION ORDINANCE, AS WELL AS SETBACKS IN THE BG AND U U M U DISTRICT HAVE BEEN UPDATED BASED ON THE PLANNED RIGHT OF AWAY WIDTH RATHER THAN THE STREET CURB.
SIMPLIFYING ADMINISTRATION OF THE SETBACKS IN THESE AREAS.
ARTICLE 25 ALSO UPDATED T I A REQUIREMENTS ASSOCIATED WITH ZONING CASES AND SITE PLANS.
OF NOTE, THE UPDATES WILL INCLUDE THE ZONING ORDINANCE, FIRST COLORED GRAPHICS TO HELP ILLUSTRATE HOW THOSE SET UPDATED SETBACKS ARE MEASURED.
AND THEN FOR ILLUSTRATIVE PURPOSES, YOU'LL SEE HOW THE CURRENT SETBACK ON THE LEFT VARIES GREATLY DEPENDING AS IT'S MEASURED ON THE CURRENT, UH, AS IT'S MEASURED ON THE STREET CURB.
THERE'S A WIDE VARIETY ON THE RIGHT SIDE.
THE SETBACK WILL BE MEASURED BASED ON THE PLANNED RIGHT OF WAY WIDTH, WHICH IS CREATES A UNIFORM DISTRICT, UH, WHICH IS MORE TYPICAL OF ZONING.
SETBACKS ASSOCIATED UPDATES TO THE ZONING SUBDIVISION ORDINANCE, UM, ARE MOSTLY RELATED TO THE INTRODUCTION OF MIXED USE CONTEXT.
FOR A LONG TIME, THE SUBDIVISION ORDINANCE HAS BEEN DIVIDED INTO RESIDENTIAL AND NON-RESIDENTIAL, SO PROVISIONS WERE ADDED TO INCORPORATE A SYSTEM, UM, ALLOWING TRADITIONAL, TRADITIONAL RESIDENTIAL, NON-RESIDENTIAL AND MIXED USE.
IT ALSO ADDED ALLOWANCES TO COMMIT THE CITY TO FULLY CONSTRUCTING STREET IMPROVEMENTS AND NEW STREETS IN THE DOWNTOWN STREETS PLAN, AND THEN INCORPORATED VARIOUS BLOCK REQUIREMENTS AND OTHER DESIGN ASPECTS, UH, FROM THE ZONING ORDINANCE AND PRIVATE STREET SUBDIVISION GUIDELINES.
NEXT ITEM, IT INCLUDES REPEAL OF OBSOLETE PLANNING DOCUMENTS, WHICH IF APPROVED WOULD INCLUDE THE EXISTING THOROUGHFARE STANDARDS, AS WELL AS SOME OLDER TRANSPORTATION PLANNING DOCUMENTS SUCH AS THE TRAFFIC ISLAND GUIDELINES AND THE PRIVATE STREET SUBDIVISION GUIDELINES.
IT ALSO INCLUDES A NUMBER OF AMENDMENTS TO THE CODE OF ORDINANCES.
THERE ARE REFERENCES TO THE THOROUGHFARE STANDARDS IN THOSE SECTIONS, AND WE'RE, UM, CLEANING THOSE UP JUST FOR CONSISTENCY AS WELL AS REMOVAL OF SOME OBSOLETE, UH, BUILDING LINES FOR THE DOWNTOWN AREA THAT DATE BACK TO 19 19 63.
WITH THAT, I'LL TURN IT OVER TO DREW BRONER TO COVER PUB PUBLIC OUTREACH.
I'M DREW BRONER LEAD PLANNER WITH THE PLANNING DEPARTMENT.
I'M GONNA HIGHLIGHT THE PUBLIC OUTREACH THAT WAS DONE AS PART OF THIS EFFORT, INCLUDING SOME OF THE MAJOR FEEDBACK TOPICS AND ADDITIONAL INFORMATION STAFF PROVIDED TO ADDRESS THESE QUESTIONS.
STARTING WITH AN OVERVIEW OF THE OUTREACH STRATEGIES, STAFF CREATED A PROJECT WEBSITE TO PROVIDE CONTINUOUS PROJECT UPDATES AS THEY WERE PREPARED, INCLUDING A PAGE DEDICATED TO DOWNTOWN SPECIFIC STREET DESIGN INFORMATION.
OUTREACH ALSO INCLUDED SOCIAL MEDIA POSTS IN A PLANO CITY NEWS VIDEO, A SERIES OF DISCUSSION ITEMS FOR THE PLANNING AND ZONING COMMISSION AND EMAIL CORRESPONDENCE THROUGHOUT THE PROJECT.
WE ALSO DID STRATEGIC OUTREACH FOR THE DOWNTOWN STREETS COMPONENT DUE TO THE UNIQUE NATURE OF THE PROPOSED CHANGES.
THIS INCLUDED A PUBLIC OPEN HOUSE HELD ON MARCH 29TH TO INTRODUCE THE FIRST DRAFT SET OF DOWNTOWN STREETS DESIGN STANDARDS.
PROPOSED CROSS SECTIONS WERE PRESENTED IN THREE D FORMATS TO HELP ILLUSTRATE THE CHANGES, AND THIS MEETING HAD 48 TOTAL ATTENDEES.
IN ADDITION TO THE OPEN HOUSE STAFF, MADE PRESENTATIONS AT THE HISTORIC DOWNTOWN PLANO ASSOCIATION MEETINGS AND HAD CONTINUED COMMUNICATION WITH APPROXIMATELY 100 DOWNTOWN STAKEHOLDERS, TOTALING OVER 270 TOUCH POINTS, EITHER THROUGH GROUP MEETINGS, INDIVIDUAL MEETINGS, OR EMAILS AND CALLS.
WE RECEIVED MINIMAL FEEDBACK ON THE OVERALL CITYWIDE STANDARDS, AND MANY COMMENTS WERE OUTSIDE THE SCOPE OF THIS DOCUMENT.
MOST OF THE FEEDBACK WE DID RECEIVE WAS RELATED TO THE DOWNTOWN STREETS COMPONENT.
MANY COMMENTS WERE POSITIVE OR NEUTRAL, PARTICULARLY RELATED TO IMPROVING CONDITIONS FOR PEDESTRIANS.
BUT WE ALSO HEARD SOME CONCERNS ABOUT THE IMPACTS OF THE PROPOSED CHANGES, WHICH I'LL COVER ON THE FOLLOWING SLIDES.
RESPONSES FOR ALL ITEMS RELATED TO THE STREET DESIGN STANDARDS ARE PROVIDED AS A SINGLE BUNDLE WITH 21 NEUTRAL AND 15 OPPOSED.
STARTING WITH WHY ARE CHANGES NEEDED.
THE PRIMARY REASON IS THAT THE EXISTING STANDARDS DON'T FIT THE UNIQUE CHALLENGES OF DOWNTOWN.
WE HAVE ADOPTED PLANS THAT OUTLINE GOALS AND STRATEGIES FOR HOW TO IMPROVE THE DOWNTOWN STREETS, BUT THOSE GOALS HAVE NEVER BEEN REFLECTED IN OUR STREET DESIGN
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STANDARDS.THIS OFTEN RESULTS IN INDIVIDUAL NEGOTIATIONS WITH DEVELOPERS, WHICH CAN LEAD TO INCONSISTENT RESULTS IN STREET DESIGN.
SOME OF THE EXAMPLES I'LL HIGHLIGHT OF WHERE OUR CURRENT STANDARDS DO NOT PROVIDE APPROPRIATE DESIGN GUIDANCE FOR DOWNTOWN INCLUDE OUR LOCAL STREETS, THE DOWNTOWN COUPLET 15TH STREET, AND THE DOWNTOWN BUSINESS GOVERNMENT DISTRICT SETBACKS.
I MENTIONED THAT WE HAVE PLANNED GOALS FOR CREATING A MULTIMODAL PEDESTRIAN FRIENDLY ENVIRONMENT IN DOWNTOWN PLANO, AND THESE ARE NOT NEW.
THEY'RE INCLUDED IN SEVERAL DOWNTOWN PLANS DATING BACK TO 1999.
THOSE PLANNED STRATEGIES INCLUDE DESIGNING STREETS TO BE A DESTINATION USING GRID STREETS TO CREATE SMALL BLOCKS, TO MAKE WALKING EASIER, DESIGNING STREETS TO BE COMFORTABLE FOR PEDESTRIANS.
AND ONE OF THE STRATEGIC RECOMMENDATIONS IS TO ADD NEW STREET CONNECTIVITY ALONG JAY AVENUE TO PROMOTE PEDESTRIAN ACTIVITY WITH CONNECTIONS AT 12TH PLACE, 13TH STREET, AND 17TH STREET TO BREAK UP THE LONG BLOCKS AND CREATE A MORE WALKABLE ENVIRONMENT.
SO STARTING WITH THE LOCAL STREETS DOWNTOWN, OUR DEFAULT STANDARDS FOR LOCAL STREETS ARE EITHER THE TWO LANE TYPE G FOR RESIDENTIAL AREAS OR THE WIDER TWO-LANE TYPE F FOR COMMERCIAL OR MULTIFAMILY AREAS.
BUT THESE ARE NOT THE BEST FIT FOR THE MIXED USE CHARACTER OF DOWNTOWN.
TO ILLUSTRATE THIS, THIS SLIDE SHOWS I AVENUE.
THIS STREET SERVES A MIXED USE DEVELOPMENT, BUT IT'S DESIGNED LAX ELEMENTS TO ENHANCE THE PEDESTRIAN EXPERIENCE LIKE WIDER SIDEWALKS OR OTHER CURBSIDE AMENITIES.
HOWEVER, ON OTHER STREETS, CERTAIN DEVELOPMENTS HAVE NEGOTIATED DESIGN IMPROVEMENTS THAT ARE MORE TYPICAL OF A MIXED USE, WALKABLE ENVIRONMENT.
G AVENUE NEXT TO RICE FIELD, UH, THE TRAVEL WAY WAS MODIFIED TO PROVIDE SPACE FOR PARKING SPACES IN A WIDER SIDEWALK.
THE RESULT IS A DESIGN SIMILAR TO THE PROPOSED MIXED USE LOCAL FOR DOWNTOWN.
AND THEN HERE LOOKING AT 15TH PLACE, ANOTHER EXAMPLE WHERE ON STREET PARKING WAS PROVIDED WITH CURB EXTENSIONS AND STREET TREES SO THAT THE TRAVEL WAY IS A LITTLE NARROWER AND THE PEDESTRIAN AREA FEELS MORE COMFORTABLE.
AND THEN ANOTHER EXAMPLE HERE IS THE PHARAOH MULTIFAMILY DEVELOPMENT, WHICH USED A DESIGN CONSISTENT WITH THE PROPOSED MIXED USE LOCAL.
AND THEN IT'S NOT JUST DOWNTOWN, BUT DEVELOPMENT IN OUR OTHER MIXED USE ACTIVITY AREAS HAVE IMPLEMENTED ALTERNATE DESIGNS FOR LOCAL STREETS.
HERE'S THE LOCAL STREET AND HERITAGE CREEKSIDE, AND ANOTHER EXAMPLE IN LEGACY TOWN CENTER.
SO YOU CAN SEE DEVELOPMENT HAS BEEN DRIVING MANY OF THESE WALKABLE DESIGN ALTERNATIVE APPLICATIONS.
THE UPDATED STREET DESIGN STANDARDS WOULD NOW MAKE THIS APPROACH THE STANDARD FOR OUR DOWNTOWN AND MIXED USE AREAS IN ADDITION TO THE LOCAL STREETS.
AND ANOTHER MISMATCH WITH OUR CITYWIDE STANDARDS IS THE DOWNTOWN COUPLET.
IT'S CLASSIFIED AS A TYPE C ON THE THOROUGHFARE PLAN, WHICH IS MEANT FOR A MEDIAN DIVIDED ARTERIAL THOROUGHFARE.
BUT THERE IS NOT CLEAR DESIGN GUIDANCE FOR HOW TO APPLY THIS TO A ONE-WAY COUPLET.
ADDITIONALLY, PORTIONS OF K AVENUE HAVE ALREADY BEEN REDESIGNED FROM THREE LANES TO TWO LANES TO ACCOMMODATE ON STREET PARKING, WHICH INCORPORATES THE GOALS FOR DOWNTOWN STREET DESIGN.
BUT CURRENT DESIGN STANDARDS HAVE NOT ADDRESSED APPLYING THIS DESIGN ALTERNATIVE TO THE REST OF THE COUPLET.
NOW LOOKING AT 15TH STREET, ANOTHER MISMATCH IN OUR CURRENT STANDARDS, IT'S CLASSIFIED AS A TYPE F ON THE THOROUGHFARE PLAN, WHICH INDICATES IT SHOULD BE A TWO-LANE ROAD.
HOWEVER, 15TH IS CURRENTLY A FOUR-LANE UNDIVIDED STREET WITH VARYING RIGHT OF WAY AND SIDEWALK CONDITIONS.
THIS IMAGE ILLUSTRATES HOW THE RIGHT OF WAY VARIES FROM BLOCK TO BLOCK.
WE KNOW THE INTENT IS NOT TO NARROW THE STREET DOWN TO A STANDARD TYPE F TWO LANE, BUT WE DON'T HAVE A CLEAR GOAL TO WORK TOWARDS WITHOUT A PLANNED RIGHT OF WAY GOAL, IT BECOMES DIFFICULT TO REQUIRE APPROPRIATE RIGHT OF WAY DEDICATION AS REDEVELOPMENT OCCURS.
AND AS MIKE MENTIONED, BASING SETBACK REQUIREMENTS OFF OF CONSISTENT PLANNED RIGHT OF WAY WOULD PROVIDE PREDICTABILITY FOR THE DEVELOPMENT PROCESS.
WE ALSO HEARD HEARD CONCERNS ABOUT WHAT THE TRAFFIC IMPACTS WOULD BE WITH THE PROPOSED STREET SECTION CHANGES IN DOWNTOWN.
SOME STREETS SUCH AS 15TH AND 14TH ARE RECOMMENDED FOR A LANE REDUCTION, WHICH WOULD FREE UP RIGHT OF WAY SPACE FOR AN ENHANCED PEDESTRIAN ORIENTED DESIGN AND ADDITIONAL ON-STREET PARKING IN WORKING WITH ENGINEERING.
THE PRIMARY LIMITING FACTOR FOR TRAFFIC FLOW IN DOWNTOWN IS REALLY MORE AT THE INTERSECTIONS RATHER THAN THE NUMBER OF LANES.
AND THE PROPOSED REDUCTION IN TRAVEL LANES ON 15TH AND 14TH ACTUALLY PROVIDE AN OPPORTUNITY TO OPTIMIZE HOW VEHICLES GET THROUGH THE INTERSECTIONS.
WE CURRENTLY HAVE TWO EASTBOUND LANES, BUT THE LEFT LANE ALSO FUNCTIONS AS A TURN LANE, MEANING THERE ARE OFTEN TURNING VEHICLES MIXED WITH VEHICLES TRAVELING THROUGH THOSE TWO LANES CONTINUE EAST UNTIL THE DAR DART TRACKS.
BUT IN THAT LAST BLOCK, TRAFFIC IS FORCED TO EITHER TURN RIGHT IN MCCALL PLAZA OR MERGE INTO THE LEFT LANE TO CONTINUE THROUGH DOWNTOWN.
MANY VEHICLES KNOW THIS AND MERGE TO THE LEFT MUCH EARLIER, WHICH MEANS THAT THE RIGHT LANE IS ESSENTIALLY JUST FUNCTIONING AS A LONG TURN LANE.
HOWEVER, THERE ARE ISSUES WITH THE LAST MINUTE MERGING AT THE TRACKS, WHICH CAN CREATE SOME DELAYS IN SAFETY CONCERNS.
SO THE PROPOSED LANE MODIFICATION FOR 15TH STREET HELPS TO SIMPLIFY THIS BY MOVING THE MERGE POINT BACK TO THE G AVENUE INTERSECTION.
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HERE IS AGAIN LOOKING AT THE G AVENUE INTERSECTION INTERSECTION, BUT WITH THE PROPOSED CHANGES THROUGH TRIPS WOULD CONTINUE IN A SINGLE LANE FROM THIS POINT AND THEN LEFT TURNING VEHICLES WOULD HAVE THEIR OWN DEDICATED TURN LANE, WHICH ALLOWS THE SIGNAL TIMING TO BE IMPROVED.RIGHT TURNS WOULD CONTINUE TO HAVE A DEDICATED LANE AS CURRENTLY EXISTS.
TRAVELING EAST FROM G AVENUE THROUGH TRIPS WOULD ALREADY BE IN THEIR SINGLE LANE APPROACHING THE DART TRACKS.
AND A CENTER TURN LANE WOULD ALLOW FOR LEFT TURNING VEHICLES WITHOUT HOLDING UP THROUGH TRAFFIC AND THEN APPROACHING THE DART TRACKS.
A SHORTER RIGHT TURN LANE WOULD STILL BE MAINTAINED TO SEPARATE THE TURNING VEHICLES INTO THE MCCALL PLAZA PARKING AREA.
SO IN SUMMARY, THE ANALYSIS AND BENEFITS OF THE PROPOSED CHANGES ON 15TH STREET TRAFFIC VOLUMES DO NOT WARRANT TWO LANES IN EACH DIRECTION.
THE EXISTING CAPACITY OF THE ROAD IS MORE THAN THE DEMAND WE SEE DURING PEAK TRAVEL PERIODS.
THE RECAPTURED STREET SPACE ALLOWS FOR STREET SCAPE ENHANCEMENTS.
SAFETY IS IMPROVED AT THE DART RAIL INTERSECTION AND INTERSECTION.
SIGNALIZATION IMPROVEMENT AT G AVENUE IS FORECASTED TO REDUCE WAIT TIMES UP TO 30%.
NEXT WE'LL TAKE A LOOK AT 14TH STREET.
THIS IS HOW IT WORKS TODAY BETWEEN THE DART RAIL AND MUNICIPAL AVENUE.
WE CURRENTLY HAVE TWO TRAVEL LANES IN EACH DIRECTION.
AGAIN, AT THE INTERSECTIONS, TURNING VEHICLES ARE CURRENTLY MIXED IN WITH THE THROUGH TRAFFIC.
SO AS VEHICLES TURN, ANY VEHICLES NEEDING TO GO THROUGH MUST WAIT.
YOU SEE THAT WITH RIGHT TURNS AT KAY AVENUE AND LEFT TURNS AT MUNICIPAL AVENUE.
THIS SLIDE ILLUSTRATES THE ISSUE THAT CREATES, IF THERE IS A LEFT TURNING VEHICLE, WHICH IS SHOWN HERE IN WHITE, THAT ESSENTIALLY REDUCES THE THROUGH LANES TO ONE LANE.
THOSE WHO KNOW THE AREA WILL TYPICALLY MERGE TO THE RIGHT.
THE SAME THING HAPPENS WESTBOUND AT THE K AVENUE INTERSECTION.
THE RIGHT LANE CAN CONTINUE THROUGH, BUT THE LEFT LANE IS SHARED WITH LEFT TURNING VEHICLES, WHICH CAN CREATE DELAYS FOR THROUGH VEHICLES.
SO ESSENTIALLY THE STREET IS CURRENTLY FUNCTIONING AS JUST TWO THROUGH LANES WITH TWO INNER TURN LANES.
SO THEN THIS SLIDE ILLUSTRATES THE PROPOSED STREET DESIGN CHANGE FOR 14TH.
GOING TO A THREE LANE DESIGN CREATES DEDICATED TURN LANES AT KAY AVENUE AND MUNICIPAL TO SEPARATE OUT THE TURNING VEHICLES.
STREET SPACES THEN MADE AVAILABLE FOR IMPROVED DESIGN ELEMENTS LIKE WIDER SIDEWALKS ON STREET PARKING AND STREET TREES.
AND THE SAME TRAVEL PATTERN WOULD OCCUR WITH WESTBOUND TRIPS DEDICATED TURN LANES AT THE INTERSECTIONS WITH CONTINUOUS THROUGH TRAVEL LANES.
AND THEN THIS SLIDE ILLUSTRATES A COMPARISON BETWEEN THE EXISTING FOUR LANE SECTION AND THE PROPOSED THREE LANE SECTION, AND HOW THIS ACCOMMODATES THE SAME INTENDED TRAFFIC PATTERN, BUT FREES UP STREET SPACE FOR A MORE PEDESTRIAN FRIENDLY DESIGN.
AND THEN THIS SUMMARIZES THE 14TH STREET ANALYSIS.
SIMILAR TO 15TH STREET, TRAFFIC VOLUMES DO NOT WARRANT TWO LANES IN EACH DIRECTION.
THE PROPOSED DESIGN CHANGE WOULD OPERATE FUNCTIONALLY THE SAME AS EXISTING CONDITIONS.
THE NARROW TRAVEL WAY WIDTH WOULD IMPROVE PEDESTRIAN SAFETY AND COMFORT AND PROVIDE SPACE FOR STREETS SCAPE ENHANCEMENTS.
AND THEN LOOKING SPECIFICALLY AT 14TH STREET EAST OF MUNICIPAL, THREE CROSS SEC CROSS-SECTION OPTIONS HAVE BEEN PROVIDED SO THAT THE BEST OPTION CAN BE SELECTED FOLLOWING ADDITIONAL TRAFFIC STUDY WITH OPTIONS TO EITHER KEEP THE NUMBER OF LANES AS IS OR MODIFY THE NUMBER OF LANES TO PROVIDE ON STREETE PARKING.
AND ALL THREE OPTIONS ARE DESIGNED TO WORK IN THE SAME RIGHT OF WAY WIDTH.
MOVING ON TO FUTURE STREETS, THE PROPOSED DOWNTOWN STREETS PLAN INCLUDES FUTURE EXTENSIONS OF F AVENUE 12TH PLACE, 13TH STREET, O AVENUE, AND P AVENUE.
THESE ARE INTENDED TO REINFORCE THE STREET GRID BY ENHANCING CONNECTIVITY, INCREASING WALKABILITY, AND CREATING NEW STREET FRONTAGE OPPORTUNITIES TO SUPPORT DOWNTOWN'S GROWTH AND REDEVELOPMENT.
THEY'RE GENERALLY ALIGNED WITH EXISTING STREETS WHERE POSSIBLE AND ARE CONSISTENT WITH SHORTER BLOCK LENGTH REQUIREMENTS FOR PEDESTRIAN ORIENTED AREAS IN THE CITY'S SUBDIVISION ORDINANCE.
IT IS ALSO CONSISTENT WITH DOWNTOWN PLANNING POLICIES THAT RECOMMENDED ADDING CONNECTIVITY TO THE STREET GRID.
SOME PROPERTY OWNERS HAVE EXPRESSED CONCERNS ABOUT THE POTENTIAL IMPACTS OF SHOWING THESE FUTURE CONNECTIONS ON THE THOROUGHFARE PLAN MAP.
WHILE THE NEED AND BENEFIT FOR THESE CONNECTIONS IS APPARENT FROM THE DOWNTOWN PLANNING POLICIES, QUESTIONS ABOUT IMPLEMENTATION, TIMING, AND FUNDING RESPONSIBILITY HAVE BEEN RAISED.
IT HAS BEEN SUGGESTED THAT THE CITY SHOULD COMMIT TO ACQUIRING THE RIGHT OF WAY AND FULLY FUNDING THE STREETS OR OTHERWISE REMOVE THE STREETS FROM THE PLAN TO AVOID UNCERTAINTY IN FUTURE REDEVELOPMENT.
HOWEVER, THE CITY MUST BALANCE SHORT-TERM PROPERTY INTERESTS WITH LONG-TERM COMMUNITY INTERESTS.
MAXIMUM BLOCK LENGTH REQUIREMENTS FOR DOWNTOWN MAY STILL REQUIRE FUTURE STREET CONNECTIONS TO BE MADE AS PART OF LARGE SCALE REDEVELOPMENT.
SO IT IS RECOMMENDED THAT THE CITY BE TRANSPARENT ABOUT ITS FUTURE PLANS BY INCLUDING THESE NEW STREET CONNECTIONS ON THE MAP.
WE ALSO RECEIVED QUESTIONS ABOUT CITY VERSUS PROPERTY OWNER RESPONSIBILITIES.
IN RESPONSE, SUBDIVISION ORDINANCE CHANGES INCLUDE COMMITMENT OF THE CITY TO REIMBURSE FOR RIGHT OF WAY ACQUISITIONS AND FUND STREET IMPROVEMENTS.
LONG-TERM IMPROVEMENTS TO THE DOWNTOWN COUPLET AND GATEWAY QUARTERS ARE TO BE DEFERRED TO FUTURE C I P PROJECTS.
ALSO, SMALL SCALE REDEVELOPMENTS SHOULD NOT TRIGGER STREET IMPROVEMENTS.
THIS ISSUE IS WITH THE DEVELOPMENT PROCESS OVERALL, NOT SPECIFIC TO DOWNTOWN STREETS.
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IS OUTSIDE OF THE SCOPE OF STREET DESIGN STANDARDS PROJECT AND COULD BE CONSIDERED AS PART OF UPCOMING ZONING AND SUBDIVISION ORDINANCE, COMPREHENSIVE UPDATES.AND THEN FINALLY, THERE WERE ALSO QUESTIONS ON THE TIMING OF IMPROVEMENTS IN THE SHORT TERM.
WITH THESE PROPOSED CHANGES RIGHT OF WAY DEDICATION WOULD OCCUR ON ALL STREETS AS REDEVELOPMENT OCCURS TO ALLOW FOR FUTURE C I P DRIVEN IMPROVEMENTS.
SO THIS ENSURES THAT WE'RE NOT LIMITING OURSELVES FROM MAKING IMPORTANT STREET IMPROVEMENTS DOWN THE LINE BY NOT PLANNING FOR FUTURE CONDITIONS.
RECONSTRUCTION OF LOCAL STREETS WOULD STILL OCCUR AT THE TIME OF REDEVELOPMENT AND SIDEWALK AND STREET TREE IMPROVEMENTS WOULD STILL BE REQUIRED ON MAJOR STREETS.
AND THERE ARE NO IMMEDIATE OR SHORT-TERM PLANS TO RECONSTRUCT MAJOR ROADWAYS.
MAJOR STREET REDESIGNS WOULD OCCUR IN THE LONG-TERM AND WOULD NEED TO BE PROGRAMMED AND RECONSTRUCTED THROUGH THE C I P.
AND ADDITIONAL STUDIES MAY BE NEEDED TO DETERMINE THE FINAL DESIGN.
THIS CONCLUDES THE PRESENTATION AND STAFF IS AVAILABLE FOR ANY QUESTIONS.
ANY QUESTIONS FOR STAFF? I ACTUALLY HAVE SOME WITH REGARDS TO WHEN WE LOOK AT THE BG AREA, PARTICULARLY 14TH STREET YOU SHOWED FROM MUNICIPAL THROUGH THE COUPLET AND YOU SHOWED THAT CHANGE.
WHAT ABOUT THAT S-CURVE, RIGHT BEFORE YOU GET TO, YOU KNOW, CROSSING THE DART, ARE YOU GONNA MAKE THAT CONVERSION TO EVER GO SINGLE LANE AT THAT POINT OR BEFORE THEN, YOU KNOW, 'CAUSE A LOT OF PEOPLE, WHAT THEY DO IS THEY'RE GOING UP, UH, 15TH, THEY TAKE G THEN THEY COME DOWN, THEY, THEY'RE STILL HEADING EAST ON 14TH, AND YOU HAVE TO NAVIGATE THAT, THAT SS TURN THERE.
WHEN ARE YOU GONNA CHANGE IT FROM TWO LANES TO ONE LANE? ARE YOU GONNA DO IT BEFORE THAT IS TURN OR WHAT'S, WHAT'S THE PLAN THERE? DID I MISS THAT SOMEWHERE IN YOUR DESIGN? NO.
SO WE WERE SHOWING THE, THE SECTION THAT WOULD HAVE THE LANE, UH, ALREADY REDUCED, BUT THE TURN WOULD STILL INCLUDE, UH, TWO, UH, TRAVEL LANES AND WE'D DROP ONE AT UH, J AVENUE.
SO THERE'D STILL BE A, A DEDICATED RIGHT TURN LANE TO JAY AVENUE.
AND THAT WOULD BE THE NATURAL, UH, TRANSITION POINT, RIGHT.
FROM A SAFETY PERSPECTIVE, THE, THE, THE CHALLENGE WE HAVE RIGHT THERE ON 14TH IS AT THAT CURVE COMING OUTTA MCCALL OR COMING OFF OF, UH, THAT, UH, THAT PARKING LOT THAT'S OVER THERE.
UH, UH, ON THE OTHER SIDE OF DART, WE GOT BLIND SPOTS, WHETHER YOU'RE TO THE LEFT OR TO THE RIGHT.
IS THERE ANY WAY HAVE WE LOOKED AT THAT IN TRYING TO IMPROVE THE SAFETY OF PEDESTRIANS AND TRAFFIC? BRIAN SCHU, TRANSPORTATION ENGINEERING MANAGER? SO TO ANSWER YOUR QUESTION, TWO DIFFERENT WAYS FROM A CAPACITY STANDPOINT, WE ABSOLUTELY, DEFINITELY CAN REDUCE IT TO ONE LANE WEST OF, OF THE DARK TREKS.
AND PART OF THAT REASONING IS WHAT FEEDS THAT, THAT ONE LANE OR THE, THAT, THAT TRAFFIC, YOU GO BACK TO THE 13TH, 14TH COUPLET IN G AVENUE, AND IT'S ONLY ONE MOVEMENT OPERATING AT ANY GIVEN TIME.
EACH ONE OF THOSE MOVEMENTS IS ONE LANE.
SO FEEDING THAT STRETCH IS ONE LANE OF TRAFFIC AT ANY GIVEN TIME.
SO FROM A CAPACITY STANDPOINT, WE COULD, WE COULD, UH, MAKE THAT CHANGE.
NOTHING HAS BEEN FINALIZED AS FAR AS THE DESIGN.
THIS IS ALL CONCEPTUAL, YOU KNOW, PLANNING.
SO WE COULD DEFINITELY TAKE A LOOK AT AT MAKING THAT CHANGE.
BUT YOU DO BRING UP A GOOD POINT, AND THERE ARE ACCIDENTS THAT DO OCCUR IN THAT STRETCH.
AND I WANT TO ASSURE EVERY ANYBODY WHO'S WATCHING THESE ARE CONCEPTUAL DESIGNS RIGHT NOW, THESE AREN'T SOMETHING THAT WE'RE GOING TO IMMEDIATELY IMPLEMENT, BUT IT'S PART OF THE, YOU GOTTA HAVE A PLAN TO MOVE FORWARD AND THIS IS THE GOOD PLACE TO START.
SO A LOT OF THE EMAILS WE RECEIVED HAVE BEEN, THEY THINK WE'RE GOING TO IMPLEMENT THESE CHANGES RIGHT AWAY, AND THIS IS JUST PLANNING CONCEPTUAL DOCUMENTATIONS FOR PATH FORWARD.
BUT I JUST WANT TO THANK YOU FOR THAT.
COUNCIL MEMBER HOL HOMER, THAT WAS MY QUESTION, BUT I MAY HAVE, OKAY.
WHO WANTS TO GO FIRST? UH, COUNCIL MEMBERS SMITH.
ONE THING I THINK, UH, ACTUALLY I THINK MICHAEL MAY, MAY HAVE BEEN ON YOUR SLIDE THERE.
THEY, THEY ALL LOOK VERY IMPRESSIVE.
SO I'M KIND OF GOT ALONG MY MIND.
UH, DID I SEE WHERE, UH, A FOLLOW UP TO, UH, COUNCIL MEMBER HO'S QUESTION.
THIS NOT ONLY IS PLANNED FOR FUTURE, BUT IT'S NOT EVEN REALLY FINALIZED THAT WE DO INTEND ON DOING FURTHER TRAFFIC STUDY BEFORE WE QUOTE, FINALIZE WHAT WE ARE GOING TO DO IN THE FUTURE.
AM I CORRECT ON THAT? YES, THAT'S, THAT'S GENERALLY CORRECT.
THE, THE SHORT TERM NEED IS REALLY THE RIGHT OF WAY WITH, SO AT THE TIME OF REDEVELOPMENT, WE'RE GETTING THE NECESSARY RIGHT OF WAY TO MAKE ANY FUTURE IMPROVEMENTS, AND WE'RE NOT PRECLUDING OURSELVES FROM DOING THAT.
UM, THE ADDITIONAL STUDY NEEDS TO BE DONE FOR DRIVEWAYS, SAFETY, VISION, UM, YOU KNOW, RIGHT OF WAY VISIBILITY ISSUES.
THIS IS NOWHERE NEAR, THIS IS 5% OF THE WORK THAT NEEDS TO BE DONE TO GET THESE ROADWAYS DESIGNED.
AND I'M GLAD YOU MENTIONED DRIVEWAY BECAUSE THE OTHER QUESTION I HAD WAS, UH, WE'RE TALKING ABOUT CHANGING THE, THE DISTANCE BETWEEN DRIVEWAYS, UH, TO ME, SORRY, MY AGE.
I'M THINKING WHEN I THINK OF DRIVEWAY, I'M THINKING AS YOU'RE BACKING OUT YOUR DRIVEWAY FROM YOUR GARAGE, BUT, BUT WE CONSIDER
[00:35:01]
DRIVEWAY ANY ACCESS FROM PROPERTY ONTO A STREET.IS THAT CORRECT? SO, SO LIKE WE TALKED ABOUT, UH, COY AND PARK BEING A, A KIND OF A BAD AREA OF TIMES.
UH, SO LET'S SAY THE, UH, COMING OUT OF THE BASKIN ROBBINS OR OUT OF THE ELLIOT'S PARKING LOT THERE, THAT'S A DRIVEWAY.
IS THAT CORRECT? THAT'S CORRECT.
THE DRIVEWAY IS THAT AREA THAT CONNECTS THE STREET TO THE PROPERTY SO THAT THAT LITTLE DRIVE THAT, UM, RUNS TO THE PARKWAY.
BUT WE'RE, AGAIN, WE'RE NOT TALKING ABOUT MAKING THOSE PROPERTY OWNERS CHANGE THOSE DRIVEWAYS THAT EXIST.
NOW WE'RE, WE'RE TALKING ABOUT FUTURE CHANGES.
IF WE DO FOUR CORNER CHANGES, RECONSTRUCTING, THEN THAT WOULD NEED TO BE APPLIED, BUT NOT RETROACTIVELY HAVING TO GO BACK IN AND CHANGE WHETHER WE'RE PAYING FOR IT OR THE PROPERTY OWNER IS PAYING FOR IT.
THIS, THESE STANDARDS ESTABLISH THE IDEAL MID-BLOCK CROSS-SECTION THAT DOES NOT ACCOUNT FOR THE INDIVIDUAL PROPERTIES, DRIVEWAYS, OR ISSUES LIKE THAT.
COUNCIL MEMBER WILLIAMS. THANK YOU.
FIRST, AS I UNDERSTAND IT, ALL OF THESE EFFORTS FROM GOING BACK A COUPLE YEARS HAVE BEEN TO ESTABLISH A SET OF STANDARDS THAT WE RECOGNIZE THAT WE'RE GOING TO NEED AS WE INCUR SOME REMAINING DEVELOPMENT, BUT ESPECIALLY REDEVELOPMENT IN THE FUTURE CITYWIDE.
IS THAT CORRECT? AND I GUESS TO YOUR POINT, A MOMENT AGO, UM, ANY IMMEDIATE EFFORTS THAT WE TAKE AS A RESULT OF THIS IS JUST GOING TO BE SCRATCHING THE SURFACE OF WHAT WOULD HAPPEN WITH THE, THE FULL PLAN? IS THAT ACCURATE? YES, THAT, I BELIEVE THAT'S ACCURATE.
WHAT WE'RE DOING TODAY IS WHEN DEVELOPERS WANT TO USE THESE STREET SECTIONS, THEY HAVE TO DO IT THROUGH A PLAN DEVELOPMENT OR A U M U.
WE'RE HAVING TO CHANGE THE ZONING TO INCORPORATE THE DESIGN.
THIS ALLOWS THESE STANDARDS TO BECOME THE DEFAULT, AND THEN NEGOTIATION HAPPENS OFF OF THAT DEFAULT.
AND GIVEN THE CONCERNS THAT HAVE BEEN RAISED, UH, REGARDING THE, THE DOWNTOWN AREA SPECIFICALLY, WHICH I THINK YOU DID A GOOD JOB ADDRESSING HERE.
UM, IF WE'RE GOING, IF WE'RE GOING TO, UM, CHANGE BASICALLY THE, THE, THE RIGHTS OF WAY AND THE LANE, UM, CLOSURES IMMEDIATELY, ARE THERE, ARE THERE ANY NARROWING OR REDUCTION OF THROUGH LANES IN THE DOWNTOWN AREA THAT DIDN'T HAVE A TEMPORARY BALLOONING IN ADVANCE? LIKE ONE OF THE ONES WE LOOKED AT, UH, I THINK THAT WAS ON, UH, 15TH STREET, IT WIDENED OUT AND CAUSED SOME CONFUSION BEFORE THE RIGHT HAND TURN.
UM, ARE THERE ANY AREAS WHERE WE'RE GOING TO BE REDUCING WHAT IS CURRENTLY A THROUGH LANE TO A SINGLE LANE? BRIAN? SO ON 14TH STREET, CAN YOU DISCUSS, BECAUSE RIGHT NOW ON 14TH STREET GOING BOTH DIRECTIONS, WE HAVE TWO LANES, AND THEN IT WOULD BE GOING DOWN TO ONE THROUGH LANE, I THINK IS, IS WHAT IS BEING DISCUSSED.
BUT YOU ACTUALLY, INSTEAD OF HAVING FOUR LANES, I THINK YOU, WE NOW HAVE THREE LANES, IS BASICALLY THE CONFIGURATION.
AND I THINK COUNCILMAN WILLIAMS IS, IS ASKING THE QUESTION, ARE WE REDUCING THE TOTAL NUMBER OF LANES SPECIFICALLY THROUGH LANES, CURRENT THROUGH LANES? BUT I, I THINK THE CHALLENGE THAT IS, IS WITH THE DIFFERENT DESIGN, AND I'M NOT A TRAFFIC ENGINEER, BRIAN IS
SO WITH THREE LANES, YOU ACTUALLY HAVE A DEDICATED TURN LANE, AND THEN YOU HAVE A, A SINGLE THROUGH LANE.
AND WHAT I THINK BRIAN HAS SAID IS THE TWO LANES RIGHT NOW, ONE IS FUNCTIONING AS A TURN LANE IS, AND I'M NOT TRYING TO SPEAK FOR YOU, I WANT THE ENGINEER TO SPEAK.
CURRENTLY, CURRENTLY IT'S DUAL BACKUPS.
AND ADDING TO THAT, GETTING THE DEDICATED TURN LANE ALLOWS SIGNAL TIMING IMPROVEMENTS THAT MAXIMIZE EFFICIENCY.
SO RATHER THAN HAVING THE ONE LANE HAVE TO YIELD LEFT, IT CAN BE A LEFT GREEN ARROW AND THE SIGNAL FUNCTIONS MUCH MORE EFFICIENTLY.
UM, NOW UNDERSTANDING THAT AS WE'VE SEEN A COUPLE OF THESE, UM, THERE'S NO INDICATION RIGHT NOW THAT, UM, WE CAN'T FUNCTION WITH A SINGLE LANE IN SOME OF THESE AREAS.
UM, HOW FAR OUT INTO THE FUTURE HAVE WE CONSIDERED, GIVEN THAT AS OUR PLAN, OUR ULTIMATE PLAN FOR DOWNTOWN PLANO TAKES SHAPE AND WE HOPEFULLY GET MORE AND MORE TRAFFIC TO THE AREA.
UM, ARE WE GOING TO, UM, ARE WE GOING TO CREATE ANY BOTTLENECKS WITH WHAT WE'RE PROPOSING NOW MAYBE 5, 10, 15 YEARS DOWN THE ROAD? SO WE ACTUALLY ACTUALLY DID AN ANALYSIS FOR 15TH AND G 14TH AND MUNICIPAL 14TH AND K.
AND WE WENT OUT 10 YEARS WITH SOME FAIRLY HEALTHY, UH, GROWTH RATES.
AND WE STILL ENDED UP WITH A LEVEL SERVICE C UH, FOR THOSE INTERSECTIONS.
AND IF YOU'RE FAMILIAR WITH LEVEL SERVICE LEVEL SERVICES, C IS ACTUALLY REALLY, REALLY GOOD.
UM, AND I JUST BECAME FAMILIAR WITH LEVEL SERVICES.
ANYWAYS, IT, IT, IT ACTUALLY OPERATES VERY WELL, UM, EVEN WITH THE IMPROVEMENTS THAT, THAT WE'RE RECOMMENDING.
THE, THE VOLUMES ARE JUST NOT THAT ANYWHERE CLOSE TO ANY OF OUR OTHER INTERSECTIONS, UH, THROUGHOUT THE CITY.
[00:40:01]
OKAY.UM, NOW I UNDERSTAND YOU WENT THROUGH, UH, A VARIETY OF FORMS OF OUTREACH.
UM, AFTER HAVING LOOKED AT THE PACKET AND EVERYTHING, THE SLIDES THAT WE JUST REVIEWED HERE WERE VERY HELPFUL FOR ME TO UNDERSTAND THE DYNAMICS IN THE DOWNTOWN AREA.
HAVE THE CONCERNED BUSINESS OWNERS THAT HAVE, UM, UH, APPROACHED US, HAVE THEY SEEN ALL OF THAT THAT WE JUST REVIEWED HERE? YES.
WE'VE TRIED TO MEET INDIVIDUALLY WITH EVERYBODY WE CAN AND LET THEM KNOW ALL THE INFORMATION HAS BEEN UP ON THE PROJECT WEBSITE, INCLUDING ALL THE PRESENTATIONS TO P AND Z DATING BACK TO OCTOBER.
SO WE'VE, WE'VE TRIED TO MAKE THEM AWARE AS MUCH AS POSSIBLE AND WE OFFERED TO TALK IT THROUGH WITH ANYBODY WHO WANTED TO TALK IT THROUGH.
UM, HOW DO WE ANTICIPATE, YOU TALKED ABOUT PROJECTING OUT, UH, 10 YEARS.
UM, WAS THE ANTICIPATION OF THE COMPLETION OF COLLIN CREEK, UH, BAKED INTO THAT? I DON'T BELIEVE IT WAS.
I, AT WE, WE JUST USED GROWTH RATES.
WE INCREASED THE GROWTH RATES.
I THINK IT WAS, UH, TWO AND A HALF PERCENT IS WHAT WE USED FOR OUR GROWTH RATES.
SO IT'S POSSIBLE THAT IT WAS INCLUDED IN THERE.
I WOULD, I WOULD ANTICIPATE THAT, UH, ONCE COLIN CREEK IS COMPLETED, THAT'S GONNA BE AN ORDER OF MAGNITUDE GREATER TRAFFIC THAN WE WOULD EXPERIENCE OVER JUST INCREMENTAL GROWTH FROM EXISTING PATTERNS.
UM, I GUESS MY FINAL QUESTION IS, GIVEN THE CONCERNS FROM, UH, DOWNTOWN BUSINESSES, IF WE'RE, IF WE'RE REALLY PROPOSING TO JUST RESTRICT, UH, SOME OF THE LANES RIGHT NOW TO FACILITATE, UM, THE THROUGH TRAFFIC AND THE TURNS, IS THERE ANY, IS THERE ANY DIFFICULTY IN RUNNING A PILOT WITHOUT ACTUALLY INCURRING CONSTRUCTION COSTS? JUST, UM, AND I UNDERSTAND WE DID SOME SORT OF LIMITED PILOT, BUT, UM, BLOCK OFF THE LANES IN THE ENTIRE AREA, RECONFIGURE THIS TEMPORARILY, UM, THE WAY WE'RE PROPOSING THE ENTIRE AREA TO WORK FOR A MONTH, WHATEVER A GOOD PERIOD WOULD BE, UM, IF FOR NOTHING ELSE, UH, IF NOT FOR PROVING OUT THE IDEA.
IT SOUNDS LIKE YOU'VE DONE SOME EXCELLENT ANALYSIS, UM, TO ALLAY THE COMMUNITY CONCERNS.
SO THE ANSWER IS YES, THAT COULD BE DONE.
UH, WE ACTUALLY HAD A, A FOUR MONTH, UH, PILOT, UH, OCCUR IN THE WESTBOUND DIRECTION OF 14TH STREET WITH A DEVELOPMENT, UH, THAT WAS OCCURRING BETWEEN M AND O AND THE OUTSIDE LANE IN THAT WESTBOUND DIRECTION WAS CLOSED FOR FOUR MONTHS.
SO WE ACTUALLY TECHNICALLY HAD A THREE LANE SECTION, UH, FOR THAT, THAT ONE STRETCH.
AND WE DIDN'T HAVE ANY DEGRADATION IN QUALITY OF SERVICE.
UH, I HAD ZERO CALLS FROM, FROM THE, THE PUBLIC ON, YOU KNOW, THE, THEY HAD TO WAIT OR THEY HAD ISSUES.
UM, SO WAS THERE ANYTHING WORKING IN TANDEM WITH THAT BECAUSE WE'RE WE'RE LOOKING AT REGULATING, UH, TRAFFIC FROM MULTIPLE STREETS, UM, IN MULTIPLE DIRECTIONS SIMULTANEOUSLY? WELL, ACTUALLY YOU, YOU BRING UP A GOOD POINT, DART, UH, FOR SILVER LINE ALSO, UH, TOOK, UH, MUNICIPAL AND K AND REDUCED IT DOWN TO ONE LANE FOR MANY MONTHS.
UH, AND THAT WAS ACTUALLY OCCURRING AT THE SAME TIME, SO.
I'LL JUST SAY WE HAD A, WE HAVE A PRECEDENT FOR THAT TOO.
WHEN WE NARROWED KAY AVENUE, WE DID A PILOT PROJECT AND PUT IN TEMPORARY TREES, AND THOSE PARKING SPACES WERE ACTUALLY TEMPORARY INITIALLY.
SO, UM, WE'VE DONE THAT AND WE KNOW HOW TO USE THAT MODEL.
COUNCIL MEMBER HOLMAN, I'M TRYING TO UNDERSTAND WHAT THE TIMING IS OF THESE DIFFERENT THINGS THAT WE WANT TO IMPLEMENT.
OBVIOUSLY IF WE APPROVE THE PLAN, THEN THE ORDINANCES WOULD TAKE EFFECT, I ASSUME RIGHT AWAY, WHAT DO, WHAT DO YOU SEE FOR THE TIMING? AND I DON'T MEAN HOW LONG, BUT IN WHAT ORDER DO YOU SEE THIS TAKING PLACE? HAVE YOU THOUGHT ABOUT IF ONE THING NEEDS TO HAPPEN BEFORE THE OTHER? YEAH, THE, THE TIMING IS GONNA RELY LARGELY ON THE C I P PROGRAMMING.
AND SO WITH APPROVAL WE'LL HAVE A PLAN AND THEN THAT PLANNING PROCESS FOR WHAT SHOULD COME FIRST WILL HAPPEN THROUGH THAT.
UM, WHAT YOU'LL SEE RIGHT AWAY IS, AGAIN, THOSE SHORT TERM IMPROVEMENTS TO GET US THE NECESSARY RIGHT OF WAY WITH, TO ALLOW THAT PLANNING PROCESS TO HAPPEN.
ON THE SMALLER STREETS, YOU'LL SEE THROUGH REDEVELOPMENT, THOSE HAPPEN RIGHT AWAY, BUT THE LARGER STREETS WILL BE OVER TIME AND COORDINATED THROUGH THE C I P AND IT'S SET UP THROUGH THE REGULATIONS TO ALLOW THAT.
SO, UM, IF A DEVELOPER DOES A PROJECT ON 14TH, THEY'RE ONLY PUTTING IN A LITTLE SHORT-TERM IMPROVEMENTS TO SIDEWALKS AND THEY'RE, UM, NOT REQUIRED TO PUT IN A LONG-TERM IMPROVEMENTS SUCH AS A LANE REDUCTION.
'CAUSE THAT MAKES MORE SENSE TO DO AS A CITYWIDE EFFORT ACROSS THE ENTIRE STREET.
AND COUNCILWOMAN, I I WOULD JUST ADD THAT WITH, UH, OUR CURRENT LAND BANKING POLICY THAT WE HAVE NOW, UM, MOVING FORWARD WITH A RIGHT OF WAY IF THERE IS AN OPPORTUNITY, IS AN OPTION FOR US.
WHILE WE MIGHT BE WAITING FOR THAT C I P PROCESS TO TAKE PLACE, AND THERE MAY BE A ADDITIONAL BOND AUTHORITY, UH, REQUESTED FROM
[00:45:01]
CITIZENS, BUT IN THE MEANTIME, WE DO HAVE THE, THE LAND BANKING TO BE ABLE TO RELY ON SHOULD THERE BE OPPORTUNITIES TO START MOVING AHEAD WITH SOME OF THOSE ACQUISITIONS RIGHT AWAY.AND THEN ANOTHER QUESTION I HAVE IS ABOUT THE T I A.
CAN YOU ELABORATE ON WHAT THOSE CHANGES ARE AND WHAT THE REASON IS BEHIND THEM? WELL, THE BIGGEST CHANGE IS, UH, GOING FROM 8,000 TRIPS PER DAY, UH, AS A REQUIREMENT TO START A T I A, WHICH HAS BEEN IN PLACE FOR 20 PLUS YEARS, UH, DOWN TO A MORE REASONABLE NUMBER OF, OF 3000.
AND THEN THERE'S SOME SMALLER NUMBERS, BUT, YOU KNOW, TRIGGERING DIFFERENT LEVELS OF TRAFFIC IMPACTS, UH, STUDIED REQUIREMENTS.
UH, THIS NUMBER, ACTUALLY, THESE NUMBERS ARE ACTUALLY IN LINE WITH PRETTY MUCH EVERY OTHER CITY IN THE, IN THE, IN THE METROPLEX IN MY, MY SUPPOSITION FROM 20 YEARS AGO IS THAT THE 8,000 NUMBER WAS, WAS GENERATED TO MAKE PLANO A DEVELOPER FRIENDLY, UH, CITY.
UH, UNFORTUNATELY WE'RE PAYING THE PRICE RIGHT NOW IN MANY OF OUR INTERSECTIONS, UH, WHERE WE HAVE LEVEL SERVICE, E'S AND F'S, POOR, VERY POOR LEVELS OF SERVICE, UH, HEAVY CONGESTION BECAUSE WE DON'T HAVE THESE RIGHT TURN OR, OR EXTRA LEFT TURN LANES THAT WOULD'VE BEEN TRIGGERED THAT, UH, 20 YEARS AGO.
CAN YOU GIVE ANY EXAMPLES OF ANYTHING IN THE LAST FIVE TO 10 YEARS THAT HAD THIS BEEN IN PLACE WOULD'VE BEEN DONE DIFFERENTLY AND WOULD'VE MITIGATED SOME OF THE EXISTING TRAFFIC? UH, WELL LET'S, LET'S START WITH WITH CONCRETE WALL.
UH, ACTUALLY THE REDEVELOPMENT, THAT'S ACTUALLY A BAD EXAMPLE, BECAUSE THEY ACTUALLY WERE NOT REQUIRED AT 55,000 TRIPS PER DAY.
THEY WERE NOT REQUIRED UNDER OUR EXISTING GUIDELINES TO DO A TRAFFIC IMPACT STUDY.
THEY ACTUALLY DID A TRAFFIC IMPACT STUDY BECAUSE WE SUGGESTED IT TO 'EM, AND IT WAS THE BEST WAY FOR, FOR THEM TO GET ACROSS TO ALL THE, UH, LOCAL RESIDENTS, UH, THAT THEY WERE GOING TO MITIGATE THE, THE, THE, THE TRAFFIC, UH, THAT WAS BEING CAUSED BY THE, THE DEVELOPMENT.
AND THERE WAS LOTS OF DIFFERENT THINGS THAT WE ACTUALLY IMPLEMENTED.
ADDITIONAL TURN LANES, UH, NEW TRAFFIC SIGNALS, UM, AROUND THE, AROUND THE, THE DEVELOPMENT THAT, UH, AROUND SURROUNDING THE DEVELOPMENT THAT, THAT THEY DECIDED TO GO AHEAD AND PUT IN AS FAR AS FIVE OR 10 YEARS AGO.
I CAN'T THINK OF A DEVELOPMENT THAT, THERE'S PROBABLY SEVERAL THAT, THAT ARE IN THE, IN THE RANGE ACTUALLY WITHIN THE LAST SIX SIX, UH, WELL, THE LAST THREE OR FOUR YEARS WE'VE HAD, UH, SIX OR SEVEN DEVELOPMENTS THAT ARE WELL OVER 10,000 TRIPS PER DAY.
UM, THAT DID REQUIRE TRAFFIC IMPACT STUDIES.
UM, AND MAINLY WE ARE LOOKING AT THE, THE, THE DRIVEWAYS, UH, THAT, THAT WE REQUIRE RIGHT TURN LANES, UH, OFF OUR, OUR ROADWAYS.
ANYTIME THAT YOU CAN GET THE, UH, RIGHT TURN LANES OFF THE, OFF THE OUT OF A THROUGH LANE, UH, IT GREATLY DECREASES THE AMOUNT OF, UH, ACCIDENTS THAT OCCUR.
SO THERE'S A WHOLE SLEW OF THOSE TYPES OF DEVELOPMENTS.
SO DID YOU SAY CONCRETE MALL WAS 55,000 TRIPS A DAY? 55,000 TRIPS PER DAY.
WHY WASN'T IT REQUIRED FOR THAT? BECAUSE THE WAY THE THE GUIDELINES ARE READ IS IT'S HOW MANY NEW TRIPS PER DAY IS GENERATED BY THE DEVELOPMENT? IT, WITHIN A HUNDRED TRIPS, IT WAS 55,400 TRIPS PER DAY THAT WAS GENERATED WITH THE NEW DEVELOPMENT AND THE EXISTING CULLING CREEK MALL WHEN IT WAS OPERATIONAL, EVERYBODY IT WAS COMPLETELY FILLED OUT WAS 55,200 TRIPS PER DAY.
SO IT WAS ONLY 200 EXTRA TRIPS PER DAY, UH, WITH THE, WITH THE NEW DEVELOPMENT
SO, SO THE, THE THRESHOLD FOR THE, THE STUDY, I UNDERSTAND IF IT GOES UP TO 8,000, IT SOUNDS LIKE THERE'S ALSO A THRESHOLD RELATED TO AN INCREASE IN TRIPS.
IS THAT CORRECT? THAT'S NOT IN THE NEW, NEW GUIDELINES.
I DON'T THINK IT'S, SO THAT WOULD BE TAKEN OUT.
AND THEN, IS THERE ANY CORRELATION BETWEEN THE SIZE OF A DEVELOPMENT AND THE, THE NUMBER OF TRIPS I, I'M SURE IT'S DETERMINED MORE BY WHAT IS THERE, BUT IT'S ACTUALLY THE, THE LAND USE, IT'S THE LAND USE AND WHAT'S, WHAT'S PUT IN THERE? UH, DIFFERENT TYPE, YOU KNOW, IF EVERYBODY TALKS ABOUT MULTI-FAMILY, UH, YES, MULTI-FAMILY ACTUALLY CREATES MORE TRIPS PER DAY, THEN SINGLE FAMILY USE 'CAUSE YOU HAVE MORE DENSITY, UH, IN, IN A SQUARE IN, IN AN ACRE.
UH, THE, THE PROBLEM IS WHEN YOU HAVE THESE LARGER DEVELOPMENTS OR THE, WHAT PEOPLE FORGET WHEN YOU HAVE LARGER DEVELOPMENTS AND YOU HAVE MULTI USES ON THERE, SO YOU HAVE RETAIL AND THEN YOU MIGHT HAVE, UM, SO SOME RESTAURANTS AND YOU HAVE MULTI-FAMILY OR EVEN SINGLE FAMILY,
[00:50:01]
UH, THERE'S MIXED USE THAT OCCURS IN WHAT'S CALLED INTERNAL CAPTURE, WHERE I MIGHT GENERATE A THOUSAND TRIPS FOR A MULTI-FAMILY, UH, YOU KNOW, DEVELOPMENT.BUT 200 OF THOSE TRIPS ARE GOING INTERNAL TO THE, THE OTHER PARTS OF THE DEVELOPMENT AND AREN'T, AREN'T, UH, TOUCHING OUR STREET SYSTEM AND IMPACTING OUR STREET SYSTEM.
SO IT REALLY DEPENDS ON, THE SIZE IS IMPORTANT, BUT ALSO THE, THE MIX IN, IN USE, IF IT'S ONLY MULTIFAMILY AND THERE'S NOTHING ELSE ASSOCIATED WITH IT, THEN ALL THOSE TRIPS, UH, GO TO OUR, UH, STREET SYSTEM AND IMPACT IT.
AND THERE'S NOT ANY KIND OF CORRELATION BETWEEN THE SIZE, THE, THE COST OF THE PROJECT THAT SOMEONE'S DOING.
AND WHAT I'M, I'M TRYING TO UNDERSTAND WHAT THE COST ASSOCIATED WITH DOING THE STUDY AND THE, THE COST OF DOING THE DEVELOPMENT.
SO IF SOMEONE'S, SO THERE'S THERE, IT WAS BROUGHT UP IN, IN THE P N Z AND WHAT'S ACTUALLY NOT IN THE, IN THE DOCUMENT, THESE SMALLER DEVELOPMENTS, EVERY DEVELOPMENT, UH, WHEN IT COMES TO TO PLANNING IS GONNA REQUIRE AT MINIMUM A, UH, TRAFFIC, UH, GENERATION STUDY OR REPORT.
I WISH WE HADN'T USED THE WORD REPORT.
WE COULD HAVE USED SOMETHING ELSE BECAUSE IT'S LITERALLY ONE TABLE.
IT TAKES MY TEAM FIVE TO 15 MINUTES TOTAL.
REALLY DOESN'T DEPEND ON THE SIZE OF THE DEVELOPMENT TO FILL THIS TABLE OUT.
AND GENERALLY WHEN WE COME INTO THE FIRST MEETING WITH THE DEVELOPER, WE'LL TELL THEM AT THAT POINT YOU NEED TO, WE WILL ALREADY KNOW WHAT THE GENERATION IS AND WE'LL TELL THEM THEY NEED TO DO A MORE EXTENSIVE, UH, STUDY.
AND THERE'S DIFFERENT LEVELS OF, OF STUDIES, UH, DEPENDING ON THE SIZE OF THE DEVELOPMENT.
SO IF SOMEBODY'S COMING IN AND THEY'RE, THEY'RE PUTTING IN A, A STARBUCKS, UH, JUST USE THAT AS AN EXAMPLE.
UH, WE'RE NOT GONNA REQUIRE A TRAFFIC IMPACT STUDY, UH, FOR A STARBUCKS.
UH, BUT IF IT'S A LARGER SIZE DEVELOPMENT AND IT'S, IT'S OVER, UH, UH, WELL I'LL JUST SAY 3000 TRIPS PER DAY, THAT'S THE MOST EXTENSIVE, UH, STUDY.
AND WE'LL SIT DOWN WITH THEM, DETERMINE WHAT OUR ZONE OF IMPACT IS, WHICH INTERSECTIONS THEY NEED TO STUDY, AND, UH, WE'LL GO THROUGH THAT PROCESS.
BUT UPFRONT WE'LL TELL THE, TELL THE DEVELOPERS AT THE VERY BEGINNING WHETHER WHAT LEVEL OF, OF STUDY THAT THEY'RE GONNA NEED.
AND THAT'S BASED ON JUST LIKE YOU SAID, THE QUICK CALCULATION THAT YOU'RE ABLE TO DO, THE QUICK CALCULATIONS THAT, THAT MY TEAM WILL GO THROUGH.
UM, I THINK, UM, ONE OTHER QUESTION ON 14TH STREET, UH, WHEN YOU NARROW DOWN TO ONE LANE, IS THERE ANY CONCERN ABOUT TRAFFIC BACKING UP AND NOT HAVING ANYWHERE TO GO OR, OR GETTING STUCK OVER INTERSECTION? I KNOW THAT'S JUST A SHORT STREET RIGHT THERE AND I DIDN'T KNOW IF THAT'S SOMETHING THAT'S, WE ACTUALLY LOOKED AT THE QUEUING AS PART OF OUR ANALYSIS AND UH, THE WAY WE DID OUR SIGNAL TIMING, WE PRETTY MUCH FLUSHED THE TRAFFIC OUT SO THERE WOULDN'T BE A QUEUING ISSUE AND PEOPLE BACKING UP.
WELL, UM, NOW I, I DO NEED TO CLARIFY THAT, YOU KNOW, WITH, WITH DART COMING IN, UH, THERE IS THAT POSSIBILITY THAT THAT TRAFFIC, UH, FROM GOING SOUTHBOUND COULD BACK UP INTO 14TH STREET AND THERE'S LITERALLY NOTHING WE CAN DO ABOUT THAT, UH, AT THAT POINT.
WELL, PRIOR TO THIS AGENDA ITEM, I NEVER THOUGHT I WANTED TO BE A TRAFFIC ENGINEER
SO THANK YOU FOR ALL THE, UH, WORK ON THIS.
DO YOU HAVE SOMETHING ELSE, RICK? UH, YEAH, MAY JUST, JUST A COUPLE QUICK THINGS.
ONE I WANNA REVISIT, UH, ONE COUNCILMAN WILLIAMS', UH, COMMENTS HE DISCUSSED SOMETHING THAT I THOUGHT ABOUT, UH, ALSO IS I REALLY WOULD STRONGLY RECOMMEND THAT WE DO A TEMPORARY A MOCKUP FOR A MONTH OR TWO AND SEE HOW IT GOES.
AND YOU, I APPRECIATE YOU MENTIONED THE FACT, YOU KNOW, WE DIDN'T, YOU WERE GOING, WE DIDN'T HAVE CALLS OF, YOU KNOW, COMPLAINTS AND THINGS LIKE, WELL, I CAN TELL YOU PERSONALLY, I GOT CAUGHT IN THAT TRAFFIC ON MORE THAN ONE OCCASION.
'CAUSE I'D DRIVE AWAY THAT PART OF TOWN QUITE A BIT.
I DIDN'T CALL AND COMPLAIN BECAUSE I JUST ASSUMED, YOU KNOW, WE GOT A LOT OF CONSTRUCTION GOING.
I MEAN, IT HAPPENS, YOU GET CAUGHT UP AND YOU'RE SNARLED AND, AND THEN IT, UH, IT GOES AWAY.
BUT NOW HEARING, YOU KNOW, THIS MAY, THIS MAY HAVE BEEN PART OF SOME OTHER STUFF GOING ON, BUT I CAN TELL YOU 14TH STREET WAS SNARLED UP WHEN THOSE CONES WERE IN PLACE AND TRAFFIC WAS, WAS BEING, YOU KNOW, BEING MOVED OVER FROM TWO LANE INTO ONE LANE.
SO, UH, I REALLY SUGGEST WE, WE DO THAT.
I THINK THAT'D BE A, A GOOD THING TO DO AND REALLY KIND OF PUT TO RISK.
BUT THE HARD PART, I'M NOT SURE IF THAT WILL HELP US.
IF THERE'S OTHER CONSTRUCTION GOING ON, WE, YOU KNOW, WE NEED TO DO IT WHEN IT'S JUST OUR DISRUPTION IN MY OPINION.
I'M SORRY, I'M NOT AN ENGINEER EITHER, SO I WANTED TO GET YOUR INPUT ON IT.
BUT, UH, TO DO IT WHEN IT'S JUST GONNA BE OUR DISRUPTION THAT'S,
[00:55:01]
THAT'S MEASURING THE TRAFFIC FLOW AND SEEING HOW TRAFFIC IS EITHER, YOU KNOW, MOVING SMOOTHLY OR IT'S IMPEDED BY THAT, WE CAN DEFINITELY SCHEDULE IT SO THAT THERE'S NO OTHER DISRUPTIONS.AND I'M GONNA BE, I'LL BE REMISS IF I DON'T SAY THIS 'CAUSE I MENTIONED THIS AT, AT P AND Z, BUT IF YOU THINK ABOUT THE INTERSECTION AT G AND 15TH, I WANT YOU TO VISUALIZE THAT INTERSECTION.
I THINK EVERYBODY HERE GOES THROUGH IT MULTIPLE TIMES A A WEEK.
BUT HOW IT OPERATES, IT IS THE MOST INEFFICIENT OPERATIONS MM-HMM.
AND IT'S THAT WAY BECAUSE I CAN ONLY SERVICE ONE APPROACH AT A TIME.
I HAVE NO DEDICATED LEFT TURN LANES EXCEPT FOR THE NORTHBOUND DIRECTION AND THE ABILITY FOR US TO PUT IN LEFT TURN LANES, EVEN GOING DOWN TO ONE LANE.
WE GREATLY IMPROVE THE OPERATION, THE, THE OPERATIONS.
I'M SO, WHICH ALLOWS ME TO HAVE MY EAST AND WESTBOUND THROUGHS GOING AT THE SAME TIME.
SO I HAVE MORE TIME IN THE CYCLE, UH, TO ACTUALLY, UH, GIVE TO THAT, THAT PARTICULAR MOVEMENT.
SO PEOPLE THINK, OH, I'M LOSING A LANE.
WELL, YOU'RE ACTUALLY GAINING A GREAT EFFICIENCY, UH, WHEN YOU DO THAT.
AND THE OTHER THING THAT'LL ALLOW ME TO DO IS COORDINATE THAT SIGNAL, WHICH IS NOT COORDINATED NOW WITH, UH, U S 75 SO THAT WE CAN HAVE SOME TYPE OF PROGRESSION, UH, GOING THROUGH THERE.
AND THE LAST THING I, AND THE LAST THING ABOUT THAT PARTICULAR INTERSECTION, IF YOU'RE GOING IN THE EASTBOUND DIRECTION, NEXT FOUR OR FIVE TIMES THAT YOU GUYS GO THROUGH THAT, ESPECIALLY IN THE MORNING, LOOK AND SEE WHAT THE DISTRIBUTION OF CARS ARE IN THE TWO LANES THAT ARE EXISTING NOW THAT OUTSIDE OR THE FAR INSIDE LANE, WHICH IS ALSO THE LEFT TURN LANE, HOW MANY VEHICLES ARE STACKED UP THERE AND HOW MANY VEHICLES ARE STACKED UP IN THAT MIDDLE LANE? WHAT YOU'LL SEE IS PEOPLE WHO UTILIZE THAT, THAT, THAT, THAT APPROACH, UH, A LOT, THEY'RE STACKED UP IN THAT, THAT INSIDE LANE ALREADY, YOU'LL SEE 7, 8, 9 CARS STACKED UP IN THAT LANE AND TWO OR THREE CARS STACKED UP IN THE MIDDLE LANE.
SO FUNCTIONALLY IT'S ALREADY OPERATING AS, AS, AS ONE LANE.
WELL, I AGREE AND I APPRECIATE YOU JUST HELPED ME SEGUE INTO THE NEXT QUESTION THAT I HAD, WHICH IS ABOUT LEFT TURN LANES AND, AND WE, I KNOW YOUR PARTNER HAS BEEN DOING SOME REALLY GOOD WORK EXPANDING THE, THE LEFT TURN LANES AND I, I DON'T KNOW IF THERE'S GONNA BE A LONG-TERM SOLUTION TO THIS, BUT WE, WE DEFINITELY HAVE SOME STICKY AREAS THAT YOU PROBABLY KNOW ABOUT.
I CAN THINK OF, YOU KNOW, UH, NORTHBOUND KOTT APPROACHING PARKER.
UH, I CAN THINK OF, UH, EASTBOUND PARKER APPROACHING, UH, CUSTER, UH, ALM.
I MEAN THERE'S, THERE'S A FEW AND, AND AGAIN, I'M OUT DRIVING AROUND A LOT DURING THE DAY AS WELL, UM, THAT THE TURN LANES ARE GREAT, BUT YOU CAN'T GET TO 'EM.
AND WHAT HAPPENS WHEN WE HAVE THREE LANES, YOU KNOW, GOING WELL, YEAH, WE DO IN SOME PARTS, YOU KNOW, A LOT OF THE PARKERS NOW DOWN THE TWO LANES, WE HAVE THREE LANES GOING THROUGH, I HAVE TO KNOW ABOUT IT.
SO I NEVER, EVER IN THE AFTERNOON WILL GET IN THE LEFT LANE GOING THAT WAY BECAUSE I KNOW IT'S GONNA BE BACKSTOP.
AND THEN PEOPLE ARE CONSTANTLY TRYING TO JUMP OUT OF THAT FAR LEFT LANE BECAUSE THEY CAN'T MOVE AND THEY DON'T WANT TO TURN LEFT.
SO IS THERE ANY WAY, AND, AND I'M, AND I'M SURE WE LOOK AT THAT, WE COULD EXTEND THOSE LANES FURTHER BACK TO GET ACCESS AND KEEP THE TRAFFIC FLOWING PAST THEM, OR TAKE THAT LANE LIKE YOU'RE TALKING ABOUT DOWNTOWN, TAKE THAT OUT OF SERVICE AND MAKE THAT WHOLE SIDE, YOU KNOW, A TURN LANE FROM, YOU KNOW, HALFWAY, YOU KNOW, DOWN BETWEEN THE TWO BLOCKS AND TRY TO KEEP THAT.
BECAUSE NUMBER ONE, IT DOES IMPEDE TRAFFIC AND NUMBER TWO, IT'S DANGEROUS.
UH, YOU KNOW, I DON'T KNOW THAT, UH, YOU KNOW, WE'VE GOT ANY STATS ON IT, BUT I, I GUARANTEE I'VE SEEN, YOU KNOW, MORE THAN ONE ACCIDENT AND I'VE SEEN MORE THAN ONE ALMOST ACCIDENTS, YOU KNOW, IN THERE.
SO I THINK WHILE WE'RE LOOKING AT THIS, THE ONE THING I REALLY DIDN'T NOTICE, AND WE HAD A LOT OF GOOD INFORMATION PRESENTED FOR US, BUT ONE THING I JUST REMEMBER SEEING WAS TALKING ABOUT, YOU KNOW, NOT JUST THE DOWNTOWNS AND THE OTHER AREAS, BUT WHAT WE'RE GOING TO DO OR WHAT WE CAN DO TO, UH, TO EFFECTIVELY MINIMIZE THAT DISRUPTION THAT THESE LEFT TURN LANES DO.
BECAUSE AGAIN, THEY'RE GREAT TO HAVE, BUT IF YOU CAN'T GET INTO 'EM UNTIL THE LIGHTS ALREADY CHANGED, YOU KNOW, WE'RE NOT, YOU KNOW, WE'RE NOT HELPING MYSELF.
SO JUST GREAT SEGUE, JOHN, I APPRECIATE YOU LEADING ME IN THAT WAY.
I, IF, IF THERE WAS EVER A, A, A SOFTBALL THROWN AT ME, THIS IS, THIS IS IT.
UH, MARK, UH, SENT MARK AN EMAIL LATE TODAY.
I DON'T KNOW IF, IF HE'S HAD A CHANCE TO FORWARD THAT ONTO CITY COUNCIL, BUT ONE OF, ONE OF THE THINGS THAT, THAT I CAME ON BOARD TO DO WAS TO FIX OUR CAPACITY ISSUES IN THE, THE ITEM THAT YOU JUST DISCUSSED, I REMEMBER THAT BECAUSE I LOSE ONE EFFECTIVE LANE OUT OF THREE LANES, I LOSE A LANE DURING EACH OF OUR P UH, AM AND P M P PERIODS WHEN I HAVE ONE LEFT TURN LANE AND IT'S A, AND IT'S A SHORT LANE BECAUSE IT BACKS UP AND BLOCKS THE, THE THROUGH LANE.
UM, WE, WE STARTED LOOKING AT, UM, MANY YEARS AGO, OR I IT'S MANY, BUT FOUR OR FIVE YEARS AGO,
[01:00:01]
UH, THIS, THIS EXACT ISSUE.WE'VE IDENTIFIED THE LOCATIONS, UH, OF, OF ALL THE INTERSECTIONS WHERE WE WANT TO ADD A EXTENDED LEFT TURN OR A DUAL LEFT TURN.
OUR GOAL IN IS TO, ON ALL OUR MAJOR, MAJOR LOCATIONS TO HAVE, UH, DUAL LEFT THREE THROUGHS IN A RIGHT TURN LANE ON EVERY APPROACH.
UH, WE'VE ALREADY GOT, UH, A COUPLE OF DOZEN OF THOSE, UH, THROUGHOUT THE CITY.
WE JUST, I GUESS WE JUST WRAPPED UP THE EMAIL THAT I SENT TO SENT TO MARK, UH, NOT ONLY SHOWS THE LOCATIONS WHERE WE'VE ALREADY DONE THAT SHOWS THE LOCATIONS WHERE WE'RE UNDER CONSTRUCTION MM-HMM.
THE MEMO ALSO TALKS ABOUT WHAT THE, THE COST IMPACT IS.
I DIDN'T, WE DIDN'T DO A BENEFIT COST 'CAUSE I DIDN'T HAVE TIME, JUST KINDA SHORT TIMELINE TO LOOK AT THE, THE, THE COST.
BUT THE, THE BENEFIT, THE ONE YEAR BENEFIT ON AVERAGE FOR ONE ADDITIONAL LANE, EITHER LEFT OR RIGHT, I'LL JUST LUMP 'EM TOGETHER, WAS $133,000 PER YEAR.
THAT'S THE BENEFIT TO THE MOTORIST IN REDUCED DELAY, REDUCE FUEL CONSUMPTION.
IT ALSO REDUCES STOPS WHEN THERE'S A, A COST ASSOCIATED WITH THAT, BUT DIDN'T INCLUDE THAT.
BUT IT ALSO REDUCES, UH, EMISSIONS, UH, AND, AND IMPROVES TRAVEL TIME ONCE IT'S, ONCE IT'S IMPLEMENTED.
SO I THINK THE OTHER THING I KNOW THAT WE'RE WORKING ON, UH, AS WELL IS, UH, I ALWAYS CALL IT LIVE TRAFFIC MONITORING, BUT REALLY GETTING EVEN MORE EFFICIENT AT LIGHT TIMING AND EVEN OVERRIDING LIGHT TIMING SOMETIMES IN REAL TIME BASED ON TRAFFIC BACKS UP IN SNARL.
SO I KNOW THAT'S COMING ONLINE, UH, DOWN THE ROAD TOO, AND I THINK THESE THINGS COMBINED WILL DEFINITELY HELP US.
BUT, UH, BUT I'M, LIKE YOU, I'VE BEEN, I'VE BEEN DRIVING AROUND PLANO NOW FOR 30, 37 YEARS AND I WAS HERE WHEN WE DIDN'T WORRY ABOUT HAVING TRAFFIC JAMMED AND NOW IT'S GETTING REALLY BE WHERE, UH, I SEE IT QUITE A BIT AND I DO HEAR FROM CONSTITUENTS THAT HAVE SOME ISSUES FROM TIME TO TIME.
SO I THINK WE'RE HEADING THE RIGHT DIRECTION, BUT KEEP THOSE AROUND.
AND I STILL WOULD RECOMMEND DOING A TEMPORARY MOCKUP JUST TO, JUST TO SEE WHAT HAPPENS.
WHILE WE CAN DO IT BEFORE WE FINALIZE SOMETHING THAT WE MIGHT END UP HAVING TO COME BACK AND CHANGE, LET'S, LET'S WRAP IT UP, UH, JUST VERY QUICKLY.
UM, I, I WOULD PERSONALLY FEEL BETTER WITH THE HOLISTIC MOCKUP, AND I KNOW YOU CAN'T SIMULATE TRAFFIC COMING FROM THE FUTURE CU CREEK OR FRY'S.
UM, BUT IF WE, IF WE COULD ANALYZE THE TRAFFIC, UH, COMING TO AND FROM WHERE WE ANTICIPATE IT WOULD BE RELATED TO THOSE TWO DEVELOPMENTS, UM, AND JUST TRY TO FIGURE OUT HOW THAT WOULD FACTOR INTO THE KEY INTERSECTIONS, THAT WOULD MAKE ME FEEL BETTER AS WELL.
WE, WE, UH, UH, APPRECIATE THE INFORMATION WE GOT, UH, DURING PRELIMINARY HELP AND IT'LL MAKE A BIG DIFFERENCE.
THE NEXT ITEM IS CONSENT AND REGULAR AGENDAS.
IS THERE AN ITEM, UH, COUNCIL MEMBER WOULD LIKE TO REMOVE? UH, ITEM H MAYOR.
UH, ANY ITEMS FOR, UH, DISCUSSION ON FUTURE AGENDAS? I OKAY.
WE WILL TAKE A RECESS AND RETURN AT SEVEN O'CLOCK.