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G-04-03-25-13E2 - 3/25/2004ORDINANCE NO. a- O"`7 O35 -/E' AN ORDINANCE AMENDING THE GENERAL PLAN OF THE CITY OF ROUND ROCK, TEXAS, CODIFIED UNDER SECTION 11.107, CODE OF ORDINANCES (1995 EDITION), CITY OF ROUND ROCK, TEXAS, TO AMEND THE EXECUTIVE SUMMARY AND CHAPTER 7; AND PROVIDING FOR A SAVINGS CLAUSE AND REPEALING CONFLICTING ORDINANCES AND RESOLUTIONS. BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF ROUND ROCK, TEXAS: I. The Executive Summary of the General Plan of the City of Round Rock, Texas, is hereby amended to read as follows: EXECUTIVE SUMMARY Transportation Throughout the General Plan 2000 update, many citizens cited traffic congestion and transportation as important issues. Round Rock surveys conducted in 1998, 2000 and 2002 confirmed the concerns of both the City Council and the City staff that traffic is the key growth related problem affecting the City. To meet the transportation needs of the community, the City contracted with Rust I,ichliter/Jameson, now Earth Tech, to develop a transportation master plan and with Huggins/Seiler & Associates, to update the Transportation Master Plan, adopted by City Council on January 14, 1999. The resultant Transportation Master Plan, March 2004 which was adopted by the City Council to replace the Transportation Master Plan adopted on January 14, 1999, outlines a system of roadways for 2010, 2020, and an ultimate arterial roadway network. While the General Plan establishes transportation goals and objectives, the Transportation Master Plan, March 2004 utilizes technical data to support those goals and objectives. H. Chapter 7, Section 7.1 of the General Plan of the City of Round Rock, Texas, is hereby amended to read as follows: 7.1 Introduction Transportation touches many facets of our lives. In addition to accessing work, schools, and services, a transportation network provides links to other neighborhoods, creates a venue for exercise, and can become a community space that facilitates interaction with neighbors. Transportation facilities can also have negative impacts, such as noise, vibration, air pollution, water pollution, and congestion. Overall, an effective transportation system facilitates access while minimizing these negative effects. The Transportation Master Plan, March 2004 along with the c PFDesktop\: :.,?i•i:aj.40F.LDC,X/0: /WDOX/ORDINpNC/OA0?25E2 .:QPD/va. General Plan 2000, represents policy determinations by the local community to address these challenges. The goals and objectives of the General Plan 2000 seek an interwoven City transportation system to serve the needs of all residents. Transportation options in the plan include pedestrian, bicycle, and automobile facilities along with a recreational hike and bike system. These facilities must be designed to enhance safety while providing adequate buffers. By adopting effective land use policies, the City can ensure continued access to work and services. As roadways function as gateways to the City, they should be designed with adequate aesthetic standards including screening and landscaping to attract visitors and potential residents. III. Chapter 7, Section 7.2 of the General Plan of the City of Round Rock, Texas, is hereby amended to read as follows: 7.2 Transportation Master Plan Throughout the General Plan 2000 update, citizens cited traffic congestion and transportation as a vital issue to be addressed by the City. Surveys conducted in 1998, 2000 and 2002 confirmed the concerns of both the City Council and the City staff that traffic was the key growth -related problem affecting the City. To meet the transportation needs of the community, the City contracted with Rust Lichliter/Jameson, now Earth Tech, Inc., to develop a transportation master plan. The study began in November 1997 with the following objectives: • evaluate the existing transportation network: • identify current and future land uses and travel patterns, as well as population and employment forecasts; • identify environmentally sensitive areas; • develop roadway design standards; facilitate public awareness and incorporate citizen participation into the City's planning process; • identify the necessary transportation network improvements to provide efficient and safe travel in Round Rock; and • develop a prioritized improvement plan to serve the transportation needs of the community through development of the extraterritorial jurisdiction (ETJ). Subsequently, Huggins/Seiler & Associates, LP, assisted the City in preparing an update to the Transportation Master Plan to reflect roadway construction progress, refinement of roadway alignments, and changes in City roadway priorities. In addition, the roadway planning table was amended to include updated costs estimates and planning horizons of 2010 and 2020. The resultant Transportation Master Plan, March 2004 which was adopted by the City Council to replace the Transportation Master Plan adopted on January 14, 1999, outlines a system of roadways with planning horizons of 2010 and 2020, and an ultimate roadway map that supports 2 the anticipated needs of the City through ultimate development (map insert). While the General Plan 2000 establishes transportation goals and objectives, the Transportation Master Plan, March 2004 utilizes technical data to support those goals and objectives. The Transportation Master Plan, March 2004.uses travel demand models to estimate existing and future traffic volumes. To be effective, these models must be regularly updated to reflect development and land use changes. Such changes could produce high volumes of traffic that overwhelm a roadway's capacity. While traffic modeling is a useful tool for planning future roadways, it is only one of several factors that must be used for planning. Sound policy decisions are essential for future development. The City of Round Rock fully considers the design of roadways with facilities for cyclists and pedestrians that lead to safe conditions for all roadway users. Significant attention is given to pedestrian and cyclist design features, such as crosswalks, sidewalks, and bike facilities. The City looks for ways to design transportation facilities that are sensitive to the needs of all users, including citizens with disabilities, as transportation facilities are developed. The Transportation Master Plan, March 2004 includes a number of maps, which are used to plan and construct future roadways. The first map identifies potential hazardous material sites that could impact roadway construction. Another map displays flood plains, wetlands, and the boundaries of the Edwards Aquifer. These areas should be avoided whenever possible to limit degradation of water sources and the natural habitat. The Ultimate Roadway Network and the roadway table are essential part of the Transportation Master Plan, March 2004. The network schematically displays the ultimate arterial roadway system, and the complete build out of transportation facilities, for the City. The table shows anticipated phased roadway construction for 2010, 2020 and the ultimate roadway system. In addition, the table outlines ultimate right-of-way widths. Both the network schematic and the table identify arterials with future bicycle facilities. These facilities will be included in the Citywide Trails Master Plan scheduled for publication in 2004 and which will become a part of the 2000 Parks, Recreation and Open Space Plan. The General Plan 2000 includes the Ultimate Roadway Network and roadway table, located at the end of this chapter in Table 7.1. This document is to be used to ensure compatibility between roadways and proposed developments. Developments must include adequate rights-of-way and roadway designs responsive to City standards. The Transportation Master Plan, March 2004 however, should not be construed as a static document. The General Plan amendment process recognizes that conditions may change which require changes to the Transportation Master Plan, March 2004. The General Plan amendment process is outlined in Section 11.310, General Plan Amendments, of the Code of Ordinances (1995 Edition). It allows amendments to the General Plan, to accommodate changing conditions. Iv. Chapter 7, Section 7.3 of the General Plan of the City of Round Rock, Texas, is hereby amended to read as follows: 7.3 Right -of -Way Protection Implementing adequate design standards for all arterials throughout the City is essential to improving mobility and reducing maintenance expenses. It is not necessary to initially construct the arterials to their full capacity, if the full capacity is not required for several years. As mentioned earlier, the Transportation Master Plan, 2004 outlines the anticipated construction schedule for the City's Arterial Roadway System for 2010, 2020, and ultimate network (see Table 3 7.1). Improvements should be made and coordinated in accordance with this overall schedule and with the anticipated needs and capacity of the roadways. All required rights-of-way should be identified early in the development process, preferably with the preliminary plat phase of the subdivision process. By identifying arterial rights-of-way, the City is preserving adequate space prior to street development. The Plan helps property owners identify the City's arterial system, and may prevent conflicting uses of property that may interfere with efficient functioning of the system. V. Chapter 7, Section 7.4 of the General Plan of the City of Round Rock, Texas, is hereby amended to read as follows: 7.4 Functional Roadway Classification The street system provides a basic framework around which the City is built. The street pattern determines, to a considerable extent, the distribution of residences, schools, industries, shopping centers, and emergency services, along with urban design. Few of the physical facilities of the City are as permanent as the streets. and once buildings are erected on abutting properties, any change in the location or width of roadways is likely to be difficult and expensive. Since a considerable amount of space of the developed area of the City is devoted to streets and their associated rights-of-way, proper planning for the development of these facilities is a prime planning concern. The purpose of planning a street system is to ensure access, mobility, and safety for all modes of travel. A clear understanding of the functional relationships between various travel modes and types of streets is essential. The function of each street, along with topography and other existing features determines its location, alignment, grade, width, and relationship with other streets. Roadways also affect land use decisions for areas adjacent to roadways. The greatest automobile traffic volumes within the City are created by trips from residential areas to places of employment and retail centers, and by the transportation of materials to and from business, commercial, industrial, and construction areas. Street system design and classification depend on the type of use and the volume, direction, and distance the expected traffic must travel. The functional classification system includes freeways, arterials, collectors, and local streets. Freeways Freeways are limited access highways intended to move high volumes of automobile traffic at relatively high speeds over long distances. They are direct links between major automobile traffic generators and have controlled access to maximize uninterrupted automobile traffic flow and automobile safety. Access is provided along adjacent frontage roads or from intersecting City streets. Freeways connect the local area with cities outside the region. They are not intended to serve local traffic needs. Currently, Interstate Highway 35 (IH 35) provides north -south freeway access to the Round Rock area. State Highway 45 (SH 45) and State Highway 130 (SH 130) are under construction and will provide future east -west and north -south toll and free frontage access to the Round Rock area. 4 Arterials Arterials are continuous routes intended to serve high volume needs of both the local area and the region. Access is controlled by planning the locations of intersecting streets, left turn lanes, and signals. The function of these streets can be protected through ordinances that regulate the number and location of median breaks and driveway cuts. Due to high automobile speeds, protective measures should be made for cyclists and pedestrians along these routes. Collectors Collectors that carry over 6,000 vehicle trips per day provide access and movement within residential, commercial, and industrial areas. Operating speeds are slower than arterials and turning movements are expected. The City normally discourages the fronting of residences on collectors. This type of street should be designed for medium volume, low speed traffic. Local Streets Local streets provide access to relatively small areas. Streets should be designed for low volume, low speed traffic. The length of the street and the number of dwelling units or businesses fronting the street should be limited. VI. Chapter 7, Section 7.5 of the General Plan of the City of Round Rock, Texas, is hereby amended to read as follows: 7.5 Relationship of Land Use and Transportation Land use and transportation are closely linked, although the relationship is difficult to define. Transportation decisions have implications for land use, and land use patterns affect transportation plans. Transportation planning is an attempt to resolve these relationships and determine optimal transportation solutions. But while transportation planning is a critical tool, it is merely one of a number of tools that an organization can use to proactively plan for the future. It is essential that transportation planning works in concert with the social, economic, environmental, and land development policies that define overall government policies and priorities. Presently, the dominant social and economic force in the transportation system is the automobile. For the majority of residents, the automobile offers unparalleled mobility. One of the analytical tools employed by transportation planners is a traffic impact analysis (TIA). TIAs estimate the increase in traffic generated by development. A condition of the development approval process includes compliance with reasonable measures, on behalf of the developer, to accommodate increases in traffic attributed to their development. Such requirements ensure that public health, safety, and welfare are protected and that the City is not burdened with developments having inadequate infrastructure. The relationship between land use, transportation, and City policies is brought together by the actions of various City departments. Close cooperation and coordination is required among the Planning and Community Development Department, the Transportation Services Department, the Engineering and Development Services Department, the Water/Wastewater Utility Department, and the Parks and Recreation Department. Each department has a role in the methodical development of the City's infrastructure. Road specifications, sewer and utility connections, 5 sidewalks, easements, landscaping, and dedicated parkland are all considerations for new developments. City policies regarding these areas should support the goals and objectives of the General Plan 2000. Specific requirements established in ordinances offer the City and the community an opportunity to work with developers to modify roadway plans to meet the needs of specific developments and integrate those plans with existing developments and roadways. Discussions and open dialogue during the development process provide a forum for exchanging the values of the City with the developer. At this time, costs and benefits, as well as, responsibilities are defined for all interested parties. Ultimately, the City hopes to increase the overall welfare of the community without unduly burdening any one portion of the populace. VII. Chapter 7, Section 7.6 of the General Plan of the City of Round Rock, Texas, is hereby deleted in its entirety as follows: VIII. Chapter 7, Section 7.7 hereby renumbered as 7.6 of the General Plan of the City of Round Rock, Texas, is amended to read as follows: 7.6 National and Regional Context The General Plan 2000 and the Transportation Master Plan, March 2004 identify and assess local transportation needs. In addition to these local plans, transportation policies must also consider how Round Rock functions within the larger regional perspective. Both national and regional forces help shape our transportation policies. For instance, in 2003 the City of Round Rock replaced the City of San Marcos as the principal city named in the U.S. Census Bureau's designation for the Metropolitan Statistical Area (MSA) around the City of Austin. The new designation is the Austin -Round Rock MSA, which includes Bastrop, Caldwell, Hays, Travis, and Williamson counties. An MSA represents a major city and surrounding cities and towns. A prime example of current regional considerations includes the ozone air quality levels measured in 1997-2002. The 5 -county Austin/San Marcos MSA, now known as the Austin -Round Rock MSA, may be designated nonattainment of the federal 8 -hour ozone air quality standard by the US Environmental Protection Agency (EPA). A nonattainment designation means that the area does not meet the health -based standard and will be required to implement emission reduction strategies to clean up the air. Failure to clean up the area's air as required can result in restrictions on industrial growth and a partial loss of federal highway funding. Nonattainment designations are expected to occur in 2004 and a state generated emission reduction plan is expected to be implemented in 2007. In response to these air quality problems in the Austin metropolitan area, the Clean AIR Force was formed. The Clean AIR Force is an independent, non-profit coalition comprised of representatives from government, environmental, and business organizations. It formulates and promotes a community -wide campaign for air quality improvement. The City of Round Rock is a member of the Clean AIR Force, along with Austin, Bastrop, Elgin, Lockhart, Luling, San Marcos, and five county commissioner courts. 6 Optimally, the Clean AIR Force hopes to reduce vehicle emissions voluntarily to avoid designation as a nonattainment area. There is also a "transitional" classification for areas that met the previous one-hour standard for ozone of 125 parts per billion, but that violate the new eight-hour standard of 85 parts per billion. The transitional designation would be in lieu of a nonattainment designation and promises more flexibility in developing plans to come into compliance with the new ozone standard. Both the EPA and the Texas Commission on Environmental Quality (TCEQ) have endorsed the concept of early action plans to improve air quality. These plans allow local selection of emission reduction strategies, result in clean air sooner than otherwise required and are an alternative to the standard nonattainment process. Instead of waiting for a nonattainment designation, the 5 -county MSA is proactively developing and implementing early action plans to clean up the air now. The MSA has developed the 03 Flex Agreement, which addresses the 1 -hour ozone standard and implementation is underway. The MSA is now developing a Clean Air Action Plan (CAAP) as part of the Early Action Compact (EAC), which addresses the 8 -hour ozone standard. Successful implementation of the CAAP may result in compliance with the 8 -hour ozone standard in 2007, sooner than otherwise required. The Transportation Equity Act for the 21st Century (TEA -21) markedly increased the availability of funds for transportation projects, provided Texas and other donor states with a fairer share of federal highway funds, and built upon the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), which emphasized the need for safer, more efficient management of integrated, multimodal transportation systems. TEA -21 continued the strong role of local elected officials in planning and programming transportation projects in metropolitan areas and increased the involvement of local elected officials in non -metropolitan transportation planning. As of January 2004, the President, the United States' House of Representatives and the U.S. Senate had proposed differing versions of a six-year federal highway reauthorization bill. All proposals preserve and/or improve the fundamental structure of TEA -21. The primary difference among the reauthorization proposals is the level and source of funding. It is expected that reauthorization funding will meet or exceed TEA -21 highway funding levels. IX. Chapter 7, Section 7.8 is hereby renumbered 7.7 of the General Plan of the City of Round Rock, Texas, is hereby deleted in its entirety and replaced to read as follows: 7.7 Future Regional Concerns The population of the City of Round Rock continues to grow. In 1990, the City's Census population was 30,923, which was almost doubled in the 2000 Census. As of April 2003 the annual estimated population was 75,402. The ultimate population of the City of Round Rock is estimated to be 236,000. The increase in population brings new opportunities for retail development and employment centers, such as Dell, Cypress Semiconductor and Round Rock Medical Center. In addition, the City is also experiencing economic growth, and preparing for the area's first Higher Education Center. Located in a relatively undeveloped northeast area of the City, the Round Rock Higher Education Center (RRHEC) will provide new challenges in providing transportation services. 7 To meet the transportation demands of population, employment and economic growth, the City must develop sound transportation solutions that meet local needs and regional considerations. These solutions will be varied in a number of transportation modes including roadway expansion, high -occupancy vehicles (HOV), which includes regional/commuter rail, light rail, bus transit, limited shuttle service and van/car pools, and bicycle/pedestrian facilities. A well-developed transportation network for the region will provide links throughout the City and with the University of Texas, The State Capital Complex, the Austin Central Business District, and the Austin -Bergstrom Airport. The Austin -San Antonio Corridor Council has proposed development of a 110 -mile commuter rail line from Georgetown to San Antonio. This system could serve a dual purpose for work-related trips as well as increasing the number of recreational, shopping, and educational trips throughout the travel corridor. TxDOT is constructing two new highway facilities that will facilitate transportation demand in this region. State Highway 45 (SH 45 N), which will run east -west along the south side of the City, and State Highway 130 (SH 130), which will run north -south on an eastern alignment along FM 685. SH 45 is an integral part of the City's Transportation Master Plan, serving the southern portion of the City and facilitating east -west movement for southern Williamson County from Cedar Park to SH 130. The SH 45 corridor features major employment and commercial complexes that will benefit from the roadway expansion. A large portion of the right-of-way is already reserved for the project and the roadway features frontage roads, which offer toll-free transportation alternatives for City residents. In addition to connections to major employers in Williamson County, SH 45 will provide critical connections to west Austin. SH 130 will have a significant impact on the Round Rock economy and the mobility of its residents. Using SH 45 (N) to access SH 130, Round Rock residents and businesses will have uncongested access to Austin -Bergstrom Airport, South Austin and IH -10. X. Chapter 7, Section 7.9 is hereby renumbered 7.8 of the General Plan of the City of Round Rock, Texas, is hereby amended to read as follows: 7.8 Summary In summary, the City envisions a balanced transportation system that features pedestrian, bicycle, and automobile links, and offers residents access to both work and non -work related destinations. Due to the permanence of transportation improvements, each improvement should be planned methodically to avoid costly mistakes that could be detrimental the system's integrity in the future. Consideration should be given to the future maintenance of the system. Overall, roadways should feature designs compatible with current land uses, include multiple modes, feature adequate buffers and landscaping, and reflect residents' desires. Using such an approach, the City hopes to provide effective and efficient solutions that meet the future transportation needs of the community. 8 XI. Chapter 7, Table 7.1 City of Round Rock Transportation Master Plan Roadway Specifications of the General Plan of the City of Round Rock, Texas, is hereby deleted in its entirety and replaced with Exhibit A, Table 7.1 City of Round Rock Transportation Master Plan Roadway Table, attached hereto and made a part hereof, as if fully set out in this ordinance. XII. Chapter 7 of the General Plan of the City of Round Rock, Texas, is hereby amended to add Exhibit B, March 2004 Transportation Master Plan Ultimate Roadway Network map, attached hereto and made a part hereof, as if fully set out in this ordinance. XIII. A. All ordinances, parts of ordinances, or resolutions in conflict herewith are expressly repealed. B. The invalidity of any section or provision of this ordinance shall not invalidate other sections or provisions thereof. C. The City Council hereby finds and declares that written notice of the date, this Ordinance was open to the public this hour, place and subject of the meeting at which adopted was posted and that such meeting was as required by at all times during which Ordinance and the subject matter hereof were discussed, considered and formally acted upon, all as required by the Open Meetings Act, Chapter 551, Texas Government Code, as amended. READ, PASSED and ADOPTED on first reading this the U J day of II iL1 , 2004. 9 5 Alternative 2. READ and APPROVED on first reading this the day of , 2004. READ, APPROVED and ADOPTED on second reading this the day of luat/A71..,ei71 , 2004. NYLELL, May +r City . Round Rock, Texas CHRISTINE R. MARTINEZ, City Secre 10 EXHIBIT "A" 0 .o co I— crs 3 03 0 CL c co CL L. 0 Cl) cts 2 c 0 co t 0 0. co c co 1= -SC 0 0 Ce '0 C = 0 re 9- 0 ):: 5 ,,— N: 0 .0 co 1- Table 7.1 City of Round Rock Transportation Master Plan Roadway Table Round Rock Roadway Limits Existing Typical 2010 Proposed 2020 Proposed Ultimate Proposed Ultimate Bicycle Facility Section Typical Section Typical Section Typical Section Right-of-Way NUN, "'R �V N N 2 A' ANN im Gattis School Rd. Greenlawn Blvd. -AW Grimes Blvd. MAU 4 MAD 4 MAD 6 130 3 Yes ow -W=47 1 , IN M Gattis School Rd. CR 168 Red Bud Ln../CR 122-SH 130 MAU 2 4 MAD 4 Great Oaks Dr. RM 620-Arterial C --- MAD 4 100 3 Greenlawn Blvd. SH 45�N�- IH 35�N) MAD 4 MAD 6 100 Hesters Crossing CR 172- IH 35 MAD 4 IH 35 Westinohouse Rd./CR 111 - FM 3406 FWY 6 FWY 8/HOV`— IH 35 RM 620-SH 45�N FWY 6 FWY 8/HOV I Rom IH 35 At Greenlawn Blvd. --- Interchange 'M, 01M La Frontera Blvd. Hesters Crossinp-SH 45 (N) MAD 4 Maxs St. E. Old Settler's Blvd./FM 3406-Brushy Creek MAD 4 I My M "I'-, J111 '104",`1, NUM Ap���if. III w-,"A 11"'N'Ti! Now, - Maxs St. Lake Creek- 11135(N) MAD 4 7�-g �',Fjhu MW SIMON- McNeil Rd. SH 45-CR 172/Quick Hill Rd. MAU 2 MAD 4 MAD 6 90 .. ......... MM X 4 1!,31 MWO MAWW T McNeil Rd. IH 35 (N)-S. Mays St./BR IH 35 MAU 4 2 MAD 4 90 Yes RAI O'Connor Dr. Great Oaks Dr. -RM 620 MAD 4 MAD 6 120 MN Old Settlers Blvd. (West) FM 3406 Wyoming Springs Dr. (Sam Bass Rd.)- IH 35 (N) MAU 4 MAD 6 120 YeS2 2B - Old Settlers Blv (East) Greenhill Dr. East-FM 1460 MAD 4 MAD 6 120 Yes M WE 1-9 IMEMSEMW Palm Valley Blvd. US 79 N. Mays St./BR IH 35- FM 1460 MAD 4 MAD 6 MAD 8 150 01 Palm,,Valley Blvd US 79 CR 122- FM 685/SH 130 (N) MAU 4 MAU4 MAD 4 MAD 6 185 Quick Hill Rd. CR 172 SH 45 (N)- FM 1325 MAU 4 MAD 4 100 3 -W11 As S 4 Red Bud Ln. CR 122 US 79-CR 123 MNR 2 MAD 4 1001 g,,� W- *81 ell I-M 11 Red Bud Ln. CR 122 Gattis School Rd./CR 168-SH 45(N) MNR 2 pe— I DO"A' ME RM 620 O'Connor Dr. -4�ominq S�rinQs Dr. MAU 4 MAD 8 120 �T' ........... "M Mak"DW,W-14 Round Rock Ave. RM 620 N. Lake Creek Dr. - IH 35(N) MAD 4 MAD 6 MAD 8 120 _Rf $2 we ft D q Fro"FON 40&!f 77777 ,-, ,W- -- _ _ , IT, Sam Bass Rd. /CR 175 New Hope Dr. - FM 1431 MNR2/MAD4 MAD4 Table 7.1 1- co ca 0 co L u) L 0 a.+ co t 0 N c 1- V 0 0 0 V 0 1— yc O 0 0 O0 (/) a` ra o v o� N F E J O CO 0 2 CR 111 -US 79 2 co (D (o co 0 Q 2 a) >- co 1- co 0 Q N z O O 0 Q 2 a) O O 0 z 2 00 -J N a) coO a) .O E a) a) c 0 (_1) (r=) 0 cn U a) O T RM - Ranch to Market Road CR - County Road O L 0 0 Q O Lt) O co 0 O 0 Q O N U c C L Q 0 U) c c m E Oc 0 0 O O Cti a) a) 0 0 m m EXHIBIT "B" 7,-SZAYV , 1r. \.4t) 0 2 xi m ©0 0 0 Z r - 0 0 0 7 0 7) > m > 2 z n X 0z ci 0 (t) zo z X rn X z <0 rri a - o g > CP 0 > (/) z 2 2 10 m 1mi m m Or_ m m Z 0 0 5 m - Z > tr) ° 0 > 0 (.6 4T1 0 m W Z r 1) 0 (11 rri DATE: SUBJECT: ITEM: Department: Staff Person: March 19, 2004 City Council Meeting - March 25, 2004 13.E.2. Consider an ordinance adopting amendments to Chapter 7, Transportation, of the City of Round Rock General Plan 2000. (First Reading) Transportation Services Tom Martin, Director of Transportation Services David Bartels, Project Manager Justification: Chapter 7, Transportation, of the General Plan requires periodic amendments to ensure the Citizens of Round Rock are afforded an adequate future transportation system. Chapter 7 of the General Plan, along with the Transportation Master Plan, provides the direction for developing a City transportation system that serves the needs of all residents. Funding: Cost: N/A Source of funds: N/A Outside Resources: Background Information: Public Comment: Huggins/Seiler & Associates, LP Due to changing roadway requirements, both internal and external to the City, Transportation Services has prepared amendments to Chapter 7, Transportation, of the General Plan. The amendments affect the text, roadway map and table and include content and format changes, alignment changes, a new roadway, new planning horizons and a bicycle element, which integrates arterial bicycle facilities with the Parks and Recreation Department Trails Master Plan. A public hearing was held March 25, 2004 as required by paragraph 11.310, General Plan Amendments, of the Zoning Ordinance. In compliance with the ordinance, the Planning and Zoning Commission held public hearings on September 17, 2003, January 14, 2004 and February 18, 2004 and subsequently submitted a favorable recommendation to City Council. Public Hearings held by the Planning and Zoning Commission on September 17, 2003, January 14, 2004 and February 18, 2004 and the City Council on March 25, 2004.