Professional Report For Evaluation of Streets in Trinity Groves of West Dallas -1.pdf

1 | Page
(First Reader, Chair). (Date)
(Second reader, Committee). (Date)
(Third Reader, Committee) (Date)

2 | Page
PROFESSIONAL REPORT: EVALUATION OF THE STREETSCAPE OF SINGLETON
BLVD AND HERBERT STREET INTERSECTION
by
MARVELOUS ECHENG
Presented to the Faculty of
College of Architecture Planning and Public Affairs of
The University of Texas Arlington in Fulfillment
Of the requirements
For the Degree of
MASTER OF CITY AND REGIONAL PLANNING
UNIVERSITY OF TEXAS AT ARLINGTON
DECEMBER 2022

3 | Page
Table of Contents
Executive Summary .................................................................................................................................... 9
Acknowledgements.................................................................................................................................... 10
Chapter 1: Introduction ........................................................................................................................... 11
Background ................................................................................................................................................. 11
Project Objectives ....................................................................................................................................... 13
Chapter 2: Problem Statement ................................................................................................................ 14
Chapter 3: Historical Background.......................................................................................................... 16
Chapter 4: Literature Review.................................................................................................................. 20
Case Studies ................................................................................................................................................ 22
Chapter 5: Methodology........................................................................................................................... 24
Walk Audit Schedule .................................................................................................................................. 25
Intercept Survey Study................................................................................................................................ 26
Chapter 6: Analysis and Findings ........................................................................................................... 27
Worksheet: Who’s Using the Street- and Why?..................................................................................... 28
Worksheet: Sidewalk, Streets and Crossings (Single-Location Audit).................................................. 29
Worksheet: Sidewalk, Streets and Crossings (Walking Audit).............................................................. 34
Worksheet: Sidewalks ............................................................................................................................ 52
Worksheet: Streets and Crossings .......................................................................................................... 62
Survey Analysis (Intercept Survey of Pedestrian Travel) ...................................................................... 69
Chapter 7: Implication and Limitation................................................................................................... 80
Chapter 8: Conclusion.............................................................................................................................. 86
Chapter 9: Appendix ................................................................................................................................ 88
Worksheet 1: Make a Map.......................................................................................................................... 88
Worksheet 2: Who’s Using the Street — and Why? .................................................................................. 88
Worksheet 3: Sidewalks, Streets and Crossings- Single Location Audit ................................................... 89
Worksheet 4: Sidewalks, Streets and Crossings- Walking Audit ............................................................... 90

4 | Page
Worksheet 5: Sidewalks.............................................................................................................................. 92
Worksheet 6: Streets and Crossings............................................................................................................ 92
Worksheet 7: Street Safety and Appeal ...................................................................................................... 93
Worksheet 8: Public Transit Access ........................................................................................................... 94
Worksheet 9: Rainy Weather ...................................................................................................................... 95
Worksheet 10: Build a Better Block ........................................................................................................... 96
Worksheet 11: Summary............................................................................................................................. 97
Singleton Blvd and Herbert Street Intersection- Intercept Survey ......................................................... 98
Chapter 10: References .......................................................................................................................... 100

5 | Page
List of Figures
Figure 1.....……..………………………………………………………………………………...12
Figure 2 ….…………………………………………………………...………………………….16
Figure 3 ........................................................................................................................................ 18
Figure 4 ...………………..………………………………………………………..……………. 19
Figure 5 ………..…………………………………………………………………..…………… 27
Figure 6 ……….….………………………………………………………………..…………… 29
Figure 7 …………..………………………………………………………………..…………… 30
Figure 8 ……..………………………………………………………………………..………… 30
Figure 9 ………..…………………………………………………………………..…………….31
Figure 10 …………..………………………………………………………………...…………. 34
Figure 11 ………..…………………………………………………………………...…………. 35
Figure 12 ..………………………………………………………………………………...……. 35
Figure 13 ………..……………………………………………………………………………… 36
Figure 14 …………..…………………………………………………………………………… 36
Figure 15 ………..……………………………………………………………………………… 37
Figure 16 ……..………………………………………………………………………….………38
Figure 17 ……..…………………………………………………………………………….……39
Figure 18 …………………...…………………………………………………………………... 39
Figure 19 ………………………………………………………………………………………...40
Figure 20 ……………………………………………………………………………………….. 40
Figure 21 ……………………………………………………………………………………….. 41
Figure 22 ……………………………………………………………………………………….. 41
Figure 23 ……………………………………………………………………………………….. 42
Figure 24 ……………………………………………………………………………………….. 42
Figure 25 ……………………………………………………………………………………….. 43
Figure 26 ……………………………………………………………………………………….. 43
Figure 27 ……………………………………………………………………………………….. 44
Figure 28 ……………………………………………………………………………………….. 44
Figure 29 ……………………………………………………………………………………….. 45
Figure 30 ……………………………………………………………………………………….. 45

6 | Page
Figure 31 ……………………………………………………………………………………….. 46
Figure 32 ……………………………………………………………………………………….. 46
Figure 33 ……………………………………………………………………………………….. 47
Figure 34 ……………………………………………………………………………………….. 48
Figure 35 ……………………………………………………………………………………….. 48
Figure 36 ……………………………………………………………………………………..… 49
Figure 37 ……………………………………………………………………………………….. 49
Figure 38 ……………………………………………………………………………………..… 50
Figure 39 ……………………………………………………………………………………..… 52
Figure 40 ……………………………………………………………………………………….. 53
Figure 41 ……………………………………………………………………………………….. 53
Figure 42 ……………………………………………………………………………………….. 54
Figure 43 ……………………………………………………………………………………..… 54
Figure 44 ……………………………………………………………………………………….. 55
Figure 45 ……………………………………………………………………………………….. 56
Figure 46 ……………………………………………………………………………………….. 56
Figure 47 ……………………………………………………………………………………..… 57
Figure 48 ……………………………………………………………………………………….. 57
Figure 49 ……………………………………………………………………………………..… 58
Figure 50 ……………………………………………………………………………………..… 59
Figure 51 ……………………………………………………………………………………….. 59
Figure 52 ……………………………………………………………………………………..… 60
Figure 53 ……………………………………………………………………………………..… 61
Figure 54 ……………………………………………………………………………………….. 62
Figure 55 ……………………………………………………………………………………….. 63
Figure 56 ……………………………………………………………………………………….. 63
Figure 57 ……………………………………………………………………………………..… 64
Figure 58 ……………………………………………………………………………………….. 64
Figure 59 ……………………………………………………………………………………….. 65
Figure 60 ……………………………………………………………………………………….. 65
Figure 61 ……………………………………………………………………………………….. 66

7 | Page
Figure 62 ……………………………………………………………………………………..… 67
Figure 63 ……………………………………………………………………………………….. 70
Figure 64 ……………………………………………………………………………………….. 71
Figure 65 ……………………………………………………………………………………….. 72
Figure 66 ……………………………………………………………………………………….. 73
Figure 67 ……………………………………………………………………………………….. 74
Figure 68 ……………………………………………………………………………………….. 75
Figure 69 ……………………………………………………………………………………….. 76
Figure 70 ……………………………………………………………………………………….. 77
Figure 71 ……………………………………………………………………………………….. 80
Figure 72 ……………………………………………………………………………………….. 82
Figure 73 ……………………………………………………………………………………….. 82
Figure 74 ……………………………………………………………………………………….. 84

8 | Page
List of Tables
Table 1 ………………………………………………………………………………….………..69
Table 2 …………………………………………………………………..……………………… 70
Table 3 ………………………………………………………………………………………….. 71
Table 4 ………………………………………………………………………………………….. 72
Table 5 ………………………………………………………………………………………….. 73
Table 6 …………………………………………………………………………………..……… 74
Table 7 ………………………………………………………………………………………….. 75
Table 8 ………………………………………………………………………………………….. 76
Table 9 ………………………………………………………………………………………….. 77

9 | Page
Executive Summary
The Western Dallas district has undergone rapid development and become a hub for
entertainment. The growth in jobs and businesses has led to an increased demand for multimodal
transportation. However, the rise in automobile usage has had a negative impact on pedestrian
travel in West Dallas, rendering the streetscape unattractive and less accessible. The research
project will focus on the intersection of Singleton Blvd and Hebert Street in Trinity Groves, West
Dallas, and examine how the pedestrian environment affects walkability and access to key
commercial areas. This report will highlight the conventional streetscape structure in the area, as
well as the lack of landscaping, visible crosswalks, road signage, transit shelters, and other
amenities necessary for safe pedestrian travel.
The problem of incomplete streets in West Dallas presents challenges in terms of walkability
and other modes of transportation. Traditional street design has decreased street safety, increasing
the risk of collisions between cars, pedestrians, motorists, and bicyclists. The objective of this
report is to evaluate the street design at the intersection of Singleton Blvd and Herbert Street in
Trinity Groves. The evaluation will be based on walking audits and survey analysis, which will
identify gaps in the incomplete street design and the hazards they present. The background of the
report will include a timeline of street development in Trinity Groves and surrounding
communities in West Dallas, as well as a review of how other cities have dealt with incomplete
streets over time. The methodology will consist of walk audits and surveys. The analysis and
findings will provide evidence to support the problem statement and demonstrate the need for
complete streets at the Singleton Blvd and Herbert Street intersection. The conclusion and
implications of the study will address the historical, current, and proposed future development of
the area, with the aim of filling gaps in pedestrian-scale planning and development and ensuring
success in future urban development.

10 | Page
Acknowledgements
I am grateful to my advisor, Mrs. Barbara Saenz, and the chairs of the faculty of The College of
Architecture, Planning and Public Affairs at the University of Texas Arlington, Dr. David Coursey,
Dr. Ivonne Audirac, and Dr. Martinez-Cosio, for their guidance and support. I also thank the staff
at the library and writing center for their assistance in organizing this report. Finally, I extend my
gratitude to my previous instructor, Dr. Pan Qisheng, for his exceptional support in completing
this report.

11 | Page
Chapter 1: Introduction
Background
According to Simek (2018), "Dallas, a 178-year-old city discovered in 1845, is a mixture of
metropolitan and suburban living that provides many activities," including festivals, attractions,
tourism, eating, and living. Although the downtown areas are gentrified, most of the communities
in the suburban regions are more affordable than none. The development of Trinity Groves in
Dallas was discovered in 1992 (Simek, 2018). Over time, it has become one of the city's leading
restaurant, retail, artist, and entertainment destinations.
Simek (2012) also notes that the Trinity Groves area was developed in 2005 near the Trinity River.
The area was conceptualized by three property owners, Phil Romano, Butch McGregor, and Stuart
Fits, who bought about 80 acres of land within West Dallas. This included the Trinity River,
Margaret Hunt Hill Bridge, Sylvan Avenue, West Commerce Street, and La Bajada Street. The
development of this area was completed within eight years, with many vacant lots being
transformed into the now-known Trinity Groves in West Dallas. This development and the
construction of the Margaret Hunt Hill Bridge expanded the urban and suburban communities
within Dallas. However, the construction and development of the Singleton Blvd streetscape has
influenced automobile dependency for travel and created hazards for biking and pedestrian
scalability.

12 | Page
Figure 1. Dallas Council Districts. From “Oak Cliff Advocate,” by Keri Mitchell, 2011,
https://oakcliff.advocatemag.com/2011/10/how-did-city-council-redistricting-affect-oak-cliff/#. Copyright 2005 by
Keri Mitchell
The zoning map (Fig. 1) above currently displays the 13 districts in Dallas, with council districts
3 and 6 serving as the area of Western Dallas where Trinity Groves is located. Trinity Groves is
situated at the intersection of Singleton Boulevard and Herbert Street. While efforts have been
made to improve Singleton Boulevard's corridor, additional efforts are necessary to enhance the
vibrancy and activity of Western Dallas as a community.

13 | Page
Project Objectives
This research aims to assess the street design at the intersection of Singleton Blvd and Herbert
Street in West Dallas. This intersection serves as a hub for tourism, retail, commerce, and
residential areas, but the current street design is inadequate and creates obstacles for tourists,
pedestrians, and other users. This hinders their access to transport and transportation amenities
for commuting to work, school, recreational activities, shopping, and commerce. Implementing
Complete Streets elements, including improved crosswalks, rights of way, continuous sidewalks
and bike paths, lane reduction, and street buffers, will redirect drivers' attention to oncoming
pedestrians, bicyclists, and vehicles at crucial intersections. This is crucial to the intersection as it
will promote safer vehicle travel speeds and increase the use of pedestrian, bicycle, and mass
transit modes. The community of West Dallas will benefit from implementing Complete Streets
through increased business revenue.

14 | Page
Chapter 2: Problem Statement
The current research project focuses on the intersection of Singleton Blvd and Herbert Street, a
crucial area that carries traffic and connects to various sectors of Trinity Groves, including
residential, educational, commercial, retail, and industrial areas. As intersections generate
conflicts among roadway users (Dumbaugh et al., 2004, p.6), the incomplete streets at this
intersection pose challenges for pedestrian access, biking, and walkability.
The National Complete Streets Coalition suggests that complete streets projects should include
wider and improved sidewalks, bike lanes, curb cuts and ramps, crosswalks, pedestrian refuge
islands, center left turn lanes, landscaping and street trees, transit lanes, and transit shelters
(Hanson, 2017, p.3). Sidewalks are paths within street corridors, typically concrete, and should
be wide enough to accommodate pedestrian traffic. Bike lanes are bikeways within road arterials
that allow for safe and efficient travel by bicyclists. The design of these bikeways should not
only consider sharing space with automobiles but also incorporate safety features. Curb cuts and
ramps provide a smooth transition from the sidewalk to the crosswalk, enabling safer pedestrian
travel through intersections. This is particularly important for ensuring that all pedestrians,
including children, adults, the elderly, and those with disabilities, can utilize crosswalks safely
and effectively. Crosswalks are designed to allow pedestrians and other commuters to cross the
street.
According to the Federal Highway Administration (2013, p.1), pedestrian refuge islands protect
pedestrians from incoming traffic and provide them with space to navigate multilane roads.
Center turn-left lanes, commonly found in road arterials, allow the guidance of turning cars to
the next street. These lanes can also be utilized to install on-street parking, bike lanes, or
sidewalks (Institute of Transportation Engineers, 2020, p.74). Landscaping can also be used to
shape the road, calm traffic speeds, and improve pedestrian volumes within the streetscape. This
can be achieved using open space, green design, filter strips, and street buffers. Street trees can
provide a buffer and protection by separating the automobile and pedestrian realms (Daumbaugh
et al., 2007, p 283) while enhancing the aesthetic appeal of the environment.
Transit lanes and transit shelters provide accommodations for individuals who utilize different
forms of transportation for commuting. Transit lanes prioritize buses and shuttles for pick-up and

15 | Page
drop-off services (Zhao & Ma, 2018, p.1). According to Patankar and Kumar (2007, p.99),
transit shelters are more than 1km apart, improving mobility and access to transit vehicles for
commuters. These shelters also protect from fast-moving vehicular traffic.
The underdeveloped streets in the Trinity Groves area create transportation barriers for
pedestrianism, bicycling, and vehicle use. This affects the ability of pedestrians to cross
roadways and utilize the street environment for activities such as tourism, commuting to work,
school, or places of business. The sidewalks, crosswalks, bicycle paths, and transit stops within
the Trinity Groves area still need to be fully developed, which is crucial in supporting multi-
modal transportation in the community. The lack of focus on redevelopment in these areas can
lead to increased automobile dependence and reckless driving behaviors despite speed limits. As
Trinity Groves continues to grow, it is essential to ensure that the streets are safe for all potential
travelers.

16 | Page
Chapter 3: Historical Background
Singleton Boulevard dates to 1880, when the land was developed into a variety of zoning
categories, including residential, retail, and industrial, leading to the creation of several
communities, such as Trinity River Greenbelt frontage, West Dallas, Juarez City, Cement City, La
Bajada, and La Reunion (City of Dallas, 1999, p.17). Retail and other land uses catering to the
community are located along major thoroughfares, such as Singleton Boulevard. During this
period, there was significant migration, which increased the population and resulted in a
distribution of 52% Hispanic individuals, 4% African Americans, and the remainder from other
racial backgrounds (City of Dallas, 1999, p.7). The La Reunion community was established in
1885 with the intention of being an agricultural area, however the land was not suitable for farming
purposes. The retail and industrial zoned parcels serving the community are scattered along major
thoroughfares of Singleton Boulevard and were not subject to subdivision zoning (City of Dallas,
1999, p 17), which made it difficult for communities to properly plan important areas for
agriculture, retail, and residential purposes.
Figure 2. West Dallas Comprehensive Land Use Study. From “City of Dallas Department of Planning and
Development Dallas,” by City of Dallas, 1999, (p.26)
https://dallascityhall.com/departments/pnv/Documents/West%20Dallas%20Comprehensive%20Land%20Use%20st
udy%20Revised%201999.pdf. Copyright by 1999 by City of Dallas

17 | Page
Figure 2 above displays the land use plan that classified facilities to different zones.
The implementation of land use and zoning regulations in the Singleton Blvd corridor has provided
various opportunities for development. These regulations discourage zoning changes that would
result in land use incompatibilities and promote adequate buffer zones between different land use
types, such as single family, multifamily, commercial, industrial, and residential. The zoning
formation classified the land use into appropriate sections, with 26% designated for single family
use, 25% for industrial use, 10% for parks and open space, 5% for multifamily use, 3% for
institutional use, and 17% for undeveloped land (City of Dallas, 1999, p.24). Over time, these land
use concepts have reduced zoning inconsistencies and facilitated proper transition between
different zoning areas.
Despite the improvements in zoning and land use, Trinity Groves has not yet reached its full
potential due to the perceived risks associated with establishing businesses south of the Trinity
River. Citizens have reported inadequate street lighting as a general issue in the West Dallas area
(City of Dallas, 1999, p.62). The streets, crosswalks, sidewalks, and transit stops are not well-lit
during nighttime hours, and the combination of inadequate lighting and increased vehicle speeds
presents challenges for pedestrian travel. Additionally, concerns from the West Dallas community
indicate a lack of maintenance for thoroughfares and local streets. The thoroughfares and
streetscapes are impacted by the increased traffic, which accelerates wear and tear on road
pavements. The heavy industrial equipment transported by trucks causes additional wear on
pavements, leading to potholes and cracks that negatively impact the appearance of roads,
sidewalks, and bike paths (City of Dallas, 1999, p. 60). These challenges hinder access to transit
options such as walking, biking, and using bus stops.
In 1999, the City of Dallas reported that many of West Dallas' local neighborhoods' streetscapes
were in poor condition and did not meet city standards. The adjacent property owners had
petitioned the city for street improvements. The Trinity Groves community, with its strong
churches, neighborhoods, vacant lands, warehouse industries, historical and cultural assets, was
identified as having character. In 1950, the council of social agencies and the chamber of
commerce issued a report requesting immediate improvements to local streets, which were
completed a few years later. The report also included future land use policy recommendations for

18 | Page
strengthening buffer and setback requirements for industrial and residential facilities. While many
improvements have been made within the Singleton Blvd corridor, challenges with multimodal
travel still exist in the area.
The image (Figure 3) above highlights the important areas of West Dallas that have gone through
changes. Singleton as the backbone of West Dallas have received many improvements including
thoroughfare, street, sidewalk and traffic improvements, bridge repair and other changes.
The increase in population in West Dallas has led to a demand for improved transportation options.
In response, the Dallas Area Rapid Transit (DART) was introduced, and bus routes were developed
along the Singleton Blvd corridor. A minority of the population in West Dallas does not own a car
and relies on alternative forms of transportation, such as walking, biking, and public transit. The

19 | Page
growth in population is anticipated to result in an increase in West Dallas public transit ridership,
from 13.9% in 1990 to 16% in 2000, and this trend is expected to continue in the future (City of
Dallas, 1999, p.61). DART has increased passenger transfer locations in high-ridership areas, but
more work needs to be done to improve the community's amenities, including landscaping features
such as trees, shrubs, ground cover, trash receptacles, and street lighting (City of Dallas, 1999,
p.64).
The figure (4) above displays the historical plans of the thoroughfares that were developed and
updated in the 1950-1990. This includes the principal and minor arterials, community collectors,
rail roads and DART bus routes that runs along West Dallas.

20 | Page
Chapter 4: Literature Review
The traditional streets within Trinity Groves present challenges for pedestrians, bicyclists, and
commuters due to the poor condition of pedestrian pathways, inadequate road marking, and lack
of vehicle speed signs and control measures. Ewing et al. (2009, p.70) argue that roadway design
can impact the number of crashes and their severity by influencing traffic volumes, conflicts, and
speeds. Grahn et al. (2021, p.1) report that 25% of walking trips occur on roads without sidewalks.
Only 5% of bike trips have dedicated lanes, and one-third of Americans have limited mobility
options due to a lack of alternative transportation options. On busy roads, the daily traffic volume
can reach approximately 20,000 vehicles (Grahn et al., 2021, p.2), presenting risks to pedestrians
and bicyclists. These risks are particularly acute on community collector and principal arterial
roads when intersecting with other streets. The absence of bike lanes and sidewalks on roads
divided by lanes can increase the likelihood of vehicle-pedestrian collisions. Drivers may be more
likely to exceed the speed limit on roads with little traffic, which can further increase the risk of
collisions.
Studies show that the speed of a vehicle is the primary determinant of crash severity, with a
pedestrian struck by a vehicle traveling at 20 miles per hour or less having a 5% chance of death,
increasing to 45% at 30 miles per hour, and 85% at 40 miles per hour (Hanson, 2017, p.5).
The lack of proper infrastructure for walking, biking, and public transportation can result in
behavior changes, such as vehicles blocking crosswalks, running red lights, biking on sidewalks,
and driving on bicycle lanes (Rowley et al., 2017, p.47). According to Laplante et al. (2008, p.26),
a pedestrian hit by a car traveling at 20 mph has an 85% survival rate, but the likelihood of survival
decreases to 15% if the car travels twice as fast at 40 mph. Poor medians contribute to pedestrian
collisions and may need improvement. Raised medians, which visually narrow the road and
provide a median refuge for midblock crossings, are an improved form of the median. Laplante et
al. (2008) suggest that arterial traffic calming should focus on reducing vehicle speeds. Traffic
calming measures are effective, such as narrowing lanes and implementing road diets and medians.
These elements of complete streets can ensure precise and clear roadways.

21 | Page
In a 2019 study, Rowley et al. define walkability as a measure of the safety of the pedestrian
environment. They note that areas with higher levels of pedestrian traffic tend to have more time-
signaled crossings and crosswalks with yield emphasis. These signals are designed to direct traffic
at critical locations, such as crosswalks and sidewalks. The study found that vehicles and bicycles
were the least likely to yield to crossing pedestrians. The “Signal compliance behavior was
observed directly from a video footage during AM and PM peak periods, including red light
violations and vehicles making illegal turning movements at locations with restricted left turns or
turn-on-red restrictions” (Rowley et al., 2019, p.48). According to Grahn et al. (2021, p.2), the
recorded video footage demonstrates that the lack of yield signs is the cause of the decrease in
walkability. Grahn et al. (2021) describe using calming traffic measures, such as pedestrian
crosswalks with signals, to reduce vehicle speed and improve pedestrian safety in areas with
inadequate sidewalks and other infrastructure. These are essential elements to have for complete
streets.
According to Dumbaugh et al. (2009, p.3), wide lanes, broad shoulders, and clear road zones are
practical design features for reducing crash incidence and producing minimal design. However,
Nolan & Oh (2004, p.527) offer a contrasting viewpoint, stating that the relationship between
infrastructure and geometric design is inconclusive. Dumbaugh et al. (2009, p. 13,14) also assert
that motorist crashes are often associated with traffic conflicts and vehicle speeds. Traffic conflicts
can occur within wide lanes and shoulders without traffic lights, signage, and road markings to
warn of potential incidents. Herms & Bruce (n.d., p.1) add to this discussion by highlighting a
study of 400 intersections with marked and unmarked crosswalks. The study found that 177
pedestrians were hit in marked crosswalks and 31 in unmarked crosswalks. These findings suggest
that crosswalk markings alone are not the primary cause of collisions but rather a combination of
factors, including crosswalks, lack of road signage, and pedestrian knowledge of road signs and
symbols. Therefore, it is essential to consider crosswalks in conjunction with road signage and
pedestrian awareness to reduce vehicle-pedestrian collisions. Community outreach and education
can increase pedestrian awareness.

22 | Page
Case Studies
The literature review here also highlights two critical case studies that demonstrate the impact of
complete streets on two cities, Sault Ste. Marie, Michigan, and Decatur, Georgia. In Sault Ste.
Marie, the lack of sidewalks in the tribal housing district hindered access to nearby health centers
and schools. However, with a grant from the Centers for Disease Control and Prevention (CDC)
distributed by the Strategic Alliance for Health (SAH), the community was able to begin improving
its non-automobile transportation infrastructure (Clifton et al., 2013). Utilizing the CDC’s
Community Health Assessment and Group Evaluation (CHANGE) tool, the SAH community
coalitions were able to identify areas in need of increased walking and recreation opportunities,
particularly in the Upper Peninsula (Clifton et al., 2013). Through collaboration with the SAH
group, the Upper Peninsula community has begun implementing the complete street design in
transportation projects, including a mandate to install sidewalks whenever a street is repaved. This
will connect sidewalks across the tribal lands and improve accessibility for residents. The nearby
city of Manistique has also improved its crosswalks and added directional signs to aid navigation
(Clifton et al., 2013).
Decatur, Georgia, has been working to improve walkability within its streets. As the city’s
population grows, demand for safer, more complete streets has increased. The community has
expressed the importance of walking and biking, and the city developed a Community
Transportation Plan (CTP) in 2006 to address these needs. During CTP meetings, attendees,
including seniors, requested improvements such as curb cuts for wheelchairs and walkers,
increased crossing time at crosswalks, and driver education programs. The CTP partnered with the
Georgia Department of Transportation (GDOT) to incorporate Universal Design Principles and
ADA accessibility standards into the street design, improving the outlook of the roads and
providing equal opportunities for all pedestrians, including the elderly and disabled. Previously,
GDOT did not favor constructing a midblock raised crosswalk with a pedestrian crossing warning
sign along a state highway in a Decatur shopping area. However, after a successful petition, the
city removed the road from state control and was able to add a pedestrian treatment that met the
goals of the CTP. (Clifton et al., 2013)

23 | Page
The literature review highlights the importance of speed limit posted signs and road development
in Trinity Groves. The greater the vehicle speeds, which exceed the speed indicated by the speed
limit, the greater the risk of fatal collisions with pedestrians. The studies help us understand that
complete street provide traffic-calming developments to reduce vehicle speeds and promote safe
pedestrian walkways. The importance and methods aimed at reducing vehicle speeds must be
informed to Trinity Groves. Finally, the literature review highlights two case studies of improved
pedestrian environments. The plan to repave and connect missing sidewalks in tribes of Sault Ste
Marie should serve as a practice that the City of Dallas can replicate for Trinity Groves. Repaving
and installing new sidewalks is a process that can take time due to the collaboration of key decision
leaders, including business owners, stakeholders, transportation planners, and community
residents. The funding, timeframe, and schedule are critical stages that precede development. In
these stages, the City council and commissions must agree upon and approve many proposals.
Decatur, Georgia’s planning case study discussed the need for raised crosswalks turns and outlook
of roads which are critical factors for the street development of Trinity Groves. The case study
highlighted a midblock crossing development that previously faced restrictions in its pre-
development stage but was later lifted and allowed for development. This can be a similar issue
that Trinity Groves can face through partnerships of businesses with the City and Transportation
development. Many proposals would receive denials, petitions would be made, and only a handful
of proposals will see the light of day. To ensure the successful development of complete streets,
transportation equity policies must be implemented in addition to thorough community education
and engagement.

24 | Page
Chapter 5: Methodology
The methodology of this report presents the analyses conducted to evaluate walkability of the study
area. Two main methods were used in this study: a walk audit and a walkability intercept survey.
Walking Audit
The walk audit assessed the pedestrian-friendliness of the Singleton Blvd and Herbert Street
intersection. The walk audit conducted involves a detailed on-site observation to evaluate the
conditions for multimodal travel at this location. This information will be used to identify potential
improvements to enhance the walkability of this area.
The walk audit worksheets examined the streetscape conditions of the study area which the
intersection of Singleton Blvd and Herbert Street. There are a total of 11 worksheets which can be
found in the appendix of this report. Each worksheet is described in detail.
1. Worksheet 1 described the mapping location of the study area including important building
features such as schools, stores, and sidewalks.
2. Worksheet 2 described the uses of the street and why. This identifies important population
demographics and activity that happens within the study area.
3. Worksheet 3 is the walk audit that examined the major street of the study area. The study
observed the intersection area for the function and condition of road signs, roads,
sidewalks, crosswalks, and pedestrian crossing signals.
4. Worksheet 4 is the walk audit that examined the major street of the study area. The audit
is walking study of the street through a planned route. The study observed the function and
condition of road signs, roads, sidewalks, crosswalks, and pedestrian crossing signals.
5. Worksheet 5 discussed the sidewalks audit that examined the minor streets of the study
area. The study observed the function and condition of road signs, roads, sidewalks,
crosswalks, and pedestrian crossing signals.
6. Worksheet 6 discussed the streets and crossings audit which examined the minor streets
within the study area. The study observed the function and condition of road signs, roads,
sidewalks, crosswalks, and pedestrian crossing signals.
7. Worksheet 7 examined the street safety and appeal of the streets in the study area.
8. Worksheet 8 examined the public transit availability and access in the study area.

25 | Page
9. Worksheet 9 examined the walkway conditions of the street during rainy weather. The
conditions are analyzed for performance and resiliency.
10. Worksheet 10 provided the build a better block recommendation which are traffic calming
developments to improve travel conditions of the streets.
11. Worksheet 11 provides total scores from positive and negative responses of all previous
worksheets for the study. The summary provided final ratings from the results of the
worksheets. They were measured in great, acceptable, mixed, and poor categories.
Walk Audit Schedule
The walk audit was conducted over a period of four days, from Thursday, November 3rd to
Sunday, November 6th, 2022. On the first day, a single-location audit of Singleton Boulevard and
Herbert Street was completed. The following day, the walking audit of the Singleton Boulevard
from Herbert Street to Gulden Lane was completed. On the third day, the walking audits of
sidewalks of Herbert Street and Toronto Street were completed. Finally, on the fourth day, the
walking audits of the streets and crossings of Singleton Boulevard and Gulden Lane was
completed. Each day's audit took approximately four hours to complete. The collected data were
summarized and presented in the results section of this report.
On each day of the study, the following activities were carried out:
1. Observe and document the demographic characteristics of individuals using the streets,
including their racial backgrounds and whether they are traveling alone or in groups.
2. Assess the physical characteristics of the study site, including its open space, potential for
vandalism and criminal activity, and potential safety hazards.
3. Evaluate the impact of the built environment on pedestrian travel, including the presence
of sidewalks, street buffers, driveways, bike lanes, and crosswalks.
4. Determine the condition and age of the built environment, including the measurement of
its physical dimensions, wear and tear, and potential for maintenance.
5. Evaluate the safety and accessibility of crosswalks, including their location and proximity
to moving traffic.
6. Assess the availability and quality of transit access points within the study site, including
the presence of amenities such as shelters, lighting, and cleanliness.

26 | Page
7. Determine the potential for maintaining the study site during adverse weather conditions,
including the presence of appropriate drainage and slope for stormwater management.
Intercept Survey Study
Intercept surveys are surveys taken within bus stops, stations, and other important places within
the pedestrian street realm. They obtain important information that can be useful for future
planning process. The methodology for this survey study will involve self-administered surveys in
the form of questionnaires. Schaller (2005, p.10) defines self-administered surveys as respondents
completing the forms and returning it for an agency. In this case, the report was used in place of
an agency. The methodology for this study includes conducting surveys with residents and other
pedestrians to gather their opinions about the travel experience within the street intersection of
Singleton Blvd and Herbert Street. 50 participants were asked about their experiences using
crosswalks, sidewalks, bike lanes, and public transit, as well as other elements of complete streets.
They were also asked about their perceptions of the streetscapes, the quality of the streets, and the
safety and accessibility of walking in the area. Surveys were conducted at bus stops, residential
areas, shops, restaurants, and other commercial areas. The collected data were used to highlight
areas of concern for travel safety within the study area and to inform recommendations for
improving pedestrian experience in the future. The survey questions can be found in the appendix
of this report.

27 | Page
Chapter 6: Analysis and Findings
WALK AUDIT (ANALYSIS)
Figure 5. Street view map of study area surrounding Singleton Blvd and Herbert Street
https://www.google.com/maps/@32.7785596,-
96.8302357,3a,75y,28.21h,83.46t/data=!3m6!1e1!3m4!1spNlLYVoFoApN0vOag1CKbw!2e0!7i16384!8i8192
The image above (fig. 5) depicts Singleton Boulevard and Herbert Street.
The walk audit analysis involved a study conducted within the intersection of Singleton Boulevard
and Herbert Street. The scope of the study included a thorough examination of the streetscape
development and conditions, as well as observations of the critical elements of complete streets in
the area. The purpose of this study was to determine whether the streets in the area are conducive
to supporting multi-modal travel and to evaluate how people are currently using the streets within
the study area. The walk audit included examination of the major sidewalks, streets, and crossings
at the Singleton Boulevard and Herbert Street intersection, Herbert Street and Toronto Street
intersection, and Singleton Boulevard and Gulden Lane. In addition, the study included further
evaluations of public transit access, weather and drainage conditions, street safety and appeal, and
recommendations for improving the area.

28 | Page
Worksheet: Who’s Using the Street- and Why?
Community Name: Trinity Groves
Location/Street Name:
Singleton Blvd/ Herbert Street intersection
Herbert Street/ Toronto Street intersection
Singleton Blvd and Gulden Lane intersection
Toronto Street and Gulden Lane intersection
Audit Date: 11/03/2022
Start Time: 12pm
End time: 4pm
Description
This report presents the findings of an observation study of pedestrian activity within Trinity
Groves. The data reveals that most individuals observed were younger and middle-aged adults. Of
the total number of individuals observed (54), there were 3 children, 5 teenagers, 39 adults, and 7
older adults. Three families with children and teenagers were also observed. Most individuals were
either walking alone or in pairs, and no individuals were using mobility aids. However, three
individuals were observed riding bicycles. One instance of a family pushing a baby stroller while
walking within Toronto Street to the Trinity Groves Arts Park was also noted.
The site was utilized for various purposes. The observations indicate that no individuals used the
site to travel to school as the site is predominantly commercial and residential. Three adults were
waiting for public transit on the Singleton and Herbert Street intersection. A total of 20 individuals
walked within the Singleton Blvd corridor to visit the café and other restaurants for eating and
visited the Trinity Arts Park. Three individuals were observed walking and running, including
seven other individuals walking their dogs within Gulden Lane. Six additional individuals walked
to the Trinity Arts Park located within Singleton Blvd and Gulden Lane. Finally, there were
seventeen adults who walked to their vehicles to leave the site. The non-walking individuals appear
to be most of the study participants who sat within restaurants and the park while socializing,
enjoying food and entertainment. Overall, the pedestrians appear to represent the composition of
the neighborhood, with a higher proportion of Hispanic and Latino Americans than African
Americans. Other races appear to be less prevalent in the community.

29 | Page
Worksheet: Sidewalk, Streets and Crossings (Single-Location Audit)
Figure 6. Street view map of Singleton Blvd and Herbert Street intersection
https://www.google.com/maps/@32.7785596,-
Location/Street Name(s): Singleton Blvd and Herbert Street Intersection
Audit date: 11/03/2022
Start time: 12 PM
End time: 4 PM
Description

30 | Page
Figure 7. Land use map. https://www.google.com/maps/@32.7785899,-96.8291865,17.29z
The map figure indicates commercial land uses.
Figure 8. Street right-of-way dimensions. From “City of Ontario, Active Transportation Update and East Idaho
Avenue Refinement Area Plan,” by Kittelson & Associates, 2020, (p.10)
https://www.ontariooregon.org/uploads/1/2/2/6/122600994/23858_tm8_final_withattachments.pdf. Copyright by
Kittelson & Associates
The figure shows a principal arterial right-of-way for Singleton Blvd which intersects with Herbert
Street. Its total width dimensions are 98 feet and includes vehicle lanes, center lane, street buffers
and share use paths (walk and bike paths).

31 | Page
The figure indicates a local street right of way for Herbert Street which intersects with Singleton
Blvd. Its total width dimensions are 66 feet and including a travel lane, landscape buffers, on-street
parking, and sidewalks.
The posted speed limit on the streets appears to be 30 miles per hour, but motorists are observed
to be traveling at speeds ranging from 5 to 10 miles over the limit. The street is a two-way road
with five vehicle lanes, including a center turn lane. There is no median or pedestrian island on the
roadway.
Sidewalk
The sidewalk on both sides of the street is separated from the street by a curb. The material used
for the sidewalk is in good condition but has a rough texture due to the use of brick and tile instead
of concrete. The sidewalks are not free of obstacles, such as overgrown landscaping and trash
receptacles. They are also interrupted by driveways from the Trinity Arts Park, a gas station, and
the Cypress residence. Despite these obstacles, the sidewalks are wider than the minimum required
length of 5 feet and are continuous and complete. They also have tactile ground surface indicators
to assist pedestrians with vision impairment. Curb cut ramps are also present to provide access for
wheelchairs and strollers whenever the sidewalk is interrupted by the street.

32 | Page
Street
The street does not have traffic lights, but there are stop signs at intersections on Herbert Street
and Singleton Blvd. At the intersection, there are two stop signs facing south and north, but none
facing west or east. The street has crosswalks, but they are not well-marked and not easily visible
to drivers and pedestrians. There are also signs alerting drivers to the presence of pedestrians, but
the signage is not consistent. There are no bicycle lanes at this intersection. The street has a nearby
pedestrian crossing signal and beacon.
Pedestrian crossing signal
The pedestrian crossing signals are functioning properly and have a push-to-walk mechanism that
stops vehicle traffic. The crossing signals also have audible prompts for individuals with vision
impairments and are placed in appropriate locations. However, they could be placed on more
corridors of the street. The crossing prompts provide ample time for pedestrians to wait and cross,
with 20 seconds for both.
Public transit access
The transit stop is in a convenient location for pedestrian access and departure, but it lacks
additional safety measures such as a shelter. There are no seats for waiting passengers and
no amenities such as protection from the elements. The transit stop is not well-maintained,
with plant debris and trash receptacles contributing to an unkempt appearance.
Furthermore, the lack of lighting makes it difficult to use at night. While the transit stop is
located near public buildings and feels safe from crime, its placement near the gas station
and adjacent to heavy vehicle traffic does not promote a sense of safety and comfort for
waiting passengers. The absence of shelter and amenities can be particularly uncomfortable
during high traffic, extreme weather conditions.
Weather Conditions/Drainage
Walkways
The walkway is well-lit, accessible, and free of obstructions. It is functional in terms of drainage
and allows pedestrians to use it without being sprayed by passing cars. However, it is not well-lit
during the night.

33 | Page
Streets
The crosswalk markings on the street are barely visible due to weather damage. Pedestrians
crossing the street may be at risk if they cannot see or walk within the markings. The public transit
stops are accessible but do not have shelters.
Buildings and more
The benches, outdoor seating, steps, ramps, and entrances to public buildings have the potential to
be completely cleared of stormwater. The development is controlled and maintained by both the
local government and property owners. Overall, walkability in the area is acceptable.
Street Safety and Appeal
The location has seating, building awnings, shade trees, but the grass, and other landscaping are
not well-maintained. The awnings provide shelter from the rain and other weather conditions.
There are no drinking fountains, public restrooms, transit, or bus shelters. Seating is provided near
shops and residences but not at transit stops or road areas. Trash receptacles are provided and
appear to be regularly emptied. The buildings and homes in the area are well-maintained, and
informative signage is well-placed and reflective of the community's character. The area has
pedestrian-scaled lighting, but it is not consistent within the entire study area. The posted speed
limit seems suitable for the site.
Overall, the impressions indicate that the location and street are safe and appealing for users of all
ages, abilities, races, income levels, etc. However, there are some concerns with the consistency
of signage and the visibility of road markings. Additionally, there have been complaints about a
lack of street lighting during nighttime hours.
Build a better Block
The build-a-better-block composition is recommended for this intersection. Raised crosswalks are
recommended to improve pedestrian safety and reduce vehicle speeds. These crosswalks will
require restriping and repainting. Additionally, pedestrian bulb-outs and islands are recommended
to improve pedestrian mobility and calm traffic. Consistent outdoor seating and furnishings near
transit stops and parks should also be added. Consistent wayfinding and speed signage should be
implemented in these areas, as well as bollards and transit shelters to improve the pedestrian
experience. The streetscapes have adequate street trees and landscaping, but maintenance is
recommended to improve aesthetics. Proper placement of trash receptacles and consistent litter

34 | Page
removal are necessary to maintain a clean and attractive community. Finally, added security
measures such as street traffic cameras and call boxes should be considered for pedestrian safety.
Worksheet: Sidewalk, Streets and Crossings (Walking Audit)
Figure 10. Street view map of Singleton Blvd and Herbert Stree.t https://www.google.com/maps/@32.7785596,-
Starting location: Singleton Blvd and Herbert Street Intersection
Ending location: Singleton Blvd and Gulden Lane Intersection
Route: Singleton Blvd Corridor
Audit date: 11/04/2022
Start time: 12 PM; End time: 4PM

35 | Page
Description
The above map image indicates the focal point of the main area of Singleton Blvd and Herbert
Street. The surrounding land uses are commercial and residential uses.

36 | Page
Singleton Blvd and Herbert Street intersection, which continues to Singleton Blvd and Gulden
Lane intersection uses a principal arterial right-of-way. The total dimensions width are 98 feet and
includes vehicle lanes, center lane, buffer, and share use paths (walk and bike paths).
Figure 13. Placed speed limit sign facing west of Singleton Blvd.
Figure 14. Flush median located east of Singleton Blvd.

37 | Page
The street is a two-way arterial road with a posted speed limit of 30 mph. Despite the posted speed
limit, vehicles are frequently observed driving 5 to 10 mph over the limit. The intersection does
not have a pedestrian island, but it does have a flush median, which is a painted and designed
median that has not been effective in reducing traffic speeds.
Sidewalk
Figure 15. Sidewalk facing east of Singleton Blvd

38 | Page
Figure 16. Sidewalk facing West of Singleton Blvd.
The sidewalks on both ends of the street are separated from the road by curbs. They are made of
brick and tile, rather than concrete, and may present challenges for individuals with disabilities
who use wheelchairs. While the sidewalks are in good condition overall, there are some obstacles
present, such as overgrown landscaping and trash receptacles. In addition, the sidewalks are rarely
interrupted by driveways leading to commercial or residential properties. They are wider than the
required minimum width of 5 feet and are continuous and complete without any random
interruptions.

39 | Page
Figure 17. Tactile ground surface indicator located on intersection of Singleton Blvd and McPherson Street.
Figure 18. Tactile ground surface indicator located on intersection of Singleton Blvd and Herbert Street.

40 | Page
The sidewalks have tactile ground surface indicators so pedestrians with vision impairment will
know when the path is ending.
Figure 19. Curb cut ramp located on intersection of Singleton Blvd and Herbert Street.
The sidewalk has curb cut ramp for use by wheelchairs and baby strollers wherever it’s interrupted
by the street.
Street
The observation shows traffic lights, stop signs and crosswalk lights which are provided along the
Singleton Blvd corridor.
Figure 20. Stop sign placed on intersection of Singleton Blvd and Herbert Street.

41 | Page
The stop sign image above , faces the North of Herbert Street intersecting with Singleton Blvd.
Figure 21. Stop sign placed on intersection of Singleton Blvd and Herbert Street.
The stop sign image above is placed facing south of Herbert Street intersecting with Singleton
Blvd. The two stop signs are only facing two sides of the street (North of Herbert Street and South
of Herbert Street) and are not clearly visible to drivers on all sides of the street.
Figure 22. Crosswalk light facing east of Singleton Blvd.
The crosswalk light is provided and is located within the Singleton Blvd corridor. The crosswalk
light stops vehicles at the request of a pedestrians wanting to cross the street.

42 | Page
Figure 23. Traffic Light located on intersection of Singleton Blvd and Gulden Lane.
Traffic lights are provided eastward of Singleton Blvd.
Figure 24. Crosswalk located on intersection of Singleton Blvd and Herbert Street.

43 | Page
Figure 25. Crosswalk on intersection of Singleton Blvd and Herbert Street.
Figure 26. Crosswalk on intersection of Singleton Blvd and Herbert Street.

44 | Page
Figure 27. Crosswalk located on intersection of Singleton Blvd and McPherson Street.
The four images above indicate the street has several crosswalks. The three images indicate several
crosswalks within the Singleton Blvd corridor. The crosswalk uses a tile design and structure
which reflect the community’s character. The crosswalks have not been maintained nor have they
been renewed. Over time, the markings become less visible to drivers and pedestrians.
Figure 28. Pedestrian cross sign placed on intersection of Singleton Blvd and Herbert Street.

45 | Page
Figure 29. Pedestrian cross sign facing West of Singleton Blvd.
The street has consistent signage which alerts drivers to the presence of pedestrians. There are no
bicycle lanes present within this route.
The Pedestrian crossing signal

46 | Page
Figure 30. Pedestrian Crossing signal located East of Singleton Blvd.
Figure 31. Crossing signal timer located east of Singleton Blvd
Figure 32. Crossing signal timer located on intersection of Singleton Blvd and Gulden Lane.
The Singleton Boulevard corridor offers two working pedestrian crossing signals on the walking
route from the intersection of Singleton Boulevard and Herbert Street heading eastward to

47 | Page
Singleton Boulevard and Gulden Lane. The two images above illustrate the pedestrian crossing
signals that have a push-to-walk mechanism to halt vehicle traffic. The crossing signals feature
audible prompts for individuals with vision impairments. They are situated in suitable locations
but could be positioned in additional areas of the street. The time required to wait is 20 seconds
and the time required to cross is 20 seconds as well. A linear regression study published conducted
by Romer-Orturo et.al (2009, p.82) identified that walking speeds of older pedestrians (ages 60-
90) were between 0.75 m/s (meters per second) and 1.5 m/s. The total width dimension of the
Singleton Blvd roadway is 98 feet which is estimated to be about 30 meters wide. Thus, amount
of time it would take for elderly pedestrians to cross the road would be within the range of 20 to
40 seconds. Thus, the crossing signals would not provide enough time for pedestrians of all ages
to cross the road.
Public Transit Access
Figure 33. Transit stop on intersection of Singleton Blvd and Herbert Street.

48 | Page
Figure 34. Transit stop facing West of Singleton Blvd.
Figure 35. Transit stop facing East of Singleton Blvd.

49 | Page
Figure 36. Transit stop on intersection of Singleton Blvd and Gulden Lane.
The images and observations (28-31) above show that the pedestrians can access and depart from
the transit stop but risk their comfort and safety while doing so. The transit stops are placed within
useful locations of the corridor, but they are exposed to automobile high speed traffic. There should
be featured a transit lane and shelter that reduces the exposure to speeding vehicles within this
location. The transit stops do not protect waiting passengers from moving vehicles.
Figure 37. Outdoor seating located east of Singleton Blvd.

50 | Page
The images above show seating placed within commercial buildings and restaurants in the
Singleton Blvd corridor, but no seating is placed next to transit stops. The transit stops do not have
shelter, suitable seating, nor any other amenities for waiting passengers. Transit shelter are very
important component of complete streets because they provide shelter from rain, sun, heat, and
wind. Transit stops are very convenient because they provide pedestrian increased comfort and
safety from weather conditions. The transit stops are not clean nor maintained and are
recommended to for maintenance. The transit stops are not well lighted during nighttime. Although
the transit stops are placed near buildings which offer safety from crime, the placement does not
provide safety from vehicle traffic.
Weather Conditions/Drainage
Walkways/ Streets and Buildings
The walking audit observes the conditions of the weather resistant slope and drainage structures
within Singleton Blvd intersecting with Herbert Street and extending to Singleton Blvd
intersecting with Gulden Lane. The walking audit presents results that are parallel to the single-
location audit. The walkways, streets, buildings, building awnings, and structures are resistant to
severe weather and can be cleared of stormwater. The drainage functions present no walkability
challenges within the area.
Figure 38. Stormwater Drainage located on intersection of Singleton Blvd and Herbert Street.

51 | Page
The image shows a thoroughfare drain that remove stormwater. The drains are consistent
throughout Singleton Blvd. They have similar built structures and are fully functional.
The walking audit observation highlights the street safety and appeal within the intersection
Singleton Blvd and Herbert Street and extends to the intersection of Singleton Blvd and Gulden
Lane. The location has seating, building awnings, shade trees, but the grass, and other landscaping
are not well-maintained. The awnings provide shelter from the rain and other weather conditions.
There are no drinking fountains, public restrooms, transit, or bus shelters. Trash receptacles are
provided throughout and appear to be regularly emptied. The buildings and homes in the area are
well-maintained, and informative signage is well-placed and reflective of the community's
character. The area has pedestrian-scaled lighting, but it is not consistent within the entire study
area. There are posted speed signs, but more placement of signs is required. The overall
impressions indicate that the street route is safe and appealing for users of all ages, abilities, races,
and income levels.
Build a better Block
The build-a-better-block composition is recommended for the route. Raised and marked
crosswalks are recommended to improve pedestrian safety and reduce vehicle speeds.
Additionally, pedestrian bulb-outs and islands are recommended to improve pedestrian mobility
and calm traffic. Transit stops with seating, bollards and shelters should also be added. Consistent
speed signage should be implemented in these areas. The streetscapes have adequate street trees
and landscaping, but maintenance is recommended to improve aesthetics. Finally, added security
measures such as lighting and call boxes should be considered for safety.

52 | Page
Worksheet: Sidewalks
Figure 39. Street view map of Herbert Street and Toronto Street https://www.google.com/maps/@32.7785596,-
Community Name: La Bajada
Location/ Street Name: Herbert Street/ Toronto Street
Start Time: 12pm. End time: 4pm
Description

53 | Page
The map figure above indicates the area as a mixed land use of residential and commercial.
The above figure lists the street right of way as a local street in both Herbert and Toronto Street.
Its total width dimensions are 66 feet and includes a travel lane, landscape buffers, parking lanes,
and sidewalks.

54 | Page
Sidewalk
The roadway is indicated to have two lanes but is missing lane markings that divide direction of
movement. No median or pedestrian island are found within the vehicle lanes because the street is
a neighborhood right of way. There are two facing sidewalks located on each side of the street
along many blocks on Herbert Street many blocks of Herbert Street, north of Singleton Blvd.
Figure 42. Sidewalk facing South of Herbert Street.
Figure 43. Sidewalk facing North of Herbert Street.

55 | Page
The two images indicate the sidewalks of facing North of Herbert Street. The sidewalk is less than
5 feet and is separated from street by the curb. The material is smooth and consistent and uses
concrete pavement. However, the sidewalks are in poor condition from overgrown grass and
weeds, cracks, wear, and erosion. The sidewalks are interrupted several times by residential
driveways. The sidewalks are not continuous, not complete and they randomly end when they
intersect with Toronto Street.
Figure 44. Tactile ground surface indicator located on intersection of Herbert Street and Toronto Street.
The image shows the sidewalks have tactile ground surface indicators so pedestrians with vision
impairment can know when the path ends. The sidewalks end randomly at this intersection with
Toronto Street.

56 | Page
Figure 45. Curb cut ramp located on the intersection of Herbert Street and Toronto Street.
The image shows the sidewalk has curb cut ramp for use by wheelchairs and baby strollers
whenever it’s interrupted by the street.
Figure 46. Off-street parking located east of Toronto Street.

57 | Page
Figure 47. Off-street parking located east of Toronto Street.
The above images indicate the study area of Herbert Street and Toronto Street which is within the
intersection of Singleton Blvd and Herbert Street. Herbert and Toronto Street intersection
represents an important area for Trinity groves because of the availability of off parking area to be
found where the street cannot accommodate on-street parking.
Figure 48. Streetscape facing east of Toronto Street.

58 | Page
Figure 49. Streetscape facing east of Toronto Street.
The two images above indicate the walking venue to and from the off-street parking within west
of Toronto Street. The residents, workers and tourists can use the off-street parking and utilize the
walking paths to visit parks, residences, office, grocery, retail shops, and other forms of
commercial districts. However, there is no sidewalk, crosswalk, nor any pedestrian hardscape
existent on when walking east of Toronto Street. The sidewalks end at Herbert Street when they
intersect with Toronto Street. Overall, the walkability is poor within this area.
The intersection does not have any marked areas of public transit.
Weather conditions and drainage
Walkways
The full width and length walkways within Toronto Street do not have drainage systems that can
filter and remove stormwater. After events of rain, puddles of water remain. The ground remains
muddy, takes several hours to days to dry, and can present challenges in walking. Pedestrians are
at risk of falling, colliding with a vehicle and sprayed by water and dirt.

59 | Page
Figure 50. Stormwater drainage facing south of Herbert Street.
The above image displays the only walkway drain which is located on the intersection of Herbert
Street and Toronto Street. The drain completely filters and removes stormwater.
Streets
Figure 51. Crosswalk located on the intersection of Herbert Street and Toronto Street.

60 | Page
Figure 52. Crosswalk facing west of Toronto Street.
The observation shows no crosswalk or lane markings. Pedestrians crossing the street are visible
to motorists, but their location pose the danger of pedestrian colliding with turning vehicles. Going
further east of Toronto Street, no road signage, wayfinding signage or transit stops were indicated.
Buildings and more
The streetscape features including the building awnings, steps, ramps, and entries are located
within the off-street parking area are fully developed and have the potential to be cleared of
stormwater. As the observation continues towards west of Toronto Street, the hardscapes
(developed on the off-street parking) end. It is critical that the local government and the property
owners work together to remediate and maintain the site. It is critical that they focus on developing
and maintaining these areas of travel because these are where parking is more frequent and where
travelers use these walking venues.
The street safety and appeal of the location provides a speed limit of 20 mph that is suitable for
vehicular travel within the site. The location does not have outdoor seating or building awnings
that provide convenience and comfort to pedestrians. The location does have shade trees, grass,
and other plantings but they are not maintained. The location does not provide drinking fountains,
trash receptables, public restrooms, transit, and transit shelters. The buildings located east of

61 | Page
Toronto Street are maintained but the homes on North of Herbert Street are not maintained. The
homes are aging infrastructures in addition to the poor maintenance of the landscaped areas. The
area provides pedestrian scaled lighting, but the lighting is not consistent. The city may have future
plans to that will restore the environment’s cleanliness and aesthetics within these areas.
Figure 53. Speed limit signage located up North of Herbert Street.
The city presents efforts to transform Herbert Street to make the route more accessible, but more
efforts are needed to promote safety and appeal. The intersection of both routes of Herbert Street
and Toronto Street do not appear to be safe for all users during the day or night. Pedestrians may
not appear to be safe from crime, harassment, or similar threats because of insufficient street
lighting, aged and damaged building structures.
Build a better block.
The build-a-better block features recommended for Herbert and Toronto Streets because of
discontinuities of sidewalk development_ include sidewalks, sidewalk repairs, safety barriers
between the sidewalk and street (low walls), raised and marked crosswalks, pedestrian-scale street
lighting, outdoor seating, and wayfinding, and road signages. It is also critical to include improved
landscape maintenance, litter removal, trash receptacles, and security features (cameras and
callboxes). The area has vacant, rundown buildings and substandard structures which must be

62 | Page
removed or repaired. This will revitalize the Herbert Street subdivision, improve walkability, and
will encourage residents, workers, and visitors to use the area.
Worksheet: Streets and Crossings
Figure 54. Street view map of Singleton Blvd and Gulden Lane https://www.google.com/maps/@32.7785596,-
Location/ Street Name: Singleton Blvd/ Gulden Lane
Start Time: 12pm, End time: 4pm
Description

63 | Page
The figure identifies the intersection’s land use as commercial.
The figure above shows a principal arterial right-of-way similar to Singleton Blvd which intersects
with Gulden Lane. Its total width dimensions are 98 feet and includes vehicle lanes, center lane,
street buffers and share use paths (walk and bike paths).

64 | Page
The figure shows a local street right of way similar to that on Gulden Lane which intersects with
Singleton Blvd. Its total width dimensions are 66 feet and includes a travel lane, parking,
landscape buffers, and sidewalks.
Figure 58. Gulden Lane streetscape
Image (58) highlights that the Gulden Lane streetscape is missing a sidewalk on an end of the
street depicting incomplete sidewalks unfriendly to pedestrians.

65 | Page
The Street
Figure 59. Traffic Light located at intersection of Singleton Blvd and Gulden Lane.
The Singleton and Gulden intersection provides traffic lights that are visible to all drivers on the
street. The crosswalks are located on the street, but the markings are faded. There are a few
information and street signage present within the intersection. No bike lanes are provided within
this intersection.
The Pedestrian crossing signal
Figure 60. Pedestrian crossing signal timer located at intersection of Singleton Blvd and Gulden Lane.

66 | Page
The pedestrian crossing signals work properly. They have a push-to-walk mechanism that stops
vehicle traffic. The crossing signals have audible prompts for people with vision impairment and
are placed in appropriate locations. They provide time of 24 seconds to wait to cross and 24
seconds to cross. The crossing signals would not provide enough time for pedestrians the roads as
it would require 40 seconds to be an ample amount of time for pedestrians of all ages.
Figure 61. Transit stop facing East of Singleton Blvd

67 | Page
Figure 62. Transit stop at intersection of Singleton Blvd and Gulden Lane.
Pedestrians can board and deboard from the transit stop. The transit stops are placed in useful and
accessible locations. The transit stop however does not fully protect waiting passengers from
moving vehicles. Although the transit stops and area are clean and well maintained, the area does
not have suitable seating, shelter, or other useful amenities for waiting passengers. The transit stop
is not well lighted during evening and night. The transit stops are placed within public building
and important venues which is deterrent to crimes. There is no transit shelter to shade or protect
commuters from the sun, rain, wind, or any severe weather condition and can result in disfavor
and discomfort. There are no pedestrian amenities that protects commuters from moving vehicular
traffic.
Weather conditions and drainage
Walkways
The full walkway length and width of the walkway are cleared of stormwater. Pedestrians can use
the walkways without being sprayed by rainwater from passing cars. The walkway is
recommended to have more lighting.

68 | Page
Streets
The observation shows the transit stops and crosswalks, transit stops appear to be visible and
accessible during rain. The crosswalk shows less visibility because of the faded markings. Even
though pedestrians and commuters do not have problem using the crosswalks or bus stops during
rain, these marking must be fully present for improved safety and walkability. Bus shelters are
missing and must be provided for covering from rain, snow, severe heat, and cold weather.
Buildings and more
The seating and other amenities can be cleared of stormwater after rain. The steps, ramps, and
entries to public buildings can be cleared of stormwater. The drainage is working properly and
fully clears stormwater after rain. Overall, the city government and property owners must ensure
these facilities and structures are continually maintained and regulated.
Street safety and appeal
The intersection provides shade trees, grass, and a well-maintained landscape. The intersection
provides well maintained homes, buildings, and awnings. There are trash receptables and they
appear to be regularly emptied. The intersection provides fewer than required informative signage
and road signage. It is important that signages be consistent to guide not just vehicles to but
pedestrians to their given destinations. The pedestrian scale lighting appears to be a problem
within the area. Several residents have stated to have difficulty travelling at evening and night due
to poor pedestrian-scaled lighting. They requested sufficient lighting within the streetscapes. The
development impressions show that Singleton Blvd and Gulden Lane intersection presents an
average level of safety and appeal for all users.
Build a better block
The build-a-better-block feature is given to the Singleton Blvd and Gulden Lane intersection. The
feature includes marked and restriped crosswalks, pedestrian islands, pedestrian scale-lighting,
bollards, transit shelters, transit seating, trash receptacles, security features (cameras and callboxes)
and improved landscape maintenance.

69 | Page
Summary
Yes Responses No Responses Rating (Great, acceptable,
mixed, poor)
Single-Location Audit 17 5 Acceptable
Walking Audit 16 6 Acceptable
Sidewalks 5 4 Mixed
Streets and Crossings 12 1 Acceptable
Street Safety and Appeal 11 9 Mixed
Public Transit Access 4 6 Mixed
Table 1: Worksheet responses from the Walk audit on Trinity Groves.
The summary records the total number of yes and no response for all walk audits done on the study
area. The yes responses reflected the existing structures and amenities that promoted pedestrian
travel. The no responses reflected the missing structures and amenities that discouraged pedestrian
travel. The walk audits were finally rated based on both availability and conditions of the
developed pedestrian structures. Overall, all walk audits present both mixed and acceptable ratings
for all streets and intersections within the study area. Mixed and acceptable ratings may present a
likelihood the site may face challenges in economic and housing growth, functions of
transportation, and land use. It is important that the city planners, stakeholders, residents, planning,
and zoning boards work together to propose actions for redevelopment in the area.
Survey Analysis (Intercept Survey of Pedestrian Travel)
A total of 50 individuals who were traveling on Singleton Blvd and Herbert Street were
surveyed about their perceptions of the walkability and completeness of the streets. The
survey results provided insight into the current state of the streetscapes and identified any
challenges that may impact travel.

70 | Page
Survey Results
1. Are you aware of complete streets and its benefits it provides to the city?
Figure 63. Awareness of Complete streets (pie chart)
Answers Responses
Yes 17 (34%)
No 12 (24%)
Not Really 21 (42%)
Total 50 (100%)
Table 2: Responses of Awareness of Complete streets.
The responses show most people are aware of complete streets. Even though they are
not knowledgeable of complete streets as a comprehensive composition, they understand
its basic elements which include wayfinding signage, road signs, sidewalks, crosswalks,
and traffic lights.
34%
24%
42%
Are you aware of Complete Streets?
Yes No Not Really

71 | Page
2. How many times in a week do you travel on this road?
Figure 64. Frequency of Travel at Singleton & Herbert Intersection
Answers Reponses
1-5 Times 17 (34%)
5-10 Times 14 (28%)
10 Times or More 19 (38%)
Total 50 (100%)
Table 3: Responses of how many times travelled.
Out of a total of 50 respondents, the survey that had the greatest number of respondents were 10
or more times in a week, which were 19 respondents and had accounted for 38%. The second,
being 1-5 times, accounted for 17 respondents which were 34%. The last being 5 to 10, were 14
respondents which made up 28 percent. Overall, the responses dictate the street area as depended
on and used very often.
34%
28%
38%
How many times a week do you travel through Singleton Blvd
and Herbert Street intersection?
1-5 Times 5-10 Times 10 Times or More

72 | Page
3. With a scale of 1 to 10, being 1 as dangerous and 10 as very safe, how safe do you
feel when crossing the intersection?
Figure 65. Danger/ Safety Perceptions of Crossing at Singleton & Herbert Intersection
Answers Responses
1 2 (4%)
2 2 (4%)
3 8 (16%)
4 2 (4%)
5 13 (26%)
6 7 (14%)
7 7 (14%)
8 6 (12%)
9 3 (6%)
10 0 (0%)
Total 50 (100%)
Table 4: Crosswalk safety rating responses.
The purpose of this study question was to understand how pedestrians view the crosswalks and use
them. Out of a total of 50 responses tallied, a rating of 5 was to be the most frequent accounting for 13
responses and 26%. Other positive response with rating of 6 or higher indicate the crosswalks as a
medium level of safety. While the lack of crosswalk marking was not an indicator that affected
crossing, the main contributor was high automobile speeds and lack of road signage.
0
2
4
6
8
10
12
14
16
1 2 3 4 5 6 7 8 9 10
How safe do you feel when crossing the intersection? From 1
as in danger to 10 as very safe?
Responses

73 | Page
4. What mode of transportation do you prefer the most when travelling through this intersection?
Figure 66. Mode of transportation preferred when travelling through Singleton and Herbert intersection.
Answers Responses
Automobile 24 (48%)
Walking 9 (18%)
Bicycling 4 (8%)
Motorcycling 5 (10%)
Mass Transit 8 (16%)
Other 0 (0%)
Total 50 (100%)
Table 5: Responses for preferred mode of transportation
The response indicated that automobiles were the greatest proportion for transportation. The
second was walking, and third followed by mass transit. The responses show motorcycling and
biking appear to be less frequent within this street area. Most automobile responses indicated the
streets do not have sufficient amenities nor urban design that favors pedestrian travel and safety.
48%
18%
8%
10%
16%
0%
What mode of transportation do you prefer to use when
going through this interesction?
Automobile Walking Bicycling Motorcycling/Scooter Mass Transit Other

74 | Page
5. On a scale of 1-10, with 1 being the lowest and 10 being the highest, how would you rate the
look of complete streets in this intersection?
Figure 67. Perception of completeness of streets when crossing Singleton & Herbert intersection.
Ratings Responses
1 1 (2%)
2 3 (6%)
3 3 (6%)
4 5 (10%)
5 6 (12%)
6 14 (28%)
7 10 (20%)
8 5 (10%)
9 3 (6%)
10 0 (0%)
Total 50 (100%)
Table 6: Rating responses of completeness of streets
Individuals were asks to provide a rating based on the city’s efforts to improve Singleton and
Herbert Street corridor. They were asked to rate the streets look of and completeness. With a scale
of 1-10, 1 being the lowest and 10 being the highest, the score of 6 was noted to be the highest
frequency in rating. Most responses were extended responses, which are noted in the miscellaneous
section regarding Singleton Blvd corridor as needing improvements.
0
2
4
6
8
10
12
14
16
1 2 3 4 5 6 7 8 9 10
From 1 being the lowest and 10 being the highest, how you
you rate the look of complete streets?
Responses

75 | Page
6. If transit shelter and transit lanes were installed, would you use the transit more frequently?
Figure 68. Preference for transit shelter and transit lane on Singleton and Herbert intersection
Answers Responses
Yes 32 (64%)
No 18 (36%)
Total 50 (100%)
Table 7: Responses for Transit shelter and Transit lanes
The survey results indicate that most community members (64%) favor the use of mass transit and
would support the implementation of transit lanes and shelters. However, some respondents
expressed negative sentiments towards transit, citing Herbert Street's aging infrastructure as a
potential deterrent. With the beautification of Herbert Street, it is more likely that the mass transit
will experience more numbers in ridership.
64%
36%
If transit shelter and transit lanes were installed, would you
use the transit stops more often?
Yes No

76 | Page
7. If bike lanes were installed, would you use bike to get to your destination?
Figure 69. Preference for bike lanes on Singleton & Herbert intersection
Answers Responses
Yes 21 (42%)
No 29 (58%)
Total 50 (100%)
Table 8: Responses for Bike lanes.
The results indicate mixed responses of positive and negative. The negative responses of 29 and
58% were somewhat more dominant that the positive of 21 responses for 42%. The mixture of
responses indicate that bike travel is less often because commercial areas of shopping, grocery and
entertainment are outside of the West Dallas area. New development in Singleton Blvd and Herbert
Street will bring added beautification and aesthetics to the community that will promote multi-
modal transportation thus increasing favoritism towards bike travel.
42%
58%
If bike lanes were installed, would you use bike to get to your
destination?
Yes No

77 | Page
8. If pedestrian refuge islands were more frequent in these areas, would you feel more confident
crossing the street?
Figure 70. Preference for pedestrian refuge islands on Singleton & Herbert intersection.
Answers Responses
Yes 43 (86%)
No 7 (14%)
Total 50 (100%)
Table 9: Responses for pedestrian refuge islands.
The responses show that more pedestrians would feel more comfortable than not comfortable
crossing the street if pedestrian medians and islands were developed. The positive responses were
43 with an 86% frequency with the negative as 14%. Overall pedestrian islands are accepted. They
complement the street urban design, character, and aesthetic.
43, 86%
7, 14%
If pedestrian refuge islands were developed, would you feel
comfortable crossing this street?
Yes No

78 | Page
Miscellaneous
9. Is there anything that could be done to improve the intersection and the look of the area? What
would you suggest?
The miscellaneous question had received mixed answers which include:
1. More public transport and DART buses.
2. Vehicle and bus speed reduction. Speed limit signals need to be more existent.
3. Bus stops are exposed and needs shelter and amenities.
4. Street traffic lights, more cross timers, and flashing crosswalk lights.
5. Bike lanes
6. Street pedestrian lighting
7. The streets need more road signals, road symbols, road striping (more signage), stop signs
at crosswalks, restriped and repainted crosswalks.
8. Needs more speed bumps.
9. On street parking
Limitations
The limitations of the pedestrian intercept survey were the participants who were both residential
and non-residential persons. The limitation slightly affected the outcome of responses of the
intercept survey but however all responses were centered on the gaps of the conventional street
design and recommending for improvements. The survey yielded a general pedestrian experience
of crossing the crosswalks located on the route of Singleton and Herbert intersection to Singleton
and Gulden intersection. The survey analysis provided a mixture of both residential and non-
residential responses. The purpose of this analysis was to gather pedestrian experience via
questionnaires. The responses of the residents were more detailed and thorough than from the non-
residents. This is because residents have lived in the Trinity Groves community for years. They
have experienced the pedestrian and automobile travel environment, its change over time, its
design, strengths, and weakness. Many residents had reported experiences; one about being hit by
a car several years ago; the other not crossing the road in fear of collision; and the other of a transit
stop placed at the wrong location and missing the bus transportation. The non-resident occasionally
come for work or to visit and pay little to no attention of the street realm. The non-resident
responses were straightforward with little to no detailed responses. Although the responses of the

79 | Page
residents differed from the non-residents, both responses were not overly contrasted. Some of the
responses did not seem to favor complete streets as a benefit for multi-modal transportation but
however, most of all responses were tailored to the problem of high automobile speeds, lack of
road signs, traffic lights and visible crosswalks which poses to be major issues.
Conclusion
The purpose of the survey was to gather feedback from individuals who live in and visit the
Singleton Blvd and Herbert Street area, including business owners, workers, residents, tourists,
and visitors. The responses revealed a common desire for additional streetlights, crosswalk timers
and flashing lights, and improved road signage. Many respondents also indicated a need for more
consistent and visible speed limit signals. A smaller number of responses called for the provision
of bus shelters and amenities at bus stop areas. Many residents noted the lack of seating and shelter
at these stops, which can make waiting for public transportation difficult, particularly in extreme
weather conditions. The responses received will be useful in guiding the city's decisions regarding
the development of better streetscapes and improving the community’s pedestrian friendliness.

80 | Page
Chapter 7: Implication and Limitation
Implication
Much of the street design guidance in Dallas the last 60 years has been facilitating and expediting
vehicle circulation along arterials (West Dallas, 2011, p.34). The development has resulted in
imbalance and overlap of the pedestrian scale environment. They negatives accrue more harm over
time and disfavor pedestrian structure developments.
Figure 71. West Dallas Signature Point Project. From “City of Dallas North Central Texas Council of
Governments,” by City of Dallas, 2014, (p.53), https://www.nctcog.org/getmedia/202e8196-656a-41ce-8418-
973a384392bb/WestDallas_SigPoint_FINAL.pdf. Copyright 2014 by City of Dallas

81 | Page
The City of Dallas highlighted the major areas that needs sidewalks and sidewalk improvements
which include Bataan Street, Herbert Street and Antoinette Street. The City of Dallas has allocated
$1.9 million for capital projects to improve sidewalks on existing and planned public rights of way
within West Dallas (West Dallas Signature Point Project, 2014, p.19). The analysis indicates that
a significant amount of effort has been focused on transforming the Singleton Blvd corridor with
the installation of crosswalks, crosswalk lights, sidewalks, road signages, and street trees. To
enhance the vibrancy of Herbert Street, the city should focus on improving open and green space.
This will complement the Cypress residence, Trinity Arts Park, and the Margaret Hunts hill bridge.
The open and green space should be balanced with well-maintained sidewalks, highlighted
crosswalks, pedestrian islands, street trees, transit amenities, and art displays.
Transit amenities should include transit shelters, seating, wayfinding signage, and sufficient
pedestrian-scale lighting, which will benefit the low-income neighborhoods of Herbert Street. Art
displays on roads will help to establish the community's character and attract visitors to Trinity
Groves. The Herbert Street area is experiencing an increase in the density of residential and
commercial facilities, with 8000 new residences already developed (West Dallas, 2011, p.12). The
city has proposed looking beyond anticipated rights-of-way and establishing street character with
pedestrians in mind. The City of Dallas has created a plan called the Dallas Vision, with a focus
on intersections as gateways or arrival points into neighborhoods (West Dallas, 2011, p.75).
Improved intersections will complement the urban street structure, resulting in increased visits to
stores, businesses, and entertainment districts.

82 | Page
Figure 72. West Dallas.01. West Dallas Urban structure and guidelines. From “City of Dallas,” by City of Dallas,
2011 (p.37).
https://dallascityhall.com/departments/pnv/Documents/WD_Urban%20Structure%20Guidelines%20033111%20Ad
opted1.pdf, Copyright 2011 by City of Dallas
Figure 73. West Dallas.01. West Dallas Urban structure and guidelines. From “City of Dallas,” by City of Dallas,
2011 (p.45).
https://dallascityhall.com/departments/pnv/Documents/WD_Urban%20Structure%20Guidelines%20033111%20Ad
opted1.pdf, Copyright 2011 by City of Dallas

83 | Page
The images above indicate the thoroughfare typologies and streets framework plan which provide
interconnected streets grid systems and continuity of sidewalks along each street. The street grid
systems feature crosswalk demarcations on each street, wide sidewalks, shade trees, narrow street
crossings, and curb extension crosswalks (West Dallas, 2011, p.36). The dimensions specify the
width of driving lanes, medians, on-street parking, sidewalks, bike lanes, and street trees.
High pedestrian crossing areas will utilize midblock crossings. Median and refuge islands will be
developed on arterials to provide traffic calming. They will be more than 3 feet wide, landscaped,
curbed, graded, and continuous. The marked bikeways on Herbert Street will be shared with
marked vehicle lanes and marked pedestrian crossings (West Dallas, 2011, p.57). The action items
for Herbert Street include a collaborative approach with the planning, development, and residents
committee. This collaborative approach focuses on complete neighborhood projects, including
constructing traffic calming projects with housing and community services. West Dallas uses the
City of Dallas Bike Plan, Complete Streets Plan, and Dallas City Design Studio to develop and
amend urban thoroughfares. Collaboration with the public works and municipal management
department will ensure thoroughfare developments and amenities are up to date (West Dallas,
2011, p.99).

Professional Report For Evaluation of Streets in Trinity Groves of West Dallas -1.pdf

Professional Report For Evaluation of Streets in Trinity Groves of West Dallas -1.pdf

Recommended

Recommended

More Related Content

Similar to Professional Report For Evaluation of Streets in Trinity Groves of West Dallas -1.pdf

Similar to Professional Report For Evaluation of Streets in Trinity Groves of West Dallas -1.pdf (20)

Recently uploaded

Recently uploaded (20)

Professional Report For Evaluation of Streets in Trinity Groves of West Dallas -1.pdf