The Transportation Element of the Plan provides a framework for the rational and orderly development of the area's street system, including Expressways, Arterials, Collectors, and Local Streets. This plan element includes a review of previous transportation plans and studies, overview of existing transportation facilities and services, analysis of travel characteristics, and recommendations for development of the thoroughfare system plan for the Harlingen area. Harlingen's thoroughfare system plan is shown in the Long Range Thoroughfare Plan, which is the City's general plan for extension and widening of the roads, streets, and public highways within the municipality's Corporate Limits and its Extraterritorial Jurisdiction.

Transportation Planning Area

This Transportation Element addresses the same geographic area as other elements of the Comprehensive Plan, which is the area encompassed by the City of Harlingen and its Extraterritorial Jurisdiction (ETJ). The planning area boundary is illustrated in Figure 1-1, shown previously in Chapter 1 - Introduction.

Other Related Transportation Plans and Studies

There are a number of related plans and studies that have addressed transportation improvement needs for the City of Harlingen and the Harlingen-San Benito Metropolitan Area, which were reviewed and considered in the development and update of this Comprehensive Plan element. These relevant plans and studies are highlighted following.

Metropolitan Transportation Plan

Harlingen-San Benito Metropolitan Transportation Plan (December 1999) - The Harlingen-San Benito Metropolitan Planning Organization (MPO), in cooperation with the Texas Department of Transportation, the Federal Transit Administration, and Federal Highway Administration, is responsible for regional transportation planning for the Harlingen-San Benito urbanized area. Prepared by MPO staff, the Metropolitan Transportation Plan is the area's 25-year long-range transportation improvement plan, which identifies the planned transportation improvements that are eligible to use Federal funding. Approximately 150 specific roadway improvement projects are included in the plan. It is financially constrained, meaning that the estimated implementation cost of the planned improvements is consistent with the amounts of Federal and State funding expected to be available during the life span of the plan.

Railroad Crossing Study

Harlingen-San Benito Railroad Crossing Study (April 1998) This Study was prepared for the MPO by Traffic Engineers, Inc., the study developed recommendations to improve the safety of the at-grade railroad crossings and alleviate vehicular congestion and delays. The recommendations designed to improve the safety of the at-grade railroad crossings include signing and pavement markings; re-planking; signal preemption; installation of signals and/or gates; and consolidation of crossings.

Assessment of Public Transportation Needs and Transit Plan

Assessment of Public Transportation Needs and Transit Plan (June 1996) This study was prepared by LKC Consulting Services in association with Michael J. Blum Company and Traffic Engineers, Inc. It was done to determine if there was a need for public transit services in the Harlingen-San Benito metropolitan area. It identified target populations in need of additional transportation services, and identified transit alternatives feasible to meet the needs of the area. Conclusions were that the population density was not sufficient to support a fixed route transit system but that indicators of transit needed to be monitored.

Cameron County Thoroughfare Plan

Cameron County Thoroughfare Plan (1994) - This thoroughfare plan for Cameron County was prepared by the County Engineer's Office. The plan identifies existing major roads and highways in the county and shows general alignments for new thoroughfares. Improvements were included in a Road Improvement Bond Program being implemented by Cameron County.

Valle Vista Mall and Haverford Area Traffic Study

Traffic Study - Valle Vista Mall and Haverford Area (January 1994) - Commercial and residential growth in the Valle Vista Mall and Haverford area have generated high traffic demand on arterial roadways. This study prepared for the MPO by Traffic Engineers, Inc., recommended improvements to Dixieland Rd., Lincoln Ave., and the US 83. Interchange at M St., and the US 77/83 Ramps, as well providing efficient and safe access to Harlingen South High School and the Haverford residential area.

Mass Transit Study

Harlingen/South Padre Island Mass Transit System Study (June 1993) - Prepared for the Lower Rio Grande Valley Development Council by Lichliter/Jameson & Associates, this study evaluated public transportation needs of the Harlingen-South Padre Island corridor with the purpose of identifying the feasibility of a mass transit system. This study recommended US 77/83 be widened to six lanes; FM 510 resurfaced; FM 3462 extended to link Loop 590 to SH 345; and, further consideration given to the development of a regional mass transit system.

Airport Noise Study

Valley International Airport FAR Part 150 Noise Exposure and Land Use Compatibility Program (September 1992) - This is a five-year program developed locally and approved by the Federal Aviation Administration, which assesses the airport noise environment, forecasts aviation operations, identifies land uses within the airport environs, and recommends ways to mitigate land use compatibility conflicts.

Valley Mobility Plan

Rio Grande Valley Mobility Plan (July 1992) - The Rio Grande Valley Chamber of Commerce sponsored the preparation of this regional mobility plan for Cameron, Hidalgo, Starr, and Willacy Counties. Shiner Mosley & Associates developed the plan for the Chamber of Commerce. Transportation improvement needs identified for the Harlingen area included the Harlingen Crosstown Expressway, Inner Loop (Loop 499), SH 345/FM 106, US 77/83, Loop 590, Business 77, SH 107, FM 1479, and West Arterial project groups.

Airport Master Plan

Valley International Airport Master Plan (December 1991) - Prepared for the City of Harlingen Airport Board by Barnard Dunkelberg & Company, the Airport Master Plan is the City's plan for future development of Valley International Airport. The 20-year plan identified 45 proposed improvement projects estimated to cost approximately $46.5 million in 1991 dollars.

An update is currently underway by the same firm who completed the original document. Estimated completion date is December 2000.

West Arterial Study

Arterial Alignment Study - Dixieland Rd. to Bass Blvd. (September 1991) - Prepared for the MPO by Wilbur Smith Associates, this study evaluated alternative corridor alignments for an east-west arterial extending between Dixieland Road and Bass Boulevard (FM 800), southwest of Harlingen. The study recommended the construction of a continuous West Arterial, generally following the alignments of Grand Road, Garrett Road and Regina Lane. The recommended arterial should be constructed as a two-lane roadway with a right-of-way width of 120 feet, which would accommodate an ultimate four-lane (or six-lane) urban roadway. This study also recommended future development of another arterial roadway south of and generally parallel to the recommended West Arterial.

Population and Socio-economic Data

Transportation Plan Update for Harlingen-San Benito Urbanized Area (September 1990) - This MPO study prepared by Wilbur Smith Associates updated the demographic and socio-economic data for the Harlingen-San Benito Urban Transportation Study area, including 1989 base year data and forecast years 2000 and 2010 data. These data consisted of population, dwelling units, median household income, basic employment, retail employment, service employment, and special generators for traffic analysis zones (TAZ's) within the metropolitan area.

Expressway Ramp Analysis

US 77/83 Ramp Analysis (April 1990) - The expressway ramp analysis of US 77/83 identified existing and future traffic service deficiencies and needed improvements. The MPO study was performed by Wilbur Smith Associates and recommended the following improvements: completion of the US 77/83 at Ed Carey Dr. interchange traffic signalization; widening FM 801 west of the expressway; implementing a standard diamond interchange traffic signal phasing on the Sam Houston Blvd. interchange; upgrading ramps and widening of the Ed Carey Dr., Helen Moore and Williams Rd. interchanges; extend FM 510 with grade separation at the expressway; and the conversion of frontage roads from two-way to one-way between McCullough to FM 732.

Traffic Engineering Studies

Traffic Engineering Studies at Various Intersections in the City of Harlingen, Texas, Work Order #87-07-21 (October 1988) - Traffic engineering studies were conducted by Wilbur Smith Associates at the intersection of westbound Business US 83 (Harrison Ave.) and Dixieland Rd., and the adjacent intersection of eastbound Business US 83 and Dixieland. These studies recommended the installation of a two-phase traffic signal (providing coordination with signal at Business US 83 Eastbound) and overhead guide signage for the intersection of Business US 83 Westbound and Dixieland Road. It also recommended supplemental signal faces for the eastbound approach on the intersection of Business US 83 Eastbound and Dixieland Road.

Downtown Traffic and Parking Study

Downtown Parking and Traffic Flow Study (April 1988) - This study by De Shazo, Starek & Tang evaluated the existing traffic and parking conditions in central Harlingen and provided recommendations for a downtown parking and traffic flow plan. In addressing parking conditions this study recommended: standardized parking spaces and meters, increased parking fees and fines, development of new parking lots, adding of curb parking along Monroe St., and implementing of parking requirement policies. Although traffic conditions at the time were considered adequate, it recommended widening First St. to four lanes and closing A Street at its intersection with Van Buren Ave. This study also recommended the implementation of transportation related amenities such as "corner knuckles" along Jackson Ave., "pocket parks" at the intersections of A Street/Van Buren Ave. and B Street/Commerce St., and addition of street trees and plantings to enhance the downtown pedestrian environment.

Arroyo Crossings Study

Arroyo Colorado Crossings Study (July 1987) - The Arroyo Colorado Crossings Study re-examined the need for new roadway crossings based on existing (1987) and future (2005) traffic conditions and recommended crossing alignments to preserve the right-of-way for future implementation. Prepared for the MPO by Henningson, Durham & Richardson, this study recommended three Arroyo crossing location alternatives. The first alternative extends Morris Rd. to the intersection of Mayfield Rd. and Dixieland Rd. The second alternative connects the intersection of FM 1595 and FM 106 with Helen Moore Rd. The third alternative parallels the FM 1846/FM 106 crossing beginning at FM 106 and aligning with Cemetery Rd. at FM 1846.

Population and Land Use Data

Year 2005 Transportation Plan Update (July 1987) - This plan update developed Year 2005 population and land use tables for the Harlingen-San Benito area, which were needed for updating 20-year traffic projections and evaluating additional Arroyo Colorado crossings. Henningson, Durham & Richardson performed the study for the MPO.

Long-Range Transportation Plan

Harlingen-San Benito Urban Transportation Study Year 2000 Street and Highway Plan, 10-Year Improvement Program (July 1978) - The primary purpose of this study was to develop an update of the area's long-range transportation plan. The study was sponsored by the MPO and performed by Henningson, Durham & Richardson. The proposed arterial projects consisted of the following: extension of Tyler St., Lela St., Thirteenth St., Taft Ave., FM 510 (Loop 448 to US 77/83), and FM 509 to the International Airport; widening of Valley Fair Blvd., Seventh St., La Palma Blvd. (Combes Rd. to Oscar Williams Rd.), New Combes Rd. (Matz Ave. to Loop 499), Ed Carey Blvd. Loop 374 (Palm Dr. to Stuart Place Rd., and First St. north of Harlingen CBD; improve continuity for Wilson Rd. and Markowsky Ave., Jefferson Ave., Loop 499 at Primera Rd., Turner St. (Sam Houston Blvd.-Ratliff Rd.-Oscar Williams Rd.), La Palma Blvd. to intersect Shafer Rd., FM 509 (north of FM 800 to FM 1846 extension), Helen Moore Rd. (Pennsylvania Ave. to Loop 448), and the Pennsylvania-Morris-Dixieland corridor; and additional capacity improvements and/or operation changes to Loop 448 bridge, Loop 499, Dixieland Rd., Robertson/Zaragosa couplet from Combes Rd. to Reagan St., and US 77/83. In addition, this plan recommended the construction of at least one new crossing of the Arroyo Colorado.

Relationship of Transportation Element and Metropolitan Transportation Plan

Updates of the Transportation Element coincide with development of the Metropolitan Transportation Plan updates for the Harlingen-San Benito Area by the Metropolitan Planning Organization (MPO). The MPO is a cooperative transportation planning organization made up of representatives of State and local governmental entities. The Metropolitan Transportation Plan addresses roadway and transportation improvement needs for the metropolitan area based upon projected travel demands for a 25-year planning period (currently 2000 to 2025). The MPO transportation plan focuses on the allocation of transportation improvement funds available from Federal, State and local sources to meet identified needs over the 25-year period. The Transportation Element of the Comprehensive Plan is the City of Harlingen's thoroughfare system development plan. While the MPO's Metropolitan Transportation Plan and the City's Transportation Element of the Comprehensive Plan are mutually consistent and share many common goals, objectives, and planned improvements, it is important to recognize the following differences between the two plans:

• The two plans were prepared for different but related purposes, since the MPO plan identifies specific improvement needs and planned improvements on roadways which are classified by TxDOT as a collector and above, while Harlingen's Comprehensive Plan identifies general alignments and right-of-way requirements for future thoroughfare system development;
  
• The two planning areas are different since the MPO plan addresses the urbanized area of Harlingen and San Benito, while the Comprehensive Plan addresses the area encompassed within Harlingen-s City Limits and 5-mile ETJ;
  
• The planning periods are different since the MPO plan has a time span of 2000-2025, while the Comprehensive Plan extends to the year 2020 and beyond, including very long-range needs for ensuring preservation of the rights-of-way required for future thoroughfare improvements; and,
  
• The plans were developed under different enabling and implementing legislation, since the MPO plan responds to TEA 21, the Transportation Equity Act for the 21st Century, which builds upon the U.S. Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 (Title 23, U.S.C.), and the Comprehensive Plan is governed by the Texas Local Government Code and Harlingen's City Charter.

Constraints To Thoroughfare Development

The Harlingen area has several natural and man-made barriers that were considered in developing the Transportation Element of the Comprehensive Plan. Major constraints influencing development of roads, streets and highways include the existing expressways, Arroyo Colorado, Resaca de Los Fresnos, North Floodway, drainage channels, irrigation canals, and the railroads traversing the area.

The existing railroads and train traffic are a major constraint for east-west movement of automobile traffic in the Harlingen area. At-grade intersections of the railroad lines with area roadways are a cause of traffic delays and traffic safety concerns. Rerouting the railroad lines to new alignment outside the densely developed area is a recommended solution. Other alternatives include constructing grade separated over or underpasses at major railroad-roadway intersections, and traffic safety improvements at existing crossings.

Other constraints to thoroughfare system development include steep slopes along banks of the Arroyo, lakes and reservoirs, floodplain areas, public parks, agricultural lands, wetlands and other critical habitat areas, the Rio Grande Valley International Airport, and Harlingen Industrial Parks. Existing residential neighborhoods and other developed areas also present constraints when a thoroughfare improvement might impact these areas.

It is not intended to imply that these existing constraints prohibit the development of a desirable transportation system. However, their influence may affect the feasibility, location, and construction cost of transportation improvements and they should be considered in planning and design of future facilities.

Authority for Planning and Regulating Thoroughfares

Under the provisions of Article XI, Section 5 of the Texas Constitution and Title 7, Chapter 212 of the Texas Local Government Code, the City of Harlingen may require that development plans and subdivision plats must conform to "...the general plan of the municipality and its current and future streets..." and, "...the general plan for extension of the municipality and its roads, streets, and public highways within the municipality and its extraterritorial jurisdiction..." The City of Harlingen's Municipal Charter also contains provisions relating to regulation of plats and thoroughfare development.

Requirements for right-of-way dedication and construction of street improvements apply to all subdivision of land within the City's incorporated area and its extraterritorial jurisdiction (ETJ). In accordance with the Texas Local Government Code, the City has adopted rules governing plats and subdivision of land within the municipality's jurisdiction, and, by ordinance; those rules have also been extended to the city's ETJ.

Functional Classification of Thoroughfares

Thoroughfare Classification Criteria Thoroughfares are grouped into functional classes according to the character of service they are intended to provide. Thoroughfares are classified according to their functional role in terms of movement and access. The functional classification of thoroughfares is shown by Harlingen's Long Range Thoroughfare Plan and includes the following six (6) functional classes:

• Freeway/Expressways;
• Principal Arterials;
• Minor Arterials;
• Major Collectors;
• Minor Collectors; and,
• Local Streets.

Thoroughfare Classification Criteria

Criteria used in determining the functional classifications of thoroughfares are shown in Table 4-1. Classification is based on each roadway's functional role in the network, and the existing and future travel patterns and areas served.

The functional classification of a thoroughfare normally does not change as traffic increases and improvements are made. Functional classification is not necessarily related to the number of lanes, although higher classes tend to be multi-lane roadways. However, a two-lane roadway may function as a Principal Arterial in developing or rural areas.

The relationship of functional classes to movement and access roles served by thoroughfares is illustrated in Figure 4-1. Note that the dividing lines between classes are not distinct boundaries; they represent a continuous gradient with each class having some characteristics of higher and lower classes. Therefore, particular thoroughfares may not meet all of the criteria for a designated classification.

A schematic illustration of a functionally classified thoroughfare network is shown in Figure 4-2. Characteristics of each functional class of thoroughfares are further described in the following sections.

Table 4-1
CRITERIA FOR FUNCTIONAL CLASSIFICATION
OF THOROUGHFARES
Harlingen's Vision 2020 Comprehensive Plan

Freeways/Expressways are devoted entirely to traffic movement with little or no direct land service function. Freeways are multi-lane divided highways with full access control, meaning that all intersections are grade separated and the main lanes provide no direct access to adjoining properties. This class would include Interstate Highways and tollways. There are currently no Interstate Highways or toll roads in Harlingen. Expressways are multi-lane divided roadways with a high degree of partial access control, meaning few, if any, intersections at grade. Full or partial control of access distinguishes Freeways/Expressways from other classes of roadways. Freeways and Expressways serve large volumes of high speed traffic and are primarily intended to serve long trips, including both vehicles entering and leaving the urban area, as well as major circulation movements within the urban area. In the Harlingen area, the roadway facilities that function as freeways and expressways are US 77, US 83 and US 77/83.

Although the Freeway/Expressway classification includes the main lanes of designated facilities, continuous frontage roads (also termed service roads or feeders) are more appropriately classified as Minor Arterials or Major Collectors. It is desirable to have another parallel Principal or Minor Arterial offset one-half to one mile along either side of a Freeway or Expressway, to provide circulation for traffic movement along one-way frontage roads.

Principal Arterials

Principal Arterials are streets and highways that provide a high degree of mobility, serve relatively high traffic volumes, have high operational speeds, and serve a significant portion of through travel or long distance trips. Freeways and Principal Arterials together typically accommodate about 30 to 40 percent of a region's travel on 5 to 10 percent of the total roadway network. Principal Arterials serve as primary routes through the Harlingen area and between major destinations within the area. They are continuous over long distances and serve trips entering and leaving the urban area, as well as trips within it. These facilities generally serve high-volume travel corridors that connect major generators of traffic, such as the central business district, other large employment centers, suburban commercial centers, industrial centers, major residential communities, and other major activity centers within the urban area. Some examples of Principal Arterials in the Harlingen area include Business 83, Business 77, Loop 499, Loop 509, and Tyler/Harrison Avenues.

Lower volume roadways that are continuous over long distances may also function as Principal Arterials, particularly in fringe and rural areas. The cross section of Principal Arterials may vary from multi-lane roadways with three, four, five or more lanes, down to two-lane roadways in developing fringe and rural areas where traffic volumes have not increased to the point that more travel lanes are needed. Functional classification is not dependent on the existing number of lanes, since the functional role served by a roadway typically remains constant over time, while the roadway's cross section is improved to accommodate increasing traffic volumes.

Principal Arterials form an interconnecting network for citywide and regional movement of traffic, including connections to Freeways /Expressways serving the region, and to Minor Arterials and Collectors. A two-mile spacing is generally desirable between Principal Arterials, with a one-mile spacing between a Principal Arterial and a Minor Arterial or Freeway.Since traffic movement, not land access, is the primary function of Principal Arterials, access management is essential. Driveways connecting directly onto a Principal Arterial should be minimized to avoid traffic congestion and delays caused by turning movements for vehicles entering and exiting driveways.

Off-peak travel speeds on Principal Arterials are typically 40-55 MPH, and peak period speeds are about 30-35 MPH. Intersections with other public streets and private access should be designed to limit speed differentials between turning vehicles and other traffic to no more than 10-15 MPH. Signalized intersection spacing should be long enough to allow a variety of signal cycle lengths and timing plans, which can be adjusted to meet changes in traffic volumes and maintain traffic progression (desirably one-third to one-half mile spacing).

Minor Arterials

Minor Arterials are similar in function to Principal Arterials, except that they provide a higher degree of local access than Principal Arterials does. Minor Arterials include all remaining arterial streets and highways in the urban area and serve less concentrated traffic-generating areas such as neighborhood shopping centers and employment centers. Although Minor Arterials are very similar in function to Principal Arterials, this class typically distributes medium traffic volumes for shorter distance trips than Principal Arterials. In general, the projected future traffic volumes on Minor Arterials will be lower than the volumes carried by Principal Arterials. Minor Arterials are generally continuous over shorter distances than Principal Arterials. Travel speeds along Minor Arterials are typically 30 to 45 miles per hour in off-peak periods, and 20 to 35 miles per hour in peak periods. Minor Arterial streets serve as boundaries to neighborhoods and collect traffic from Collectors and Local Streets. Although a Minor Arterial typically provides more local access than a Principal Arterial does, the primary function is still traffic movement.

Minor Arterials are distinguished from Principal Arterials by shorter travel distances, slightly lower traffic volumes, and somewhat lower speeds. In areas where closely spaced Arterials are nearly equivalent in functional role, differentiation between Principal and Minor Arterials often involves selection among roadways with similar traffic volumes and physical characteristics. Choices should be made as to whether both roadways should be developed to serve equal functions, or one should be developed to serve a higher function than the other. In such instances, the delineation of classes includes consideration of the most efficient plan for future improvements.

Principal and Minor Arterials are generally spaced at one mile intervals in an alternating grid pattern. The integrated system formed by Principal Arterials and Minor Arterials typically includes 15 to 25 percent of the total roadway network and serves 40 to 60 percent of total motor vehicle travel in the area.

Major Collectors and Minor Collectors

Collectors are the connectors between Arterials and Local Streets that serve to collect traffic and distribute it to the Arterial network. Collectors also serve to provide direct access to a wide variety of residential, commercial, and other land uses, and their design involves site-specific considerations. They provide direct service to neighborhoods and other local areas, and may border or traverse neighborhood boundaries. Parking is generally permitted on-street in residential areas.

The distinction between Major Collectors and Minor Collectors is a matter of relative degree and includes consideration of functional role, size and character of areas served, traffic volume, and travel speed. Major Collectors connect Minor Collectors to the Arterial system.

Since Collectors are used for short distance trips between Local Streets and Arterials, they should be continuous in the spaces between Arterials. Collectors may also extend across Arterials, especially Major Collectors. To provide efficient traffic circulation and preserve amenities of neighborhoods, Collectors should desirably be spaced at about one-quarter to one-half mile intervals. Subdivision street layout plans should include Collectors as well as Local Streets in order to provide efficient traffic access and circulation.

Since Collectors generally carry higher traffic volumes than Local Streets, they may require a wider roadway cross section or added lanes at intersections with Arterials, to provide adequate capacity for both through traffic and turning movements. Operating speeds for Collectors are typically about 30 to 35 miles per hour. Since speeds are slower and more turn movements are expected, a higher speed differential and much closer intersection/access spacing can be used than on Arterials. On-street parking is permissible in residential areas. Direct access to abutting land is essential; parking and traffic controls may be necessary for safe and efficient through movement of moderate to low traffic volumes at key intersections. Collectors typically make up about 5 to 10 percent of the total street system.

Collectors serve an important role in collecting and distributing traffic between Principal/Minor Arterials and Local Streets. Their identification is essential in planning and managing traffic ingress/egress and movement within residential neighborhoods as well as commercial and industrial areas. Existing Major Collectors are delineated on the Long Range Thoroughfare Plan, and planned new Major Collectors are shown as general alignments that should be considered and incorporated in subdivision platting and development planning. Alignments for existing and planned Minor Collectors are not shown on the plan, but should be appropriately considered and included in planning and plat review for subdivisions and development projects as needed.

Local Streets

Local Streets include all other streets and roads that are not included in higher classes. They include internal and access streets that allow direct access to residential and commercial properties and similar traffic destinations. Direct access to abutting land is their primary role, for all traffic originates from or is destined to abutting land. Through traffic and excessive speeds should be discouraged by using appropriate geometric designs, traffic control devices, curvilinear alignments, and discontinuous streets. On-street parking is generally permitted. Trip lengths on Local Streets are short, volumes are low, and speeds are slow, typically 20 to 30 miles per hour. Local Streets typically comprise about 65 to 80 percent of the total street system in urban areas.

Existing Transportation System

Development of the Transportation Element for the Comprehensive Plan included analysis and evaluation of the existing transportation system. The roadway and traffic conditions of the highway and street network were identified and analyzed to assist in determining long-range needs for thoroughfare system development. Physical conditions of the roadway system and characteristics of existing travel patterns were identified based upon available information obtained through the City of Harlingen, Cameron County, Harlingen-San Benito Metropolitan Planning Organization (MPO), Texas Department of Transportation (TxDOT), and other governmental agencies. Existing transportation facilities and services for the Harlingen area are described in the following sections.

Existing Roadway Characteristics Characteristics

Characteristics of the existing roadway network include existing Federal and State Highways, traffic volumes, number of travel lanes, roadway surface types, and traffic control devices.

Major Highways

Federal and State Highways - Many thoroughfares in the study area have Federal (US), State Highway (SH), and Farm to Market (FM) highway designations. Harlingen area highways that are included as part of the National Highway System (NHS) include US 77, US 83, US 77/83, Loop 499, and Business 77 south of Loop 499. These highways connect the Harlingen area to the State and National Highway Systems that serve mobility on statewide, regional, national, and international scales. Improved connectivity with the National Highway System is vital for continued growth of the Valley's economy and international trade.

Interstate Highway System Designation

Recently, significant commitments have been made that will impact connectivity of the Valley with other regions of the United States and Mexico. There is a planned extension of the Interstate Highway System from the US 59 corridor from Houston to Laredo as an extension of I-69 south from Shreveport, with an alternate routing from Victoria south along US 77 to Harlingen, Brownsville and McAllen. The US 77 corridor from Victoria to Harlingen is the most direct connector between the Valley and I-10, and has great potential for further development to serve future traffic growth and international trade between the U.S., Mexico, and Canada.

Federal and State Highway Systems

Existing major highway routes in the Harlingen area are described in the following paragraphs and depicted on the Planning Area Map shown previously in Figure 1-1.

• US Highway 77 - US 77 extends through the Harlingen area in a north-south direction and connects the area to Brownsville and the Texas/Mexico border to the south, and to Interstate Highway 37 at Corpus Christi and US 59 at Victoria to the north. US 77 joins with US 83 in Harlingen forming US 77/83, which extends south to Brownsville. US 77 is a four-lane divided freeway, with continuous two-lane frontage roads along the portion within the Harlingen area.

• US Highway 83 - US 83 connects the Harlingen area to McAllen and other communities in the western part of the Lower Rio Grande Valley, and continues northwest upriver to Interstate Highway 35 and US 59 at Laredo. US 83 joins with US 77 in Harlingen, forming US 77/83, which extends south to Brownsville and the Texas/Mexico border. US 83 is a four-lane access controlled freeway with continuous two-lane frontage roads.
  
• Business US 77 (Sunshine Strip) - Business 77 parallels US 77 on the east and connects to US 77 northwest of Harlingen and to US 77/83 south of San Benito. Business 77 links the central business districts of Harlingen and San Benito. Between US 77 and FM 507, Business 77 is a five-lane roadway (with a continuous center two-way left-turn lane). South of FM 507 to Ed Carey Drive, Business 77 is a seven-lane facility (with a continuous center two-way left-turn lane). South of Ed Carey Drive, Business 77 converts back to a five-lane roadway (with a continuous center two-way left-turn lane).
  
• Farm Road 106/206 (Tyler/Harrison Avenues) - This facility is a one-way couplet extending in an east-west direction across the Harlingen area from the US 77/83 interchange to east of Business 77. Three lanes are provided in each direction, with Harrison Avenue (FM 106) serving the westbound direction and Tyler Avenue (FM 206) serving the eastbound direction. East of Business 77 at 27th Street, Tyler merges with Harrison and FM 106 continues eastward as a two-way, five lane facility (four lanes with a continuous center two-way left-turn lane) to Loop 499. East of Loop 499, FM 106 is a two lane facility. East of FM 1595, FM 106 turns north and continues to Rio Hondo, where it merges with FM 508 and continues eastward to the Laguna Atascosa National Wildlife Refuge.
  
• Farm Road 507 (Morgan Blvd./25th St.) - This facility extends in a north-south direction along Morgan Boulevard and 25th Street from Business 77 to FM 508. Morgan Boulevard is a four-lane divided roadway and 25th Street is a two-lane roadway.
  
• Farm Road 508 (Combes - Rio Hondo Road) - This facility extends across the northern portion of the Harlingen area, from State Highway 107 at US 77 on the west, to FM 106 at Rio Hondo on the east. FM 508 is a two-lane roadway.
  
• Farm Road 509 - FM 509 (Helen Moore Road) extends southwest from US 77/83 to FM 800 (Jim Bowie Road) and northeast to FM 1595 (Rio Hondo Road). This facility is a two-lane roadway. South of the Resaca de Los Fresnos, extends south to US 281 and the Free Trade Bridge at Los Indios. FM 509 is being developed as a planned "outer loop" which will extend along the east and north sides of the Harlingen area, from US 281 and the Los Indios Free Trade Bridge on the south, to US 77 on the north. Future extension of FM 509 is planned north from FM 1591 to connect with US 77.
  
• Farm Road 800 (Bass Boulevard/Jim Bowie Road) - FM 800 extends north and south from its intersection with US 77 across US 83 to the Arroyo Colorado and extends east to FM 2520. The western portion is named Bass Boulevard. The portion east of FM 1479 is named Jim Bowie Road. FM 800 is a two-lane roadway.
  
• Farm Road 801 (Nixon Avenue) - FM 801 is a continuation of Ed Carey Drive and extends southward from US 77/83 to FM 800. FM 801, also named Nixon Avenue, is a two-lane roadway.
  
• Farm Road 1479 (Rangerville Road) - FM 1479 extends from US 77/83 to US 281 through Rangerville and connects with FM 800 (Jim Bowie Rd.). The roadway is a two-lane facility except near US 77/83 where it expands to four and five lanes.
  
• Farm Road 1595 - FM 1595 extends north from FM 106 to Rio Hondo Road, along the future alignment of Loop 509, and east along the Harlingen City Limits to SH 106. The roadway is a two-lane facility.
  
• Loop 499 (Ed Carey Drive/Al Conway Drive) - This facility forms a loop along the north and east sides of the City of Harlingen beginning at US 77 on the north, and extending east to the Airport and TSTC campus, continuing south to US 77/83, and connecting with FM 801 (Nixon Road) on the south. Loop 499 begins as a four-lane divided roadway at US 77 on the north, narrows to two-lanes, and then transitions to a five/four lane roadway at FM 507, intersects with FM 106 and Business 77, and continues to US 77/83. The portion of Loop 499 from US 77 to FM 106 is named Al Conway Drive, and the portion from FM 106 to US 77/83 is named Ed Carey Drive. Ed Carey Drive is a five-lane roadway (with a continuous center two-way left turn lane).
  
• Spur 54 - This facility connects US 77 and US 83, located just north of the US 77/83 interchange in Harlingen. The four-lane divided roadway provides an at grade connector which functions as part of the US 77/83 interchange, serving traffic movements for southbound US 77 to westbound US 83 and eastbound US 83 to northbound US 77.

Daily Traffic Volumes

Existing Traffic Volumes - Traffic volumes identify existing travel patterns and assist in determining the transportation system's ability to serve area travel demands. The identification of existing travel patterns and travel demands was based on available daily traffic volume counts conducted in the area. The source of traffic volumes is from volumes available from the Texas Department of Transportation (TxDOT) from 1994 traffic saturation counts. Existing traffic conditions indicate that the following roadway segments have higher travel demands compared to other roads in the Harlingen area:

• Expressways US 83, US 77, and US 77/83 (up to 72,100 VPD);

• FM 106/206 (Tyler/Harrison Avenues), between US 77/83 and Loop 499 (14,300 to 41,600 VPD);
  
• Business 77 (Sunshine Strip), between US 77 and Loop 499 (9,700 to 29,000 VPD);
  
• Loop 499 (Ed Carey Drive), between US 77/83 and FM 106 (18,300 to 28,300 VPD);
  
• Dixieland Road, between US 77/83 and Lincoln Avenue (5,300 to 16,800 VPD);
  
• FM 507 (Morgan Boulevard), between Sunshine Strip and 25th Street (7,700 to 11,100 VPD);.
  
• Loop 499 (Al Conway Drive), between US 77 and FM 106 (16,000 to 51,000 VPD);
  
• Commerce Street, between Business 77 North and Business 77 South (5,200 to 15,300 VPD);
  
• M Street, between US 77/83 and Tyler Avenue (5,100 to 8,000 VPD); and,
  
• Lincoln Avenue, between US 83 and Dixieland Road (5,100 to 12,600 VPD).

Future travel demand and traffic volumes for the area roadway network were projected by TxDOT based upon computer trip generation/traffic assignment modeling. Transportation improvement needs were identified in the Metropolitan Transportation Plan based upon existing and projected travel demands, as shown in Table 4-2. The 25-year improvement needs include roadway widening and extensions, intersection and interchange improvements, traffic management/traffic control improvements, and transportation enhancements such as on-road and off-road bikeway system improvements and an increased transit presence.

Table 4-2
TRANSPORTATION NEEDS FOR 2025
Harlingen's Vision 2020 Comprehensive Plan

Table 4-2 (continued)

The computer model for the Harlingen-San Benito metropolitan area was last updated and calibrated by TxDOT in 1998. A new data set of demographic and socio-economic input variables was prepared in 1997, for use by TxDOT in updating the computer model. Further information on travel characteristics for the Harlingen area is contained in the Metropolitan Transportation Plan, available from the Harlingen-San Benito Metropolitan Planning Organization.

Number of Lanes

Roadway Travel Lanes - The principal factor that determines the traffic carrying capacity of a roadway is the number of travel lanes available for moving traffic. The Harlingen area roadway network primarily consists of two-lane roadways and four-lane roadways. Five-lane roadway sections (which include a continuous center two-way left-turn lane) exist on Business 77, Loop 499, Commerce Street, FM 1479, Lincoln Avenue, Ed Carey Boulevard, and 13th Street. Seven-lane roadway sections (which include a continuous left-turn lane) exist on Business 77 between Treasure Hills Boulevard and Morgan Boulevard. US Highways that are four-lane divided roadways include US 77 and US 83. Three-lane roadway segments (which are one-way or include a continuous center two-way left-turn lane) exist along Harrison, Tyler, Van Buren, Monroe, Madison, and Helen Moore Road.

Type of Pavement

Roadway Surface - The type of surface on roadways has significant impact on the traffic capacity and utilization of the facilities. Surface types are generally categorized as either paved or unpaved. Most of the roadways within the Harlingen area are paved with concrete or asphalt surfaces, including all of the State Highways and Farm to Market Roads, and the majority of County Roads and City streets, which carry significant amounts of traffic in the urban and rural areas. The unpaved facilities are primarily rural roads that do not serve significant traffic volumes.

While mobility on the network is important, so it maintenance of the existing network. Without proper maintenance of the system mobility can be decreased. Users of the system will find alternate routes, some of which are not designed for increased volume, if the system is not maintained in good pavement condition with minimum cracks and potholes.

Harlingen has an on-going resurfacing/rehabilitation program. City streets are surveyed and prioritized on a yearly basis. Approximately $500,000 is spent in resealing about 10 miles of existing roadways annually.

Traffic Control Devices

Traffic Signals, Signs and Markings - The principal means of facilitating safe and efficient traffic flow on the roadway network is through the application of traffic control devices including traffic signals, traffic signs and pavement markings. Of these, traffic signals have the greatest impact on traffic flow and roadway capacity. In 2000, there were a total of 76 signalized intersections within the City of Harlingen with number 77 currently being installed on Dixieland Road in front of the Valle Vista Mall and Luby's. There is an interconnected traffic signal system in the central area of Harlingen. Most traffic signals located in the study area are time based or fixed-time, however there are some traffic actuated signals. Traffic actuated controllers generally provide greater flexibility in accommodating traffic demands by responding to the actual presence of vehicles at the intersection. With pretimed-timed controllers, the cycle length, timing, and phasing of traffic signals are of a fixed duration during specified periods of the day.

Free Trade Bridge at Los Indios

The Free Trade Bridge at Los Indios is the international border crossing and port of entry located approximately 8 miles south of Harlingen. It is owned by the Cities of Harlingen and San Benito, and Cameron County. Cameron County is responsible for the operation of the bridge. The U.S. border station and federal inspection facility is owned by the General Services Administration and operated by the U.S. Customs Service, Immigration and Naturalization Service (INS), and U.S. Department of Agriculture Animal and Plant Health Inspection Service (APHIS).

Opened in November 1992, the Free Trade Bridge is one of the newest and most modern, industrial and commercial crossings along the U.S./Mexico border. Located on a 127 acre tract of land south of the intersection of FM 509 and US 281, the bridge facilities include bridge structure, border station, import and export inspection areas, impound lot, toll plaza, parking areas, and future development areas for uses such as customs brokers, bonded warehouses, duty free stores, money exchange houses, restaurants, and parking. The federal inspection station has the capacity to inspect up to 75 trucks per hour.

Traffic has increased steadily since opening and reached an annual total of 565,132 passenger and 73,904 trucks in fiscal year 1999 (October 1 to September 30). The Free Trade Bridge at Los Indios is significantly contributing to growth of international trade in the Harlingen area.

The current use of the land area in the immediate vicinity of the bridge and along the FM 509 corridor between US 77/83 and US 281 is primarily agricultural. The corridor has significant potential for future industrial and commercial development.

Carter Burgess conducted a Land Use Plan/Master Plan of the Free Trade Bridge area. The Plan outlines the potential land uses along FM509 as well as outlining future infrastructure needs for water, sewer, drainage and road improvements.

MagneTek has been operating a facility at the Free Trade Bridge since early 1999. MagneTek daily generates approximately 80 trucks southbound and northbound at the bridge. Highland Corporation is in the process of building a facility near the Free Trade Bridge. Fast processing times at the bridge allow companies to cross products and materials through the Free Trade Bridge in an efficient manner. In addition, the Cities of Harlingen, San Benito, and Los Indios have entered into a tri-regional Enterprise Zone which allows incentives to be offered to businesses desiring to locate in the area adjacent to the bridge and along the FM509 and FM1479 corridors extending into the city limits of Harlingen. (Both Harlingen Enterprise Zones are illustrated in Chapter 2, Demography and Economics with text on the effects of such designations.) Because of this, more development is anticipated in the near future.

Rio Grande Valley International Airport

The Rio Grande Valley International Airport serves the Harlingen area for air transportation access. Approximately 55 percent of all air passenger traffic in the Lower Rio Grande Valley are served at Valley International Airport. Served by more than 40 daily flights on Southwest, Continental and American Airlines, it is the dominant commercial service airport for the Valley. Located on the northeast side of the City of Harlingen, Valley International Airport provides air transport service for the entire Lower Rio Grande Valley. Air transport service for passengers and cargo movement via Valley International Airport is a key asset for the City of Harlingen and the Valley.

Valley International Airport is owned and operated by the City of Harlingen Airport Board. The airport includes a total of 2,406 acres of land and consists of four runways and twelve taxiways. The primary runways consist of 8,000 and 7,250 foot long runways designed to serve commercial air carriers and commuters, as well as military and general aviation aircraft. Two secondary runways of 5,950 feet and 5,745 feet lengths also serve general aviation aircraft. All four runways are 150 feet wide. Other airport facilities include aircraft parking aprons, hangars, maintenance centers, manufacturing facilities, access roadways and parking facilities, a passenger terminal complex with 155,000 square feet of usable area, a 20,000 square foot Federal Inspection Services Building that accommodates personnel from 4 federal agencies, and an air cargo facility. Located on the east side of the airport is the Harlingen Industrial Airpark, which includes a Foreign Trade Zone.

Ground access to the Valley International Airport is provided by FM 507, FM 508, Loop 499, FM 509 (presently being extended to the Free Trade Bridge at Los Indios), US 77, and US 83. This roadway network connects the airport with the Harlingen area as well as the Rio Grande Valley in a direct and efficient manner by providing excellent roadway facilities and direct routes. Rail access for areas near the airport is provided by the Southern Pacific and Union Pacific Railroads. The Southern Pacific Railroad passes approximately two miles south of the airport property and an abandoned rail spur extends north along Loop 499 to the TSTC campus.

The development and operation of Valley International Airport is a key element in the economic development of the Harlingen area and, according to the Valley International Airport Master Plan, future aviation activity is forecast to increase significantly in commercial air carrier operations, passengers, air cargo, and general aviation activities over the next 20 years. In order to accommodate the expected growth, the Airport Master Plan recommends that the airport facilities be expanded, including the following planned improvements:

• Runway length;
  
• Passenger parking;
  
• Air cargo ramp and cargo Building;
  
• Additional navigational aids;
  
• General aviation aprons, T-hangars andcorporate/executive hangars; and
  
• Acquisition of property for clear zones and safety areas.

The development of Valley International Airport is greatly enhanced by its proximity to the Port of Harlingen and the Harlingen Industrial Parks, creating the potential of developing a multimodal transportation center by integrating air, maritime, rail and highway transportation, with convenient access to industrial plants and markets on both sides of the Texas/Mexico border.

Efforts should be made in the future to improve direct access routes to the airport from North Expressway 77 and Loop 499. This will decrease surface travel times and be attractive to commercial passengers.

Railroads

The Harlingen area is served by two Class 1 railroads, the Southern Pacific and the Union Pacific Railroad companies. The Union Pacific Railroad crosses the area in a north-south direction paralleling Business 83 and bisecting the downtown area of Harlingen. The Southern Pacific Railroad extends in an east-west direction through the City of Harlingen serving the Port of Harlingen and Harlingen Industrial Parks. There are two switching yards in the study area. The Union Pacific Railroad (UPRR) switching yard, which is the major yard in the Rio Grande Valley south of Laredo, is located north and west of the Harlingen Central Business District, between Fair Park Boulevard and Wilson Road. The second switching yard, located north of Business 83 near Brazil Road, is operated by the Rio Valley Switching Company (RVSC). Construction is currently underway to move the switching yard to a location in Olmito.

The alignment of existing railways through the center of the urban area, and in particular the location of the rail switching yards, results in sever conflicts between railway and roadway traffic. Traffic movement and traffic safety considerations are important concerns relating to existing railroad and roadway at-grade crossings. The Brownsville Railroad Relocation Project to Olmito is designed to reduce the congestion at the Harlingen switching yard. Initially discussed in the early 1970's, this project, now under construction, will relocate most of the switching now done in Harlingen to the Olmito switching yard and significantly reduce the congestion in the Harlingen central business district. The Harlingen yard will continue to be utilized, but switching operations will become minimal.

Rerouting the railroad lines around Harlingen might also be considered to better serve the Industrial Parks and reduce traffic conflicts within the urbanized area. Railroad realignment along the east side of Harlingen would benefit the City by providing more direct rail access to the Industrial Parks, Industrial Airpark and Port of Harlingen, while removing traffic conflicts at existing grade crossings within the downtown area. The railroad companies would benefit from increased train operating speeds, reduced operating costs, and improved rail safety, as well as ability to accommodate expanded switching activity in larger and more efficient yard facilities.

The railroads have had a major influence on the growth and development of the Valley and continue to perform important transportation service contributing to the area's economic vitality based on agriculture, manufacturing, and international trade.

Port of Harlingen and Harlingen Barge Channel

The Port of Harlingen is a 150-acre seaport terminal located on the east side of the Harlingen area, at the turning basin of the Harlingen Barge Channel on the Arroyo Colorado. The Harlingen Barge Channel extends 25 miles inland from the Gulf Intracoastal Waterway (GIWW) at Laguna Madre, to a turning basin on the Arroyo Colorado east of Harlingen. This waterway potentially connects Harlingen to Florida, Chicago and the Great Lakes. Constructed and maintained by the U.S. Army Corps of Engineers, the channel is 150 feet wide and 12 feet deep, and serves barges, coasters and small vessel traffic. The Port of Harlingen is the closest seaport to the Free Trade Bridge at Los Indios and is within a few miles of Valley International Airport and the Harlingen Industrial Parks.

The port accommodates barges and coasters for shipment of bulk commodities such as petroleum products, sugar, molasses, sand and gravel, liquid fertilizer, and cotton. Existing port facilities include a 650 foot long concrete general cargo wharf, 100 foot long dry bulk cargo wharf, five smaller docks, and covered storage facilities. Railroad service is provided by the Southern Pacific Railroad. The port can be greatly enhanced by continued expansion and improvement of its facilities and access needs. Future planned improvements include dredging the harbor to widen the turning basin and to add breasting structures on which to tie barges.

In 1999, the Port of Harlingen handled approximately 850,000 tons of cargo. Primary import commodities included petroleum, steel, sand, gravel, cement, agricultural chemicals and fertilizers. Primary exports are raw sugar, grain, cotton and other bulk products. The Port is part of Foreign Trade Zone #62.

Pedestrian and Bicycle Facilities

The City of Harlingen has many wide streets, railroad corridors, irrigation and drainage canals, and parks and recreational areas that represent opportunities for future development of bicycle and pedestrian facilities. These opportunities can be incorporated as transportation enhancement projects such as bikeways, pedestrian facilities, historic sites, and scenic beautification areas. Full development of these opportunities is explored in Chapter 7 - Parks and Recreation.

Arroyo Colorado Hike and Bike Trail

Implementation of a 2.1-mile "Bike and Jog Trail" along the Arroyo Colorado was funded as a Transportation Enhancement project by the Texas Department of Transportation in 1994. Groundbreaking took place in March, 2000. This Arroyo Colorado Hike and Bike Trail will provide an alternative mode of transportation and serve recreational needs for area residents. Plans for future phases will eventually create a 4.1 mile trail connecting five City Parks.

Bikeway Master Plan A Bicycle Facilities Master Plan for the Harlingen-San Benito Metropolitan Area was prepared as part of the Metropolitan Transportation Plan completed in 1994. There are planned bicycle facilities for the Harlingen area, including on-street bikeways and off-street bike trails. Implementation of recommended bicycle and pedestrian improvements will enhance the overall surface transportation system for the area.

Pedestrian Improvements

Pedestrian walkways, sidewalks and crosswalks are part of the City's existing transportation system that serves the need for pedestrian movement in residential neighborhoods, commercial business areas, and around schools, parks and other community facilities. Pedestrian facilities are needed in older areas of the community that developed before walkways were required by the City's development ordinances, as well as in newly developed areas. Pedestrian and bicycle facilities should be constructed in compliance with requirements of the Americans with Disabilities Act (ADA).

Intercity Bus Service

Intercity bus transportation service for passengers and packages is provided by Valley Transit Company and Greyhound Bus Lines. In addition to intercity bus service, airport limousine passenger shuttle service between Valley International Airport, South Padre Island and other Valley destinations is operated by SURFTRAN and Gray Line Tours. Although intercity bus travel has declined due to the perceived convenience and economical cost characteristics of automobile and airline travel, the need for intercity bus service remains important for many residents of the Lower Rio Grande Valley and northern Mexico. The intercity bus terminal for both bus companies is located in downtown Harlingen. Future consideration should be given to the development of an intermodal transportation terminal incorporating intercity buses, taxis, airport shuttles, and auto parking in a single location, and extension of intercity bus service to cover Valley International Airport, Texas State Technical College, and other areas that have the demand for this type of service.

Public Transit

The Harlingen area started the Harlingen-San Benito Express on January 10, 2000. This system consists of two, eleven passenger vans, wheelchair accessible. The system runs Monday through Friday, 8 a.m. - 5 p.m. and is a demand response system meaning that the vans will pick up and drop off at any location within the City limits of Harlingen and San Benito with a 24 hour advance call request. The system is funded through Federal and State transit funds with a local match provided by the two cities. The system is primarily for the elderly and the handicapped, but will accommodate others as space permits.

This public transit service provides increased mobility and access to social services, health care, and community activities for residents who are transportation disadvantaged, including the elderly, handicapped, low income persons, and youths. Winter Texans also represent a significant population of potential transit users who would benefit from increased mobility provided by a public transit system.

Other available public transportation is limited to privately owned taxis, airport limousine shuttle service by SURFTRAN and Gray Line Tours, school buses, and special transportation service provided by agencies such as Amigos del Valle and other social service and religious organizations.

Major Traffic Generators

The location and character of land uses that generate large numbers of trips have a major influence on traffic volumes and flow patterns. Major traffic generators were identified and considered in reviewing the transportation system and developing the Transportation Element. Major traffic generators in the Harlingen area include the following uses and activities:

• Downtown Harlingen;
• Valley Baptist Medical Center;
• Rio Grande Valley State Center for MHMR;
• South Texas State Hospital;
• Valle Vista Mall and other nearby retail uses;
• Sun Valley Mall;- Treasure Hills Shopping Center;
• Rio Grande Valley International Airport;
• Texas State Technical College;
• Valley Greyhound Racetrack (re-opened March 2000);
• J. J. Victor Park;
• Harlingen Sports Complex;
• Lon C. Hill Park, Municipal Auditorium, Baseball Stadium;
• Pendleton Park;
• Harlingen Industrial Parks I - IV;
• Port of Harlingen;- Harlingen High School and Harlingen High School South;
• Marine Military Academy;
• Valley Baptist Academy; and,
• Other existing and future large employers and activity centers.

Harlingen's Long Range Thoroughfare Plan

The Transportation Element includes the Long Range Thoroughfare Plan for the City of Harlingen, which identifies the existing and proposed thoroughfare system of Expressways, Arterials and Collector streets. Harlingen's thoroughfare system is comprised of existing and planned freeways, expressways, and major streets and highways, which require wider or new rights-of-way and may ultimately be developed as two-lane or multi-lane roadways with various cross sections. Harlingen's Long Range Thoroughfare Plan is shown in Figure 4-3.

Purpose of Thoroughfare Planning

The Long Range Thoroughfare Plan is the City of Harlingen's general plan for guiding thoroughfare system development, including the planned widening and extension of its roads, streets, and public highways within the municipality and its Extraterritorial Jurisdiction. The plan indicates the needed rights-of-way, general alignments, and typical sections for planned new roadways, as well as for widening and extensions of existing thoroughfares. Proposed alignments are shown for planned new roadways and roadway extensions, and the actual alignments may vary depending upon future development.

The Long Range Thoroughfare Plan shows approximate alignments and right-of-way requirements for planned thoroughfares that should be considered in platting of subdivisions, right-of-way dedication, and construction of major roadways. The plan does not show future alignments for new Local Streets, because these streets function principally to provide access to adjacent land and their future alignments may vary depending upon specific development plans. Collector and Local Street alignments should be determined by the City and developers as part of planning for new development.

Benefits of Thoroughfare Planning

The primary objective of the Long Range Thoroughfare Plan is to ensure the reservation of adequate rights-of-way on appropriate alignments and of sufficient width to allow the orderly and efficient expansion and improvement of the thoroughfare system to serve existing and future transportation needs.

The benefits provided by effective thoroughfare planning and implementation include the following objectives:

• Reservation of adequate rights-of-way for future long-range transportation improvements;
  
• Making efficient use of available resources by designating and recognizing the major streets that will likely require higher design of improvements;
  
• Minimizing the amount of land required for street and highway purposes
  ;
• Identifying the functional role that each street should be designed to serve in order to promote and maintain the stability of traffic flow and land use patterns;
  
• Informing citizens of the streets that are intended to be developed as arterial and collector thoroughfares, so that private land use decisions can anticipate which streets will become major traffic facilities in the future;
  
• Providing information on thoroughfare improvement needs which can be used to determine priorities and schedules in the City's capital improvement program and capital budget; and,
  
• Minimizing the negative impacts of street widening and construction on neighborhood areas and the overall community, by recognizing where future improvements may be needed and incorporating thoroughfare needs in the city's comprehensive planning process.

Implementing the Major Street and Highway Plan

Implementation of thoroughfare system improvements occurs in stages over time as the City grows and, over many years, builds toward the ultimate thoroughfare system shown in the Major Street and Highway Plan. The fact that a planned thoroughfare is shown in the plan does not represent a commitment to a specific time frame for construction, nor that the City will build the roadway improvement. Individual thoroughfare improvements may be constructed by a variety of implementing agencies including the City of Harlingen, Cameron County, and Texas Department of Transportation (TxDOT), as well as private developers and land owners for sections of roadways located within or adjacent to their property.

The City of Harlingen, Cameron County, and TxDOT, as well as residents, land owners and developers, can utilize the Long Range Thoroughfare Plan in making decisions relating to the planning, coordination and programming of future development and transportation improvements. Review by the City of preliminary and final plats for proposed subdivisions in accordance with the Subdivision Ordinance should include consideration of compliance with the Long Range Thoroughfare Plan, in order to ensure consistency and availability of sufficient right-of-way for the general roadway alignments shown in the plan. By identifying thoroughfare locations where right-of-way is needed, land owners and developers can consider the roadways in their subdivision planning, dedication of public right-of-way, and provision of set backs for new buildings, utility lines, and other improvements located along the rights-of-way for existing and planned thoroughfares.

The Long Range Thoroughfare Plan will have long-reaching effects on the growth and development of the Harlingen area, since it guides the reservation of right-of-way needed for future thoroughfare improvements. The plan has important influence on the pattern of movement and the desirability of areas as locations for development and land use. While other elements of the Comprehensive Plan look at foreseeable changes and needs over a 20 to 25-year period, thoroughfare planning requires an even longer-range perspective extending into the very long-term future. For example, consider the enduring impact of Lon C. Hill's original 1911 Plat Plan for Harlingen, which established the City's street system that, 85 years later, still serves the central core of Harlingen today, with 80 foot wide avenues running east-west and 60 foot wide streets running north-south. Future changes in transportation technology, cost structure, service demands for the transportation system, and resulting long-term shifts in urban growth and development patterns require a farsighted and visionary approach to thoroughfare planning decisions.

Thoroughfare Development Requirements and Standards

Planning, design and construction of thoroughfares must comply with the development standards that are contained in the City of Harlingen's Subdivision Ordinance. Requirements for thoroughfare development include standards and criteria governing the following characteristics of thoroughfares:

• Location and Alignment of Thoroughfares - The general location and alignment of thoroughfares must be in conformance with the Major Street and Highway Plan contained in the Comprehensive Plan. Subdivision plats should provide for dedication of needed right-of-way for thoroughfares within or bordering the subdivision.
  
  Any major changes in thoroughfare alignment that are inconsistent with the plan require the approval of the Planning and Zoning Commission and City Commission through a public hearing process. A major change would include any proposal that involves the addition or deletion of established thoroughfare designations, or changes in the planned general alignment of thoroughfares that would affect parcels of land beyond the specific tract in question.
  
• Right-of-Way and Pavement Width - The pavement width and right-of-way width for thoroughfares and other public streets should conform to the following City minimum standards, unless a variance is granted:

  - Major Arterials - 80 feet pavement width within 120 feet right-of-way width;

  - Minor Arterials - 60 feet pavement width within 100 feet right-of-way width;

  - Major Collectors - 48 feet pavement width within 70 feet right-of-way width;

  - Minor Collectors - 42 feet pavement width within 60 feet right of way width; and,

  - Local Streets - 37 feet pavement width within 50 feet right-of-way width.

Plats that include or are bordered by an existing thoroughfare with insufficient right-of-way width should be required to dedicate land to compensate for any right-of-way deficiency of that thoroughfare. When a new thoroughfare extension is proposed to connect with an existing thoroughfare that has narrower right-of-way, a transitional area should be provided.

• Continuation and Projection of Streets - Existing streets in adjacent areas should be continued and, when an adjacent area is undeveloped, the street layout should provide for future projection and continuation of streets into the undeveloped area. Stub streets not exceeding 200 feet in length may be provided to permit future expansion of the street system
  
• Location of Street Intersections - New intersections of subdivision streets with existing thoroughfares within or bordering the subdivision should be planned to align with existing intersections, where feasible, to avoid creation of off-set or "jogged" intersections and to provide for continuity of existing streets, especially collectors and higher classes of thoroughfares.
  
• Angle of Intersection - The angle of intersection for street intersections should be as nearly at a right angle as possible. Corner cutbacks or radii should be required at the acute corner of the right-of-way line, to provide adequate sight distance at intersections.
  
• Off-Set Intersections - Offset or "jogged" street intersections must have a minimum separation of 125 feet between the centerlines of the intersecting streets.
  
• Cul-De-Sacs - Cul-de-sac streets should have a maximum length of no more than 600 feet, with a paved turnaround pad of 100 feet diameter.
  
• Residential Lots Fronting on Arterials - Wherever feasible, subdivision layout should avoid the creation of residential lots fronting on major or minor arterials, with direct driveway access to the arterial street. Lots should be accessed from collector or local streets within or bordering the subdivision.
  
• Geometric Design Standards and Guidelines - Other requirements and guidelines for the geometric design of thoroughfares and public streets are provided in the Subdivision Ordinance. Standard roadway cross sections for thoroughfares and other public streets are contained in the geometric design guidelines.

Standard Roadway Cross Sections

While thoroughfare classification reflects the functions that roadways serve as part of the street and highway network, the cross section of a roadway is related to traffic volume, design capacity, and Level of Service. Standard roadway cross sections for the different classes of thoroughfares and Local Streets are shown in Figures 4-4a and 4-4b. These cross sections identify the required minimum dimensional criteria for right-of-way and pavement width to comply with the City's Subdivision Ordinance. Typical configurations for the number of travel lanes, median, and parking are also shown. The classes of roadways correspond to the functional classifications shown in the Long Range Thoroughfare Plan.

In the administration and enforcement of the Long Range Thoroughfare Plan, special cases and unique situations will occasionally arise where existing physical conditions and development constraints in certain areas conflict with the need for widening of designated thoroughfares to the planned right-of-way width and roadway cross section. Such special circumstances require a degree of flexibility and adaptability in the administration and implementation of the plan. Acceptable minimum design criteria and special roadway cross sections may have to be applied in constrained areas where existing conditions limit the ability to meet desirable standards and guidelines. Special roadway cross sections should be determined on a case by case basis when a unique design is needed, and subject to approval by the Planning and Zoning Commission. The standard roadway cross sections should be used in all newly developing areas and, whenever possible, in existing developed areas.

Goals and Objectives

The goals and objectives for the Transportation Element of the Comprehensive Plan are outlined in this section. These goals and objectives are the framework for the Transportation Element.

Streets System

Goal 4.1   Provide a safe and efficient multimodal transportation system to serve existing and projected land use and mobility needs.

Obj. 4.1.a   Support designation of US 77 and US 83 as part of the I- 69 Corridor.

Obj. 4.1.b Continue an aggressive annual overlay project to maintain and improve existing transportation infrastructure on a regular basis.

Obj. 4.1.c Obtain right-of-way necessary to develop a unified roadway system of thoroughfares based on function and relative importance as adopted and shown in the Long Range Thoroughfare Plan to serve existing and future mobility needs.

Obj. 4.1.d Establish and implement a city-wide Pavement Management System for the maintenance of existing city streets, expanding upon existing city street maintenance capabilities.

Obj. 4.1.e Improve access-control on major and minor arterials and manor and minor collectors

Obj. 4.1.f Seek opportunities for improving east-west travel movement across the urbanized area, such as new roadways constructed along enclosed canals or within abandoned railroad right-of-way, consistent with objectives for maintaining neighborhood integrity.

Obj. 4.1.g Promote the designation and enforcement of specific highway corridors for through movement of hazardous materials.

Obj. 4.1.h Do an updated traffic and parking study of the downtown areas.

Obj. 4.1.i Wherever feasible, right-of-way dedication for thoroughfares should conform to the City of Harlingen's standards for right-of-way width, in order to accommodate thoroughfare improvements as needed in future years.

Obj. 4.1.j The policy of the Planning and Zoning Commission and City Commission should be to maintain the consistency and integrity of the Long Range Thoroughfare Plan and keep exceptions and variances to a minimum.

Air Transporation Hub for the Valley

Goal 4.2   Promote the expanded use of Rio Grande Valley International Airport to serve regional, national and international passenger and cargo movements.

Obj. 4.2.a Continue to explore ways to improve direct access routes to the airport from major access points like Loop 499 from Expressway 77 to FM507.

Obj. 4.2.b Develop, improve, and maintain airport facilities and services needed to promote continued air travel growth and maintain Harlingen's dominant role as the air transport hub for the Valley.

Obj. 4.2.c In cooperation with airline companies, air cargo carriers, and aviation-related businesses, market the use of airport facilities and services by air travelers and businesses.

International Border Crossing and Free Trade Expansion

Goal 4.3 Promote and expand utilization of the Free Trade Bridge at Los Indios for border crossings and related development to serve international trade and economic development under NAFTA.

Obj. 4.3.a Improve roadway access between the Los Indios Free Trade Bridge and Port of Harlingen, Harlingen Industrial Parks, Valley International Airport, and other major generators of international border crossing traffic.

Obj. 4.3.b Promote the benefits of the Free Trade Bridge Regional Enterprise Zone and the FM 509 and FM 1479 Corridors.

Port of Harlingen and Harlingen Barge Channel

Goal 4.4 Promote and expand the use of the Port of Harlingen to serve maritime trade with other domestic and international ports.

Obj. 4.4.a Develop, improve, and maintain port facilities and services needed to promote expanded use of the port for barge shipment of bulk commodities.

Obj. 4.4.b Support continued adequate maintenance and needed improvement of the Harlingen Barge Channel and Gulf Intracoastal Waterway by the U.S. Army Corps of Engineers.

Rail Transportation

Goal 4.5 Promote the reduction of vehicular/rail traffic conflicts and increased safety while supporting the maintenance and expansion of facilities necessary for industrial development and international trade.

Obj. 4.5.a Pursue potential relocation of existing railroad corridors and/or switching yards outside of Harlingen's core urban area, to facilitate traffic movement and strengthen the Port, Industrial Parks, Airport, and Free Trade Bridge.

Obj. 4.5.b Cooperate with the railroad companies to identify needed improvements that will reduce traffic delays, improve safety, and alleviate other troublesome impacts of rail switching movements and through train traffic on mobility and activities within the Harlingen area.

Obj. 4.5.c Support safety improvements at roadway/railroad grade crossings and develop roadway/railroad grade separations (bridges or underpasses) where feasible to reduce conflicts between highway and railway traffic.

Other Modes of Transportation

Goal 4.6 Promote alternative modes of transportation and related facilities including pedestrians, bicycles, public transit, and others.

Obj. 4.6.a Continue the development of the Arroyo Colorado Bike and Jog Trail system to serve both recreational and alternative transportation needs for pedestrian and bicyclists, and enhance the natural, scenic and wildlife habitat qualities of the Harlingen area.

Obj. 4.6.b Develop an integrated system of safe and efficient on-street bikeways and off-street paths and trails accessible for all areas of the city and connecting neighborhoods, schools, parks, shopping, and employment centers.

Obj. 4.6.c Provide pedestrian walkways, sidewalks, crosswalks, ramps, and curb cuts along city streets in areas with significant pedestrian traffic, including compliance with the Americans With Disabilities Act.

Obj. 4.6.d Begin an aggressive annual sidewalk improvement program similar to the street maintenance program to improve sidewalks in disrepair and construct new sidewalks in areas where high pedestrian traffic warrant, especially in areas of schools and parks where pedestrians are likely to be children.

Obj. 4.6.e Monitor needs and support the expansion of the demand response transit system (Harlingen-San Benito Express) for the elderly and disabled.

Plan Amendment Process

It will be necessary to periodically consider and adopt proposed amendments to the Long Range Thoroughfare Plan to reflect changing conditions and new needs for thoroughfare system improvement and development. A systematic procedure should be followed for making plan amendments, including a set schedule for inviting and considering proposed changes.

The process for amending the Long Range Thoroughfare Plan should be established in the City's Subdivision Ordinance. Typically, plan amendment requests may originate from land owners, civic groups, neighborhood associations, developers, other governmental agencies, city staff, and other interested parties. Proposed revisions should be analyzed by the Planning and Development Department, City Engineer, and other city staff, and the proposed changes and the Planning and Zoning Commission should then consider staff recommendations. The Planning and Zoning Commission should conduct a public hearing on proposed plan amendments, including required 15-days public notice in advance of the hearing. Proposed amendments should be considered in a fair, reasonable, and open process. The burden for proving compelling reasons for and public benefit of any proposed changes should rest with the requesting parties. Decisions and determinations should represent the best interests of the public.

The revised Long Range Thoroughfare Plan, including any approved plan amendments, should be adopted by the Planning and Zoning Commission and submitted by the Commission for adoption by the City Commission when the amendment becomes effective.