ursc 490 final project paper

University Drive East

Corridor Existing

Conditions Report UF U N I V E R S I T Y F L O W

M o b i l i t y & I n f r a s t r u c t u r e

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College Station’s Corridor Planning exhibits opportunities for a mix of uses with

an emphasis on walkability and the potential for a unique focus. Corridor planning

areas further incorporate opportunities for resource protection or recreational

activities. College Station’s Comprehensive Plan identifies 13 district and corridor

planning areas. The University Drive Corridor is one of them.

Mobility and Infrastructure

Mobility and Infrastructure are group together because by nature they operate and inter-

twine each other. The “form follows function” mantra groups these two distinct systems

together.

Mobility addresses vehicular, bicycle, and pedestrian movements within and through the

area. The purpose of mobility in corridor planning is to ensure that all modes and routes

of transportation, including an adequate and efficient street network, designated bike

routes, a sufficient sidewalk network, and local transit services, are safe, reliable, and mini-

mize congestion within the corridor.

Infrastructure addresses the support systems beneath and above the streets and side-

walks, water and sewer lines, street lights, gas and electric lines, within the and through

the area. The inclusion of infrastructure in a corridor planning document is to ensure that

all systems, features, and elements are accounted for and centrally located for reference.

Introduction

The dominant element of the University Corridor is University Drive. The section of fo-

cus is bounded by Texas Avenue to the West and Texas State Highway 6 to the East. The

majority of the corridor is flanked by two major collector streets, Lincoln Avenue and

Spring Loop. Presented within this chapter is a baseline collection of mobility and infra-

structure data within the University Corridor.

The Mobility section features data related to traffic, the road network, current sidewalk

conditions, designated bike routes, transit service, walkability, and accessibility.

The Infrastructure section features data about water & sewer lines, storm water manage-

ment infrastructure, electrical lines, and street lights.

The information within this chapter should be used to assist city workers and private in-

terests that want to develop, maintain, or improve conditions within the corridor. This is

only a reference document and should not be used as substitute for primary sources, un-

less specified that the original document features deficiencies.

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University Flows: Mobility & Infrastructure | April 26, 2013

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Planning Information

This section outlines capital improvement projects that are either recently completed or exist

as of April 2013.

The design of raised medians on University Drive, a TXDOT street improvement. The project

to raise medians is encompassed within the FM 60 (University Drive corridor) from FM 2154

(Wellborn Road) to SH 6 with the exception of Eisenhower to Tarrow. $240,000 has been

budgeted for pedestrian improvements between the project limits. Progress started in the 2012

-13 Fiscal Year.

Lincoln sidewalk improvements, a TXDOT street improvement project, has been completed.

This project was for the acquisition of right of way and the construction of sidewalks on the

north side of Lincoln Avenue extending from the Avenue to University Drive. The completed

project used funds from the Streets Capital Projects Fund and was budgeted for $158,716.

College Heights Rehabilitation

This project includes the rehabilitation of water and wastewater lines in the north side area, in

the vicinity of Eisenhower Street, University Drive, Jane Street, and Nimitz Street. The sanitary

sewer lines are in need of replacement due to an increase in service disruptions caused by dete-

riorating lines, shallow lines, and poor access to mains located near back lot lines. The water

distribution lines are in need of replacement due to an increase in service disruptions caused by

deteriorating lines and inadequate fire protection due to the existence of smaller lines within

the respective area. Design, bidding, and construction of College Heights Utility Rehabilitation

project will include approximately, approximately 4,000 LF of 8-inch water distribution line, ap-

proximately 2,000 LF of 12-inch water distribution line, approximately 1,000 LF of 6-inch sani-

tary sewer collection line, and approximately 5,000 LF of 8-inch sanitary sewer collection line.

This project also includes the milling/overlaying of all existing aging streets in the respective

project area. Project is expected to begin in the 2015-16 fiscal year and cost about $3,726,688.

Functional Classification

Functional classification categorizes streets according to the category’s traffic service function

they are intended to provide. All streets are grouped into a class depending on the character of

traffic and the degree of land access they allow. For the purposes of this, streets in College Sta-

tion are divided into five classes: freeway/expressway; major arterial; minor arterial; major col-

lector; minor collector; and local or residential street. Freeways/expressways are intended to

carry the highest volumes of traffic for the longest distances with the least amount of direct

access. By contrast, local residential streets are intended to carry low volumes of traffic at slow

speeds for short distances, offering the highest level of access and connectivity. Functional clas-

sification identifies the necessary right-of way width, number of lanes, and design speed for the

streets (pg. 12 Chapter 6 Transportation | CStat Comp. Plan)

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All five functional classes serve the University Corridor. The numbers of lanes have been

included as a reference to the Street Cross Section Standards presented in the College Sta-

tion Comprehensive Plan. Freeway, Major Arterial 6-Lane, Minor Arterial 4-Lane,

Major Collector 2-Lane, and Minor Collector 2-Lane are all featured within the corridor.

According to Chapter 6 Transportation of the College Station Comprehensive Plan, the

following classifications are what have been outlined to exist in the University Corridor.

***Please note that these classifications may or may not reflect the current conditions of all streets

within the corridor.

Freeway

A major thoroughfare intended to carry the highest volumes of traffic for the longest dis-

tances with the least amount of direct access

Major Arterial | 6-Lane Major Arterial

There is one Major Arterial in the University Corridor: University Drive. Major Arterials

are designed to serve high traffic volumes. University Drive’s traffic volume varies in differ-

ent sections of the thoroughfare. It should be noted that Major Arterials are designed to

serve 40,000-60,000 vehicles per day. University Drive can be divided into two subsections.

The reason for division is that these road sections feature contrasted traffic volumes. The

first subsection can be divided into two segments: The first being bounded by the intersec-

tions of Texas Avenue and Tarrow Street and the second one being bounded by the inter-

section of Lincoln/Spring Loop. The traffic volume of the first subsection is approximately

40,000-65,000. The second subsection can also be divided into two subsections with the

first being bounded by the intersections of Tarrow Street and Lincoln/Spring Loop and the

second bounded by the intersection of Oakhaven Circle and Frontage Road West. The

traffic volume of this second subsection is approximately 25,000-40,000.

Minor Arterial | 4-Lane Minor Arterial

There are two Minor Arterials in the University Corridor: Tarrow Street and Tarrow

Drive. should be noted that Major Arterials are designed to serve 0-25,000 vehicles per

day. Specifically, Tarrow St averages 15,000-25,000 vehicles per day and Tarrow Drive aver-

ages 0-5,000 vehicles per day.

Major Collector | 2-Lane Major Collector

There are four major collectors in the University Corridor: Tarrow Street West, Spring

Loop, Lincoln Avenue, and Eisenhower Street. It should be noted major collectors are de-

signed to serve 5,000-10,000 vehicles per day. Traffic Volumes can be divided into two seg-

ments. The first segments are the streets of Spring Loop and Lincoln Avenue which feature

traffic volumes of 5,000-15,000 vehicles per day. The second segment are the streets of

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Tarrow Street West and Eisenhower Street that feature traffic volumes of 0-5,000 vehicles per

day.

Minor Collector | 2-Lane Minor Collector

There are two Minor Collectors in the University Corridor: Francis Drive and Walton Drive.

The traffic volumes on this street can divide into two segments. The first segment is Walton

Drive that serves 0-5,000 vehicles per day. The second segment is also Walton Drive. This

street features two ranges of traffic volumes. Primarily the streets serve 0-5,000 vehicles per

day. The subsection of Walton Drive. bounded by Munson Avenue and Walton Drive serve

5,000-15,000 vehicles per day. It should be noted that Minor Collector Streets are designed to

serve 1,000-5,000 vehicles per day, however sections of Francis Drive are recorded traffic vol-

ume ranges triple this number.

Perimeter Streets

There are two thoroughfares that bound the University Corridor and connect it to the city of

College Station and the region. These roads consist of a freeway and major arterial (Interstate

Highway 6 and Texas Avenue). Traffic volumes of Interstate Highway 6 are generally in the

range of 65,000-100,000 vehicles per day. The section of Texas Avenue that is bounded to the

corridor features traffic volumes that generally range 25,000-65,000 vehicles per day.

Local Streets | Substandard Thoroughfares

Though most of the local streets in the planning area were constructed early in the City’s his-

tory, many of them meet the current pavement width standard and have curb and gutter sys-

tems. All streets, however, do not meet the current standard for sidewalks on both sides of

the street, which will be discussed further in the Bicycle and Pedestrian Mobility section of this

chapter. Map 3.4, Status of Eastgate Local Streets and Figure 3.2, Eastgate Local Streets Not

Meeting Current Standard, (figures and pictures are still being ordered) provide an illustration

and detailed information in regards to the existing local streets that were identified as deficient

to the current minimum right-of-way, pavement width, or curb and gutter requirements

Arguello Drive- Arguello connects Chimney Hill

Drive and Tarrow Street. It is approximately 530

feet in length and 40 feet wide, and the pavement is

in good shape. Right of way easements are around

40 feet. A small median inhibits traffic turning left

from a nearby parking lot, and lack of sidewalks dis-

courages pedestrian travel. This also makes everyday

things such as getting your mail an automobile de-

pendent task.

Figure M1:Arguello Drive without curb

sidewalk

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Local Streets Continued

Nimitz Street- Nimitz is a 2,400 foot street

running north/south from Cooner Street to

Lincoln Street. Right of ways are approximate-

ly 45 feet. It has no sidewalks, and curbs disap-

pear as you stray from the University intersec-

tion. Pavement stretches approximately 24

feet in width and is in fair shape. Lack of prop-

er drainage also discourages foot travel, and

could even inconvenience drivers in some are-

as.

Poplar Street- Poplar connects Texas and Eisenhower with a 790 foot section, and Ei-

senhower to Turner in another 720 foot section. There is a discontinuation in the street

at the Eisenhower in-

tersection. Also, Pop-

lar Street becomes

Turner Street at the

90 degree turn where

they meet. This could

pose a source of con-

fusion for someone unfamiliar with the area. Right of way is approximately 40 feet along

Poplar Street. Aside from a small segment where Poplar meets Texas Avenue, there are

no sidewalks to be found. However, both sections have proper curbing.

Rose Circle- Rose Circle is composed of two cul-de-sacs roughly 860 feet in length. The

cul-de-sacs are connected with another 330 foot section, eliminating the dead end. The

pavement spans 25 feet in width and is

in excellent condition. Right of way is

around 40 feet along both segments of

Rose Circle, and curbing is in place.

There are no sidewalks, but they are

not needed due to the horseshoe

shape of the street.

Figure M2: Nimitz Street without curb

and/or drainage.

Figure M3: Poplar street. Image courtesy of Google Maps

Figure M4: Rose Circle. Image Courtesy of

Google Maps

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Munson Avenue- Munson Avenue stretches approxi-

mately 5,000 feet from Lincoln to Harvey. Although it

shares the same thoroughfare context (urban) and speed

limit (30 mph) as the other local streets, it’s thoroughfare

type is classified as avenue rather than street. Also, out-

side of the focus area (south of Dominik) it changes from

a local/residential street to a minor collector. Street

width and right of way are approximately 25 feet and 40

feet respectively. Sidewalks of six feet in width are found

only on the east side of the avenue, and bike lanes are

absent.

Shady Lane- Shady Lane is located north of University

on the edge of the focus area. At 20 feet in width it

is the narrowest of the streets, and has a right of way

easement of approximately 40 feet. Sidewalks and

curbs are both absent, and pavement condition is

poor near the dead end of the street. Also, the in-

tersection shared with South Rosemary Drive is un-

orthodox. The design of the streets makes for a dis-

astrously dangerous intersection.

Figure M5: Munson Avenue blah

balah

Figure M6: Shady Lane. Image courte-

sy of Google Maps


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The University Corridor Through the Eyes of the Pedestrian Cyclist Collage

The center and top left images are the typical sidewalks seen along University Drive. The

six lane major arterial is hostile and unfriendly because it’s primarily scaled for the auto-

mobile. It lacks pedestrian friendly elements such as street trees. The bottom and middle

right images are typical sidewalk obstructions seen in residential areas northwest of Uni-

versity Drive. These obstructions prevent safe pedestrian circulation and significantly in-

hibit movement of wheel-chair or stroller based pedestrians. A Brown Trail is presented

by the bottom left image. Prevalent in areas northwest of University, these trails appear

where a sidewalk should be. The top right displays residential land uses that lack side-

walks. The current system is problematic seeing as most walkways empty directly into the

street.

A major objective in corridor planning is to enhance the walkability of the ar-

ea. By far, the University Corridor is perhaps the most unfriendly of all of the

corridors in College Station. Significant Improvements are needed to trans-

form this perspective. Presented below are the distinct areas throughout the

University Corridor, what unites them is the lack of a safe, friendly, pedestrian

-oriented environment.

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Bicycle and Pedestrian Mobility Introduction

The University Corridor is one of the harshest environments to pedestrians and bicyclists in

College Station. The data presented here is a depiction of baseline conditions of the corridor

from the perspective of a pedestrian or cyclist. Bike and pedestrian routes serve as multi-

modal transportation alternatives to main automobile thoroughfares. The pedestrian friendly

pathways are built to improve connectivity and accessibility, increase safety, encourage envi-

ronmental stewardship, and increase outdoor recreation. The element of pedestrian and cyclist

mobility has become a much larger component of transportation due to the growth of Texas

A&M University. Circulation within the University Corridor features a wide range of travelers

from students to shoppers, employees to out-of-towners.

Sidewalk Widths

Most sidewalks in the University Corridor measure between four to

six feet. Most sidewalks along major arterials are wider than those

featured along smaller, local streets. Tarrow features two sidewalks,

with the first measuring four feet and the second measuring five feet.

The sidewalks of Spring Loop measure four feet on either side. Lin-

coln is comprised of four sidewalks with the first measuring four feet,

the second six feet, the third approximately four and a half feet, and

the fourth six feet again. Many of the neighborhood streets feature

narrow sidewalks, often only on one side. Such is the case with Au-

tumn Court, Park Road, Summer Court, and Chimney Hill. Autumn

Court’s measures three feet and ten inches, while Park Road’s, Sum-

mer Court’s, and Chimney Hill’s all measure four feet. Several neigh-

borhood streets have no sidewalks at all, such as Fall Court, April

Bloom, and Arguello Drive. For a graphical perspective please

see figure PB1.

Sidewalk Nature & Obstructions

Many of the sidewalks are newly constructed and quite smooth.

Sidewalks feature are meagerly landscaped. This landscapes is

often grass. In some areas this grass grows into the cracks of

the sidewalks. This could prove to be an issue in the long term

on from a sidewalk life expectancy standpoint. Throughout the

corridor there are two common sidewalk obstructions: large,

industrial-like trash cans and large mailboxes. Both occur exclu-

sively on sidewalks along neighborhood streets. Less frequent

are gas wells, normally seen along University Drive. All fire hy-

drants, are kept a good distance away from the sidewalks/

potential space for a sidewalk and do not impede foot traffic.

Pedestrian Connectivity

Pedestrian connectivity in the University Corridor needs to be improved upon. While there is

pedestrian infrastructure, such as designated crosswalks and the like, throughout the area,

many spots are still unsafe and unsuitable for walking. The best sidewalks exist along the major

arterials, such as Spring Loop/Lincoln and Tarrow Street. Sidewalks in the along Local Streets

are too narrow. This combined with an overall lack of uniformity amongst Local Street side-

walks makes pedestrian mobility in these areas a chore. There are even some streets with no

sidewalks at all, such as Arguello Drive and Texas Avenue West. Pedestrian mobility is signifi-

cant in this corridor since it’s a major hub of hotel and commercial activity in College Station.

Figure PB2: Mailbox side-

walk obstruction

Figure PB2: Mailbox

sidewalk obstruction

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Bicycle Lane Conditions

Bicycle lanes in the University Corridor need to be im-

proved upon. Most of the designated lanes are very

worn and faded. Please note figure PB 3. This is espe-

cially problematic along minor arterials, such as Lincoln/

Spring Loop. Unlike bike routes, bicycle lanes are desig-

nated areas for the safe and efficient travel of cyclists.

As road legal modes of travel, these lanes should be

treated as qualitative equals in terms of lane stripping.

Type of Facilities

Bicycle and pedestrian facilities can include a variety of

items. The following define the various types of bicycle and pedestrian facilities that are uti-

lized or are proposed for the University Corridor:

Bike Lane - a designated part of the roadway that is striped, signed, and has pavement mark-

ings to be used exclusively by bicyclists.

Bike Route - a roadway that is shared by both bicycles and motor vehicles. Wide outside

lanes and shoulders can serve as bike routes with signage.

Sidewalks - walkways alongside roads, typically five to eight feet wide, for pedestrians.

Side Path (Multi-use Path) - a wider sidewalk (10-12 feet wide) alongside a road with minimal

cross flow by motor vehicles to be used by bicyclists and pedestrians.

Bike Lock Elements-places to lock bicycles to that are visible, out of harm’s way, visually ap-

pealing, secure, and can accommodate an adequate number of bikes.

Additional facilities include crosswalks, ramps, medians, street trees, trash cans, signage, and

signals. These items contribute to the overall identification, accessibility, and safety of among

all modes of travel.

Bicycle Connectivity

Bicycle connectivity in the University Corridor is adequate, however the current routes and

lanes lack proper maintenance, and therefore look dismal. In addition to worn down bike

lane stripping, there is a lack of uniformity amongst the lanes. This is due to the fact that

several streets are without bike lanes at all, such as along Walton Drive and Francis Drive.

As of April 2013, the city of College Station has proposed bike lanes for these streets.

Streets that do not have proposals for bike lane extension should provide signage to alert

cyclist of the next closes bike route or lane. This enhancement, along with the increased

maintenance of existing lanes would provide improved bicycle connectivity throughout the

corridor. As College Station grows the importance and prevalence of the cyclist will become

more and more important. The connectivity of these lanes will ensure harmony among mo-

torists and bicyclists alike.

Strategies for Improvement of Pedestrian & Bicycle Connectivity

Below is a list of strategies that could be implemented to improve the overall experience of

pedestrian and bicycle travel throughout the University Corridor:

Signage to notify riders of a terminating route

Provide neighborhood sidewalks along local streets northwest of University Drive.

Increased bicycle infrastructure at properties. There is a significant lack of places to lock

up ones bicycle.

Figure PB3: Bike Lane stripping

peeling away

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Strategies for Improvement of Pedestrian & Bicycle Connectivity Continued

Placement of street trees to provide scale and soften the hostility of University Drive’s

major arterial on the cyclist and pedestrian alike,

Additional signage for pedestrians and bicyclists as necessary.

Widen sidewalks at designated points

Transit Introduction

The area is currently serviced by two bus routes. The

Aggie Spirit (TAMU) and The Brazos Transit District

(BTD) both have lines that run through the corridor.

The University bus line that serves the corridor is the

“Reveille”. The BTD lines that serve the area are the

“Maroon”, “Purple”, and “Yellow” lines. The Aggie Spir-

it Reveille line is designed to provide transit services for

off-campus students. BTD lines are to serve the resi-

dents of Bryan / College Station with stops at key loca-

tions in the two cities.

The Aggie Spirit currently has eight stops that are located within the corridor area. Since the

line travels north and south on Lincoln/ Spring Loop, there are corresponding stops at four

locations. These stops are located near neighborhoods in the area to serve students or faculty

that are live there. The BTD route also has eight stops in the corridor area. These stops cor-

respond to the three routes that serve the area. They are located at the intersection of Texas

Avenue and University Drive, The Hilton Hotel, Scott & White Clinic, and the north east

shopping district. These stops are more destination oriented rather than service oriented.

Figure T2 within the Appendix illustrates the current transit lines and stops in the corri-

dor. Potential obstacles to lack of ridership include the lack of coordination between BTD and

Aggie Spirit lines, lack of information awareness of bus stops and routes, lack of pedestrian

facilities for safer access to the bus stops, lengthy travel times to and from destinations, and

lack of bus shelters.

Type of Facilities

Transit facilities can include a variety of items. The following define the various types of transit

facilities that are utilized or are proposed for the University Corridor:

Bus Stop - a designated area where patrons await to be picked up or dropped off by the

transit provider.

Bus Shelter - a structure to shield patrons of transit from the elements, whether they be

weather related or manmade.

Transit Hub - A significant node where transit vehicles and pedestrians switch modes of

travel.

Potential Partnership & Circulation

The District and TAMU Transportation Services are currently evaluating the feasibility of op-

erating an integrated bus system, whereby all residents could utilize both systems through a co

-ridership partnership between the entities. This is important to the University Corridor be-

cause funds could be diverted into the enhancement of services in the University Corridor.

Figure T1: Picture Aggie Spirit,

Texas A&M Transit Service.

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Potential Partnership & Circulation Continued

Additionally, a partnership forged between The District and TAMU presents that there

does appear to be a desire to create partnerships where they are mutually beneficial.

A partnership between BTD and the Aggie Spirit could help reach the dead spots the cur-

rent transit lines do not touch. These spots include the placement of bus stops in the

fronts of the hotels and within the large commercial property adjacent to Frontage Road

and Highway 6.

This opportunity could reduce inefficiency in areas of overlap, increase ridership, establish

stronger transfer points, and provide more destinations. Additionally, a unified system

would allow the Brazos Transit funding to be utilized for the upgrade of existing TAMU

Transportation Services stops.

Strategies for Improvement of Transit

Bus shelters to increase visibility of transit lines and provide protection from the ele-

ments, most notably the sun

Placement of a transit hub within the shopping district adjacent to Frontage Road.

Construction of bus turn ins so as to no inhibit the flow of traffic along University

Drive.

Placement of bus stops in front of key locations. I.e. Hilton Hotel and within Shopping

District

Coordination between TAMU and BTD transit systems for greater uniformity of ser-

vice, increased service area, and more diverse riders.

Change transit vehicle color schemes to enhance visibility of the vehicles and set them

apart from traffic.

Retrofit buses with bike carrying abilities to encourage intermodal travel


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Infrastructure can be defined as the most basic level of an organizational structure, com-

piled of public systems and services, serving as the foundation for any modern day devel-

opment. Each aspect of infrastructure plays a vital role in the success and functioning of

the city, College Station is no different. To assess University Corridor’s infrastructure we

examine specifically: Water Facilities- size of lines/location of hydrants, Sewer Facilities-

size of lines/capacity, Storm Sewer Facilities, and Street Lighting-location/type.

Water and Sewer Capacity

Water & Sewer Lines

The water and sewer infrastructure throughout the University Corridor is a mix of new

and old.. The water and sewer infrastructure is primarily composed of distribution and

gravity mains. There are five fire mains throughout the site. These mains are primarily lo-

cated within commercial parcels, with the exception of two. One is at the northeast end

of the intersection of Lincoln and University Drive and the other is approximately 360 ft.

northwest of Spring Loop. The water infrastructure in the southern vicinity is in adequate

condition. This is stated since as of April of 2013 there have been no suggestions for signif-

icant improvements or rehabilitation projects of neither water nor sewer lines in the area.

In the northern vicinity a major rehabilitation project called the College Heights Rehabilita-

tion will commence in the 2015-2016 Fiscal year. The scope of this project includes Eisen-

hower Street, University Drive, Jane Street, and Nimitz Street. The water and sewer infra-

structure has been cited for rehabilitation for numerous reasons. The recent growth of

the area has begun to place significant strain on the current system. This increased usage

has also led some lines to rapidly deteriorate and fail, resulting in service disruptions. Last-

ly, current lines provide inadequate fire protection. The project will include the installation

of approximately 4,000 linear feet (LF) of 8-inch water distribution line, approximately

2,000 LF of 12-inch water distribution line, approximately 1,000 LF of 6-inch sanitary sew-

er collection line, and approximately 5,000 LF of 8-inch sanitary sewer collection line. This

project is set to begin in the 2015-16 fiscal year and has been budgeted to cost $3,726,688.

Fire hydrants

Fire hydrants serve as College Stations primary source of water during a fire emergency.

Fire hydrants in the city of College Station must be placed among the approved fire lane,

must be accessible at all times, must be located on the same side of the street it is intend-

ed to serve, and must have a three foot (3’) clear space on all sides of the fire hydrant. No

part of any structure above ground tanks or fueling station can be more than three hun-

dred feet (300’) from a fire hydrant, and any commercial building must be within

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Fire Hydrants Continued

one hundred and fifty feet (150’) arc point from where a fire apparatus can operate.

The number and spacing of fire hydrants within College Station shall be no less the dimen-

sions presented in the chart entitled Number and Distribution of Fire Hydrants in the Ap-

pendix section.

Within the University Corridor there are a total of 67 fire hydrants. Each of the hydrants

are constructed along main water distribution lines. Predominantly, the main distribution

lines run along the main and arterial roads in order to reach every established building.

The highest concentration of fire hydrants lies within the area intersecting with Highway 6.

This area requires more fire hydrants due to the higher concentration of commercial

buildings, residential buildings, and fueling stations.

Fire hydrants provide safety to the affected areas, College Station adheres to city and fed-

eral standards in order to provide adequate and efficient water supply during a fire emer-

gency.

Street Lights

The University Corridor features a total of 269 street lights. All of them can be catego-

rized into one of four types: Cobra Head, Decorative, Flood, or Security.

Of these four types, the Cobra Head is the most common with 183 fixtures throughout

the study area. Most of these lights line major arterial roads, specifically University Drive,

Tarrow Street, and Spring Loop/Lincoln Avenue (73 along University and 22 each along

Tarrow and Spring Loop/Lincoln). 66 cobra heads are not lined along main arteri-

als. Instead, these ones are sparsely placed along the roads of residential neighborhoods.

The second most common type is Security. The corridor features 67 street lights of this

type, located predominately in residential neighborhoods. They have an especially strong

presence in neighborhoods off of Spring Loop and Nimitz Street.

There are 15 Decorative street lights, all placed within one residential neighborhood be-

tween Tarrow Stret and Paster Street. The corridor features only 1 Flood street light. Its

location is at the corner of Tarrow Street and Autumn Circle.

Street lights are a very important attribute to roads and neighborhoods. There should be

an increase in street lights on interior neighborhood streets, such as the area in-between

Tarrow Street and Chimney Hill Drive. This particular area is part residential and part

commercial. The lack of lighting in this area leaves both parts vulnerable to criminal activi-

ty a night. An increase Security lighting in this area would help ensure that both the homes

and businesses in this area are kept safe. A Map of Street Lights is provided in the Appen-

dix Section.


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Appendix & References

The information presented in the university flows section was either created or refer-

enced from other material provided by other parties. Listed here are maps, charts, ta-

bles,, and large figures that couldn’t be comfortably displayed in the main sections. In ad-

dition to these created elements is the list of references the section used as references.

References

Presented below are links and documents that were used to compile this existing conditions

report. All of these links lead to College Station created documents with the exception of the

BCS Unified Design Guidelines.

BCS United. (2012). Bryan college station unified design guideline, manuals, technical

specifications, and standard construction details. (). Bryan-College Station: BCS United.

City of College Station. Street cross sections. Retrieved 04/08, 2013, from http://

www.cstx.gov/Modules/ShowDocument.aspx?documentid=4907

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http://cstx.gov/modules/ShowDocument.aspx?documentid=11977



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ursc 490 final project paper

Education

university corridor

university drive corridor

corridor planning document

corridor planning areas

infrastructure mobility

mobility infrastructure

infrastructure section

mobility section