Denton Trails Part 9 Concept: Downtown Connectivity
Our downtown is fantastically diverse: children, families with strollers, elderly, and university students fill our square. How could all of these groups feel safe to ride a bike or scooter to and within our downtown? Read on to learn of a few ideas.
This is part nine in the Denton Trails series, a series that thinks through what a low-stress multimodal transportation network would look like in Denton. It draws inspiration from other trail systems, proposes core principles we could use in developing our own system, and envisions several trail concepts and how they could form the core of a bike and walk portion of our upcoming mobility plan. Please join me as you walk, scoot, or ride through these musings:
Part 1: Why Trails?
Part 2: City Trails Inspiration
Part 3: Recreational Trails Inspiration
Part 4: Five Pillars of Trail Success
Part 5 Concept: Locust / UPRR Trail
Part 6 Concept: Pecan Creek Trail
Part 7 Concept: University Trails
Part 8: 35E Crossing Improvements
Part 9: Concept: Downtown Connectivity
Part 10: Mobility Plan Integration
Part 11: Bond Election — Make your voice heard
Denton’s downtown core is its most walkable location. The close proximity of popular destinations, growing amenities, and great parks and events make it very popular. Limited parking availability makes it arguably easier and faster to get there by bike than by driving and then having to park. You frequently see people biking to the area and to and from our universities. Still, the majority of people biking are those who are less afraid of riding among cars. When was the last time you saw an eldrely person or a child riding a bike downtown? Even with these proposed trail concepts and the early draft bike lane routes from the 2019 mobility plan update (shown in blue), the route proposed in Part 5 Concept: Locust / UPRR Trail provides the only north-south connectivity, and that is a problem.
The good news is we can fix this creatively in four places: Industrial/Oakland, similar to the alternate Locust route, Frame/Texas, Cedar/Bolivar, and the Pecan Creek northern tributary. Some of these might be able to be simple striped or buffered bike lanes, or bicycle boulevards due to the low amount of traffic. The goal is to ensure we have a few high-comfort north-south routes to connect people of all ages to the downtown destinations they want to access.
Industrial / Oakland connector
First things first: Why is there a gap in the existing green line in Quakertown Park? Because this route was conceived as a sidewalk, not a multi-use trail. As a result, it weaves through a gorgeous garden(A) which is very difficult to transverse on a bicycle, and impossible to traverse if two people approach each other on bikes. A short trail segment(B) between the section south of the wider bridge in Quakertown park and the trail stub at the north end of the city hall parking lot would complete this route.
We already have a lighted warning crossing of McKinney(A) between Oakland and Civic Center Park. We need to fully take advantage of this existing asset. This is an example of where the road crossing method is a higher comfort level than the roadways between McKinney and Sycamore. The city owns the parking lot east of Oakland, and hasn’t yet fully developed it into a paved parking lot, so this is a great time to ensure any future design incorporates a high-comfort route. Put a multi-use trail on the west side of that parking lot or close Oakland street between McKinney and Oak to car traffic(B). Then continue the route along the southern edge of the parking lot. Then cross Oak street and go down Oakland Street(C) between Oak Street Drafthouse and Andaman Thai. This section of Oakland already feels relatively safe as it is an alley with minimal one-way car traffic and a contraflow bike lane. Hickory is a low speed shared roadway, but it may be possible to cross at an angle from Oakland on the north to Russell on the south. A protected lane along Russell(D) could continue between Victoria Station and the NCTC parking garage through Victoria Station’s parking lot(E) and then intersect with the Sycamore sidepath. Alternatively, Oakland could divert onto a protected bike lane along Industrial(F) all the way to Sycamore.
Frame Connector
Frame street crosses the railroad tracks east of Bell, and this neighborhood is zoned for gradually increased residential density. Right now there isn’t even a full sidewalk along McKinney to connect them to downtown, much less a multi-use trail. This proposal would connect the northern tip of the A-train trail through this community into the heart of TWU, and loop around to Quakertown park where many of our popular community events are.
If the 2019 bond Proposition B passes this November, Denton will renovate its downtown police station. Along with this renovation, the city plans to acquire some additional land around the station for additional parking. This gives the city an excellent opportunity to create a safe pedestrian and bicycle crossing of McKinney near Frame Street and connect to the A-train trail. There are a couple of routes this could take, but the goal is to connect the A-train trail across McKinney to Frame Street(A).
Along Frame street(B), a bike lane may be all you need due to it being a low traffic neighborhood street. After crossing Mingo, it could turn left onto Texas Street(C) and then come down Oakland(D) to Quakertown Park.
Cedar / Bolivar Connector
Bolivar is an interesting street with high potential for future walkable development as it intersects Congress and leads down to Oak Street. So a route between Congress or Parkway and Sycamore could be a big help to making the west side of the square more walkable. The good news is that the city already owns the parking lot between Bolivar and Cedar just south of McKinney, and just purchased property North of McKinney in this area, so there is a lot of flexibility in how to make the transition between Bolivar and Cedar. This route would follow Bolivar south(A) and cross to Cedar within one of the city properties(B). It would continue down Cedar(C) and then go through the public alley(D) which connects Mulberry to Sycamore.
Pecan Creek across McKinney and Bell Avenue
This may be infeasible or unwise due to cost, but the city already has a right of way, shown in yellow, along Pecan Creek between SE denton and Quakertown Park. The biggest challenge is probably crossing Bell, as it lies directly between two traffic lights and so would likely require grade separation, which is an expensive prospect. Is the Pecan Creek drainage underneath Bell large enough to accommodate a trail like we saw in multiple places along the Razorback Greenway? Maybe not, but it’s worth asking the question.
The route would follow the northern tributary of Pecan Creek underneath E McKinney Street(A). It would then continue following the creek west to cross underneath Bell Avenue(B).
A connected downtown
If these ideas were implemented, would you be more likely to bike downtown with your children?
How will these suggestions for a high-comfort multi-use route network mesh with our mobility plan and guide our future? Next up, Part 10: Mobility Plan Integration.
