Answers to Association Questions Concerning
Westgate Blvd\Davis Lane Improvements

The following questions were submitted in February 2008 by Dominic Chavez, President of the Castlewood-Oak Valley Neighborhood Association, on behalf of the neighborhood associations in the Davis/West Gate area. Responses from Public Works Transportation engineers are inserted following each question.

1. What design features could be considered for Westgate to reduce cut-through speeds and pedestrian/car interaction, particularly for the portion south of Davis Lane? For example, what about four-way stops at Cohaba/Westgate and Nesbit/Westgate? Crosswalks?

West Gate is designated as an arterial street in the City’s roadway plan. Therefore, its function is to carry through traffic. Construction of the missing section could provide relief to some area residential and residential collector streets that may currently have cut-through traffic as people try to find their way between Cameron Loop and Slaughter. Arterial streets are not eligible for traffic calming devices. However, speed limit signs will be installed to advise drivers of the legal speed.

Pedestrian and bicyclist accommodations would be provided by the construction of sidewalks and bike lanes. If constructed as a 4-lane divided section, sidewalks and bicycle lanes would be provided on both sides of the roadway. However, if an undivided roadway is constructed, a sidewalk would be constructed on only one side of the roadway now. The other sidewalk would be constructed as part of the future expansion to a 4-lane divided roadway. Initial construction as an undivided section would include width for a bicycle lane. However, the bicycle lane would not be marked until the future expansion to a 4-lane divided roadway provided the bicycle lane for the opposite direction.

Stop signs are used to indicate which drivers must always come to a complete stop. An all-way stop should not be installed at an intersection unless there are specific conditions that can be successfully addressed by the stop signs. Any all-way stop installations would be subject to meeting the criteria listed in the Texas MUTCD. Typically, crash history and/or entering traffic volumes are the basis for such installations. The Texas MUTCD lists crash history justification based on five or more crashes within a 12 month period that are susceptible to correction by an all-way stop and entering traffic volume justification based on at least 300 vehicles per hour for 8 hours of the day on the major street and at least 200 vehicles, bicyclists, and pedestrians per hour for the same 8 hours of the day on the minor street. Roadway construction would have to be complete and the roadway open to traffic in order to collect the needed traffic volume data.

The installation of marked crosswalks would be based on demonstrated pedestrian activity. Due to the presence of Cowan Elementary School, crosswalks at Davis and Cohoba may be appropriate if there are students crossing West Gate walking to or from school. For elementary school age pedestrian crossings, we would install a reduced school speed zone in addition to a crosswalk. Criteria listed in the City’s School Safety Manual for the installation of a reduced school speed zone include pedestrian volumes (40 or more in a 2 hour period or 20 or more in 1 hour) and vehicular volumes (200 or more per hour at the same times as the pedestrian volumes).

 

2. If Westgate is extended (in full or part), can we be guaranteed traffic calming along some neighborhood north/south roadways that parallel Westgate (i.e. Curlew)

The Neighborhood Traffic Calming Program (NTCP) is completely independent of roadway construction projects. Funding for this program is included in the City’s annual budget this year for the first time in several years. One of the neighborhoods selected for this program this year includes the area on both sides of West Gate between Slaughter and Davis. Traffic calming on specific streets is subject to meeting certain minimum volume and speed criteria, being included in the recommended plan by the neighborhood working group, and a successful vote of the area residents and owners. The NTCP process is underway in this area. The first meeting was February 7. Volunteers for a working group to guide the development of the traffic calming plan were solicited at this meeting.

3. What funds, if any, have been provided by the Grand Oaks Subdivision developer at Davis/Manchaca to improve that intersection?

Based on information we requested when the Davis/ West Gate options were being prepared, the Grand Oaks Subdivision posted $215,250. $161,700 of this was for the full width of the street and $53,550 was for drainage collection system. The amount of developer participation is determined based on the impact of their site. Participation for individual projects is generally insufficient to permit roadway improvements until combined with additional funds.

4. Is there adequate right-of-way along Davis Lane at Manchaca to develop a dedicated left-turn bay that would alleviate the single-lane stacking that occurs currently? What would be the cost to fund such an improvement?

Due to the distance between the Manchaca intersection and the Express/Escabosa intersection, any improvements for traffic approaching Manchaca may need to extend to west of Express/Escabosa. Otherwise, there would be a relatively short 2-lane section of roadway between two wider sections. Pavement width transitions in such limited distances can present problems for road users – especially in wet or dark conditions.

Based on information in the City GIS data, it appears there may be some areas where additional right-of-way would be needed. A cost estimate for improvements from Manchaca to west of Express/Escabosa is included as the last item in #12.

5. Will improvements on Davis Lane east of Leo Street result in the infringement or elimination of the hike/bike trail developed by the Grand Oaks Subdivision?

If the existing trail is outside the right-of-way and no additional right-of-way is needed, the trail will not be eliminated. Specific right-of-way limits, roadway cross sections and roadway placement within the right-of-way would be addressed in the design stage. This level of detail would not be performed until the project was funded.

6. Davis Lane from Zeke Bend to its current terminus is four-lane divided. How will the new connection between this section to Leo Street transition to the existing two-lane undivided or one of the proposed improvement options available for Davis Lane east of Leo Street under consideration?

Construction of the missing section of Davis Lane between Leo Street and the dead-end east of Huebinger Pass is a funded project. The transitions to the adjacent pavement widths on each end of this project will be included as part of that work. The west end will have a tapered width reduction from the wider existing cross section to the new two-lane section. The width transition on the east end will occur east of Leo Street. The existing pavement will be widened for about 500 feet to include a westbound left turn lane and to match the overall width of the new construction west of Leo. The work on Davis east of Leo is not considered an improvement project for that roadway section.

Only one of the options presented at the October 16 meeting, Option 7, included construction that would adjoin the section of Davis immediately west of Zeke Bend. Specific design details have not been determined at this point. However, if Option 7 is chosen for construction, a transition from the wider existing 4-lane divided cross section to the new cross section at West Gate will be included in the design.

The existing divided section of Davis Lane east of Zeke Bend will be marked for a single through travel lane and a bicycle lane in each direction.

7. Will the intersection of Westgate at Davis Lane have a signalized intersection under all scenarios where Westgate is improved?

Traffic signal installation would not be assumed or automatically included in any of the construction options. Any signal installation would be based on the warrants listed in the Texas MUTCD. Studies to determine if any of these warrants are satisfied would be performed after construction was completed and the new roadway sections opened to traffic.

8. If all or part of the Westgate extension is constructed, what (if any) improvements will be made to Davis Lane on either side of the intersection? Will there be dedicated turn lanes constructed on Davis to facilitate turn movements both north and south, and eliminate potential stacking along Davis?

There are too many possible option combinations under consideration at this point to say definitively. However, preliminary designs for the initial recommended West Gate construction included widening Davis and including left turn lanes for a short distance each side of West Gate.

9. What improvements are currently funded or being developed to improve the intersection at Davis Lane and Brodie Lane where development is currently occurring on the Southeast corner, and set to begin on the Northeast corner? How much money (and for what improvements) were the landowners/developers of these parcels (as well as the KB condo development that fronts Brodie Lane and Davis Lane) required to provide the city and is it available to improve the intersection and/or portions of Davis Lane? How are these funds/improvements (if they exist) factor into the bond funding and various scenarios under consideration for improving Davis Lane?

Construction and realignment of Davis Lane from Corran Ferry Drive to Brodie Lane is a funded project. It includes widening part of the existing roadway to a 4-lane divided roadway and constructing a 4-lane divided roadway on a new alignment to intersect Brodie across from the existing portion of Davis Lane. This project will include widening Davis a short distance east of Brodie to provide one eastbound departure lane, one westbound left turn lane, and a westbound combination through/right turn lane.

Two of the options presented at the October 16 meeting, Options 8 and 9, would provide for reconstruction of Davis east of Brodie. Unless one of these projects is funded, no improvements to Davis east of Brodie are planned at this time other than the intersection modifications noted above.

We requested fiscal information for the items you inquired about from the Watershed Protection Development Review Department. In addition to the $215,250 noted previously for the Grand Oaks Subdivision, the following has been posted:

$35,495.00 for the WW Brodie Subdivision (C8-01-0265.0A) on the northeast corner of Brodie at Davis. $32,603 of this amount is for street construction and $1,892 is for E/S controls.

$417,498 for the Harris Ranch subdivision (C8-05-0036.0A) along the south side of Davis for the entire extent between Brodie and future West Gate. This includes $185,060 for street construction, $146,138 for drainage collection system, $30,300 for erosion controls, and $56,000 for sidewalks.

These funds can be used for improvements to Davis Lane between Brodie and West Gate that are adjacent to the developments that posted the funds. If the roadway improvements do not include the entire length of the development, the funds used for the roadway improvements must be prorated based on the length of improvements adjacent to the development..

There is also $13,125 posted for the Harris Ranch subdivision (C14-03-0157) based on a Traffic Impact Analysis for a pro-rated share of turn lanes as follows:

Westbound right turn lane on Slaughter at Brodie - $788
Northbound & southbound left turn lanes on Brodie at Slaughter - $1,880
Westbound right turn lane on Davis at Brodie - $6,353
Northbound right turn lane on Brodie at Davis - $1,437
Eastbound right turn lane on Davis at Manchaca - $2,667

Any available developer funding is applied to the roadway construction costs as projects are constructed. Such funds are used to supplement available City funding. Depending on the circumstances, this may either reduce the amount of City funds required to complete the project or it may permit more construction than would be possible with City funds alone.

10. What are the approved zoning for the following parcels:
• Parcels of land to be bisected by Westgate to immediate north of Davis Lane (both west and east parcel)
• Parcel of land between Davis and Kentish just north of Cowan campus

The Development Assistance Center provided the following zoning information:

North of Davis Lane, the property on either side of the West Gate ROW is zoned LR-CO – Neighborhood Commercial – Conditional Overlay for the tracts south of the pipeline easement, and MF-2-CO – Multi-family Residence (low density) – Conditional Overlay, for the portions north of the pipeline. For those parcels, the conditional overlay prohibits any development until the construction of West Gate Blvd. is completed from Cameron Loop to Davis Lane.

The property between Cowan Elementary and Davis Lane is currently zoned RR – Rural Residence zoning.

11. What obligation does developer/landowner(s) at intersection of Westgate and Davis have related to funding improvements at this intersection?

Generally, a developer can be required to fund and/or construct a 2-lane roadway needed for site access in conjunction with their development. The City can not require developers to fund or construct multi-lane divided roadways.

12. What would be the cost to fund the following and what sources could be utilized (i.e. developer participation, bonds, etc):

As background information, $8,580,000 is the estimated cost to construct the entire missing section of West Gate as a 4-lane divided roadway. This is the assumed amount available in consideration of other construction options. Any available developer participation would be in addition to this amount.

A. Westgate (Cohoba to Davis)—4 lane divided with dedicated turn bays on Davis Lane at intersection of Davis/Westgate (left turn bay on westbound Davis, right turn bay on eastbound Davis);

This is basically the combination of Options 3 and 7 from the October 16 meeting except that Option 7 does not include a separate right turn lane for Davis at West Gate. The estimated combined cost for Options 3 and 7 is $5,659,650. This would leave $2,920,350 available.

Right turn lanes would not typically be included for turns from Davis to West Gate. Construction of right turn lanes would have to be subject a determination that the turning volumes justified the separate lane, that any needed right-of-way either exists or can be acquired, and that sufficient funding exists.

B. Dedicated right turn bay at intersection of Davis and Brodie Lane that could maximize cueing and separate traffic moving northbound and southbound on Brodie (or going straight assuming the realignment of Deer/Davis Lane on west side of Brodie);

This question has been interpreted as addressing lanes on Davis with traffic wishing to turn to travel northbound or southbound on Brodie. No construction is anticipated on Brodie as part of this process.

The Davis project from Brodie to Corran Ferry currently under design will include construction of an eastbound left turn lane plus two additional eastbound approach lanes at Brodie. Since Davis east of Brodie has and will continue to have only one departure lane, one of the two additional eastbound approach lanes will be marked for right turns only. Therefore, while no additional right-of-way or pavement will be needed, it will be possible to have a dedicated right turn lane for eastbound traffic on Davis approaching Brodie.

The Davis project from Brodie to Corran Ferry will include widening of Davis immediately east of Brodie to provide a westbound left turn lane and to provide proper lane alignment through the intersection. However, this widening does not include a separate westbound right turn lane.

A separate right turn lane for westbound Davis to Brodie was not included in the cost estimates for Options 8 or 9. Such a lane could be considered if demand, right-of-way, and funding issues are successfully addressed. We do not have a cost estimate for such a lane.

C. Dedicated right turn bay at intersection of Manchaca and Davis that could maximize cueing and separate traffic moving northbound and southbound on Manchaca;

This question has been interpreted as addressing lanes for eastbound Davis approaching Manchaca. Dittmar on the east side of Manchaca currently has separate left turn, straight and right turn lanes. Manchaca also has existing lanes designated for right turns only for both southbound and northbound traffic.

Construction of just a right turn lane on Davis approaching Manchaca is not anticipated in this process. However, if a project providing an overall roadway capacity improvement is chosen, it is likely that at least two eastbound Davis approach lanes would be provided at Manchaca for a longer distance than the current roadway. See related information provided in response to #12D below to item #4.

D. Davis Lane from Manchaca to Express Blvd—2 lane with center turn lane

This is a portion of Option 10 presented at the October meeting. The cost estimates for Options 10 and 11 were based on a per linear foot unit cost. This overall section is approximately 3,200 feet long. The section from Manchaca to include an eastbound left turn lane to Express is approximately 1,500 feet. Using a proportional cost calculation, the estimated cost from Manchaca to west of Express would be $2,679.609.

13. When construction begins, will it be phased to reduce traffic and access issues to the greatest extent possible?

Construction phasing tries to avoid unacceptable inconvenience to the traveling public while permitting the contractor to work in logical segments. Construction phasing is often dictated by the location and cross section of the existing roadway and its relation to the planned roadway. Existing or planned underground utilities also dictate some phasing decisions. From the contractor’s standpoint, closing the construction area to all traffic provides the greatest ease of construction. From the road user’s standpoint, no or minimal lane closures is best. Projects seldom proceed at either of these extremes. Roadway construction phasing is a challenging balance between efficiency and convenience. Phasing that would keep traffic disruptions to an absolute minimum would be prohibitively expensive and would often significantly extend the time required to complete the project. Therefore, while traffic and access issues are considered, inconvenience to both the road users and contractor can be expected.