Funding & Staffing
TABLE OOF F CONTENTS TABLE CONTENTS TABLE OF Acknowledgements CONTENTS
Partnerships Monitoring
Executive Summary Chapter 1:
Phasing
Introduction Bike Plan Benefits Bike Facilities Definitions GP Current & Projected Growth
Appendix A:
Design Guidelines (Detailed)
Appendix B:
Current Projects in Grand Prairie
Appendix C:
Public Input On-Line Survey
Economic Overview Chapter 2:
Stakeholder Meetings
Community Context
Person-on-the-Street Interviews
Planning Process Public Input Current Conditions Methodology Analysis Maps Analysis of Adjacent Cities Veloweb Chapter 3:
National Standards and Design Guidelines Overview
Chapter 4:
Implementation
Creating a Culture of Cycling CYCLE GRAND PRAIRIE 2015
Appendix D:
Current Grand Prairie Road Listing
Appendix E:
Traffic Speed
Appendix F:
Motorized Vehicle LOS
Appendix G:
Output Matrix
Appendix H:
Final Grand Prairie On-Street Bikeways
Appendix I:
Northeast Section
Appendix J:
Northwest Section
Appendix K:
South Section 1|Page
ACKNOWLEDGEMENTS The Cycle Grand Prairie 2015 is a collaborative project between the City of Grand Prairie, the North Central Texas Council of Governments (NCTCOG), and The University of Texas at Arlington (UTA), the Institute of Urban Studies (IUS), and the citizens of Grand Prairie. We would like to thank all those involved in the creation of this Plan, and wish to acknowledge the following for their cooperation and dedication in continuing to make Grand Prairie a world-class place to live, work, and enjoy.
UTA TRANSPORTATION POLICIES, PROGRAMS, AND HISTORY CLASS Jialing Li, Ph.D.
Professor of Urban Planning
Master’s and Ph.D. Students
“Person-on-the-Street” Interviews
INSTITUTE OF URBAN STUDIES Brian Guenzel
Director
Alan Klein
Assistant Director
Rhonda Fields
Project Lead
CITY OF GRAND PRAIRIE
Ahoura Zandiatashbar
Research Assistant: GIS and Mapping Specialist
Walter Shumac
Director of Transportation
Kaustubh Gosavi
Daon Stephens
Transportation Planner
Tim Shinogle
Park Planning & Development Manager
Research Assistant: Data Analysis, GIS Specialist, Transportation Engineering Specialist
Cami McKillop
Communications & Marketing
Reza Sardari
Research Assistant: GIS Specialist
Steve Plumer
Senior Parks Project Manager
Nabila Nur
Research Assistant: Research Specialist
Ayeh Khajouei
Research Assistant: Design Specialist
Seyed Banihashemrad
Research Assistant: Traffic Engineering Specialist
Tharani Devi Krishnakumar
Research Assistant
NCTCOG Karla Weaver
Program Manager
Kevin Kokes
Senior Transportation Planner
Daniel Snyder
Transportation Planner
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CYCLE GRAND PRAIRIE 2015
PURPOSE
PLAN VISION
The purpose of the Cycle Grand Prairie 2015 is to address onstreet bikeway needs by providing a structural framework for developing on-street bike facilities which will become a part of a larger on- and off-street system for future growth and development. As reflected in the City’s 2010 Comprehensive Plan and Master Transportation Plan, its purpose is to provide safe and accessible surface transportation to natural areas, entertainment, and activity centers. It also provides multiple and viable modes of transportation alternatives and connects the region to adjacent cities, the Regional Veloweb, and offers other forms of transit through the Grand Prairie park-and-ride facility. This document also provides guidance for education and marketing and funding options to support the Plan.
The City of Grand Prairie is committed in providing a world class services to create an excellent city-wide quality of life. To help fulfil this commitment, the City seeks to create bicycle facilities designed to provide safe, equitable non-vehicular transportation and recreation options for all citizens, businesses, and visitors regardless of age, income or ability. These facilities connect neighborhoods, schools, work, shopping, recreation and entertainment venues within the City of Grand Prairie and to adjacent cities.
GUIDING PRINCIPLES
The vision and the project goals for Grand Prairie were established by combining focused community stakeholders and public input with that of the vision from the City’s Comprehensive Plan. From the Comprehensive Plan, we learn that the City values People, Service, and Integrity, as seen in the green box to the right
The City of Grand Prairie’s guiding principles are reflected in the overarching plan vision, which was derived from the public input involved in this plan as well as statements from the Comprehensive Plan. To support this community-driven vision, the plan establishes a set of goals and strategies with implementation guidelines.
CREATING THE VISION
The Cycle Grand Prairie 2014 vision is consistent directly and indirectly with the key values of Grand Prairie as follows:
Providing sustainability in new development and redevelopments 4|Page
CYCLE GRAND PRAIRIE 2015
Using floodplains to increase community value and improve public safety through flood hazard reduction Encouraging recycling and aesthetic enhancements Taking advantage of regional access Encouraging pedestrian‐oriented retail development Providing quality infrastructure and community services Providing for nurturing neighborhoods with quality education and diverse job opportunities Planning safe and accessible surface transportation with greenways connecting parks and providing access to the city’s natural resources Providing multiple and viable modes of transportation Protecting, preserving and enhancing the city’s natural features and decreasing air and water pollutants
Goal 2: Connect the cycling facilities to parks, schools, districts, work centers, and other modes of transit, such as the park- and-ride using suitable streets throughout the city
Goal 2 Objectives: • •
• •
PLAN GOAL AND OBJECTIVES
Districts are identified to help coordinate user and facility types Implement bikeway connections to connect them with trail facilities, regional Veloweb and adjacent city bikeways Link on-street facilities with off-street bikeways to connect parks, neighborhoods, and shopping centers Wherever possible, ensure continuous linked corridors for commuters and recreational riders to provide a network
Goal 1: Ensure safety in all on-street facilities Goal 1 Objectives: • • • •
Clearly separate on-street bike facilities from traffic Streetscapes designed to allow for tree canopy and sufficient lighting along bikeways Signage clearly marking the bikeways, with destinations and distances marked Speed limits adjusted where necessary for increased safety of non-vehicular users
Goal 3: Expand existing opportunities for cycling competition and activities by taking advantage of the abundant entertainment, parks and natural features throughout Grand Prairie and adjacent cities
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CYCLE GRAND PRAIRIE 2015
Goal 3 Objectives: •
Goal 5 Objectives:
Create a “Cycle Grand Prairie” subcommittee to focus on advancing opportunities for economic and social enhancement through bicycle facilities Develop bikeway policies to accommodate organized rides and competitive cycling activities Work with local businesses and entertainment venues to encourage participation
•
Goal 4: Promote and install end of trip cycling support facilities
•
• •
• • •
Identify and encourage education and outreach opportunities for both vehicular and non-vehicular users working with businesses, schools, churches, and other organizations Develop training sessions for bicycle use and safety Establish a registration system for bicycles Clarify state laws regarding non-vehicular rights and responsibilities as part of educational brochures, etc. Work with law enforcement to identify enforcement strategies that will enhance cycling safety.
Goal 4 Objectives: • •
•
Install bike racks at major destinations, schools, and retail centers Begin a bike rental program stationed at Central Park, Downtown GP, Lone Star Park, and coordinate with Cedar Hills State Park Work with employers/retailers to install items such as bike parking, showers, lockers, etc. to support cycling commuters
Goal 5: Improve education, marketing, and training by establishing policies and guidelines 6|Page
CYCLE GRAND PRAIRIE 2015
PLANNING PROCESS
Highway and Transportation Officials) were examined to find best practices and lessons learned to aid the final proposed bicycle system.
PUBLIC INVOLVEMENT: Public support for a bicycle system in Grand Prairie is an important part of a workable plan. Citizens expressed their needs and desires concerning their bike system through: A series of meetings with targeted focus groups, including homeowner associations, the school districts and the YMCA An online survey hosted on the City’s website Outreach through person-on-the-street interviews by UTA The results of the public input can be found in the Appendix C.
ANALYSIS AND DATA COLLECTION: In order to understand the City and its needs, the planning team created a visual inventory of the City’s streets and current on-street bikeway facilities. Concurrently, an analysis of current economic and demographic conditions was performed to determine the impact of facilities. In addition, assessment of the City’s current planning and design documents along with the previous bicycle plan was done to find out opportunities and limitations. Finally, national standards for bicycle facilities and other cities’ bicycle plans from AASHTO (The American Association of State
IMPLEMENTATION BICYCLE CULTURE: The City of Grand Prairie is committed in creating a worldclass place to live, work and play. Creating a culture for cycling through education, encouragement, and enforcement programs is essential in achieving the Plan’s goals and objectives. The following recommendations are proposed to create a cycling culture in Grand Prairie: Increase citizen awareness with regards to bicycling needs and implementation of the Cycle Grand Prairie Plan Modify planning and design documents and regulations to reflect the goals and recommendations of the Plan Adopt a citywide resolution requiring the design of bicycle facilities as part of new or reconstructed roadways, and require exception statements for projects that exclude bicycle facilities Work closely with the planning functions of the City of Grand Prairie on documents such as Sector Plans, Reinvestment Area Plans, the Comprehensive Plan, Complete Streets Policy, and Neighborhood Plans to include a bicycle component 7|Page
CYCLE GRAND PRAIRIE 2015
Create a Bicycle Program and use it to review the master development plans to ensure connections to the bicycle network Incorporate maintenance of bicycle facilities as a component of regular street maintenance programs, such as resurfacing, restriping, and street sweeping Educate appropriate City staff related to bicycle planning and facility design including AASHTO and NACTO (National Association of City Transportation Officials) guidelines
FUNDING AND STAFFING Funding and staffing are key elements to plan implementation. This involves identifying different sources in creating and maintaining the physical network as well as programs and activities concerning cycling in Grand Prairie. The following recommendations are proposed to aid in funding and staffing the Plan:
Pursue and acquire maximum available funding from state, federal, and other sources Incorporate the construction and maintenance of bicycle facilities as an integral part of roadway projects, rather than requiring separate funding sources Identify and pursue funding partnerships and support from other local agencies and City departments
Increase Bicycle Program staff in appropriate departments in the City
In addition to funding and staffing, partnering with other departments, agencies and organizations creates an opportunity for increased activity and funding. The following recommendations are proposed as a means to increase partnerships:
Coordinate with other departments, agencies, and organizations of Grand Prairie Encourage other City departments to attend the BPAC Bicycle and Pedestrian Advisory Committee that represents the City of Grand Prairie Office of Environmental Services, Public Works, Parks and Recreation, Grand Prairie Police, and Planning and Community Development Departments
Finally, it is important to monitor the implemented plan to ensure it remains a living, breathing piece of planning for Grand Prairie. In order to ensure this happens, the following recommendations are made:
Pursue regular measurement of the benchmarks and report progress towards targets outlined in this plan Purchase bicycle counters to conduct periodic bicycle facility user counts
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CHAPTER 1: INTRODUCTION BIKE PLAN BENEFIT BIKE FACILITIES DEFINITIONS CURRENT AND PROJECTED GROWTH ECONOMIC OVERVIEW
City of Grand Prairie Website 2014
omic Analysis 9|Page
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BICYCLE PLAN BENEFITS ACTIVE TRANSPORTATION Creating economic efficiencies and boosting consumer appeal are two of the advantages of bike facilities. By integrating aesthetics, recreation, and green infrastructure to connect jobs, homes and community destination, a City can increase the quality of life for its citizens, offering recreational and alternative commuting options.1 The health benefits of bicycling include curbing obesity and associated diseases through development designs that integrate physical activities into daily life. The American Journal of Preventive Medicine found that people who live in walkable neighborhoods with trails, greenways, and parks get 35-45 more minutes of moderate exercise per week and are less likely to be overweight than those living in car-centric neighborhoods.
The benefits of bicycle infrastructure far outweighs the cost to construct them, helping cities and developers realize a strong Return On Investment (ROI). Bike facilities can serve a multitude of purposes, connecting recreation centers, parks, open spaces, and natural habitat. A study by UT Arlington found that Houston’s Buffalo Bayou Promenade project increased area wide retail sales by over $46 million and outdoor activity by 88 percent compared to similar non-bike and pedestrian friendly retail centers. Research in North Carolina found that the state’s cycling infrastructure returned $60 million on a $6.7 million infrastructure investment. Together with other street and sidewalk improvements, having bike facilities decreases air and water pollution by reducing the emissions from automobiles, and slows runoff into waterways. In addition, pedestrian and bike facilities add to the social connection and increase the community’s “sense of place. “2
2 1
Intersections: Health and the Built Environment
http://urbanland.uli.org/planning-design/open-spaces-and-activetransportation/
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WHY BIKE FACILITIES IN GRAND PRAIRIE?
GRAND PRAIRIE’S COMMITMENT
Grand Prairie’s on-street bikeway plan is designed to provide a sound structural framework for future growth and development. It revolves around providing world-class services in three main points which are reflected in the City’s 2010 Comprehensive Plan and the City Master Transportation Plan.
Grand Prairie has a variety of land uses. With its dense urban areas in the northern section of the city, its historic town center and suburban neighborhoods in the middle section, and its rural/recreational land uses in the southern section, it is important to have a unified vision that allows each section to develop an above average quality of life.
The first point is to provide safe and accessible surface transportation connecting parks and providing access to the City’s natural areas, entertainment and activity destinations. The second point is to provide for future viable modes of autoalternative transportation. The third point is to take advantage of regional connections and access, such as the Regional Veloweb and light rail service in adjacent cities via on-street bikeways.
The City of Grand Prairie prides itself on its service, and the addition of this Bike Plan will help to facilitate the commitment of being affordable through non-vehicular personal transportation that reduces the carbon footprint, increases access to open spaces, jobs, houses, and entertainment, and promotes a healthy, active lifestyle for residents, workers, businesses, and visitors.
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BENEFITS OF BICYCLING FOR GRAND PRAIRIE
on other things, such as entertainment, shopping or education.
Bicycling doesn’t cost very much: Dollar for dollar, bicycling is by far one of the cheapest transportation modes available to the public.
Bicycling can help the population stay healthy : Regular bicycle riding can produce health benefits, from increasing cardiac activity to reducing weight gains that could lead to early on-set diabetes. And using a bicycle instead of a car can help improve the quality of air in Grand Prairie and the region through reduced greenhouse gas emissions.
Bicycling can relieve traffic congestion in the city : A bicycle lane has a similar capacity to a vehicle lane, but only takes up a third of the space. If we can increase the percentage of miles travelled by bicycle, our roadway system may be able to accommodate more traffic. Bicycling serves multi-generation: Many people, from young kids to senior citizens, can easily ride a bicycle. Bicycle riding can be four times as fast as walking, and one can travel three miles in under 20 minutes. For one-third of the city’s population that is too young or cannot drive, bicycling is a viable way to travel around the city.
Bicycling can transform the image of Grand Prairie : Healthy livable communities that are walkable and bike-able are important for economic development. These healthy neighborhoods are often the preferred places to live and can contribute greatly to the image of Grand Prairie as a premier place to live.
Bicycling can save on transportation costs: As we look to the future, we can predict that fuel for cars and trucks will be more expensive. At $4.00 or $5.00 per gallon of gas, a few miles per week on a bicycle can save hundreds of dollars per year. Factor in savings for parking, insurance and vehicle maintenance and repairs and the cost savings per family could be in the thousands per year. That is money that can be spent 12 | P a g e
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BICYCLE FACILITIES DEFINITIONS AND ELEMENTS The following are some simple definitions related to bike facilities: Bicycle Facility System: A system of bikeways designated by the jurisdiction having authority with appropriate directional and informational route markers, with or without specific bikeway numbers. Bikeways should establish a continuous network, but may be a combination of any and all types of bikeways. Bicycle facilities: A general term denoting improvements and provisions made by public agencies to accommodate and encourage bicycling, including parking and storage facilities, and shared roadways not specifically designated for bicycle use. Bikeway: A generic term for any road, street, path or way which in some manner is specifically designated for bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are to be shared with other transportation modes. Bicycle Lane: Bicycle lanes delineate the right-of-way assigned to bicyclists and motorists (AASHTO, 2012). They are designated by a lane stripe, pavement markings, and signage. Bicycle lane stripes are intended to promote the orderly flow
of traffic by establishing specific lines of demarcation between areas reserved for bicycles and lanes to be occupied by motor vehicles. Typically, the solid stripe of the bike lane is either dotted or dashed prior to and through intersections, to allow for both bicyclist and motorist turning movements. Two variations of a bicycle lane include a bicycle/bus/taxi shared lane and a climbing lane. Protected Bicycle Lane: A protected bicycle lane is separated from traffic with a row of parked cars, a curb, or other physical separation. Multi-use Path/Trails Designated for Bicycle Use: A multi-use path or trails designated for bicycle use is a path physically separated from motorized vehicular traffic by an open space or barrier and is located either within the road right-of-way, within an independent right-of-way, or accommodated in another way, such as parkland. It is shared by multiple users including, but not limited to, pedestrians, skaters, wheel chair users, and bicyclists. Bicycle Boulevard: Bicycle boulevards are not just signed bikeways, but are streets on which bicycles have preference over cars and designed in a way to effectively divert motorized traffic. Design elements that may be included are diverters, reconfiguration of stop signs to favor the Bike Boulevard and shared lane markings, as well as crossing improvements at high traffic crossings. 13 | P a g e
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Wide Shoulder: A shoulder is defined by AASHTO as “the portion of the roadway contiguous with the traveled way for accommodation of stopped vehicles, for emergency use, and for lateral support of the subbase, base, and surface courses” (AASHTO, 2012). A shoulder can accommodate bicyclists if it is adequate in width and pavement surface and has few driveways or other crossings. Texas legal code allows continuous use of the shoulder only by bicycles, emergency vehicles, and maintenance crews.
the short term, or ever. To address this issue, several cities across the U.S. are using shared lane markings, or “sharrows,” to indicate where within the shared lane a bicyclist should be positioned. Sharrows encourage bicyclists to not ride on sidewalks and to ride away from parked cars. Like signage, they notify motorists that bicyclists may be present.
Shared Lane: Shared lanes are the right-most through traffic lanes that are 14 feet wide or less measured from the lane stripe to the edge of the gutter pan and includes shared lane markings. Wide Curb Lane: Wide curb lanes are the right-most through traffic lanes that are greater than 14 feet wide, measured from the lane stripe to the edge of the gutter pan. Shared Roadway: A shared roadway is any roadway upon which a bicycle lane is not designated, is not a bicycle boulevard, and that may be legally used by bicycles regardless of whether such a facility is specifically designated as a bikeway. Shared roadways can be described in three ways: shared lane, wide curb lane, and paved shoulder. Shared Lane Markings: Shared lanes, wide curb lanes, and paved shoulders have limited pavement or right-of-way widths that prevent the feasibility of installing a bicycle lane in 14 | P a g e
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CURRENT AND PROJECTED GROWTH GRAND PRAIRIE POPULATION PROJECTION- 2040 The City of Grand Prairie is conveniently located between Dallas and Fort Worth in Texas. It spans the western border of Dallas County and the eastern border of Tarrant County, reaching into Ellis and Johnson Counties to the south. Grand Prairie stretches 28 miles long by 8 miles at its widest point. The city’s northern border lies five to ten minutes south of Dallas‐ Fort Worth International Airport. Its eastern boundary is 12 miles west of downtown Dallas and the western boundary is 15 miles east of Fort Worth linking the city of Grand Prairie with major markets via IH‐30. Because of its central location and proximity to air and highway transportation infrastructure, Grand Prairie is a wellestablished distribution center. Much of the Great Southwest Industrial Districts lies in Grand Prairie. Grand Prairie continues to attract new construction of warehouse, distribution and manufacturing facilities as a result of the city’s proximity to the international airport, the large local markets of Dallas and Fort Worth, and major rail service.
Population: The American Community Survey reports the median age in Grand Prairie is 32.3 as of 2008 where 44% of the population is between the age group of 25 and 50. More than 500 top aerospace, aviation, light industry, distribution and manufacturing firms are included in the 2,000 businesses that have taken advantage of the city’s aggressive development attitude. The current labor pool consists of more than two millio n pros pecti ve empl oyee s living in the Gran d Prairi e area. 15 | P a g e
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POPULATION PROJECTION BY CENSUS TRACT
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ECONOMIC GROWTH AND BIKEWAYS High quality cities demand excellence in living, working, and recreation, and people who move to these cities bring economic value, professional skill sets, and more opportunities for growth. The 2013 Milken Institute lists Austin Texas, Boulder Colorado, San Francisco California, Grand Rapids Michigan, and Boston Massachusetts in the top 50 of the Best Performing Cities, and each of these are identified as being in the top 50 Bike-Friendly Cities. The City of Grand Prairie already has a great deal to offer, including a variety of places to live, work and recreate. Having a bicycle network that connects the desirable locations has the potential of adding to the City’s already economically diverse and vibrant growth and development.
Grand Prairie Central Park
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Lynn Creek at Joe Pool
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CHAPTER 2: COMMUNITY CONTEXT PLANNING PROCESS PUBLIC INPUT SUMMARY CURRENT CONDITIONS AND ANALYSIS MAPS ADJACENT CITIES OVERVIEW VELOWEB
“Cyclers see considerable more of this beautiful world than any other class of citizens. A good bicycle, well applied, will cure most ills this flesh is heir to.” Dr. K.K. Doty
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PLANNING PROCESS The addition of a bicycle plan for the City can bring a number of benefits. Working with the community to create broadly shared vision is the key in making this happen. The following is the process used to create the Cycle Grand Prairie 2015 Plan.
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SUMMARY OF PUBLIC INPUT The key to a successful bicycle plan is involving the public in the decision making process. To gather a wide range of inputs, three different methods were used to find out public needs. The first meeting was with five groups of stakeholders including, the police department, YMCA and Grand Prairie Independent School District, City Manager’s office, home owner associations, and the City health and safety subcommittee. This was followed by 119 face-to-face “personon-the-street” interviews, and finally the City hosted an online survey open to the entire community in which 217 people responded. The main themes of these public input vehicles are listed below:
Safety Safety was the primary concern expressed by the citizens through public input across the board. They expressed that current roadways were heavily congested and the addition of bike lanes might result in unsafe conditions for drivers and cyclists. Some felt that roads lacked proper lighting creating a safety hazard, especially in areas prone to crime. Intersections were also identified as areas of concern which need upgraded to improve safety for the cyclists, pedestrians, and automobile drivers.
Lack of bicycle facilities Residents of the City of Grand Prairie ride bicycles for both recreational and commuting purposes. However, they feel the need for improved infrastructure, facilities, and maintenance. Some of the needs were marked bikeways, road infrastructure, parking facilities, and shaded resting places. Residents also stated that there was lack of connectivity both internally and externally, and the desire to see more dedicated bike lanes throughout the City.
Recreational Biking A large percentage of those surveyed either cycle or intend to cycle in the southern portion of the city in the more nature20 | P a g e
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based recreational areas, as well as to parks and trails outside the City limits. The addition of on-street bicycle facilities connecting these parks and locations to other areas, as well as places to park cars closer to existing bikeways are necessary to meet the needs of recreational cyclist. Other purposes Although school children in Grand Prairie are provided with high quality bus service, certain neighborhoods with proximity closer to schools are not provided bus service to school. Parents must walk their children through some dangerous roads and intersections to get to school. The addition of bike facilities and improved intersections would help alleviate these concerns. The respondents showed willingness to cycle to work, restaurants, shopping, and grocery Education Some respondents felt that having a good program for drivers, cyclist, and pedestrians was important to improve safety. A strong marketing strategy would be effective to educate people more about safety as well as informing the public of facility location and availability.
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RESULTS OF “PERSON-ON-THE-STREET” SURVEY IN GRAND PRAIRIE
Categories of Uses of Bike System 120
100
Going to the Park
96
Long recreational rides
80 60
Going to school
58
Grocery Shopping
41
40
Going to larger entertainment venue
30 28 27 24 24
20
9
Going to other forms of transit Communizing to work
0 No of Responses
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CURRENT CONDITIONS AND ANALYSIS MAPS CURRENT CONDITIONS IN GRAND PRAIRIE WITH POTENTIAL IMPACT ON CYCLING PLAN: Bicycle facilities have the potential to connect schools, work centers, and parks, all of which optimize their benefits. The following are some important existing facilities in Grand Prairie that are likely to have an impact on the proposed bicycle facilities. Grand Prairie has 52 parks and 13 facilities totaling more than 5,000 acres of park land. These park lands are heavily used for recreational facilities and considered as assets for the bicycle plan. The schools are more densely distributed in the north and middle sections of the city. The major employers in Grand Prairie are located in the northwest part of the City, which is primarily a business district. Currently, there are no on-street bike lanes in Grand Prairie. However, the City’s linear parks and trails are suitable for outdoor running, walking, skating, or riding bicycles free from automobile traffic. The Joe Pool Lake area is highly prized as a place for fun, providing a safe environment to relax, exercise and get fresh air and could be prioritized to connect to neighborhoods. Additionally, the following trails are heavily
Fish Creek Trail - 3.0 Miles: The trail winds along Fish Creek connecting several neighborhoods together. This is a 3 mile concrete trail with rest stops.
Lone Star Trail - 3.2 Miles: This trail begins at the Grand Prairie Tourist Information Center and goes south along Belt Line Road, turns east along the Trinity River, and then turns back north to connect with the city of Irving.
Good Link Trail / Mike Lewis Park / C.P. Waggoner Park 4.8 Miles: The Good Link Park is a linear park that connects Mike Lewis Park to C.P. Waggoner Park with paved trails, boardwalks, and a 270 foot long bridge spanning Johnson Creek. The Texas Department of Transportation removed 10.3 acres of parkland from Waggoner Park for the construction of Highway 161. In return, they purchased 75 acres of land for the Good Link Park and funded the entire project.
ONGOING TRANSPORTATION PROJECTS A number of ongoing transportation projects in Grand Prairie will have an impact on the Cycle Plan. These projects focus on repairing the existing roads or widening major roadways. For example MacArthur Boulevard, Lake ridge Parkway, which are likely to have a positive impact on the bicycle facilities. The details of these projects are provided in Appendix-B.
used by the public for cycling purposes. 23 | P a g e
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METHODOLOGY
AASHTO3 standards are used for the development of OnStreet bicycle facilities. For consideration of on-street bicycle facilities, the following measures are used: • • • • • •
The plan has been prepared by choosing certain routes based on buffer zones and traffic inputs. Buffer zones are the activity centers like parks, recreational areas, employment centers and school zones. Traffic inputs consist of traffic volume, speed, motorized vehicle LOS and width of the roads. To connect the City of Grand Prairie along the north-south and east-west direction with a bicycle network, the selected roads are suggested for laying On-Street Bicycle Master Plan based on a defined methodology. The criteria included in the methodology includes: Level of Service (LOS), Traffic Volume, Traffic Speed, Width of the streets, and Road Function. Also, results from the “Person-on-the-Street” survey indicated the need for bicycle facilities throughout the City of Grand Prairie, especially around the park, recreational areas, and school zones.
• • • • •
Motorized Vehicle LOS – A, B, C Traffic Volume – low traffic volume Speed – 35mph and below Width – 30 ft. and above Road Function – Arterial and connecting roads Attractions (Epicenter) – Downtown area, EPIC project, Outlet Mall, Central Park, and Camp Wisdom Employment Centers – centers of 500 employers and above Parks – All Trails - Lone star trail extension, DFW trail, Fish Creek trail, and Good Link trail School zone - All Connection with other cities – Veloweb
3
AASHTO – American Association of State Highway and Transportation Officials represents highway and transportation departments in the United States
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MATRIX: The matrix has a list of selected roads in its first column followed by the different criteria based on which the proposed map is designed. The LOS values are either A, B, or C, as these levels of service are suitable for a bicycle environment. In very few cases, the LOS with D is considered to link the roads by providing a chain of connected network. Low traffic volume and LOS with G (Green) color is also considered. Traffic speed below 35mph is preferred. With the input from the city and public, some roads identified have speed rates up to 45mph. Please refer Appendix F, Appendix E, and Appendix G. Since this is an on-street bicycle plan, the only roads that have been selected which are Major Arterial, Minor Arterial, and Connecting Roads. According to the public input survey, the important attractions, employment centers, parks, trails, and schools are taken into consideration. To provide a connection with the regional network, the Grand Prairie bicycle plan is connected with other cities via possible roadways.
The traffic volume is the projected volume for the 2035 future plan. The traffic volume and LOS are related in the manner that if the traffic volume is high then the LOS color is Red (R) meaning LOS is not suitable for bicycling. If the traffic volume is medium, then the color is Blue (B) meaning that these roads can be considered as an option. If the traffic volume is low, then the color is Green (G) indicating the LOS is either A, B, or C. Please refer the Appendix F.
ANALYSIS MAP The maps on the following pages illustrate the existing conditions in Grand Prairie that were taken into consideration while preparing the final on street facilities plan.
All the blank values are either “not available” or “does not exist”.
VOLUME
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EMPLOYMENT CENTERS The map on the left indicates the location of the major employment centers in Grand Prairie. As part of the active transportation network, these centers are made more accessible to bicycles.
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SCHOOL ZONE The map on the left illustrates the location of the schools throughout Grand Prairie. The buffer around them indicates the Ÿ and ½ mile distance from the school, which are appropriate for school age children to walk or bike.
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HOUSEHOLD INCOME This map shows the mean household income throughout Grand Prairie. Consideration was given to ensure equity in the distribution of bikeways to address day-to-day, commuting, and recreational needs of the community.
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PARKS AND RECREATIONAL AREAS This map indicates the location of parks and recreational places throughout the City. The citizens expressed their keen interest in having bike and pedestrian access to parks and recreation.
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FINAL MAP This map has the final selection of roads after filtering them with the criteria through matrix. Please refer Appendix for maps divided into three sections
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ANALYSIS OF ADJACENT CITIES One of Grand Prairie’s strengths is its connection to large, urban economic centers in the north and to rich natural settings in the south. The following is a brief overview of adjoining cities and their efforts to create bikeways and multimodel transportation options for their citizens. With the growth in surrounding cities, Grand Prairie should meet the demand of new generation of home buyers and businesses by incorporating multi-model ways to enrich economic, social, and environmental ways.
and corridors and is the perfect place to extend connections from Grand Prairie. Plans are in the works to connect trails throughout the City and to adjoining cities and their
ARLINGTON The City of Arlington has a population of about 375,600. It enjoys a diversity of economic and environmental amenities, including the University of Texas at Arlington and River Legacy Park. With an area of almost 100 square miles, it has recently adopted a Hike and Bike System Master Plan for the City, encompassing the community vision to create infrastructure that will create safe, equitable, and environmentally friendly transportation options
transportation hubs.
IRVING The City of Irving boasts of having a network of trails throughout the City. With a population of 225,427 and an area of 67 square miles, this growing city encompasses a variety of business, entertainment and residential areas. It has gateways 31 | P a g e
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CEDAR HILL Cedar Hill has a population of 46,461 within 36 square miles. The City sees the opportunity in providing a naturally safe and clean environment and has implemented an extensive bicycle and trail system in its Parks Master Plan. With the beautiful Cedar Hill Park, it is a perfect place for recreational cycling which can be connected to the larger Dallas area.
MANSFIELD A large number of children in the southwest Grand Prairie attend the Mansfield Independent School District. The City of Mansfield has a population of 59,319 within its 36.5 square miles. This primarily residential area encourages non-vehicular connectivity in its development codes, and has an extensive on and off-street bikeway plan. Connecting the Grand Prairie system to other cities will open avenues of recreation and commuting by taking advantage of future multi-modal transportation and connecting commuters with jobs.
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THE REGIONAL VELOWEB The Regional Veloweb adopted by the Regional Transportation Council as part of Mobility 2035 and updated in 2013 is a 1,728 mile network of off-street, shared-use paths designed for use by bicyclists, pedestrians, and other non-motorized forms of transportation and serves as the regional expressway for bicycle transportation. Facilities of this type have a proven record of attracting users and providing better recreation, air quality, health benefits, economic development, and mobility to communities across the nation. Linking high quality facilities to provide intraregional routes which favor bicycle travel will encourage increased use of the bicycle for utilitarian trip purposes. The primary design considerations of the Veloweb include: • Minimum 12-foot width for heavily traveled shared-use paths. • 16- to 24-foot wide sections or separated facilities for pedestrians and bicyclists during high peak pedestrian volumes due to the proximity to transit stations, sporting events, and/or other major venues. • Markings and speed signs to meet minimum safety standards for simultaneous access of bicycle and pedestrian traffic. Long-lasting impervious surface. • Grade-separated crossing of roadways with significant traffic flow. Traffic circle intersections
• • •
with minor roadways where conflicts are a concern. Few, if any, signalized or stop sign intersections. Easy access from roadways, particularly on-street bicycle facilities. Easy access to common trip destinations. Every section of the Regional Veloweb may not achieve all these elements, but each is an important consideration in providing a favorable bikeway for utilitarian trips.
The development of Regional Veloweb is an important asset to this bicycle plan as it will connect Grand Prairie to the adjacent cities. The creation of a seamless network for active transportation allows Grand Prairie to have mutual access to non-vehicular amenities and events in the region.
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CHAPTER 3: NATIONAL STANDARDS AND DESIGN GUIDELINES OVERVIEW
TYPES OF BICYCLE RIDERS TYPES OF FACILITIES
“It is by riding a bicycle that you learn the contours of a country best, since you have to seat up the hills and coast down them. Thus, you remember them as they actually are, while in a motor car only a high hill impresses you, and you have no such accurate remembrance of country you have driven through as you gain by riding a bicycle.” Ernest Hemingway
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STANDARDS Bicycle facilities must address the various types of users and infrastructure within a city while planning . The following standards are taken from the American Association of State Highway and Transportation Official (AASHTO) to develop the final plan. These standards were developed from best practices and known successes.
TYPES OF BICYCLE RIDERS Group A–Advanced Bicyclists • Experienced riders who can operate under most traffic conditions. • Prefer direct access to destinations via the existing street and highway systems and like to operate at maximum speed with minimum delays. • Favor sufficient operating space on the roadway or shoulder to reduce the need for either the bicyclist or the motor vehicle operator to change position when passing.
•
•
Prefer comfortable access to destinations, usually by a direct route, using either low-speed, low traffic-volume streets or designated bicycle facilities. Favor well-defined separation of bicycles and motor vehicles on arterial and collector streets or separate bicycle paths.
Group C –Children • Pre-teen riders whose roadway use is initially monitored by parents. • Prefer residential streets with low motor vehicle speed limits and volumes with access to key destinations surrounding residential areas. • Favor well-defined separation of bicycles and motor vehicles on arterial and collector streets or separate bicycle paths.
Group B –Basic Bicyclists • Casual or new adult and teenage riders who are less confident of their ability to operate in traffic without special provisions for bicycles.
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TYPES OF FACILITIES To facilitate bicycle travel on roadways, facility types are generally grouped into Class I Bikeways, Class II Bikeways, and Class III Bikeways.
purpose should be to improve conditions for bicyclists in the corridors. Bicycle lanes are intended to delineate the right-ofway assigned to bicyclists and motorists. Examples of Class II Bikeways include bicycle lanes, buffered bicycle lanes, cycle tracks, and climbing lanes.
Class I Bikeway Typically called a bicycle path, a Class I Bikeway provides bicycle travel on a paved right-of-way completely separated from any street or highway. Generally, bicycle paths is used to serve corridors not served by streets and highways or where wide right-of-way exists, permitting such facilities to be constructed away from the influence of parallel streets. They can be seen as a recreational opportunity or a direct highspeed commute routes if cross flow by motor vehicles and pedestrian conflicts can be minimized. Class I facilities can also close gaps caused by natural barriers such as rivers, and hills, etc. or the construction of freeways. Examples of Class I Bikeways include shared-use paths and side paths.
Class II Bikeway Often referred to as a bicycle lane, a Class II bikeway provides a striped and stenciled lane for one-way travel on a street or highway. Bicycle lanes are established along streets in corridors where there is significant bicycle demand. The 37 | P a g e
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City of Grand Prairie is committed to providing world class services to create a high citywide quality of life. To help fulfil this commitment, the City seeks to create bicycle facilities designed to provide safe, equitable nonvehicular transportation and recreation options for all citizens, b
Generally referred to as a bicycle route, a Class III Bikeway provides for shared use with motor vehicle traffic and is identified by signing and/or pavement markings. Bicycle routes are shared facilities which serve either to: 1) Provide continuity to other bicycle facilities (usually Class II Bikeways) or 2) Designate preferred routes through high demand corridors. As with bicycle lanes, designation of bicycle routes should indicate bicyclists that there are advantages in using these routes as compared to other alternative routes shared with motor vehicles. Using Class III Bikeways as sidewalks is strongly discouraged. Examples of Class III bikeways include signed bicycle routes, shared lane markings, and paved shoulders. These recommendations by AASHTO and FHWA (see Appendix) reflect the current state of practice for the design of bicycle-friendly roadways that should be tested and refined over time. It is anticipated that the Plan will be revised to reflect the continuing evolution of the state of the practice in selecting design treatments for bikeways. facilities connect
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CHAPTER 5: IMPLEMENTATION
CREATING A CULTURE OF CYCLING FUNDING AND STAFFING PARTNERSHIPS MONITORING
“… The bicycle is the most efficient machine ever created. Converting calories into gas, a bicycle gets the equivalent of three thousand miles per gallon. Bill Strickland, The Quotable Cyclist
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CREATING A CULTURE OF CYCLING In March 2010, the U.S. Department of Transportation issued a policy statement supporting the development of fully integrated active transportation networks, recognizing that “the establishment of well-connected walking and bicycling networks is an important component for livable communities” and that “their design should be a part of Federal-aid project developments.” In March of 2011, TXDOT (Texas Department of Transportation) also put forth a guidance memo and policies affirming the importance of including space for walking and biking on roads. Integrating bicycle considerations into policies and processes is referred to as “institutionalization.” Institutionalization of bicycling means integrating the bicycle needs into the City’s mission and corporate culture. It requires internal work by staff and coordination among departments to make changes to policies, plans, and processes that guide the City and its decision makers. Institutionalization also requires external relationships and partnerships with other agencies and organizations. Institutionalization includes establishing and submitting to citizen oversight. ISTEA (Intermodal Surface Transportation Efficiency Act) helped establish the institutionalization of bicycling by requiring state transportation departments to have bicycle and pedestrian coordinators, an important entrée into state transportation bureaucracies. Just as bicycle institutionalization is important
at the state level, it is even more important at the local and regional level.
Recommendation for Institutionalization of Biking Recommendation 1: Increase citizen oversight with regards to
bicycling needs in implementing the Cycle Grand Prairie 2014 Plan. Use current community connections, boards, and cycling activists to strengthen the community commitment and support of the implementation of this Plan. Recommendation 2: Modify planning and design documents and regulations to reflect the goals and recommendations of Cycle Grand Prairie 2014 Plan. Amend the ordinances to strengthen bicycle facility requirements for new developments. Enhance bicycle parking provisions to include location requirements for bicycle parking. Establish design standards for bicycle facilities. Development standards should ensure bicycle access and safety during construction. Establish street design manuals and guidelines for designing streets and trails to include specifications for bicycle facilities. At a minimum, the specification and design for bicycle facilities should follow the latest AASHTO and NACTO guides. Traffic control specifications should also be included, such as signal timing or detection, channelization, and signage.
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Recommendation 3: Adopt a citywide resolution or policy statement requiring the design of bicycle facilities as part of new or reconstructed roadways, and require exception statements for projects that exclude bicycle facilities. Include experts in bicycle transportation planning on all planning and design teams for major public works projects that affect the transportation system. Recommendation 4: Work closely with the planning functions of the City of Grand Prairie on planning documents such as Sector Plans, Reinvestment Area Plans, the Comprehensive Plan, Complete Streets Policy, and Neighborhood Plans to include a bicycle component. Use the Cycle Grand Prairie 2014 to guide these planning efforts, or, as deemed necessary and appropriate, make amendments to the Plan to reflect the goals and priorities of local neighborhood plans. Recommendation 5: Create a Bicycle Program and use it to review the master development plans to ensure connections to the bicycle network. Work with the planning functions of the City of Grand Prairie to establish development regulations that require initial phases of major roadway construction (having collector or arterial characteristics) to have an interim bicycle facility that accommodates B/C bicyclists. Recommendation 6: Maintenance of bicycle facilities should be included as a component of regular street maintenance programs, such as resurfacing, restriping, and street sweeping.
Recommendation 7: Educate appropriate City staff related to bicycle planning and facility design including AASHTO and NACTO guidelines. This includes, but is not limited to, educating staff of Housing, Economic Development, Office of Environmental Policy, Public Works Department, Capital Improvement Management Services (CIMS), and Parks and Recreation Department. Also, the City, with other agencies, should publish a design manual for bicycle facilities to be used across the region.
FUNDING AND STAFFING Funding and staffing are the key elements of implementation. This includes not only identifying dedicated funding and staffing, but ongoing cooperation within and among City departments, other public agencies, and bicycle stakeholders to leverage resources that will strengthen implementation efforts. Furthermore, monitoring progress of implementation will help Grand Prairie periodically assess its goals, identify new opportunities, and re-evaluate priorities and allocate resources. Implementation of the Plan is contingent upon coordination and cooperation among four key entities: 1. Political commitment – Elected and appointed policymakers need to commit to policies that support the goals and objectives of this plan, or risk hindering 41 | P a g e
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implementation. As council members change, new council members should become acquainted with the goals, objectives, and recommendations of the Cycle Grand Prairie 2014 Plan. 2. Sustained funding – There are a variety of funding opportunities to implement different components of this plan, including the general fund, bonds, and grants. 3. Agency buy-in – Implementation requires the commitment of several City departments, agencies, and municipalities in order to create a truly comprehensive and regional bicycle network and strong environment for bicycling. 4. Partnerships among the bicycling community – Coalition with the bicycling community will augment program goals. Funding from public and private sources is critical to implementation. During challenging period, it is recommended to raise funds from private sources not relying on just one funding mechanism. It is necessary for the City and the community to work together to ensure that there are mechanisms for raising, accepting, and managing private sector contributions in this difficult economic period by using the growing demand for alternative transportation. The city has to explore options from both federal grants like ‘FederalAid Highway Program’ and private community grants from People for bikes programs.
Funding strategies Routine Accommodation: The construction of bicycle infrastructure as part of normal public and private development, and the adoption of traffic management practices to implement the bicycle infrastructure are known as routine accommodations. Routine accommodations are the most cost effective funding strategy for reducing bicycle crashes and encouraging more bicycling. In many communities, the majority of bicycle infrastructure is built in conjunction with other projects. On-street bicycle facilities are built in conjunction with roadway resurfacing or new roadway construction projects. The same applies to traffic management practices. All funding strategies begin with routine accommodation since it allows for significant improvements over time, even if there is no direct funding available for bicycle improvements. Partnerships Opportunities: Most public work projects and many private developments provide partnership opportunities to implement projects that improve safety for bicyclists (this is in addition to what can be accomplished through routine accommodation). Partnerships typically occur in three ways. 1) Voluntary – no cost improvements: many projects will generate some neighborhood concern or opposition. In response, public and private projects more often than not 42 | P a g e
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include some bicycle amenities that are supported by the neighborhood, in order to build good will. In many cases, there may be a mutual benefit. A safer, more accessible development is more attractive to potential tenants or buyers. The City of Grand Prairie should be proactive throughout the development process to ensure their interests are being addressed, particularly where regulations and standards are not in place to guarantee a certain level of bicycle facilities. 2) Required restoration and mitigation: Large projects may require an Environmental Impact Statement (EIS) or other type of environmental permit. Often, this can present an opportunity for significant bicycle improvements. For example, a new development may generate enough traffic to warrant a signal near a school or other destination. A water main or fiber optic cable placed next to a roadway can provide an opportunity for constructing a bike facility. 3) Funded Improvements: Because of economies of scale, it is often advantageous to fund improvements that are constructed as part of larger projects. For example, if there is a public works project to construct a roadway, it may be cheaper to add construction of a nearby multi-use path instead of building it as a separate project and at a different time. In addition to partnerships on major capital projects, there are many opportunities to raise funds by partnering with local community and advocacy groups on special events.
Funding Sources Funding for bicycle facilities and programs come from a variety of sources, including local resources such as tax revenue and voter-approved bonds as well as federal funds and grants related to transportation and even nontransportation programs. Current best practices in cities which experience a high bicycle modal split for the commute to work spend approximately 1% to 5% of their annual city budget on bicycle plan implementation, and set minimum funding amounts per year for plan implementation. Below is a description of available funding sources for bicycle planning and implementation.
Local Funding The General Fund typically funds general city services such as public safety, parks and recreation, and regular transportation maintenance including bicycle facilities. Coordinating bicycle facility improvements in conjunction with standard roadway improvements is the most efficient way of installing bicycle facilities using the General Fund. Grand Prairie does much of its major transportation construction through bonds, a voter-approved general 43 | P a g e
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obligation debt to be used for a particular capital improvement project. If approved, a good number of bicycle facilities can be funded through the bonds.
Federal and State Funds There are several grants and funding opportunities from federal and state transportation and non-transportation programs. Section 217 of Title 23 of the U.S. Code calls for the integration of bicycling and walking into the transportation mainstream. A series of transportation legislation passed by U.S. Congress has recognized the important role of bicycling and walking in creating a balanced, intermodal transportation system, and has provided funding sources to create more walkable and bike-friendly communities. The most current legislation is the MAP-21, the Moving Ahead for Progress in the 21st Century Act. More information can be found at
share the cost with the Federal aid, and must match 20% of the cost while the Federal aid covers 80% of the cost.
Funding and staffing recommendations: Recommendation 1: Pursue and acquire maximum available funding from state, federal, and other available sources. Establish a grant matching reserve fund to rapidly respond to federal and state transportation grants. Recommendation 2: Incorporate bicycle facilities construction and maintenance as an integral part of all roadway projects, rather than requiring separate funding sources. Obtain consistent and ongoing funding for these elements. This will require an increase in the City of Grand Prairie’s general budget for funding to implement Bike Plan. Recommendation 3: Identify and pursue funding partnerships and support from other local agencies and City departments.
https://www.fhwa.dot.gov/map21/ According to the FHWA (Federal Highway Administration), bicycle projects are broadly eligible for funding from almost all the major Federal-aid highway, transit, safety and other programs. Bicycle projects should be incorporated into the transportation plans for the State of Texas and Dallas-Fort Worth MPO. Generally, the local government or State must
Leveraging funds with those of other agencies and departments will strengthen implementation efforts. As appropriate, pursue public-private partnerships with private organizations to acquire funds. Recommendation 4: Increase Bicycle Program staff in appropriate departments in the City. 44 | P a g e
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Within Public Works, fund and hire staff members as needed to assist with planning, design, and construction of on-street bicycle facilities. Over time as implementation ramps up, increase staffing of the Grand Prairie bike program within the Office of Environmental Policy and Public Works Department to carry out implementation goals of the Bike Plan, including program management and facility design and construction.
PARTNERSHIPS DEPARTMENTS, ORGANIZATIONS
WITH AGENCIES,
OTHER AND
Interdepartmental and interagency collaborations are a critical component in developing a regional network of bicycle facilities, institutionalizing bicycle considerations, and achieving the goals and objectives of Bike Plan by integrating bicycle considerations at all levels of decision making. Moreover, many federal-aid funding opportunities require cooperation among local and regional entities in developing and implementing goals. By partnering with other agencies and organizations, funding resources can be utilized more efficiently. Every “pocket-cities,” municipalities must work together to implement a connected bicycle network that does not become victim to political boundaries.
Advocacy groups can help raise awareness on bicycling and create a positive impact among public. Advocacy groups can communicate their goals to the political representatives as well as serve on boards and committees to help advance bicycling goals throughout the region. Many recommendations of Bike Plan require partnerships and collaboration with other City departments, municipalities, agencies, and organizations across the region.
Recommendations for regional partnerships: Recommendation 1: Coordinate with other City of Grand Prairie departments, agencies, and organizations where necessary to implement the Plan. Identify and pursue funding partnerships and support from other departments, agencies, and organizations. Recommendation 2: Continue Grand Prairie’s seat on the BPAC Bicycle and Pedestrian Advisory Committee that represents the City of Grand Prairie Office of Environmental Services, Public Works, Parks and Recreation, Grand Prairie Police, and Planning and Community Development Departments. The BPAC brings together representatives from various agencies and organizations across the region to have an open discussion on the interests and priorities with regards to bicycle planning in the DFW region. 45 | P a g e
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MONITORING CYCLE GRAND PRAIRIE 2014 IMPLEMENTATION
patterns for future use. These reports can be presented to the City Council, Bicycle and Pedestrian Advisory Committee, and other interested committees annually.
The Grand Prairie Bike Plan Implementation Strategy is a living document and should be updated periodically to assess progress, identify new opportunities, and reevaluate goals and priorities. Plans are evaluated to obtain information that can guide future decisions. Bike Plan identifies benchmarks for bicycling to measure the results from implementation. Data should be measured, collected and reported to evaluate the ongoing progress to determine the appropriateness and effectiveness of the plan.
Recommendation 2: Purchase bicycle counters to conduct periodic bicycle counts.
Recommendations implementation:
for
monitoring
plan
Recommendation 1: Pursue regular measurement of the benchmarks and report progress towards targets outlined in this plan. Regularly collect and maintain local bicycling data to monitor plan implementation. Where necessary, establish baseline measures immediately. Coordinate with appropriate City departments and regional agencies to assist with data gathering and collection. Continue to use existing public surveys to gather feedback and opinions about bicycling. The Bicycle Travel Patterns Survey can help learn the traveling
Regularly collect data on the number of bicyclists using these facilities by conducting periodic bicycle counts. Evaluation of this data will reveal overall bicycle usage across the city as well as bicycling trends along specific corridors.
CONCLUSION The Cycle Grand Prairie 2014 is the result of Grand Prairie’s vision to provide an excellent world-class service to its citizens. It offers an on-street bicycle network linking areas within the city and also with the other adjacent cities providing a better regional connectivity. By extending this project to connect on-street, off-street, and trail system, the city can continue to enrich the lives of people by making the alternate transportation available to the public. For the future growth and economic development, this easy access will bring a unique sense of place in the region. This plan represents the synthesis of the needs, hopes, and future expectations of the City of Grand Prairie. 46 | P a g e
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