Division Corridor Strategy Final Report Division-Corridor-Strategy-Final-Report

road sec ons with pedestrian movements along the outside lanes, both in areas that contain sidewalks and those that do not contain sidewalks. Center Street has seen many improvements in recent years including new on-street parking, landscaping, intersec on enhancements, district markers and wide pedestrian spaces. These streetscape enhance- ments were coordinated with private investment including new restaurants, shopping and oﬃ ce spaces. It was ini ally observed and reported by the DCAC that crossings for both roadways at the rail corridor do not oﬀ er safe pedestrian op ons. However, during this planning study, the rail cross- ings were updated to address pedestrian safety. Similar to Division Street, it is not assumed at this me that reconfi gura on for the couplet or lane consolida ons are warranted based on traﬃ c volumes or other City plans and studies. However, based on public input, site visits, and opportuni es for development and connec vity to the south, it is suggested that similar improvements be made to Mesquite Street as those described on Center Street. Front Street Front Street is a local two-way road with two travel lanes and on-street parking. The road is under u lized by surrounding land uses due to the lack of residen al and commercial uses fron ng onto the street and due to the shallow parcel depths adjacent to the rail corridor. Front Street has seen recent streetscape improvements at the intersec on with Center Street and one block length west of Center Street. Improvemen ts include intersec on enhance- ments, parking stalls, sidewalks, and landscaping. Public input and planning analysis have iden fi ed Front Street as a key area for future considera ons. Front Street’s loca on near the rail corridor, close to Downtown, next to City-owned land, and near parcels iden fi ed as areas for poten al projects provide mul ple op ons for future development pa erns. Such opportuni es include expansion of recent streetscape elements, parking, aesthe c enhancements, par al or full street closure, and the reloca on of Front Street to the south in order to provide addi onal developable lands or be er land assemblies to the north. Addi onally, Front Street is rather wide for the volume of traﬃ c it carries and 26 Division Street Corridor Strategy City of Arlington could be narrowed and s ll provide adequate traﬃ c movement. Local Streets Other streets within the study area are local road- ways, most represented by a 50-foot right-of-way and two-lane street sec on with non-striped parallel parking. The local streets oﬀ Division Street create a grid system with blocks ranging from 300 feet to 500 feet in length. These block sizes would create walk- able lengths in most urban se ngs and oﬀ er a great framework for redevelopment and poten al for a pedestrian se ng as recommended through public input. Local street surfaces are in fair condi on with curbs in fair to poor condi on. Sidewalks are very limited along local streets and those that do exist are disconnected. Future redevelopment as proposed during public input would need to consider pedes- trian facili es on local streets. Ac vity Generators Map Ac vity generators, or major points of interest that are located within walking distance of the study area, have been iden fi ed on Map 2.2. They include areas of Downtown, UT Arlington, City facili es, the Main Street area, Cowboys Stadium, and an oﬃ ce complex in Downtown. These loca ons represent the most likely opportuni es for major concentra- ons of visitors, students, residents and employees to produce pedestrian traﬃ c which in turn, could visit the study area. Both 1/4 and 1/2 mile radius were plo ed from each ac vity generator which represent about 5 and 10 minute walking mes. As Map 2.2 illustrates, exis ng sidewalk pa erns create challenges for pedestrian traﬃ c due to disconnected sidewalk paths. The map also shows the greatest overlapping walking areas from ac vity generators near the intersec on of Front Street and Center Street. This overlapping area should be considered for a mixed-use redevelopment opportu- nity due to walkability. In terms of walking distances within the study boundary, the intersec on of Front Street and Center Street is the most accessible area. It should be noted that both the far west and east ends of the study area oﬀ er the least overlap by the ac vity generators walking radii, which may support more auto or commercial-type uses.

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