2020-81 - RTOWN OF PROSPER, TEXAS
RESOLUTION NO. 2020-81
A RESOLUTION OF THE TOWN COUNCIL OF THE TOWN OF PROSPER,
TEXAS, ADOPTING THE 2020 TOWN OF PROSPER HIKE AND BIKE TRAIL
MASTER PLAN; MAKING FINDINGS; AND PROVIDING AN EFFECTIVE DATE.
WHEREAS, on July 23, 2019, the Town Council approved an agreement with Halff
Associates, Inc. ("Halff"), for the update of the Hike and Bike Trail Master Plan ("Trail Master
Plan"); and
WHEREAS, thereafter, Town staff and Halff diligently worked with the Hike and Bike Trail
Master Plan Advisory Committee and the Town Council to discuss, consider and make
recommendations about the various components of the Trail Master Plan; and
WHEREAS, after months of detailed study, investigation, research, public input, Advisory
Committee input, Town Council input and consultant review and analysis, the Trail Master Plan
process has concluded and the Trail Master Plan is now ready for adoption by the Town Council.
NOW, THEREFORE, BE IT RESOLVED BY THE TOWN COUNCIL OF THE TOWN OF
PROSPER, TEXAS, THAT:
SECTION 1
All of the above premises are hereby found to be true and correct factual findings of the
Town of Prosper and they are hereby approved and incorporated into the body of this Resolution
as if copied in their entirety.
SECTION 2
The 2020 Town of Prosper Hike and Bike Trail Master Plan, attached hereto as Exhibit A,
is hereby adopted in its entirety. Said Trail Master Plan shall not commit the Town of Prosper to
specific funding levels and implementation strategies, but shall provide a guide for the Town's
vision for the availability and growth of hike and bike trail system.
SECTION 3
This Resolution shall be effective from and after its passage by the Town Council.
DULY PASSED AND APPROVED BY THE TOWN COUNCIL OF THE TOWN OF
PROSPER, TEXAS, ON THIS 10th DAY OF NOVEMBER, 2020.
ATTEST:
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Melissa Lee, Taw Secretary
P-011t, -5- �-
Ray Smith, Mayor
Resolution No. 2020-81, Page 1
APPROVED AS TO FORM AND LEGALITY:
Terrence S. Welch, Town Attorney
Resolution No. 2020-81, Page 2
EXHIBIT A
2015 TOWN OF PROSPER PARKS, RECREATION, AND OPEN SPACE MASTER PLAN
Resolution No. 2020-81, Page 3
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Resolution No. 2020-81, Page 4
ACKNOWLEDGMENTS
The following individuals are recognized for their significant contributions to the preparation of the Town of Prosper Hike and Bike Trails Master
Plan.
PROSPER TOWN COUNCIL
Ray Smith, Mayor
Marcus E. Ray, Place 1
Craig Andres, Place 2
Curry Vogelsang Jr., Place 3
Meigs Miller, Place 4
Jeff Hodges, Place 5
Jason Dixon, Place 6
PROSPER STAFF
Dudley Raymond, Director of Parks & Recreation
Paul Naughton, Senior Park Planner
Hulon Webb, Director of Engineering Services
John Webb, Director of Development Services
Dan Heischman, Assistant Director of Engineering
Pete Anaya, Assistant Director of Engineering
Harlan Jefferson, Town Manager
MASTER PLAN STEERING COMMITTEE
Jeff Hodges, Town Council
Gina Kern, Park Board
Cameron Reeves, Park Board
Kris Wilson
Chris Sanchez
Brandon Daniel
Dave Johnson
CONSULTANT TEAM
HALFF ASSOCIATES
Lenny Hughes, PLA - Principal in Charge
Kendall Howard, AICP - Project Manager
Kelsey Ryan - Urban Planner
Swati Appadu - Landscape Designer
Prosper Hike & Bike Trails Master Plan
Resolution No. 2020-81, Page 5
CONTENTS
11 INTRODUCTION
4 1 TRAIL NETWORK RECOMMENDATIONS
2
Background & Purpose
40
Facility Hierarchy
4
Plan Contents
42
Evaluation Criteria
S
Goals & Objectives
44
Recommended Trail Network
S4
Design Standards
21 COMMUNITY CONTEXT
5 1 IMPLEMENTATION
STRATEGIES
8
Community Overview
70
Implementation Plan
10
Demographic Profile
90
Potential Funding Sources
14
Review of Relevant Studies
91
Conclusion
16
Existing Trail Network Snapshot
3 1 TRAIL NEEDS
APPENDIX
24 Needs Assessment 94 Glossary of Terms
32 Community Input 98 Survey Results
34 Trail Opportunities 122 Reference Maps
124 Commonly Used Trail & Bikeway Signage
Resolution No. 2020-81, Page 6
LIST OF FIGURES AND TABLES
LIST OF FIGURES
8 Figure 2.1: Community Timeline
9 Figure 2.2: Regional Context Map
10 Figure 2.3: Historical Population Growth
10 Figure 2.4: Age & Gender (2018)
17 Figure 2.5: Existing Trail System Map
19 Figure 2.6: Existing Trail System Map - By Width
25 Figure 3.1: Bicycle & Pedestrian Crash Data (2013-
2017)
30 Figure 3.2: Existing Barriers
32 Figure 3.3: Key Public Workshop Results
33 Figure 3.4: Key Online Survey Results
37 Figure 3.5: Hike & Bike Trail Opportunities
45 Figure 4.1: Recommended Network Map
46 Figure 4.2: Recommended Network Map - Area 1
47 Figure 4.3: Recommended Network Map - Area 11
48 Figure 4.4: Recommended Network Map - Area III
49 Figure 4.5: Recommended Network Map -
Downtown
55 Figure 4.6 Easement & Greenbelt Setback Section
55 Figure 4.7: Standard Trail Section
57 Figure 4.8: Typical Intersection Treatment
57 Figure 4.9: Signalized Trail Crossing Treatment
57 Figure 4.10 Signalized Trail Crossing at Roadway
Intersections
58 Figure 4.11: Shared Lane Typical Features
58 Figure 4.12: Standard Bicycle Lane Features
59 Figure 4.13: Separated Bicycle Lane Features
59 Figure 4.14: Bicycle Boulevard Features
LIST OF TABLES
11 Table 2.1: Race & Ethnicity (2000-2018)
12 Table 2.2: Household Characteristics (2000-2018)
13 Table 2.3: Commuting Characteristics (2000-2018)
13 Table 2.4: Travel Time to Work (2000-2018)
18 Table 2.5: Existing Trail Inventory
50 Table 4.1: Summary of Recommendations by Facility
Type
51 Table 4.2: Summary of Recommended Network by
Corridor
iv Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 7
LIST OF ACRONYMS
ACS — American Community Survey
ADAAG — Americans with Disabilities Act Accessibility Guidelines
AASHTO — American Association of State Highway and Transportation Officials
BNSF — Burlington Northern and Santa Fe Railway
CIP — Capital Improvements Program
CMAQ — Congestion Mitigation and Air Quality
DFW — Dallas -Fort Worth
DNT — Dallas North Tollway
EDC — Economic Development Corporation
ETJ — Extra -Territorial Jurisdiction
FHWA — Federal Highway Administration
HOA — Homeowners Association
ISD — Independent School District
ITE — Institute of Transportation Engineers
LF — Linear Feet
M.U.D. — Municipal Utility District
NACTO — National Association of City Transportation Officials
NCTCOG — North Central Texas Council of Governments
NTTA — North Texas Transit Authority
RTMP — Regional Trails Master Plan
STBG — Surface Transportation Block Grant
SRTS — Safe Routes to School
TAS — Texas Accessibility Standards
TDLR — Texas Department of Licensing and Regulation
TMUTCD — Texas Manual on Uniform Traffic Control Devices
TPWD — Texas Parks and Wildlife Department
TRA — Trinity River Authority
TTI — Texas Transportation Institute
TxDOT — Texas Department of Transportation
Resolution No. 2020-81, Page 8
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Background & Purpose
Plan Contents
Goals & Objectives
Resolution No. 2020-81, Page 10
BACKGROUND & PURPOSE
= _«tWelft 161
The Town of Prosper is a growing, affluent community on the northern
edge of the Dallas -Fort Worth (DFW) Metroplex. With the population
expected to triple in the next twenty years, the Town is preparing for
growth through various planning efforts. In 2019, the Town initiated
its first ever comprehensive hike and bike trails master plan. This
master plan will serve as a guide for future trail development within
Prosper.
Since 2010, Prosper has grown by approximately 18,957 people, or
110%. With this significant growth, the amount of new and proposed
development is constantly increasing. The Town is in a unique position
to proactively plan for and require trails with this new development.
Many other communities in the DFW area that are more built -out
are having to retroactively build trails, which is much more difficult
and expensive. Therefore, it is critical to create a master plan that is
responsive to community needs and desires and that can be feasibly
implemented over time.
Pedestrian crossing near Tucker Park
Trails have many positive benefits related to health, quality of life,
and economic impacts. Access to safe and accessible trail facilities
not only give residents transportation options, but also broadens
opportunities for active transportation to improve health. Quality
parks and trails have a great impact on overall quality of life and make
neighborhoods more attractive to potential residents and businesses
seeking to relocate. Finally, there have been economic studies that
have found that proximity to trails increases the property values of
surrounding properties. All of these benefits are compounded by the
fact that citizens are demanding trail facilities more and more. In
Prosper specifically, 83% of survey takers as part of this master plan
effort strongly supported or supported adding more trails and filling
in gaps in the trail network.
Lakes of La Cima Trail
2 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 11
PURPOSE
This master plan will achieve the following key objectives:
1 Inventory existing trails and planned trails, -
Assess the need for additional trails;
Identify opportunities to connect to adjacent
cities, schools, parks, and key destinations;
Provide recommendations for potential trail
corridors and cost estimates; and,
Provide considerations for trail design
standards.
The resulting trails recommendations map will be used to guide the
provision of trails as development and redevelopment occurs in the
Town. The associated policy recommendations should be used to
update applicable policies and development standards.
The plan development process took approximately 12 months to
complete; the process included inventorying existing conditions,
stakeholder and public visioning, assessing opportunities, developing
recommendations, and reviewing and adopting the plan.
Resolution No. 2020-81, Page 12
Chapter 1 1 Introduction 3
PLAN CONTENTS
This plan is divided into five chapters as described below:
Chapter 1 - Introduction
Gives background and context for the plan and presents the plan
goals and objectives.
Chapter 2 - Community Context
Depicts existing conditions in Prosper today as they relate to
demographics, the built environment, and natural resources.
Chapter 3 - Trail Needs
Presents a summary of a series of quantitative and qualitative
analyses that were taken to assess the need for trail facilities in
Prosper.
Chapter 4 - Trail Network Recommendations
Presents recommendations for the proposed trail network and
associated considerations for development standards and policies.
Chapter 5 - Implementation Strategies
Describes the prioritized list of trail development projects with
information on costs and potential funding sources.
Town Lake Park
Walking paths in residential neighborhood
4 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 13
PLAN GOALS & OBJECTIVES
As part of the public and stakeholder visioning process, a series of
goals and objectives were developed based on the vision of residents.
The goals represent broad, overarching statements of intent as they
relate to the development of hike and bike trails in Prosper. The
subsequent objectives have a more specific target and can be met
through the recommendations identified later in this plan.
Goal 1: Create a safe and connected system of hike and bike
trails to support active transportation options.
• Objective 1.1 - Increase the trails level of service (LOS) for all
residents.
• Objective 1.2 - Connect to key destinations such as schools,
parks, neighborhoods, and employment centers.
• Objective 1.3 -Coordinate with other entities to support regional
active transportation mobility.
• Objective 1.4 - Implement safety improvements at key
intersections.
Goal 2: Incorporate accessible hike and bike trails when new
development occurs
Objective 2.1W Update trail development standards to ensure
connectivity to and within new developments.
• Objective 2.2 - Incorporate hike and bike trails when planning
for new or reconstructed roadways.
Goal 3: Design, construct, and maintain hike and bike trails in a
sustainable manner.
• Objective 3.1 - Seek alternative and innovative funding sources
for long-term trail development.
• Objective 3.2 - Consider environmental features when
developing new trails.
• Objective 3.3 - Develop trails in natural areas that are context -
sensitive to the surrounding landscape.
Goal 4: Increase awareness of the hike and bike trail system.
• Objective 4.1 - Increase public awareness of the hike and bike
trail system through an education campaign.
• Objective 4.2 - Develop wayfinding amenities and trailheads
along trails.
Town Lake Park
Resolution No. 2020-81, Page 14 Chapter 1 1 Introduction 5
1"',**
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CONTENT
Community Overview
Demographic Profile
Review of Relevant Studies
Existing Trail Network Snapshot
Resolution No. 2020-81, Page 16
■
COMMUNITY OVERVIEW
TOWN HISTORY
The land that is now the Town of Prosper began as two separate
agricultural settlements, Rock Hill and Richland, when cotton farming
was an integral part of the North Texas landscape. These settlements
experienced rapid development in 1876 when the County Courts
pushed the sale of 160-acre land tracts. One of these tracts was
purchased by Dr. A.T. Bryant, a resident of McKinney, and this land
became the center for the future Town of Prosper. In 1902 the two
settlements were united when a stop for the St. Louis and San
Francisco Railroad was established within Dr. Bryant's land holdings.
The railroad stop drew residents and businesses from the nearby
communities to relocate to one of Collin County's last towns,
Prosper. Prosper was incorporated in 1914 with a population of
approximately 500, contributing cotton and corn to the surrounding
agricultural region. After decades of growth, the Great Depression
halted further growth and the population declined significantly by
1940. The next period of growth for Prosper occurred in the 1980s
when light industrial uses were introduced to the town to support
the overall development boom in the North Texas area.
FIGURE 2.1 1 COMMUNITY TIMELINE
Pr
dsper is -T
incorporated into
Establishment of St. Louis Collin County
& San Franciseo G
Railroads & Town of o.
First settlers 1 Prosper is founded
arrive to area co
T First two settlement of the area -Rock Hill & Richland
�`t
IU.S. Civil War
Texas admitted into un
U.S. as 28th state do
Old Town Prosper
Significant O Light industry is O
population a introduced to a
' decline begins Prosper
significant Population Growth
WQr d War 11 Urban Renewal
Great Depression
1840 1850 1860 1870 1880 1890 1900 1910 1920 19 0 1950 1960 1970 1980 1990 2000 2010 2020
Resolution No. 2020-81, Page 17
$ Prosper Hike &Bike Trails Master Plan
PLANNING AREA
The Town of Prosper is located on the northern edge of the Dallas -Fort Worth Metroplex and extends into both Collin and Denton Counties. The
City of Frisco is situated along the southern border, the Town of Celina is along the northern border, and McKinney is to the east. State Highway
289 (Preston Road) serves as a main artery through Prosper and provides access to cities in the south and north into Oklahoma. US 380 is located
on the Town's southern border, which connects McKinney to Denton. The Dallas North Tollway (DNT) will be extended through the Town over the
next several years, providing additional regional mobility. The Town is characterized by exponential residential development occurring throughout
the town and the surrounding extraterritorial jurisdiction area (ETJ). As of 2020 Prosper was 27 square miles and its ETJ was 1.21 square miles,
which extends primarily to the north and west of the town limits.
FIGURE 2.2 1 REGIONAL CONTEXT MAP
Resolution No. 2020-81, Page 18
Chapter 2 Community Context 9
DEMOGRAPHIC PROFILE
Prosper is split by Collin and Denton Counties, which are fast
growing counties within the Dallas -Fort Worth Metroplex. As growth
is projected for the Town and the two counties it is a crucial part of
the planning process to understand the demographic composition.
The community characteristics discussed in the following sections
provide an idea of the potential hike and bike trail user groups in
Prosper and allow planning efforts to consider current and future
trends.
GROWTH TRENDS
Exponential population growth has been the prevailing story in
Prosper for the past few decades. Substantial population growth
was spurred by the introduction of light industry to the Prosper area
FIGURE 2.3 HISTORICAL POPULATION GROWTH
20,000
15,000 r
10,000 r
5,000 r
7
1970
1980 1990 2000 2010 2018
in the 1980's, and over the next 20 years the population grew by
over 200%. By 2010 the population was just under 10,000, which
represented a 350% increase since 2000. In more recent years,
population growth has slowed slightly but continues to expand at a
considerable rate. The North Central Texas Council of Governments
(NCTCOG) estimates that as of 2020 the population is 28,380, which
constitutes approximately 2% of the total population for both Collin
and Denton Counties.
NCTCOG also conducts population projections; Prosper is anticipated
to grow 135% from 2018 to 2040, during which time the Town is
predicted to reach 72,095 residents. Over the next 20 years substantial
growth is also anticipated for Collin and Denton Counties. Significant
population growth in the future will ultimately create increased
demand for an extensive hike and bike trail system.
For this section, the 2014-2018 Five -Year American Community
Survey (ACS) Five -Year Estimates were used. This represents the
latest data available at the time of report development.
AGE & GENDER
As of 2018, individuals between the ages of 35 and 49 collectively
made up the largest percentage of the population at 27.6%. The
portion of the population aged 18 years and younger make up 18.1%
of the population. Additionally, there is a large number of people age
20-54, which is considered the labor force participation cohort. Having
a significant percentage of the population 18 years old and younger
and within the labor force cohort indicates the strong presence of
families living in Prosper.
10 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 19
Males make up 49.8% of the population and their female counterparts
comprise 50.2% of the population. The median age of Prosper
residents in 2018 was 34 years, which is closely aligned with the
median age for all of Texas at 34.3 years but is slightly younger than
the median age for the nation as a whole at 37.8 years. Median age
of residents has stayed relatively consistent over the past 20 years;
in 2010 the median age was 24.5 years and in 2000 it was 32.5
years. Prosper has a relatively young population reflective of younger
families moving to the area.
FIGURE 2.4 1 AGE & GENDER (2018)
85 years and older
80 to 84 Years
75 to 79 Years
70 to 74 Years
65 to 69 Years
60 to 64 Years
55 to 59 Years
50 to 55 Years
45 to 49 Years
40 to 44 Years
35 to 39 Years
30 to 34 Years
25 to 29 Years
20 to 24 Years
15 to 19 Years
10 to 14 Years
5 to 9 Years
Under 5 Years
15%
Male 49.8% Female 50.2%
9% 3% 3% 9% 15%
RACE & ETHNICITY
In 2018, a significant majority (82.7%) of Prosper residents identified
as white, which has remained consistent over the past 20 years;
in 2010, 87% of the population identified as white and in 2000
the percentage was 92%. The second largest cohort in 2018 was
residents who identified as Black or African American, composing
9.5% of the overall population, which has increased since 2000.
Residents identifying as Hispanic or Latino ethnicity made up 8.4% of
the population in 2018. This portion of the population has decreased
since from 19% in 2000.
TABLE 2.11 RACE & ETHNICITY (2000-2018)
White
Black or African American
American Indian or Alaska Native
Asian
2000 2010 2018
92.2% 87.1% 82.7%
0.3%
0.9%
1.1%
Native Hawaiian & Other Pacific Islander 0.0%
Some Other Race 5.9%
5.3%
0.6%
1.9%
0.0%
2.8%
9.5%
0.9%
4.5%
0.0%
0.5%
Hispanic of Latino (of any race) 19.2% 10.8% 8.4%
Source: U.S. Census Bureau, 2074-2078 American Community Survey S-Year Estimates
Resolution No. 2020-81, Page 20
Chapter 2 Community Context 11
HOUSEHOLD CHARACTERISTICS
The total number of housing units in Prosper as of January 2020 was
8,302 units, of which 96.4% were occupied. There are currently 940
multi -family units with a 94.6% occupancy rate. Owner -occupied
housing units have consistently made up the majority of Prosper's
housing stock since 2000, when 94% of units were owner -occupied;
even in 2010 when this percentage dropped to 86%, owner -occupied
housing was more prevalent. A strong and consistent presence of
owner -occupied housing units aligns with the high percentage of
family households, which was 90% in 2018 and has steadily increased
since 2000.
The number of vacant households have remained relatively low over
the past 20 years, which is indicative of a burgeoning population.
Low vacancy rates indicate that more people are moving to Prosper
than leaving the Town.
The median household income for Prosper in 2018 was $140,815,
which has greatly increased since 2000 when is was $64,063.
Compared to most cities and towns within the DFW Metroplex
Prosper had one of the highest median household incomes in 2018.
The median income is also higher than both Collin County ($90,124)
and Denton County ($80,290). In 2018, the median household income
for the state of Texas was $60,629, which was less than half of that
of Prosper's. Higher incomes often correspond with more disposable
income to be used for recreation.
The percentage of individuals living below the federally established
poverty level in Prosper has remained low over the past 20 years.
In 2000, 7.5% of the population was considered impoverished; this
decreased to 3.6% in 2018. Compared to Collin and Denton Counties
there were fewer individuals living below the poverty level in Prosper
as of 2018.
TABLE 2.21 HOUSEHOLD CHARACTERISTICS (2000-2018)
2000 2010 2018
Total Housing Units 717 3,469 7,592*
Occupied Housing Units
Vacant Housing Units
Owner -Occupied Housing Units
Median Mortgage Cost
Renter -Occupied Housing Units
Median Rent
Total Households
Median Household Income
94.6%
86.2%
93.0%*
5.4%
13.8%
7.0%*
85.0%
79.7%
86.5%
$1,299
$2,593
$2,921
15.0%
20.3%
13.5%
$612
$1,174
$1,482
678
2,990
5,584
$64,063
$111,987
$140,815
Source: U.S. Census Bureau, 2074-2078 American Community Survey 5-Year Estimates
*Source: NCTCOG
Resolution No. 2020-81, Page 21
12 Prosper Hike &Bike Trails Master Plan
COMMUTING CHARACTERISTICS
As of 2018, there were 8,608 total workers in Prosper. As discussed
in the Age and Gender section, the Town of Prosper has a significant
percentage of the population that falls into the age cohort classified
as eligible to participate in the labor force. Looking at modes of
transportation used by Prosper's labor force, 83.6% commuted by
car, truck, or van. Of this 83.6%, nearly 80% of these individuals drove
alone. The use of public transportation, walking, and bicycling were
the modes with the lowest percentages used by Prosper residents.
Between 2000 and 2018 there weren't any residents that claimed to
commute to work via bicycle, and the percentage of people walking
to work has declined during this timeframe, at just 0.3% in 2018. A
low percentage of commuters cycling or walking as their primary
mode of transportation to work may indicate that bicycle and
pedestrian infrastructure in Prosper lacks connectivity, accessibility,
and safety for daily mobility needs.
The mean travel time to work for Prosper commuters in 2018 was
34.5 minutes. Over half of all Prosper commuters claim to travel
at least 30 minutes to get to work. The significant percentage of
individuals traveling long distances to their jobs aligns with the high
percentage of commuters that rely on personal vehicles as their
primary mode of transportation. Longer commuting distances do not
support active transportation modes such as walking or bicycling,
which has resulted in low percentages for these commuting types.
TABLE 2.3 1 COMMUTING CHARACTERISTICS (2000-2018)
workers 16 years and over
Drove alone
E§ 82.9% 77.9% 78.5%
Carpooled
qf1% 7.2% 5.1%
Public Transportation
0.3% 0.3% 0.6%
Wa I
=--LJOL.3%
Bicycled
0.0% 0.0% 0.0%
i otorcycle, or other��.7%
Worked from home 2.8% 11.5% 13.8%
Source: U.S. Census Bureau, 2074-2078 American Community Survey 5-Year Estimates
TABLE 2.4 1 TRAVEL TIME TO WORK (2000-2018)
Less than 10 minutes
sm1
15 to 19 minutes
20 to 24 min
25 to 29 minutes
30 to 34 minutes
-12010
201
10.8% I 14.5%
8.1%
9_' 6.2%
-
8.8% 8.6%
9.1%
5.4%
9.9%
35 to 44 minutes 8.9%
f45 �%
60 or more minutes 12.9%
10.q
6.3%
13.7%
11.5%
17.5%
10.9%
15
7.1 %
13.8°/A
11.4%
de4%
14.5%
Mean travel time to work i 1 32.3 mW�
Source: U.S. Census Bureau, 2074-2078 American Community Survey 5-Year Estimates
Resolution No. 2020-81, Page 22
Chapter 2 Community Context 13
nEVIEW OF REL "'VANT STUDIES
HIKE & BIKE TRAIL PLAN MAP (2019)
In conjunction with the Parks, Recreation, and Open Space Master
Plan, the Town developed a Hike and Bike Trail Map that identifies
the proposed hike and bike trail network at a high level. This
proposed network focuses on providing increased trail connections
within Prosper, particularly in areas where future growth and new
development is projected. One of the objectives of this master plan
effort is to assess the feasibility of the trail corridors identified in the
Hike and Bike Trail Plan Map. Additionally, Prosper has coordinated
with NCTCOG to refine the Regional Veloweb corridors as more
development has occurred.
LEGEND
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2019 Hike and Bike Trail Plan Map
THOROUGHFARE PLAN (2020)
The Prosper Thoroughfare Plan establishes a network of major
roadways connecting to key streets in adjacent communities and
identifies strategic corridors for accommodating local and long-
term regional travel demand. Additionally, the plan has identified
locations for future major and minor gateways along the border of
the town. From a hike and bike trails perspective, providing safe
crossings at the future DNT corridor is of critical importance. In 2019,
an amendment to the thoroughfare plan was made. Amendments to
the Thoroughfare Plan were made in 2019 and 2020.
14 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 23
PARKS, RECREATION AND OPEN SPACE
MASTER PLAN (2015)
The current parks system master plan was adopted in 2015
and provides recommendations for future land acquisition, park
expansion, and park development to serve the fast-growing
population of Prosper. The plan serves as a road map for the future
development and expansion of the Prosper park system over the
next five to ten years.
Public input was a significant part of the development of this plan and
informed the decisions for items to be prioritized for implementation.
As part of this plan, hike and bike trails were ranked in the top five
high priority items.
COLLIN COUNTY TRAILS PLAN (2012)
The Collin County Regional Trails Master Plan (RTMP) was adopted
in 2012 and plans for connectivity between Collin County cities
and towns. This plan builds upon other regional studies such as the
NCTCOG Regional Veloweb, the Six Cities Trail Plan, and planning
efforts of individual cities and towns in the County. This plan
provides guidance for municipalities of various sizes and planning
capacities in areas of policy, design and maintenance standards, and
funding strategies. An important aspect of this plan is that it defines
high -priority regional trail corridors and identifies gaps between
municipalities.
COMPREHENSIVE PLAN (2012)
The Prosper Comprehensive Plan was adopted in 2012 and serves as
the Town's overarching policy document to guide new development.
The plan is structured into seven sections. Within a handful of these
sections the importance of trails for mobility, recreation, and quality
of life is mentioned. The implementation of trails to provide safe and
accessible connections for bicyclists and pedestrians throughout the
town appears in objectives in the implementation plan. According to
the Future Land Use Plan, major areas of future growth include the
US 380 district and residential areas in the western part of the town.
It is important to note where significant areas of growth are expected
to occur so appropriate hike and bike trail accommodations can be
planned.
Updated Febn,,,y 2020 Legend
L_1,e 1yRe„ae a =o ,ow�os„= o Future
�. ° .R'a„�e�e�sa �rowa���s, Land Use P � SPER
�R;aesNesneoao er„� s PPlan
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Prosper Future Land Use Plan
Resolution No. 2020-81, Page 24
Chapter 2 Community Context 15
EXISTING TRAIL NETWORK
SNAPSHOT
EXISTING TRAIL NETWORK
Figure 2.5 illustrates the existing hike and bike trail network in
Prosper. Currently, there are just over 37 miles of existing hike and
bike trails ranging in width from 6' to 12'. The 6' paths are too narrow
to be classified as trails, but are included in the inventory as 6' paths.
Since development is occurring rapidly in Prosper, the number of
trails being built also changes rapidly. For purposes of this master
plan, the current system is defined as what is constructed as of
February 2020.
Today, most trails exist within parks and greenbelt corridors, along
major roads, or within residential developments. It is important to
note the trail system is growing rapidly as new development occurs
and trails are added incrementally. The majority of existing trails are
8' wide.
Trails at Whitley Place
Overall, connectivity of the current hike and bike trail system is
lacking, specifically in terms of providing connections to the eastern
and western parts of the town. Generally, connectivity is limited
to residential developments and the parks located within them;
interconnectivity through a network of non -motorized routes haven't
been fully addressed, which is typical for a fast growing town. As the
hike and bike trail system is further developed, areas to consider are
locations for safe crossings of major thoroughfares and accessibility
to key destinations.
The previous trails master plan identified approximately 113 miles
of additional trails necessary to create a more complete network.
Additional routes will increase overall connectivity in Prosper as it
will provide opportunities for users to comfortably and easily reach
key destinations. The feasibility of these planned trails is discussed
in later chapters.
Resolution No. 2020-81, Page 25
16 Prosper Hike &Bike Trails Master Plan
FIGURE 2.5 1 EXISTING TRAIL SYSTEM MAP
0
Resolution No. 2020-81, Page 26
Chapter 2 Community Context 17
TABLE 2.5 1 EXISTING TRAIL INVENTORY
E
TRAIL NAME
1 Cedar Grove Park
- Bike Tr
3 Eagles Landing Park
5 Frontier Park
1[6 Lakes of La Cima (East) Hike & Bike Trails
7 Lakes of La Cima (West) Hike & Bike Trails
LENGTH IN MILES
0.58
0.22
WIDTH OF TRAIL
0.40 6'
0.72
2.10 6'-10'
Ak 0.51
A . e
=mod Presery L
9 Pecan Grove Park 0.61
wPrairie Park rr
11 Preston Lakes Park 0.24
12 Saddle Creek Hike & Bike Trails
13 The Park at Star Trace
0.42
149Wn Lake PaW
0.36
15 Whitley Place Park
1.83
MFVhispering wHike & Bike Trails
1.95
17 Windsong Ranch Hike & Bike Trails
2.44
A11b ALmed Tr3kSubtotal Miles
L Unnamed Trail Subtotal Miles
16.05
I sk All Trails TotMS
37.51
*As of 2079 inventory
6'-8'
8'
10'
8'
8'
6'-8'
6'-8'
8'
SURFACE Aim TRAIL TYPE
Concrete Neighborhood Park Loop
BONN"ail C
Concrete Neighborhood Park Loop
Neighborhood Par
Concrete Community Park Loop
Concrete Greenbelt Trail Corridor
Concrete Greenbelt Trail Corridor
Loop
Concrete Neighborhood Park Loop
r Concret Neighborhood Park Loop
Concrete Pocket Park Loop
Concrete Greenbelt Trail Corridor
Concrete Neighborhood Park Loop
8' -1 Park Loop
8' Concrete Neighborhood Park Loop
6' oncret r Greenbelt Trail Corrid
8'-10' Concrete Greenbelt Trail Corridor
Resolution No. 2020-81, Page 27
18 Prosper Hike &Bike Trails Master Plan
FIGURE 2.E EXISTING TRAIL SYSTEM MAP - BY WIDTH
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Prospeorf 2019 Trail Master
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I I — J Pavement W'tlths
M.U.D. Future Parks — 61hPaths
Schools Future Schools 8ft Trail
S \ I Existing Surrounding
n di
— 10ftTrail
Parks — Trails in Surrountling 12 ftTraiCitiesl
Resolution No. 2020-81, Page 28
Chapter 2 Community Context 19
REGIONAL CONNECTIONS
REGIONAL VELOWE
The Regional Veloweb is an expansive network of off-street
shared -use paths that can accommodate multiple user groups
including bicyclists, pedestrians, and other non -motorized modes of
transportation. The Veloweb is compiled and continuously updated
by the NCTCOG. The latest version of the regional network is included
in the NCTCOG Mobility 2045 plan and contains 1,883 miles of off-
street trails. The Veloweb provides connections in North Texas for
105 cities within 10 counties. The Veloweb trail alignments are
established through cooperative planning efforts between NCTCOG
and local jurisdictions. Individual cities are responsible for securing
funding and constructing trail segments within their jurisdiction with
varying levels of assistance provided by NCTCOG.
The Mobility 2045 plan has established a hierarchy of existing,
funded, and planned Veloweb trail segments.The majority of Veloweb
segments in Prosper are categorized as 'planned,' with a handful of
existing segments located in the eastern and western part of the
town. Many of Prosper's planned trail routes align with planned
Veloweb routes, ultimately creating trail connections throughout the
Town and into surrounding cities.
The images to the right are detailed maps of the Regional Veloweb
trail and bikeway networks for Collin and Denton Counties. These
maps were produced by NCTCOG and categorize trail and bikeway
segments as planned, funded, or existing.
20 Prosper Hike & Bike Trails Master Plan
Collin County regional trails and bikeway system map (Source: NCTCOG)
Denton County regional trails and bikeway system map (Source: NCTCOG)
Resolution No. 2020-81, Page 29
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Resolution No. 2020-81, Page 30
Chapter 2 Community Context 21
A 'Alt
- M
CONTENT
Needs Assessment
Community Input
Trail Opportunities
Resolution No. 2020-81, Page 32
NEEDS ASSESSMENT
TRAILS LEVEL OF SERVICE
Trail Level of Service (LOS) is a method used to compare the miles
of trails within a community to the total population, determining if
the community is being optimally served. Prosper's trail system as
of early 2020 has a level of service of 1 mile for every 767 residents.
A lower population -per -mile is representative of more miles of trail
per capita, which is indicative of a higher LOS. Essentially, a lower
population -per -mile figure is better (note that these figures consider
only the quantity of trail mileage and not the quality). For the DFW
region, a regional benchmark of 1 mile per every 1,200 residents
has been established, this LOS figure will serve as a target for this
analysis.
It is beneficial to compare the trail system in Prosper to those of peer
communities when determining overall need for trails. Four peer
communities were identified in the DFW region: Allen, McKinney,
Plano and The Colony. Compared to these communities of similar
socioeconomic composition, Prosper has a lower population -per -
mile figure than all four communities. However, it is good to keep in
mind that most of these cities have significantly larger population as
well as more miles of trails than Prosper.
Looking to the future, this population -per -mile figure will increase
without the development of additional trails. It is projected that
Prosper will experience significant population growth, reaching
72,095 residents in 2040. Based on the projected population and
the current trail mileage the LOS in 2040 would be 1 mile for every
2,243 residents, requiring approximately 28 miles of additional trails
to meet the regional LOS benchmark.
CRASH DATA
Assessing bicycle and pedestrian crash data helps to identify safety
issues that could be solved through additional bicycle and pedestrian
improvements. NCTCOG's 2013-2017 bicycle and pedestrian crash
data for Collin and Denton Counties, which is informed by the Texas
Department of Transportation (TxDOT) Crash Record Information
System (CRIS) was used in this section. The crash data mapped by
NCTCOG only contains the locations crashes that are reported. Bicycle
and pedestrian crashes are separated into two categories - fatal and
non -fatal incidents. The points illustrated in Figure 3.1 represent the
locations of bicycle and pedestrian crashes.
The total number of both bicycle and pedestrian crashes between
2013 and 2017 is low compared to other cities in the DFW Metroplex,
and all were non -fatal incidents. There were four crashes that
involved bicycles and three involving pedestrians. The majority of
crashes occurred in the eastern portion of the town where older
development and the majority of well-known existing trails are
located. A commonality among the reported crashes is they all
occurred along major roadways, mainly in areas that lack adequate
bicycle or pedestrian accommodations. Roadways where conflict
has happened include First Street, Preston Road, and Coit Road, all
of which accommodate high speeds and volumes of motor vehicles
throughout the day. The occurrence of bicycle and pedestrian
crashes can be attributed to gaps and insufficiencies in Prosper's
overall hike and bike trail network. The absence of these designated
facilities requires bicyclists and pedestrians to take unsafe routes
where there is a higher possibility of conflict with motor vehicles.
24 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 33
FIGURE 3.1 1 BICYCLE & PEDESTRIAN CRASH DATA (2013-2017)
0 ,
I— _
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m
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1 I �
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Resolution No. 2020-81, Page 34
4rP`I
aw
FRONTIER PKWV
0
1 ST ST
_
1ST ST
Future
tB e`s" HS
PH
--------- _-
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LEGEND
Prosperwn of Golf Course — Existing Trails
I _ ETJ ■ HOA Facilities Existing Sidewalks
r J M.U.D. Future Parks - - - • Planned Trails
*J Non -Fatal
Schools Future Schools Non -Fa Pedestrian Crash
Existing&Planned Non -Fatal C
Parks — Trails in Surrounding �J Bicycle Crash
Cities
Chapter 3 1 Trail Needs 25
ORIGINS & DESTINATIONS
Understanding a community's trip origins and destinations is
critical to ensure that the recommended hike and bike trail network
accommodates where people are traveling. As part of the needs
assessment, key destinations and activity nodes were identified. Key
destinations included public buildings/facilities, parks, schools, large
retail areas, and employment centers. In order to identify trip origins,
location of neighborhoods was considered.
Public Buildings/Facilities
This includes key town facilities such as Town Hall and library. The
western part of Prosper is disconnected from Town Hall and the
greater Old Town area in terms of bicycle and pedestrian connections.
Parks
There are a total of 33 existing and planned public parks in Prosper
today. Generally, there are walking trails within these parks, but
connectivity leading to the parks from neighborhoods is lacking.
There are also several private HOA parks within neighborhood
developments.
Schools
Within Prosper, there are five elementary schools, two middle
schools, and one high school. A new middle school is scheduled to
open in the Fall, 2020. Given the anticipated growth, there are five
additional planned schools to be built in the near future. Many of the
existing schools do not have good sidewalk or trail connections from
the surrounding neighborhoods, meaning that most children are not
able to walk or bike safely to school.
Prosper Town Hall
Retail Areas
Major retail areas include the Gates at Prosper on Preston Road and
US 380, Shops at Prosper Trail on Preston Road at Prosper Trail and
Preston, and Windsong Ranch Marketplace at380 and Gee Road.There
are existing sidewalks along the perimeter of these developments,
but not much within the retail areas themselves.
Employment Centers
The major employment centers within Prosper include the previously
identified retail areas as well as the Cook Children's Health Medical
Center on US 380 and Windsong Parkway, the planned Children's
Health medical facility on DNT and US 380, and Downtown Prosper.
There are also several existing and planned business/office parks
throughout the town. It is important to provide connections to these
employment centers in order to offer an alternative method of
transportation for commuting purposes.
Resolution No. 2020-81, Page 35
26 Prosper Hike &Bike Trails Master Plan
Neighborhoods
West of the future Dallas North Tollway, major neighborhood
developments include Windsong Ranch, the Preserve at Doe Creek,
the Parks at Legacy, and Star Trail. These are all relatively new
developments and are still being built out. East of the Tollway, major
neighborhood developments include Lakes of Prosper, Saddle Creek,
Trails of Prosper, Wildwood Estates, Willow Ridge, Lakes of La Cima,
Chapel Hill, Lakewood at Brookhollow, Whitley Place, and Gentle
Creek. In addition to these subdivisions on the east side, there are
also older neighborhoods and areas with larger estates. According
to the Future Land Use Plan, for the areas that are not currently
built out, there is anticipated to be a combination of low -density
residential and medium -density residential.
Retail development in Old Town Prosper
Windsong Ranch residential development
Resolution No. 2020-81, Page 36 Chapter 3 1 Trail Needs 27
MAJOR BARRIERS
There are both natural and man-made features in Prosper that may
pose a barrier to trail construction. As part of the overall needs
assessment, barriers in Prosper were identified so they can be
addressed through the recommended hike and bike trail network.
Infrastructure Barriers
Major roadways like the future Dallas North Tollway and U.S. 380
pose a significant barrier to safe active transportation if cyclists and
pedestrians are not accommodated appropriately. There are a total of
five roadway intersections with the planned tollway within the Town
limits. The Town is actively coordinating with the North Texas Tollway
Authority (NTTA) to ensure that safe and accessible pedestrian paths
are included with the tollway overpasses.
Other infrastructure barriers include the BNSF railroad that bisects
the town just east of the Tollway. Rail lines pose a barrier to safe
cyclist and pedestrian crossing traffic, just like they do for at -grade
intersections with vehicle traffic.
View of BNSF rail line in Prosper
Both the Tollway corridor and the railroad limit the amount of east -
west connectivity that can be accomplished in Prosper. Throughout
the public and stakeholder engagement process, residents expressed
their desire to better establish east -west connections to connect
neighborhoods in the west to OldTown and associated public facilities
and vice versa.
Waterways
Waterways include streams, creeks, ponds, lakes, and drainage
ditches. In Prosper, there are several creek tributaries that present
both a barrier and opportunity for trail development. Often times
greenbelt corridors are great candidates for a more natural trail
corridor. However, crossing waterways is a significant investment
and can be challenging to limit disturbing the natural environment.
28 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 37
Intersections
Crossing intersections as a pedestrian and cyclist can be a harrowing
experience, particularly if there is not adequate infrastructure in
place. Intersections of large roadways such as Preston Road, Prosper
Trail, Dallas North Tollway, and US 380 can be intimidating for active
transportation users. Intersection treatments such as enhanced
crosswalks and pedestrian signals can help alert motorists of the
presence of pedestrians and cyclists.
Pedestrian crossing at La Cima Trail and Coit Road
Trail Gaps
As new development occurs, developers in Prosper are required
to construct sidewalks or trails according to the Hike and Bike Trail
Master Plan. Given that Prosper is still developing, there are gaps
within the existing system where development is piecemeal, which
occurs when a city develops quickly. Major gaps include the following,
starting in the west:
• Connecting the Preserve at Doe Creek neighborhood to Windsong
Ranch along Fish Trap Road
• Connecting along Fish Trap Road adjacent to the Artesia Municipal
Utility District (M.U.D.)
• Filling in gaps along Prosper Trail
• Connecting to Old Town Prosper
• Filling in gaps along Coit Road
• Connecting the La Cima Trails to the trails at Whitley Place Park
Undersized Trails
AASHTO recommends that multi -use trails be at least 10' wide to
ensure there is enough space for multiple users. More locally,
NCTCOG recommends that trails designated on the Regional Veloweb
be at least 12' wide to accommodate multiple users. In Prosper,
there are some existing trails that are 8' wide, meaning that they
aren't wide enough to accommodate multiple types of users. While
creating additional connectivity should be the main priority, widening
key sections of undersized trail will make the existing system more
usable and complete.
Figure 3.2 identifies these barriers and challenges on page 30.
Resolution No. 2020-81, Page 38
Chapter 3 1 Trail Needs 29
FIGURE 3.2 1 EXISTING CONNECTIVITY BARRIERS MAP
0
Resolution No. 2020-81, Page 39
30 Prosper Hike &Bike Trails Master Plan
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Resolution No. 2020-81, Page 40
Chapter 3 1 Trail Needs 31
FIGURE 3.3 I KEY PUBLIC WORKSHOP RESULTS
COMMUNITY INPUT
Public engagement is a critical part of the planning process as it ,
provides direction for developing the plan vision and goals from
those who use the hike and bike system. Multiple engagement
methods were utilized to seek input including a steering committee,
community meetings, and an online community survey. This section
provides an overview of the input obtained through the entire public
engagement process
STEERING COMMITTEE MEETINGS
A steering committee was formed to serve as a review body to ,
provide guidance for the duration of the plan process. Two committee
meetings were held throughout the process, the initial meeting
introduced the plan purpose and process and the second meeting
sought feedback on proposed trail corridors and implementation
priorities.
COMMUNITY MEETINGS
An initial community meeting was held in early January 2020 where
an overview presentation of the anticipated planning process was
given along with accompanying interactive input activities. The
presentation and input activities allowed attendees to understand
the overarching purpose of the hike and bike trails master plan and
provide insight on the bicycle and pedestrian facilities they wish to \
see prioritized and what they envision the plan accomplishing. The ,
input gained during this meeting played a critical role in shaping the
vision, goals, and implementation priorities in the plan.
USELESS
NON-EXISTENT
SPARSE LACKING
CHARM -FREE TERRIBLE
DISCONNECTED
SPORADIC
NATURE ZONES
ORGANIC EASY ACCESS
PRIMITIVE NATURE TRAILS
TOTALITY MORE SHADED
INVITING DAILY
SEAMLESS GATHERING SPOTS
12 FEET WIDE WATER FOUNTAINS
TRAINING NATURAL
Cycle Track
32 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 41
Paved Shared -Use Paths
ONLINE SURVEY
Input from citizens is an important part of the planning process and
to ensure a broad range of the public was able to provide insight,
an online survey was developed. The web -based survey was made
available to Prosper residents from early January until mid -February.
The survey contained questions focusing on various trail and bikeway
aspects in Prosper.
FIGURE 3.4 1 KEY ONLINE SURVEY RESULTS
What is your primary purpose for using trails in Prosper?
70%
60.41%
50%—— — — — — ——
40% — — — — — — — — — — — — — — — — — — — — — — — —
31.97%
30% — — — — — — — — — — — — — — — — — — — —
20% ————
10% °
0
1.93/° 0.75% 0.21% 0.43% 3.65/o
0% 1 I I I 1 I 1
Commute to Fitness/ Run Errands I do not use
Work or School Exercise trails
Recreation/ Trips in the Visit friends
Leisure neighborhood or family
What type of bicycle facility would you prefer to use?
-
9*
.-
Multi -Purpose Trail - Greenbelt 86.43 % sepa` a` ike Lane
3
Overall, how would you rate where you live as a place to walk?
100°r
90%
80%
70%
60%
50%
40%
30%-----2.8.26%— 29.25%-----------—---
209/c 1.7.66%— — --15.23%----------
10% W 9.16% — — — — — —
jW
0.44 %
0%
Excellent Good Fair Poor Very Poor Don't Know
Overall, how would you rate where you live as a place to cycle?
100% — —
90
80%
70%
60%
50%
40% — — — — — — — — — — — — — — — — — — — —
30% —--——--—--27_.8.6%0_-27.31%-----------
20/
o ——18.0-6--%—
——— ——12.56% — — — ——
10% 7.49%— — — — — 6.72%—
0%
Excellent Good Fair Poor Very Poor Don't Know
Top ranked trail amenities and features based on importance.
1
r
o . Neighborhood Trail Safety Shade Wayfinding/
33 /o Access Lighting Directional Signage
Resolution No. 2020-81, Page 42 Chapter 3 1 Trail Needs 33
TRAIL OPPORTUNITIES
ARUNUC1900190
A comprehensive trail system involves understanding who we are
planning for; to identify what are the needs and preferences of the
various trail user groups. Thorough understanding is developed by
identifying the preferences, challenges, and limitations impacting
multiple groups in the community. Each group comes with a unique
set of needs and obstacles; however, the Town's primary goal should
be defining shared aspects of the groups to develop a system that
most efficiently meets overlapping needs.
Lakewood Preserve Trail access point
Pedestrians generally utilize trails for
recreational purposes, and many categorize
themselves as walkers. Affordability and
� accessibility make walking a great passive
Y
recreation activity for the general public.
J Consequently, it is important the connections
Q are made by trails between neighborhoods
3 and nearby destinations. Designing trails
that are enjoyable, attractive, safe, and
comfortable should be the primary concern
when trails are developed.
w Trail networks provide an optimal setting for
(D O runners and joggers seeking opportunities for
0 (D fitness, sport, and leisure. Multi -use trails with
minimum widths of 12' ensure there is space
N for runners and joggers to conveniently and
0� safely pass other users while also providing
w CAspace for group recreation activities and
Zmeet ups.
Bicyclists are categorized into three groups,
Q the occasional rider (children and seniors),
the recreational rider (basic), and the more
_J experienced rider (advanced). A connected
Usystem, either through on -street or off-
U street accommodations or a combination of
op the two, provides opportunities to access a
variety of destinations.
34 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 43
TYPES OF BICYCLISTS
0 Experienced bicyclists view cycling as a mode of transportation and feel confident riding
w in the street adjacent to motor vehicles even if there are no designated bicycle facilities.
U — J g Y
Z — Although these bicyclists are undeterred by various road conditions, designated bicycle
accommodations and bikeway networks are preferred and supported by this group. off-
street multi -use trails accommodating bicyclists will require speed control elements to
Q reduce conflict with other trail users.
m
W
ix
O
w
U)
06
Z
w
0
J_
2
U
`L
These bicyclists that view riding as a source of recreation or a leisure activity prefer off-
street bikeways and shared -use paths. Riders in this category do not typically use cycling
as a mode of transportation and are generally less confident riders. On -street bicycling
by this groups will mostly occur in low traffic zones such as within parks and residential
neighborhoods.
Youths and seniors are considered the most vulnerable groups and their needs and
obstacles primarily revolve around safety. Trail routes that are easy to access and navigate
are ideal for this group. When developing trails, it is important to provide spaces that are
safe and comfortable for this user group.
Resolution No. 2020-81, Page 44 Chapter 3 1 Trail Needs 35
OPPORTUNITY MAP
Based on the results of the needs assessment and the public and
stakeholder input received, a series of opportunities for additional
trail connectivity was developed.
Trail Opportunities
In addition to the currently planned routes from the previous Hike and
Bike Trail Map, there are additional routes that should be considered
to create a more connected system. These include:
• Connecting to the future high school and middle school north of
Prosper Trail and west of Legacy Drive
• Provide trail segments through the Artesia M.U.D.
• Developing a trail along the BNSF railroad track to create a
regional north/south trail
• Filling in gaps along Prosper Trail
• Creating a loop around Town Lake
• Connecting the La Cima trails to nearby schools
Interjurisdictional Connections
Creating trail connections to other cities is important to tie into other
trail systems to create longer trails for users. Key interjurisdictional
connections identified in the opportunity map include connecting
across US 380 into Frisco to the south, to Celina by Frontier Park and
the future high school to the north, and to McKinney near Whitley
Place Park to the east.
Critical Connections
There are key points throughout the Town that are critical to provide
an active transportation connection to either to fill in gaps in the
existing network or to increase safety for pedestrians and cyclists.
The critical connections identified in the opportunity map include
crossings over the future Dallas North Tollway and BNSF railroad,
and at key intersections including Fish Trap and Legacy, Prosper Trail
and Preston, Preston and Lovers, and First Street and the La Cima
Trail.
Enhanced Intersection & Pedestrian Treatments
Old Town Prosper is the focal point for the community and would
benefit from additional pedestrian and cyclist enhancements. A more
detailed study of the Old Town Area is occurring simultaneously
with this plan and will likely recommend additional sidewalk and
pedestrian infrastructure.
Trailhead Opportunities
Trailheads are used to demarcate entrances to trails. They can be of
various scale depending on if there is associated parking with the
trailhead or if it is just a trail access point for pedestrians and cyclists.
Amenities at trailheads can include wayfinding signage, benches, and
water fountains. The trailheads identified on the opportunity map
include those at key city entrances, at points where two trails meet,
and at major destinations like Prosper High School.
Anticipated Growth Areas
As mentioned previously, Prosper is still developing and the
population is anticipated to triple in the next twenty years. There
are two main areas of the town that are still undeveloped; these
include the far northwestern and the far southeastern portions of the
town. For now, it is important to reserve space for trail connections
in these areas along greenbelts and preserve right-of-way for wide
paths along future roadways.
Figure 3.5 depicts these opportunities in map form. This opportunity
map serves as the framework for the recommendations presented
in Chapter 4.
Resolution No. 2020-81, Page 45
36 Prosper Hike &Bike Trails Master Plan
FIGURE 3.51 HIKE & BIKE TRAIL OPPORTUNITIES MAP
MILES
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Resolution No. 2020-81, Page 46
Chapter 3 1 Trail Needs 37
F A
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CONTENT
Facility Hierarchy
Evaluation Criteria
Recommended Trail Network
Design Standards
Resolution No. 2020-81, Page 48
FACILITY HIERARCHY
The Town of Prosper's proposed hike and bike trail system is defined by a hierarchy of pedestrian and bicycle facilities that provide connections
to destinations throughout the town. The hierarchy is divided into four categories: Veloweb Trails, Connector Trails, Wide Sidewalks, and Bikeways,
all of which provide opportunities for a variety of user groups to utilize as an alternative mode of transportation and for recreation. Each category
has defining characteristics such as pavement width and the level of connectivity they provide locally and regionally. This section discusses each
level of the facility hierarchy in more detail.
Veloweb Trails are located on the NCTCOG
designated Veloweb, which was discussed on page 20, highlighting
their regional significance for connectivity within the DFW
Metroplex. Veloweb trails are defined by pavement widths of
12' minimum and the interjurisdictional connections the provide.
The extensive regional and local connectivity these trails provide
allow them to support trailheads along major trail junctions. The
proposed Veloweb Trails in Prosper include the Cross -Town Trail,
Doe Branch Trail, and BNSF Railroad Trail.
KEY FEATURES
Minimum Width: 12'
User Groups: All pedestrians and cyclists
"�� The primary purpose of Connector Trails is to
create connections to parks, neighborhoods, and key destinations.
Typically, these trails are located along major thoroughfares or in
off-street corridors and are characterized by pavement widths of
10' minimum. To establish a comprehensive system of connectivity
it is crucial that Connector Trails connect to Veloweb Trails. There
are existing 10' trails in Prosper today; this plan recommends
additional trails, primarily along roadways.
KEY FEATURES
Minimum Width: 10'
User Groups: All pedestrians and cyclists
Location: Generally, in off-street corridors or adjacent to major
Location: Off -Street corridors (greenbelts, railroad corridors) or thoroughfares and in some cases adjacent to minor thoroughfares
adjacent to major thoroughfares. where there is high demand or a key destination along the pathway.
Where possible, connector trails should be placed on both sides of
the roadway.
Resolution No. 2020-81, Page 49
40 Prosper Hike &Bike Trails Master Plan
`*�� Wide sidewalks are defined by pavement widths of
8', which is wider than the standard sidewalks in Prosper (6') and
are typically located along minor and collector thoroughfares. The
primary function of wide sidewalks is to create connections to and
within neighborhoods, proving essential access and allowing users
the ability to use pedestrian facilities for short trips. Additionally,
wide sidewalks provide safe routes to schools for the surrounding
residential neighborhoods.
KEY FEATURES
Minimum Width: 8'
User Groups: All pedestrians
Bicycle accommodations provide designated spaces
for bicyclists to safely and conveniently ride along a roadway.
Types of bikeway accommodations include bike lanes, buffered
bike lanes, bicycle boulevards, and sharrows; the appropriate type
of accommodation is selected for a roadway based on factors such
as traffic speeds and volumes. Bikeways for Prosper will initially
begin in the downtown area as a step toward determining what
accommodations are most appropriate for the town's bicycling
needs. Typical sections for each bicycle accommodation are
depicted in the Design Standards section of this chapter. Future
feasibility studies will need to be conducted to determine roadway
specific on -street facilities.
KEY FEATURES
Location: Generally, adjacent to roadways classified as minor User Groups: Cyclists only
thoroughfares and collectors. Where possible, wide sidewalks
should be placed on both sides of the roadway. Location: Along roadways with appropriate speeds and volumes
determined by additional analysis.
Resolution No. 2020-81, Page 50
Chapter 4 1 Recommendations 41
EVALUATION CRITERIA
In order to identify the proposed hike and bike trail network, a series
of evaluation criteria were developed. The criteria analyze elements
such as connectivity, accessibility, and ease of implementation.
These elements help to identify proposed trail corridors and the
prioritization of segments for future implementation. The evaluation
criteria are outlined below.
CONNECTS TO KEY DESTINATIONS:
Key destinations include existing parks, schools, and major
employment and shopping centers.
CONNECTS TO THE EXISTING HIKE AND BIKE
TRAIL NETWORK:
Connecting to the existing system of hike and bike trails
establishes a comprehensive network of connectivity.
CREATES AN INTERJURISDICTIONAL
CONNECTIONS:
LOCATED ON THE DESIGNATED VELOWEB:
Building along the Regional Veloweb increase opportunities for
funding, public awareness, and enhances the regional network.
SOLVES A SAFETY ISSUES OR OVERCOMES A
BARRIER:
It is an essential role of alternative transportation routes to
eliminate safety concerns and overcome barriers to accessibility.
FILLS A GAP IN THE EXISTING SYSTEM:
The current system is largely disconnected, therefore building
upon what does exist will quickly develop a fully connected
system. This criterion is weighted higher due to the importance
of closing gaps in the trail system.
IMPROVES AN EXISTING TRAIL:
Prioritizing improvements to trail segments that accommodate
Establishing connections into surrounding cities increases a variety of users ensures that users of all ages and abilities are
regional connectivity. considered. This criterion is weighted lower since the priority
should be to construct new trails to create more connectivity.
Resolution No. 2020-81, Page 51
42 Prosper Hike &Bike Trails Master Plan
EASE OF IMPLEMENTATION:
The ability to easily implement trail segments speaks to
feasibility and ultimately prioritizes the development of a
segment in the near -term. This criterion is weighted higher due
to the importance of being able to feasibly implement a trail.
AMOUNT OF ENVIRONMENTALLY -SENSITIVE
AREAS DISTURBED:
Minimizing disruption to the natural areas along trails is
important as a measure to preserve the natural landscape and
to provide scenic views along routes.
CREATES AN UNINTERRUPTED TRAIL
SEGMENTS LONGER THAN 2 MILES:
Uninterrupted trail segments that extend longer than 2 miles
increases the level of connectivity, provides connections to a
greater number of destinations, and creates opportunities to
host recreational events.
CREATES A COMFORTABLE USER
EXPERIENCE:
Keeping user groups in mind is crucial when developing trails.
Users should feel safe, comfortable, and enjoy their experience
on a trail.
Resolution No. 2020-81, Page 52 Chapter 4 Recommendations 43
RECOMMENDED TRAIL NETWORK
A proposed network of trails and bikeways has been developed
based on the community input and needs assessment, with the
guidance of the evaluation criteria and with the overall master plan
goals in mind. Figure 4.1 illustrates the recommended network
of trails, wide sidewalks, bikeway opportunities, and associated
amenities to be implemented throughout Prosper over time. The
proposed network provides for a system of non -motorized routes
that strengthen connections to the greater DFW region and builds
upon Prosper's burgeoning trail system.
The following pages assess the recommendations for each of the
three Town areas in greater detail. The three areas are characterized
by different development patterns, natural features, and anticipated
future growth; therefore, while the overall proposed network
considers the Town in its entirety, recommendations have been
curated for each area.
HOW TO USE THE MAP
The Hike and Bike Trail Master Plan Map should serve as a guide
for Town officials and developers as it relates to the specific hike
and bike trail accommodations that are required throughout
Prosper. Upon adoption of this master plan, the interactive maps on
the Town's website should be updated to reflect the master plan
recommendations. Additionally, the following assumptions should
be adhered to when interpreting the map:
In accordance with the Prosper Development Manual, 6'
sidewalks are required on all thoroughfares unless designated
for a different treatment on the Hike and Bike Trail Master Plan
Map.
If future thoroughfare alignments change on the Future
Thoroughfare Plan, then the proposed trail facilities along
those thoroughfares will also change to align with the future
thoroughfares.
The Hike and Bike Trail Master Plan Map may be amended by
the Town Council. It is recommended that modifications happen
once a year to reflect built facilities and other needed changes as
development occurs.
ACHIEVING PLAN GOALS
The Hike and Bike Trail Master Plan recommendations achieve the
stated goals of the master plan.
GOAL 1: SAFE & CONNECTED TRAIL SYSTEM
The plan recommends a total of 93.79 miles of trail facilities 10' or
wider and 16.56 miles of 8' paths. These facilities will accommodate a
variety of active transportation users. Key destinations such as parks,
schools, neighborhood(s), and major retail centers will be connected.
GOAL 2: TRAILS WITH NEW DEVELOPMENT
The plan recommends trail facilities in areas of the Town that are not
yet developed, ensuring that right-of-way for trails is preserved. The
design standards presented later in this chapter will give guidance to
developers when building future trails.
GOAL 3: SUSTAINABILITY
The plan recommends developing off-street trails within greenbelts
in a context -sensitive manner to celebrate the natural features within
Prosper.
GOAL 4: TRAIL SYSTEM AWARENESS
The plan recommends a series of trailheads and trail access points,
which will bring awareness to the trail system as a whole.
44 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 53
FIGURE 4.1 1 RECOMMENDED NETWORK MAP
E
Map Notes:
1. The Prosper Development Manual currently requires minimum 6' sidewalks on all
thoroughfares and collectors and minimum 5' sidewalks within residential areas. Unless
depicted on this map as a wider facility, it is assumed that the requirements in the
Development Manual apply.
2. Where possible, it is intended to have connector trails and wide sidewalks on both
MILES sides of the roadway.
0.5 1 2
u V"osper
I — — ETA Golf Course
Downtown Future Parks
M.U.D. . HOA Facilities
Schools Future Schools
RECOMMENDATIONS
Cities
Existing Pavement Widths _
6 ft Paths
8 ft Trail
10 ft Trail
12 ft Trail
Wide Sidewalks -8' — Future Bikeway Accommodations
------ Connector Trails-10' Q Trail Access Points
...... Veloweb Trails -12' Trailheads
Resolution No. 2020-81, Page 54
Chapter 4 1 Recommendations 45
AREA I HIGHLIGHTS
• Connection through Artesia M.U.D.
• Implementation of Regional Veloweb corridor along greenbelt
• Connections to current and future schools
• Completing trails in windsong Ranch
FIGURE 4.21 RECOMMENDED NETWORK MAP - AREA I
...........
:.
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G
Future:
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••t...
•V
MS
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N
CN :
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L
•O
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z
• Connection to Preserve at Doe Creek neighborhood
• Connections into Frisco and Celina
• Preserving trail along western portion of Doe Creek
• Trailheads at existing and future parks and along the Veloweb
trail
M
O a
. ..............
... Future •' ...
• ; Future :O HS • • . •Q
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MS •--
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Resolution No. 2020-81, Page 55
46 Prosper Hike &Bike Trails Master Plan
AREA II HIGHLIGHTS
• Increased connections to schools
• Connection across Dallas North Tollway and BNSF railroad Connections into Frisco and Celina
• Bikeway opportunities in Old Town Prosper •
• Rails to Trails opportunity
• Regional Veloweb implementation - railroad and cross-town Trailheads at existing and future parks in Old Town Prosper
corridor
FIGURE 4.21 RECOMMENDED NETWORK MAP - AREA II
A
•i. •
4JJ/J•
O • Potenfi al
��'
Future
• �•' Elementary•
.lo
School
•O
•� •Potential• •Prosper Trail • • a
•�.
�� Future
Middle
Amenity Center nau
oo
-School
r.
TAIL•••••
Prosper
CenTer
r• Park
i
Resolution No. 2020-81, Page 56
Chapter 4 1 Recommendations 47
AREA III HIGHLIGHTS
• Connector trails within easement and greenbelt corridors
• Implementation of Regional Veloweb - utility easement corridor
• Connections into McKinney and Celina
• Filling in gaps in existing trails/sidewalks
FIGURE 4.21 RECOMMENDED NETWORK MAP - AREA III
• Widen existing trails along designated Veloweb
• Preserving ROW for trail within southeastern portion of Town
• Trailheads at existing and future parks and along the Veloweb
trail
0.
48 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 57
OLD TOWN PROSPER DETAIL
Old Town Prosper is the central destination of Prosper and the area
has undergone past planning studies. In addition to the recommended
trails along First Street and adjacent to the railroad track, there are
roadways within Old Town that could support on -street bikeway
accommodations.
Figure 4.5 shows the corridors within downtown that could support
a bikeway accommodation such as a separated bike lane, shared lane
marking, signed route, or bicycle boulevard. It is important to note
that cyclists are allowed to ride in roadways in Texas unless explicitly
prohibited, but adding a designated bikeway accommodation can
help encourage cyclists that may not feel comfortable riding in the
street otherwise.
FIGURE 4.51 RECOMMENDED NETWORK MAP - DOWNTOWN
Ul
Q
J
J
` .. OWN 0
The specific bikeway accommodation treatment(s) should
be determined through further study. Some of the bikeway
accommodations are relatively inexpensive to implement and
could be introduced as interim or temporary installations to test
the demand or popularity for the facilities in Old Town Prosper. The
roadways identified have relatively low speeds and traffic volumes
which translates to a lower stress facility for cyclists. The Prosper
EDC will be developing a Downtown Master Plan; when that plan is
finalized, the trail and bikeway recommendations should be deemed
part of this master plan.
P_ASEWARK_CIR
N
Resolution No. 2020-81, Page 58
Chapter 4 1 Recommendations 49
A PLACE WHERE EVERYONE MATTERS
BRANDING THE HIKE AND BIKE SYSTEM
Trails within a community should be easy to identify and locate,
which can be improved through branding the hike and bike trail
system. 'Branding' the trail system can refer to naming trails,
creating a consistent theme for signage and trailheads, and
increasing awareness of the trail system via online maps and
information.
Trail Naming: Some of the trails in Prosper are named, such as
the Lakes of La Cima Hike & Bike Trails. Moving forward, each of
the existing and proposed trails categorized as Connector and
Veloweb Trails should be named and consistently referred to
as such on town maps and educational materials. This will help
residents recognize trails and learn about new ones.
Consistent Themes: The Town has been successful in creating
a consistent pallet for gateway and neighborhood entry features.
Similar materials should be used for signage and furnishings at
trailheads so trail users recognize this is a town facility.
Public Awareness and Education: Information regarding trails
on the town's website and other publication materials should
be consistently updated with information regarding existing and
planned trails, trailheads, and trail access points. This will give
residents and visitors adequate information to utilize the trail
system.
Example of branded and consistent monumentation features along a trail
in Dallas
TABLE 4.2 1 SUMMARY OF RECOMMENDED NETWORK BY CORRIDOR
CORRIDOR
M
Legacy
1.13
Windsong Parkway
Doe Creek Gre'F
Parvin Drive
1.0
Doe Branch - Segment 1
�� Fishtrap Road �
Parvin Drive
1.D
Doe Branch - Segment 2
Doe Creek
Western Town Limits
1.E
Future High School
Development
Prosper Trail
Parvin Drive
1.F
Parvin Road
FM 1385
Frontier Parkway
1.G
Prosper Trail
Windsong Parkway
Legacy Drive
1.1-1
Future Development
Doe Creek
Greenbelt
Legacy Drive
1.1
Teel Parkway Prosper Trail JEL.._ Fishtrap Road
1 J
Windsong Parkway Extension
Windsong Parkway
Teel Parkway
1.1- wlr -Legacy US 380 Frontier Parkway
1.M FM138= IS arvin Road j US 380 WI
1.N Future Denton ISD School Site Proposed Doe Branch Fishtrap Road
Segment 2 (south)
q
RECOMMENDED FACILITY LENGTH SIDE OF STREET/
TREATMENT
WIDTH
(MILES) WATERWAY
Connector/Veloweb
10'-12'
5.30
Connector
10'
1.00 East
'TMMor
10'
4.09
Connector
10'
2.42 North
Connector
10'
0.53
Connector
10'
3.53 South
Connector
10,
1.95 North im
Connector
10'
1.75 North
Connector -M__WWest M
Connector
10'
0.87 North, West
Connector
10'
5.97 East, West
Connector
10'
2.29 1W East
Connector
10'
1.04 East, West
1.0 Fishtrap Road Preserve at Doe Creek
Gee Road
Connector
10'
0.79
South
-' Doe Branch Trail Connection Windsong Parkway
Doe Branch Trail
Connector
10'
0.04
. South
_Elompme i - TPcv��
County line
Wide Sidewalk._
1.04
ql�oJJW
1.R Doe Branch - Segment 3 US 380
Doe Branch Trail
Connector
10'
0.58,
East
r Cross Town Trail - Segment 2 County Line
BNSF Railroa�
Veloweb
2.96
North, West
_
2.13 Cross Town Trail- Segment 3 First Street A�eston Ro,�P
Veloweb
12'
1.57
South, East
Resolution No. 2020-81, Page 60
Chapter
4 1 Recommendations 51
TABLE 4.2 1 SUMMARY OF RECOMMENDED NETWORK BY CORRIDOR (CONTINUED)
=WCORRIDOR WROM� RECOMMENDED FACILITY LENGTH SIDE OF STREET/
TREATMENT WIDTH (MILES) WATERWAY
-` Button Branch - Segment 1
Legacy Drive
Shawnee Trail
Connector
10'
0.96
North, West
2.D Button Branch - Segment 2
Shawnee Trail
McKinley Street
Connector
10'
1.36
North
MrCook Lan Industry Way
First Street
Wide Sidewalk/
8'-10'
0.70
West
Connector
2.F BNSF Railroad
US 380
North Town Limits
Veloweb
12'
3.08
West
_
Legac� E&J
Worth, South
2.H Shawnee Trail Extension
Frontier Parkway
Prosper Trail
Connector
10,
0.85
West
MOT '0'r Creekside Neighborhood V7 FrontMWKW"Mnnector
�NIPWMR
South, East, West
2.J Frontier Parkway
County Line
Preston Road
Connector
10'
3.11
South
2.K Future Development (Greenbelt)
Prosper High School
Preston Road
Connector
10'
0.71
South
Boundary
21 Coleman Street - Segment 1
Talon Lane
Preston Road
Connector
10'
0.99
North
2.M Coleman Street - Segment 2
Talon Lane
Preston Road
Wide Sidewalk
8'
0.96
South
2.N Tanner's Mill Park
Coleman Street
Kingsbridge Lane
Connector
10'
0.83
South
_ reston Road
Frontier Parkway
US .."tor
__'
Test a
2.13 Coleman Street - Segment 3
Prosper Trail
Gorgeous Road
Connector
10'
0.53
East
2.Q t
Cook Lane Extension
PrestonRoad
Wnnector
��'Worth
2.11 Craig Road
First Street
Preston Road
Connector
10,
0.26
West
2.S Gates of Prosper Development
First Street
Preston Road
Wide Sidewalksdw 8'
3.00
South, West
23 Lovers Lane
Proposed Veloweb on
Lovers Lane
US 380
Connector
10'
1.49
South, West
�johg,rairie Drive Extension
First Street
County Line
Wide Sidewalk
8'
2.84
North, South
_ egment 4
Preston Road
AMA
Eastern Town Limits
Veloweb
12'
5.31
North
3.B First Street
Coit Rod
Custer Road
Connector
10'
4.39
South
Resolution No. 2020-81, Page 61
52 Prosper Hike &Bike Trails Master Plan
TABLE 4.2 1 SUMMARY OF RECOMMENDED NETWORK BY CORRIDOR (CONTINUED)
MAP Ikk D� qE&ORRID0Z
:COMMENDED FACILITY LENGTH SIDE OF STREET/
TREATMENT WIDTH (MILES) WATERWAY
uture High School Development
First Street
Future High SchoolBoundary
Connector
10'0.37
i�East
'V3.D
Lakewood Drive
First Street
US 380
Connector
10,
1.37
West
TRA Utility Easement
Coit Road
Custer Road
Connector
10'
2.65
North
3.F
Rutherford Branch Greenbelt
Lakewood Drive
Custer Road
Connector
10'
3.80
North
Rutherford Branch
-1
Custer Road
Whitley Place Park
Greenbelt
Connector
10'
0.48
West
3.H
Coit Road
Prosper Trail
US 380
Connector
10'
4.01
East, West
�Pp
Town Lake Park
Coit Road
Town nnector
M-W North
3.J
Town Lake Park Spur
Whispering Farms
Existing 8' trail at Glacier
Connector
10'
0.47
East
Trails
Point Court
3X
Sexton Park
First Street
Coit Road
Connector
10'
0.59
East
31
Lakewood Preserve
First Street
Prosper Cross Town Trail
Connector
10'
0.27
West
- Segment 4
3.M
La Cima Boulevard
La Cima Trail
Richland Boulevard
Wide Sidewalk
Iff
0.20
W=
Extension
3.N
Pecan Grove Park
Chapel Hill Trail
Richland Boulevard
Wide Sidewalk
8'
0.35
West
Extension
3.0
Richland Boulevard
Preston Road
Lovers Lane
Wide Sidewalk
ME
0.35
Sou
3.P
Prosper Lake Trail
Prosper Trail
Cedar Grove Park
Wide Sidewalk
8&
West
3.11ili
rkwa
JL
3.R
Prosper Trail - Segment 1
Coit Road
Custer Road
Wide Sidewalk
8'
2.08i
IV
,�
a Ideto <
Prosper Trail - Segment 2
Preston Road
Earn Town Limits
Connector
g 10'
Allllllln��
South
3.T
Patin Park
Prosper Trail
Whitley Place Park
Connector
10'
0.34
West
Resolution No. 2020-81, Page 62
Chapter 4 Recommendations 53
DESIGN STANDARDS
The proposed network presented in this chapter is comprised of
facilities of varying widths. Therefore, design standards are important
to outline the recommended minimum requirements for safety and
convenience of users. It is important to note that all trails should at
a minimum meet the American Association of State Highway and
Transportation Officials (AASHTO) standards, and should exceed
those standards if and where possible. This section outlines design
considerations related to various aspects of trails and pedestrian
facilities. Upon adoption of this master plan, the applicable sections
of the Prosper Development Manual should incorporate the
standards and design criteria outlined in this section. The design
standards outlined in this section are best practices and assume
ideal situations. However, individual developments will be reviewed
on a case by case basis.
The recommended standards in this section comply with the
following standards:
• AASHTO (American Association of State Highway and
Transportation Office)
• ADAAG (American with Disabilities Act Accessibility Guidelines)
• ITE (Institute of Transportation Engineers)
• NACTO (National Association of City Transportation Officials)
• TAS (Texas Accessibility Standards)
• TMUTCD (Texas Manual on Uniform Traffic Control Devices)
• TTI (Texas Transportation Institute)
• TxDOT (Texas Department of Transportation)
• NCTCOG (North Central Texas Council of Governments)
The following is a list of relevant Town development ordinances to
used as a reference for the recommended design standards:
• Town of Prosper Development Manual
• Town of Prosper Subdivision Ordinance
• Town of Prosper Zoning Ordinance
OFF-STREET TRAILS
Off -Street Trails are those designated as either Veloweb Trails or
Connector Trails located away from roadways following natural
features such as creeks or within railroad or utility easement
corridors. A 50' minimum is required for easements and greenbelts.
For trails following a railroad, an easement of 20'-25' outside of the
foul zone is needed. This ensures that the trail will be safely outside
of the zone needed for track maintenance.
DESIGN OBJECTIVES
The alignment of off-street trails should preserve the natural
terrain and vegetation to the greatest extent possible. Alignments
should follow the contours of the land and natural drainage
patterns and should not appear to be carved out of the terrain.
• The alignment of off-street trails should have both curvilinear
and straight segments. However, extreme curves or long straight
segments are not desirable and should be avoided where
possible, except where tree preservation or other obstructions
necessitate such an alignment.
• Meanders in trails should follow natural topography and should
not be haphazard or irregular.
54 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 63
• Intersections with other trails should be located where sightlines
are not obscured and should occur at natural focal points such
as scenic vistas and trail access points.
• Trails should align with existing and future crosswalks at streets
and incorporate handicap accessible ramps that meet the design
criteria of ADAAG and TAS.
PAVEMENT STRUCTURE
Off-street trail pavement should be 6" thick reinforced concrete with
a traverse light broom finish. Expansion joints should be placed in
the trail at an interval of 40' for 10' wide trails and 50' to 60' for 12'
wide trails. Expansion joints should be topped and sealed with a self -
leveling elastomeric join compound and should be flush with the top
surface of pavement on both sides of the joint. Control joints should
be placed at intervals equal to the trail width and the depth should
be one-fourth of the pavement thickness. The joints should be saw -
cut and'/4" wide. For optimum user comfort, the finished surface of
trails should not vary more than 1/4" from the lower edge of an 8' long
straight edge when laid on the surface in any direction.
WIDTH
Trails designated as Veloweb Trails in the Trails Master Plan
should be a minimum of 12' in width in accordance with NCTCOG
guidelines. This applies to trails that will accommodate a mix of users,
including cyclists, pedestrians, maintenance vehicles, and other non -
motorized traffic. Trails designated as Connector Trails in the Trails
Master Plan should be a minimum of 10' in width in accordance with
AASHTO standards. In instances where bridges are needed and ROW
is constrain, a 12' trail may be reduced to 10' to still accommodate
both cyclists and pedestrians, It is not recommended to reduce a 10'
trail further at a bridge crossing
FIGURE 4.6 1 EASEMENT & GREENBELT SETBACK SECTION
regulatory signage -I
50'-0" min. setback
from creek
10'-0"-12'-0" tYp.
min. I hike & bike trail t min.
FIGURE 4.7 1 STANDARD TRAIL SECTION
See regulatory sign detail
Fill material as determined by engineer
Provide 6" thick reinforced
concrete with Town approved
sub -base preparation, 3' soft
houlders with prepared sub -base.
clearing area varies
5'-0" 10'-0"-12'-0" typ. 5'-0"
min.t hike & bike trail I min.
max cross slope I ' I
4'-0"-6'-0" 4'-0"-6'-0"
Existing ground line
Slopes, shoulders, and any area disturbed by construction
iperation to be prepared and seeded. Area to be seeded beyond
the clearing area shall be considered incidental.
Grade to drain
Scarifv and recompacct to depth as determined by engineer—J
Note: For Figures 4.7-4.13 refer to current NACTO, TMUTCD and AASHTO
Guidelines when developing bicycle facilities to determine required sign
placement and trail design.
Resolution No. 2020-81, Page 64
Chapter 4 1 Recommendations 55
CLEARANCE
The optimum vertical clearance over a trail is 10' or higher; this height
accommodates maintenance, patrol, and emergency vehicle access.
All underpasses and tunnels should be a minimum of 8' in height and
where there are vertical clearances less than 10', warning signage
should be posted. In order to have proper clearance for safety and
visibility along trails, tree removal may be necessary in some areas.
Chapter 4, Section 3 of the Town's Zoning ordinance gives guidance
on tree mitigation, which discusses the preservation of trees and
natural areas during construction and regulates tree removal of
Protected Trees when necessary
DESIGN SPEED
In general, a minimum design speed of 20 miles per hour (mph)
should be used if grade does not exceed 5% slope. A design speed
of 30 mph is advisable in instances where strong prevailing winds
exist or trail grades exceed 5%. Speed bumps and other surface
obstructions that would pose a trip hazard for other trail users should
not be used. For instances where it is desirable to slow the speed of
cyclists, chicanes may be used.
FOTOMAMUTAINt
The cross -slope of areas adjacent to trail shoulders should have a
minimum of 2% slope to allow for adequate drainage away from
the trail. Trail pavement surfaces should have a cross slope of 1%
to maintain compliance with ADAAG and TAS standards. Pipe and
culverts should be used to minimize adjacent drainage from crossing
the trail. In no case shall concentrated flows be allowed to cross a
trail. Particular attention should be paid to minimize ice forming on
trails.
PEDESTRIAN FACILITIES
DESIGN OBJECTIVES
• Pedestrian facilities should be located within or parallel to a street
right-of-way with an appropriate buffer distance from vehicular
traffic. The minimum recommended buffer distance is 2'.
• Special consideration should be given to crossings at roadway
intersections to ensure a safe travel experience for both motorists
and pedestrians.
STANDARD SIDEWALK
A sidewalk refers to a paved route that generally connects
residential areas to surrounding services and employment and other
neighborhoods. The Prosper Development Manual currently requires
a minimum of 6' sidewalk along thoroughfares and collectors
and a minimum of 5' sidewalk on residential streets as well as
barrier free ramps at all curb crossings. Sidewalks are located within
or parallel to a street right-of-way and are designed for pedestrian
use only; sidewalks are typically too narrow to accommodate both
cyclists and pedestrians since they travel at different speeds.
WIDE SIDEWALKS
In some instances, sidewalks wider than the standard 6' along
thoroughfares and collectors may be warranted. The updated Hike
and Bike Trail Master Plan map shows 8' sidewalks along certain
roadways that provide key connections between destinations. These
wider sidewalks will still be located within or parallel to the street
right-of-way and incorporate barrier free ramps at all curb crossings.
Resolution No. 2020-81, Page 65
56 Prosper Hike &Bike Trails Master Plan
It is recommended to follow the language in the Prosper Zoning
Ordinance as follows - Sidewalk easements adjacent to the standard
ROW will be required, if necessary, for meandering sidewalks.
The outside edge of the sidewalk shall meander in and out of the
sidewalk easement and, at its closest point to the street, shall be
located not less than five feet (5') from the back -of -curb. Sidewalk
easements shall provide a minimum clearance of two feet (2')
beyond the outside edge of the sidewalk. As stated in the Town of
Prosper Subdivision Ordinance, sidewalks may be located within the
designated landscape buffer of roadways.
TRAILS ADJACENT TO ROADWAYS
The updated Hike and Bike Trail Master Plan identifies some Connector
and Veloweb Trails adjacent to roadways. Unlike sidewalks, trails
are wider with a minimum width of 10' or 12' depending on the
trail designation and are intended for use by both pedestrians and
cyclists. When larger volumes of pedestrian traffic is anticipated, the
co -location of a shared -use path and sidewalk may be appropriate if
there is enough right-of-way to accommodate the facilities.
Meandering trail adjacent to roadway.
INTERSECTION TREATMENTS
Conflict points can occur at intersections between sidewalks and
roadways. In order to reduce conflict points, the corner radius for a
90-degree intersection should typically be 15'.
Figure 4.8 depicts atypical intersection treatment at two intersecting
trails. Additionally, there may be instances when a signalized
trail crossing is needed at a roadway away from the designated
intersection, similar to the treatment at the La Cima Trail and Coit
Road. On the following page, Figure 4.9 depicts a typical signalized
trail crossing and Figure 4.10 depicts a typical trail crossing at a
roadway intersections.
An alternative, more expensive option for crossing roadways is to
construct a pedestrian bridge or tunnel. This provides a completely
separated experience for the trail users away from the roadway. A
pedestrian tunnel is being implemented at Coit and Sexton.
FIGURE 4.8 I TYPICAL TRAIL INTERSECTION TREATMENT
Resolution No. 2020-81, Page 66
Chapter 4 1 Recommendations 57
FIGURE 4.9 1 SIGNALIZED TRAIL CROSSING TREATMENT
(MID -BLOCK)
'L SOIRY POwP!
><aRe
m
Rectangular Rapitl
(RRFS) BeaGOn
(RRFB)
'`Push Button
(ADA Compliant)
Note: Mid -block trail crossing treatment appropriate for major arterials,
minor thoroughfares, collectors, and local streets. The push button and RRFB
signalization are not required for local streets.
FIGURE 4.10 1 SIGNALIZED TRAIL CROSSING AT ROADWAY
INTERSECTION
<� �10'-12'trail
[FOSS
GREEN STOP
®
ONLV
�LIGHT , 'i
;�a"�"" .oX RED
Crosswal
ramp
median
Sidewalk
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GREEN
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IXIXISNXXX
ON -STREET BIKEWAY FACILITIES
There are corridors identified on the updated Hike and Bike Trails
Master Plan map as bikeway opportunities.These are streets, primarily
located in the Old Town Prosper area, that could accommodate an
on -street bikeway facility; what specific bikeway facility type is
to be determined with future study. This section outlines general
descriptions of the types of potential on -street accommodations that
could be implemented in the future. Additional analysis is needed
to determine the exact design guidelines for on -street facilities in
Prosper.
Bicycle boulevards in Austin, Texas with traffic calming countermeasures.
58 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 67
FIGURE 4.11 1 SHARROW TYPICAL FEATURES
N
N
40"
SHARROW MARKING
ENLARGEMENT
While sharrow markings
should be min. 4' from
9gutter, it is often prefera-
to place them along
the centerline of the lane
to minimize wear and tear.
Note: If on -street parking is present along the roadway, the minimum recommended
placement of the sharrow marking Is 11 from the curb.
FIGURE 4.12 1 STANDARD BICYCLE LANE FEATURES
�qI:I_\:7
A sharrow is a type of shared lane in which a sharrow marking
designates the lane for the shared use of motor vehicles and cyclists.
These lanes are depicted with both pavement markings and signage,
as shown in Figure 4.11. This accommodation is typically used on
streets with low speeds (35 mph or less) and low volumes. If the lane
is less than 14', then cyclists may ride in the middle of the lane. If the
lane is 14' or greater, state law dictates that the cyclists must ride
near the curb.
Planning -Level Estimated Costs: Sharrows are relatively
inexpensive to implement; as of 2020, costs are typically $50,000
per mile for pavement markings and signage on an existing street
surface.
STANDARD BICYCLE LANE
Bicycle lanes are a designated portion of a roadway demarcated by
a lane stripe, pavement markings, and signage defining the area for
the exclusive use for one-way cyclist traffic. The minimum width for
a bicycle lane is 4', but 5' is preferred for increased comfort. Specific
design standards for bicycle lanes should be developed with further
analysis specific to Prosper and using the resources on page 54 as
a guide.
Planning -Level Estimated Costs: As of 2020, bicycle lanes cost
approximately $75,000 per mile for markings and signage on an
existing street. For adding additional width to existing roadways, the
typical costs are $635,000 per mile.
Resolution No. 2020-81, Page 68
Chapter 4 1 Recommendations 59
FIGURE 4.13 1 SEPARATED BICYCLE LANE FEATURES
3' buffer lane
FIGURE 4.14 1 BICYCLE BOULEVARD FEATURES
SEPARATED BICYCLE LANE
Separated bicycle lanes differ from standard bicycle lanes in that
there is a separation between the bicycle lane and the vehicle lanes.
The same design features of standard bicycle lanes applyto separated
bicycle lanes, except that there is also a minimum 3' buffer between
the bicycle lane and vehicle lane. The benefit of utilizing a separated
bicycle lane is that the increased separation between drivers and
cyclists improves the safety and comfort of cyclists.
Planning -Level Estimated Costs: As of 2020, the cost of
implementing separated bicycle lanes is approximately $75,000
per mile for markings and signage on an existing street. For adding
additional width to existing roadways, the typical costs are $770,000
per miles.
BICYCLE BOULEVARD
A roadway designated as a bicycle boulevard is a street with low
s motorized traffic volumes and speeds that is designed to give
priority to cyclists and local motor vehicle traffic. Bicycle boulevard
infrastructure includes signs, shared lane markings, and traffic
calming elements. The primary purpose of this type of bikeway
accommodation is to promote the use of cycling along certain
roadways.
ngs
Note: If on -street parking is present along roadways, the minimum recommended
placement of the shared lane marking is 11' from the curb.
OTHER CONSIDERATIONS
Whichever on -street bikeway accommodation is chosen, all pavement
surfaces should be smooth, uniform in width, and free of utility
lids, wide cracks, or longitudinal joints. Bicycle -safe grates without
longitudinal openings should be used to avoid tires getting stuck.
The use of brick, pavers, or stamped concrete is not recommended;
instead, concrete or asphalt is preferred to ensure a smooth cycling
surface.
Resolution No. 2020-81, Page 69
60 Prosper Hike &Bike Trails Master Plan
SIGNAGE AND MARKINGS
TRAFFIC CONTROL SIGNAGE
The TMUTCD provides guidance on traffic control signage for all trail
and bikeway crossings with roadways, based on the facility type and
location. The signage is meant to alert both trail users and motorists
of appropriate usage. The Appendix includes a compilation of
commonly used trail and bikeway signage and information on their
recommended location and size.
Key features of traffic control signage for trails and bikeways include
the following:
• Signage should be highly visible to attract the attention of
motorists, potentially through flashing warning beacons, roadway
striping, or changes in pavement texture.
• Signage for trail users should alert users to oncoming vehicular
traffic through stop signs, pavement marking, or bollards.
• Too many signs or other traffic control devices in one location
can be overwhelming and ultimately lose their impact.
• Directional signage such as 'bicycle crossing' helps to warn
motorists of the presence of potential trail users and can also
help promote use of the trail.
• Directional signage along trails should promote wayfinding to key
destinations.
• Trail markers for trails adjacent to roadways is not needed.
TRAIL MARKER DESIGN
Trail markers are used to designate distance along a trail and also
provide location -specific information for emergency situations.
At a minimum, trail markers should be installed at each trailhead,
trail access point, and major trail intersection. Additionally, mileage
markers help to inform users of the distance they have traveled along
the trail and are important to determine location for emergency
access. Ideally, trail markers should be installed every quarter mile
along off-street Veloweb and Connector trails.
Trail mile marker on the Cottonwood Creek Trail in Allen, Texas
Resolution No. 2020-81, Page 70
Chapter 4 1 Recommendations 61
TRAIL AMENITIES
Trail amenities can enhance the overall user experience along
trails. Through the community online survey and public open house,
residents of Prosper voiced their preferences for various trail
amenities, with neighborhood access, trail safety lighting, shade,
and wayfinding signage ranking the highest. This section includes
a description of the features such as stopping points, furnishings,
and design elements that should be considered throughout the trail
system in theTown. Ultimately, the Parks and Recreation Department
will need to determine the placement of each throughout the trail
system based on what the overall recreation and programming goals
are for each trail.
STOPPING POINTS
Trailheads are located at key entrances to the trail system
allowing users to access a trail. Features typically included
at a trailhead include parking, restrooms, information on trail
rules and regulations, drinking fountains, benches, and trash
receptacles. Additional information regarding recommended
design of trailheads is discussed on page 65.
TRAIL ACCESS POINTS
A trail access point is a location along an off-street trail in
which trail users can access the facility. These are often in the
form of short, paved spurs to the existing sidewalk system in
a neighborhood or in a commercial area. While a trail marker
is needed at trail access points, all of the other features
recommended in a trailhead are not needed for an access
point. More details are discussed on page 65.
PARKING AREAS
Parking should be provided at all trailheads. Particularly for
longer Veloweb Trails, parking at trail entrances is convenient
for residents living further away from the trail network who can
not easily walk or bike to the trail entrance.
Example of parking provided at a trailhead at Valley View Park
62 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 71
REST AREAS 1
Approximately every two miles along off-street Veloweb trails,
there should be a rest area that contains shade, benches,
drinking fountains, and trash receptacles. This will enhance the
user experience for all trail users.
BIKE REPAIR STATIONS
Bike Repair stations are self-service stations that include tools
to perform basic repairs and maintenance to bicycles, including
filling deflated tires or changing a flat tire. Such stations should
be placed near bicycle parking found at key destinations like
parks, schools, and commercial areas.
Bike Repair station at a park in Plano
TRAIL E;�
A trail overlook is meant to celebrate areas of natural beauty or
historic or cultural significance. An overlook should be placed
along a trail so as to not require removal of additional trees.
overlooks should be situated approximately every one to three
miles along Veloweb Trail corridors. The design of individual
overlooks varies based on unique site conditions.
A A
Fitness stations along trails are particularly useful for joggers
and cyclists seeking to stretch, warm up, and cool down before
or after a run or bike ride. Similar to fitness stations located
within a park, a fitness station offers trail users an opportunity
to engage with static machines that target different muscles.
Fitness Station along Campion Trail in Irving
Resolution No. 2020-81, Page 72
Chapter 4 1 Recommendations 63
V
FURNISHINGS
BIKE RACKS
Bike racks are particularly important in areas where the trail
intersects with key destinations such as parks, schools, or
commercial areas. This allows for trail users to safely secure
their bicycles while stopping at destinations along the trail.
Bike racks should be located at trailheads and where the trail
intersects with key destinations.
Bike rack along the Cottonwood Creek Trail in Allen, Texas
Water bottle fill stations are important to ensure that trail
users and their pets can remain hydrated while using the trail.
Water bottle fill stations should be located at all trailheads and
trail overlook points.
The overall cleanliness of the trail system plays a big role in
attracting new and retaining existing users. Trash and recycling
receptacles play a large role in helping ensure trails stay clean.
Trash receptacles should be placed attrailheads and only placed
along trails if there is a demonstrated need. It is recommended
for trail users to bring their own dog waste bags; if there is
an issue with waste in the future, the Town should consider
installing dog waste pickup bag dispensers adjacent to trash
receptacles at trail head locations.
E
Directional signage, maps, and trail rules and regulations should
be posted at trailheads to convey important trail information.
Informational kiosks can inform users of their location along
the trail, total length of the trail, location of amenities and key
destinations along the trail, and where intersections with other
trails occur, if applicable.
Informational Kiosk at the Brazos Park East in Waco, Texas
Resolution No. 2020-81, Page 73
64 Prosper Hike &Bike Trails Master Plan
DESIGN FEATURES
EMERGENCY LIGHTING
While it is not the Town's policy to light trails since parks and
trails close after dusk, emergency safety lighting is still critical
to implement. Areas that should have emergency lighting
include trailheads and parking areas. If the Town's policy
regarding lighting trails changes in the future, considerations
should be given to the time of day that lights are illuminated
and whether they should have a motion sensor or photo-
electric cell controller to reduce energy costs.
Particularly in areas where trails are proposed to follow creeks,
there will be instances where bridges or low-water crossings
are needed as part of a trail corridor. All bridge designs should
be sealed by a Texas Professional Engineer and meet the
Town's engineering standards. Low water crossings should
not exceed 4' from the path to the waterway flowline unless
approved by the Town Engineer. Any crossing exceeding this
4' vertical separation will require a bridge to ensure the trail is
compliant with ADAAG and TAS standards. For creek crossings
that require a short span, box culverts can be used with
handrails.
In areas where there is significant change in topography within
5' of the trail shoulder, safety railings should be constructed.
The top of the railing should be a minimum of 4' higher than the
trail surface. Additionally, the railing rungs should be horizontal
to avoid catching bicycle handlebars. The bottom rung of the
railing should be 4" from the top of the trail. The trail safety
railings should be constructed in accordance with the latest
International Building Code.
Example of safety railings along the Cedar Park Trail in Cedar Park, Texas
Resolution No. 2020-81, Page 74
Chapter 4 1 Recommendations 65
TRAILHEAD DESIGN
The Hike & Bike Trail Master Plan map designates a series of trailheads
to provide access points to the trail system. Trailheads should create
a unique, well -designed entry to the trail system and adhere to the
following design considerations. The following represents typical
features to be included with a trailhead in Prosper.
• Trail Markers: At least one trail marker designating the trail
name and access point should be placed at a trailhead.
• Signage: A map of the Town's trail system should be provided
with a 'you are here' locator.
• Parking: At minimum of 10 parking spaces for major trailheads
(at community parks and retail centers) and five spaces for
minor trailheads (at neighborhood parks and trail intersections)
with one handicap space should be provided. The use of shared
parking should be encouraged when appropriate.
• Bike Racks: Bike racks should be provided at a ratio of one bike
space per every two vehicle parking spaces. A minimum of five
bike rack spaces should be provided at each trailhead. The design
of bike racks must be approved by the Town.
• Benches: One bench for every three vehicle parking spaces
should be provided at each trailhead. The design of benches
must be approved by the Town.
• Water Bottle Fill Station: One water bottle fill station is
recommended where possible to be provided at each trailhead
within 30' of the benches and bike racks. The design of the fill
stations must comply with standard specifications set by the
Town.
• Lighting: Trailhead parking lots should be lit with appropriate
commercial light fixtures to a minimum of �/2 footcandle with no
spillover to adjacent properties. The use of solar powered lighting
is encouraged where possible.
TRAIL ACCESS POINTS
The Hike & Bike Trail Master Plan map also designates trail access
points, or areas where one can access a trail that isn't located
adjacent to a roadway. At a minimum, a trail access point should
include a trail marker that designates the trail name and mile marker
information. Trail heads are also considered access points, but include
more amenities as listed in the previous section.
rrJ` s
'(,
Example of a trailhead in Allen, Texas
66 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 75
SOCIAL DISTANCING CONSIDERATIONS
The unprecedented times experienced during the global pandemic
have heightened the importance of public amenities that support
outdoor recreational opportunities at a safe distance. However, a new
reality has taken form which involves normalizing social distancing
through design.
Examples of trail amenity design that support social distancing
behavior include the following:
• Implementing wider trails increases comfort for all trail users
and better aligns with current and future social distancing
policies. The ability to maintain a safe distance from fellow users
is critical from a health standpoint.
• Touchless water bottle fill stations allow users to refill personal
water bottles in a manner that considers the safety of all users
and prevents the spread of germs.
• Establishing sanitation stations along trails that provide for
hand -washing and cleansing wipes to disinfect amenities such
as benches and hand railings increase user comfort and aid in
the prevention of spreading germs.
• To optimize the use of spaces for public activities, municipalities
should consider temporarily closing lanes along roadways
with excess capacity to be utilized by bicyclists.
• Increasing the frequency of rest stops allows space for
separation from others along portions of trail that are experiencing
highervolumes of users as well as the ability to more conveniently
provide amenities such as water filling stations and sanitation
stations.
Example of social distancing signage along trails in Plano, Texas
Resolution No. 2020-81, Page 76
Chapter 4 1 Recommendations 67
low
CONTENT
Implementation Plan
Potential Funding Sources
Conclusion
Resolution No. 2020-81, Page 78
IMPLEMENTATION PLAN
IMPLEMENTATION PRIORITIES
Figure 5.1 depicts the overall recommendations map as discussed in Chapter 4 with the prioritized segments highlighted. These segments were
identified by scoring each of the trail segments based on the evaluation criteria discussed in Chapter 4.
FIGURE 5.1 TOWN -WIDE PRIORITIZATION MAP
I
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LEGEND
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Town of Parks
Existing & Planned
Trails in Surrounding
-`�.. -
❑Prosper
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I - - FTI Golf Course
EZlsting Pavement Widths _
Downtown %p////i, Future Parks
Eft Paths
•v„ IC ®
M.U.D. ■ NOA Facilities
— 8 ft Trail
— 10 ft Trail
— 12 ft Trail
Schools Future Schools
RECOMMENDATIONS
•••••• Wide Sidewalks -8' v
$�91
Trail Access Points
• Connector Trails-10'
/ ...... Veloweb Trails -12' VT
Trailheads
/
uture Bi n
Priority Corridors
Resolution No. 2020-81, Page 79
70 Prosper Hike &Bike Trails Master Plan
PRIORITY TRAIL PROJECTS
The summaries on pages 72-87 give detail on each of the corridors
identified in the priority map in Figure 5.1 and Table 5.1. Although
these corridors scored high given the prioritization criteria, there may
be projects that occur sooner as development occurs throughout
Prosper.
For each priority corridor, a description of the key features,
implementation considerations, and planning -level cost estimates
are given. It is important to note that the estimates are at a pre -
design level, and therefore will vary as additional planning and design
occurs. A summary of the potential funding sources is also discussed
on the following pages.
For all of the other recommended facilities, typical cost per mile
estimates are detailed on page 88.
TABLE 5.1 1 PRIORITY CORRIDOR LISTING
Area 1 - West Prosper 1.K -Artesia M.U.D.
73
MME—Legacy Driv
74
Area 1 - West Prosper 1.0 - Fishtrap Road
75
lea 1 - West Prosper 1.P - Doe Branch Trail Connection
76
Area 1 - West Prosper 1.Q - Prairie Drive
77
Ar*MLntral ProsEl.jaoss-Town Trail ment&,,
78
Area 2 - Central Prosper 2.13 - Cross -Town Trail Segment 3
79
orv-Central Prosp osper
80
Area 2 - Central Prosper 21- Coleman Street Segment 1
81
Aritral Prospe Coleman Street Segment 2
82
Area 2 - Central Prosper 2.0 - Preston Road
83
- tral1jAhRt Streeter
84
Area 3 - East Prosper 3.A - Cross -Town Trail Segment 4
85
- osp Wakewood Preserve�p
86
Area 3 - East Prosper 3.R - Prosper Trail Segment 1
87
Resolution No. 2020-81, Page 80
Chapter 5 1 Implementation 71
AREA I - SEGMENT A
TRAIL TYPE: 12' VELOWEB TRAIL I LENGTH: 5.30 MILES
Segment 1.A is the far western portion of the Cross -Town Trail that
is part of the Regional Veloweb network. The proposed trail travels
from U.S. 380 in the south to Legacy Drive to the east following
along the Doe Branch Creek. This corridor will provide connectivity
to Frisco and Little Elm from the south and Celina to the north
and also connect key destinations within Prosper including parks,
neighborhoods, and a planned high school. As shown in Figure 5.2,
there are multiple trailheads and trail access points recommended
for this trail segment.
when this trail segment is designed and constructed, major
implementation considerations include:
• Coordinating with Frisco and Little Elm to the south and Celina
to the north to ensure safe and easy connections to trails within
those communities.
• Elevating portions of trails where needed due to flooding.
• Crossing major roadways at Fish Trap, Teel Parkway, and Legacy
Drive.
• Implementing bridge or culverts when crossing the creek.
Table 5.2 depicts the estimated planning level costs to implement
the trail segment. Since this trail primarily runs through the windsong
Ranch development, the majority of the trail will be funded through
private development. A portion of the trail also travels adjacent to
the future high school. Given that this corridor is designated on the
Regional Veloweb, grant opportunities could also be pursued.
TABLE 5.2 1 CORRIDOR 1.A COST ESTIMATES
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.21 CORRIDOR 1.A DETAIL MAP
New Bridge
New Bridge New Bridge
�.. Gil'
�At Grade crossing G Trail Access Points
ds
,� Priority Co
Priority Corridors
r�
:M
7PERsTRAIL-•••-
F
• •� • F
o;
•:. Prosper • 1
Center
••. Park
' ES�:
RECOMMENDATIONS
•••••• Wide Sidewalks
•••••• Connector Trails-10'
•••••• Veloweb Trails-12'
� Future Bikeway
Accommodations
72 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 81
AREA I - SEGMENT K
FIGURE 5.3 1 CORRIDOR 1.K DETAIL MAP
TRAIL TYPE: 10' CONNECTOR TRAIL I LENGTH: 1.63 MILES
6*0
♦ Windsong
Segment 1.K connects through the Artesia M.U.D. to provide
connectivity from the Windsong Ranch neighborhood to Prosper
.
......... •P-ROSRENTIR
IL- - -1
Center Park and an elementary school. The proposed trail travels
''••� .
from the Doe Creek Greenbelt to Fish Trap Road. There are existing
�.♦
trails within Artesia to which this proposed trail will connect. Figure
5.3 depicts the corridor in detail, including a proposed trailhead at
♦♦
•
Prosper Center Park.
; `•.,,'.•••""""����������i
When this trail segment is designed and constructed, major
'
l�� "
implementation considerations include:
IRONWOOD
• Coordinating with Windsong Ranch and Artesia M.U.D.
re
Existing Bridge/Boardwalk
• Elevating portions of trails where needed due to flooding.
FREEMAN
ARTES�A
• Crossing major roadways at Legacy and Fish Trap.
c,®,
M U 13
Table 5.3 depicts the estimated planning level costs to implement
• Omar.
• . • •
At Grade-
the trail segment. Potential funding sources include grant funding
and CIP funds. This project also resents an opportunity to partner
p 1 p pp Y p
GRASS.LN
PEPPER-
' •' - - • •
• •. New Bridge
with the Artesia M.U.D. on providing trail opportunities.
EW. EIRI
Under Road crossing
- Prosper
New Bridge-- Center
Park
JOODBNNE.CN
New Bridge�r ,
RAP D
At Grade ----'
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c
F J
CLEARWAT.ER.DR
TABLE 5.31 CORRIDOR 1.K COST ESTIMATES
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
4110
a� J��
RENMUIR-DR— ♦ '
• � PRAIRIE -DR . � ♦ ♦
.... • • RECOMMENDATIONS
--•--• wide5idewa1
ks-B' G Trail Access Points
•••••• Connector Trails-10'
...... Veloweb Trails -12' 0 Trailheads
Future Bikeway Priority Corridors
Accommodations
Resolution No. 2020-81, Page 82
Chapter 5 1 Implementation 73
AREA I - SEGMENT L
TRAIL TYPE: 10' CONNECTOR TRAIL I LENGTH: 5.63 MILES
Segment 11 would provide 10' trails on both side of Legacy Drive
from the southern town boundary (U.S. 380) to the northern boundary
(Frontier Parkway). The trail corridor will provide connectivity to
Frisco and Celina and will connect to Prosper Center Park and the
Cross -Town Veloweb in the northern part of Town. Figure 5.4 depicts
the details of this trail corridor. There is a proposed trail access point
at the intersection with the Cross -Town Veloweb Trail just south of
Frontier Parkway.
when this trail segment is designed and constructed, major
implementation considerations include:
• Coordinating with Frisco to the south and Celina to the north to
ensure safe and easy connections to trails or pedestrian facilities
in those communities.
• Crossing major roadways at Fish Trap and Prosper Trail.
• Tying into existing trails south of Prairie Drive.
Table 5.4 depicts the estimated planning level costs to implement
the trail segment. The majority of the proposed corridor extent falls
within existing developer agreements, so the trail should be funded
by private development as development occurs.
TABLE 5.4 1 CORRIDOR I.L. COST ESTIMATES
.69ieiles., $8,800,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.4 1 CORRIDOR 1.L DETAIL MAP
♦♦
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RECOMMENDATIONS
••.... Wide Sidewalks-8' Q Trail Access Points
•••••• Connector Trails -10'
•..••. Veloweb Trails -12Trailheads
Future Bikeway Priority Corridors
Accommodations
74 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 83
AREA I - SEGMENT O
TRAIL TYPE: 10' CONNECTOR TRAIL I LENGTH: 0.79 MILES
Segment 1.0 is a short connection on the south side of Fish Trap
Road that would connect the Preserve at Doe Creek neighborhood
to Gee Road. This corridor was identified as a gap during the
public engagement events and needs assessment process. When
implemented, this connection will connect to the larger existing
and planned system within the Windsong Ranch neighborhood. The
proposed corridor is shown in Figure 5.5 to the right.
When this trail segment is designed and constructed, major
implementation considerations include:
• Tying into existing trails within the Preserve at Doe Creek
neighborhood.
• Creating a connection to proposed veloweb Trails along Doe
Branch creek.
• Floodplain considerations.
Table 5.5 depicts the estimated planning level costs to implement
the trail segment. Potential funding sources include CIP funding or
grant funding since this location is outside of an existing developer
facility agreement.
TABLE 5.5 1 CORRIDOR 1.0 COST ESTIMATES
1.0 -
$2,100,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.5 CORRIDOR 1.0 DETAIL MAP
- �♦ ■
io;o
wo 0
r
■
RECOMMENDATIONS
•••... Wide Sidewalks -8' Q Trail Access Points
•••••• Connector Trails-10'
...... Veloweb Trails -12' Trailheads
Future Bikeway Priority Corridors
Accommodations
Resolution No. 2020-81, Page 84
Chapter 5 1 Implementation 75
AREA I - SEGMENT P
TRAIL TYPE: 10' CONNECTOR TRAIL I LENGTH: 0.04 MILES
Segment 1.P is a short connection that connects the Cross -Town
Veloweb Trail along Doe Branch to the existing 10' trails built in
Windsong Ranch. The proposed trail corridor travels from Windsong
Parkway to Doe Branch Trail. Figure 5.6 to the right shows the
proposed trail segment and surrounding area in more detail.
When this trail segment is designed and constructed, major
implementation considerations include:
• Connecting to existing trails within Windsong Ranch.
• Floodplain considerations.
Table 5.6 depicts the estimated planning level costs to implement
the trail segment. This short spur is located within the Windsong
Ranch neighborhood with existing developer agreements, so the trail
should be funded through the developer when development occurs.
TABLE 5.6 1 CORRIDOR 1.P COST ESTIMATES
1.P - Doe Branch Trail Connection 0.04 miles` $330,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.6 I CORRIDOR 1.P DETAIL MAP
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�S -S; •• Wide Sidewalks -8' Q Trail Ac
. •••••• Connector Trails-10'
• Veloweb Trails -12'
h� Future Bikeway Priority
Accommodations
Resolution No. 2020-81, Page 85
76 Prosper Hike &Bike Trails Master Plan
AREA I - SEGMENT Q
TRAIL TYPE: 8' WIDE SIDEWALKS I LENGTH: 1.04 MILES
Segment 1.Q recommends providing wide sidewalks on the north
and south side of Prairie Drive from Teel Parkway to the Denton/
Collin County line. There are existing 8' paths along portions of Prairie
Drive, so this corridor would provide additional paths on either side
of the full extension of the roadway. Figure 5.7 depicts the details of
the proposed corridor.
When this trail segment is designed and constructed, major
implementation considerations include:
• Any adjustments to proposed roadway alignment.
• Connecting to existing 8' paths.
Table 5.7 depicts the estimated planning level costs to implement
the trail segment. Potential funding sources include future developer
agreements as development in this area occurs.
TABLE 5.71 CORRIDOR 1.Q COST ESTIMATES
1.Q - Prairie
$2,000,000
FIGURE 5.71 CORRIDOR 1.Q DETAIL MAP
■i • • • ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ Future!S
■ ■ • r/- �� ■ Trail
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FF
Estimates are at a pre -planning level. Costs will vary with additional planning and /�
design. See page 88 for typical cost figures used. � r
Resolution No. 2020-81, Page 86
4
RECOMMENDATIONS
...... Wide Sidewalks-8' Q Trail Access Points
•••••• Connector Trails-10'
...... Veloweb Trails -12' Trailheads
Future Bikeway Priority Corridors
Accommodations
Chapter 5 1 Implementation 77
AREA II - SEGMENT A
TRAIL TYPE: 12' VELOWEB TRAIL I LENGTH: 2.96 MILES
Segment 2.A is the second segment of the Cross -Town Veloweb
corridor. In Area II, the corridor travels from the County Line to the
BNSF railroad along the Doe Branch Greenbelt, south on Shawnee
Trail, and east on First Street. The proposed corridor intersects with
multiple trails along the route and is part of the east -west Veloweb
corridor. Figure 5.8 shows the various trail intersections and trail
access opportunities within this segment.
When this trail segment is designed and constructed, major
implementation considerations include:
• Coordinating with NTTA on the Dallas North Tollway crossing.
• Widening existing paths along Shawnee Trail to accommodate
the Veloweb Trail.
• Creek crossings.
• Major roadway crossings at Prosper Trail, Dallas North Tollway,
and Lovers Lane.
• Floodplain considerations.
Table 5.8 depicts the estimated planning level costs to implement
the trail segment. Potential funding sources include developer
funding through existing and future developer facility agreements.
Given that this corridor is designated on the Regional Veloweb, grant
opportunities could also be pursued.
TABLE 5.81 CORRIDOR 2.A COST ESTIMATES
FIGURE 5.81 CORRIDOR 2.A DETAIL MAP
FRONTIER PKWY
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2.A Cross -Town Trail Segment 2 2.96 miles $4 600 000 ' • : �FtS. LN , . - .RECOMMENDATIONS
r r : • J .�■■ • •• Wide Sidewalks-8' Q Trail Access Points
• O' ♦ •••••• Connector Trails-10'
Estimates are at a pre -planning level. Costs will vary with additional planning and . 1� �; . ; ...... Veloweb Trails -12, Trailheads
Future Bikeway Priority
design. See page 88 for typical cost figures used. . • Corridors
■ . ♦ Accommodations
Resolution No. 2020-81, Page 87
78 Prosper Hike &Bike Trails Master Plan
.• ■
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AREA II - SEGMENT B
TRAIL TYPE: 12' VELOWEB TRAIL I LENGTH: 1.57 MILES
Segment 2.113 is a continuation of Segment 2.A as part of the overall
Cross -Town Veloweb Trail. The proposed 12' trail travels from First
Street to Preston Road along the east side of a future collector road
and the south side of Lovers Lane. Both of these roadway segments
are not fully constructed today, so when construction does occur
the trail facilities should be accommodated in the design. Figure 5.9
depicts this corridor in detail.
When this trail segment is designed and constructed, major
implementation considerations include:
• Coordinating with BNSF Railroad on the railroad crossing.
• Crossing major roadways at Lovers Lane, Coleman Street, and
Preston Road.
• Floodplain considerations.
• Potential adjustments to future thoroughfares.
Table 5.9 depicts the estimated planning level costs to implement
the trail segment. Potential funding sources include developer
funding through future developer facility agreements. Similar to the
previous corridor, since the Cross -Town Trail is designated on the
Regional Veloweb, grant opportunities could also be pursued.
TABLE 5.9 1 CORRIDOR 2.13 COST ESTIMATES
2.13 - Cross -Town Trail
$3,000,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.9 1 CORRIDOR 2.13 DETAIL MAP
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RECOMMENDATIONS
...... Wide Sidewalks -8' Q
Trail Access Points
•••••• Connector Trails-10'
...... Veloweb Trails -12' gl
Trailheads
Future Bikeway
— Accommodations
Priority Corridors
Resolution No. 2020-81, Page 88
Chapter 5 1 Implementation 79
AREA II - SEGMENT G
TRAIL TYPE: 8' WIDE SIDEWALKS I LENGTH: 4.18 MILES
Segment 2.G fills in 8' paths along the north and south sides of
Prosper Trail through the central portion of Town. The proposed
corridor goes from Legacy Road in the west to Preston Road in the
east. As new development occurs, these wide sidewalks will be filled
in. Figure 5.10 to the right shows the proposed corridor and the
existing and planned trails to which it will connect.
When this trail segment is designed and constructed, major
implementation considerations include:
• Coordinating with NTTA on the Dallas North Tollway crossing.
• Coordinating with BNSF Railroad on the railroad crossing.
• Connecting to existing 8' paths along the roadway.
• Major crossings at Legacy Road, Shawnee Trail, Coleman Street,
and Preston Road.
Table 5.10 depicts the estimated planning level costs to implement
the trail segment. Potential funding sources include future developer
agreements as development along Prosper Trail occurs.
TABLE 5.10 1 CORRIDOR 2.G COST ESTIMATES
FIGURE 5.10 1 CORRIDOR 2.G DETAIL MAP
289
FRONTIER PKWY _ • ..........
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j, Stadium HS 289
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ERS,LN .... �c •: 1
�2.G - Prosper Gilles $4,700,000 �!• • RECOMMENDATIONS _
• •• Wide Sidewalks-8' Q
1 Trail Access Points
•• ' ^1 • •••••• Connector Trails-10'
Estimates are at a pre -planning level. Costs will vary with additional planning and ...... Veloweb Trails -12' Trailheads
design. See page 88 for typical cost figures used. r . ; _ Future Bikeway Priority Corridors
_,' I , Accommodations
Resolution No. 2020-81, Page 89
80 Prosper Hike &Bike Trails Master Plan
AREA II - SEGMENT L
TRAIL TYPE: 10' CONNECTOR TRAIL I LENGTH: 0.99 MILES
Segment 21 proposes a 10' connector trail on the north side of
Coleman Street from Talon Lane to Preston Road. This segment fills in
a gap in the trail network from Preston Road to Prosper High School.
Segment 21 on the south side of Coleman Street will connect to
existing wide sidewalks. As shown in Figure 5.11, a trail access
point is located at the intersection of Preston and Coleman Street.
when this trail segment is designed and constructed, major
implementation considerations include:
• Connecting to existing paths.
• Providing connectivity to Prosper High School.
Table 5.11 depicts the estimated planning level costs to implement
the trail segment. The corridor is located within an existing developer
facility agreement, so the trail should be funded by the developer
when development occurs.
TABLE 5.11 1 CORRIDOR 2.L COST ESTIMATES
21 - Coleman Street Segment 1 0.99 mile4- $1,900,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.11 1 CORRIDOR 2.L DETAIL MAP
*in
I ■ . ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■
MM
289
UM ■ HS
COLEMMA
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■ r
RECOMMENDATIONS
•••••• Wide Sidewalks-8' 9 Trail Access Points
Connector TrailsPROSPER-TRAIL ••• VelowebTrails-11'
Trailheatls
- ' ■ ■ ■ �■
Future Bikeway Priority corridors
Accommodations
Resolution No. 2020-81, Page 90
Chapter 5 1 Implementation 81
AREA II - SEGMENT M
TRAIL TYPE: 8' WIDE SIDEWALKS I LENGTH: 0.96 MILES
Segment 2.M proposes wide sidewalks on the south side of Coleman
Street from Talon Lane to Preston Road. This corridor would connect
to existing 8' paths on the south side south of Talon Lane and would
complement the 10' connector trail on the north side of Coleman
Street. Figure 5.12 to the right depicts the proposed corridor.
When this trail segment is designed and constructed, major
implementation considerations include:
• Connecting to existing paths.
• Intersection safety at Preston Road.
Table 5.12 depicts the estimated planning level costs to implement
the trail segment. Similar to Segment 2.M, the corridor is located in
an area with an existing developer facility agreement, so the trail
should be funded by the developer when development occurs.
TABLE 5.12 1 CORRIDOR 2.M COST ESTIMATES
FIGURE 5.12 1 CORRIDOR 2.M DETAIL MAP
*M
I ■ ■ EL ■ L.-0 ■ ■ ■ ■ ■
■
D 1/ •��♦
um HS
COLEMAN,•;::::::
kgnners
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2.M - Coleman Street Segment 2 0.96 miles $1,700,000 \ fir'
Estimates are at a pre -planning level. Costs will vary with additional planning and P RO S P E R T RA I L
design. See page 88 for typical cost figures used. - 0 - - -
82 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 91
289
RECOMMENDATIONS
••••.• Wide Sidewalks-8' Q Trail Access Points
•••••• Connector Trails-10'
...... Veloweb Trails -12' Trailheads
Future Bikeway Priority Corridors
Accommodations
AREA II - SEGMENT O
TRAIL TYPE: 10' CONNECTOR TRAIL I LENGTH: 6.51 MILES
Segment 2.0 proposes a 10' connector trail on both sides of Preston
Road for the entire stretch through Prosper (U.S. 380 to Frontier
Parkway). Preston is a key commercial corridor in Prosper and also
poses a barrier for safe bicycle and pedestrian activity. Figure 5.13
to the right depicts the corridor in detail.
When this trail segment is designed and constructed, major
implementation considerations include:
• Connecting to existing paths.
• Crossing major roadways at U.S. 380, First Street, Prosper Trail,
and Frontier Parkway.
• Connecting to Celina to the north and Frisco to the south.
Table 5.13 depicts the estimated planning level costs to implement
the trail segment. There is not an existing developer's agreement
along the corridor, so potential funding sources include CIP funds
and potential grant funding. Given that Preston Road is a major
artery in Prosper, there may be major employers that have interest
in sponsoring a portion of the trail facilities.
TABLE 5.13 1 CORRIDOR 2.0 COST ESTIMATES
- Preston
$7,500,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.13 1 CORRIDOR 2.0 DETAIL MAP
' HS '
RUSTI
EVENING.SUN.DR .... ipnne�5
LAKE.TRAIL.IN WINSLO.W
S.T_P.ET,ER _
_ -MARK
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— BERKSHIRE DRJ P`�SAD,DLE_T.RI.
_ ��!NNA,DR R 1II 1
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PROSPER TRAIL
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♦ i - RECOMMENDATIONS
_` • • •••••• Wide Sidewalks -8'
` • .....
• Connector Trails -10'
...... Velowel, Trails -12' ip Trailheads
Future Bikeway Priority Corridors
Accommodations
Resolution No. 2020-81, Page 92
Chapter 5 1 Implementation 83
AREA II - SEGMENT Q
TRAIL TYPE: 10" CONNECTOR TRAIL I LENGTH: 0.98 MILES
Segment 2.Q proposes a ConnectorTrail along the north side of First
Street from the Cook Lane extension to Preston Road. This corridor
would provide a connection from the Cross -Town Regional Veloweb
to Old Town Prosper via First Street. Major destinations that would
be connected include Old Town Prosper and the future passenger
rail station along the BNSF railroad at First Street. Figure 5.14 shows
the proposed corridor details.
when this trail segment is designed and constructed, major
implementation considerations include:
• Coordinating with BNSF Railroad on the railroad crossing.
• Property conflicts within Old Town.
Table 5.14 depicts the estimated planning level costs to implement
the trail segment. Since this corridor is located within an older portion
of Town, unless major redevelopment occurs, developer fees won't
be available to implement this corridor. Instead, CIP funds and grant
funding should be sought to implement the facility.
TABLE 5.14 1 CORRIDOR 2.Q COST ESTIMATES
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.14 1 CORRIDOR 2.Q DETAIL MAP
w
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■ LU
Off■ w w �•. P.ASEWF
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LU
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♦ ♦ 4,
�� • ■ ■ lily � �
■ ■ ♦ ♦ ♦ O
RECOMMENDATIONS ,r
'' _■' •••... Wide Sidewalks -8' Q Trail Access Points
•••••• Connector Trails-10'
■ - - - r 4 ...... Veloweb Trails -12' Trailheads
1111 ♦ Fu[ure Bikeway Priority Corridors
■ Accommodations
84 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 93
AREA III - SEGMENT A
TRAIL TYPE: 12' VELOWEB TRAIL I LENGTH: 5.31 MILES
Segment 3.A is the final segment of the Cross -Town Veloweb Trail,
traveling from Preston Road to Custer Road at the eastern town
boundary. The 12' trail will generally follow along the north side of
Richland Boulevard, then travel within the utility easement starting
at Folsom Park and then traverse through the greenbelt near Whitley
Place Park before connecting to McKinney past Custer Road. Along
this segment there are three proposed trailheads and one proposed
trail access point. As shown in Figure 5.15, there are portions along
this corridor that are built, but they are recommended to be widened
over time to accommodate all users.
When this trail segment is designed and constructed, major
implementation considerations include:
• Connecting to existing paths.
• Connecting south to Frisco and east to McKinney.
• Crossing major roadways at Coit and First Street.
• Widening existing trails along path to 12'.
• Floodplain considerations.
Table 5.15 depicts the estimated planning level costs to implement
the trail segment. For the portions of this trail not already built, the
trail should be funded through future development agreements. For
sections of the trail that are built today less than 12' wide, the cost
will be on the Town to widen segments over time, which could be
funded by CIP funds or grant funding.
TABLE 5.15 1 CORRIDOR &A COST ESTIMATES
3.A - Cross -Town Trail
,300,000
FIGURE 5.15 I CORRIDOR 3.A DETAIL MAP
A ANAL FRONTIER PKWY
i.—zss Q FRONTIER oz....... >
,a
lowl.�o ^.n PROSPERS u
c L Cockrell Pork
2 TRAIL o°°.�c.,�� _ _
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Estimates are at a pre -planning level. Costs will vary with additional planning and �',
design. See page 88 for typical cost figures used.
RECOMMENDATIONS
...... Wide Sidewalks -8' Q Trail Access Points
•••••• Connector Trails -10'
...... Veloweb Trails-12' �1 Trailheads
Future Bikeway Priority Corridors
--' Accommodations
Note: Some portions of trail are existing 8' paths. Recommended to be widened to be a 12'
Veloweb corridor for multi -use. (cost estimate includes cost to widen existing sections).
Resolution No. 2020-81, Page 94
Chapter 5 1 Implementation 85
AREA III - SEGMENT L
TRAIL TYPE: 101 CONNECTOR TRAIL I LENGTH: 0.27 MILES
Segment 31 proposes a Connector Trail within the creek greenbelt
connecting from First Street to the Cross -Town VelowebTraiI adjacent
to the Lakewood Preserve park. This connection, although short,
provides connectivity from north of First Street down to the Regional
Veloweb corridor. Figure 5.16 to the right depicts the corridor in
more detail.
when this trail segment is designed and constructed, major
implementation considerations include:
• Floodplain considerations.
• Crossing First Street.
• Connecting to the Regional Veloweb trail.
• Access to Lakewood Preserve park.
Table 5.16 depicts the estimated planning level costs to implement
the trail segment. Since this short connection is outside of an existing
or future developer facility agreement, the corridor should be funded
by CIP funds or grants.
TABLE 5.161 CORRIDOR 31 COST ESTIMATES
31 - Lakewood Preservjj��ilesJM` $1,400,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.16 1 CORRIDOR 3.L DETAIL MAP
AilOtto'r'
J
. � �♦ SIN
♦ ~T_QN.Y.BROK.DR
Sexton
Pnrk "
Preserve •
. 10 4,
MS
RECOMMENDATIONS
••.... Wide Sidewalks -8'
•••••• Connector Trails-10'
...... Veloweb Trails -12'
Future Bikeway
Accommodations
QTrail Access Points
Trailheads
Priority Corridors
Resolution No. 2020-81, Page 95
86 Prosper Hike &Bike Trails Master Plan
AREA III - SEGMENT R
TRAIL TYPE: 81 WIDE SIDEWALKS I LENGTH: 2.08 MILES
Segment 3.111 proposes a 8' wide sidewalk along the north side of
Prosper Trail from Coit Road to Custer Road and along the south
side from Coit Road to Preston Road. This segment would provide
additional connectivity for an already developed area of Prosper. A
connector trail is proposed for the south side of much of Prosper
Trail. Figure 5.17 to the right depicts the corridor in more detail.
When this trail segment is designed and constructed, major
implementation considerations include:
• Connecting to existing paths.
Table 5.17 depicts the estimated planning level costs to implement
the trail segment. Since this corridor is essentially built out, there
won't be future development agreements so the improvements
should be funded through CIP or grant funding.
TABLE 5.171 CORRIDOR 3.R COST ESTIMATES
3.R - Prosper Trail
$2,800,000
Estimates are at a pre -planning level. Costs will vary with additional planning and
design. See page 88 for typical cost figures used.
FIGURE 5.17 1 CORRIDOR 3.R DETAIL MAP
FRONTIER PKWY
FAIR OAK LN
c�"rfwq
"OaF r" club Creek
lj
,_
RAIL
w�GR/NOSSO<.
z�
V 'FA D.OW Rlp
P,ROSP.ER.TRAIL Cockrl
■�----------------------------------------------
CREST ■ ■ / = ��' �-1
E Whitley
4� • � Place
ky ■ .. A. . Pdrk
•IIr .�,.�•�■Gz ,Town ♦ ♦ o
♦ �FFGREENPOINSyN LdkePalrk ♦ -,�e
♦ ♦ ♦ . � /V : lOD DR
,1ST ST'
.�"
f,OK.DRV`.�■
�•� 1ST}ST�,� ■
■ �1�
• F RECOMMENDATIONS
■ • ■ ♦ -----• Wide Sidewalks
■ ■ ■ ♦ �y� Q Trail Access Points
■ Lakewood `, ♦ / ! Connector Trails
?Nq� ■ Preser-ei P?'� ' ♦ • ♦ ♦ + '�� Trailheads
' ♦ ♦I ■ Veloweb Trails -12'
SZON ♦ �• FutBikew ure ay Priority Corridors
1 �yV _ ♦ ♦ Accommodations
Resolution No. 2020-81, Page 96
Chapter 5 1 Implementation 87
COST SUMMARY
For each of the priority corridors, a planning -level assessment of
potential implementation costs were factored into the estimates of
probable cost including mobilization, demolition, utilities, grading and
earthwork, paving, structures, bridges, erosion control, landscaping
and irrigation, and lighting. Table 5.18 depicts a summary of the
approximate costs for each of the prioritized trail segments.
For the overall plan recommendations, typical costs are based on
approximate order -of -magnitude unit costs for various trail amenities.
These unit costs were developed based upon recent project bids,
current market trends, and engineering means and methods. Typical
per -unit costs for major elements in the plan include:
• 8' wide sidewalk, concrete: Approx. $1.OM - $1.4M per mile
• 10' connector trail, concrete: Approx. $1.3M - $1.8M per mile
• 12' Veloweb trail, concrete: Approx. $1.3M - $1.8M per mile
• Prefabricated 12' wide ped bridge: Approx. $3,000 per LF
• Trail access point: Approx. $50K each
• Trailhead with amenities: Approx. $350K - $450K each
Using these typical cost figures, the cost approximations for all the
recommendations shown in the Hike and Bike Trail Master Plan
(Figure 4.1) are as follows:
• Wide Sidewalks: 16.56 miles in length = Approx. $20M
• Connector Trails: 71.57 miles in length = Approx. $111 M
• Veloweb Trails: 22.22 miles in length = Approx. $34M
• Trail Access Points: 11 total = Approx. $550K
• Trailheads: 12 total = $5M
• Estimated Annual Trail Maintenance = 2% of construction cost
TABLE 5.181 PRIORITIZATION TRAIL PROJECT COST SUMMARY
SEGMENT LENGTH WACOST
S
ail Segment 1 $8,000,000
1.K - Artesia M.U.D. 1.63 mi. 10' $3,100,000
gacy Drl -_ $8,800,000
1.0 - Fish Trap Road
0.79 mi. 10' $2,100,000
1.P -Doe Branch Trail Connection A04 mi. iff $330,000JE
1.Q - Prairie Drive
1.04 mi. 8'
$2,000,000
�Ss-TowPMOMMINVment 2
21Wi. 12'
$4,600,=
2.113 - Cross -Town Trail Segment 3
1.57 mi. 12'
$3,000,000
2mrowspe
-_ $4,700,00
21- Coleman Street Segment 1
0.99 mi. 10'
$1,900,000
Coleman Street Segment 2
�=
$1,700,00-0
2.0 - Preston Road
6.51 mi. 10'
$7,500,000
- first Sfi11111L
Mi. 10'
$2,0_
3.A - Cross -Town Trail Segment 4
5.31 mi. 12'
$7,300,000
akewood Preserv��MW$1,400,0010
3.R - Prosper Trail Segment 1
2.08 mi. 8'
$2,800,000
TOTAL
40.24 mi. n/a
$61,800,000
Note: Costs will vary based on specific site conditions and with
additional planning and design. For future budgeting purposes, a
conservative inflation rate of 3% per year should be factored into the
overall cost.
Resolution No. 2020-81, Page 97
88 Prosper Hike &Bike Trails Master Plan
RECOMMENDED POLICY CHANGES
There are certain policies that when put in place can help effectively
implement the recommendations in this master plan. This section
describes policy changes that are needed to advance the hike and
bike trail master plan recommendations.
Updates to Prosper Development Manual. The design standards
described in Chapter 4 should be incorporated into the Prosper
Development Manual. This document sets forth standards for various
aspects of development and is used as a guide for developers in
Prosper. References to the updated Hike and Bike Trail Master Plan
should also be incorporated.
Connectivity to School Sites. Given that Prosper is growing
exponentially, there are a number of future schools planned for the
school districts that fall within Prosper. The known future school sites
are captured on the Hike and Bike Trail Master Plan Recommendations
Map with associated trail recommendations. However, there are
likely to be future schools planned and built that are not shown on
this map. When future schools are built, there should be at least 8'
walks connecting to them along minor thoroughfares and at least
10' trails along major thoroughfares with appropriate intersection
treatments provided to ensure safe routes to schools.
Connection with Thoroughfare Plan. For future updates to the
thoroughfare plan, the Town should include a reference to the
Hike and Bike Trails Master Plan map. This places an emphasis on
multi -modal accommodations as the Town's thoroughfare network
is built out. Additionally, if future thoroughfare alignments change
on the Future Thoroughfare Plan, then the proposed trail facilities
along those thoroughfares will also change to align with the future
thoroughfares.
Consider Adopting a Complete Streets Policy. Complete Streets
are roadways that are designed to accommodate all users, beyond
just vehicle traffic. Many communities across the country have
adopted a Complete Streets Policy to direct planners and engineers
to design roadways to ensure safe access for all types of users.
NCTCOG has resources for sample Complete Street policies that
other communities have adopted.
Developer Agreements. The Town of Prosper has been successful
in partnering with developers for trail accommodations. In addition
to the hike and bike trail facilities identified on the Master Plan
Recommendation Map, the Town should endeavor to provide
additional connections with new developments that are proposed to
ensure maximum connectivity.
Education and outreach. As the number of trails and bikeways
increase in Prosper, the number of users will also increase. Therefore,
it is important to have adequate awareness and education for both
motorists and trail and bikeway users to ensure roadway safety. This
could include partnerships with the school district on bicycle safety
for school -age children.
Resolution No. 2020-81, Page 98
Chapter 5 1 Implementation 89
POTENTIAL FUNDING SOURCES
I romyj_► ON 01,11 1911_Z I�611J901:110
General Fund Expenditures are primarily used for improvements
or repairs to existing parks and facilities. Typical general fund
expenditures are for smaller repair and replacement efforts.
Bond Funds are primarily targeted for new facilities. The Town of
Prosper anticipates holding a new bond election later in 2020 which
will have potential funding for parks and trail implementation. Once
a bond program is approved, the list of approved projects becomes
part of the Capital Improvements Program (CIP).
Park and Trail Improvement Fee is a funding system that currently
exists in Prosper and is utilized in the development of future parks
and park amenities, but could be broadened to construct hike and
bike trails. The current fee schedules states $1,500/SF unit and
$2,000/multi-family unit. The fee is structured so that a developer
can get credit for building trails instead of paying the fee. When
determining credit for developers for park and improvement fee up
to date construction costs need to be considered to reflect the true
cost of developing trails.
PRIVATE DEVELOPMENT
Private development must pay for the infrastructure needed to
support the new developments. When a new development is
planned, a developer facility agreement is initiated to outline what
infrastructure and amenities the development must provide. Of
the trails recommended as part of this master plan, several of the
corridors fall within areas that are already covered by a developer
agreement.
Public/Private Partnerships are another potential funding
agreement in which the town and a private entity partner to provide a
facility. Sometimes large employers will sponsor park and recreation
facilities, particularly if their mission is related to health and well-
being.
REGIONAL FUNDING SOURCES
Collin County Parks & Open Space Project Funding Assistance
Program allows cities within Collin County to apply for county
bond funds for parks and open space. Such funds are allocated on
a competitive basis to assist cities and towns in implementation of
parks and open space projects which are consistent with the Collin
County Parks and Open Space Strategic Plan dated October 2001.
Transportation Alternatives Set -Aside Program funding is
administered by NCTCOG to award to municipalities in the Dallas -
Fort Worth region for active transportation projects. General types
of projects eligible under this program include on- and off -road
pedestrian and bicycle facilities and infrastructure associated with
Safe Routes to School (SRTS) projects that will substantially improve
safety and the ability for students to walk and bicycle to school.
Typically, NCTCOG issues a call for projects every two years.
STATE FUNDING SOURCES
Recreational Trail Grants are administered by Texas Parks and
Wildlife Department (TPWD) in Texas under the approval of the
Federal Highway Administration (FHWA). Funds can be spent on both
motorized and non -motorized recreational trail projects such as the
construction of new recreational trails, to improve existing trails, to
develop trailheads or trailside facilities, and to acquire trail corridors.
Resolution No. 2020-81, Page 99
90 Prosper Hike &Bike Trails Master Plan
The grants can be up to 80% of project cost with a maximum of
$200,000 for non -motorized trail grants and currently there is not a
maximum amount for motorized trail grants.
FEDERAL FUNDING SOURCES
BUILD Transportation Discretionary Grant Program stands for
"Better Utilizing Investments to Leverage Development." BUILD
grants primarily focus on projects that provide significant economic
benefits while also improving safe transportation options. Funding
can be used for, but is not limited to, bicycle lanes, crosswalks,
lighting, and bridges. It is important to note that many bicycle and
pedestrian projects will only be competitive under this program if
they are part of a larger project with proven economic benefits.
Surface Transportation Block Grant Program (STBG) provides
funds that are eligible for bicycle and pedestrian improvement
projects. Federal funds are sub -allocated to the local level based on
population and TxDOT then prioritizes projects and administers STBG
funds.
Congestion Mitigation and Air Quality Improvement Program
(CMAQ) are Federal Highway Administration (FHWA) funds that are
apportioned to states. CMAQ funds are intended to fund projects
that improve air quality and reduce congestion. CMAQ funds may
be used on projects related to pedestrian and bicycle infrastructure
such as bicycle lanes, sidewalks, shared use paths, and signage. In
Texas, CMAQ funds are included within TxDOT's Category 5 funding.
CONCLUSION
The Town of Prosper has experienced significant development over
the past decade and this trend is expected to continue in the future.
The provision of safe and accessible hike and bike trails is essential
as residential and commercial development continues. This master
plan serves as a guide for the development of hike and bike trail
corridors to improve existing neighborhoods and to ensure future
neighborhoods will be well-connected.
This master plan identified four overarching goals for the trails
system:
1. Safe and Connected Trails System
2. Trails with New Development
3. Sustainability
4. Trail System Awareness
Collectively, the recommendations for the hike and bike trail
network, design standards, and policy changes will achieve these
overarching goals. As Prosper continues to grow, this plan should
be referenced as a guide for Town staff, Council, and developers to
achieve a connected hike and bike trail system.
Resolution No. 2020-81, Page 100
Chapter 5 1 Implementation 91
I
low
CONTENT
Glossary of Terms
Survey Results
Reference Maps
Commonly Used Trail & Bikeway Signage
Resolution No. 2020-81, Page 102
GLOSSARY OF TERMS
WALKING AND PEDESTRIAN -ORIENTED
TERMS
Buffer: The portion of the a highway, road or street between the Intersection Treatment: The design of intersections to reduce
curb -face or edge of the pavement and the sidewalk that provides a conflict between pedestrians, cyclists, and motorists that occurs at
spatial buffer between vehicular traffic and pedestrians on sidewalks. roadway and trail intersections. The purpose of these treatments
Buffers often include landscape plantings such as grass, trees or is to Increase awareness for all users, achieved through the
shrubs, or utility poles, and may also be referred to as the "planting implementation of visual or physical indicators such as specialized
strip," "landscape buffer," "tree buffer," or "tree box." Buffers can signals, changes in pavement material, pavement markings, and the
also include barriers such as highway guide rails (guardrails) or addition of refuge medians on wide roadways.
bollards. In rural or suburban areas the buffer may be a grassy swale
or drainage ditch. In urban areas, downtowns, the buffer may also Major Thoroughfares: Roadways designated for large trafficvolumes,
include street furniture, street signs, fire hydrants, vending boxes, higher speeds, and intended for long-distance travel. Typically, this
lighting poles, etc. type of thoroughfare creates interjurisdictional connections and is
part of a regional roadway network.
Cross -Slope: Defined as the slope measured perpendicular to the
direction of travel. Cross -slope must be measured at specific points.
The average cross -slope is the average of cross -slopes measures at
regular intervals along the trail. Running cross -slope is defined as
the average cross -slope of a contiguous section of trail. The running
cross -slope can be determined by taking periodic measurements
throughout a section of trail and then averaging the values.
Crosswalk: The horizontal portion of roadways, usually at
intersections, reserved for pedestrian crossing; it may be marked
or unmarked. Three marking patterns using white striping are most
common: 1) Double parallel lines, 2) "zebra Stripes:" white cross
hatches perpendicular to the pedestrian direction of travel, or 3)
"Ladder:" perpendicular white cross hatches combined with double
parallel lines on the outside edges.
Minor Thoroughfares: Roadways with lower traffic volumes,
slower speeds, and intended for local travel needs. Typically, these
thoroughfares creates key cross-town connections and connects to
major thoroughfares.
Pedestrian: A person walking or traveling by means of a wheelchair,
electric scooter, crutches, or other walking devices or mobility aids.
Use of the term pedestrian is meant to include all disabled individuals
regardless of which equipment they may use to assist their self -
directed locomotion (unless they are using a bicycle). It also includes
runner, joggers, those pulling or pushing strollers, carriages, carts and
wagons, and those walking bicycles.
Resolution No. 2020-81, Page 103
94 Prosper Hike &Bike Trails Master Plan
Rest Area: Defined as level portions of a trail wide enough to
provide wheelchair users and others a place to rest and gain relief
from prevailing grade and cross -slope demands. Users can benefit
from rest stops on steep or very exposed trails to pause from their
exertions and enjoy the environment. Rest areas are most effective
when placed at intermediate points, scenic lookouts, or near trail
amenities. Rest areas located of the trail allow stopped trail users to
move out of the way of continuing traffic. The most inviting rest areas
have a bench, shade, a place to rest bicycles, and a trash receptacle.
Sidewalk: That portion of a highway, road or street specifically
constructed for the use of pedestrians on the outside edge of the
vehicular travel way. Sidewalks are typically, but not always, curb -
separated from the roadway and made of concrete, brick, asphalt or
another hard surface material.
Texas Accessibility Standards (TAS): Standards for developing
ADA accessible public facilities in Texas The TAS are regulated by the
Texas Department of Licensing and Regulations (TDLR).
BICYCLE -ORIENTED TERMS
Bicycle: Every vehicle propelled solely by human power upon which
any person may ride, having two tandem wheels, except scooters
and similar devices. The term "bicycle" in this planning process also
includes three and four -wheeled human -powered vehicles, but not
tricycles for children.
Bicycle Accommodations/Facilities: A general term denoting a
variety of improvements and provisions that are made by public
agencies to accommodate or encourage bicycling, including bike
lanes, sharedOuse pathways, signed bike routes, and bicycle parking
and storage facilities.
Bicycle Boulevard: A roadway designated for the mix of bicycle
and motor vehicle traffic, which creates a comfortable shared -use
environment through a combination of traffic calming measures,
pavement markings, and signage.
Bike Lane: A portion of a roadway that has been designated by
striping, signing, and pavement markings for the preferential or
exclusive use of bicyclists.
Trail: The word "trail" has come to mean a wide variety of facilities Bikeway: A generic term for any road, street, path, trail, or way
types, including everything from a "marked or beaten path, as through that, in some manner, is specifically designated for bicycle travel,
woods or wilderness" to a paved "multi -use trail." For this reason, regardless of whether such facilities are designated for the exclusive
this planning process will not use the word "trail" to reference a use of bicycles or are to be shared with other transportation modes.
facility intended for bicycle transportation. we urge use of the term
shared -use path in place of multi -use trail. Note: Several of these Shared Lane: A roadway that is open to both bicycle and motor
definitions are taken from the American Association of State Highway vehicle travel. Unless bicycle travel is explicitly prohibited, all
and Transportation Officials (AASHTO) "Guide for the Development of highways, roads, and streets are "share lanes." Some shared lands
Bicycle Facilities," 1999 Edition. may have wide curb lanes or paved shoulders, to increase comfort for
bicyclists; however in most cases these roads do not have sufficient
width to accommodated a designated bike lane.
Resolution No. 2020-81, Page 104 Chapter 6 Appendix 95
Shared -Use Path: A bicycle and pedestrian path separated from
motorized vehicular traffic by an open space barrier or curb. Shared -
use paths may be within the highway righto0of-way (often termed
11sidepaths") or within an independent right-of-way, such as on
an abandoned railroad bed or along a stream valley park. Shared
use paths typically accommodate two-way travel and are open to
pedestrians, in -line skaters, wheelchair users, joggers and other
non -motorized path users. They are typically surfaced in asphalt
or concrete, but may have hard-packed/all weather gravel or dirt
surfaces as well.
Sharrow: A pavement marking with two inverted 'V' shapes above a
bicycle indicating that the entire lane is meant to be shared by motor
vehicles and bicyclists. Often times sharrows will be accompanied
by a "Bicycle May Use Full Lane" sign.
Shoulder: Any pavement of a roadway to the right of the right -most
travel lane, but not including curbs, planting buffers, and sidewalks.
Shoulders can havevariety of surface treatments including pavement,
gravel, or grass. Depending on their width and surface, they serve a
variety of purposes, including providing space for vehicles to slow
and turn right, accommodation of stopped of broken-down vehicles,
to allow emergency vehicles to pass, for structural support of the
roadbed, or for bicycle and pedestrian travel.
Resolution No. 2020-81, Page 105
96 Prosper Hike &Bike Trails Master Plan
fit• r ,\r
a�
-t
•a
JV, +- .
Sidewalk with landscape in Artesia MUD
SURVEY RESULTS
A community survey consisting of questions focused on various aspects of trail and bikeway facilities as well as demographic characteristics of
the community was conducted in early 2020.
What is your primary purpose for using trails in Prosper?
Commute to I
work or school
Recreation/leis
ure
Fitness/exercis
e
Trips in the
neighborhood
Run errands
Visit friends
or family
I do not use
trails
0% 10%
ANSWER CHOICES
Commute to work or school
Recreation/leisure
Fitness/exercise
Trips in the neighborhood
Run errands
Visit friends or family
I do not use trails
TOTAL
20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
1.93% 18
31.97% 298
60.41% 563
0.75% 7
0.21% 2
0.43% 4
3.65% 34
932
98 Prosper Hike & Bike Trails Master Plan
Resolution No. 2020-81, Page 107
Drive a car
■
Ride a bike
Walk -
1
I
Run
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
How often do you...
Motorcycle
Use a golf cart
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
At least five times a week MAtteasttwotimesaweek
At least
two times a month Monceperquarter
Never
AT LEAST FIVE
AT LEAST TWO
AT LEAST TWO TIMES
ONCE PER
NEVER
TOTAL
TIMES A WEEK
TIMES A WEEK
A MONTH
QUARTER
Drive a car
90.84%
7.85%
0.55%
0.11%
0.65%
833
72
5
1
6
917
Ride a
8.59%
20.43%
20.43%
21.85%
28.70%
bike
79
188
188
201
264
920
Walk
43.43%
37.13%
14.77%
2.50%
2.17%
400
342
136
23
20
921
Run
11.60%
25.38%
15.21%
10.39%
37.42%
106
232
139
95
342
914
Motorcycle
0.22%
1.21%
1.88%
2.54%
94.15%
2
11
17
23
853
906
Use a golf
2.85%
5.60%
3.73%
2.52%
85.29%
cart
26
51
34
23
777
911
Resolution No. 2020-81, Page 108
Chapter 6 Appendix 99
If sidewalks or trails connected your residence to the following destinations, what is the likelihood that
you would walk or bike to each for at least some of your trips?
i
Gym or HOA Amenity Center'
1
■
Work ■
Surrounding neighborhoods'
Entertainment, dining,'
shopping, etc.
1
I
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Grocery store, doctor's office,
personnel service, etc.
Parks, sports fields,
recreation facilities
0% 10% 20% 30% 40%
50% 60%
70% 80%
90% 100%
Very likely 0
Somewhat likely
0 Not very likely
0 Not likely
at all
No opinion
VERY
SOMEWHAT
NOT VERY NOT LIKELY
NO
TOTAL
WEIGHTED
LIKELY
LIKELY
LIKELY AT
ALL
OPINION
AVERAGE
Gym or HOA Amenity Center 73.03%
15.86%
2.48%
3.99%
4.64 %
677
147
23
37
43
927
3.49
Work 31.02%
9.44%
10.30%
27.44%
21.80%
286
87
95
253
201
922
2.00
School 50.98%
13.73%
4.25%
11.55%
19.50%
468
126
39
106
179
918
2.65
Surrounding neighborhoods 65.73%
24.68%
3.56%
4.09%
1.94%
610
229
33
38
18
928
3.48
Entertainment, dining, shopping, 63.01%
25.05%
6.67%
4.52%
0.75%
etc. 586
233
62
42
7
930
3.45
Grocery store, doctor's office, 44.68% 26.75% 16.43% 10.63% 1.50%
personal service, etc. 416 249 153 99 14 931 3.02
Parks, sports fields, recreation 80.92% 15.54% 1.50% 1.39% 0.64%
facilities 755 145 14 13 6 933 3.75
100 Prosper Hike & Bike Trails Master Plan
Resolution No. 2020-81, Page 109
overall, how would you rate where you live as a place to walk?
Excellent
Good
Fair
Poor
Very poor
Don't know
ANSWER CHOICES
Excellent
Good
Fair
Poor
Very poor
Don't know
TOTAL
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
17.66% 160
28.26% 256
29.25% 265
15.23% 138
9.16% 83
0.44% 4
906
Resolution No. 2020-81, Page 110 Chapter 6 Appendix 101
A PLACE WHERE EVERYONE MATTERS 2
Overall, how would you rate where you live as a place to cycle?
Excellent
Good
Fair
Poor
Very poor
Don't know
ANSWER CHOICES
Excellent
Good
Fair
Poor
Very poor
Don't know
TOTAL
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
7.49%
18.06%
27.86%
27.31%
12.56%
6.72%
68
164
253
248
114
61
908
102 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 111
in what part of Prosper do you typically use trails?
Areal(Denton
County)
Area II
(between Cou...
Area III (east
of Preston...
Do not use
trails in...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
ANSWER CHOICES
RESPONSES
Area I (Denton County)
17.00%
154
Area II (between County Line and Preston Road)
33.00%
299
Area III (east of Preston Road)
40.40%
366
Do not use trails in Prosper
14.02%
127
Total Respondents: 906
Resolution No. 2020-81, Page 112 Chapter 6 1 Appendix 103
Safety
Access
Connections to
key...
Connections to
neighborhoods
How would you rate the following aspects of the existing trails in Prosper that you use?
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Cleanliness
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Excellent N Good N Fair Epoor O Very poor
EXCELLENT
GOOD
FAIR
POOR
VERY
TOTAL WEIGHTED
POOR
AVERAGE
Safety
16.30%
42.27%
27.17%
10.39%
3.86%
135
350
225
86
32
828
2.57
Access
10.36%
29.16%
33.98%
19.40%
7.11%
86
242
282
161
59
830
2.16
Connections to key
1.44%
7.69%
28.61%
42.55%
19.71%
destinations
12
64
238
354
164
832
1.29
Connections to neighborhoods
3.02%
17.85%
33.29%
30.28%
15.56%
25
148
276
251
129
829
1.62
Cleanliness
20.02%
50.24%
22.57%
4.85%
2.31%
165
414
186
40
19
824
2.81
104 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 113
Do you use trails or bikeways in other cities?
No &�
Yes, please
specify
0% 10% 20% 30% 40% 50% 60% 70%
80% 90% 100%
ANSWER CHOICES RESPONSES
No 59.30% 510
Yes, please specify 40.70% 350
TOTAL 860
Resolution No. 2020-81, Page 114 Chapter 6 Appendix 105
To what degree do you agree with the following statement? I feel comfortable cycling in Prosper today.
Strongly Agree I
Agree
Disagree
Strongly
Disagree
No Opinion
ANSWER CHOICES
Strongly Agree
Agree
Disagree
Strongly Disagree
No Opinion
TOTAL
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
5.18%
27.21%
31.45%
18.02%
18.14%
44
231
267
153
154
849
Resolution No. 2020-81, Page 115
106 Prosper Hike &Bike Trails Master Plan
To what degree do you agree with the following statement? I feel comfortable walking in Prosper today.
Strongly Agree
Agree
Disagree
Strongly
Disagree
No Opinion
ANSWER CHOICES
Strongly Agree
Ag ree
Disagree
Strongly Disagree
No Opinion
TOTAL
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
16.88%
57.26%
17.47%
5.67%
2.72%
143
485
148
48
23
847
Resolution No. 2020-81, Page 116 Chapter 6 Appendix 107
What type of bicycle facility would you prefer to use?
Standard bike ■
Lane
Separated bike
Lane
Shared lane
('sharrow')
Multi -purpose
trail -...
Multi -purpose
trail - park...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
ANSWER CHOICES
Standard bike lane
Separated bike lane
Shared lane ('sharrow')
Multi -purpose trail - greenbelt
Multi -purpose trail - parkway
Total Respondents: 840
RESPONSES
9.52%
33.33%
1.43%
86.43%
23.45%
80
280
12
726
197
108 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 117
How important is it that pedestrians and cyclists are separated on trails?
Very important
Important
Not important
Not important
at all
No opinion
ANSWER CHOICES
Very important
Important
Not important
Not important at all
No opinion
TOTAL
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
21.65%
26.82%
35.18%
11.41%
4.94%
184
228
299
97
850
Resolution No. 2020-81, Page 118 Chapter 6 Appendix 109
How strongly would you support or oppose an increase in taxes for the following trail and bicycle facilities?
Improving the
condition of...
Adding more
trails and...
Making
intersection...
Adding wider
"multi -use"...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Creating
separate...
Adding
designated...
Adding/enhancin
g trailheads...
Adding
amenities al...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Strongly support Nsupport Noppose O Strongly oppose
0 No opinion
110 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 119
How strongly would you support or oppose an increase in taxes for the following trail and bicycle facilities?
STRONGLY
SUPPORT
OPPOSE
STRONGLY
NO
TOTAL
WEIGHTED
SUPPORT
OPPOSE
OPINION
AVERAGE
Improving the condition of
16.56%
40.03%
24.64%
11.08%
7.69%
existing trails (i.e. pavement quality,
127
307
189
85
59
767
2.47
width, etc.)
Adding more trails and filling in
43.56%
39.53%
7.93%
6.89%
2.08%
missing gaps in the trails network
335
304
61
53
16
769
3.16
Making intersections safer for
39.77%
34.03%
12.78%
8.21%
5.22%
pedestrians and cyclists (e.g. tunnel
305
261
98
63
40
767
2.95
crossings)
Adding wider "multi -use" pathways
34.42%
39.11%
13.56%
7.95%
4.95%
for both pedestrians and cyclists
264
300
104
61
38
767
2.90
Creating separate facilities for
20.37%
26.89%
27.15%
14.23%
11.36%
pedestrians and cyclists
156
206
208
109
87
766
2.31
Adding designated bicycle facilities
21.57%
33.86%
20.65%
12.81%
11.11%
along roadways
165
259
158
98
85
765
2.42
Adding/enhancing trailheads
31.81%
43.32%
11.13%
8.25%
5.50%
throughout the trails system (e.g.
243
331
85
63
42
764
2.88
parking, drinking fountains, etc.)
Adding amenities along trails such as
26.08%
40.29%
15.25%
10.43%
7.95%
wayfinding/directional signage, rest
200
309
117
80
61
767
2.66
areas, fitness stations, etc.
Resolution No. 2020-81, Page 120
Chapter 6 1 Appendix 111
Please rank the following recreational trail amenities of features in order of importance to you
(1 is most important, 15 is least important).
Wayfinding/dire
ctional signage
Trail safety
Lighting
Drinking
fountains
Benches
Emergency
phones
Trailhead
parking
Neighborhood
access
Shade
Hard surface
trails
Soft surface
trails (e.g....
Equestrian
trails
Natural areas
Mountain bike
course
Exercise
equipment
BMX track
0 2 4 6 8 10 12 14 16 18 20
Resolution No. 2020-81, Page 121
112 Prosper Hike &Bike Trails Master Plan
Please rank the following recreational trail amenities of features in order of importance to you
(1 is most important, 15 is least important).
1
2
3
4
5
6
7
Wayfinding/directional
11.74%
9.53%
7.46%
10.08%
8.29%
7.18%
8.29%
signage
85
69
54
73
60
52
60
Trail safety lighting
19.97%
18.59%
12.76%
8.32%
6.93%
6.24%
5.83%
144
134
92
60
50
45
42
Drinking fountains
1.52%
6.20%
12.53%
10.47%
9.23%
10.19%
10.19%
11
45
91
76
67
74
74
Benches
1.11%
2.91%
5.69%
12.76%
13.59%
13.45%
11.23%
8
21
41
92
98
97
81
Emergency phones
3.33%
5.83%
6.39%
6.25%
10.14%
7.78%
8.06%
24
42
46
45
73
56
58
Trailhead parking
2.49%
6.49%
5.80%
6.22%
7.87%
11.19%
12.57%
18
47
42
45
57
81
91
Neighborhood access
26.24%
11.13%
10.85%
8.65%
7.28%
6.32%
10.44%
191
81
79
63
53
46
76
Shade
4.92%
8.62%
10.67%
11.90%
9.99%
11.08%
8.89%
36
63
78
87
73
81
65
Hard surface trails
10.08%
9.13%
9.40%
7.22%
6.95%
6.54%
5.18%
74
67
69
53
51
48
38
Soft surface trails
2.61%
6.18%
6.04%
5.36%
4.81%
5.08%
4.81%
(e.g. crushed granite)
19
45
44
39
35
37
35
Equestrian trails
0.42%
0.14%
0.28%
1.11%
0.69%
1.11%
1.11%
3
1
2
8
5
8
8
Natural areas
11.80%
10.99%
8.01%
8.01%
9.23%
8.68%
5.97%
87
81
59
59
68
64
44
Mountain bike course
5.62%
3.98%
3.16%
1.10%
3.29%
2.33%
3.57%
41
29
23
8
24
17
26
Exercise equipment
0.68%
0.96%
2.19%
1.78%
2.19%
1.91%
2.46%
5
7
16
13
16
14
18
BMX track
0.55%
1.51%
0.55%
1.10%
0.68%
0.55%
1.23%
4
11
4
8
5
4
9
Resolution No.
2020-81, Page 122
8
10.91%
79
5.27%
38
6.34%
46
12.21%
88
7.50%
54
11.74%
85
6.04%
44
10.26%
75
8.72%
64
4.95%
36
1.94%
14
5.70%
42
3.29%
24
3.69%
27
0.96%
7
9
5.80%
42
4.99%
36
8.13%
59
7.63%
55
8.75%
63
11.33%
82
4.53%
33
9.03%
66
12.40%
91
9.62%
70
2.22%
16
4.88%
36
3.98%
29
4.64%
34
1.23%
9
10
5.11%
37
4.30%
31
9.37%
68
6.80%
49
10.42%
75
7.87%
57
3.43%
25
5.20%
38
10.49%
77
15.93%
116
5.40%
39
4.88%
36
3.02%
22
5.46%
40
1.78%
13
11
4.56%
33
2.36%
17
5.51%
40
5.69%
41
7.92%
57
7.04%
51
2.06%
15
4.38%
32
8.31%
61
16.48%
120
12.19%
88
6.24%
46
6.58%
48
6.56%
48
1.92%
14
12
4.56%
33
1.66%
12
5.23%
38
3.33%
24
5.83%
42
3.87%
28
1.65%
12
2.46%
18
3.54%
26
10.30%
75
11.91%
86
10.72%
79
14.13%
103
15.44%
113
3.15%
23
13
2.76%
2C
1.39%
1C
2.07%
15
1.94%
14
5.00%
36
1.80%
13
0.82%
6
1.78%
13
1.23%
9
3.71%
27
16.07%
116
J.53"/t
26
29.08%
212
19.54%
143
7.95%
58
uiapter o i mppenaix 113
Trails close
to where I live
Trails located
along scenic...
Trails wide
enough for a...
Feeling safe
on trails
How important are each of the following features of trail facilities?
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Convenient
parking or...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Very important S Important E Not important 0 Not important at all
No opinion
VERY
IMPORTANT
NOT
NOT
NO
TOTAL
WEIGHTED
IMPORTANT
IMPORTANT
IMPORTANT AT
OPINION
AVERAGE
ALL
Trails close to where I live
72.05%
22.65%
3.71%
1.06%
0.53 %
544
171
28
8
4
755
3.65
Trails located along
50.40%
38.89%
7.54%
1.98%
1.19%
scenic areas
381
294
57
15
9
756
3.35
Trails wide enough for all
54.64%
36.74%
5.57%
1.72%
1.33%
types of users
412
277
42
13
10
754
3.42
Feeling safe on trails
79.28%
17.93%
1.20%
1.20%
0.40%
597
135
9
9
3
753
3.75
Convenient parking or
30.03%
49.47%
13.62%
4.76%
212%
access to trails
227
374
103
36
16
756
3.01
114 Prosper Hike & Bike Trails Master Plan Resolution No. 2020-81, Page 123
Retail areas
Schools
Parks
Near major
intersections
How important is it to have trailhead parking at the following locations?
0% 10% 20% 30% 40% 10% 60% 10% 80% 1.% 100%
Major A
employment...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Very important Nimportant ONotimportant N Not important at all
No opinion
VERY
IMPORTANT
NOT
NOTIMPORTANT
NO
TOTAL
WEIGHTED
IMPORTANT
IMPORTANT
AT ALL
OPINION
AVERAGE
Retail areas
11.19%
30.89%
37.55%
14.25%
6.13%
84
232
282
107
46
751
2.27
Schools
19.47%
37.73%
25.60%
9.60%
7.60%
146
283
192
72
57
750
2.52
Parks
54.00%
37.33%
4.00%
2.93%
1.73%
405
280
30
22
13
750
3.39
Near major
8.79%
21.44%
44.74%
16.25%
8.79%
intersections
66
161
336
122
66
751
2.05
Major employment
6.66%
19.44%
41.68%
20.77%
11.45%
centers
50
146
313
156
86
751
1.89
Resolution No. 2020-81, Page 124
Chapter 6 1 Appendix 115
Town of
Prosper: Area I
Town of
Prosper: Are...
Town of
Prosper: Are...
Prosper ETJ
Artesia
Municipal...
In what area do you live?
r I
Outside of I
Prosper
I
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
ANSWER CHOICES
Now RESPONSES
Town of Prosper: Area 1
16.67%
123
Town of Prosper: Area II
35.37%
261
Town of Prosper: Area 111
44.31%
327
Prosper ETJ
0.14%
1
Artesia Municipal Utility District (MUD)
1.49%
11
Outside of Prosper
2.03%
15
TOTAL
738
Resolution No. 2020-81, Page 125
116 Prosper Hike &Bike Trails Master Plan
Which of the following defines where you live?
I live in the
Town of Pros...
I live in
Prosper ISD...
I live in the
Town of Pros...
None of the
above
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
ANSWER CHOICES RESPONSES
I live in the Town of Prosper and within Prosper ISD boundaries 88.86% 662
1 live in Prosper ISD boundaries but not within the Town of Prosper 5.50% 41
1 live in the Town of Prosper but not within Prosper ISD boundaries 4.16% 31
None of the above 1.48% 11
TOTAL 745
Resolution No. 2020-81, Page 126 Chapter 6 Appendix 117
HOW long have you lived in Prosper?
Less than a
-
year
1-2 years
3-5 years
6-10 years
More than 10
years
I don't live
in Prosper
I
ANSWER CHOICES
Less than a year
1-2 years
3-5 years
6-10 years
More than 10 years
I don't live in Prosper
TOTAL
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
15.32%
18.15%
32.66%
20.30%
12.63%
0.94%
114
135
243
151
94
7
744
118 Prosper Hike & Bike Trails Master Plan
Resolution No. 2020-81, Page 127
Female
Male
What is your gender?
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
ANSWER CHOICES RESPONSES
Female 58.95% 438
Male 41.05% 305
TOTAL 743
Resolution No. 2020-81, Page 128 Chapter 6 Appendix 119
Under 18 years
old
18-24 years old
25-34 years old
35-44 years old
45-54 years old
55-64 years old
65 years or
older
ANSWER CHOICES
Under 18 years old
18-24 years old
25-34 years old
35-44 years old
45-54 years old
55-64 years old
65 years or older
TOTAL
In what age group do you fall?
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
RESPONSES
0.54%
4
0.14%
1
10.42%
77
38.57%
285
28.28%
209
14.34%
106
7.71%
57
739
120 Prosper Hike &Bike Trails Master Plan Resolution No. 2020-81, Page 129
How do you identify your race/ethnicity?
Asian'
Black/African
Caucasian/White
Hispanic/Latinx
Native American
Pacific
Islander
Prefer not to
answer
Other (please
specify)
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
ANSWER CHOICES '
Asian
Black/African
Caucasian/White
Hispanic/Latinx
Native American
Pacific Islander
Prefer not to answer
Other (please specify)
Total Respondents: 742
rRESPONSES
3.50%
80.05%
5.39%
0.81%
0.13%
8.49%
1.21%
26
18
594
40
6
1
63
9
Resolution No. 2020-81, Page 130 Chapter 6 Appendix 121
REFERENCE MAPS
FIGURE 6.1 1 RESIDENTIAL DEVELOPMENT TIMELINE & RECOMMENDATIONS MAP
Resolution No. 2020-81, Page 131
122 Prosper Hike &Bike Trails Master Plan
FIGURE 6'2 1THOROUGHFARE PLAN & RECOMMENDATIONS MAP
� .
��
�8
nq0
IN m/Lss KN
n us 1 2 410
m
/ F|'�)IC ^^-
�-EL|PJA
FItore
ES
LEGEND
HOA
12
RECOMMENDATIONS
Id
Resolution No. 2020-81, Page 132
Chapter Appendix 123
COMMONLY USED TRAIL & BIKEWAY SIGNAGE
K E E P 119-7 R9-6
LEFT RIGHT THE SHARED -USE PATH RESTRICTION YIELD BICYCLE YIELD TO PEDESTRIAN
b• Location: Installed on facilities that are to be shared by TO Location: At crosswalk
pedestrians and bicyclists PEDS Size: 12" x 18" (min. for trails)
�.,�j�-� D4-3 D11-1
�`�� BICYCLE PARKING AREA BIKE ROUTE
PARKING Location: Installed where it is desirable to show the Location:At beginning of each route and at intersections
�— direction to a designated bicycle parking area. The Size: 24" x 18" (min. for trails)
arrow may be reversed as appropriate
BIKE
L
3-17
R9-5 BBIKE LANE
USED PEDESTRIAN SIGNAL ���,
USE Location: Sign spacing should be determined by
PED Location: At crosswalk en ineerin judgment based on prevailingseed of
SIGNAL Size: 12" x 18" (min. for trails) BIKE LANE bicycle and other traffic, block lenth, distnces from
adjacent intersections, and other considerations.
Resolution No. 2020-81, Page 133
124 Prosper Hike &Bike Trails Master Plan
R3-17A
AHEAD
AHEAD Location: Should be mounted directly below a R3-17 '
sign in advance of the beginning of a marked bicycle
lane
R3-17B
ENDS ENDS
Location. Should be mounted directly below a R3-17 MAY USE sign at the end of a marked bicycle lane FULL LANE
D1-1 B, D3-1
• DIRECTIONAL SIGN;, NO
(� Location: At intersections where access to destinations MOTOR
are available VEHICLES
Size: 24"x6" (min. for trails)
Resolution No. 2020-81, Page 134
M4-11, 12, 13, M7-1, 2, 3, 4, 5, 6, 7
BIKE ROUTE SUPPLEMENTAL PLAQUES
Location: Where bike lanes begin, end, or change
direction
Size: 12"x4", 12"x9" (min. for trails)
BIKE MAY USE FULL LANE
R5-3
NO MOTOR VEHICLE
Location: Entrance to trail
Size: 24"x24" (min. for trails)
Chapter 6 Appendix 125
W16-1
SHARE SHARE THE ROAD R1-1
THE coo
STOP
Location: Where there is a need to warn Location: At trail intersections and crossings
ROAD motorists to watch for bicyclists traveling Size: 18"x18" (min. for trails)
along the highway
W11-1 R1-2
BICYCLE WARNING V
YIELD
Location: Orientated toward motorists at trail Location: At trail intersections and crossings
crossing Size: 18"x18"x18" (min. for trails)
Size: 18 x18 (min. for trails)
W11-2 W3-1
• PEDESTRIAN WARNING ♦ STOP AHEAD
Location: Orientated toward motorists at trail > <• Location: Where stop sign visibility is
crossing obscured
Size: 18"x18" (min. for trails) Size: 18"x18" (min. for trails)
Resolution No. 2020-81, Page 135
126 Prosper Hike &Bike Trails Master Plan
O
0
0
W3-2
YIELD AHEAD
Location: Where yield sign visibility is
obscured
Size: 18"x18" (min. for trails)
W3-3
SIGNAL AHEAD
Location: Where traffic signal visibility is
obscured
Size: 18"x18" (min. for trails)
W1-1,2,3,4,5
TURN & CURVE WARNING
W2-1,2,3,4,5
TRAIL INTERSECTION WARNING
Location: At trail intersections where no stop or yield
sign is required; locations with limited sight lines
Size: 18"x18" (min. for trails)
_
PLEASE STAY ON TRAIL
PLEASE
STAY ON
Location: In environmentally -sensitive areas of where
TRAIL
the trail travels near wildlife and heavy vegetation
Size: 12" x 18" (minimum dimensions for trails)
TRAIL CLOSED: NO ENTRY UNTIL MADE ACCESSIBLE & SAFE FOR
PUBLIC USE
Location: Where trail or access points are closed due to hazardous
conditions or construction
Size : 18" x 18" (minimum dimensions for trails)
TRAIL REGULATIONS/RULES OF THE TRAIL
Location: At turns and curves which exceed design
speed criteria Location: Entrances to trail
Size: 18 x18 (min. for trails) Size : 18" x 18" (minimum dimensions for trails)
Resolution No. 2020-81, Page 136
Chapter 6 Appendix
127
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HIKE & BIKE TRAILS MASTER PLAN
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■ ■HALFF
HALFF ASSOCIATES, INC. I 1201 N. BOWSER ROAD I RICHARDSON, TX 75081 I WW .HALFF�3
0
ADOPTED NOVEMBER