CITY OF WEST LAKE HILLS. Forest View Neighborhood Traffic Calming Study

Transcription

1 CITY OF WEST LAKE HILLS 901 South Mopac Expressway Building V, Suite 220 Austin, Texas Texas P.E. Firm Registration No. F-929 Klotz Associates Final Report Submittal: March 20, 2015 Revised Final Report Submittal: April 2, 2015

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4 TABLE OF CONTENTS EXECUTIVE SUMMARY...ES-1 INTRODUCTION... 1 Methodology... 1 Existing Conditions... 1 DATA COLLECTION... 5 TRAFFIC CALMING SOLUTIONS... 6 Measure of Effectiveness (MOE)... 6 PRELIMINARY COST ESTIMATE POTENTIAL TRAFFIC CALMING IMPROVEMENTS CONCLUSION TABLES Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Existing Geometric and Traffic Conditions Summary of Existing Traffic Volumes Vehicular Speed Analysis Potential Traffic Calming Solutions Comparison Summary of Preliminary Cost Estimates Potential Traffic Improvements Plan FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Speed Limit Pavement Markings Narrow Travel Lanes Rumble Strips Speed Humps APPENDICES Appendix A Corridor Map with Geometric and Traffic Data Appendix B Corridor Photographs Appendix C Potential Traffic Improvements Plan TOC-1 April 2015

5 EXECUTIVE SUMMARY This report presents a summary of findings for a Traffic Calming Study conducted by Klotz Associates for the Forest View Drive/Rocky River Road/Westlake Drive Corridor (the Corridor) from Redbud Trail to Bee Caves Road in West Lake Hills, Texas. The purpose of this Traffic Calming Study was to evaluate existing geometric and traffic conditions, assess traffic calming alternatives and provide recommendations to reduce speeding and cutthrough traffic along the Corridor. The Corridor is approximately 1.3 miles long and includes seven (7) intersections. The data collected for this Traffic Calming Study included 24-hour bi-directional traffic volumes, site investigations, historical studies, and planned improvement projects in the vicinity of the study corridor. Multiple site investigations were conducted to observe current traffic characteristics and to identify existing roadway conditions. Vehicular speeding was observed at three (3) locations, where traffic data was collected, i.e., vehicles were traveling above the speed limit. Based on the results of a detailed analysis of traffic data and existing roadway conditions, potential recommendations were provided in the form of active and passive traffic calming solutions such as narrow lanes, pavement markings and signage improvements, rumble strips, and speed humps. Additional signage and pavement markings modifications may be considered to improve the traffic performance. A combination of one or more traffic calming solutions can be utilized to alleviate the speeding concerns. Neighborhood Association and residents feedback would be needed to develop an acceptable plan for implementing traffic calming solutions. ES-1 April 2015

6 INTRODUCTION This report presents a summary of findings for a Traffic Calming Study conducted by Klotz Associates for the Forest View Drive/Rocky River Road/Westlake Drive Corridor from Redbud Trail to Bee Caves Road (the Corridor) in West Lake Hills, Texas. The purpose of this Traffic Calming Study was to evaluate existing geometric and traffic conditions, assess traffic calming alternatives and provide recommendations to reduce speeding and cutthrough traffic along the corridor. Methodology The methodology used to complete this Study included: Conducting site investigations at the Corridor Collecting 24-hour bi-directional traffic volumes at three (3) locations within the Corridor for a typical weekday (Tuesday, Wednesday, or Thursday) Evaluating potential traffic calming alternatives based on roadway geometrics and lane configurations Recommending potential traffic calming solutions Existing Conditions The Corridor is approximately 1.3 miles long and mostly travels in the north-south direction between the study limits. A Corridor Map is presented as Exhibit 1 in Appendix A. The entire Corridor, including the seven (7) intersections within the study limits, was visited to document the existing roadway geometric and traffic conditions, as shown in Table 1. The Corridor and intersection photographs are provided in Appendix B Corridor Photographs, and are also summarized in the following sections. Intersection 1 Redbud Trail and Forest View Drive Intersection: Redbud Trail and Forest View Drive travels in the east-west and north-south direction, respectively, at this four (4)-approach intersection. The Redbud Trail west approach provides one shared leftthrough-right turn lane. The Redbud Trail east approach provides one shared through-right turn lane and one left turn lane. Redbud Trail has narrow shoulders, and no curbs and April

7 Table 1. Existing Geometric and Traffic Conditions Segment ID A B C D E F Street Segment Name Forest View Dr (From Redbud Trail to Cedar Park Dr) Forest View Dr (From Cedar Park Dr to Oak Ridge Dr) Forest View Dr (From Oak Ridge Dr to Rocky Ledge Rd) Rocky River Rd (From Rocky Ledge Rd to Reveille Rd) Rocky River Rd (From Reveille Rd to Westlake Dr) Westlake Dr (From Rocky River Rd to Bee Caves Rd) Min. Street Width (Feet) Segment Length (Feet) 26 1, , ,500 Posted Speed Limit Signs NB: No SB: No NB: 30MPH SB: No NB: 25MPH SB: 25MPH NB: 25MPH SB: 25MPH NB: No SB: No NB: 30MPH SB: No Existing Yellow Pavement Markings Yes (Faded) Yes Yes None Yes Yes curbs and sidewalks close to its intersection with Forest View Drive. The posted speed limit on Redbud Trail is 30 miles per hour (MPH) in the vicinity of this intersection. The Forest View Drive north approach serves as a private gated access to the Bee Creek Preserve. There are no curbs, sidewalks, or pavement markings on the Forest View north approach. The Forest View Drive south approach provides one shared left-through-right turn lane. There are no posted speed limit signs on the Forest View Drive south approach in the vicinity of the intersection. There are standard curbs but no sidewalks on both sides of the south approach. There are yellow pavement markings in the center of Forest View Drive south approach to separate the opposing vehicular traffic flow. The vehicular traffic at the Forest View Drive and Redbud Trail intersection is controlled by a stop sign on the Forest View Drive South Approach facing the northbound traffic. April

8 Intersection 2 Cedar Park Drive and Forest View Drive Intersection: Cedar Park Drive and Forest View Drive runs in the east-west and north-south direction, respectively, at this three-approach intersection. All three (3) approaches provide one shared left-throughright turn lane. There is curb and gutter with no sidewalk on both sides of the Cedar Park Drive east approach. The posted speed limit on this approach is 25 MPH in the vicinity of this intersection facing the eastbound vehicular traffic. There are existing speed humps located on the Cedar Park Drive east approach. There are no visible pavement markings on this approach in the vicinity of the intersection. The north and south Forest View Drive approaches have curb and gutter and no sidewalks in the vicinity of the intersection. The Forest View Drive north approach has yellow pavement markings in the center to separate opposing vehicular traffic, whereas there are no pavement markings on the Forest View Drive south approach. There are no posted speed limit signs on Forest View Drive in the vicinity of the intersection. The vehicular traffic at the Forest View Drive and Cedar Park Drive intersection is controlled by stop signs on all three (3) approaches. Intersection 3 Oak Ridge Drive and Forest View Drive Intersection: Oak Ridge Drive and Forest View Drive travels in the east-west and north-south direction, respectively, at this three-approach intersection. All three (3) approaches provide one shared leftthrough-right turn lane. There is curb and gutter on both sides of the east Oak Ridge Drive approach, whereas sidewalks are available only on the south side of this approach. There are no posted speed limit signs on Oak Ridge Drive in the vicinity of this intersection. There are yellow pavement markings in the center to separate opposing vehicular traffic flow on this approach in the vicinity of the intersection. The north and south Forest View Drive approaches have curb and gutter and no sidewalk in the vicinity of the intersection. There are no existing pavement markings on Forest View Drive north approach. There is a 30 MPH posted speed limit sign on the north approach facing the northbound traffic. There are yellow pavement markings in the center of Forest View Drive south approach to separate opposing vehicular traffic. There are no posted speed limit signs on the Forest View Drive south approach. The vehicular traffic at the Forest View Drive and Oak Ridge Drive intersection is controlled by stop signs on all three (3) approaches. April

9 Intersection 4 Rocky Ledge Road and Rocky River Road Intersection: Rocky Ledge Road and Rocky River Road runs in the east-west and north-south direction, respectively at this three-approach intersection. All three (3) approaches provide one shared left-throughright turn lane. There are no curbs or sidewalks on either side of the Rocky Ledge Road east approach. There are no posted speed limit signs on Rocky Ledge Road in the vicinity of this intersection. The north and south Rocky River Road approaches have flushed curbs and no sidewalks in the vicinity of the intersection. There are no visible existing pavement markings on any of the three (3) approaches of this intersection. There is a 25 MPH posted speed limit sign on the Rocky River Road south approach facing the southbound traffic. The vehicular traffic at the Rocky Ledge Road and Rocky River Road intersection is controlled by stop signs on all three (3) approaches. Intersection 5 Rocky River Road and Reveille Road Intersection: Rocky River Road and Reveille Road travels in the east-west and north-south direction, respectively at this three-approach intersection. All three (3) approaches provide one shared left-through-right turn lane. There are flushed curbs on both sides of the Rocky River Road east approach. There are no sidewalks, posted speed limits signs or pavement markings on the east approach. There are flushed curbs and yellow pavement markings on the Rocky River Road west approach. There are no sidewalks or posted speed limits signs on the west approach. The Reveille Road south approach has no curbs in the vicinity of the intersection. There are flushed sidewalks only on the east side of the south approach. There are yellow pavement markings in the center of Reveille Road to separate opposing vehicular traffic. There is a 25 MPH posted speed limit sign facing the southbound direction on the Reveille Road South approach. The vehicular traffic at the Reveille Road and Rocky River Road intersection is controlled by stop signs on all three (3) approaches. Intersection 6 Rocky River Road and Westlake Drive Intersection: Rocky River Road and Westlake Drive runs in the east-west and north-south direction, respectively, at this three-approach intersection. All three (3) approaches provide one shared left-through-right turn lane. There are flushed curbs and yellow pavement markings on the Rocky River Road east approach. There are no posted speed limit signs or sidewalks on this approach. The Westlake Drive north approach has shoulders and yellow pavement markings in the vicinity April

10 of the intersection. There are no sidewalks on either side of the north approach. There is a 25 MPH posted speed limit sign on the Westlake Drive north approach facing the northbound traffic. The Westlake Drive south approach has flushed curbs and yellow pavement markings in the vicinity of the intersection. There are no sidewalks or posted speed limit signs on the Westlake Drive south approach. The vehicular traffic at the Westlake Drive and Rocky River Road intersection is controlled by a stop sign on the Rocky River Road east approach facing the westbound traffic. Intersection 7 Bee Caves Road and Westlake Drive Intersection: Bee Caves Road and Westlake Drive travels in the east-west and north-south direction, respectively at this fourapproach intersection. The Bee Caves Road east approach provides an exclusive right turn lane, a through lane and a shared through-left turn lane. There are no curbs, sidewalks or posted speed limit signs on the Bee Caves Road east approach. The Bee Caves Road west approach provides a shared right-through lane and a shared through-left turn lane. There are no curbs or sidewalks on the Bee Caves Road west approach. There is a 40 MPH posted speed limit sign on the west approach facing the westbound traffic. The Westlake Drive north approach provides an exclusive right turn lane and a shared through-left turn lane. There are flushed and raised curbs on the east and west side of the roadway, respectively. There is a 25 MPH posted speed limit sign on the north approach facing the northbound traffic. The Westlake Drive south approach provides access to the Trinity School and serves as a private access to the facility. There are curbs and yellow pavement markings on the Westlake Drive south approach. There are no sidewalks or posted speed limit signs on the Westlake Drive south approach. The vehicular traffic at the Bee Caves Road and Westlake Drive intersection is controlled by a traffic signal. DATA COLLECTION Data collected for the Corridor included 24-hour bi-directional traffic volumes, site investigations and historical traffic studies in the vicinity of the Corridor. Daily traffic volumes were collected by GRAM Traffic Counting Inc., on Wednesday, January 21, 2015, at the following three (3) locations along the Corridor, as shown on Exhibit 1. April

11 Forest View Drive North of Cedar Park Drive Rocky River Drive Between Rocky Ledge Road and Reveille Road Westlake Drive Between West Spring Drive and Bee Caves Road A summary of existing daily traffic volumes is shown in Table 2. The analysis of the collected traffic data shows that the morning and evening peak hour traffic occurred from 7 AM to 8 AM and from 5 PM to 6 PM, respectively. The analysis of the 85 th Percentile Speed revealed that vehicles are traveling at a higher speed at all three (3) data collection locations, as shown in Table 3. TRAFFIC CALMING SOLUTIONS A city s transportation network is generally comprised of three different street classifications, which includes local, collector and arterial roadways. Local streets are generally lower volume streets (500 to 8,000 vehicles per day) primarily providing access to residential properties. Collector streets have higher traffic volumes (8,000 to 10,000 vpd) and connect local streets to arterial streets. Arterial streets carry the highest volume of traffic (14,000 to 46,000 vpd) and generally connect to highways. Traffic calming measures are typically appropriate on two-lane local or collector streets. All street segments in this Corridor fit within either local or residential collector street functional classification. The study objective was to investigate potential geometric and traffic solutions, which can enhance neighborhood quality of life by improving vehicular mobility and road users safety that fits in the given neighborhood environment. The primary focus is to reduce vehicular speeds and/or the volume of nonlocalized traffic on the subject corridor. Measure of Effectiveness (MOE) The purpose of the analysis, design and implementation of traffic calming solutions is to provide better conditions for neighborhood living such as slower speeds or lower traffic volumes. The positive impact of each traffic calming measure can be based on a subjective ranking scale that rates the reduction of speed, reduction of traffic volume, safety enhancement and projected maintenance for each measure. April

12 Table 2. Summary of Existing Traffic Volumes Time Period Daily Traffic Volumes (Vehicles Per Day) Forest View Drive Rocky River Road Westlake Drive NB SB NB SB NB SB 12:00-1:00 AM :00-2:00 AM :00-3:00 AM :00-4:00 AM :00-5:00 AM :00-6:00 AM :00-7:00 AM :00-8:00 AM :00-9:00 AM :00-10:00 AM :00-11:00 AM :00-12:00 PM :00-1:00 PM :00-2:00 PM :00-3:00 PM :00-4:00 PM :00-5:00 PM :00-6:00 PM :00-7:00 PM :00-8:00 PM :00-9:00 PM :00-10:00 PM :00-11:00 PM :00-12:00 AM Total / Direction 979 1, ,099 4,721 TOTAL 2,055 1,694 9,820 Percentage 48% 52% 55% 45% 52% 48% Street Functional Classification Local Local Collector April

13 Table 3. Vehicular Speed Analysis Street Segment Name Direction Posted Speed Limit (MPH) 85 th Percentile Speed Limit (MPH) Forest View Drive Rocky River Road Westlake Drive Northbound Not Posted 33 Southbound Not Posted 34 Northbound Southbound Northbound Southbound Not Posted 32 Reduced Speed Calming measures that keep operating speeds at or below the lawful speed will be given higher priority than measures that have little or no impact on speeds. Reduced Traffic Volume Traffic calming measures that have a greater impact on reducing the volume of traffic will be given higher priority than measures which have no impact on reducing traffic volumes. Enhanced Safety Calming measures which have the potential to reduce crashes will be given higher priority than measures which would not necessarily reduce crash potential. Projected Maintenance Most traffic calming measures will require some level of maintenance depending on the amount and type of traffic, weather, and the stability of roadway surface. Traffic calming measures which require little to no maintenance will be given higher preference than measures which require frequent maintenance or replacement. There are many potential active or passive traffic calming solutions available, which may be used depending upon street classification, roadway width, connectivity and access, traffic volume and estimated costs. The following four (4) traffic calming solutions were discussed and evaluated based on the MOEs. Speed limit signs and Speed limit pavement markings Narrow Travel Lanes Rumble Strips Speed Humps April

14 Speed limit signs and speed limit pavement markings are traffic control devices used to communicate the safe and reasonable operating speed on a particular roadway. Under Texas state law, all residential streets are 30 mph unless otherwise posted, based on a traffic engineering study. Speed limit signs are typically placed at the primary entrance to a neighborhood or where speed limits change. Speed feedback signs (which display vehicular speed information) can also be used to heighten driver awareness. A speed limit pavement marking provides an additional display of the lawful speed limit on the roadway. These markings are used to supplement speed limit signs, as shown in Figure 1. Advantages Inexpensive Constant reminder to the driver of the regulatory speed limit Catches the attention of motorists Disadvantages May not affect the driving behavior of frequent roadway users Effectiveness decreases on straight and/or wide streets or when faded Excessive signs can cause visual clutter Markings require continuous maintenance Figure 1: Speed Limit Pavement Markings Eligibility Considerations Streets that have a documented speeding problem Streets that have speed limits which differ from 30 mph April

15 Narrow Travel Lanes are created by using pavement markings, raised pavement markers or vertical panels, as shown in Figure 2. These treatments can be applied at pavement edges to create shoulders or parking lanes. They can also be applied inside to create painted medians and to provide buffer for vehicles traveling in the opposite direction. Bike lane installation was not considered feasible due to narrow road width. Advantages Travel lane narrowing may cause motorists to reduce their operating speeds Painted median provides buffer for vehicles traveling in the opposing direction Disadvantages Effectiveness decreases on straight and/or wide streets Excessive signs can cause visual clutter Markings require continuous maintenance Not as effective when markings are faded Level of speed reduction is usually minimal Eligibility Considerations Streets that have a documented speeding problem Streets that have speed limits which differ from 30 mph Figure 2: Narrow Travel Lanes Rumble strips are patterned sections of rough pavement or applications of raised material, which when driven over cause vibration and noise in a vehicle, as shown in Figure 3. This treatment is intended to direct the attention of the motorist back to the roadway. April

16 Advantages May be used to heighten motorists awareness Disadvantages Noisy and may be annoying to nearby residents Require continuous maintenance Eligibility Considerations Streets that have a documented speeding problem Adjacent property owners must agree to installation Figure 3: Rumble Strips Speed humps are asphalt or pre-formed rubber cushions applied to the road surface and are uncomfortable to negotiate at high operating speeds, as shown in Figure 4. This kind of treatment is called active traffic calming solution which requires vertical deflection in the vehicular travel path. Advantages Effective in reducing vehicle speeds Relatively easy for bicyclists and EMS to cross Disadvantages Makes traveling on the roadway uncomfortable for motorists and may increase noise Increases emergency vehicle response time by 8-10 seconds when installed in pairs Requires continuous maintenance April

17 Eligibility Considerations Street must not have more than one lane of travel in each direction Street segment must be approximately ¼ mile long without interruption by a traffic control device or other traffic calming features Street segment must not be within ¼ mile from a Fire Department facility that it significantly interferes with emergency vehicle operations Figure 4: Speed Humps The selected traffic calming solutions evaluation based on MOEs are summarized in Table 4. Table 4. Potential Traffic Calming Solutions Comparison Measure of Effectiveness (MOEs) Speed Limit Signs & Pavement Markings Narrow Travel Lanes Rumble Strips Speed Humps Reduced Speed Medium Medium Low High Reduced Volume Low Medium Low High Enhanced Safety Low Medium Low High Maintenance High Medium Medium Low Installation Costs Low* Medium Medium High Impact on EMS Response Time No No No Yes Abutting Residents Approval Needed No No Yes Yes * Medium if Speed Feedback signs used April

18 PRELIMINARY COST ESTIMATE A planning-level cost estimate was developed for each potential traffic calming solution. This preliminary cost estimate is provided as a planning level assessment of project cost for budget purposes. Actual construction cost may vary based on the detailed design and prices at the time of construction. The preliminary cost estimates are summarized in Table 5. Table 5. Summary of Preliminary Cost Estimates Alternative Estimated Cost Speed Limit Signs and Speed Limit Pavement Markings (6 locations) $6K $8K Narrow Travel Lanes (Segments A, B and Reveille Road) $10K $12K Rumble Strips (1 for each Segments A thru F) $12K $15K Speed Humps (Segments A, D and Reveille Road) $30K $40K Speed Feedback Signs (Two locations) $15K $20K POTENTIAL TRAFFIC CALMING IMPROVEMENTS A combination of one or more traffic calming solutions can be utilized to alleviate the speeding concerns. Neighborhood Association and residents feedback would be needed to finalize an acceptable plan for implementing traffic calming solutions along the Corridor. Appropriate traffic calming solutions include: Speed Limit Signs Installation at six (6) locations Speed Limit Pavement Markings Placement at seven (7) locations Narrow Travel Lanes Installation for Segments A, B and Reveille, where road pavement is wider than 22 feet. Given the narrow existing pavement width along the corridor (20 to 26 ), a white pavement marking delineating a 10 to 11 lane width would be appropriate. Vertical Panels could be an aesthetic issue in this corridor, and raised pavement markers would cost more without significantly increasing the effectiveness. All-way Stop installation at Rocky River Rd and Rocky River Cove Intersection Speed Humps Installation for Reveille Road, and Segments A and D Driver Speed Feedback signs may be installed at two (2) locations Additional signage and pavement markings modifications were also identified that may improve the traffic performance, although they do not specifically address traffic calming. The traffic signage and pavement markings modifications include: a. Installation of additional stop bars b. Speed enforcement by local police department April

19 c. Standardizing existing signs The potential traffic improvements are summarized in Table 6 and are also shown in Appendix C Traffic Improvements Plan. Table 6. Potential Traffic Improvements Plan Potential Traffic Improvement Solutions Speed Limit Signs Speed Limit Pavement Markings All-Way Stop Signs Narrow Travel Lanes Driver Speed Feedback Signs Speed Humps Approximate Location Forest View Drive Southbound: South of City Limits Forest View Drive Southbound: South of Cedar Park Drive Forest View Drive Northbound: North of Cedar Park Drive Rocky River Road Southbound: South of Reveille Road Rocky River Road Northbound: North of Westlake Drive Westlake Drive Southbound: South of Rocky River Road Forest View Drive: South of Cedar Park Drive Rocky River Road: South of Forest View Drive Rocky River Road: North of Rocky Ledge Road Westlake Drive: South of Rocky River Road Westlake Drive: North of Bee Caves Road Reveille Road: South of Rocky River Road Reveille Road: North of Bee Caves Road Rocky River Road and Rocky River Cove Intersection Segment A - Forest View Drive (South of City Limits) Segment B - Forest View Drive (Cedar Park to Rocky River Road) Reveille Road (Rocky River Road to Bee Caves Road) Forest View Drive Southbound: South of City Limits Reveille Road Southbound: South of Rocky River Road Segment A - Forest View Drive (1 Row, South of City Limits) Segment D - Rocky River (1 Row, approx. 400 South of Rocky Ledge) Reveille Road (Two Rows, approx. 500 Apart) CONCLUSION A Traffic Calming Study was performed for the Corridor to develop and assess traffic calming alternatives to reduce speeding and cut-through traffic. Data collection and site investigations were performed to determine existing traffic volumes and patterns, roadway geometrics, speed limits, and lane configurations. April

20 All three (3) locations where traffic data was collected showed evidence of speeding. The information gathered from the data collection and site investigations was used to evaluate existing conditions and to develop potential traffic calming solutions. The comparison of traffic calming solutions and their associated costs were also discussed. Various traffic calming solutions were identified to alleviate the speeding concerns. Neighborhood Association and residents feedback would be needed to finalize an acceptable plan for implementing traffic calming solutions along the Corridor. April

21 Appendix A Corridor Map with Geometric and Traffic Data April 2015

22 Legend "$ STOP SIGNS BUCKEYE BUCKEYE REDBUD "$ 1 ³ TRAFFIC SIGNAL ") TRAFFIC DATA COLLECTION LOCATION X XXX / XX INTERSECTION NUMBER Posted Speed Limit 30 MPH 25 MPH (Not Posted) Daily Traffic Volume (vehicles per day) / Vehicular Speed (miles per hour) AUSTIN CITY LIMITS "$ 6 Segment E (700') "$ "$ "$ 5 WESTLAKE 770/29 ROCKY RIVER ") Segment D (800') 4 "$ "$ "$ ROCKY RIVER CV Segment C (1500') ROCKY LEDGE Segment B (650') "$ "$ "$ "$ 3 924/ /34 2 "$ "$ "$ OAK RIDGE CEDAR PARK ") FOREST VIEW Segment A (1800') 979/33 BIRNAM WOOD Path: G:\ \07.00 CADD\Corridor_Map.mxd BEE CAVES /32 WESTLAKE ") Segment F (1500') 5099/34 REVEILLE WESTWOOD WESTBROOK Corridor Map with Geometric and Traffic Data KLOTZ PROJ. NO.: SCALE: NTS DATE: EXHIBIT 1

23 Appendix B Corridor Photographs April 2015

24 Forest View Dr and Redbud Trail Intersection: Redbud Trail East Approach, Looking East Forest View Dr and Redbud Trail Intersection: Redbud Trail East Approach, Looking West B-1

25 Forest View and Redbud Trail Intersection: Forest View North Approach, Looking North Forest View and Redbud Trail Intersection: Forest View North Approach, Looking South B-2

26 Forest View and Redbud Trail Intersection: Redbud Trail West Approach, Looking West Forest View and Redbud Trail Intersection: Redbud Trail West Approach, Looking East B-3

27 Forest View and Redbud Trail Intersection: Forest View South Approach, Looking South Forest View and Redbud Trail Intersection: Forest View South Approach Looking North B-4

28 Forest View and Cedar Park Intersection: Cedar Park Drive East Approach, Looking East Forest View Drive and Cedar Park Intersection: Cedar Park East Approach, Looking East B-5

29 Forest View and Cedar Park Intersection: Forest View North Approach Looking North Forest View and Cedar Park Intersection: Forest View Dr North Approach, Looking South B-6

30 Forest View and Cedar Park Intersection: Forest View Dr South Approach, Looking South Forest View and Cedar Park Intersection: Forest View Dr South Approach Looking North B-7

31 Forest View and Oak Ridge Intersection: Oak Ridge Drive East Approach, Looking East Forest View Drive and Oak Ridge Intersection: Oak Ridge East Approach, Looking West B-8

32 Forest View and Oak Ridge Intersection: Forest View North Approach, Looking North Forest View and Oak Ridge Intersection: Forest View North Approach, Looking South B-9

33 Forest View Drive and Oak Ridge Intersection: Oak Ridge West Approach, Looking West Forest View Drive and Oak Ridge Intersection: Oak Ridge West Approach, Looking East B-10

34 Forest View and Oak Ridge Intersection: Forest View South Approach, Looking South Forest View and Oak Ridge Intersection: Forest View South Approach, Looking North B-11

35 Rocky River and Rocky Ledge Intersection: Rocky Ledge East Approach, Looking East Rocky River and Rocky Ledge Intersection: Rocky Ledge East Approach, Looking West B-12

36 Rocky River and Rocky Ledge Intersection: Rocky River North Approach, Looking North Rocky River and Rocky Ledge Intersection: Rocky River North Approach, Looking South B-13

37 Rocky River and Rocky Ledge Intersection: Rocky River South Approach, Looking South Rocky River and Rocky Ledge Intersection: Rocky River South Approach, Looking North B-14

38 Rocky River Road and Reveille Intersection: Rocky River East Approach, Looking East Rocky River Road and Reveille Intersection: Rocky River East Approach, Looking West B-15

39 Rocky River Road and Reveille Intersection: Rocky River West Approach, Looking West Rocky River Road and Reveille Intersection: Rocky River West Approach, Looking East B-16

40 Rocky River Road and Reveille Road Intersection: Reveille South Approach, Looking South Rocky River Road and Reveille Road Intersection: Reveille South Approach, Looking North B-17

41 Westlake Drive and Rocky River Intersection: Rocky River East Approach, Looking East Westlake Drive and Rocky River Intersection: Rocky River East Approach, Looking West B-18

42 Westlake Drive and Rocky River Intersection: Westlake North Approach, Looking North Westlake Drive and Rocky River Intersection: Westlake North Approach, Looking South B-19

43 Westlake Drive and Rocky River Intersection: Westlake South Approach, Looking South Westlake Drive and Rocky River Intersection: Westlake South Approach, Looking North B-20

44 Westlake Drive and Bee Caves Intersection: Bee Caves Road East Approach, Looking East Westlake Drive and Bee Caves Intersection: Bee Caves Road East Approach, Looking West B-21

45 Westlake Drive and Bee Caves Intersection: Westlake North Approach, Looking North Westlake Drive and Bee Caves Intersection: Westlake North Approach, Looking South B-22

46 Westlake Drive and Bee Caves Road Intersection: Bee Caves West Approach, Looking West Westlake Drive and Bee Caves Intersection: Bee Caves West Approach, Looking East B-23

47 Westlake Drive and Bee Caves Road Intersection: Westlake South Approach, Looking South Westlake Drive and Bee Caves Intersection: Westlake South Approach, Looking North B-24

48 Reveille Road and Bee Caves Road Intersection: Bee Caves East Approach, Looking East Reveille Road and Bee Caves Road Intersection: Bee Caves East Approach, Looking West B-25

49 Reveille Road and Bee Caves Road Intersection: Reveille North Approach, Looking North Reveille Road and Bee Caves Road Intersection: Reveille North Approach, Looking South B-26

50 Reveille Road and Bee Caves Road Intersection: Bee Caves West Approach, Looking West Reveille Road and Bee Caves Road Intersection: Bee Caves West Approach, Looking East B-27

51 Appendix C Potential Traffic Improvements Plan April 2015

52 BUCKEYE Legend for Potential Impovements SPEED LIMIT SIGNS REDBUD ³ DRIVER FEEDBACK SIGNS # SPEED HUMPS "$ ALL WAY STOP SIGNS ") SPEED LIMIT PAVEMENT MARKINGS NARROW LANES AUSTIN CITY LIMITS 200' ") Segment E (700') 300' # 200' ") 500' 400' WESTLAKE # 400' Segment D (800') ROCKY RIVER ROCKY RIVER CV "$ ") ") Segment C (1500') ROCKY LEDGE 375' Segment B (650') ") 250' PARK CEDAR OAK RIDGE # FOREST VIEW Segment A (1800') BIRNAM WOOD 500' Path: G:\ \07.00 CADD\Potential_Improvements.mxd BEE CAVES 200' ") ") Segment F (1500') 200' WESTLAKE REVEILLE # WESTWOOD WESTBROOK Potential Traffic Improvements Plan KLOTZ PROJ. NO.: SCALE: NTS DATE: EXHIBIT 2