Table of Contents
Acknowledgements........................................................................................................ii-iii
SECTION 1: Introduction.........................................................................................1-12
SECTION 2: Planning Process................................................................................13-16
SECTION 3: Goals & Objectives.............................................................................17-26
SECTION 4: Existing Conditions...........................................................................27-40
SECTION 5: Alternative Scenarios.........................................................................41-58
SECTION 6: Land Use..........................................................................................59-120
SECTION 7: Transportation................................................................................121-150
SECTION 8: Open Space & Trails.......................................................................151-158
SECTION 9: Urban Design.................................................................................159-174
SECTION 10: Economic Development................................................................175-180
SECTION 11: Annexation...................................................................................181-186
SECTION 12: Implementation............................................................................187-190
Appendix.................................................................................................................191-195
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ii
Midlothian Comprehensive Plan
Acknowledgements
Midlothian Mayor
Boyce Whatley
Midlothian City Council
Mayor Pro Tem
R.J. Fryer
Place 2
Tommy Mitchell
Place 3
Jimmy Beaudoin
Place 4
Tracy Davidson
Place 5
Wayne Sibley
Place 6
Steve Massey
EnVision Midlothian 2025 Comprehensive Plan Steering
Commi ee
Dan Altman
Paula Baucum
Jimmy Bonney
Wanda Caldwell
Karen Cox
Pat Farrell
Dick Fromm
R.J. Fryer
Gary Hensel
Judy Howard
Dr. J.D. Kennedy
Amanda Miller
Ross Miller
Norman Pender
Larry Pool
Bryan Pritche
Stuart Pryor
Terry Richie
Wayne Sibley
Frank Viso
Boyce Whatley, Mayor
Co-Chair
Co-Chair
iii
Envision Midlothian 2025 Comprehensive Plan Steering
Commi e: In Appreciation of Service
Tracy Davidson
Tom Clark
Duff Hunt
Steve Moss
David Setzer
Julie Stephenson
Andrea Stineman
David Witchorske
Former Mayor
Midlothian City Staff
Ron Stephens
Don Hastings, AICP
Ryan Spencer
Alberto Mares, AICP
Lori Hall
Kathleen Hamilton
City Manager
Deputy City Manager for Development
Services
Comprehensive Planning Manager
Current Planning Manager
Development Processing Clerk
Planning Assistant
Consultant Team
HNTB Corporation
Robert Prejean, AICP
Sco Gussick
Rich Wilson, ASLA
Allison Garthoff
Michelle Merz, AICP
Jeremy Blad, ASLA
Project Manager
Planner
Planner
Landscape Architect
Planner
Planner
Wilbur Smith Associates
Kevin St. Jacques, P.E.
Anne Bagley, AICP
Kala Krishnan
Transportation Director
Trails Director
Planner
TIP Strategies
Jon Roberts
Karen Beard
Sean Garretson, AICP
iv
Economic / Market Director
Planner
Planner
1
INTRODUCTION
The 2007 Midlothian Comprehensive Plan is a document that sets a foundation for
guiding the long-term growth and development in Midlothian. This document
will communicate this vision for planning activities. The vision is defined by the
community’s stakeholders, thereby providing a long-range statement of public
policy that will guide this vision. The plan allows Midlothian the ability to:
1. Respond to growth and development pressures by an approved
method based on the values and desires of the community,
2. Establish a balanced level of service based on the community’s values
and desires,
3. Coordinate public and private investment,
4. Minimize the impacts associated between residential and commercial
uses, and
5. Provide a basis for rational and reasonable decision-making to take
place regarding community development.
Midlothian’s Comprehensive Plan establishes a basis for continued planning
activities designed to produce the best possible decisions about a community’s
future. The framework for other planning activities is developed from the ideas
expressed in the comprehensive plan document for Midlothian.
Downtown Midlothian
“...the comprehensive plan is
the...foundation for guiding
the long term growth and
development...”
Midlothian’s Comprehensive Plan consists of an executive summary and twelve
sections. The executive summary and sections are listed below:
Executive Summary
Section 1 Introduction
Section 2 Planning Process
Section 3 Goals and Objectives
Section 4 Existing Conditions
Section 5 Alternative Scenarios
Section 6 Land Use
Section 7 Transportation
Section 8 Open Space and Trails
Section 9 Urban Design
Section 10 Economic Development
Section 11 Annexation
Section 12 Implementation
Section 1 provides background into the state legislation defining comprehensive
planning in Texas, how comprehensive plans function within a community,
the planning process used to make it come about, and a brief history of the
community. Section 2 gives a description of the planning process tailored for
the City of Midlothian, including the distinct phases of the plan development
and the importance of communication and public input that drove the plan.
Section 3 notes the need for developing goals and objectives, the methods used
to solicit public input, and then lists the goals and objectives. Section 4 captures
the existing conditions shaping Midlothian today that serves as a starting
point for directing the community’s future growth and development. Section 5
Planning for Future Growth
“Midlothian’s
Comprehensive Plan consists
of an executive summary
and twelve sections.”
1
“...comprehensive plans (are)
created to assist communities
to plan for quality and
orderly development.”
covers the various alternative scenarios developed and discussed that led to the
eventual development of the preferred scenario. Sections 6 through 11 contain
the various elements identified and addressed through the planning process that
will guide the City’s future growth and development. The final section is Section
12 that deals with the responsibilities for adopting, implementing, amending,
updating, and monitoring the plan and lists the working plans needed to move
the comprehensive plan forward.
Texas Municipalities
Legislation by the State of Texas giving Texas communities the authority to
develop comprehensive plans was created to assist communities to plan for
quality and orderly development. The authority regarding the development of
the Midlothian Comprehensive Plan is given to Texas municipalities through
enactment of Chapter 213 of the Texas Local Government Code. Chapter 213
states the purpose of a municipal comprehensive plan as follows:
“The powers granted under this chapter are for the purpose of
promoting sound development of municipalities and promoting
public health, safety, and welfare.”
Community Land Use Review
Legislation suggests that if parts covered in their comprehensive plan are
followed it will help provide for the long-term development of the community.
This comprehensive plan for Midlothian uses this legislation to define plans for
future land use, transportation, open space and trails, urban design, economic
development, and annexation of the community. The Midlothian Comprehensive
Plan designates these coordinated sets of plans as elements.
The Midlothian Comprehensive Plan will have the support of city development
regulations and ordinances. These items and others will be developed and
adopted to provide an additional level of detail toward the implementation of
this plan. This comprehensive plan provides the foundation for making changes
and gives direction to the establishment of new regulations that implement the
vision, goals, plans, and policies of the Midlothian Comprehensive Plan.
Working Document
Community Meeting
“...(the plan) serves as
a guide to elected and
appointed officials, as well
as City staff, for future
decisions.”
2
The Midlothian Comprehensive Plan does not have any regulatory powers;
instead, the plan provides guidance to all groups regarding the values and
desires of the citizens of Midlothian. This planning document serves as a guide
for managing Midlothian’s economic, physical, and social development to
bring about this desired quality of life. The plan is a multi-purpose document
developed to assist the citizens of Midlothian, its elected and appointed officials,
the investment community, and the City staff on a daily basis. The purpose of the
comprehensive plan is to serve as:
1. A community statement about the direction and form of Midlothian’s
future development and growth,
2. A guide for decision makers within the City of Midlothian,
3. An educational resource.
Section 1: Introduction
Community Statement
The plan is a shared vision of Midlothian’s values and desires as set forth in
this document which serves to guide elected and appointed officials, City staff,
investors in the community, and Midlothian citizens. The report organizes
the process used and the resulting elements into a comprehensive picture of
Midlothian that is assessable for individuals and groups to view.
Guide for Decision Makers
The Midlothian Comprehensive Plan was developed through public input that
captured the values of the community that serves as a guide to elected and
appointed officials, as well as City staff, for future decisions. The comprehensive
plan provides direction for decision making on ma ers such as community
values, fiscal opportunities or cost, and assists in their day-to-day administrative
roles.
As a guide for decision makers the comprehensive plan should be consulted on a
frequent basis. The comprehensive plan can assist council and staff in planning for
new facilities, reviewing staffing levels, and evaluating the levels of city services.
Development of the annual City budget should also include a review of the goals
and objectives of the comprehensive plan. The comprehensive plan should be
a reference when updating ordinances and for policies and special studies to
ensure that the vision of the plan is being considered. It should be noted that
in many cases these activities will be done in order to achieve that vision. The
comprehensive plan should also serve as the basis of the capital improvements
program.
All development related applications should be reviewed in the context of the
comprehensive plan. Annexations, zoning cases, and development agreements
in particular should work to further the ideas set forth by the plan. Cases which
are not discretionary such as site plans and plats should also be evaluated for
their conformance to the plan. Recommendations for ordinance changes which
are necessary should be implemented in accordance with the plan.
City Staff and Citizen Discussion
“The comprehensive plan
should be a reference when
updating ordinance, policies,
and special studies...”
Education Resource
The Midlothian Comprehensive Plan functions as an educational tool that can be
viewed and shared by all in the organized development required for achieving
Midlothian’s goals. The plan uses text, diagrams, charts, photographs, and
graphic maps to address the many issues facing the future of Midlothian.
By making the plan open to the public, users can gain a be er understanding
of the future physical plan for the City and the course for future decisions and
actions. This includes the community’s residential and commercial areas, its roads
and bridges, its economic development, its open space and trails. Residents can
make informed choices about how growth and development will impact their
homes, investors can grasp the potential of their investment and owners of land
can understand the potential future uses for their property as well as property
in the surrounding area. It also assists local government in placing services and
facilities where they are needed.
Community Workshop
3
Planning Area
The City of Midlothian is located in the northwestern corner of Ellis County in
North Texas. Ellis County is one of the fastest growing counties in the Dallas-Fort
Worth metropolitan area. Midlothian is approximately 26 miles southwest of
downtown Dallas on US 67 and approximately 27 miles southeast of downtown
Fort Worth on US 287. Using SH 360 and US 287, Midlothian is 28 miles south
of Dallas-Fort Worth International Airport and approximately 18 miles south of
Arlington. Figure 1.1 shows Midlothian’s location within the Dallas-Fort Worth
area.
Downtown Dallas
“...the total area that is
being included in the
comprehensive plan covers
80.8 square miles...”
Fig. 1.1 Midlothian & DFW Metroplex
Downtown Fort Worth
Midlothian is at the southern crossroads of the Dallas-Fort Worth area with
two regional highways – US 67 and US 287 – leading into and out of Dallas and
Fort Worth, respectively. Several cities and towns which surround Midlothian
withlltake on the characteristics of growing bedroom communities while others
try to maintain the rural qualities. Grand Prairie is located to the north-northwest
of Midlothian. Grand Prairie’s city limits extend into Dallas, Ellis, Johnson, and
Tarrant Counties. Cedar Hill in Dallas County is located directly to the northnortheast along US 67. The neighboring community of Ovilla is located to
the northeast of Midlothian in Dallas and Ellis Counties, while Waxahachie is
located to the east-southeast of Midlothian along US 287. The Ellis County city
of Maypearl is south-southwest of Midlothian, while the city of Venus is located
to the southwest along US 67 in Johnson County. To the west-northwest along US
287 is Mansfield in Ellis, Johnson, and Tarrant Counties.
The planning for the comprehensive plan for Midlothian includes both the City
of Midlothian’s current incorporated area and the land within its extra-territorial
jurisdiction (ETJ). Taken together, the total area that is being included in the
comprehensive plan covers 80.8 square miles or 51,411 acres. As of October 1,
2006, Midlothian’s incorporated land area included 48.8 square miles or 31,028
acres, while its ETJ covered 32 square miles or 20,383 acres. Both Midlothian’s
4
incorporated area and its ETJ capture 8.2% of Ellis County’s 951.7 square miles.
Figure 1.2 provides the land currently identified in the City’s incorporated
boundary and the City’s ETJ.
“Midlothian exists atop the
Austin Escarpment...”
Austin Escarpment
Fig. 1.2 Midlothian City Limits and ETJ Boundary
“...(the escarpment is) one
of the most-endangered
large ecosystems in North
America.”
Midlothian exists atop the Austin Escarpment, a limestone ridge that extends
in a diagonal northeast to southwest crest from southwest Dallas County into
northwestern Ellis County around the Midlothian area. This is part of a large
belt that extends from northern Mexico up through north Texas. In Midlothian,
this ridge serves as a divide between the western Mountain Creek watershed that
flows north to the West Fork of the Trinity River and several creeks on the eastern
side that flow southeast to the main channel of the Trinity River. The chalk
bedrock is easy to cut into and has provided material for cement production. The
top soils have average to good moisture retention and mostly calcareous, marly,
and variegated clays and clay loams.
The landscape around Midlothian is part of the Blackland Prairie, characterized by
a riparian woodland environment along its creeks and a level to rolling grassland
terrain away from the streams. The soil is a ractive for crop production, which
has meant that most (99%) of the Texas Blackland Prairie has been cultivated
for agriculture, making this tallgrass prairie one of the most-endangered large
ecosystems in North America. The Blackland Prairie extends from San Antonio
in South Texas northward past Austin, Temple, Waco, Dallas, and up passed
Sherman to the Red River in North Texas and it is one of the most heavily
populated areas in Texas.
Newton Cabin
“The earliest Indian
inhabitants of this area were
the Tonkawa Indians,..”
5
History of Midlothian
The beginnings of Ellis County and Midlothian
“...the name Midlothian
came into being when...
a homesick Sco ish train
engineer stated that the local
countryside reminded him of
his homeland in Scotland...”
In 1800, some se lements did take place in the area that would one day become
Ellis County; however, full colonization of this area was slow until 1843, when
Sam Houston finalized peace treaties between several of the Indian inhabitants
of the region and the Republic of Texas. The earliest Indian inhabitants of this
area were the Tonkawa Indians, but other Indian tribes also hunted in this area
including the Anadarkos, Bidias, Kickapoos, and the Wacos. For the most part,
Indians in this region put up li le resistance to the se lers and few se lers
feared them; however, by 1859 most of the Tonkawas were forced to move to
Oklahoma.
Midlothian, Scotland
Fig. 1.3 Ellis & Surrounding Counties
“Ellis county was officially
established... December 20,
1849,...”
6
This area of the young Republic of Texas was known as Peters Colony, named
for a Louisville, Kentucky-based land grant company consisting of English and
American investors. The young Republic empresario grant program encouraged
se lements in North Texas in 1841. The few se lers who lived in this region
trapped animals and sold their pelts, and they would also trade goods with
Indians. Many of Ellis County’s original se lers came from the southern half of
the United States. With them came their cultural and educational traditions, their
methods of farming and care for farm animals, and for some their slaves. This
growth in population for both se lers and slaves was significant.
Some of the earliest se lers in the area that would become Midlothian included
the families of William Alden Hawkins and Larkin Newton, who moved to
the area in 1848. For Hawkins to claim his 640 acres of land from the Peters
Colony group, he was required to build a house on the property he chose along
the mouth of Waxahachie Creek before July 1, 1848. The structure was built
before the required deadline and the land near the present day Hawkins Springs
became his. For Larkin, who moved his wife Mary and their eight children from
Missouri, the same requirement was given. Larkin met the due date and became
owner of his 640-acre claim.
Ellis County was officially established by the Texas legislature on December 20,
1849, on a bill sponsored by General Edward H. Tarrant, a popular Texas Ranger
and Indian fighter during this period. Organized in February 1850, the County was
carved out of Navarro County and likely named for Richard Ellis, the president
of the Texas Convention of 1836. The creation of neighboring Johnson County in
1854 reduced the size of Ellis County by approximately 100 square miles as land
along Ellis County’s west-northwest flank was ceded in the creation of the newer
county. This resulted in a boundary dispute that was temporarily se led during
Reconstruction, but it resurfaced again in the late 1880s. The boundary dispute
was finally resolved by a new survey in 1939.
Prior to the arrival of the railroads, the area that became Midlothian was by
several names. The most popular of these were Hawkins Spring, in reference
to a spring on the property of William Alden Hawkins; and the area was also
known as Barker, in reference to a new post office that was established in the
area in 1877 and likely named a er Charles Barker. Other names for this area
included Lebanon, Newton’s Branch, Barkersville, and southmost Headwaters of
Waxahachie Creek.
Historic Britton Bank
In 1883 the name ‘Midlothian’ was accepted by the local population. According
to local legend, the area was named Midlothian when the Chicago, Texas, and
Mexican Central, which would eventually connect Dallas and Cleburne, arrived
in the area and a homesick Sco ish train engineer stated that the local countryside
reminded him of his homeland in Scotland and the location served as the midpoint between Dallas and Cleburne, and between Ennis and Fort Worth. With
the coming of the railroad Midlothian grew and was incorporated in April 1888.
When Midlothian was incorporated there were at least twenty-five essential
businesses in operation. Included were a millinery, a confectionery, a bakery,
and a weekly newspaper (The Midlothian Visitor).
Ellis County Courthouse
Fig. 1.4 Midlothian’s Surrounding Ellis County Communities
7
Surrounding communities
Prior to Midlothian’s incorporation and the period therea er, several Ellis
County communities flourished. Events in Midlothian would impact the lives
of the residents from these communities with many of these citizens traveling to
Midlothian to do business or to a end social gatherings. Likewise, the people of
Midlothian would sometimes have to visit other communities to trade or conduct
county business. Over the decades some of these communities survived and
continued to grow while other communities seemed to move on or fade away.
Figure 1.4 shows many of the communites surrounding Midlothian in Ellis
County.
Early schools
“The first school house in
...Midlothian consisted of an
earthen floor log cabin...”
The first school house in what is today Midlothian consisted of an earthen floor
log cabin built in 1850. The structure also served as a church and community
hall. Fathers from around the area took turns teaching children the basics in
education, and when the students finished the fi h reader they were considered
educated. According to historic accounts, the location for this original school
house was “near the cemetery,” just southeast of the Santa Fe railroad and north
of the “Waxahachie highway.”
Eleven years a er its construction the log school house went up in flames. In
1861 it was replaced on the same site with the Lebanon Church and School. This
new structure served multiple purposes. Besides serving the area as a center
for religious and education needs, the building became the meeting place of the
Grangers - an organization for local farmers, and as the area’s first community
store.
Kimmel Park, in the Original Town section of Midlothian, once served as the site
for the Polytechnic Academy, later called the Polytechnic Institute. Founded in
1883 by William Wesley Works, the Institute functioned as a private coeducational
boarding school that offered a full curriculum emphasizing the fine arts from
grade school to primary school, and included higher education. Works had
served as the principal of the Midlothian schools prior to his establishment of the
Institute. A er a fire destroyed the physical plant in 1893, a larger building was
constructed on the same site.
image / photo
Kimmel Park
With the death of the Institute’s founder, the school was renamed Whi en
Institute in 1896 a er its next successor. A er this person departed before 1900
the school became Midlothian College. During this period the college struggled
financially and was eventually consolidated with the Midlothian public schools
in 1903. Due to building neglect what remained of the college was dismantled
in 1908. Major C. Kimmel bought the land and his widow gave the land to the
city for a park. The land was donated to the city and the city used this property
to build a park. Today, a historical marker in Kimmel Park serves as a reminder
of this educational establishment’s short but important imprint to the history of
Midlothian.
Today, the Midlothian Independent School District (MISD) celebrates 100 years in
education and includes one high school, two middle schools, and five elementary
schools. The MISD covers an area of approximately 111 square miles. Besides
serving most of Midlothian, the school district also serves students living in
portions of Cedar Hill, Mansfield, Maypearl, Ovilla, Venus, and Waxahachie.
8
The MISD serves the needs of 6,000 students with over 700 employees, and in the
last five years has seen its student population increase by 33%, making it one of
the state’s fastest growing school districts. On May 13, 2006, school district voters
approved Proposition One, a $35,270,000 bond election. Proposition One allows
for the acquisition of land and the construction of a sixth elementary school,
additions and renovations to one elementary school and one middle school,
instructional technology, school buses, and other capital improvement projects.
Agrarian economy
“The economy of Ellis
County changed with the
arrival of the (railroad)...”
The land and what it could yield a racted the first se lers to Ellis County and
what would one day be Midlothian. During the mid-19th century ca le raising
was the most profitable business due to the countryside’s plentiful fertile land,
broad native grasslands, and mild climate. Until the arrival of the railroad, largescale cultivation of the land was limited to the needs of the grower and what
could be transported to Houston or Shreveport by teams of oxen. Produce was
either traded with neighbors or required a two-day trip to Dallas, the nearest
market, in a two-horse wagon to sell grain and other produce.
The economy of Ellis County and the surrounding communities changed in 1872
with the arrival of the Houston and Texas Central Railroad in the eastern portion
of the county. With the railroad’s arrival new markets could be reached in an
economical and timely fashion. Suddenly, large-scale farming was possible that
required new equipment, local brokers, warehouses, mills, and co on gins. As a
result, between 1870 and 1880 the population of Ellis County almost tripled from
7,514 to 21,294.
image / photo
Cotton Harvest
Large-scale farming also meant that the ca le range had to move on or be fenced
in. A er the railroad’s arrival, the new se lers to Ellis County from the Old South
brought in their knowledge of growing co on, establishing the future economic
base of the county in co on production. From 1880 to 1930, agriculture would
dominate Ellis County’s economy with co on being the leading money crop.
In 1883, the Gulf, Colorado & Santa Fe Railroad Company put down tracks
between Dallas and Cleburne through what would one day be Midlothian,
opening that section of the Ellis County to convenient transportation and trade
options. Several years later the Fort Worth and New Orleans Railway expand their
line from Fort Worth to Waxahachie via Midlothian to connect with the Central
Texas and Northwestern Railway. By the early 1890s Midlothian’s population
had grown to over 600 people and 25 businesses including two co on gins, a
hotel, a hardware and farm-implement store, a lumberyard, and a saddle and
harness shop. With most corners of the County accessible by rail, Ellis County
was known as one of the nation’s leading co on-growing areas.
“...Ellis County was known
as one of the nation’s leading
co on-growing areas.”
The heydays of co on were coming to an end in the 1930s. The Great Depression
had a devastating economic impact on the nation, which found its way even into
Ellis County. Between 1930 and 1940 there were 2,100 fewer farms in the county
and property values dropped by 42 percent. In addition, poor soil management
practices had resulted in lands lost to erosion, reducing the acreage devoted to
co on production.
While the County’s population continued to decline between 1930 and 1960,
some improvements were being made to shore-up the County’s failing economy
and its rural residents’ lifestyle. During the 1940s, soil conservation districts were
established to stabilize agricultural production. About the same time, the Rural
Electrification Administration brought electricity to the county’s rural residences.
Cotton Harvest
9
More county residents owned automobiles, which spurred improvements to the
County roads. Co on growing, which once dominated the landscape of Ellis
County, had given way to maize production.
Early Transportation
“One of the first roads to
be built by the young Texas
republic...(passed) through
today’s Midlothian.”
One of the first roads to be built by the young Texas republic came through prairies
and Cross Timbers of northern Texas, passing through today’s Midlothian.
Directed by a law passed by the Congress of the Republic of Texas on December
1839, the road was to be built between Austin and Fort Inglish on the Texas
side of the Red River. The road surveyed followed the ridge between the Elm
Fork and the East Fork of the Trinity River, which would one day become State
Highway 289, or Preston Road. The military road crossed the Trinity River near
Cedar Springs (inside the city limits of present-day Dallas) and followed the high
ground that passes through present-day Cockrell Hill, Duncanville, Cedar Hill,
and Midlothian to eventually join the original route, located near the Hill County
town of Abbo . This road played a significant role in history of Texas as the
route for emigrants and goods, and as the first ca le trail in the Southwest - the
Shawnee Trail.
The arrival of the railroad played a major role in the growth of Midlothian. In
1875, the Chicago, Texas, and Mexican Central encouraged se lers in Dallas, Ellis,
and Johnson Counties to pressure their elected officials to obtain right-of-way so
a rail line could be built from Dallas through northwestern Ellis County and on
to Cleburne. By the summer of 1881, the Gulf, Colorado & Santa Fe Railroad
started work on the right-of-way and roadbed and came through what would be
Midlothian in late 1882.
image / photo
Train Station 1883
The Chicago, Texas, and Mexican Central sold the railroad line to the Santa Fe
Railroad Company in 1882. Building of the Santa Fe Depot in the future community
of Midlothian started in later that year and was dedicated on July 4, 1883, when
the first steam locomotive arrived at the station at noon from Cleburne on its way
to Dallas. Over time the original depot was replaced with a newer facility, which
has been relocated to 5th Street next to the railroad tracks.
On July 1, 1886, almost three years a er the Santa Fe trains rolled through
the community, the Fort Worth and New Orleans Railway (FWNO) reached
Midlothian. The railroad was being built to connect with the Central Texas and
Northwestern Railway in Waxahachie. The FWNO reached Waxahachie on July
29, 1886. Less than six months later the FWNO was acquired by the Houston and
Texas Central Railroad.
“The arrival of the railroad
played a major role in the
growth of Midlothian.”
Two regional highways cross at Midlothian. On the north US 67 starts in Sabula,
Iowa, and runs south to Presidio, Texas, on the United States and Mexico border.
In 1926, when the highway was originally commissioned, the roadway ran from
Fredericktown, Missouri, to Dallas. In 1930, the highway was extended south
to its present terminis in Presidio. In 1932 and again in 1934 the roadway was
extended further northward into Iowa, at one time terminating in Dubuque.
The highway runs northeast to southwest in North Texas crossing the cities of
Greenville, Rockwall, Dallas, Midlothian, and Cleburne.
US 287 was first commissioned in 1935 and only extended from the south entrance
of Yellowstone National Park to Denver, Colorado. By 1940, the highway was
extended south to the Texas Gulf Coast in Port Arthur, and in 1965 the roadway
was continued into Choteau, Montana. In North Texas, the highway runs
10
northwest – southeast through Wichita Falls, Fort Worth, Mansfield, Midlothian,
and on to Ennis.
Original Town
What makes Midlothian unique today in North Texas is what made it unique
over a century ago for newly arrived North Texans. The community is built atop
one of the highest elevations in Ellis County and North Texas and it has a street
grid pa ern and residential district that dates back to its beginnings. Today, this
section of Midlothian is known as ‘Original Town.’ It is just down the road from
Hawkins Spring and the site of the first schoolhouse and Grange store.
Midlothian Public Lot Sale
When the railroad arrived in the early 1880s, the Gulf, Colorado & Santa Fe
Company surveyed about 200 acres of land into lots that would become the
‘Original Town.’ The sale of the lots occurred on May 10, 1883. Therea er,
adjoining land owners developed seven additions to the original town site.
Despite two fires at the turn of the century that destroyed numerous businesses
and several houses, people returned to rebuild their businesses and restore their
homes.
Midlothian Prior to World War II
Early on Midlothian’s unique entrepreneurial spirit and business acumen was
realized by one of its early se lers. The community’s most noted entrepreneur
was Argyle William Tucker. Besides running a photo studio with his brother
a er the Civil War, Argyle Tucker spent many of his days as an inventor. He
accounted for eleven United States patents with several of his inventions in the
halls of the Smithsonian Institution in our nation’s capital.
In Midlothian’s early years and the years leading up to World War II commerce
and industry tended to be those businesses serving the inhabitants of Midlothian
and surrounding communities. The commerce and industry of early Midlothian
included those business establishments which served what was still a farming
community – the blacksmith and wagon repair shop, the saddle and harness
shop, the general stores, drug store, and the hardware and farm implement
shop. Midlothian would boast having two co on gins, and by the mid- to late
1890s had a racted several banking institutions.
Dunlap Theatre
At that time, and still today, Midlothian’s greatest asset was that it existed at
the crossroads of two railroad lines and eventually two regional highways.
Sometime a er the turn of the twentieth century several manufacturing
companies located facilities in Midlothian. This industrial growth was spurred
by the development of the automobile and access to rail lines. These companies
included The Twentieth Century Tire Protector Company, The Autocrat Tire
Company, and The National Rubber Filler Company.
An expanding regional market allowed some Midlothian-owned companies
to supply a broader market. These included the Loisart Manufacturing
Plant – a ma ress plant; the Dunlap Theatre Seating Company – a company
which supplied theatre seats to motion picture houses throughout Texas and
in adjoining states; and the Corsicana Poultry & Egg Company – which was
active in poultry, eggs, and pecans. However, even the wealth realized through
expanded markets could not shelter Midlothian or Ellis County from the Great
Depression. Between 1930 and 1940 unemployment in the County more than
doubled to 16 percent, prior to the onset of World War II.
Witherspoon Grocery Store
11
Post World War II - Industrial center serving North Texas
A er World War II, Midlothian’s economic base would undergo another
transition into an industrial center serving the growing Dallas-Fort Worth market.
The community would continue to enjoy its strategic location as the southern
transportation crossroads with easy access to the Dallas-Fort Worth area, but
lying beneath its productive agricultural soils was the bedrock of its economic
expansion.
TXI Cement Plant
“Midlothian’s economic base
would...transition into an
industrial center serving the
growing Dallas-Fort Worth
market.”
Midlothian is located close to the highest elevation in Ellis County atop the Austin
Escarpment, a thick chalk ridge that runs in a northeast to southwest direction.
The Austin Escarpment through Midlothian represents a 600-year potential
limestone reserve that has a racted three cement plant operations that can closely
serve the expanding Dallas-Fort Worth real estate market. In addition, a steel
plant operation was built to complement the cement plant operations.
Distribution is a major cost in cement production. To keep cost competitive
producers need to cut the distance between their operations and the markets
they serve. In 1959, Texas Industries, Inc. (TXI) began construction of its first
cement plant in Midlothian with the first kiln going into operation the following
year. By 1967, the company had to add a third kiln to help meet the demand for
cement with the increased building of the Dallas/Fort Worth Regional Airport.
With the third kiln, TXI became the largest cement operation in Texas. In 1972,
TXI added a fourth kiln to its Midlothian cement plant. TXI’s fi h and latest kiln
went into operation in the beginning of 2003. Information gathered by the City
of Midlothian indicates that TXI’s Midlothian operations employs approximately
260 people today. Other major cement operations in Midlothian include Ash
Grove Texas, LP with 130 employees and Holcim (Texas), LP with 160 workers.
All three cement operations are along Midlothian’s US 67 corridor.
Adjacent to TXI’s Midlothian plant is steel manufacturer TXI Chaparral Steel.
The Midlothian steel mini-mill plant began in 1970 as a joint partnership of TXI
and Canada’s Co-Steel International Ltd. Today, Chaparral Steel operates a steel
plant in Midlothian and one in Dinwiddie County, Virginia, and it is the second
largest producer of structural steel products in North America. The company’s
operations have been touted for their efficiency, technology, and productivity.
These qualities have allowed the company to succeed in the United States when
other steel companies have failed. Chaparral Steel’s Midlothian plant employs
over 960 people, according to information gathered by the City of Midlothian.
Southwest of the Chaparral Steel plant operations along the US 67 corridor
is RailPort, a 1,700-acre business park developed by TXI. RailPort is home to
three distribution centers – the 1.35 million square-foot Target Distribution
Center employing 700 people, the 800,000 square-foot Toys R Us Distribution
Center employing 200 workers, and Kehe Food Distributor 260,000 square-foot
distribution center with 65 employees. Also located in RailPort is the American
National Power a 1,650-megawa gas-fired electric power plant employing 27
people.
Target Distribution Center
12
Along the US 67 corridor north of downtown Midlothian is Auto Park, a 600-acre
automobile processing and distribution center developed in the early 1980’s by
Mid-Texas International Center, Inc. Auto Park includes a Foreign Trade Zone
(FTZ 113) and employs 130 workers. Major automobile manufacturers that use
the Auto Park’s services and Foreign Trade Zone advantages include Mazda
North America, Toyota Motor Sales, and Kia Motors America.
2
PLANNING
PROCESS
Comprehensive Plan Process
The 2007 City of Midlothian Comprehensive Plan came about as a result of
the successful community-wide participation in the Midlothian Vision Team
Charter (June 2003). The planning process fosters a logical development of the
comprehensive plan that is designed to be inclusive by soliciting public input
through the five phases of the planning project, resulting in a plan that embraces
the values and vision of the community.
Five Phase Process
Work on the City of Midlothian Comprehensive Plan got underway on October
11, 2004, through a kick-off meeting with the Midlothian City Staff. This meeting
started the two year planning process that would lead to its adoption of the 2007
City of Midlothian Comprehensive Plan report by the Midlothian City Council on
February 27, 2007. The structure of the City of Midlothian Comprehensive Plan
process was broken down into five phases with multiple task and subtask within
each phase. Each of the phases built upon the progress made in the previous
phases. The five phases included the following:
1.
2.
3.
4.
5.
Public Attending Second
Community Workshop
Midlothian Vision
Initiation & Status of Midlothian
Community Form Alternatives
Comprehensive Plan Development
Implementation
Midlothian Vision provided the basis to communicate through the community
and to the leadership of Midlothian the role of a comprehensive plan. This phase
provided the energy and defined the community issues for previous phases.
Project Initiation and the Status of Midlothian initiated the project and established
the factual basis on which the rest of the plan would be developed, as defined
through existing conditions. The Community Form Alternatives identified needs
based on technical analysis of data developed in phase one and involves citizens,
community groups and Midlothian leadership in refining technical issues and
identifying issues and refining goals and objectives concerning community
planning and development. Comprehensive Plan Development developed
plans, alternative scenarios, policies and programs to address critical issues
and achieve community goals and objectives. Implementation develops those
tools necessary to focus actions needed to ensure plans, guidelines, policies and
programs recommended are put in place.
Public Involvement and Communications
Along with state enabling legislation, what validates a community’s
comprehensive plan is that it represents the community’s values based on citizen
input. Throughout the Midlothian Comprehensive Plan process several options
13
were used to spread information about the plan and to solicit public feedback and
involvement. These methods ranged from monthly steering commi ee meetings
to the development of a comprehensive plan web site, and from stakeholder
interviews held at the very beginning of the project to an urban design bus
tour of regional development sites towards the end of the project. In addition,
three joint meetings of the Midlothian City Council and Planning and Zoning
Commission and three community workshops were strategically planned during
the comprehensive planning project to inform and record the public’s mood to
the tasks developed to that point in time.
Joint City Council / Planning and Zoning Commission Meetings
Several times during the planning project it was important to inform elected and
appointed City officials about the progress of the comprehensive plan and to
receive direction to move development of the plan forward. There were three
joint meetings with the Midlothian City Council and Midlothian Planning and
Zoning Commission. The three joint meetings were held on the following dates:
1.
2.
3.
November 2, 2004
July 21, 2005
January 24, 2006
During the first joint meeting, project planners gave City officials an overview
of the project’s work program and discussed the responsibilities of the steering
commi ee. At the second joint meeting project planners went over the work
performed on the comprehensive plan to date that set the stage for a discussion
of the program for the second community workshop. For the third joint meeting,
planners reviewed selected goals, went over the dra future land use plan,
reviewed the population forecast, talked about the dra transportation plan,
and reviewed the dra open space and trails plan. Just like the second joint
meeting, the review and discussion of the work performed to date provided
an understanding of the material that would be presented for an upcoming
community workshop.
Steering Commi ee
Early in the formulation of the comprehensive plan’s scope, it was decided that
a comprehensive plan steering commi ee would be needed to help guide the
project forward. The Midlothian Comprehensive Plan Steering Commi ee was
made up of residents, business leaders, and civic officials with a special interest
in the City’s future growth and development. The comprehensive plan steering
commi ee was made up of 23 members whose role was to make sure that the
comprehensive planning project stayed on schedule and remained relevant
throughout the planning process. The steering commi ee served as a sounding
board for planners by reviewing materials prior to going before the public and
City leaders. Each member of the steering commi ee represented a group and
became the voice for that group in the comprehensive plan process.
There were 23 Steering Commi ee meetings that took place during the two year
planning project. The steering commi ee’s kick-off meeting with planners was
held on December 9, 2004, and its final meeting was September 25, 2006. Most
steering commi ee meetings took place on the fourth Monday of each month;
however, during milestone events in the comprehensive plan’s development
additional meetings were scheduled.
14
Section 2: Planning Process
Stakeholder Interviews
In the early stage of the Midlothian project, planners conducted several
stakeholder interviews to gain a be er understanding of the community. Project
planners wanted to know what the citizens of Midlothian - including elected
and appointed officials, city staff, residents, and investors - thought about their
community, especially concerning local values; what sustains the community;
what the community’s high marks and are what needs improving; and what were
the defining a ributes of other communities that people admired.
Stakeholder interviews are empirical and are not based on any statistical
analysis. Some of the questions asked would seem to solicit obvious answers,
such as “Do you think Midlothian is special and provides its citizens a superior quality
of life?” Other questions are more personal, such as “What cities or towns that you
have visited or lived in did you admire and what was it about these communities that
impressed you?” followed up with another question “How does Midlothian compare
with this place(s)?” Planners come into the stakeholder interviews with a clean
slate regarding the community, and the interviews provide project planners some
insight into community’s character, giving the planners a one-on-one personal
understanding of the desires of its citizens.
Citizen Participation at First Community
Workshop
The Midlothian interviews were conducted on Monday, December 13, 2004, and
Tuesday, December 14, 2004. The two days were set aside for handling the 25
minute interviews. The responses to the interview questions provided a positive
impression of the community and a desire for maintaining the qualities of
Midlothian that a racted residents in the first place, but also highlighted areas
where citizens would like to see Midlothian in the years ahead.
The initial dra goals and objectives developed by the planners were put before
the comprehensive plan steering commi ee for review, comment, and editing.
The revised dra goals and objectives were then presented to the public at the
first community workshop for public input, discussion, and modification. At
any point until the comprehensive plan was adopted by the Midlothian City
Council the goals and objectives were open for further examination, discussion,
and changes.
Community Workshops
At key phases in Midlothian’s comprehensive planning project, three community
workshops took place. The community workshops served an important function
in the comprehensive plan process by informing citizens, soliciting public input,
and spurring the comprehensive plan process forward to the next level of work.
The first community workshop was held on February 24, 2005. As the initial
community workshop planners took time to explain to participants what a
comprehensive plan was and what it did not include. Planners discussed the
project schedule, gave an outline of the plan elements, and presented an overview
of the geographic planning area of Midlothian. Planners also walked through the
dra comprehensive plan goals and objectives. Citizens then gave their input
to the greatest areas of importance toward development through a sticky dot
selection. Each individual was provided 10 sticky dots and 20 statements to
select from and then they took part in a visual preference survey for the Original
Town area and the City-wide area.
On July 28, 2005, the second community workshop took place. This community
workshop provided an overview of the comprehensive plan schedule and how
15
citizens could get involved in the planning process. Planners discussed the
geographic planning area of Midlothian, including the Original Town, Railport,
FM 663, and the airport. The existing physical conditions of Midlothian were
reviewed, and an overview took place of Midlothian’s real estate analysis and fiscal
relationships. This set the stage for discussions about the alternative scenarios,
including an overview about land use modules and the three scenarios. This was
followed by the scenario breakout sessions where citizens provided feedback
to questions regarding commercial, residential, and transportation influences
within the different scenarios.
Midlothian Citizens on Bus Tour Visiting
Home Town in North Richland Hills
The third community workshop occurred on February 23, 2006. At the beginning
of the workshop planners provided an overview of the plan’s demographic
data, dra comprehensive goals and objectives, and the comprehensive plan
development and elements. This led to three breakout sessions focusing on the
three major elements of the plan – land use, transportation, and open space and
trails. Through sticky dot selection, participants were asked to pick their likes
and dislikes of each element and then rotate to the next element group.
Bus Tour
During the development of the urban design element of the comprehensive
plan, steering commi ee members and City Staff thought it was important to
visit development sites around the Dallas-Fort Worth area to gain a be er
understanding of development trends. On Saturday, June 24, 2006, members of
the steering commi ee, City leaders, City staff, and planners visited four sites in
Tarrant County. The four sites included the following:
1.
3.
4.
5.
Lago Vista in Arlington,
Brownstone Village in Arlington,
Home Town in North Richland Hills, and
Southlake Town Square in Southlake.
Visits to Lago Vista and Home Town focused on new residential master plan
developments that are taking place not only in the North Texas area but also
across the nation. Brownstone Village served as an example of adaptive reuse
of a former entertainment center into a neighborhood commercial a raction,
while Southlake Town Square captured the urban design qualities of a higher
density mixed use neo-traditional project that blends together big box, boutiques,
entertainment, office, government, and lodging into one pedestrian-friendly retro
‘Main Street’ development.
City’s Comprehensive Plan Web Page and other Communication Tools
To help facilitate the distribution of information concerning the comprehensive
plan and to solicit citizen input the City of Midlothian decided there should be a
web site developed just for the City’s comprehensive plan. The web site contains
links to maps, plan products, press releases, the HNTB Team, background
information, contact information, and how people could get involved. The web
site can be found at h p://www.envisionmidlothian.com/home.html. In addition
to the web site, newspaper articles and Chamber of Commerce newsle ers were
used to communicate information concerning Midlothians Comprehensive
Plan.
16
3
GOALS &
OBJECTIVES
One of the first steps in the development of a comprehensive plan is pu ing
together a list of dra goals and objectives for consideration by the citizens of
a community. The initial goals and objectives can be the result of one-on-one
interviews with stakeholders that can then be refined through steering commi ee
meetings, community workshops, communications with citizens, meetings with
city staff, and direction from elected and appointed officials. The importance for
developing the dra goals and objectives at the beginning of the comprehensive
plan process is that it is open to the public for discussion and modification; it is a
statement of community values and desires; and it provides planners a direction
in the ongoing development of the comprehensive plan.
Goals are qualitative statements regarding Midlothian’s vision for its future.
Many of the goals are broad in nature, but they can also be more focused on a
particular component of the community. Objectives are actions and activities
relating to the implementation of the goal. The objective is a means of measuring
the progress toward completing or a aining the goal.
Planner Addressing Citizens at
Community Workshop
City of Midlothian’s 2007 Comprehensive Plan Goals and
Objectives
The City of Midlothian’s 2007 Comprehensive Plan includes 34 goals and 127
objectives. These dra goals and objectives are defined in nine (9) specific
categories listed below.
Community Form
Community Heritage
Economic Growth
Environmental
Interlocal Government Cooperation
Parks and Open Space
Sustainable City Government
Transportation
Utilities and Infrastructure
Goals and Objectives were
developed utilizing existing
city plans and documents
and input accrued in stakeholder interviews, community workshops, and communication with city residents
and staff.
All goals and objectives are important in achieving the kind of community desired
by the citizens of Midlothian. Most goals and objectives work hand-in-hand with
one-another; however, in some instances the goals and objectives in one category
might conflict with the goals and objectives of another category. At such times
the values and needs of the community will be considered by decision-makers
in deciding which goals and/or objectives have a primary importance over the
other.
Each section, and to some degree the entire comprehensive plan, should be
referenced when making a decision. To focus on only one statement in the plan
or one aspect of a map leads to an incomplete understanding as to the overall
goals and objectives of the plan.
17
Listed below are the goals and objectives for Midlothian’s 2007 Comprehensive
Plan:
Community Form
Goal 1: Use the Comprehensive Plan’s Future Land Use Plan to graphically
depict the city’s community form and character.
Objective 1A: Develop a future land use plan that is sensitive to the natural
features found in Midlothian, including the escarpment, wooded areas,
creeks and smaller streams, wetlands, recharge zones, ridgelines, and
soil conditions.
Objective 1B: Ensure that the greatest community value is realized along
major transportation corridors.
Objective 1C: Develop a future land use plan where adjoining land uses are
compatible.
Objective 1D: Locate utility corridors to avoid residential neighborhoods and
prevent any negative impact on recognized visual assets in Midlothian.
Midlothian Residents During a Community
Workshop Break-Out Session
Goals are qualitative
statements regarding
Midlothian’s vision for the
future.
Goal 2: Ensure the success of both the existing and new US Highway 287 bypass
through design guidelines that foster compatible development.
Objective 2A: Establish a community design review commi ee to oversee
development and implementation of future corridor design guidelines.
Objective 2B: Develop corridor streetscape design guidelines along Business
US Highway 287 that coincides with the opening of the future US
Highway 287 bypass.
Objective 2C: Develop an overlay zoning district along the new US Highway
287 bypass that enhances the visual appeal of Midlothian.
Goal 3: Ensure downtown Midlothian is inviting and a ractive and reflects the
community’s heritage.
Objective 3A: Encourage new development to complement downtown’s
existing street and sidewalk grid.
Objective 3B: Create community awareness of downtown’s commercial and
retail opportunities.
Objective 3C: Develop architectural guidelines that restore historic buildings
and direct new developments to harmonize and enhance surrounding
buildings.
Objective 3D: Develop a ‘theme’ or civic downtown street for holding public
events, celebrations, and parades.
Objective 3E: Develop streetscape design guidelines for streets in the
downtown area.
Midlothian Resident Studying Map
18
Goal 4: Enhance Midlothian’s visual image and identity.
Objective 4A: Control signage in Midlothian.
Objective 4B: Create a community theme developed through building
materials.
Objective 4C: Enhance all thoroughfare aesthetics and landscaping as part of
a city-wide program.
Objective 4D: Screen railroad right-of-way in developed areas as part of a
city-wide program.
Objective 4E: Develop and support a tree planting program city-wide.
Objective 4F: Provide a transportation system that is sensitive to the natural
contours of the surrounding countryside.
Section 3: Goals & Objectives
Objective 4G: Encourage all new roadway development to identify and
enhance scenic views.
Objective 4H: Provide pedestrian friendly enhancements to major arterial
corridors and in commercial districts.
Goal 5: Maintain the town’s rural / small town heritage where appropriate.
Objective 5A: Identify and protect rural scenic roadways.
Objective 5B: Establish street design standards that meet state and federal
levels of service for safety, accessibility, and movement, but also
incorporate design features that correspond to desired land use and
community values.
Objective 5C: Develop parking guidelines for retail/commercial corridors and
retail villages outside of downtown that maintain a small town image.
Objective 5D: Encourage design standards for new construction that
incorporates the older architectural qualities found in the region.
Objective 5E: Develop an urban forestry program for Midlothian that
educates and encourages tree planting and maintenance as well as the
reforestation in older urban areas.
Goal 6: A family-friendly, school-centered community.
Objective 6A: Work with the Midlothian Independent School District to
identify and to preserve future school sites.
Objective 6B: Establish residential development guidelines, trails, and parks
and open space plans focused around a primary elementary school.
Objective 6C: Expand a er school programs with the library, parks
department, fire and police departments.
Objective 6D: Coordinate with the Midlothian Independent School District
to develop civics class curriculum through volunteer work in city
departments.
Midlothian Residents During a Community
Workshop Break-Out Session
Objectives are actions and
activities relating to the
implementation of the goal.
Goal 7: A strategic balance of land uses for the fiscal health of the community.
Objective 7A: Develop a future land use plan that reflects community values,
provides convenient community services, and encourages compatible
adjacent land uses
Objective 7B: Conduct economic development and fiscal impact studies of
Midlothian’s future land use plan.
Objective 7C: Identify opportunity areas where land uses can be adjusted to
reflect a be er balance of land uses based on the economic development
and fiscal impact study.
Community Heritage
Goal 8: Ensure the preservation of historic Midlothian.
• Downtown
• Original Town
• Historic farms and ranches
• Historic springs, creeks, bluffs, trees, and trails
Objective 8A: Conduct a survey / assessment of Midlothian’s heritage
resources.
Objective 8B: Preserve the community’s historic farms and ranches as local
assets for gathering, learning, and entertaining.
Objective 8C: Incorporate Midlothian’s historic farms, ranches, trails, and
natural features into the City’s parks, open space, and trails program.
Resident Studying Presentation Handout
19
Objective 8D: Catalog the urban features that make up Midlothian’s
Downtown and Original Town area and ensure that these features are
maintained and enhanced.
Goal 9: Promote Midlothian’s historically built assets and natural assets both
locally and within the region.
Objective 9A: Identify and support an organization that will promote
Midlothian’s historically built and natural assets.
Objective 9B: Encourage the development of walking tours that link
Midlothian’s historically built and natural assets.
Goal 10: Ensure that adequate private and public funding is provided for the
maintenance, protection, and timely restoration of notable Midlothian
historic assets for the enjoyment of current and future generations.
Objective 10A: Encourage downtown façade improvements through
promotion and community assistance.
Objective 10B: Identify individuals and groups in the community that would
spearhead fund-raising events and provide oversight for these events.
Objective 10C: Seek funding for a city staffer to assist community groups in
grant writing.
Midlothian Officials on Bus Tour of
Regional Development Patterns
“(Goals and objectives are)
a statement of community
values and desires...”
Goal 11: Keeping church organizations involved in community activities.
Objective 11A: Enlist the support of Midlothian’s religious organizations
to spearhead and manage long-term public events that build on the
Objective 11B: Work with Midlothian’s religious organizations to introduce
newcomers to the community and to get newcomers involved in
community activities and projects.
Objective 11C: Enlist Midlothian’s religious organizations to foster networkbuilding activities that work together to address common community
issues, provide services, or create local amenities.
Economic Growth
Bus Tour Participants
Goal 12: Take advantage of Midlothian’s regional location to spur economic
growth.
Objective 12A: Market city’s greatest resources (location, transportation, etc.)
to a ract new firms.
Objective 12B: Coordinate with neighboring cities, the county, regional and
state officials to promote actions that would a ract and retain businesses
within the geographic area.
Objective 12C: Support city’s economic base through increased name
recognition in the Dallas-Fort Worth area.
Objective 12D: Identify locations in Midlothian that would be a ractive as a
corporate park for northern Ellis County.
Goal 13: Encourage sustainable economic growth for Midlothian where local
residents can work and shop in the community.
Objective 13A: Identify regional transit station alternatives for further
consideration as sustainable transit villages.
Objective 13B: Encourage mixed-use development pa erns in the downtown
commercial area and outlying commercial villages.
Objective 13C: Increase opportunity for Midlothian residents to have access
20
to retail and professional services in nearby neighborhoods in the city.
Objective 13D: Coordinate with local businesses, Midlothian ISD, the county,
and regional and state officials to promote actions that provide job
training to local workers based on local economic needs.
Goal 14: Ensure downtown Midlothian is economically sustainable.
Objective 14A: Locate major city and county offices and courts in
downtown.
Objective 14B: Promote pedestrian-oriented retail activity in downtown
Midlothian.
Objective 14C: Partner with the downtown merchants and the Chamber of
Commerce to develop a marketing effort to a ract new businesses to the
downtown area.
Objective 14D: Promote the redevelopment and expansion of downtown.
Goal15: Economic development should be balanced between employment and
retail opportunities for the community.
Objective 15A: Provide dining, shopping, and entertainment choices in
Midlothian for residents, workers, and visitors.
Objective 15B: Develop aviation-compatible land uses around Mid-Way
Regional Airport that would spur employment growth.
Objective 15C: Identify and preserve locations for retail development in
Midlothian that would be a ractive as regional centers for shopping.
Goal 16: City’s fiscal policy should be balanced between housing, employment,
and retail.
Objective 16A: Conduct a fiscal analysis to determine the optimum balance
between, housing, employment, and retail that will provide long-range
benefits to the city’s fiscal structure.
Objective 16B: Ensure that citizens and businesses in Midlothian are informed
about the importance of maintaining a balance between housing,
employment, and retail for the community’s long-term growth.
Objective 16C: Maintain and enhance the city’s non-residential tax base.
Bus Tour Participants Discussing Sites
Visited
“All goals and objectives
are important in achieving
the kind of community
desired by the citizens of
Midlothian.”
Goal 17: Utilize the Midlothian Independent School District reputation to
maintain and enhance the city’s economic growth.
Objective 17A: Promote the Midlothian Independent School District’s
achievement levels and the relationship between an educated workforce
and higher productivity.
Objective 17B: Support the Midlothian Independent School District’s
involvement with the North Central Texas InterLink in this organization’s
development of the targeted industries and occupations identified by
employers for long-term growth.
Objective 17C: Provide assistance to the Midlothian Independent School
District in the development of curriculum that would cater to the
occupational needs of the business community.
Planners on Bus Tour Talking with
Participants
Environmental
Goal 18: Protect the environmental resources of the community as they provide
long-term assets for the citizens.
Objective 18A: Identify and prioritize the acquisition of key environmental
sites by the city, county, state, and private organizations.
Objective 18B: Develop a city-sponsored awareness program that educates the
citizens of Midlothian about the community’s environmental resources.
21
Objective 18C: Work with property owners to establish conservation
easements for key environmental and heritage areas in Midlothian.
Goal 19: Development of the community should incorporate and enhance the
environmental resources and heritage of the area.
Objective 19A: Develop a network of greenways that will bring the community
together following the area’s natural features.
Objective 19B: Study different options to encourage developers to protect
Midlothian’s environmental and heritage sites.
Objective 19C: Develop design standards for roads and utilities that avoid
encroachment into environmental and heritage locations.
Interlocal Government Cooperation
Citizens Reviewing Planning Graphics
“Most goals and objectives
work hand in hand with oneanother...”
Planner Talking with Midlothian Resident
Goal 20: Continue to enhance cooperation between the City of Midlothian and
the Midlothian Independent School District, the Midlothian Chamber of
Commerce, and the 4-A, and 4-B boards.
Objective 20A: Take advantage of sharing investments, facilities, and
information in planning the location of school sites and planning the
location of city facilities (parks, trails, libraries, recreation centers, etc.).
Objective 20B: Strategize with the 4A and 4B boards to leverage funds and to
accomplish pertinent goals in the comprehensive plan.
Objective 20C: Solicit cooperation of the Midlothian Independent School
District, the 4A and 4B boards to actively help implement the Midlothian
Comprehensive Plan.
Goal 21: Leverage cooperation for sharing investments, facilities, and
information between the City of Midlothian and Ellis County.
Objective 21A: Coordinate between the city and the county regarding
existing and future plans regarding open space, trails, transportation,
public safety, and economic development.
Objective 21B: Coordinate between the city and the county regarding
existing and future plans for County offices, District Courts, and meeting
facilities.
Objective 21C: Coordinate between the city and the county regarding the
sharing of information and data to help reduce cost, improve service,
and streamline operations.
Goal 22: Establish the ultimate size and geographic boundaries of
Midlothian.
Objective 22A: Maintain city’s future annexation schedule.
Objective 22B: Coordinate boundary issues and annexation schedule with
the communities of Maypearl, Venus, Waxahachie, and Ovilla.
Objective 22C: Coordinate with the Midlothian Independent School District
to develop homogeneous city limit and school district boundary lines.
Objective 22D: Ensure the size and geographic boundaries of Midlothian
will maintain the desired levels of service required by city departments
and will be fiscally sustainable.
Goal 23: Develop a network of trails that links together key employment,
schools, retail, historic sites, public gathering spaces, and residential areas
by incorporating existing and future parks and open space, floodplains,
and right-of-ways.
22
Objective 23A: Identify opportunities for trail development based on
existing parks, right-of-way, historic sites, floodplains, ridge lines, and
escarpment.
Objective 23B: Work with neighboring communities to link greenbelt
corridors and trails that will create a regional benefit.
Objective 23C: Develop wayfinding guidelines that helps trail users become
familiar with the trail network
Objective 23D: Develop signage design guidelines that provide uniformity
and a community theme to the trail experience.
Objective 23E: Develop a trail network that links downtown Midlothian with
other areas of Midlothian.
Goal 24: Provide a parks and open space system that meets the recreational
needs of all residents.
Objective 24A: Conduct a study of the economic benefits to Midlothian
provided by a city-wide parks and open space system, identifying the
groups and land uses that would benefit from such a system.
Objective 24B: Update the parks master plan to reflect changes in the
community’s size and population.
Objective 24C: Develop a parks and an open space system that coordinates
with the City’s future land use plan.
Objective 24D: Partner with the major cement plants in Midlothian to develop
a “Butchart Gardens” park in the former quarries.
Objective 24E: Make the Midlothian park system the model for the state.
Goal 25: Provide a large central park space for community events and
gatherings.
Objective 25A: Review both regional and national community signature parks
to understand the significance such parks can have on the community.
Objective 25B: Identify the ‘theme’ and locational criteria for a large central
park.
Objective 25C: Secure public and private funding for design and development
of this park.
Goal 26: Foster and partner with the Midlothian Independent School District’s
future, active recreational facilities.
Objective 26A: Identify locations for active recreational facilities in proximity
to Midlothian Independent School District campuses that do not
negatively impact residential neighborhoods due to traffic congestion,
noise pollution, and light pollution.
Objective 26B: Work with the Midlothian Independent School District in
the development of traffic circulation plans that provide direct access to
active recreational facilities from major roadways.
Objective 26C: Coordinate with the school district to develop parking plans
for active recreational programs that would encourage using off-time
parking areas from commercial and industrial developments in proximity
to these active recreational facilities.
Planners Presenting Plan Scenarios During
Community Workshop
“...however in some
instances, goals and
objectives in one category
may conflict with those from
another...”
Community Workshop Breakout Session
Sustainable City Government
Goal 27: Continue in the establishment of a financially sound city
government.
• Communications
• Budgetary issues
• Public health and safety
23
• Monitoring public infrastructure
• Responsive city codes
• Water / wastewater system quality and management
• Capital improvements program
• Professionalism – ethics and customer service oriented
Objective 27A: Identify key factors for measuring city departments’
performance and accomplishments and provide this information to
other departments and the public on a regular basis (monthly, quarterly,
or annual).
Objective 27B: Maintain accurate records of all city services and infrastructure
for analysis and comparison and make this information readily available
for public inspection.
Objective 27C: Develop an annual schedule for implementing capital
improvements according to priority and financial ability.
Transportation
Citizens Discussing Community Workshop
“(When conflict of goals and
objectives arises) the values
and needs of the community
(will determine primary
importance)”
Midlothian Citizens Taking Part in
Community Workshop
Goal: 28: Provide a transportation system that will effectively serve the existing
and projected mobility needs of the community in a safe, fiscal, and efficient
manner.
Objective 28A: Provide for the safe and efficient movement of vehicles and
pedestrians.
Objective 28B: Work with the Midlothian Independent School District to
resolve major roadway and school zone conflicts to minimize dangers to
students and parents while enhancing traffic movement.
Objective 28C: Develop a transportation system that reinforces the future
land use plan.
Objective 28D: Reduce cut-through traffic in neighborhoods.
Goal 29: Improve transportation in downtown and the original town without
negatively impacting the quality of residential neighborhoods and the
commercial users.
Objective 29A: Support the installation of sidewalks in areas where they do
not exist.
Objective 29B: Consider reconfiguration of problem intersections and
connections in order to improve safety and enhance traffic movement
(including North 9th Street connection with FM 663 and Business US
Highway 287 and 5th Street).
Objective 29C: Develop parking guidelines for downtown.
Goal 30: Resolve traffic management issues at key intersections and corridors
(current key intersections include Business US Highway 287 and Midlothian
Parkway, US Highway 67 and 9th Street exit, US Highways 67 and 287, and
Walnut Grove and US 287).
Objective 30A: Monitor changes in traffic pa erns, volumes, and accidents to
identify modifications to roadway design, signage, and signalization.
Objective 30B: Work with railroad companies and public agencies to
resolve roadway and railroad track crossings for improved movement
throughout the city and the region.
Objective 30C: Improve traffic signalization and signage to enhance traffic
movement throughout the city.
Goal 31: Take part in multi-modal expansion that keeps pace with regional
needs and connectivity.
Objective 31A: Create a thoroughfare network system that links into regional,
24
county, and adjoining cities thoroughfare systems.
Objective 31B: Explore options for linking into a regional mass transit
system.
Objective 31C: Enhance Midlothian’s importance as serving as a hub for
transportation activity in the south central section of the Dallas-Fort
Worth metropolitan area.
Objective 31D: Continue to enhance communication and information sharing
between the City and regional transportation agencies (North Central
Texas Council of Governments, Texas Department of Transportation,
Dallas Area Rapid Transit, Fort Worth Transportation Authority, and
North Texas Tollway Authority)
Goal 32: Provide a convenient, safe, a ractive, accessible and interconnected
trail and sidewalk system within the city.
Objective 32A: Work with regional, county, and surrounding communities to
provide safe and adequate pedestrian and bike paths.
Objective 32B: Identify non-motorized transportation and open space
corridors that link residential areas and commercial areas.
Objective 32C:
Eliminate barriers that discourage non-motorized
movement.
Objective 32D: Promote the use of non-motorized transportation choices.
Objective 32E: Require new developments to include sidewalks.
Utilities and Infrastructure
Goal 33: Provide infrastructure in an efficient and equitable manner --consistent with sound, environmental and quality growth positions.
Objective 33A: Monitor all water and wastewater systems for compliance
with all federal, state, and local regulations to ensure a safe drinking
water supply and for compliance in the treatment of waste water.
Objective 33B: Provide safe and affordable water and wastewater services.
Objective 33C: Ensure optimum levels of customer service in providing
water and wastewater service.
Objective 33D: Ensure that all new subdivisions developed with individual
septic systems be required to have utility and drainage easements to
accommodate future sewer systems.
Goal 34: Foster an environment of cooperation and communication between
the City of Midlothian and the rural water districts for providing adequate
water supply for current needs and ongoing service expansions.
Objective 34A: Develop a commi ee to explore ways the city and the rural
water districts can partner in providing superior water service.
Objective 34B: Provide ongoing consumer education about water as a limited
resource.
Objective 34C: Maintain a city wide inspection program to monitor the
efficient distribution of water and the safe disposal of wastewater.
25
26
4
EXISTING
CONDITIONS
Midlothian’s se ing in the North Texas landscape has helped to define its
community character, growth pa erns, and economic importance. The natural
se ing surrounding Midlothian served as a powerful a raction for the early
residents to this section northwest Ellis County. Over time as people put
down roots, developed and improved the transportation network, conducted
commerce, and invested in the community’s future. The built environment has
become be er defined. Along with Midlothian’s natural and built environment,
the community’s population growth and real estate market continue to clarify the
City’s existing conditions.
Natural Environment
The vast North Texas landscape in which Midlothian is located in is shaped by
a feature unique within this flat-land prairie – an escarpment. Creeks and land
traits also define this prairie environment. While the escarpment gives Midlothian
and a few of its neighboring communities a special significance in the Dallas- Fort
Worth area, the creeks and terrain give the community substance appreciated by
its residents.
Fig. 4.1 Surface Drainage
27
Escarpment
One of the notable physical features that Midlothian is associated with is the
“Escarpment.” The escarpment ridge is one of the highest points in the DallasFort Worth area. To take advantage of its elevation, many of the region’s television
towers are located on top of the escarpment in neighboring Cedar Hill, north of
Midlothian. Midlothian is located along the southern stretch of the escarpment
that runs north-south in Dallas and Ellis Counties.
Many different names are associated with the escarpment. Some nearby
communities refer to it as the White Rock Escarpment because of its white
limestone outcropping. The Texas State Historical Association states that the
high chalk ridge is the Austin Escarpment. Some of the early maps of Dallas and
Tarrant Counties indicate the escarpment as the “Face of Cedar Ridge.” Other
names associated with this ridge include Cedar Hill Escarpment and Eagle Shale
Escarpment.
Besides identifying an “east-west” boundary for the area’s natural environment,
Midlothian’s limestone escarpment represents an important role in the region’s
economy by providing a convenient local source of raw materials used by the
North Texas cement industry which supports the rapidly growing Dallas-Fort
Worth real estate market.
Creeks
Midlothian serves as the headwaters for several streams in northwestern Ellis
County. As noted above, the escarpment is the great east-west divider for various
environmental conditions, including which way the water flows.
Waxahatchie Creek is one prominent creek east of the escarpment that has its
origin in Midlothian and flows southeastward through Ellis County to the Trinity
River. Waxahachie Creek begins just northeast of Midlothian’s Original Town
and drains the central portion of Ellis County as it flows through Midlothian,
passing through the center of Waxahachie, and it emptying into Chambers Creek
near Ennis and Bardwell Reservoir. Hawkins Spring, a notable spring in the
history of Midlothian, is located along the highest reaches of Waxahachie Creek.
Within Ellis County, a significant stretch of US 287 and the Union Pacific Railroad
run alongside Waxahachie Creek.
The area of Midlothian has two secondary creeks which flow into Waxahachie
Creek – North Prong Creek and South Prong Creek. North Prong Creek originates
in neighboring Cedar Hill and flows south through Midlothian till it reaches
Waxahachie Creek south of the airport. South Prong Creek begins in the southern
half of Midlothian and flows east-southeast to Lake Waxahachie and eventually
merges with Waxahachie Creek southeast of the city of Waxahachie. Both North
Prong Creek and South Prong Creek pass through a changing landscape of farms
and pasturelands, newly built subdivisions, and large lot residential properties.
On the west side of the escarpment, several streams with origins in Midlothian
feed into Mountain Creek, a notable creek in the region that feeds into Joe Pool
Lake and eventually drains into the West Fork of the Trinity River. On the
northern end of the community, Hollins Branch begins in Midlothian and flows
northwestward into the cities of Cedar Hill and Grand Prairie before emptying
into Joe Pool Lake. Further to the south, Bedford Branch also has its headwaters
in Midlothian and flows through the community and city of Grand Prairie before
draining into Joe Pool Lake.
28
Section 4: Existing Conditions
In the central portion of Midlothian, two creeks – Newton Branch and Soap Creek
- capture much of the drainage for areas west of the escarpment. Newton Branch
consists of several small streams that flow from the escarpment. Some of these
streams originate around Original Town, and one of the streams - Co onwood
Creek – flows between the TXI - Midlothian Cement plant and the Chaparral Steel
plant along US 67. Newton Branch flows through Midlothian and into the city
of Grand Prairie before draining into Soap Creek. Soap Creek drains the westsouthwest section of Midlothian west of the escarpment before flowing through
the city of Grand Prairie and north into Mountain Creek.
Only one creek within Midlothian’s extra-territorial jurisdiction (ETJ) flows south
into Chambers Creek. Armstrong Creek, on the southern edge of Midlothian’s
ETJ, flows southwest to Co onwood Creek (not associated with the Co onwood
Creek mentioned above), which flows south to Chambers Creek around
Maypearl.
Fig. 4.2 Soil Suitibility for Construction
Terrain
The City of Midlothian is located along a north-south belt of the Texas Blackland
Prairie that stretches from the Red River on the north to San Antonio on the south.
The land area of the Texas Blackland Prairie tends to range from level to gently
rolling with riparian woodlands along creeks and rivers interspersed within the
grasslands.
One of several tall-grass prairie grassland groups, the Texas Blackland Prairie
once accounted for 12 million acres of land; however, as the state was se led
the deep, rich fertile black soil became economically a ractive for agricultural
purposes. As a result, today in Texas there are less than 5,000 acres of the original
tall-grass prairie lands le . Portions of this ecological belt are going through a
third change as agricultural lands are giving way to rapid urbanization. Of the
29
various ecological regions of state, the Texas Blackland Prairie is the most heavily
populated section in Texas, and includes within this belt such metropolitan areas
as Dallas, San Antonio, Austin, Waco, Temple/Killeen, and Sherman/Dension.
The land formations around Midlothian are either part of the Upper Cretaceous
Middle and Lower Austin Formation (limestone) or the Upper Cretaceous Eagle
Ford Formation (shales). Midlothian’s soil characteristics include the EllisHouston-Houston Black Association, the Ellis-Houston–Eddy Association, and
the Eddy-Stephens Association. According to the United States Department of
Agriculture’s Soil Survey – Ellis County, Texas (issued August 1964), the EllisHouston-Houston Black Association is described as a level to rolling terrain with
erosion along slopes and streams. This association is located in the western portions
of Midlothian west of the escarpment. The Ellis-Houston–Eddy Association occurs
along the escarpment and the soils in this association are described as shallow
and strongly sloping to moderately steep. The Eddy-Stephens Association is east
of the escarpment and is characterized by gently rolling lands with small streams
that have cut into and exposed the underlying limestone bedrock. The Eddy soil
is well drained and is noted as a very shallow soil on gently sloping ridgetops or
moderately steep side slopes, while the Stephens soil is typified by less sloping
locations, such as small valleys and drainageways.
Certain considerations must be made for urban areas and locations experiencing
new development. Except for the Eddy and Stephens soil properties, all of the
other soil series have a high shrink-swell potential that puts severe pressure on
walls, foundations, and pipelines sometimes requiring specific reinforcement,
according to the Soil Survey – Ellis County, Texas. With Houston Black soils that
are close to a domestic water supply, an experienced sanitation engineer should
be contacted to prior to the installation of a septic tank since local ground water
may be put at risk due to pollution. For Eddy and Stephens special measures
will need to be taken in locating septic tanks as of a result of seeps during wet
weather. With the Ellis, Houston, and Houston Black soils the gravel bedding
and the length of the absorption fields for septic tanks should be increased due
to the soils slow internal drainage. Protective coating should be applied on any
steel or cast iron pipe if placed in saline soils or slickspots, which are common in
Ellis and Houston soils.
Much of the land in the Dallas-Fort Worth metropolitan area has similar soil
conditions. Even with the severe limitations local architects, engineers, builders,
and construction companies have prevailed over these natural limitations through
soil preparations and building techniques.
Built Environment
Downtown Midlothian
30
Midlothian’s built environment is the result of notable events that have occurred
in the community’s history, including the arrival of the railroads, the growth of
industry, and the general development of a country town into a suburban city.
Midlothian enjoys a strategic transportation advantage in the North Texas area
with highway, rail, and general aviation facilities. Because of its proximity to
major markets in the Dallas-Fort Worth area, both heavy and light industry
continues to be drawn to the city. Midlothian also reflects two communities in
one, an older “Original Town” of walkable street grid pa erns where residential
areas seamlessly blend with a “Main Street” downtown area, and the newer
country lifestyle residential Midlothian of large lot single family housing and
suburban neighborhoods.
Transportation
Two major regional highways that serve the Dallas-Fort Worth metropolitan cross
in Midlothian, providing residents and businesses in Midlothian convenient
access throughout the region. US 287 crosses several states on its 1,791-mile
journey, starting in Choteau, Montana on the north and heading southeast to its
terminus in Port Arthur, Texas. In North Texas, US 287 connects Fort Worth to
Decatur and Wichita Falls north of downtown Fort Worth, and south of downtown
links Fort Worth with south Arlington, Mansfield, Midlothian, Waxahachie, and
Ennis before connecting with Interstate 45. US 67 ties the heartland of America
with the border community of Presidio, Texas across from old Mexico, crossing
several states in its 1,560-mile mid-America path. Within the Dallas-Fort Worth
metropolitan area north of downtown Dallas, US 67 connects the communities of
Greenville, Rockwall, and Mesquite with central Dallas, and south of downtown
Dallas US 67 passes through Duncanville, Cedar Hill, Midlothian, Cleburne, and
Granbury.
Highway 67
Other highways in Midlothian tend to be local farm to market roads that are
evolving into notable roads and thoroughfares. FM 663 runs from downtown
Midlothian south to FM 875. Development along the path of FM 663 includes
subdivisions, large lot single family housing, public schools, and agricultural
lands. FM 875 serves as a two-lane roadway connecting western Waxahachie on
the east with FM 157 on the west. This east-west roadway crosses through the
southern portions of Midlothian and its extra-territorial jurisdiction. Large lot
single family housing and agricultural lands tend to dominate along this roadway.
On the northeast side of Midlothian, FM 1387 connects Midlothian with FM 664,
which ties together the community of Ovilla on the north with Waxahachie to
the south. Like FM 663, development along this roadway includes subdivisions,
large lot single family housing, and agricultural lands.
Two railroad lines also crisscross in Midlothian, basically running parallel to the
regional highways noted above. The Union Pacific Railroad runs from rail line’s
Fort Worth Centennial Yard hub and Fort Worth’s Tower 55, the busiest railroad
intersection in the nation, and connects to the system’s lines along the Gulf Coast
and East Texas. Burlington Northern Santa Fe Railroad line has a branch line that
connects in Cleburne with its main line that runs northward to Fort Worth and
points beyond and south to Central Texas and the Texas Gulf Coast.
Mid-Way Regional Airport, located between Midlothian and Waxahachie along
the US 287 corridor, is the only airport in the rapidly growing area of northern
Ellis County that can accommodate corporate aircra . The 243-acre general
aviation airport has three box hangers with over 100 airplanes and has the space
and means for an aviation-related industrial complex, manufacturing facility,
subassembly facility, and air cargo operation.
Business and Industry
Most of Midlothian’s major industrial development has occurred along US 67.
Within this corridor are three cement operations and a steel plant. The importance
of the local cement industry to the City is known far and wide, as locals like
to promote Midlothian as the “Cement Capitol of Texas.” Cement operations
include both the land for excavation and the plants used for processing raw
materials into cement. Along this corridor are two major facilities – the 600-acre
Auto Park and Railport, a 1,700-acre business park. Auto Park is an automobile
processing and distribution center handling cars from Japanese and Korean auto
makers. Railport is home to the 1.35 million square foot Target Distribution
31
Center, the 800,000 square foot Toys ‘R Us Distribution Center, the 260,000 square
foot Kehe Food Distributor, and the 1,650-megawa gas-fired electric power
plant operated by American National Power. On the east side of Midlothian is
an emerging business park along US 287. Ennis Business Forms recently opened
its headquarters along this corridor near the airport. Closer into town, US 287
serves as the community’s major commercial corridor.
Original Town
Midlothian’s Original Town includes its downtown area, railroad lines, business
highway corridor, the City’s Kimmel Park, and older residential areas. A large
portion of the Original Town’s street grid system was laid out close to the turn
of the twentieth-century with the coming of the railroad. The two railroad lines
that crisscross the Original Town area tend to inhibit movement and growth
due to limited street crossings and freight train movements. When completed,
the new 8th Street bridge will help to alleviate north-south movement into and
out of the downtown area. Another impediment for the fullness of the Original
Town area has been the traffic along Business US 287 running parallel between
Avenue F and Avenue H. Traffic running between Fort Worth and Interstate
45 heading south to Houston must use this city street. The new US 287 limited
access highway a mile south of the downtown area should reduce the regional
truck and automobile traffic on this road and enhance opportunities to bond the
north and south sides of the Original Town area as it was originally intended.
Residential areas
Outside of the Original Town area and the industrial development along the US
67 corridor, much of the other development in and around Midlothian consists
of residential subdivisions and large lot single family housing sca ered about
the community. Much of this residential development has been focused on the
northeast side of Midlothian and to the south-southeast of the community. Recent
residential development has taken place west of US 67 and north of 287.
Market Overview
An analysis of real estate market conditions for residential, industrial and
retail in both the Metroplex and Midlothian paints a largely positive picture
for Midlothian. Improved transportation access into Dallas and Fort Worth
has lured speculative developers to the community. The expansion of SH 360
gives Midlothian a be er direct connection to Arlington and D/FW Airport; the
expansion of US 287 and a bypass provides a be er direct connection to Fort
Worth; and the existing US 67 already provides direct access into Dallas. This
transportation infrastructure (further described in Section 8) is, and will continue
to be, one of the most significant drivers of Midlothian’s economy.
Market dynamics vary throughout the Metroplex and reflect factors such as
demographics (local crime rates, local per capita income), school performance,
and transportation infrastructure. The table below lists vacancy rates for the
different market types by geographic area at the time of our analysis. It is
provided here to illustrate the high degree of fluctuation within the region and
is described in more detail.
32
Vacancy
Rate (%)
Source
Report Date
Metrowide
9.9%
Hendricks & Partners
Mid-Year 2004
South Dallas/DeSoto/
Lancaster
11.6%
Mid-Year 2004
Arlington/Mid Cities
9.9%
Mid-Year 2004
23.9%
19.9%
21.3%
CB Richard Ellis
CB Richard Ellis
CB Richard Ellis
Year-end 2004
Year-end 2004
Year-end 2004
10.3%
16.5%
25.0%
10.7%
14.7%
4.4%
8.9%
9.0%
Weitzman Group
Weitzman Group
Weitzman Group
Weitzman Group
Weitzman Group
Weitzman Group
Weitzman Group
Weitzman Group
Year-end 2004
Year-end 2004
Year-end 2004
Year-end 2004
Year-end 2004
Year-end 2004
Year-end 2004
Year-end 2004
10.7%
15.1%
9.3%
9.4%
8.4%
CB Richard Ellis
CB Richard Ellis
CB Richard Ellis
CB Richard Ellis
CB Richard Ellis
Year-end 2004
Year-end 2004
Year-end 2004
Year-end 2004
Year-end 2004
APARTMENT
OFFICE
Metrowide
SW Dallas
Mid Cities
RETAIL
Metrowide
SW Dallas
DeSoto/Lancaster
Duncanville
Grand Prairie
Cedar Hill
Arlington
SE Fort Worth
WAREHOUSE
Metrowide
Great SW/ Arlington
South Dallas
South Fort Worth
South Stemmons
Table 4.1 Vacancy Rates by Market Type
Single-Family Residential
Midlothian’s location and amenities are ideal for a racting middle-income
families with children. The generally positive image of the Midlothian ISD
increases the area’s relative a ractiveness for single-family home developers
and new residents. The table below illustrates single-family housing projects
at various stages in Midlothian and the immediate surrounding area. In
2004, the Development and Services Department issued the most residential
building permits in the Midlothian’s history. The city was projected to surpass
that number in 2006.
33
Subdivision Name
Lawson Farms
Hunters Glen
Rosebud
Brandi Ridge
Millbrook Estates
Westside Preserve
Shady Valley
Spring Creek
Total
Owner/Developer
Patterson & Associates
Pulte Homes
Sheridan Homes
Choice Homes
Optima Homes
Eagle Ford Land Partners
Adlai Pennington
Adlai Pennington
Status
underway
underway
underway
underway
underway
underway
approved
underway
Units
750
157
575
229
189
1,000
91
195
3,226
Table 4.2 Selected Single Family Housing
Sources: Fitch Ratings, City of Midlothian (current as of May 2005), Dallas Business Journal,
Midlothian Today. An additional 500 multi-family units and 500,000-600,000 square feet of
retail are planned at Westside Preserve by 2015.
Multi-family Residential
In its year-end 2004 report, Hendricks & Partners identified the multifamily
vacancy rate for the Metroplex at just under 10%. This was identical to the
apartment vacancy rate in Arlington and the Mid Cities. At 11.6%, the submarket
to the south of downtown Dallas was slightly higher than the metrowide average.
With few apartments in Midlothian (or in Ellis County), there is li le need to be
overly concerned with apartment vacancies. Midlothian’s location and amenities
are ideal for a racting middle-income families with children. This type of
market demand usually translates to new single-family homes, not apartments.
Approximately 500 multifamily units are planned as part of the Westside Preserve
development by 2014.
Maintaining the school system at an above-average performance level will
reinforce current growth pa erns. The school district maintains a relatively high
debt level, which could become a greater concern if Midlothian were to lose one
of its major industrial property owners.
Office
OFFICE VACANCY RATE,
YEAR-END 2004
Metrowide
23.9%
SW Dallas
19.9%
Mid Cities
21.3%
Table 4.3 Office and Vacancy Rate
Source: CB Richard Ellis
Though office vacancy rates in the submarkets near Midlothian were below the
metrowide average, the city is probably not well positioned in the near future
for a racting large suburban office markets. This type of development could
eventually follow population growth, but in the near term, significant office
developments will probably not reach this far south.
Due to data collection constraints, it is difficult to determine the real office
vacancy rate in Midlothian, yet windshield surveys and interviews suggest that
the vacancy rate in Midlothian was well below 15% at the time of our analysis.
Midlothian has experienced recent office developments including the Ennis, Inc.
corporate headquarters and the Baylor and Methodist medical facilities.
Retail
In the property development business, the mantra is “retail follows roo ops.”
Already, taxable retail sales per household in the city of Midlothian are below the
Ellis County average and well below the Dallas/Fort Worth metrowide average.
Below-average retail sales per household indicate that the city of Midlothian is
likely “under retailed.”
34
Taxable Retail Sales,
2004
Households
(Estimated)
Taxable Retail
Sales Per HH
$36,575,796
4,082
$8,960
$469,517,350
46,034
$10,199
$36,712,947,801
2,097,260
$17,505
$130,314,885,470
7,790,853
$16,727
City of Midlothian
Ellis County
Dallas-Fort Worth CMSA
State of Texas
Table 4.4 Taxable Retail Sales Per Household 2004
Sources: Texas Comptroller of Public Accounts, NCTCOG, U.S. Census Bureau, TIP Strategies, Inc.
RETAIL VACANCY RATE,
YEAR-END 2004
Metrowide
SW Dallas
DeSoto/Lancaster
Duncanville
Grand Prairie
Cedar Hill
Arlington
SE Fort Worth
10.3%
16.5%
25.0%
10.7%
14.7%
4.4%
8.9%
9.0%
Table 4.5 Retail Vacany Rate
The year-end 2004 report on the Dallas-Fort Worth retail market from the
Weitzman Group showed the Metrowide retail vacancy rate to be 10.3%. While
some areas of South Dallas had high vacancy rates, the areas closest to Midlothian
did not. At just 4.4%, Cedar Hill, for example, had one of the lowest retail vacancy
rates in the entire metropolitan area.
Household 2004 Source: Weitzman Group
Industrial
The Midlothian industrial sector is the strongest sector of the economy. The Rail
Port Park (including American National Power) and the large cement producers
comprise the majority of the industrial base for Midlothian and provide a larger
percentage of property tax base than any other sector of the Midlothian economy.
The reliance on the industrial tax base should be somewhat disconcerting to
Midlothian’s leaders, and begs the issue of further diversifying the economy.
According to the brokerage firm CB Richard Ellis, the Metrowide industrial
vacancy rate in Dallas-Fort Worth was 10.7% at the time of our analysis. In the
older (and increasingly obsolete) Great Southwest industrial park between Grand
Prairie and Arlington, the vacancy rate was above average at 15.1%. In all other
submarkets in the Midlothian vicinity, however, the vacancy rate was below the
Metrowide average.
INDUSTRIAL VACANCY RATE,
YEAR-END 2004
Metrowide
10.7%
Great SW/ Arlington
15.1%
South Dallas
9.3%
South Fort Worth
9.4%
South Stemmons
8.4%
Table 4.6 Industrial Vacancy Rate
Household 2004 Source: Weitzman Group
Population and Employment Forecast
To illustrate how current development pa erns could be expected to affect future
population and employment, updated demographic and employment forecasts
were developed through 2030. Existing figures prepared by the North Central
Texas Council of Governments’ (NCTCOG) were used as the foundation for this
task.
Population
Households
Jobs
2000
7,533*
2,650*
4,032
2005
11,528
4,139
4,878
2010
15,854
5,736
5,477
2015
23,915
8,697
6,870
2020
33,766
12,169
9,282
2025
38,659
13,849
11,993
2030
45,853
16,269
16,303
Table 4.7 North Central Texas Council of Governments Forecast
*NCTCOG estimate adjusted from 2000 Census count. Does not include group quarters.
The resulting trend-line forecasts (described below) were built on the city’s
September 2004 population estimate. This estimate was prepared by city staff
following the spring 2004 annexation of five tracts, totaling approximately 5,000
acres. The population impact of future annexations could not be incorporated
35
into this exercise because specific information was not available on the timing of
these actions or the specific zoning of properties that might be added.
Population
According to city estimates, Midlothian’s population reached 12,125 in 2004, well
above the NCTCOG’s 2005 estimate of 11,528. Furthermore, current development
in the pipeline will increase population to nearly 19,000 by 2008.
To correct for this, the NCTCOG figures for 2000 to 2005 were adjusted to
be er reflect current conditions. Revised projections for subsequent years were
calculated using the NCTCOG ratio of jobs to households. This forecast served
as the “base” case. Under this scenario, current conditions continue without any
significant changes in the market.
Low and high-growth scenarios were calculated by adjusting the growth rates
by 10% in either direction beginning in 2005. These scenarios are predicated on
assumptions about changes in the homebuilding market, such as rising interest
rates and market conditions in the Dallas area. These three scenarios are presented
in the following table.
Base
Low
High
Original
NCTCOG
Forecast
2000
7,650
7,650
7,650
2005
13,609
13,609
13,609
2010
22,289
20,119
24,459
2015
30,787
25,872
36,116
2020
39,103
31,113
48,311
2025
44,770
34,495
57,061
2030
53,101
39,309
70,335
7,533
11,528
15,854
23,915
33,766
38,659
45,853
Table 4.8 Current Conditions Forcast: Population
Sources: NCTCOG, City of Midlothian, TIP Strategies, Inc.
Households
As the table below illustrates, the household forecast for Midlothian is significant.
In the Base Scenario, households are expected to increase from 4,582 in 2005 to
18,841 in 2030. This translates to nearly five times the number of households in
Midlothian by 2030 — a tremendous impact on schools, parks, and roads.
Base
Low
High
Original
NCTCOG
Forecast
2000
2,650
2,650
2,650
2005
4,582
4,582
4,582
2010
7,582
6,832
8,332
2015
10,582
8,859
12,453
2020
13,582
10,743
16,866
2025
15,716
12,009
20,178
2030
18,841
13,800
25,193
2,650
4,139
5,736
8,697
12,169
13,849
16,269
Table 4.9 Current Conditions Forecast: Households
36
Employment
Employment growth is also projected to be very high. As the table below
illustrates, employment increases from 5,400 employees in 2005 to nearly 19,000
in 2030 under the Base Scenario. The High Scenario places employment at nearly
24,700 over the same period.
Diversification of the city’s employment base should be a primary focus. As
discussed earlier, the city needs to further diversify its economy and become less
dependent on its industrial tax base. Increases in retail outlets, and ultimately
retail sales tax revenue, will help the city pay for certain services or community
improvements. But these jobs are generally at the low end of the pay scale.
Professional services (such as law firms, medical and dental offices, architects,
engineers, and real estate brokers) generally expand with residential growth and
offer a higher salary than other service sector work. For this reason, additional
emphasis should be place on fostering growth in the city’s professional services
sector.
Base
Low
High
Original
NCTCOG
Forecast
2000
4,032
4,032
4,032
2005
5,400
5,400
5,400
2010
7,240
6,780
7,700
2015
8,359
7,566
9,188
2020
10,360
8,924
11,936
2025
13,609
11,024
16,617
2030
18,880
14,226
24,661
4,032
4,878
5,477
6,870
9,282
11,993
16,303
Table 4.10 Current Conditions Forecast: Employment
Market Forecast
To illustrate the relationship of population and job growth to the demand for
homes and buildings, the adjusted NCTCOG forecasts were translated into
estimates of housing and commercial facilities.
Residential
The following table illustrates the forecasted residential growth in Midlothian
to 2030. The figures in the table represent residential units. Multifamily units
are expected to grow from 506 to nearly 2,000 by 2030 in the Base Scenario.
Single family growth will continue to increase at a rapid pace and dominate the
residential market. Providing a diverse housing product can be a very effective
recruitment tool. Offering single-family detached, garden homes, townhouses,
duplexes, apartments and condominiums will provide a choice to the diverse
interests of the employees who will be coming with future business prospects.
It is also important to provide lifestyle opportunities from an urban/downtown
neighborhood to rural/ranche e se ings.
37
BASE CASE
Single-family
Multi-family
Other
LOW SCENARIO
Single-family
Multi-family
Other
HIGH SCENARIO
Single-family
Multi-family
Other
2000
2005
2010
2015
2020
2025
2030
1,872
506
272
3,652
645
285
6,202
1,095
285
9,010
1,287
285
11,967
1,330
285
13,888
1,543
285
16,700
1,856
285
1,872
506
272
3,652
645
285
5,565
982
285
7,454
1,112
285
9,289
1,139
285
10,407
1,276
285
11,988
1,470
285
1,872
506
272
3,652
645
285
6,840
1,207
285
10,710
1,473
285
15,104
1,533
285
18,134
1,841
285
22,724
2,307
285
Table 4.11 Current Conditions Forecast: Residential Property (in units)
Sources: TIP Strategies, North Central Texas Council of Governments, U.S. Bureau of the Census,
Texas Comptroller of Public Accounts, Ellis County Appraisal District, City of Midlothian, Midlothian
EDC.
Non-Residential
The table below illustrates the growth in office, retail and industrial space (in
square feet) by 2030. Again, the three Scenarios offer a glimpse at how much
growth Midlothian can experience depending on market conditions and the
choices that Midlothian makes on the types of growth that it would like to
encourage.
1. Office. The office market is forecast to grow significantly. Small-scale office
buildings will continue to be built throughout the City. However, areas
near the airport and near the quarry (possibly adjacent to the George
Bush Parkway extension under consideration) provide some of the best
opportunities for large-scale office development.
Many cities look at their airport as simply a place for commuter air traffic
(or, general aviation). However, Midlothian, like some cities see potential
for increased commercial and office development adjacent to the airport.
An analysis of specific industries that could flourish in or adjacent to the
airport would reveal the commercial potential of the airport and a potential
airport business park.
2. Retail. As new housing subdivisions spring up in and around Midlothian,
it is inevitable that retail will follow. Supermarkets are likely to come first,
followed by ancillary development (e.g., fast food, car washes). Eventually,
as the population reaches a certain threshold, big-box stores will find the
area increasingly a ractive. For the City of Midlothian, this means that the
opportunity to increase the sales tax base is now arising. The question will
be whether these new retail developments locate inside or outside the city
limits. Many retailers wait for investments from companies such as WalMart before they make their own retail investment decisions. Midlothian’s
Wal-Mart is certainly a jump start for additional retail development.
3. Industrial. Land availability, rail access, and significantly improved
highway connections to Fort Worth, Dallas, and D/FW Airport will continue
38
to make Midlothian an increasingly a ractive location for distribution
activities. The activity already created from Target and Toys-R-Us will help
raise the area’s profile among industrial developers, brokers, and investors.
A racting more industrial development to the area will help diversify the
property tax base (and local economy) which is dangerously reliant on a
few large industrial property owners.
2000
2005
BASE CASE
Office
—
286,007
Retail
—
808,514
Industrial
—
2,726,014
LOW SCENARIO
Office
—
286,007
Retail
—
808,514
Industrial
—
2,726,014
HIGH SCENARIO
Office
—
286,007
Retail
—
808,514
Industrial
—
2,726,014
2010
2015
2020
2025
2030
383,436
1,365,661
3,946,227
442,721
1,944,796
4,688,726
548,688
2,545,917
6,015,874
720,803
3,003,452
8,171,463
999,947
3,669,717
11,667,511
359,079
1,226,375
3,641,173
400,718
1,616,425
4,155,000
472,653
1,991,143
5,037,057
583,851
2,259,519
6,390,704
753,431
2,635,447
8,441,336
407,793
1,504,948
4,251,280
486,607
2,302,700
5,251,150
632,196
3,192,384
7,109,078
880,083
3,909,525
10,293,207
1,306,120
4,993,604
15,797,966
Table 4.12 Current Conditions Forecast: Non-Residential Property (in square feet)
Sources: TIP Strategies, North Central Texas Council of Governments, U.S. Bureau of the Census,
Texas Comptroller of Public Accounts, Ellis County Appraisal District, City of Midlothian, Midlothian
EDC.
39
40
5
ALTERNATIVE
SCENARIOS
All communities have varying forms of development pa erns that should
help to differentiate one city from another. During the planning process of the
comprehensive plan the development of alternative scenarios is a specific task used
by planners to help them identify community desires and values. This process
of using alternatives to describe the options that can be used is an important step
in planning communities. Extensive public involvement was utilized during this
process that eventually led to the preferred scenario. The impact of the preferred
scenario follows the discussion of the three alternative scenarios.
The Three Scenarios
During the Midlothian planning process three alternative scenarios were
considered by City staff, City officials, and the citizens of the community. The
three scenarios served as conceptual diagrams depicting notable characteristics of
a particular community form. Each alternative scenario was developed with only
one city form pa ern to accentuate this development pa ern. The fiscal impact
of the land use scenario is described as well as the a ributes and the implications
of this development pa ern. In the real world, cities and towns usually do not
develop with just one pa ern of development; instead, communities draw on
several development pa erns such as those described below.
Planners Discussing the Various
Alternative Scenarios with Midlothian
Citizens During the Second Community
Workshop
Town Center Scenario
As its name implies, the Town Center scenario emphasizes a concentration of
higher density commercial and residential development in a pedestrian-scaled
se ing on the core of Midlothian and surrounding areas serving all of Midlothian
and surrounding communities. For Midlothian’s Town Center scenario, this
concentration of development is characterized by the grouping of the Original
Town Module in the center with the Corporate Module to the west and the New
Town Module to the east. Outside this core area the development pa erns reflect
either the established industrial pa erns inherent along the US 67 corridor or a
broad brush-stroke of either Suburban Module or Country Module residential
living development pa erns.
The fiscal impact of the Town Center scenario includes the following:
1.
2.
3.
4.
5.
6.
Increase in property values near Downtown
Higher retail sales in Downtown
Private sector can support
Light rail impacts (1/2 mile)
Public investment low in dense areas
Urban amenities in rural environment
41
Figure 5.1 Town Center Scenario
By focusing activity in the downtown core, the Town Center scenario rekindles
the traditional small town image within a modern suburb. Within the Metroplex,
this type of buildout could help reinforce Midlothian’s “small town” image and
enhance its visual appeal. This image, coupled with the positive reputation of the
school district, would increase Midlothian’s appeal for families considering the
Dallas-Fort Worth area. This scenario could also appeal to young professionals
who are drawn to a pedestrian-friendly town center offering live/work/play
options.
In addition to enhancing Midlohtian’s image in the region, the Town Center
scenario has important implications for the city’s tax base. From a cost standpoint,
this scenario would be among the most efficient in terms of infrastructure.
Concentrating commercial users means that major investments can be focused on
a single area. This facilitates coordination and timing of infrastructure projects.
The Town Center approach also encourages contiguous or concentric growth
pa erns, making expansion of infrastructure more economical.
42
Section 5: Alternative Scenarios
The Town Center scenario also fully leverages Midlothian’s location at the
intersection of Highways 67 and 287. First, the scenario includes a “New Town”
module that does not appear in either of the other alternatives. This module has
the widest mix of uses – ranging from low-density residential to office and light
industrial uses – all of which are positioned to take advantage of the original
downtown and the pivotal Hwy 67/287 intersection. By providing a transition
between traditional neighboorhood development and more contemporary
pa erns, the “New Town” module provides the greatest range of housing,
employment, and entertainment options.
Second, the positioning of the “Corporate” module in this scenario leverages
the city’s major assets. By placing the module adjacent to the Town Center, the
interesection of two major highways, and the city’s extensive industrial areas, this
scenario maximizes the area’s a ractiveness for office users and industrial users.
Finally, the “Corporate” module has the highest concentration of lodging uses
which gain maximum advantage from a crossroads location. The health of these
establishments is significant from the city’s standpoint, because of the additional
revenue resulting from hotel occupancy tax. This corporate module could become
a major Class A office center a er the new highways are completed.
The Town Center scenario also impacts retail development and sales tax revenues.
Suburban retail developers o en seek open land on the accessible suburban
periphery rather than town centers, which are harder to access and generally
more expensive to develop. By limiting commercial development on the periphery
of the city, this scenario could put smaller downtown retailers at an advantage
versus typical suburban development pa erns. These kinds of retailers, however,
o en generate significantly less in sales tax revenue than the national retailers
that are typical of suburban shopping centers. Overall retail growth would still
be expected under the Town Center scenario, the result of population growth and
the introduction of the “New Town” module. But without an aggressive retail
strategy, one that the Town Center scenario has the potential to create a situation
in which residents look elsewhere (such as neighboring Cedar Hill) for goods and
services.
The concentration of employment-generating uses in the core and the adjacent
industrial areas also offers advantages and disadvantages. From a housing
standpoint, this strategy is most effective when combined with downtown
living. For those living near the town center, the ability to walk to work and
other commercial areas is appealing. Over the long term centralizing activities
in the city center is likely to put more pressure on residential property values in
the core of town rather than those properties on the periphery. Increased traffic
congestion, as residents drive into the core for work and shopping, is another
potential downside to this scenario.
The addition of regional rail service would strengthen this approach. First, the
proposed rail line would provide a direct link with Dallas, making the city more
a ractive for commuters. Second, mass transit is o en a catalyst for investment,
particularly within 1/4-mile of stations. In summary, a successful Town Center
approach could position Midlothian as a community with urban amenities in
rural environment.
Town Center A ributes
The Town Center scenario concentrates most growth and development on the
town core, making this scenario a ractive for certain types of building pa erns.
43
The community’s character will most likely be defined by this central focus.
Listed below are several a ributes that high-light the scenario:
1.
2.
Highest intensity of land uses focused around the old downtown core
Concentrations of retail and employment land uses around the downtown
core
3. Corporate module at crossroads of US 67 and US 287
4. Concentric pa erns of residential development with highest near city
core and lowest at city’s periphery
5. An interconnected city core street network
6. Pedestrian-oriented street network in city core
7. Accommodates transit oriented development
8. The higher density, more intense city core land use types take advantage
of differing transportation options
9. Community’s image defined by a strong downtown core
10. Corporate module encourages responsible development along
escarpment
Town Center Implications
While the Town Center scenario can promote various a ributes that could benefit
the community, this development scenario has certain consequences that will
influence the community’s growth and character. The Town Center implications
are listed below:
1.
2.
3.
4.
5.
6.
7.
8.
Downtown core is the center of activity
Rest of community has limited services and goods nearby
Easy access to goods and services for those living in downtown core
Requires some driving for residents living further out
Take advantage of a major crossroads in North Texas
Neither highway guarantees strong corporate a raction
Commercial and employment cater to those living close to town
Infrastructure is concentric, serving more users close in and fewer
towards the periphery
9. People in the city core will make shorter trips for goods and services,
while those farther out will drive greater distances
10. Less reliant on vehicular movement
Village Scenario
Concentrations of higher density commercial and residential development
in pedestrian scaled villages are located out from core of Midlothian. In the
development scenario, the village functions as a town square or community
village where the highest intensity and density is primarily located in the
planned areas for the neighborhood serving core development. This village
development pa ern serves surrounding lower density residential development.
The development scenario pa ern locates commercial, office, and residential
uses in a pedestrian scaled se ing. What is noteworthy about this scenario’s
development pa ern is that a Corporate Module serves as a gateway to the City’s
east side around the airport. In addition, the downtown area is just one of many
villages that would define Midlothian.
44
The fiscal impact of the Village scenario includes the following:
1.
2.
3.
4.
5.
Increased retail sales throughout City
Less density translates to higher cost per revenue
Increased property values throughout City
Business Park leverages airport asset – higher wage jobs and increased
property values
Neighborhood amenities reduces strain on roads
Figure 5.2 Village Scenario
Distributing work and shopping functions throughout the community would
result in something quite different from the “Town Center” scenario. By dispersing
uses throughout the community, the Villages scenario would have a look and feel
that is more like a suburban community than a small town. Unlike the previous
approach, office parks and shopping centers would be built in peripheral areas
and along high-traffic routes. In this way, Midlothian would be less likely to have
45
a distinct identity or image than under the first scenario.
From an infrastructure standpoint, this approach would be somewhat less
efficient. Dispersed commercial uses would require a greater investment in the
existing road network to facilitate the movement of traffic between the individual
nodes and the residential areas. Separation of the “Corporate” module from the
current industrial area could also create additional costs for major infrastructure
projects. The concentration of very low residential uses under this scenario and
the “Town Center” scenario described previously provides some efficiencies
over the “Town and Country” scenario (next page) in terms of the provision of
services.
Apart from the infrastructure issue raised above, the placement of the “Corporate”
module in this scenario presents some advantages. By positioning the module
as a business park serving the airport, the Villages scenario allows the city to
make be er use of this important asset. Leveraging the airport would provide an
opportunity to a ract higher wage jobs and further diversify the city’s industrial
base away from heavy industry. On the other hand, moving these uses away
from the intersection of Highways 67 and 287 could diminish the appeal for some
office and light industrial uses.
Unlike the “Town Center” scenario, which concentrates retail in the city’s core, the
“Villages” scenario would create a number of smaller centers spread throughout
the city. This approach presents some advantages from a retail perspective. First,
the positioning of the “Village” modules creates the potential for a variety of
retail locations, including greater access to existing commercial uses on Highway
287. This variety of offerings increases the likelihood of a racting additional
retailers to the area and could enable the city to capture more retail dollars
locally. Another advantage to the “Villages” approach is that it encourages
the development of neighborhood-serving retail. If done correctly, with good
design standards and with consideration given to surrounding uses, this can
be a desirable amenity, resulting in increased property values for surrounding
residential uses. Neighborhood amenities also reduce the strain on area roads,
as residents are able to obtain goods and services within easy reach of their
homes. The addition of office and other uses to the “Village” modules presents
the possibility of employment opportunities reducing driving times and helping
to limit traffic congestion.
Village A ributes
The Village scenario can help to set the tone and qualities that relate to the
surrounding built landscape.
These a ributes are listed below:
1.
2.
3.
4.
5.
6.
7.
46
Most intense land uses are dispersed throughout the community
Corporate Module takes advantage of airport
Residential Modules are more continuously dispersed
Tends to be auto-oriented
Commercial uses are focused at intersections
Community’s image is defined by consistent development pa erns
Corporate Module defines Midlothian’s image on the east side of town
next to airport
Village Implications
Along with the many a ributes associated with the Village scenario, these are
several implications tied to this pa ern of development.
The implications for the Village scenario are listed below:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Employment and retail land uses are dispersed throughout community
A ractive amenity to some corporate users
Buffers airport on the west side
Could be years or even decades before it a racts corporate users
Infrastructure more evenly distributed
Land development and city services are spread in a consistent manner
Requires more extensive road network and road building
Typical suburban development pa ern
Take advantage of existing airport
Take advantage of existing corporate citizen’s investment (Ennis Business
Forms)
Town and Country Scenario
The Town and Country scenario focuses on development pa erns of lower density
residential and commercial activities contained within a rural character. Most of
Midlothian is a residential mix of Suburban and Estate Modules. Some have
a centrally focused Village Module, divided by Rural Modules usually located
along creek corridors and ridges but also highly concentrated in the southern
portion of the City. Major thoroughfares that link one residential module to
another usually pass through these rural areas giving the impression of moving
from one town area to another via the countryside. Most development pa erns
along US 67 corridor reflect established industrial pa erns inherent along this
highway corridor. The one exception in this scenario is the Corporate Module
gateway located in the northern section of Midlothian along either side of US 67.
The Town and Country scenario combines some of the best elements of the
“Village” and “Town Center” scenarios. Like the “Villages” scenario, the “Town
and Country” approach disperses and separates land uses throughout the
community. The difference is that, like the “Town Center” scenario, the core of
downtown would still receive fairly strong emphasis. Residential areas would
be developed in clusters, each with its own distinct commercial center, thereby
creating strong neighborhood identities. These residential clusters would be
separated by more rural uses that preserve the city’s waterways and natural
corridors with lower intensity development.
47
Figure 5.3 Town and Country Scenario
Infrastructure considerations would mirror those of the “Village” in terms
of dispersal of investment. Costs and timing of investment may be more
problematic, however given the wide variation in the intensity of uses. Under
this scenario, the high-density uses allowed under the “Village” module (10 to
20 or more dwelling units per acre) would be sca ered among very low density
residential uses proscribed by the “Rural” module (with homesites ranging
from 1 to 10 acres).
Another potential disadvantage is that the inclusion of “Rural” and “Suburban”
modules to the west of the “Original Town” does not take full advantage of
the Highway 287/67 interchange. First, it supercedes the opportunity to place
higher value non-residential property at that location, such as the “Corporate”
or “Village” modules found in the other scenarios. Second, the proximity of
relatively low-density residential uses to the existing and planned industrial
48
uses would reduce the value of homes or apartments in the area.
The placement of the “Corporate” module under this scenario does present a
distinct advantage in terms of the “gateway” it creates coming from downtown
Dallas. The mix of uses of this module could convey more of a corporate image
than that provided by existing and planned industrial uses. As a result, higher
profile uses, such as small headquarters operations, could be a racted to the
site. In the preferred scenario, the corporate development was relocated to the
287 corridor to due to land availability in the next 20 years.
Retail considerations are similar to those described under the “Villages”
scenario, with one critical exception. The “Town and Country” scenario does
not provide additional retail opportunities along Highway 287. Instead, this
scenario locates very low density residential areas along this key route. While
this approach would help reinforce Midlothian’s rural image, it would take
some of the city’s most visible commercial property out of development.
Town and Country A ributes
The appeal to the Town and Country scenario plays to the human desire for
identifiable communities associated with creeks, open space, and rural character.
Most communities across the nation link their a ractive quality of life to the
acreage, accessibility, and connectivity associated with their creeks and green space.
Listed below are the a ributes associated with Town and Country:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Intensity of land uses are dispersed throughout community with a
heightened focus on downtown core
Employment and retail land uses have a heighten focus along US 67,
but also dispersed throughout community
Takes advantage of US 67 and Outer Loop 9 (Corporate Module) and
has potential for adaptive reuse of industrial land
Pods or clusters of lower density residential development that are
focused around Village Modules where higher density development
takes place
Rural Modules create a network of open space throughout the
community
Commercial uses are focused at intersections
Community’s image defined by a rural character
Corporate Module defines Midlothian’s image on the north side
Protection of the waterway system
Town and Country Implications
The a ributes associated with the Town and Country scenario make this
an a ractive option as a community development choice; still, thee are
certain consequences associated with the Town and Country scenario.
Implications associated with the Town and Country scenario include the
following:
1.
2.
Downtown core is still important, just not as important as in Town
Center
Community’s image through its downtown core is slightly diluted
49
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Continuation of the commercial concentration of developments along
US 67
For be er or for worse, cluster could take on their own identity
Sustainability of residential clusters and village modules are dependent
on their size and density
Creates a community character defined by broad open areas
Requires more extensive road network and road building
Ease of accessibility
Typical suburban development pa ern
Allows for a more pedestrian-oriented community
Infrastructure network not as efficient, which could add cost
Strong ‘rural character’
Creates a corporate image of Midlothian coming from downtown
Dallas
Respects ‘natural systems’
Impacts some major employers and land owners
Could be years or even decades before becoming reality
Open space doesn’t mean public ownership
Caters to an auto-oriented culture
Some ‘already developed’ area would have to be reconfigured
Challenge in defining what is ‘rural character’
Flies in the face of market forces desire to be close to a water feature as a
personal amenity
Dra Preferred Scenario
The three scenarios were presented to the steering commi ee, the elected officials,
and the citizens of Midlothian. From the input received a dra preferred scenario
was chosen. The decision to go with the dra preferred scenario allowed planners
to move forward with work on the elements that would drive the comprehensive
plan. As work on the elements proceeded, minor changes to the dra preferred
scenario were made that eventually became the City preferred scenario.
The preferred plan contains certain aspects of each of the three alternative
scenarios. What is notable about the preferred plan is the following:
50
1.
The downtown core is emphasized by maintaining and enhancing the
Original Town Module and an adjacent New Town Module along with
a Transit Village Module where the two rail lines cross at the edge of
downtown,
2.
The location of the Corporate Module on the east side of Midlothian
surrounding the airport,
3.
The location of the Regional Module west of downtown and where US 67
and 287 cross,
4.
Two additional Transit Village Modules – one on the north side of
Midlothian where US 67 crosses the future Outer Loop 9 and the other
on the southwest side of the City along US 67,
5.
Maintaining the industrial characteristics along US 67 through the
Industrial Module,
6.
Protecting the rural character of Midlothian along some of the City’s
creeks and on the south side of the community,
7.
Incorporating the Village Modules with Suburban and Estate Modules
throughout the City,
8.
Two additional Corporate Modules – one just north of the downtown
area and the second in proximity to Railport.
Figure 5.4 Preferred Scenario
Impacts of Preferred Scenario
Using the results of the scenario modeling described in Section 5, a “preferred”
development scenario was developed (see map, page xx). A fiscal impact analysis
was prepared in order to help city leaders be er understand the implications
of this development pa ern. The work began with basic information regarding
land use allocation (in acres) for each module. These gross acreage figures
were adjusted to “buildable” acreage (i.e., ne ing out the approximate
requirements for streets, utilities, etc.), and this formed the basis for the
51
analysis. Other key assumptions are included as an appendix to this document.
MODULE
Corporate
Country
Industrial
New Town
Original
Town
Regional
Rural
Suburban
Transit
Village
Totals
NET
ACRES(1)
1,817
11,115
10,194
776
HOUSING
UNITS
Multi
Single
Family Family
2,725
0
0 10,837
0
0
1,747
1,242
NONRESIDENTIAL
CONSTRUCTION (SF)
Office
Industrial
Retail
2,374,351
2,420,847
4,440,506
591,735
791,450
0
15,541,772
0
791,450
2,420,847
2,220,253
760,803
248
497
447
162,305
0
324,609
798
10,067
8,816
244
540
44,615
0
0
6,612
1,400
1,215
14,196
0
2,126
20,056
85
0
34,793
695,401
0
1,920,091
344,758
235,224
13,185,218
434,625
0
0
0
0
16,767,848
695,401
0
1,920,091
477,358
1,881,792
11,492,604
Source: TIP Strategies calculations based on information received from HNTB. (1)Net acreage was
derived using a 25% gross-to-net ratio for single family residential uses and 40% for multi-family and
mixed use areas.
Table 5.1 Summary of Preferred Scenario by Module
Our analysis was confined to calculation of the scenario’s direct economic impact
in terms of property taxes and retail sales taxes at buildout. This analysis was
performed by extrapolating from the land use allocations for the preferred
scenario. These allocations were applied to net acreage in order to calculate the
volume of improvements that would exist at full buildout. The expected property
and retail sales taxes generated by these improvements were then calculated.
Property Tax Impacts
We began by developing estimates of the value of real and personal property
added to the tax base under the preferred scenario. In order to accomplish
this task, we made a number of assumptions regarding the value of the future
improvements. These are detailed by property type:
Single-family residential: Using the most recent median home value in
Midlothian, we made adjustments to this value based on zoning categories
by lot size. For our estimates, homes in areas zoned for larger lots ranged
up to 15% above the median price while homes in areas zoned for smaller
lots ranged to no more than 15% below the median.
Multi-family residential: In areas zoned for multi-family development,
we applied the most recent average sales price per apartment unit in the
Dallas-Fort Worth area, as published by Hendricks & Partners, a property
broker specializing in the sale of apartment properties.
There was one exception to this application. In the case of properties zoned as
mixed-use, we based our values on the price per square foot rather than the price
per unit. For the multi-family residential portion of these mixed-use projects, we
used the most recently published value per square foot for Class B apartments
in Dallas-Fort Worth as published by the National Real Estate Index (NREI). In
addition, we assumed the Mixed Use zoning category to have a residential density
equivalent to the Residential Multifamily Urban Density land-use option.
52
Non-residential property: For remaining non-residential property types,
we selected the most recent average sales prices per square foot in DallasFort Worth from NREI. Because most of the Class A growth in the DallasFort Worth area is to the north, we made some downward adjustments to
NREI’s average sale prices per square foot to reflect the lower prices seen
in most southside developments. These included: suburban offices (25%
downward adjustment), warehouses/industrial facilities (reduced 10%),
and retail properties (reduced 25%).
Also, for property types in which data were not readily available, the following
assumptions or calculations were used:
The price per SF for mixed-use projects is calculated as a weighted average of
the following land-use categories: Residential Multi-family Urban Density (25%),
Office Urban (25%), and Retail Urban, (50%);
The price per SF for the Flex/Office/Warehouse land-use type and the Regional
Employment Center land-use type are unweighted averages of Office Regional
(50%) and Light Industrial (50%);
Lodging property values are usually quoted in value per roomkey rather than
value per square foot, but for our calculations, we needed to substitute a per-SF
price. As a proxy, we took an unweighted average of Regional Office (50%) and
Regional Retail (50%) to obtain a rough estimate of the value of lodging per SF.
The Entertainment land-use type is calculated the same as for the Lodging landuse type.
Personal property: Ratios of real-to-personal property by land-use type
were used to calculate the tax base for business personal property. Formal
ratios of this type do not exist. For this analysis, we estimated these ratios
based on a review of tax records for existing property assessments as
provided by the Ellis County Appraisal District.
Module
Corporate
Country
Industrial
New Town
Original Town
Regional
Rural
Suburban
Transit
Village
Totals
Real Property
$690,404,119
$1,860,527,457
$1,645,386,629
$410,063,274
$138,292,254
$266,381,222
$272,529,620
$2,948,972,509
$180,488,803
$329,254,539
$8,742,300,425
Personal Property
$168,522,386
$204,999,745
$760,980,981
$68,340,570
$25,829,457
$96,017,179
$0
$162,595,229
$35,949,466
$120,933,624
$1,644,168,636
Total Real and
Personal Property
Added to Tax Base
$858,926,505
$2,065,527,202
$2,406,367,610
$478,403,844
$164,121,711
$362,398,401
$272,529,620
$3,111,567,738
$216,438,269
$450,188,163
$10,386,469,061
Sources: HNTB; TIP Strategies; City of Midlothian; National Real Estate Index; Ellis County
Appraisal District
Table 5.2 Projected Additions to the Property Tax Base at Build-Out by Module
To arrive at an estimate of tax revenues that would accrue to the city, we applied
the city’s 2005 property tax rate ($0.640380 per $100 of assessed value) to the
expected real and personal property values. The results of these calculations are
53
presented below.
Module
Corporate
Country
Industrial
New Town
Original Town
Regional
Rural
Suburban
Transit
Village
Totals
Real Property
$4,421,210
$11,914,446
$10,536,727
$2,625,963
$885,596
$1,705,852
$1,745,225
$18,884,630
$1,155,814
$2,108,480
$55,983,943
Personal
Property
$1,079,184
$1,312,777
$4,873,170
$437,639
$165,407
$614,875
$0
$1,041,227
$230,213
$774,435
$10,528,927
Total Tax
Revenues from
Real and Personal
Property
$5,500,394
$13,227,223
$15,409,897
$3,063,602
$1,051,003
$2,320,727
$1,745,225
$19,925,857
$1,386,027
$2,882,915
$66,512,870
Sources: HNTB; TIP Strategies; City of Midlothian; National Real Estate Index; Ellis County
Appraisal District
Table 5.3 Projected Property Tax Revenues at Build-Out by Module
Sales Taxes
To estimate capacity for retail sales tax generation, we began with published
averages of retail sales per square foot by retail format in the southern U.S. from
the Urban Land Institute. These averages (provided in Appendix B) were used to
develop an estimate of total retail sales that would be generated at full build-out
by module, as well as an estimate of taxable sales per acre. The taxable share of
gross retail sales was calculated from actual sales data in the City of Midlothian
as obtained from the Texas Comptroller of Public Accounts. Finally, the city’s
total sales tax rate (2.0%) was applied to arrive at an estimate of sales tax revenue
that would accrue to the city.
Module
Corporate
Country
Industrial
New Town
Original Town
Regional
Rural
Suburban
Transit
Village
Totals
Estimate
Amount Subject
to Sales Tax
Estimated
Retail Sales Tax
$44,267,282
$171,786,692
$157,552,275
$48,159,947
$20,931,251
$35,515,393
$0
$136,252,348
$31,811,786
$112,745,709
$759,022,684
$885,346
$3,435,734
$3,151,046
$963,199
$418,625
$710,308
$0
$2,725,047
$636,236
$2,254,914
$15,180,454
Average Taxable
Sales per Acre
$24,364
$15,455
$15,455
$62,042
$84,264
$44,494
$0
$15,455
$130,630
$208,788
Sources: HNTB; TIP Strategies; City of Midlothian; Urban Land Institute; Texas Comptroller of Public
Accounts
Table 5.4 Projected Sales Tax Impacts at Build-Out by Module
54
A summary of projected tax revenues generated for the City of Midlothian at full
build-out under the “preferred scenario” is provided below.
Estimated Tax Revenues Generated from:
Real
Personal
Taxable
Property
Property
Sales
Module
Corporate
Country
Industrial
New Town
Original Town
Regional
Rural
Suburban
Transit
Village
Totals
$4,421,210
$11,914,446
$10,536,727
$2,625,963
$885,596
$1,705,852
$1,745,225
$18,884,630
$1,155,814
$2,108,480
$55,983,943
$1,079,184
$1,312,777
$4,873,170
$437,639
$165,407
$614,875
$0
$1,041,227
$230,213
$774,435
$10,528,927
$885,346
$3,435,734
$3,151,046
$963,199
$418,625
$710,308
$0
$2,725,047
$636,236
$2,254,914
$15,180,454
Total Tax
Revenues
$6,385,739
$16,662,957
$18,560,942
$4,026,801
$1,469,628
$3,031,035
$1,745,225
$22,650,904
$2,022,263
$5,137,829
$81,693,324
Sources: HNTB; TIP Strategies; City of Midlothian; Urban Land Institute; Texas Comptroller of Public
Accounts; National Real Estate Index; Ellis County Appraisal District
Table 5.5 Summary of Projected Tax Revenues at Build-Out by Module
Population Impacts
One of the most significant impacts of resulting from the preferred land use scenario
is the projected increase to the city’s population. Our impact analysis found that the
city’s population would grow to slightly less than 125,000 people at full build-out
under the chosen scenario. While this represents a significantly higher density than
the city’s existing development pa erns — at 198 people per square mile, Midlothian
is one of the least dense cities in the entire state — it is significantly lower than that
set out by other recent Metroplex-area community comprehensive plans (below).
2000 Census
Population
Land
Area
(miles2)
Population
Density
per Square
Mile
Maximum
Anticipated
Population
Land
Area
(miles2)
Population
Density per
Square Mile
44,503
20,208
28,031
54,369
2,644
7,480
20.23
11.45
36.48
58.03
8.81
37.71
2,200
1,765
769
937
300
198
81,000
47,875
134,180
250,000
20,217
124,418
18.8
12.1
36.6
113.8
9.6
94.1
4,309
3,957
3,666
2,197
2,106
1,322
City
Rowlett
Benbrook
Mansfield
McKinney
Fairview
Midlothian
Build-out of Preferred
Comprehensive Plan Scenario
Sources: U.S. Census Bureau; HNTB; TIP Strategies
Table 5.6 Impact of Comprehensive Plan Build-Out Scenarios in Selected Metroplex Cities
The estimate of population generated at build-out of the preferred scenario should
not be confused with the trend-line population projections described earlier. The
adjusted NCTCOG forecast, which put the city’s population at 70,335 by 2030 under
the “high” growth scenario, was intended to illustrate the city’s population growth
55
given historical development pa erns. By contrast, the estimate of build-out
population is developed based on specific land use pa erns in a set geographic
area.
Trend-line projections differ from estimates of build-out population in a number
of other important ways. First, they are based on assumptions about population
growth under current conditions, which o en differ significantly from future
conditions. This is certainly the case with the preferred scenario, which includes
significant increases in land area and the introduction of denser land use types.
Second, trend-line projections are tied to a certain point in time (in this case,
2030). By contrast, full build-out of a specific land use scenario is dependent upon
a variety of factors, most notably market demand. As such, full build-out may not
be achieved until many years a er 2030.
We began with basic information regarding gross acreage and land use allocation
by module. These figures were adjusted to approximate net (buildable) acreage
and formed the basis for our analysis (below).
Gross
Acres
Module
Corporate
Country
Industrial
New Town
Original Town
Regional
Rural
Suburban
Transit
Village
Total
Net
Acres(1)
2,472
14,820
13,592
1,125
414
1,086
13,422
12,118
382
800
60,231
1,817
11,115
10,194
776
248
798
10,067
8,816
244
540
44,615
Source: TIP Strategies calculations based on information received from HNTB.
(1)Net acreage was derived using a 25% gross-to-net ratio for single family residential uses and
40% for multi-family and mixed use areas. This adjustment reflects the fact that some land will be
devoted to roads, utilities, right-of-way, etc.
Table 5.7 Preffered Scenario Acreage by Module
We then used the following approach to estimate the population that would be
generated by full build-out of the preferred land use scenario:
1.
Calculate the amount of land dedicated to residential uses based on land
use allocation for each module (below).
Percent of Module Devoted to Residential-Related Uses
Module
Agriculture
Corporate
—
Country
—
New Town
—
Original Town —
Rural
40%
Suburban
—
Transit
—
56
Estate
Large
Lot
—
45%
—
—
25%
—
—
—
—
—
—
30%
—
—
SF
SF
Very
Low
Low
Density
Density
—
30%
—
—
—
25%
—
—
10%
30%
25%
—
40%
—
SF
MF
MF
Medium Suburban Urban
Density
Density Density
—
—
10%
15%
—
10%
5%
10%
—
5%
10%
—
5%
10%
—
—
5%
—
—
—
15%
Mixed
Use
—
—
10%
10%
—
—
25%
Percent of Module Devoted to Residential-Related Uses
Module
Village
Agriculture
Estate
Large
Lot
—
—
—
SF
SF
Very
Low
Low
Density
Density
—
SF
MF
MF
Medium Suburban Urban
Density
Density Density
—
—
5%
5%
Mixed
Use
10%
Source: HNTB. Excludes “Industrial” and “Regional” modules, which had no residential component.
Table 5.8 Allocation of Land to Residential-Related Uses by Module
2.
Calculate the number of dwelling units that would be generated by each
module. The table below contains the assumptions that were used for
each residential land use type.
Single Family Uses
Agriculture
Estate
Large Lot
SF Very Low
Density
SF Low Density
SF Medium
Density
Multi-Family Uses
MF Suburban
Density
MF Urban Density
Mixed Use
Density
Range
Dwelling
Units/Acre
(Assumed
mid-point)
Average
Number of
Persons/
Household
>10 acres
1-2.99 acres
3-9.99 acres
0.10
0.50
0.15
2.50
2.81
2.70
1-1.99 DUs/acre
1.50
2.81
2-3.99 DUs/acre
3.00
2.81
4-9.99 DUs/acre
7.00
2.81
10-19.99 DUs/acre
15.00
2.00
>20 DUs/acre
Assumed 25% of acreage
as MF and used MF Urban
Density range
20.00
1.50
20.00
1.50
Source: Density ranges and average people/ HH provided by HNTB; DU/Acre midpoints calculated
by TIP Strategies
Table 5.9 Density and Population Assumptions by Land Use Type
3.
Estimate the number of people per household based on assumed density
levels for each module (above). The results of these calculations are
provided in the following table.
Module
Net Acres
Allocated
To
Residential
Single-Family
Units
Multi-Family
Population
Units
Population
Total
Units
Population
Suburban
Country
New
Town
Rural
Corporate
7,053
9,448
20,056
10,837
56,357
30,452
6,612
0
13,224
0
26,668
10,837
69,581
30,452
408
1,242
3,490
1,747
2,911
2,989
6,401
9,563
182
2,126
0
5,797
0
0
2,725
0
5,451
2,126
2,725
5,797
5,451
Transit
Original
Town
Village
Industrial
88
85
240
1,400
2,283
1,485
2,523
130
447
1,256
497
932
944
2,188
68
0
0
0
0
0
1,215
0
2,025
0
1,215
0
2,025
0
57
Module
Regional
Total
Single-Family
Net Acres
Allocated
To
Residential
0
26,939
Units
0
34,793
Multi-Family
Population
0
97,593
Units
0
14,196
Population
0
26,825
Total
Units
Population
0
48,989
0
124,418
Source: TIP Strategies calculations based on information provided by HNTB
Table 5.10 Estimated Population at Build-Out (Ranked by Total Population Generated)
Population Comparisons
The preferred land use scenario represents a substantial increase in population
for the city. In part, this is due to the dramatic increase in land area. According
to the U.S. Census Bureau, the total land area of the City of Midlothian was 37.71
square miles in 2000. The preferred scenario raises that figure to 94.1 square miles,
a level two and one-half times the original land area. Cities with a similar land
area in 2000 (and their 2000 population) included: Arlington (332,969), Amarillo
(173,969), and Beaumont (113,866). Additional information is provided as Table
B-4 in the appendices of this report.
The preferred land use scenario also includes a number of development types
(mixed-use and transit-oriented development) that currently do not exist in the
city. These modules introduced additional housing in the existing city limits. As
a result, the level of multi-family development is also significantly higher in the
preferred scenario than is reflected in current pa erns. At the time of the 2000
Census, Midlothian’s distribution of housing units was 80 percent single-family
and 20 percent multi-family; the preferred land use scenario results in a 71/29
percent ratio.
However, by far the biggest increase in population is a ributable to the large
amount of land devoted to single-family development. Two modules, Suburban
and Country, generated 16,500 acres—slightly more than 25 square miles—of
residential land. This figure represents slightly more than 60 percent of the net
acres allocated to residential, but generates roughly 80 percent of the build-out
population (or 100,033 people). While these modules are comprised primarily of
low density uses (see below), they represent a significantly denser pa ern than
the city’s 2000 Census population density of 198 people per square mile.
Land Use Type (Proposed Density)
Residential - Estate (1-2.99 acres)
Residential - Single Family (1-1.99 DUs/acre)
Residential - Single Family (2-3.99 DUs/acre)
Residential - Medium Density (4-9.99 DUs/acre)
Residential - Attached (10-19.99 DUs/acre)
Office - Neighborhood
Retail - Neighborhood
Parks, Schools, Churches, etc.
Total
Suburban
Module
Country
Module
—
25%
40%
10%
5%
5%
5%
10%
100%
45%
30%
10%
—
—
5%
5%
5%
100%
Source: HNTB
58
6
LAND USE
The land use pa erns within a community tend to reflect that community’s social,
economic, and physical characteristics. These land use pa erns are affected by
the decisions of individuals, private groups, and public bodies. These include
property owners, real estate investors and developers, local residents, city council,
city staff, local boards and commissions, school districts, county government,
water districts, utility providers, and even state legislators. Land use also affects
many decisions facing the community such as the locations of new homes,
businesses, roadways, and schools; providing for appropriate utilities; and the
projection of accurate fiscal information in order to provide for the needs of the
existing and future community.
Future Land Use
This section of the Comprehensive Plan serves as the basis by which the City of
Midlothian will make land use decisions. The land use section will serve as a guide
to the city’s decision-makers – Midlothian’s City Council, the Planning & Zoning
Commission, and city staff. This section will also inform and guide others that
have a vested interest in the city’s land use make-up – investors, property owners,
the business community, and the citizens of Midlothian. This element also serves
as the basis for many other plans - water & sewer master plans, thoroughfare
plan, parks plan, etc. The land use element serves as the foundation for zoning
and subdivision regulations, as well as the Capital Improvements Program (CIP).
Because this plan affects so many other plans, changes to it need to be carefully
considered.
The pa ern of land uses proposed by this element is consistent with the goals
and objectives of the comprehensive plan and is intended to lead to the type
of community desired by the citizens. In developing the element, the goals and
objectives had to be balanced and compromises had to be made where one goal
conflicted with another. For example, some land uses conflict with one another
if in close proximity, yet without both of them, the city’s tax base is unbalanced.
Weighing the goals to find a balance through compromise and creative solutions
will be the key when making decisions based on the various plans which make
up this element.
The land use element is comprised of text as well as a future land use plan map,
which graphically illustrate the concepts of the plan. These include the sector
map and the future land uses plan element. The future land use plan element
includes the future land use plan, definitions, the land use table, the locational
criteria, etc. Caution should be used so as not to rely too heavily on any one
component of the plan.
Existing Land Use
Like the entire comprehensive plan, the planning area for the land use element
includes the city limits and the city’s Extra-Territorial Jurisdiction or ETJ. Though
the city’s zoning authority extends only to the city limits, many decisions the
city makes affect land use throughout the entire area. These decisions include
the approval of subdivisions, the construction of public infrastructure, and the
expansion of the city limits.
59
Goals and Objectives
The Midlothian Comprehensive Plan includes 34 goals and 127 objectives. The
land use element of the plan is affected by 18 goals and 32 objectives that are
listed below.
Goals and Objectives – Land Use
Goal 1: Use the Comprehensive Plan’s Future Land Use Plan to graphically depict the
city’s community form and character.
Objective 1A: Develop a future land use plan that is sensitive to the natural features
found in Midlothian, including the escarpment, wooded areas, creeks and
smaller streams, wetlands, recharge zones, ridgelines, and soil conditions.
Objective 1B: Ensure that the greatest community value is realized along major
transportation corridors.
Objective 1C: Develop a future land use plan where adjoining land uses are
compatible.
Objective 1D: Locate utility corridors to avoid residential neighborhoods and prevent
any negative impact on recognized visual assets in Midlothian.
Objective 5B: Establish street design standards that meet state and federal levels of
service for safety, accessibility, and movement, but also incorporate design
features that correspond to desired land use and community values.
Goal 6: A family-friendly, school-centered community.
Objective 6A: Work with the Midlothian Independent School District to identify and
preserve future school sites.
Objective 6B: Establish residential development guidelines, trails, and parks and
open space plans focused around a primary elementary school.
Objective 7A: Develop a future land use plan that reflects community values, provides
convenient community services, and encourages compatible adjacent land
uses
Objective 7B: Conduct and economic development and fiscal impact study of
Objective 7C: Identify opportunity areas where land uses can be adjusted to reflect
a be er balance of land uses based on the economic development and fiscal
impact study.
Goal 8: Ensure the preservation of historic Midlothian.
Objective 8C: Incorporate Midlothian’s historic farms, ranches, trails, and natural
features into the City’s parks, open space, and trails program.
Goal 12: Take advantage of Midlothian’s regional location to spur economic growth.
Objective 12D: Identify locations in Midlothian that would be a ractive as a corporate
park for northern Ellis County.
Goal 13: Encourage sustainable economic growth for Midlothian where local residents
can work and shop in the community.
Objective 13A: Identify regional transit station alternatives for further consideration
as sustainable transit villages.
Objective 13B: Encourage mixed-use development pa erns in the downtown
commercial area and outlying commercial villages.
Objective 13C: Increase opportunity for Midlothian residents to have access to retail
and professional services in nearby neighborhoods in the city.
Objective 14A: Locate major City and County offices and courts in downtown.
Goal15: Economic development should be balanced between employment and retail
opportunities for the community.
Objective 15A: Provide dining, shopping, and entertainment choices in Midlothian
for residents, workers, and visitors.
Objective 15B: Develop aviation-compatible land uses around Mid-Way Regional
Airport that would spur employment growth.
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Section 6: Land-Use
Objective 15C: Identify and preserve for retail development locations in Midlothian
that would be a ractive as regional centers for shopping.
Goal 16: City’s fiscal policy should be balanced between housing, employment, and
retail.
Objective 16A: Conduct a fiscal analysis to determine the optimum balance between,
housing, employment, and retail that will provide long-range benefits to the
City’s fiscal structure.
Objective 16C: Maintain and enhance the City’s non-residential tax base.
Goal 19: Develop a network of trails that links together key employment, schools, retail,
historic sites, public gathering spaces, and residential areas by incorporating
existing and future parks and open space, floodplains, and right-of-ways.
Objective 19A: Identify opportunities for trail development based on existing parks,
right-of-way, historic sites, floodplains, ridge lines, and escarpment.
Goal 20: Provide a parks and open space system that meets the recreational needs of all
residents.
Objective 20A: Conduct a study of the economic benefits to Midlothian provided by
a city-wide parks and open space system, identifying the groups and land
uses that would benefit from such a system.
Objective 20C: Develop a parks and open space system that coordinates with the
City’s future land use plan.
Goal 22: Foster and partner with the Midlothian Independent School District future
active recreational facilities.
Objective 22A: Identify locations for active recreational facilities in proximity to
Midlothian Independent School District campuses that do not negatively
impact residential neighborhoods due to traffic congestion, noise pollution,
and light pollution.
Goal: 23: Provide a transportation system that will effectively serve the existing and
projected mobility needs of the community in a safe, fiscal, and efficient
manner.
Objective 23C: Develop a transportation system that reinforces the future land use
plan.
Goal 27: Provide a convenient, safe, a ractive, accessible and interconnected trail and
sidewalk system within the city.
Objective 27B: Identify non-motorized transportation and open space corridors that
link residential areas and commercial areas.
Goal 28: Protect the environmental resources of the community as they provide longterm assets for the citizens.
Objective 28A: Identify and prioritize the acquisition of key environmental sites by
the city, county, state, and private organizations
Goal 29: Development of the community should incorporate and enhance the
environmental resources and heritage of the area.
Objective 29A: Develop a network of greenways that will bring the community
together following the area’s natural features.
Goal 30: Continue to enhance cooperation between the City of Midlothian and the
Midlothian Independent School District, the Chamber, 4-A, and 4-B boards.
Objective 30A: Take advantage of sharing investments, facilities, and information
in planning the location of school sites and planning the location of City
facilities (parks, trails, libraries, recreation centers, etc.).
Existing Land Use
Despite its strong growth, the City of Midlothian is still dominated by vacant
or agricultural land. Much of this vacant or agricultural land is located in the
southern crescent of the city’s ETJ with smaller portions in the northwestern
section. Sca ered within the vacant or agricultural land are large-lot residential
uses. Most of the large-lot residential development is away from the central
portion of the city and the highway network that crosses the community. Largelot residential development is most notable in the northeast quadrant or the
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south-southeast of the central portion of Midlothian.
The central portion of Midlothian is also known as Original Town. As the name
implies, this is the first part of Midlothian to be developed. Within its grid street
pa ern is the downtown and older residential districts to the west and east.
Original Town is the location where two railroads cross and where two regional
highways intersect. The land use pa erns of one of the highways – US 67 – is
dominated by heavy industrial activities, notably the production of cement, and
land set aside for future extraction. Within this highway corridor is an autopark
within a foreign trade zone. The other notable land use is Mid-Way Regional
Airport on the eastern edge of Midlothian. This airport is currently surrounded
by vacant or agricultural land.
Midlothian Open Air Pavilion
Future Land Use System
The future land uses system is a major component of the comprehensive plan. It
is comprised of maps and text indicating the desired use of land. The use of land
is a significant part of the community’s vision for the future. It is from this plan
that other future plans are based and decisions are made. From the thoroughfare
plan to the water and sewer master plan all are developed from assumptions
based upon the type, location, and intensity of development indicated by the
future land use system. The future land use plan should be referenced when
considering development proposals and the location of public facilities.
Future Land Use Plan
The future land use plan breaks the City and ETJ into land use modules. It should
be noted that the colors shown on the map do not correspond to a particular
zoning district and each color designation or module may allow for a range of
uses. Each module is characterized by one of ten dominant or primary land use
types indicated by a particular color (Suburban Module – yellow; Industrial
Module - purple, etc.). Within each module a variety of land uses are allowed
based on its land use mix and locational criteria, which are included as part of the
supporting text. This map should be used in conjunction with the accompanying
text, including flexibility factor and locational criteria to assess the types of land
uses to be allowed in a particular area. A generalized alignment of major roadways
is shown on this map to serve as a point of reference. Refer to the transportation
element and thoroughfare plan for information about the location and size of
roadways. An examination of the open space and trails plan and urban design
element should also occur when utilizing this map.
Housing Construction
The boundaries of the modules were determined by natural and man made
features such as rivers, creeks, roadways, zoning and existing land uses. The size
of the modules was determined based on the above features, infrastructure/service
needs (in the case of Suburban Modules the ability to support one elementary
school), and the ability to absorb that particular land use types mix of uses.
Supporting Text
In order to utilize the future land use plan and the future land use plan modules,
the supporting text must be taken into consideration. The supporting text includes
the individual module sections, the locational criteria, and the module tables. To
some degree this entire chapter should also be referenced.
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Section 6: Land-Use
The module descriptions include an introduction and a definition of each of the
ten modules plus the Escarpment Conservation Area. Each individual module
section includes an overview, a land use table, a land use description, community
form, and locational criteria.
The Process for Utilization section is the “How to” section, describing how the
various text components and the future land use plan map are used to make land
use decisions and respond to and act on request for zoning changes and plan
amendments.
Process for Utilization
There are two processes for utilizing the future land use system, one for areas having
significant zoning and development and one for areas that do not. The process
for more developed areas places more importance on the existing development
pa ern, not exceeding the existing (or currently planned) infrastructure capacity,
and providing transitions between uses. The process for less developed areas
puts greater importance on achieving a balanced mix of uses and building the
desired city form throughout the module.
Additionally, city policies relating to specific land use types or areas of the city
should be utilized in conjunction with this section. Other specific city policies, as
they are developed, should likewise be included when land uses or classifications
are being considered.
Significantly Developed Areas
Although not necessarily infill or redevelopment, much of these areas include
property already developed and/or zoned for development. To a large degree,
it is assumed that property will develop within the range of land uses allowed
by the current zoning. As a result, the future land use plan map designates these
areas as it is anticipated that they will develop based on the existing zoning or
the adjacent land uses. This was done so that infrastructure could be sized and
public facilities could be planned for the most likely uses. There will clearly be
cases where a different set of land uses is not only acceptable but also is desirable
for economic, land use compatibility and balanced land use mix reasons.
However, the new zoning requested should not contradict the desired existing
and anticipated development pa ern.
Each rezoning request must be weighed against the goals and objectives of the
comprehensive plan to determine the degree to which the request is in keeping
with or in conflict with them. In most cases each request will be in keeping with
some, and at odds with others. In reviewing zoning requests, the positive effects
(ones that meet the community’s goals) must be weighed against the negative
effects (ones that are neutral or contradictory to them). The following is a list of
some of the factors to consider:
Midlothian Home
1. Specific Area Plans or Studies: In some cases a more detailed analysis
of a particular area may have been conducted, and a specific plan for
a neighborhood or area adopted. This plan should be referenced when
evaluating land use questions within an area covered by the plan. The
plan should be built upon the comprehensive plan and provide additional
details about the goals and expectations in that area.
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2. Impact on Infrastructure: The water master plan, sewer master plan
and thoroughfare plan are all based on the anticipated land uses as
shown on the future land use plan. Any change in zoning, which will
alter the type or intensity of land uses, should also evaluate the degree
to which these plans are impacted. It will frequently be necessary for
the applicant to conduct a study to determine the effect of the change
on the system. This study will be conducted under the supervision of
city staff. Changes should not be approved when there is anticipated
to be inadequate capacity and no acceptable method of providing the
additional capacity required. Solutions, which negatively impact the
level or quality of service, increase costs to the city, or unfairly burden
neighboring land owners are unacceptable. When a proposed potential
development would utilize more capacity than is planned, special
consideration should be given.
Midlothian Inspection Vehicle
3. Impact on Public Facilities/Services: Public services include schools,
fire and police, libraries, parks, and sanitation services. Similar to
infrastructure, public facilities/services are planned for based on the
anticipated land uses. Unlike infrastructure, the negative impacts on
public facilities/schools may not be felt immediately. This should not
lead one to believe they are any less real. In many instances the negative
implications can be more severe.
4. Lack of Compatibility with Existing and Potential Adjacent Land
Uses: It is important to have appropriate transition of land uses. However,
it will not always be possible to create the most ideal transition between
land uses, given current development pa erns. Careful consideration
should be given to ensure that an acceptable transition is provided. In
some cases, specific design elements may be used to mitigate some of
these impacts.
5. Economic Impact: When weighing the economic impact of a particular
land use decision, it is important to weigh not only the short-term
implications but also the long term fiscal implications. Although the
tax benefits of developed property are positive, undeveloped property
has very li le cost to the city and school districts for services. A realistic
expectation that the property will be able to develop at some point in
the future is important. Economic modeling should be done to quantify
the fiscal implications. As part of the modeling, assumptions must be
made. Although in individual cases, some of the actual costs and benefits
may differ, to deviate in a particular case can be problematic. Most o en
applicants will have a tendency to emphasize the factors, which positively
impact the model causing the results to be skewed and less reliable.
6. Over Concentration of a Use: To allow for an over concentration of a
particular land use type sometimes creates long-term problems. An over
concentration is a situation where it can be reasonably expected that
many of this type of use will not be viable in the future. A great deal of
deference should be shown to the market to determine the appropriate
mix. Economies change over time and many of these changes cannot be
predicted. To try to predict these changes and to develop solutions may
overly constrain the free market. In cases where there is a concern that
an over concentration may occur, the goals and objectives of the plan for
the type of community that is desired must be considered and applied
cautiously.
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Section 6: Land-Use
Areas with Minimal Development
These areas are characterized by very li le existing zoning and limited
development other than sparsely sca ered estate type development, which
has generally occurred over time. Much of the land is still used for agricultural
purposes and in many cases has not yet been incorporated into the city limits.
Although existing land uses should be considered when making land use
decisions, an assessment should occur as to whether it is anticipated that those
uses will be viable in the long term. The impact of the timing of different types of
land uses on future land uses should be considered when making a decision to
zone land even for a use allowed within a module.
1. Conformance with Desired Land Uses Mix: The percentage mix of
land uses within the modules was developed with the goals and objectives
of a comprehensive plan in mind. This was done for a number of reasons:
to plan for infrastructure and public facilities, to achieve a desired mix of
land uses, which has economic and quality of life implications. The range
of uses provided allows for an acceptable level of flexibility. A proposal
for a land use mix beyond the acceptable range should be considered
as a request to amend the comprehensive plan. Only by reviewing that
part of the comprehensive plan can all the issues and implications of the
proposal be given proper consideration.
2. Locational Criteria: The locational criteria provide a guide as to
where uses should be located in relation to major roadways, adjacent
uses, public facilities, etc. It is understood that some uses require greater
visibility from major roadways, a greater ease of access, etc. Certain uses
are be er able to incorporate natural features as an amenity. Planning
for an appropriate transition between uses is important in providing for
the quality of life expected by the community. Each module type has a
unique set of locational criteria appropriate for that modules land use
mix.
3. Compliance with Community Form: The community form section
describes the character of the built environment in each module.
Proposed rezoning requests should be considered in the context of the
descriptive narrative of the Community Form. While the land use mix
and locational criteria sections are more related to the type of land use,
the community form deals more with the way that development relates
to the built environment. Community form is the fabric that binds the
various uses together to foster a sense of place.
4. Impact on Infrastructure: The water master plan, sewer master plan
and thoroughfare plan are all based on the anticipated land uses as shown
on the future land use plan. Any change in zoning, which will alter the
type or intensity of land uses, should evaluate the degree to which these
plans are impacted. It will frequently be necessary for the applicant to
conduct a study to determine the effect of the change on the system. This
study will be conducted under the supervision of city staff. Changes for
which there is not anticipated to be adequate capacity and for which no
acceptable solution is proposed should not be approved. Solutions, which
have a negative impact on level or quality of service, increased costs to
the city or unacceptable implications for other landowners should not be
allowed. When the proposed potential development would utilize more
capacity than is planned, careful consideration should be given.
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5. Impact on Public Facilities: Similar to infrastructure, public facilities
and services (schools, fire and police, libraries, parks, and sanitation
services) are planned for based on the anticipated land uses. Unlike
infrastructure, the negative impacts on public facilities/schools may not
be felt immediately. This should not lead one to believe they are any less
real. In many instances the negative implications can be more severe.
Midlothian Fire Station
To help establish appropriate fire insurance premiums for residential and
commercial properties, insurance companies need reliable information
about a municipality’s fire protection services. The Insurance Services
Office (ISO) - an independent statistical, rating, and advisory organization
that serves the property/casualty insurance industry - provides that
information through the Public Protection Classification program. ISO
collects information on a community’s public fire protection such as the
available water supply in the area and its emergency communication
facilities, and analyzes the data using the Fire Suppression Rating
Schedule. The Fire Suppression Rating Schedule is broken down into the
following components:
10% - How well the fire department receives and dispatches fire alarms.
50% - How well the fire department compares to ISO standards.
40% - How well the city’s water supply compares to the ISO standards.
In Texas, an extra 5% may be added to the final calculations as a result of
Texas Exceptions to the Fire Suppression Rating Schedule.
ISO then assigns a Public Protection Classification from 1 to 10. Class 1
represents exemplary public protection, while Class10 - the worst rating
- represents less than minimum recognized protection.
ISO is not the only system that insurance companies use to determine
the fire insurance rates charged by a particular insurance company
in a community. ISO is the rating company used by most insurance
companies to determine the cost of fire insurance. A lower ISO rating in
Midlothian would have differing impacts on different types of buildings
in Midlothian. Generally, a lower ISO rating will result in a lower
insurance cost for nearly every building in the City.
6. Compatibility with Adjacent Land Uses: The issue of compatibility
is addressed indirectly as part of the development of the land use mix,
locational criteria and compliance with urban form sections and should be
consulted when evaluating a zoning request. The specific circumstances
should be considered but with the understanding that land use mix needs
to be considered in the context of the entire city and the comprehensive
plan as a whole.
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Section 6: Land-Use
7. Timing of the Zoning Request: Many of the modules allow for a
range of uses. It should be understood that land should be zoned for a
secondary use only when it will not impact the ability of the primary land
use to develop. In modules designated for regional commercial or office
park, it may be necessary to delay the zoning on land for residential uses
as the residential uses may preclude or hinder the primary commercial
uses from developing. The nonresidential development pa ern may need
to become established, along with infrastructure such as road alignment,
before it can be determined where the residential uses should be located.
In some instances, residential may serve as infill development where
appropriate.
Future Land Use Plan Component
Midlothian’s future land use plan consists of the future land use plan map along
with supporting text. The text in this portion of the section is designed to support
the map, by providing a table of the uses shown on the map and definitions
of the uses. As Midlothian continues to grow and mature future planning
could be focused on sectors of the city with unique growth and development
issues. A sector map was developed during the Midlothian comprehensive
planning process that will be instrumental in future planning efforts focusing on
Midlothian’s development arrangement.
Future Development Pa erns
For the purpose of future planning efforts, the Community has been divided into
four (4) sectors: the Original Town Center, the Northeast Side, the Northwest
Side, the Southern side. It is anticipated that the city will continue to conduct
more specific sector studies to provide a closer study of these areas and to plan
for their development on a more micro level. These areas were created based
on natural and man made features which create boundaries, the time or era of
development, a common development or land uses characteristic, or a proposed
unique feature.
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Fig. 6.1 Midlothian Sector Map
1. Original Town Center - This is a holdover designation from the 2001
Comprehensive Plan. The Original Town Center is the smallest of the four
sectors capturing approximately 2,775 acres, but it serves as the hub of
Midlothian with the other three sectors radiating outward. The Original
Town Center extends generally from US 67 on the west to US 287 on the south
and from Midlothian Parkway roughly follows the Union Pacific Railroad
track forming a northeastern boundary with the Northeast Side. This area
includes the oldest developments in Midlothian and is characterized by
development pa erns that occurred over the first 150 years of the community.
Many of the issues facing this area are those associated with preservation
and redevelopment. Planning efforts will need to focus on transition of
uses, development standards that are appropriate given existing constraints,
providing adequate infrastructure and public services to accommodate
redevelopment, etc.
2. Northeast Side – This sector is bounded by US 287 on the south, US 67 on the
west, the Union Pacific Railroad track on the southwest, and outward to the
east by the edge of Midlothian’s ETJ. The northeast sector accounts for 14,500
acres and is mostly characterized by sca ered residential development and
large lot residential development. The western fringe of this sector along
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Section 6: Land-Use
US 67 is reserved for heavy industrial activities focused on mining and the
extraction processing, while the southeastern corner includes Mid-Way
Regional Airport.
3. Northwest Side - The northwestern sector is approximately 8,200 acres and is
generally bounded by US 67 on the east and extends west to Midlothian’s ETJ.
While portions of the area are already developed or are zoned for development,
there are still some tracts open for development. The extension of SH 360
service roads south to US 287 has focused a ention to the development of
this side of Midlothian. Portions of this area are developed or anticipated to
develop for suburban style residential and supporting commercial uses. At
the interchange of US 67 and US 287, regional commercial uses have started
to develop and are expected to make this location a ractive for regional types
of uses.
4. Southern Side – This is the largest sector in Midlothian, capturing approximately
24,400 acres. It is bounded by the area south of US 67 and US 287, including
the new US 287 bypass. Development of this area continues with sca ered
estate type development. This area is characterized by a number of large
undeveloped tracts as well as family farms and ranches. The area is generally
lacking in infrastructure with water and sewer lines just beginning to be
extended. Many roads have not yet been improved to city standards.
The future Rural Parkway, described further in the Transportation section of
this document, would follow or run parallel to the right-of-way FM 875. The
development of this roadway shall enhance the rural character of this portion
of Midlothian by being sensitive to the terrain of the Escarpment, the open
space appeal of the surrounding farms and ranches, and the natural features
associated with the nearby creeks and streams, most notably South Prong
Creek. Likewise, the land uses this parkway passes through should co-exist
and support the purpose of this roadway as a “rural parkway.”
Future Land Use Plan
The following graphic depicts the Future Land Use Plan for the City of Midlothian,
including Midlothian’s ETJ. The Future Land Use Plan was developed through
the City of Midlothian Comprehensive Planning Process, incorporating the
goals and objectives of the community; the guidance of Midlothian City Staff
and HNTB team – the planners for the comprehensive plan; input solicited
from residents through stakeholder interviews, community meetings, public
input meetings; and the direction provided by the Comprehensive Plan Steering
Commi ee made up of representatives from the City of Midlothian City Council
and Midlothian Planning and Zoning Commission, business and community
leaders, and interested citizens.
The Future Land Use Plan delineates, in general, the size and shape of the different
modules. The boundaries of these modules must be interpreted and are flexible
in that they may be modified to fit the future realities, such as road alignments
or environmental changes. The focus of the Future Land Use Plan is to promote
development that works on its own and with surrounding developments.
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Section 6: Land-Use
Future Land Use Plan Module Definitions
Rural Module – This area is characterized by farms and ranches and intermixed
with single family estate and residential on large lots. This area represents the
lowest density residential module and a empts to set aside areas that would
provide a rural / undeveloped character. Support uses are limited to community
facilities, such as schools and parks.
Country Module - The primary use is single-family residential on large lots, with
a limited amount of more dense single family residential and support office and
retail uses.
Suburban Module - The predominant use is single-family detached housing with
secondary uses being those that support the primary use. Secondary uses in this
module include medium density residential as well as neighborhood office and
retail facilities, which support the residential component by providing convenient
access to daily goods and services. Community facilities such as schools, parks
and churches are also included.
Original Town Center - This area has a mix of uses that are a reflection of
Midlothian’s historic original town. The land use distribution as well as the
development pa ern would continue and promote the “small town character”
that currently exists. While much of the module would address infill and
redevelopment of currently developed parcels, any currently undeveloped
portions of the module would be developed with the “small town character” of
the existing development (in terms of land use mix and development pa ern).
New Town Module – This module has a mix of uses that transition between
“traditional neighborhood development” and more “contemporary suburban
development” in terms of land use and development pa erns. It makes the most
of proximity to the new US 287 freeway bypass while complimenting Midlothian’s
original town.
Village Module - This module is intended to concentrate a grouping of commercial
uses serving a larger region and incorporating residential uses around major
transportation intersections, and provide services and employment opportunities
for surrounding residential modules.
Transit Village - This module’s central focus caters to transit opportunities
afforded to surrounding development that caters to a pedestrian-scale community
for those residents and employers seeking a walkable environment to live, work,
shop, and play.. Each transit village is anticipated to have a different mix of uses
with some composed of regional office and commercial uses and others with
greater amounts of entertainment and commercial uses with varying degrees of
residential uses.
Regional Module - This module focuses on uses that either provide a regional
a raction or support regional uses. Regional a ractions can be major employment
campuses, medical centers, universities, retail centers, entertainment parks, and
research & development facilities.
Corporate Module - This module provides significant employment opportunities
to the community. Office – Regional would be the most prominent land use with
the other land uses supporting.
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Industrial Module - The Industrial Module provides areas for existing industrial
facilities as well as future heavy and light industrial opportunities. Other uses
within the module are supportive of those prominent land uses.
Escarpment Conservation Area – This is an area through Midlothian identified
as exceptional in the North Texas region and worthy of protection and
enhancements. This is the southern extension of the Cedar Hill Escarpment - a
biological diversity created by the convergence of two ecosystems, in this case the
tallgrass prairie and the limestone escarpment.
Anticipated Land Use Definitions
Floodplain - Land adjacent to a river, creek, or lake and is susceptible to flooding
(100 year floodplain is designated on the plan).
Golf Course - A public or private golf course.
Park/Open Space - Public and private recreation facilities.
Government/Schools - Schools, public or private, municipal and county
buildings, etc.
Airport - City owned property associated with the operation of the Midway
Regional Airport.
Heavy Manufacturing - Heavy industrial includes mining, salvage yards, concrete
batch plants, and similar intensive manufacturing and processing operations.
Light Manufacturing - Light industrial refers to land and buildings used for
the production of some type of goods with minimal outside storage such as
electronics, manufacturing, products assembly, etc. Uses should be relatively
nuisance free.
Commercial Historic - Commercial uses within the historic downtown.
Neighborhood Business - Land and buildings used for retail sale of convenience
goods and personal services such as grocery stores, barber or beauty shops, etc.
Office - These areas provide for office buildings with supportive retail and
service uses intended primarily for occupants of such office buildings. It may
also include an office park, which is a tract containing multiple office buildings,
support uses, and open space designed, planned, constructed, and managed on
an integrated and coordinated basis.
Commercial - Uses can include some of the more intensive commercial uses such
as hotels, auto dealerships, department and furniture stores, as well as banks,
restaurants, large home improvement stores, etc.
Mixed Use - An area of vertically integrated office, retail and residential uses in
an urban style development.
Residential Estates - Characterized by single-family homes on large lots,
generally at least a one acre minimum.
Residential/Low Density - Typified by single- family homes with a density of up
to 3.5 dwelling units per acre. See suburban Mix Module for density calculation
method.
Residential/Medium Density - This category has densities ranging from 5 to 12
dwelling units per acre and may include a variety of residential types such as
single family a ached units (duplex, triplex, fourplex) row houses, single family
cluster or garden home developments, and townhouses.
Residential/High Density - This residential type is characterized by multifamily
or apartment buildings, and may have development densities ranging from 12 to
24 d.u.’s per acre.
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Section 6: Land-Use
Future Land Use Plan Module Table
To help maintain Midlothian’s community values and guide the city’s future
growth, city staff and consultants have developed the Future Land Use Plan
Module Table to ensure that decisions made on land use issues conform to
community values based on a balance of land uses instead of following subjective
dots on a map.
Future Land Use Plan Module Table
The Future Land Use Plan Module Table lists the land use modules in the city
of Midlothian’s future land use plan. Along with the land use modules is a
column indicating the total acreage for each land use module, and the land use
category types within each module with a column for land use category type
base percentage and acreage of each land use in the future land use plan.
Land Use
Module
Rural
Country
Net Acres
in Future
Land
Use Plan
Modules
10,067
11,115
Land Use
Original
Town
8,816
248
Net Acres
of each land
use in Future
Land Use
Plan
Residential – Agriculture (10 acres
minimum)
40%
4,027
Residential – Large Lot (3-9.99 acres)
30%
3,020
Residential – Estate (1.01-2.99 acres)
25%
2,517
Community Facilities (Parks, Schools,
Churches, etc.)
5%
Residential - Estate (1.01-2.99 acres)
45%
5,002
30%
3,335
10%
1,112
Residential - Single-Family A (1-1.99 DUs/
acre)
Residential – Single Family B (2-4.99 DUs/
acre)
Suburban
Base
Percentages
503
Office – Neighborhood
5%
556
5%
556
5%
556
Churches, etc.)
Residential - Single-Family B (2-4.99 DUs/
acre)
Residential - Single-Family A (1-1.99 DUs/
acre)
Residential – Medium Density (5-9.99 DUs/
acre)
40%
3,526
20%
1,763
10%
882
Residential – Attached (10-19.99 DUs/acre)
5%
441
Retail – Neighborhood
5%
441
5%
441
Churches, etc.)
Residential - Single-Family B (2-4.99 DUs/
acre)
Residential – Single Family A (1-1.99 DUs/
acre)
Residential – Medium (5-9.99 DUs/acre)
15%
1,322
25%
62
5%
12
10%
25
75
Land Use
Module
Net Acres
in Future
Land
Use Plan
Modules
Land Use
New
Town
76
776
Village
540
Transit
244
Regional
798
Corporate
1,817
Base
Percentages
10%
Net Acres
of each land
use in Future
Land Use
Plan
25
Mixed Use
10%
25
Retail - Urban
10%
25
Office - Urban
5%
12
Entertainment
5%
12
Lodging
5%
12
Churches, etc.)
15%
37
Residential – Single Family B (2-4.99 DUs/
acre)
25%
194
Mixed Use
Residential – Urban (>20 DUs/acre)
Retail – Urban
Retail – Regional
Office – Urban
Office – Regional
Lodging
Entertainment
10%
10%
5%
5%
10%
5%
5%
5%
5%
5%
78
78
39
39
78
39
39
39
39
39
Churches, etc.)
10%
78
25%
15%
10%
10%
5%
5%
5%
5%
5%
5%
135
81
54
54
27
27
27
27
27
27
Retail - Urban
Retail – Regional
Mixed Use
Office – Regional
Residential – Single Family (2-4.99 DUs/acre)
Residential – Single Family (1-1.99 DUs/acre)
Lodging
Entertainment
Churches, etc.)
Mixed Use
Residential – Urban (> 20 DUs/acre)
Retail – Urban
Office – Urban
Entertainment
Churches, etc.)
Regional Employment
Retail – Regional
Office – Regional
Entertainment
Lodging
Retail – Urban
Office – Urban
Churches, etc.)
Office – Regional
10%
54
25%
15%
10%
10%
10%
5%
5%
61
37
24
24
24
12
12
20%
49
25%
20%
20%
15%
5%
5%
5%
200
160
160
120
40
40
40
5%
40
20%
363
Section 6: Land-Use
Land Use
Module
Net Acres
in Future
Land
Use Plan
Modules
Land Use
Light Industrial
Lodging
Retail – Regional
Residential – Attached (10-19.99 DUs/acre
Churches, etc.)
Industrial
10,194
Heavy Industrial
Light Industrial
Office – Regional
Flex Office / Warehouse
Community Facilities (Parks, etc.)
Table 6.1 Midlothian Sector Map
Base
Percentages
Net Acres
of each land
use in Future
Land Use
Plan
20%
20%
10%
10%
10%
5%
363
363
182
182
182
91
5%
91
60%
10%
10%
10%
5%
5%
6,116
1,019
1,019
1,019
510
510
Source: (1)Net acreage was derived using a 25% gross-to-net ratio for single family residential
uses and 40% for multi-family and mixed use areas.
Future Land Use Mix Category Descriptions
Within the City of Midlothian’s future land use plan there are 22 land use
categories. The descriptions below have been developed to help provide guidance
regarding the City’s future development. Floodplain has not been described as it
is considered not developable due to natural forces and economic limitations.
Residential – Agriculture (10 acres minimum): Least intense residential land use
that maintains the rural character of community.
Residential – Large Lot (3-9.99 acres): Residential land use of single family
housing notable for broad land area capable of supporting a house but not
allowing for agriculture activities.
77
Residential – Estate (1.01-2.99 acres): Residential land use of single family
housing with ample space between neighboring housing units.
Residential – Single Family A (1-1.99 DUs/acre): Detached single family se ing
found in many subdivision developments in North Texas.
Residential – Single Family B (2-4.99 DUs/acre): Detached single family se ing
typical of most subdivision development found in North Texas.
Residential – Medium (5-9.99 DUs/acre): Detached urban single family housing
characterized by front porches and close relation to street.
Residential – A ached (10-19.99 DUs/acre): A ached residential, which includes
townhouses, row houses, and multi-family (owner-occupied and/or renter
occupied).
78
Section 6: Land-Use
Residential – Urban (>20 DUs/acre): Most intense a ached residential land use
appropriate with other land uses catering to a pedestrian-scaled se ing.
Retail - Neighborhood: Retail serving the needs of the surrounding neighborhoods,
generally a trade area of + / - one-mile; two-story maximum height. The size
of Retail - Neighborhood ranges generally from 1,000 square feet up to 250,000
square feet.
Retail - Urban: Retail building with a strong building to sidewalk relation notable
in pedestrian-friendly se ings; maximum building height would be three-stories.
This retail product supports a street-level, pedestrian-oriented environment
within a higher-density location and shared or reduced parking standards. This
use works well with adjacent Office - Urban and Mixed Use structures and can
benefit further through the close proximity to a transit station.
Retail - Regional: Concentration of retail establishments serving a trade area of +
/ - five-miles; the size of Retail Regional generally ranges from 250,000 square feet
up to 2,500,000 square feet; minimum floor plate size starts at 50,000 square feet.
79
Office - Neighborhood: Office - Two-story maximum office building that
compliments the aesthetic qualities of the surrounding residential neighborhood.
This office space provides either surface or covered parking for tenants and
visitors and is appropriate for suburban environment.
Office - Urban: Office building with strong street relation a ractive for both
tenants with limited space needs and larger space needs; maximum building
height would be 3-stories. This office product provides either surface or garage
parking for tenants and visitors in a suburban environment. In a higher density
urban se ing parking for tenants and visitors would be available by garage.
Office - Regional: Office building complex arranged in a campus se ing providing
space amounts for regional office users; building height 5-stories maximum.
Mixed Use: Mixed Use provides two or three uses under the same roof of a
multistory building. This vertical mix of uses incorporates ground floor retail
and/or office with residential, office, or lodging above; maximum height is threestories
80
Section 6: Land-Use
Light Industrial: Light Industrial includes facilities used for the receiving,
staging, processing, assembly, and shipping of raw materials or goods. Such
facilities require reliable access to utility and transportation infrastructure as well
as plentiful source of skilled labor.
Heavy Industrial: Non-clean industry, such as cement production, steel
production, refining, etc.; size varies.
Flex Office/Warehouse: Flexible space for building’s occupants with floor
configurations for office, showroom, warehouse, distribution, light manufacturing
and processing; building height maximum is 1-story. Because it can meet the
needs of warehouse users this space provides amenities associated with stand
alone warehouse space.
Entertainment: Entertainment types of facilities provide locations for viewing live
performances, cinema, and musical productions; for participating in competitive
games; and for entertainment-related theme establishments that provide a mixture
of novelties, entertainment, and shopping. Closely related uses that support and
can be part of entertainment include eating establishments.
81
Lodging: Establishments providing overnight dwelling accommodations and
personal services to the public for a fee; maximum building height is six-stories.
Community Facilities: Public facilities that provide for the safety, education,
transit, and spiritual needs of a community; these include schools, recreation
centers, conference centers, libraries, fire stations, transit stations, and houses of
worship.
Regional Employment: A concentration of commercial, industrial, and research
and development facilities with employment ranging from 500 to 2,500 workers
within a single campus of less than 50 acres. Regional employment would be
the hub of activity for a much larger area featuring associated and subsidiary
businesses.
Future Land Use Plan Module Diagrams Descriptions
There are ten different future land use plan module types plus the Escarpment
Conservation Area which are described below. Detailed information about the
characteristics of the various modules is provided in the module’s description. This
information includes each module’s land use table, including land use percentage
of acreage and the flexibility factor; land use notes and recommendations; and a
brief description of each module’s community form and locational criteria to help
guide each module’s development pa erns. The ten different future land use
plan module types are:
82
Rural Module
Village Module
Country Module
Transit Village
Suburban Module
Regional Module
Original Town Module
Corporate Module
New Town Module
Industrial Module
Section 6: Land-Use
Rural Module
A Rural Module is made up of land uses that promote the surrounding agricultural
lands and wide open vistas by limiting development to a single family detached
house within a farm or ranch as its primary development type. Taking its cue
from Midlothian’s rural heritage, the rural residential component drives this
module with limited community facilities and no commercial development.
In the margins are representative photographs of each specific land use type
included in this module.
Residential - Agriculture
Residential - Large Lot
Land Use
Residential – Agriculture (10 acres
minimum)
Residential – Large Lot (3-9.99 acres)
Percentage of Acreage
Flexibility Factor
40%
+/- 10%
30%
+/- 5%
Residential – Estate (1.01-2.99 acres)
Churches, etc.)
Total
25%
+/- 5%
5%
+ 5%
Residential - Estate
100%
Table 6.2 Rural Module Land Uses
General notes:
- all residential modules to have flexibility factor of + and -, for ultimate build
out.
- all modules to have timing criteria for dense (greater than 5-9.99 du’s /acre)
residential uses.
- desire for cluster development to occur in SF detached developments outside the
downtown / original town area.
Community Facilities
83
Land Use
Residential – Agriculture comprises 40% of the Rural Module. Combined,
Residential – Large Lot and Residential – Estate should account for 55% of the
module’s land area, providing for the module’s flexibility factor. Community
facilities, such as parks, schools, and places of worship, should include
approximately 5% of the module. No commercial uses are allowed in the Rural
Module. Each of these percentages has a flexibility factor that can be seen in the
previous chart.
General notes and recommendations for land uses in the Rural Module:
1. The general module size is based on the number of acres to accommodate
the target number of students of an elementary school (approximately
650 students) with the modules corresponding density; nevertheless,
the number of elementary schools will based on density and household
size.
2. The proposed land uses in this module are calculated using gross acreage
minus the 100-year floodplain.
3. A flexibility factor with (plus/minus) can go upward or downward, a +
(plus) can only go up, and a - (minus) can only go downward from the
recommended percentages while affecting changes in other categories.
4. The flexibility factors for residential and community facilities allow land
use transfer between all categories.
5. The locational criteria defines the physical parameters of how different
land uses and their elements come together to shape an area. They should
be followed as development plans are prepared in Midlothian.
Community Form
The form of the built environment in Rural Module should complement and
encourage maintaining densities associated with agricultural uses. The module
should concentrate community facility uses at intersections of arterials to provide
easy access to a greater area.
The estate and large lot residential land uses are characterized by single family
residential homes on lots greater than the typical suburban residential lot.
Auxiliary structures, such as barns and sheds, and limited livestock are permi ed
on residential lots. There is potential for non-residential uses to be located adjacent
to the estate lots due to the agricultural activities common in the module and the
large nature of the residential lots.
The form of the built environment for single family residential developments in the
Rural Module is as its name implies - rural in character. Single family agricultural
developments would provide broad open areas of tilled land and untouched
fields, to be occasionally broken by clusters of single family estate and large lot
developments and intermi ent community facilities at rural intersections.
Because of the rural feel of this module, parks will be focused adjacent to community
facilities and to protect desirable open space and natural amenities. Floodplains,
heavily-wooded areas, and other land not best-suited for development can be
used to provide open space, hike & bike trails, or pedestrian connections.
84
Section 6: Land-Use
Locational Criteria
Each module defines a set of locational criteria for the components that comprise
that set of land uses. The locational criteria are recommendations for placing these
specific land uses together. This list of criteria is further developed and defined
in the City of Midlothian’s codes and ordinances that regulate land development
and construction. The goal of the locational criteria is to achieve high-quality
residential neighborhoods, commercial villages, employment areas, and civic
centers while responding sensitively to the natural environment and North Texas
ecosystem.
The following locational criteria are for the Rural Module:
LC1. Community facility uses are to be located nearest the intersection of
two major roadways.
LC2. Parks should be developed in areas to preserve existing trees,
wetlands, or natural habitat. Parks should also work in conjunction
with school sites.
LC3. This module is anticipated to require at least one elementary school.
LC4. This module will require at least one park. Parks can and should also
relate to the quantity and quality of the natural environment in the
module.
LC5. Estate and large lot residential uses should be dispersed in small
clusters of no more than 50 units throughout the module and located
in close proximity to arterial intersections.
85
Country Module
The Country Module is focused primarily around low-density residential uses
that reflect a rural se ing. The lot sizes for estate residential generally range from
1 acre to 3 acres. Single family residential uses on smaller lots are less frequent
and placed adjacent to smaller retail and office centers that serve a broader land
area due to the lower densities.
Residential - Estate
This module is meanders through the eastern two-thirds of Midlothian, with its
main concentration in the southwest corner of Midlothian, the southeast edge of
the City, and in the northeastern corner where Midlothian borders Ovilla.
Residential - Single Family A
Residential - Single Family B
86
Land Use
Flexibility Factor
Residential - Estate (1.01-2.99 acres)
45%
+/- 10%
30%
+/- 10%
10%
+/- 5%
5%
+ 5%
Community Facilities (Parks,
Schools, Churches, etc.)
Total
5%
+ 5%
5%
+ 5%
Residential - Single-Family A (1-1.99
DUs/acre)
Residential – Single Family B (2-4.99
DUs/acre)
100%
Table 6.3 Country Module Land Uses
Section 6: Land-Use
General notes:
out.
residential uses.
Land Use
Residential - Estate comprises 45% of the Country Module. The combined single
family density residential uses account for 40% of the module’s land and should
not exceed a density of 3.0 units per acre. Retail and office uses each should
occupy at least 5% of the module. Community facilities, such as parks, schools,
and places of worship, should include approximately 5% of the module. Each of
these percentages has a flexibility factor that can be seen in the chart above.
General notes and recommendations for land uses in the Country Module:
650 students) with the modules corresponding density; nevertheless, the
number of elementary schools will be based on density and household
size.
3. A flexibility factor with (plus/minus) can go upward or downward, a +
(plus) can only go up, and a - (minus) can only go downward from the
recommended percentages while affecting changes in other categories.
4. The flexibility factors for residential, retail, office, and community
facilities allow land use transfer between all categories.
land uses and their elements come together to shape an area. They should
Community Form
The form of the built environment in Country Module should complement and
encourage the low density residential and rural commercial uses. The module
should concentrate non-residential uses at intersections of arterials locating them
within close proximity of the intersection to prevent a sprawling appearance
along the arterials.
Agricultural uses not permi ed elsewhere in the city are permi ed within estate
residential, but performance standards should limit them to activities that do
not conflict with the enjoyment of residential properties. However, residents
should expect the agricultural uses to provide a different character to the area
and a different quality of life than other modules. These uses should not be so
intense as to be incompatible with residential uses. However, uses allowed in the
Country Module are intended for rural areas, and are not typical of what would
be planned for in a suburban se ing.
The estate residential land use is characterized by single family residential homes
on property greater than one acre up to three acres in lot size. Auxiliary structures,
such as barns and sheds, and limited livestock are permi ed on residential lots.
There is potential for non-residential uses to be located adjacent to the estate lots
due to the agricultural activities common in the module and the large nature of
87
the residential lots.
The form of the built environment for single family residential developments in
the Country Module is similar to but more rural in nature than that found in the
Suburban Module. The standard single family development would be located in
close proximity to intersections of arterials and adjacent to natural features that
would serve as buffers between the residential units and the rural/agricultural
uses that are typical in the Country Module. Single family developments are
also intended to be dispersed throughout the module and much smaller than
developments found in the Suburban Module. Clusters of single family residential
should not exceed fi y units in any one location.
Commercial uses should be well planned with parking fields broken into smaller
sizes with the use of landscape. However, some of the commercial uses within
the module may be more agricultural and rural in character, a racting customers
from a wider area; the commercial is not intended to a ract significant volumes
of traffic. Fewer neighborhood parks will be provided in the Country Module
due to the spread out nature of the residential units and the rural feel of the
module.
Floodplains, heavily-wooded areas, and other land not best-suited for
development can be used to provide open space, hike and bike trails, or pedestrian
connections.
Locational Criteria
that set of land uses. The locational criteria are recommendations for siting these
centers while responding sensitively to the natural environment of the North
Texas ecosystem.
The following locational criteria are for the Country Module:
LC1. Retail and office uses are to be located nearest the intersection of two
major arterials.
LC2. Non-residential low impact development may be located in certain
situations mid-block along arterials. This low impact development
includes; vet clinics, professional offices, and day-care facilities.
LC3. Parks should be developed in areas to preserve existing trees,
wetlands, or natural habitat. Parks should also work in conjunction
with school sites.
LC4. This module is anticipated to require at least one elementary school.
LC5. This module will require at least one park. Parks can and should also
relate to the quantity and quality of the natural environment in the
module.
LC6. Suburban residential uses should be dispersed in small clusters of
no more than 50 units throughout the module and located in close
proximity to arterial intersections.
88
Section 6: Land-Use
Suburban Module
A Suburban Module is made up of land uses that promote a neighborhood
se ing with single family detached houses as its primary development type. The
single family residential component drives this module with retail and office
developments providing convenient access to daily goods and services while
promoting a more balanced tax base. Single family tracts in this module make
good use of the rolling terrain and changing topography along Midlothian’s
creek channels. Recreation and leisure amenities, neighborhood schools, parks
and other community facilities add to the quality of life for residents within the
module.
Residential - Medium
Land Use
Flexibility Factor
40%
+/- 10%
20%
+/- 10%
10%
+/- 5%
5%
+/- 5%
5%
+ 5%
5%
+ 5%
Residential - Single-Family B (2-4.99
DUs/acre)
Residential - Single-Family A (1-1.99
DUs/acre)
Residential – Medium Density (5-9.99
DUs/acre)
Residential – Attached (10-19.99
DUs/acre)
Residential - Attached
89
Land Use
Flexibility Factor
Churches, etc.)
15%
+/- 5%
Total
100%
Table 6.4 Suburban Module Land Uses
General notes:
out.
residential uses.
Land Use
The combined single-family residential uses generally comprise 60% of a
Suburban Module. The density of each single-family tract and the total of all
single-family tracts in the module should not exceed 3.5 units per acre (gross).
In order to take into consideration the topographical differences in property and
the impact floodplain, erosion hazard setbacks, and lakes can have on the form of
development, density calculations shall consider these factors along with how the
design of the residential area is in keeping with the overall goals and objectives of
the comprehensive plan and the urban design element.
In general the median and mean lot size shall be a minimum of 7,200 square
feet.
Medium density residential uses account for 10% of the module’s land and
should not exceed a density of 8 units per acre. Retail uses should occupy at
least 5% of the module. Office uses should also occupy at least 5% of the module.
Community facilities, such as parks, schools, and places of worship, should
occupy approximately 15% of land area in the module.
General notes and recommendations for land uses in the Suburban Module:
size.
3. A flexibility factor with (plus/minus) can go upward or downward, a
+ (plus) can only go up, and a - (minus) can only go downward from
the recommended percentages while affecting corresponding changes in
other categories.
land uses and their physical parameters come together to shape a
neighborhood or commercial development. The locational criteria should
90
Section 6: Land-Use
Community Form
The form of the built environment in a Suburban Module is centered on the
suburban-style home and standard traditional neighborhood unit. This traditional
neighborhood unit can have commercial land uses (retail and office) located near
neighborhoods at the intersections of arterials. Pedestrian connections such as
sidewalks and trails are important to provide access from the residential to the
commercial uses.
Community form for medium density uses is best described as enclaves. Medium
density residential can be either urban or garden style in layout. Urban style
medium density buildings have common setbacks and parallel public streets.
Garden style housing sites are buildings in clusters away from public streets.
Commercial uses should have unified architecture, well-planned pedestrian
connections linking buildings, parking, and amenities, buildings sited to create
pedestrian spaces, and parking fields broken into smaller sizes with the use of
landscape.
Community facilities should be sited to act as a transition between land uses
that are not directly compatible. Neighborhood parks and open space intended
to serve the module’s residents should be sited more internally, and pedestrian
connections to them from neighborhoods are desirable. Floodplains, heavilywooded areas, and other land not best-suited for development can be used to
provide open space, hike and bike trails, or pedestrian connections.
While Midlothian features areas for lower-density housing (e.g. Country
Module) and higher-density housing (e.g. New Town Module, Village Module),
the Suburban Modules provide housing for the majority of citizens, and it does
so at typical suburban densities. The module provides significant opportunities
for owner-occupied housing on medium-sized lots with convenient access to the
most frequently needed retail uses.
Locational Criteria
Texas ecosystem.
The following locational criteria are for the Suburban Module:
LC1. Retail and office uses are to be located nearest the intersection of two
major arterials.
LC2. Retail and office uses should not be organized in a linear form; instead
they should be planned as villages.
LC3. Non-residential low impact development may be located in certain
situations at collector-arterial intersections. This low impact
development includes vet clinics, professional office, and day-care
facilities.
LC4. Parks should be developed in areas to preserve existing trees, wetlands,
or natural habitat. Parks should also work in conjunction with school
91
sites and be accessible by pedestrians, bicycles, and public streets.
LC5. Open space should be used as an amenity for surrounding development.
Many times the open space takes the form of a floodplain, wetlands,
or stands of existing trees. This integration can occur in many ways.
A common method is to have a road front the open space providing
a public view, access or “front-door” to the amenity.
LC6. Medium density residential should be located near the intersection
of two arterials. This land use can be sited between single family
residential and commercial uses.
LC7. This module is anticipated to require one elementary school.
LC8. This module will require at least one neighborhood park. Parks can
and should also relate to the quantity and quality of the natural
environment in the module.
LC9. This module and the residential neighborhoods will include a variety
of lot sizes. The lot sizes need to vary by a meaningful width.
LC10. Public streets should be sensitive to the natural slope of the land in
order to maximize views and provide ease of drainage. This is best
demonstrated with proposed streets paralleling contours.
LC11. Public streets also need to be aligned to provide interest, variation,
and order. A residential neighborhood needs to have a street
layout that provides primary linkages to community facilities and
amenities.
LC12. Streets in single-family residential areas should be designed
primarily to connect the homes to arterials, and not be designed to
encourage arterial-to-arterial or “cut-through” traffic.
LC13. Sidewalks and hike and bike trails should be provided to
accommodate pedestrians and bicyclists on both sides of public
streets.
92
Section 6: Land-Use
Original Town Module
The Original Town Module is the historic heart of Midlothian and includes the
historic downtown. The built environment features buildings and structures
typical of every style common between 1870 and 1970, from the dense urban
pa ern of downtown, to smaller lots homes, to the larger lots that would become
the suburban style. The land use pa ern also reflects those times, with residential
uses intermixed with and in close proximity to commercial uses. This module
extends outwards from Midlothian’s historic core west to US 67, south to US 287,
and northeast roughly along the Union Pacific Railroad tracks to Midlothian
Parkway.
Unique Relationships
The Original Town Module will accommodate the unique issues of planning for
an area in its second, third, and even fourth phase of development. While some
undeveloped land remains and other properties are being developed for the first
time, the vast majority of the module has been developed at least once and much
of it has already been redeveloped. Corridor studies along Business US 287 may
be needed in the future to address the transitions of land uses within the module
as continued redevelopment occurs.
The buildings, properties, and public infrastructure have both the benefits of
their original design and the burdens that are associated with age and meeting
the demands of modern society. Because this area is so different from any other
part of the community, a unique module has been created to enhance its assets
and address the future.
Mixed-Use
93
Retail - Urban
Office Urban
Land Use
Residential - Single-Family B (2-4.99
DUs/acre)
Residential – Single Family A (1-1.99
DUs/acre)
Residential – Medium (5-9.99 DUs/
acre)
DUs/acre)
Mixed Use
Flexibility Factor
25%
+/- 10%
5%
+/- 10%
10%
+/- 10%
10%
+/- 5%
10%
+ 10%
Retail - Urban
10%
+ 10%
Office - Urban
5%
+ 5%
Entertainment
5%
+ 5%
Lodging
5%
+/- 5%
15%
+ 5%
Total
100%
Table 6.5 Original Town Module Land Uses
General notes:
out.
residential uses.
Entertainment
It should be noted that residential, retail, and office uses can all be allowed in the
mixed use category of this table. In acting to change the land use balance on a
smaller scale, the function of both the immediate surrounding area and the entire
module should be considered. Within the Original Town Module, much of the
mixed use development is centered about the downtown commercial district.
Land Use
Given that the Original Town Module is mostly developed and includes a wide
variety of land uses, the percentage of the land area devoted to each use is not as
important as the compatibility with existing uses.
Lodging
Community Form
Because the module features a wide variety of land uses in close proximity to each
other, the relationship and interaction between them is critical to its function. The
variety of land uses function well in the Original Town Module due to several
factors. A grid street pa ern allows for land uses to easily front and/or back
each other and therefore limits negative impacts. Appropriate edges and buffers
are also important in the placement of these varying land uses. All development
within this module needs to use a grid street pa ern. Pedestrian sidewalks need
to be included for all land uses in this module.
94
Much of the future development in this module occurs as infill. This infill
development is typically at a smaller scale than greenfield development. The infill
Section 6: Land-Use
pa ern should be compatible with and complimentary to existing land uses.
Locational Criteria
Each module is defining a set of locational criteria for the elements that comprise
that set of land uses. This list of criteria is further developed and defined in the
City of Midlothian’s codes and ordinances that regulate land development and
construction. The goal of the locational criteria is to maintain and enhance highquality residential neighborhoods, commercial districts, employment areas, and
civic centers while responding sensitively to the natural environment of the
North Texas ecosystem.
The following locational criteria are for the Original Town Module:
LC1. Infill development should be compatible with and complementary to
adjacent existing land uses.
LC2. Development should pay special a ention to infrastructure capacity.
The Original Town Module has aging infrastructure that in many
cases is over capacity, and new development should not worsen the
level of utility services for neighboring land uses.
LC3. Infill development in this module should continue the existing grid
street pa ern.
LC4. Land use transitions need to occur at the rear of property. Land use
transitions should not occur at the street in the front of development.
Example: land uses across the street from each other should be the
same, in most occurrences.
LC5. Mixed use development should generally be located within the
downtown commercial district.
95
New Town Module
The New Town module captures many of the characteristics of the Original
Town module. Located directly south of Original Town and fronting alongside
the new US 287 bypass, the New Town module functions as the next generation
Midlothian ‘Town Square’ combining a commercial core and civic facilities with
a range of residential choices. The ‘Town Square’ characteristics include a mix of
residential, commercial, and community facility uses set in a grid street pa ern
that encourages walking and biking between locations, which is a more organized
form than typically found in suburban areas. The built environment features a
range of styles, from the dense urban pa ern of downtown set next to smaller lots
houses mixed in with larger lots that provides a broad range of lifestyle choices
for living, working, shopping, and entertaining.
Mixed-Use
Land Use
Residential - Urban
96
Residential – Single Family B (2-4.99
DUs/acre)
acre)
Mixed Use
Residential – Attached (10-19.99 DUs/
acre)
Retail – Urban
Retail – Regional
Flexibility Factor
25%
+/- 10%
10%
+/- 5%
10%
+ 5%
5%
+/- 5%
5%
10%
5%
+/- 5%
+ 5%
+ 5%
Section 6: Land-Use
Land Use
Flexibility Factor
Office – Urban
Office – Regional
Lodging
Entertainment
Churches, etc.)
Total
5%
5%
5%
5%
+ 5%
+ 5%
+/- 5%
+ 5%
10%
+ 5%
100%
Table 6.6 New Town Module Land Uses
Retail - Urban
General notes:
out.
residential uses.
Land Use
The New Town module is made up of land uses that promote a next generation
town center having a mix of neighborhood housing choices balanced by assortment
of commercial, entertainment, and community facilities. Traditional single family
detached housing is the module’s primary development type accounting for 25%
of and module’s land area. Other supporting land use types dedicated to higher
density residential uses account for 20% of the land area. The New Town module
will follow a street grid pa ern similar to that found in the Original Town module
that emphasizes easy access and allows for alternative choices of movement, such
as walking and biking between residential and commercial areas. Commercial
uses provide equilibrium to the module’s land use make-up and reflect uses
tailored to an urban and regional se ing with building setbacks usually set to the
sidewalks and ample park space to balance the higher density uses. Retail uses,
including entertainment, account for a combine 20% of the module, while office
uses make-up 10% of the land area. Mixed use and community facilities each
have 10% of the module’s land area.
Retail - Regional
Office Urban
General notes and recommendations for land uses in the New Town module:
size.
the recommended percentages while affecting corresponding changes in
other categories.
land uses and their physical parameters come together to shape a
neighborhood or commercial development. The locational criteria should
Office - Regional
Lodging
97
Community Form
The module features a wide variety of land uses in close proximity to each other;
therefore, the relationship and interaction between them is critical to its function.
The grid street pa ern needs to allow land uses to easily front and/or back each
other, therefore limiting negative impacts. Appropriate edges and buffers are also
important in the placement of these varying land uses. All development within
this module needs to use a grid street pa ern. Pedestrian sidewalks need to be
included for all land uses in this module.
Entertainment
The commercial core of this module will include Retail – Urban, Retail - Regional,
Office – Urban, Office - Regional, and pedestrian active Community Facilities
(such as post offices, parks, and churches). The recommended form for commercial
uses follows a town square concept. Commercial uses should have unified
architecture, well-planned, pedestrian connections linking buildings, parking,
and amenities; buildings sited to create pedestrian spaces; and parking fields
broken into smaller sized with the use of landscape. Ground floor space should
respond to the pedestrian sidewalks with display windows and entrances. In the
commercial core, intense commercial buildings may be multi-story (greater than
two-stories).
Given the larger area served, access by cars will be significant; however, pedestrian
connectivity should be incorporated for those living or working in closer proximity.
Pedestrian connections such as sidewalks and trails are important to provide
access from the residential to the commercial uses. Pedestrian enhancements
should be provided to add emphasis and insure safety along pedestrian corridors.
Facilities for public transit stops and pedestrian access to these facilities are also
strongly encouraged.
Community facilities should be sited either to act as a transition between land
uses that are not directly compatible or as civic centers. Neighborhood parks
and open space intended to serve the module’s residents should be sited
more internally, and pedestrian connections to them from neighborhoods are
desirable. Floodplains, heavily-wooded areas, and other land not best-suited for
development can be used to provide open space, hike & bike trails, or pedestrian
connections.
Higher density housing will serve to transition the more intensive uses in the
commercial core of the New Town module to the less intensive residential uses
outside the module. Residential – A ached and Residential – Urban uses will
buffer the commercial uses in the core of the module, with Residential - Urban uses
located towards the interior of the module adjacent to Mixed Use, Community
Facilities, or Retail - Urban. Residential – A ached may be in large or multi-story
buildings. The additional height should be respectful of the adjacent uses and
may be limited if it has the potential to negatively impact them. Community
form for medium density uses is best described as enclaves. Medium density
residential should be an urban style in layout. Urban style medium density
buildings have common setbacks and parallel public streets. At the periphery
of the New Town module but away from major highways will be Residential
– Single Family B.
98
Section 6: Land-Use
Locational Criteria
Texas ecosystem.
The following locational criteria are for the New Town module:
LC1. Higher intensive uses such as Retail – Urban, Retail - Regional, Mixed
Use, Office – Urban, and Office - Regional should be located at the
core of this module.
LC2. In the module’s commercial core, parking fields should be broken
into smaller sized areas with the use of landscape.
LC3. Within the commercial core of the module, there should be an interior
roadway channeling traffic to the major arterials but not into the
module’s periphery residential areas.
LC4. There will be a minimum of two major arterials cross within the
module or adjacent to the module.
LC5. Mixed use development should generally be located within the
commercial district.
LC6. Building heights will be stair-stepped from the more intensive
commercial uses in the core down to the less intensive residential
uses in the periphery.
LC7. Pedestrian-enhanced cut-through walkways and interior courtyards
are desirable to link the module’s commercial core to the residential
periphery.
LC8. Land use transitions need to occur at the rear of property. Land use
transitions should not occur at the street in the front of development.
Example: land uses across the street from each other should be the
same, in most occurrences.
LC9. Residential - A ached and Community Facilities (such as schools,
churches, community centers, and parks) should be used to transition
to less dense residential uses.
LC10. Residential - Single Family B should be located at the periphery of
the module.
LC11. Medium density residential should be located between single family
residential and commercial uses.
LC12. This module is anticipated to require one elementary school.
LC13. This module and the residential neighborhoods will include a variety
of lot sizes. The lot sizes need to vary by a meaningful width.
LC14. Public streets also need to be aligned to provide interest, variation,
and order. A residential neighborhood needs to have a street
layout that provides primary linkages to community facilities and
amenities.
LC15. Streets in single-family residential areas should be designed
primarily to connect the homes to arterials, and not be designed to
encourage arterial- to-arterial or “cut-through” traffic.
LC16. This module will require at least one neighborhood park. Parks
can and should also relate to the quantity and quality of the natural
environment in the module.
LC17. Sidewalks and hike & bike trails should be provided to accommodate
99
pedestrians and bicyclists on both sides of public streets.
LC18. Open space should be used as an amenity for surrounding
development. Many times the open space takes the form of a
floodplain, wetlands, or stands of existing trees. This integration can
occur in many ways - a common method is to have a road front the
open space providing a public view, access or “front-door” to the
amenity.
LC19. Natural features such as streams, wetlands, and groves of trees
within the module should be incorporated into the urban fabric.
100
Section 6: Land-Use
Village Module
The Village Module is intended to concentrate higher-intensity commercial
uses and higher-density residential around an arterial-arterial intersection in a
suburban residential area. Creating a Village Module within one or more Suburban
Modules and Country Modules benefits both the residential and commercial
uses in each. The co-location of more intense uses creates opportunities for a
sense of place not possible in a more sprawling pa ern of commercial uses along
an arterial. The module provides for both fiscal and quality of life benefits to the
community.
Retail - Urban
Retail - Regional
Mixed-Use
Land Use
Retail - Urban
Retail – Regional
Mixed Use
Office – Regional
Residential – Single Family (2-4.99
DUs/acre)
Residential – Single Family (1-1.99
DUs/acre)
Residential – Attached (10-19.99 DUs/
acre)
25%
15%
10%
10%
Flexibility Factor
+/- 10%
+/- 10%
+ 5%
+/- 5%
5%
+/- 5%
5%
+/- 5%
5%
+/- 5%
5%
+/- 5%
Lodging
5%
- 5%
Entertainment
5%
+ 5%
Office - Regional
101
Land Use
Churches, etc.)
Total
Flexibility Factor
10%
+/- 5%
100%
Table 6.7 Village Module Land Uses
General notes:
out.
residential uses.
Land Use
Residential - Urban
Lodging
The Village module is smaller in area than other modules. The average size of
this module approximately 100 acres, surrounded by one or more other modules,
most o en Suburban Module or Country Modules. The Village is a separate
module from the surrounding area, and its land uses do not count as part of the
neighboring modules. Village modules combine both residential and commercial
uses within a more organized form than typically found in suburban areas.
Village modules are located at arterial-arterial intersections. Retail – Urban and
Retail - Regional, with uses serving a broader market area than the traditional
suburban retail establishments, are the primary uses in this module, accounting
for 40% of the land area. Secondary uses, such as Mixed Use and Office - Regional,
each account for 10% of the module’s acreage and function as a complementary
use with this large retail grouping. Residential uses combined make up a 20% of
the module’s land area, with each of the four residential uses accounting for 5%
each of the acreage.
General notes and recommendations for land uses in the Village Module:
the recommended percentages with corresponding changes in other
categories.
facilities provides for land use transfer between all categories.
land uses and their elements come together to shape a neighborhood
or commercial development. They should be followed as development
plans are prepared in Midlothian.
Community Form
Entertainment
102
The commercial core of this module will include Retail – Urban, Retail - Regional,
Office - Regional, and pedestrian active Community Facilities (such as post offices
and churches). The recommended form for commercial uses is a village concept.
This village concept is necessary to so en the impacts of the allowed uses. The
village concept is defined through unified architecture, well planned, pedestrian
connections linking buildings, parking, and amenities; buildings sited to create
pedestrian spaces; and parking fields broken into smaller sized with the use of
Section 6: Land-Use
landscape. Ground floor space should respond to the pedestrian sidewalks with
display windows and entrances.
In the commercial core of the Village, intense commercial buildings may be multistory (greater than two-stories). Residential – A ached also may be in large or
multi-story buildings. The additional height should be respectful of the adjacent
uses and may be limited if it has the potential to negatively impact them. At the
periphery of the Village will be the residential uses and community facilities.
These uses will serve to transition the more intensive uses in the commercial core
of the Village to the less intensive residential uses outside the module. Residential
– A ached uses in smaller or two-story buildings will buffer the commercial uses
in the core of the module while Residential - Urban uses will be located towards
the interior of the module.
Given the larger area served, access by cars will be significant; however,
pedestrian connectivity should be incorporated for those living or working in
closer proximity. Pedestrian enhancements should be provided to add emphasis
and insure safety along pedestrian corridors. Facilities for public transit stops
and pedestrian access to these facilities are also strongly encouraged.
Locational Criteria
construction. The goal of the locational criteria is to plan and construct highquality residential neighborhoods, commercial districts, employment areas,
and civic centers while responding sensitively to the natural environment of the
The following criteria are for the Village module:
LC1. Higher intensive uses such as Retail – Urban, Retail - Regional,
Mixed Use, and Office - Regional should be located at the core of this
module.
LC2. Single Family Urban should be located at the periphery of the
module.
LC3. Building heights will be stair-stepped from the more intensive
commercial uses in the core down to the less intensive residential
uses in the periphery.
LC4. Residential - A ached and Community Facilities (such as schools,
churches, community centers, and parks) should be used to transition
to less dense residential uses outside of the village.
LC5. In the module’s commercial core, parking fields should be broken
into smaller sized areas with the use of landscape.
LC6. Natural features such as streams, wetlands, and groves of trees within
the module should be incorporated into the urban fabric.
LC7. Within the commercial core of the module, there should be an interior
roadway channeling traffic to the major arterials but not into the
module’s periphery residential areas.
are desirable to link the module’s commercial core to the residential
periphery.
LC9. There will be minimum of two major arterials cross within the module
or adjacent to the module.
103
Transit Village
The Transit Village module maximizes the potential of a special transportation
opportunity, such as a rail station or public transit transfer station, as a major
civic investment and amenity. Given the critical transit component, development
of these modules will be impacted by the timing of the transit facility. Each of the
transit modules will differ in its character based on the type of transit facility, the
existing development, and the module type surrounding the transit village.
Mixed-Use
Residential - Urban
There are three transit villages in Midlothian. The northern site is identified where
US 67 crosses the future Outer Loop 9 at the boundary of Midlothian and the City
of Cedar Hill. A second transit village is identified adjacent to the northeastern
edge of Midlothian’s Original Town. A third site is on the city’s southwestern
edge near US 67 and V.V. Jones Road. The North Central Texas Council of
Governments Mobility 2025: The Metropolitan Transportation Plan, amended
April 2005 indicates a future regional rail line connecting Midlothian with the
future DART light rail line into downtown Dallas; however, no planning activity
is currently underway as the city is not presently a DART member. Provisions
for mass transit will become critical to the future growth and sustainability of
the city.
Transit Village modules serve as gateways, marking the entrances into the
community along rail or multi-modal corridors. Transit Village modules provide
consumer and employment opportunities for residents of Midlothian and the
region. The modules add to the quality of life of Midlothian residents and provide
fiscal benefits connecting Midlothian businesses to the larger market of North
Texas.
Retail - Urban
Office Urban
104
Section 6: Land-Use
Land Use
Flexibility Factor
Mixed Use
25%
+/- 15%
Residential – Urban (> 20 DUs/acre)
15%
+/- 10%
DUs/acre)
10%
+/- 5%
Retail – Urban
10%
+/- 5%
Office – Urban
10%
+/- 5%
Entertainment
5%
+ 5%
5%
+/- 5%
20%
+/- 5%
acre)
Total
Entertainment
100%
Table 6.8 Transit Village Land Uses
General notes:
out.
residential uses.
- Caveat – Planned development – intense area requiring PD
Land Use
The Transit Village is a compact module centered on a significant opportunity to
access public transportation. The Transit Village is a multi-modal node, where
people can transfer from one mode of transportation to another. People will be
walking, riding bikes, driving cars, catching buses and trains, and transferring
between these different modes. The module’s residents can walk to buses and/or
trains, while other citizens may drive there, park, and ride a bus or train to their
place of work.
Retail and office uses should not be reduced to less than 45% of the module,
and residential uses should comprise at least 15% of it. Entertainment uses are
encouraged as they add a recreational character to the module, but the modules
in high employment, low residential areas may not be able to sustain one.
Community Facilities, both publicly maintained and privately maintained, are
critical to the module and should not be less than 10%. The distribution of land
uses within each module will vary with the character of the surrounding area
(residential, commercial, industrial), the verticality proposed (height of buildings,
combination of uses & functions), and the level of transportation opportunities
(number of bus routes, frequency of trains, commuter park-and-ride convenience).
All the above noted percentages are without any potential flexibility factor.
The above criteria are intended to describe in general terms the potential mix
of land uses anticipated. However, each transit village is anticipated to have a
different character and as a result a unique mix of appropriate uses. The existing
light rail transit stops in the cities of Plano, Richardson and Dallas each have a
105
unique character and a different mix of land uses surrounding them. A more
detailed plan will need to be developed prior to the zoning of the transit villages
in order that this mix can be established.
General notes and recommendations for land uses in the Transit Village
module:
categories.
facilities provides for land use transfer between all categories.
Community Form
The built form of a Transit Village module is centered about a “heart” - a public
space - in which the transit station(s) are located with frontage facing either a
civic center or retail and entertainment uses. The “heart” is surrounded by multistory buildings, helping to define its boundaries, but important view corridors in
to and out of the heart should be maintained. Large single-story structures and
large surface parking lots should locate outside the periphery of the heart. The
module should also accommodate all the modes of transportation converging
within it. The module should also feature a visual edge or boundary, making it
distinct from the surrounding area. The module’s compact size makes accessing
the different uses within the module efficient.
The land surrounding the heart of the module should accommodate retail,
office, entertainment and residential uses, and buildings and interior spaces
that are multifunctional are encouraged. The module’s transportation facilities
for passengers should be incorporated into the heart as well. The periphery of
the module can be less dense and intense than the center, with shorter, more
horizontal buildings and larger parking areas.
Locational Criteria
construction.
However, since each transit village is anticipated to have a different character,
a unique set of land use criteria will need to be developed for each of the
modules. A more detailed plan will need to be developed prior to the zoning
and development of the transit villages in order that this mix can be established.
The goal of the locational criteria is to plan and construct high-quality residential
neighborhoods, commercial districts, employment areas, and civic centers
while responding sensitively to the natural environment of the North Texas
ecosystem.
106
Section 6: Land-Use
The following criteria are for the Transit Village module:
LC1. Transit station facilities should be located at the central point within
this module.
LC2. Higher density uses such as Mixed Use, Residential – Urban, Retail
- Urban, and Office – Urban should be located near or across from
the transit station.
LC3. A transit station should function as an anchor on one side of a civic
park, plaza, or courtyard with the opposite end having a significant
entertainment / retail component or a notable civic investment,
such as a city hall, library, college, museum, performance center, or
meeting hall.
LC4. Uses such as Residential -A ached and service-oriented Community
Facilities (fire stations, community centers, operations centers,
parking lots) should be located towards the periphery of the module
as appropriate.
LC5. Land uses along the periphery of the modules should be sensitive
to the adjacent modules and land uses in order to provide for the
appropriate transition between uses.
LC6. Ground-level active uses will have frontage onto public streets, rather
than be separated form the street by large parking areas typical of a
suburban shopping center.
LC7. Residential housing options should be designed to provide for a
variety lifestyle choices.
LC9. Open space amenities within this module such as parks and public
plazas should be strategically placed to support to the pedestrian
street environment and to add emphasis within the module’s urban
fabric.
LC10. Sidewalks should be placed on both sides of the street.
LC11. Transportation facilities and amenities such as transit stations,
bridges, sidewalks, street signage, lighting should be enhanced
to provide interest, variation, and order within this high-density
pedestrian friendly urban environment.
LC12. The module will have a minimum of one major arterial fronting a
transit station.
107
Regional Module
The Regional module is designed to create an urban-style, multi-use development
built around a major regional employment establishment or an agglomeration
of major employment establishments. The Regional module fosters a working
community within a larger city where residents can enjoy an urban-friendly
environment mixing working, shopping and entertainment in close proximity
to regional transportation corridors, including major freeways, transit lines, and
hike and bike trails.
Regional Employment
Retail - Regional
Office - Regional
Entertainment
Land Use
Flexibility Factor
Regional Employment
Retail – Regional
Office – Regional
Entertainment
Lodging
Retail – Urban
Office – Urban
Churches, etc.)
25%
20%
20%
15%
5%
5%
5%
Unlimited
Unlimited
Unlimited
Unlimited
+/- 5%
+/- 5%
+/- 5%
5%
+/- 5%
Total
100%
Table 6.9 Regional Module Land Uses
Lodging
108
Section 6: Land-Use
General notes:
- all residential modules to have flexibility factor of + and -, for ultimate
build out.
- all modules to have timing criteria for dense (greater than 5-9.99 du’s
/acre) residential uses.
- desire for cluster development to occur in SF detached developments
outside the downtown / original town area.
Land Use
The Regional module provides within Midlothian a location for a major
employment complex to be centered, surrounded by an environment of shopping,
entertainment, and community facilities. This module is similar to Centerport
south of Dallas-Fort Worth International Airport and the area around the Telecom
Corridor.
On average, Regional Employment accounts for 25% of the Regional module;
however, this use has no limitations. Uses, such as Retail – Regional, Office –
Regional, and Lodging have a direct impact supporting the Regional Employment
primary use. Retail – Urban, Office – Urban, and Entertainment uses account for
25% of the module’s land are. This combination of uses helps generate an active
street environment, during the business day and even a er hours.
Retail - Urban
Office Urban
Community Facilities, both publicly and privately maintained, are critical to the
module and should account for 5% of the land area. The distribution of land
uses within each module will vary with the character of the surrounding area
(commercial, industrial), the verticality proposed (height of buildings, combination
of uses & functions), and the level of transportation opportunities (number of bus
routes, frequency of trains, commuter park-and-ride convenience). Each of these
percentages has a flexibility factor that can be seen in the previous chart.
General notes and recommendations for land uses in the Regional module:
categories.
3. The flexibility factors for lodging, retail, office, and community facilities
provides for land use transfer between all categories.
Community Form
The physical form of the Regional module is focused around one major regional
employment establishment or a cluster of major employers. These employment
activities can be centered in the module, or in closed proximity to a Transit Village
module. The employment complex can take the form of a single corporate campus,
a major manufacturing facility, medical center, a regional shopping center, or a
cluster of buildings developed around a central focus.
Both supporting and taking advantage of the major employment establishments
are commercial and entertainment uses. While having a higher density than that
109
found in the Suburban Mix module, the densities in the Regional module are
lower than those occurring in the Transit Village modules. Retail - Urban, Office
– Urban, Entertainment, and pedestrian intensive Community Facilities (such as
libraries, post offices, churches) should have unified architecture, well planned
pedestrian connections linking buildings, parking and amenities; buildings sited
to create pedestrian spaces, and structured or surface parking.
The module’s transportation network should link major employment
establishments with regional transportation corridors, such as major freeways
and regional transit lines, and with regional and local hike and bike trails. Natural
features found in the module, such as stream corridors, woodlands, and bluffs,
should be incorporated as natural public amenities by providing open space and
so en the surrounding built environment.
Locational Criteria
construction. The goal of the locational criteria is to plan and construct highquality residential neighborhoods, commercial districts, employment areas,
and civic centers while responding sensitively to the natural environment of the
The following criteria are for the Regional module:
LC1. Major employment structures and complexes will be located towards
the interior of the module. Less intense land uses such as community
facilities should be located on the periphery of the module to provide
a desirable transition of uses.
LC2. Urban - Retail, Urban - Office, and Entertainment uses should be
located along major arterials linking major employment structures
and major employment complexes with nearby transit stations, or
in high density clusters built on a system of interconnecting streets
functioning as the module’s commercial core.
LC3. Commercial districts within the Regional Module should provide
defined public places and activity centers. This can be accomplished
by the utilization of greens, plazas, and other open space.
LC5. Open space amenities within this module such as parks and public
plazas should be strategically placed to support the pedestrian
street environment and to add emphasis within the module’s urban
fabric.
LC6. Selected streets should terminate at streets fronting along parks
and significant urban buildings (such as government buildings and
religious institutions) to add emphasis within the module’s urban
fabric.
LC7. At least one major thoroughfare should provide direct access from the
module’s interior to a nearby regional freeway and a transit station.
LC8. Public streets that make up the module’s commercial core should be
developed in a grid pa ern.
LC9. Major thoroughfares should be developed to emphasize and protect
important view corridors.
LC10. Sidewalks should be placed on both sides of the street.
110
Section 6: Land-Use
are desirable within larger urban blocks in the module’s commercial
core.
LC12. The transportation network within the module should provide
right-of-way access for regional and local hike and bike trails to link
with major employment structures and complexes and with nearby
transit stations.
LC13. Transportation facilities and amenities such as transit facilities,
bridges, sidewalks, street signage, lighting, and bike racks should be
enhanced to provide interest, variation, and order within the interior
of the module and the module’s commercial core.
111
Corporate Module
The Corporate Module provides expanded employment opportunities within
Midlothian, housing major employers that need convenient transportation, high
quality public services, and a worker friendly environment. In addition to office
uses, the modules provide for supporting uses, such as light industrial, retail and
lodging opportunities providing the opportunity for people to use the module
as a live, work, and play area. The module also provides for the amenities that
employees, clients, and residents desire, such as lakes, plazas, and fountains,
which make for a more aesthetically-pleasing employment environment.
Office - Regional
Light Industry
Lodging
Land Use
Flexibility Factor
Office – Regional
20%
Unlimited
20%
+/- 15%
Light Industrial
20%
+/- 15%
Lodging
10%
+/- 5%
Retail – Regional
10%
Unlimited
DUs/acre
10%
+/- 5%
Retail - Regional
112
Section 6: Land-Use
Land Use
Flexibility Factor
5%
+ 5%
Churches, etc.)
5%
+ 5%
Total
100%
Table 6.10 Corporate Module Land Uses
General notes:
out.
residential uses.
Land Use
The land use mix in this module provides for office-related business activities
and supporting land uses and to address an important missing element in
Midlothian’s commercial market. Office – Regional, Office – Neighborhood, and
Light Industrial each comprises 20% of a Corporate Module. Lodging, Retail
– Regional, and Residential - A ached land uses should occupy 10% each of the
module’s land. Retail – Neighborhood completes the development pa ern with
a minimum of 5% land use. Community Facilities, such as parks, schools, and
places of worship, should include approximately 5% of the module. Except for
Office – Regional and Retail – Regional, each of the land use percentages has a
flexibility factor that can be seen in the previous table.
General notes and recommendations for land uses in Corporate Modules:
the recommended percentages while corresponding changes in other
categories.
3. The flexibility factors for all retail, office, entertainment, lodging, and
community facilities allow land use transfer between all categories.
4. Flexibility factors for land use types that are labeled unlimited offers
the greatest opportunity for modifications. The only stipulation is that
commercial land uses (office, retail, entertainment, lodging, etc) replace
other commercial uses as a switch.
113
Community Form
The form of the built environment of Corporate Modules will feature mostly
moderate sized buildings, though some areas may have buildings of significant
height and volume with surface or structured parking. Office areas are o en built
in campus se ing with more landscaping and aesthetic amenities such as lakes,
fountains, open spaces, urban forests, and public art than land developed for
retail uses.
Office uses provides a greater range of employment opportunities within the
community. This includes a quality of life benefit to residents, giving them a closerto-home choice of job options, and a fiscal benefit to the community, providing
tax revenue to the city and school districts and only moderate demands on public
services. The module also helps provide the city with a daytime population that
will shop at local businesses convenient to their place of employment.
Commercial uses should have unified architecture, well planned pedestrian
connections linking buildings, parking, and amenities; buildings sited to create
pedestrian spaces; and parking fields broken into smaller sizes with the use of
landscape.
Community form for medium density uses is best described as enclaves.
Residential – A ached can be either urban or garden style in layout. Urban style
medium density buildings have common setbacks and parallel public streets.
Garden style housing sites buildings in clusters away from public streets.
Community Facilities should be sited to act as a transition between land uses
that are not directly compatible. Parks within Corporate Modules should serve
as open space for leisure and recreational activities for both the residents and
employees in the district floodplains, heavily-wooded areas, and other land not
best-suited for development can be used to provide open space, hike & bike trails,
or pedestrian connections.
Locational Criteria
employment areas, commercial villages, residential enclaves, and civic centers
while responding sensitively to the natural environment and North Texas
ecosystem.
The following criteria are for the Corporate Module:
LC1. Intensity of uses should be considered when located on the periphery
of the Corporate Module to minimize any negative impacts on
adjacent property and to provide adequate transition of land uses.
LC2. Parking areas need to be connected to the building with pedestrian
walkways. These walkways should be landscaped and signed.
LC3. Structured parking facilities must have a façade treatment that is
similar and compatible with the façade of the office building.
114
Section 6: Land-Use
LC4. Buildings should be planned in a manner that provides visual sight
lines connecting pedestrian access and front doors.
LC5. Public facilities can be planned as an amenity for this module. These
areas can be the focus for planning and site organization. This
planning will allow pedestrian linkages to and from public facilities
and the adjacent development.
LC6. Parks should be developed in areas to preserve existing trees, wetlands,
or natural habitat. Parks should be accessible by pedestrians, bicycles,
and public streets.
LC7. Community and regional trails should link into the module’s interior
and connect with side walks and pedestrian walkways.
LC8. Public streets should be sensitive to the natural slope of the land in
order to maximize views and provide ease of drainage. This is best
demonstrated with proposed streets paralleling contours.
115
Industrial Module
The Industrial Module cuts a broad swath through Midlothian and provides
much of the city’s opportunities for extraction, manufacturing, assembly, and
warehouse uses. Industrial uses are dependent on reliable transportation such as
rail lines and highways, and in Midlothian the Industrial modules takes advantage
of being near major regional access points, such as US 67 and US 287. Industrial
Module uses also have access to the existing railroad lines in Midlothian.
Heavy Industry
Below are representative photographs of each specific land use type included in
this module.
Light Industry
Office - Regional
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Land Use
Flexibility Factor
Heavy Industrial
60%
Unlimited
Light Industrial
10%
Unlimited
Office – Regional
10%
+/- 20%
10%
Unlimited
5%
+/- 5%
Community Facilities (Parks, etc.)
5%
+ 5%
Total
100%
Table 6.11 Industrial Module Land Uses
Section 6: Land-Use
General notes:
out.
residential uses.
Land Use
Heavy Industrial accounts for 60% of the Industrial Module land area. Light
Industrial, Office – Regional, and Flex Office / Warehouse land uses should
account for approximately 10% each of the module’s land. Retail – Neighborhood
completes the development pa ern with 5% land use. Except for Office – Regional
and Retail – Neighborhood, all of the above noted percentages are without any
potential flexibility factor. It should be noted that the light industrial, office and
flex space are anticipated to dictate the amount of support type uses. To some
degree the market will also dictate the location of the uses if in keeping with
the overall development pa ern. Community Facilities, such as parks or public
safety facilities should make up approximately 5% of the module.
The module provides for a combination of uses that support industrial activities.
Office uses provide the administrative and management support industrial
activities need, and are o en desirable in close proximity to them. Retail uses
within the module provide convenient goods and services to those employed
in the industries and office. Industrial uses serve as economic generators within
the local economy. A large portion of the Heavy Industrial uses in Midlothian is
tied into the mining and extraction of the area’s limestone deposits. Once this
natural resource has been extracted from various locations, part of the restoration
process shall include a re-examination of the most appropriate land use for the
played-out site, its compatibility to adjacent uses, and achieving the community’s
goals. The added value is captured within the local economy, multiplying into
office jobs, retail goods and services, and residential investment.
General notes and recommendations for land uses in Industrial modules:
the recommended percentages while corresponding changes in other
categories.
3. The flexibility factors for all industrial, office, retail, and community
4. Flexibility factors for land use types that are labeled unlimited offers
the greatest opportunity for modifications. The only stipulation is
that commercial land uses (industrial, office, retail, etc) replace other
commercial uses as a switch.
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Community Form
A large amount of Midlothian’s Industrial Module acreage is owned by extraction
companies. The mining used in these operations is in the form of quarry stripmining. During the operation of these quarry sites land is exposed until most of
the extracted material is removed at which time the quarry site goes through the
reclamation process to restore the land to its original condition. Examples exist in
Texas, across the nation, and in other countries of the creative and economically
beneficial reuse of such ‘play-out’ former quarry sites, ranging from golf courses
to Japanese gardens and from shopping centers to industrial developments.
The form of the built environment for industrial uses o en features large
structures with large floor plates used for manufacturing, shipping, and storing
materials and products. These buildings are typically of a single floor with taller
than average ceiling heights.
Industrial form includes distribution and storage in covered or semi-enclosed
structures. Support structures and facilities are common and provide backup
electricity, reserve equipment, and maintenance systems. Shipping facilities and
docks are frequently required for the loading and unloading of trucks or rail cars.
Facilities may be secured through fencing, screening walls, and security cameras,
and significant lighting may be required to secure the grounds and equipment
at night.
Locational Criteria
employment areas, commercial villages, and civic centers while responding
sensitively to the natural environment and North Texas ecosystem.
The following criteria are for the Industrial Module:
LC1. The impact of potential industrial uses on adjacent existing residential
uses and environmentally sensitive areas should be considered when
determining the appropriate intensity of uses for particular areas.
LC2. Buffers and screens are important components in industrial
development pa erns. They are used to minimize the adverse impacts
of light, noise, and views of truck traffic, storage yards, movement of
freight, and manufacturing processes. They should be used in the
planning for industrial development as needed.
LC3. Transportation networks should be well planned to ensure adequate/
appropriate levels of service.
LC4. Public facilities can be planned as an amenity for this module. These
areas can be the focus for planning and site organization. This
planning will allow pedestrian linkages to and from public facilities
and the adjacent development.
LC5. Open space should be used as an amenity for surrounding
development. Many times the open space takes the form of a
floodplain, wetlands, or stands of existing trees. This integration can
occur in many ways; a common method is to have a road front the
open space allowing a public view, access to the amenity.
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Section 6: Land-Use
Escarpment Conservation Area
The Escarpment Conservation Area runs north - south through the middle of
Midlothian. In Midlothian, the Escarpment Conservation Area is an identifier for
the southern extension of the Cedar Hill Escarpment. The escarpment is notable
for its limestone bluffs, wooded hills, clear streams, and its se ing as a habitat
for rare and endangered species of animals and plants. It is the location where
two ecosystems converge – the tallgrass prairie and the limestone escarpment
providing a habitat for plant, birds, and other animals typically found in central,
west, and east Texas. The Cedar Hill Escarpment is most notable to the north in
Dallas County due to the public investment in acquiring targeted acreage and
receiving donated lands. In Dallas County, four sites are in various stages of
public ownership or area being purchased to protect the land before development
encroaches. These include Cedar Hill State Park, the Dallas Nature Center, Cedar
Mountain Preserve, and Dogwood Canyon.
Cedar Hill Escarpment
In Midlothian, the Escarpment Conservation Area needs to be protected from the
pressures of development instead of being le for chance or even being a void in
the north – south escarpment linkage. Except for so surface trail enhancements
and the need for roadways due to public safety concerns for the community,
other forms of development need to be restricted from the escarpment area that
includes but is not limited to its ridges, bluffs, western and eastern slopes, streams,
woodlands, and grasslands. Road development across the escarpment should be
broadly spaced out or even restricted. The protection and enhancement of the
escarpment through Midlothian should be sensitive to its role in the heritage of
the community and its regional importance in relationship to the broader Cedar
Hill Escarpment.
119
120
7
TRANSPORTATION
The purpose of this chapter is to identify local travel and mobility needs and
address orderly development of the City’s transportation system. It includes an
overview of existing roadway network and travel characteristics, transportation
planning criteria and facility design standards. The Transportation element is
closely coordinated with the Land Use element of the plan, with the proposed
future land use pa erns driving the decisions of where to add roadways and the
type of roadways to be provided.
Within this chapter is the new Midlothian Thoroughfare Plan; a graphic
representation that addresses transportation improvement needs over a 25-year
planning period. By identifying the proposed street classifications and needs,
the Thoroughfare Plan will serve as the guide for current and future roadway
requirements, rights-of-way, upgrades, improvements and extensions to the
existing network of streets, roads and highways within the City and its extra
territorial jurisdiction.
VEHICULAR TRAFFIC
Key Issues
In the development of the Comprehensive Plan, Community Workshop meetings
brought forth the following key transportation issues:
1. Traffic in the Downtown area: The completion of the US 287 Bypass has
to relived this condition, le ing through traffic pass with no congestion.
The volume and character of the remaining traffic in downtown and how
development responds to the bypass are yet to be seen.
2. Congested local roadways and intersections: FM 663 (Ninth Street)
and other roadways and their intersections are experiencing heavy
congestion as development along the city’s two-lane arterial streets
begins to generate volumes that approach the roadways’ capacity.
3. Railroad crossings: Midlothian is located at the junction of northsouth and east-west freight railroads, and the through and switching
operations of the freight railroads o en cause significant traffic delays.
The new Midlothian Parkway and the 8th Street project create grade
separated crossing of the railroads.
4. Few “through” streets: The natural terrain of Midlothian and
the historical pa erns of development to date have created many
discontinuous street networks, forcing traffic to utilize the few available
streets which result in congestion.
RAILROAD TRAFFIC
5. Protection/conservation of rural areas: Many of the smaller rural
roads in Midlothian are being heavily used, over the capacity that they
are able to handle. Improvements to these roads are needed, yet residents
are concerned about preserving the rural and undeveloped nature of this
area.
121
6. Commuter rail: Residents voiced both interest and concern about the
possibility of commuter rail transit connecting Midlothian to the Dallas/
Fort Worth Metroplex. Some residents expressed concern over the impact
of the development of transit station depending on where it was located,
and that parking requirements at an end of the line station would be
significant and create traffic problems. Some residents saw potential for
increasing development which would help with lengthy commutes.
Goals, Objectives, and Actions
Goals, objectives, and actions form the basis of the Comprehensive Plan and will
serve in guiding future thoroughfare development decisions in Midlothian. The
following goals were created based upon input from stakeholders and citizens
and Steering Commi ee members and have been taken from the Goals and
Objectives section of this Plan.
Goal: 24:
Provide a transportation system that will effectively serve the
existing and projected mobility needs of the community in a safe, fiscal,
and efficient manner.
Objective 24A: Provide for the safe and efficient movement of vehicles and
pedestrians.
Objective 24B: Work with the Midlothian Independent School District to
resolve major roadway and school zone conflicts to minimize dangers
to students and parents while enhancing traffic movement.
Objective 24C: Develop a transportation system that reinforces the future land
use plan.
Objective 24D: Reduce cut-through traffic in neighborhoods.
Goal 25: Improve transportation in downtown and the original town without
negatively impacting the quality of residential neighborhoods and the
commercial users.
Objective 25A: Support the installation of sidewalks in areas where they do not
exist.
Objective 25B: Consider reconfiguration of problem intersections and
connections in order to improve safety and enhance traffic movement
(including North 9th Street connection with FM 663 and Business US
Highway 287 and 5th Street).
Objective 25C: Develop parking guidelines tailored for downtown.
Goal 26: Resolve traffic management issues at key intersections and corridors
(current key intersections include Business US Highway 287 and
Midlothian Parkway, US Highway 67 and 9th Street exit, US Highways
67 and 287, and Walnut Grove and US 287).
Objective 26A: Monitor changes in traffic pa erns, volumes, and accidents to
identify modifications to roadway design, signage, and signalization.
Objective 26B: Work with railroad and public agencies to resolve roadway and
railroad track crossings for improved movement throughout the city
and the region.
Objective 26C: Improve traffic signalization and signage to enhance traffic
movement throughout the city.
Goal 27: Take part in multi-modal expansion that keeps pace with regional
needs and connectivity.
Objective 27A: Create a thoroughfare network system that links into regional,
county, and adjoining cities thoroughfare systems.
Objective 27B: Explores options for linking into regional mass transit system.
122
Section 7: Transportation
Objective 27C: Enhance Midlothian’s importance as serving as a hub for
transportation activity in the south central section of the Dallas-Fort
Worth metropolitan area.
Objective 27D: Continue to enhance communication and information sharing
between the City and regional transportation agencies (North Central
Texas Council of Governments, Texas Department of Transportation,
Dallas Area Rapid Transit, Fort Worth Transportation Authority, and
North Texas Tollway Authority)
Goal 28: Provide a convenient, safe, a ractive, accessible and interconnected
Objective 28A: Work with regional, county, and surrounding communities to
provide safe and adequate pedestrian and bike paths.
Objective 28B: Identify non-motorized transportation and open space corridors
that link residential areas and commercial areas.
Objective 28C: Eliminate barriers that discourage non-motorized movement.
Objective 28D: Promote the use of non-motorized transportation choices.
Objective 28E: Require new developments to include sidewalks.
Regional Se ing and Major Thoroughfares
In order to understand the relationship of the highways and streets to the
mobility needs of the residents, the Thoroughfare Plan must begin by looking at
the regional se ing and the existing roadway system. As depicted in Figure x.1
- Regional Se ing, Midlothian is located in the south central sector of the DallasForth Worth Metroplex. It is approximately 25 miles southwest of Dallas, 28 miles
southeast of Fort Worth, and is neighbored by Waxahachie on the east, Cedar
Hill on the north, Mansfield on the west and Venus on the south. Midlothian is
located at the intersection of two major highways, US 67 and US 287, and at the
intersection of two freight railroad main lines that parallel US 67 and US 287.
Its location near these major transportation corridors is one of the reasons why
Midlothian has a strong manufacturing and production based economy.
Regionally Significant Highways: The following are the regional highways that
have a current or potential future impact on transportation in Midlothian:
US Highway 67 – A northeast-southwest highway that connects Dallas to
its southwestern suburbs including the cities of Duncanville, Cedar Hill,
and Midlothian and continues to IH 35W and into west Texas. Within the
last 15 years, US 67 has been improved to a limited access highway with
continuous frontage roads, from FM 1387 (Belt Line Road) to US 287, and
traffic volumes have more than doubled.
US Highway 287 – A northwest-southeast highway that connects Fort
Worth to its southeastern suburbs including Mansfield and passing
through Midlothian and IH 35 at Waxahachie, on its way to connection
with IH 45 in Ennis. The construction of a grade separated bypass to
the south of downtown will be completed in late 2006, allowing through
traffic easier passage through the corridor and eliminating congestion
from central Midlothian.
123
Loop 9 – A currently proposed east-west highway that is planned to be
located roughly parallel to IH 20, generally along the Dallas/Ellis county
line just north of Midlothian. It would form a portion of what eventually
could become an outer loop for the southern portion of the entire DFW
Metroplex.
SH 360 – A north-south freeway that runs through the middle of the
Metroplex, SH 360 is being extended from its former terminus near IH 20
to a new terminus at US 287 and then further to US 67 along the western
edge of Midlothian.
IH 35E – Several miles to the east of Midlothian, the north-south
interstate freeway is currently under improvement south of IH 20 to
expand capacity by the addition of main lanes in each direction. The IH
35 corridor, through the entire state of Texas and beyond, is also under
consideration for major future improvements to enhance the movement
of freight via long-haul trucking and railroad operations under a program
called the Trans Texas Corridor (TTC). Several route alternatives are
being considered as the TTC would enter the DFW Metroplex from
the south. This should include utilizing portions of the Loop 9 corridor
and the spli ing of truck and rail freight movements into two separate
passageways.
Prop. Loop 9
Figure 7.1 Regional Setting
Locally Significant Roadways: As shown in Figure 7.2 – Locally Significant
Roadway Network, there are various local roadways that move traffic to and from
the regional highways to serve the local residents and businesses of Midlothian.
These include the following:
Farm-To-Market Road 663 (Ninth Street) – The mostly two-lane to
four lane roadway is historically the local north-south accessway across
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Midlothian. It is offset across the railroad tracks at Business US 287. As
Ninth Street approaches downtown from the north, it shi s one block
to the west and tees into Business US 287 in the historic downtown of
Midlothian. Numerous residential subdivisions have been developed
along Ninth Street south of US 287 over the years, with the original
primary and secondary public schools located along it just two miles
south of downtown.
Farm-To-Market Road 1387 – An east-west road extending eastward
form downtown this two-lane rual roadway has served historically
as the local feeder roadway parallel to US 287 into residential eastern
Midlothian.
Midlothian Parkway – Recently completed, this four lane divided
roadway extends from US 67 to south of US 287 at Mount Zion Road. It
serves as a reliever route to Ninth Street, allowing traffic to move more
readily between US 67 and east and south east Midlothian.
Walnut Grove Road – Currently a two lane roadway, it receives north/
south traffic that feeds US 287 to the south and to a lesser extent the
disjointed roadways to the north that access Cedar Hill and US 67. An
offset intersection with FM 1387 creates a traffic congestion point that
will require significant realignment to resolve.
Bryson Lane/Long Branch Road – This north-south roadway along
the eastern edge of Midlothian distributes traffic amongst the various
developments along its length and runs adjacent to the east side of the
Midlothian-Waxahachie Airport.
Shiloh Road – This meandering roadway runs along the northern
edge of Midlothian, connecting the rural and suburban residential
development to US 67.
Mount Zion Road – One of the few east-west roadways on the south
side of town that connects various residential developments to Ninth
Street and US 287.
VV Jones Road – This rural two lane roadway connects across US 67
and provides access to the far southern portion of Midlothian.
FM 875 – This two lane rural roadway runs along the far southern edge
of Midlothian, forming a meandering connection between US 67 near
Venus with US 287 near Waxahachie.
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Figure 7.2 Locally Significant Roadway Newwork
Traffic Generators
Midlothian’s existing system of regional highways are supported in the City by a
major street system that brings local traffic to and from the highway and provides
interconnection between the highways. The location and character of land uses
that generate large numbers of trips influence traffic volumes and flow pa erns.
Figure 7.3 – Average Daily Traffic and Employment Centers shows employment
centers (traffic generators) in the City and traffic volumes along some of the City’s
major arterials. The numbered locations of employment centers refer to the list of
employment centers in Table 7.1
7
6
9
11
10
1
4
5
3
Source: Texas Workforce Commision
Note: Midlothian ISD and city of Midlothian are not numbered as they are spread out throughout the
City and are not site specific
Figure 7.3 Average Daily Traffic and Employment Locations
126
Employer or Employment Center
Number of Employees
1.
TXI Chaparral Steel Company
960
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Midlothian ISD
Target Corporation
Texas Industries
Toys R Us
Holcim Texas
Ash Grove Cement
City of Midlothian
Mid Texas International/ Mazda Motors
Baylor Family Medical Center
Methodist Medical Center
767
700
260
200
160
130
130
130
125
120
Source: Texas Workforce Commission, date
Table 7.1 Major Employers in Midlothian (Corresponds to Figure 7.3)
The location of traffic generators in relation to area residential development and
external access roadways directly impacts how the local roadway network is
used. The preceeding table, Table 7.1, shows major employers or employment
centers in the Midlothian area.
Trip Generation
Trips are generally generated by residential development and a racted by
commercial and industrial development, although all land uses both generate
and a ract trips to some extent based on the nature of the development. The
relationship between the trips generated in one geographic area and those
a racted in nearby areas is a function of the nature of the generators and a ractors
and of the time to travel between the two areas. Good transportation connectivity
allows for minimizing the travel between generator and a ractor, maximizing
the a raction of the developments.
From the information presented in Table 7.2, it can be seen that the build-out
of residential development in Midlothian will generate some 413,000 trips per
day, while the build-out of industrial, office and retail development will generate
some 1,054,000 trips per day. These trip-making levels are about 200% more than
what exists today in Midlothian and will require significantly more roadway
infrastructure to support this level of activity. These trip-making characteristics
also represent for Midlothian a significant importing of traffic volumes into the
city each day.
For Midlothian, the future build-out scenario of development is represented in
Table 7.2 as a mixture of residential and non-residential development.
127
MODULE
NET
Corporate
1,817
Country
11,115
Industrial
10,194
New Town
776
Original
248
Town
Regional
798
Rural
10,067
Suburban
8,816
Transit
244
Village
540
Totals
44,615
Trip Rates Per Peak
Hour (2)
Trips Per Peak
Hour (2)
HOUSING
UNITS
Multi
Single
Family Family
2,725
0
0
10,837
0
0
1,747
1,242
NONRESIDENTIAL
CONSTRUCTION (SF)
Office
Industrial
Retail
2,374,351
2,420,847
4,440,506
591,735
791,450
0
15,541,772
0
791,450
2,420,847
2,220,253
760,803
497
447
162,305
0
324,609
0
0
6,612
1,400
1,215
0
2,126
20,056
85
0
695,401
0
1,920,091
344,758
235,224
434,625
0
0
0
0
695,401
0
1,920,091
477,358
1,881,792
14,196
34,793
13,185,218
16,767,848
11,492,604
0.6/DU
1.0/DU
3.0/Ksf
0.7/Ksf
5.0/Ksf
8,500
35,000
39,000
12,000
57,460
(1)Net acreage was derived using a 25% gross-to-net ratio for single family residential uses and
40% for multi-family and mixed use areas. (2) Source for trip generation rates derived from
averages contained in Trip Generation by Institute of Transportation Engineers, 7th Edition.
Table 7.2 Prefered Scenario by Module
Thoroughfare Network Concepts
The emphasis of the Thoroughfare Plan is on the major streets within and
surrounding the City that carry the majority of the City’s traffic. The classification
terms used to describe the three categories of street identified in the Thoroughfare
Plan are consistent with the Texas Departments of Transportation’s “Functional
Classification Map.”
Roads and streets are grouped into functional classes according to the type of
service they are intended to provide in terms of traffic movement and access. A
schematic illustration of a functionally classified roadway network is shown in
Figure 7.4 . Midlothian’s thoroughfare network includes the following functional
classes: Major Arterials, Minor Arterials, Collectors and Local/Residential
streets.
Criteria used in determining the functional classifications of roadways are shown
in Table 7.3. Classification is based on each roadway’s functional role in the
overall network, the existing and future travel pa erns and areas served.
Functional Classifications
As stated previously, each of Midlothian’s streets and roads, existing and
future, has been assigned one of the following classifications: Major Arterial,
Minor Arterial, Collector and Local Street, with the Arterial being the highest
classification, and the Local Street the lowest.
128
Major 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 Major
Arterials together typically accommodate about 30 to 40 percent of a region’s
travel on 5 to 10 percent of the total roadway network. Major Arterials serve as
primary routes through a region and between regions. They are continuous over
long distances (greater than five miles) and accommodate both intraregional and
interregional travel. 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.
In Midlothian, US 67 and US 287 make up the Highway and Freeway systems
that pass through the City. Major Arterials include those mentioned earlier:
Shiloh Road between Edgefield and Onward, Midlothian Parkway, Bryson/ Long
Branch Roads, Walnut Grove Road, 9th Street, Railroad Parkway, Business 67, FM
664,and FM 663. They are owned, operated and maintained by TxDOT. Thus,
the number of lanes and physical appearance are controlled by TxDOT, though
they will work with local jurisdictions to incorporate local concepts for roadway
appearance and needs for access.
Figure 7.4 Example of a Functional Classified Thoroughfare Network
Major Arterials typically operate at between 40 to 55 MPH. To expedite the
movement of traffic, access to adjacent properties is minimized, on-street parking
is prohibited and signals are spaced at not less than ½ mile intervals and are
typically limited to only those intersections where the intersecting street is of a
classification of Minor Arterial or higher. Where two Major Arterials intersect, a
grade separation should be considered. At an interchange of a Major Arterial and
a Tollway or Freeway, a cloverleaf or similar indirect ramping system is desirable
to minimize the impedance of through-traffic. Where intersections on Major
Arterials are installed, they are typically designed to limit speed differentials
between turning vehicles and other traffic to no more than 10 to 15 MPH.
129
Minor Arterials function similarly to Major Arterials, except that their primary
function is to accommodate only intraregional mobility. Minor Arterials are
from one to five miles in length, operate at lower speeds (35 to 45 MPH), and
provide more direct access to adjacent properties and the local street network.
Signals and driveways are more frequent on Minor Arterials; with signals every
block in heavily urbanized districts. Unlike Major Arterials, on-street parking is
sometimes permi ed on Minor Arterials. Major and Minor Arterials are generally
spaced at one mile intervals in an alternating grid pa ern. The integrated system
formed by Major 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.
On the Midlothian Thoroughfare Plan map, minor arterials are shown in purple.
Shiloh Road between Walnut Grove and Bryson, Mockingbird Road, Tar/
Onward Road, Old Ft. Worth Road, Mount Zion, Shady Grove and Kimbel all
function as minor arterials: they have a limited number of access points, mostly
by collector streets; they carry traffic from the interior of Midlothian through
adjacent neighborhoods to a Major Arterial. As such, the typical section of a
minor arterial in Midlothian should call for two to four travel lanes plus auxiliary
lanes for le turns, either le turn bays at intersections or a continuous le turn
center lane.
Collector Streets are the connectors between Arterials and Local Streets, which
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 permi ed on Collectors.
Tower, Weatherford, Miller, Cement Valley, Wya , McAlpin, W. Highland, Gifco,
and Sudith are examples of streets that function as collectors.
Since Collectors are used for short distance trips between Local Streets and
Arterials, they should be continuous in the spaces between Arterials. Collectors
should not be more than two miles in length in a rural se ing. Collectors
should generally line up across an Arterial to promote connectivity between
neighborhoods and reduce short trips on the arterial, but such alignment
should be carefully considered as to not promote the misuse of the Collectors
as an Arterial. To provide efficient traffic circulation and preserve amenities of
neighborhoods, Collectors should desirably be spaced at about one-quarter to
one-half mile intervals, depending on development density. 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
require a wider roadway cross section. An Urban Collector (usually designed
for suburban residential subdivisions) should be designed to accommodate
two travel lanes a total of 40 to 45 feet in width. A Collector should rarely be
designed to accommodate more than two travel lanes throughout its length; such
a design will encourage the misuse of the Collector as an Arterial. A Collector in
a rural se ing as in Midlothian should be designed for an operating speed of 30
to 35 MPH. 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
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.
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Criterion
Major Arterial
Minor Arterial
Major/Minor Collector
Local Street
Functional Role
Mobility is primary, Access
is secondary; Connects
highways and other
Arterials
Connect Major
Arterials and lower
classes; Access is
secondary
Collects traffic; Connect
Arterials to Local Streets;
also land access
Access is primary;
Little through
movement
Roadway
Continuity
Connect Highways,
Arterials and lower
classes; Connect major
activity centers
Connect Major
Arterials to lower
classes
Continuous in spaces
between Arterials.
Connect Arterials to local
streets; extend across
Arterials
Purpose
Serve trips entering and
leaving the urban area as
well as trips within
Serve shorter
distance trips than
Major arterials.
Provide direct access to
residential, commercial
and other land uses.
Provide direct
access to residential
and commercial
properties.
Length
Usually more than 5 miles
long
Usually more than 3
miles long
Varies from about 1/2 mile
to 2 miles
Generally less than 1
mile long
Traffic Volumes
12,000 to 50,000 VPD
3,500 to 18,000 VPD
1,500 to 8,000 VPD
100 to 1,500 VPD
Criterion
Major Arterial
Minor Arterial
Major/Minor Collector
Local Street
Roadway
Discontinuous
Connect to
Collectors
Desirable Spacing
2 miles or more between
Major Arterials
Posted Speed
40 to 55 mph
Generally 1/2 to 2
miles between Minor
Arterials
30 to 45 mph
Peak Period
Speeds
30 to 35 mph
20 to 35 mph
-
-
Access
Intersect with Arterials,
Collectors and Local
Streets; Restricted
driveway access
Intersect with
Arterials, Collectors,
and Local Streets,
Limited driveway
access
Intersect with Arterials
and Local Streets;
Driveways permitted
Intersect with
Collectors and
Arterials; Driveways
permitted
On-Street Parking
Restricted
Restricted
Generally permitted
Permitted
Intersections
Design to limit speed
differentials between
turning vehicles and other
traffic to no more than 10
to 15 mph
Percent of
Roadway Network
5 to 10 percent
15 to 25 percent
5 to 10 percent
65 to 80 percent
Percent of Total
Motor Vehicle
Travel
30 to 40 percent
40 to 60 percent
-
-
Community
Relationship
Define neighborhood
boundaries
Define and traverse
neighborhood
boundaries
Internal and traverses
boundaries
Internal
Through Truck
Routes
Yes
Permitted
No
No
Bikeways
No
Limited
Yes
Yes
Sidewalks
Yes
Yes
Yes
Yes
Generally 1/4 to 1/2 miles
between Collectors
Varies with block
length, min. >125 ft.
30 mph or less
20 to 30 mph
Higher speed differential
and closer intersection/
access spacing can be
used than on Arterials
Table 7.3 Thoroughfare Classification System
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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 abu ing land is their primary role, for all traffic originates from or
is destined to abu ing 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
permi ed. Trip lengths on Local Streets are short, volumes are low and speeds
are slow, typically 25 to 30 MPH. A typical local street can accommodate one
travel lane and two parking lanes and a width of 26 to 28 feet of pavement is
desirable, although cross-sections as wide as 34 feet can be acceptable. O en
on rural Local Street sections with open-ditch drainage and unpaved shoulders,
minimum portions of the shoulder and drainage ditch slope are used for parking.
Local Streets typically comprise about 65 to 80 percent of the total street system
in urban areas.
Traffic Movement Versus Land Access
One important principal of thoroughfare planning is the “traffic movement
function versus land access” function. Each class of street shares a portion of
each function, as illustrated by the graph in Figure 7.5 - Traffic Movement Versus
Land Access.
For Major Arterials, emphasis is placed upon the movement function--moving
vehicles across town with a controlled number of intersecting streets and
driveways that conflict with the movement of traffic. US 287 is the best example
of a street where the traffic movement is of primary importance. Land access is
allowed, but it is carefully regulated to avoid the traffic-slowing congestion that
turning movements onto and off of the street create.
On the opposite side of the scale, the function of local streets is to provide access
to adjoining land. A residential cul-de-sac is one example--the traffic service
function is non-existent. In theory, only trips having an origin or destination at a
lot on the cul-de-sac would be made on such a street.
On many other streets, the two functions are shared more evenly. Ninth Street
in downtown is an example of a Major Arterial street where both access and
movement are emphasized. The mix of functions results in a relatively high level
of traffic congestion, particularly during peak shopping periods. In other words,
traffic movement is sacrificed for the benefit of land access.
Both functions are important. Without the land access function being served,
motorists would be trapped in their cars with no ability to arrive at a destination.
As a regional retail hub, it is vital to the local economy that motorists in
Midlothian have access to stores and businesses. It is equally important that the
street network allow traffic to flow smoothly and safely within and through the
city for all other trips.
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Figure 7.5 Traffic Movement Versus Land Access
Traffic Operations
The traffic volumes accommodations are important determinants in the
transportation system’s ability to serve area travel demands. The average
daily traffic volume counts for area roadways in 1999 are shown in Figure 7.3
– Major City Roadways, Average Daily Traffic, and Employment Locations. The
measured traffic volumes identify existing travel pa erns and desire lines. Areas
of congestion indicate corridors that need enhanced capacity considerations.
For evaluation purposes, general guidelines developed by the National Academy
of Sciences Transportation Research Board’s Highway Capacity Manual (HCM)
were used. The HCM identifies a comparative quality of operation on roadways
based upon the number of cars per travel lane during a one-hour period, for
various types of roadway, as shown in Table 7.3 - Service Volumes for Urban
Streets. Level of Service (LOS) is used as a measure to represent different
gradations of flow conditions, with LOS A being essentially free flow, LOS B
through D becoming gradually more congested, LOS E being very congested, and
LOS F extremely congested. LOS D represents moderate congestion, a condition
that should be a tolerable quality of service for peak traffic period conditions in
Midlothian.
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Lanes
Service Volumes (vehicles/hour)
A
1
2
3
4
n/a
n/a
n/a
n/a
1
2
3
3
n/a
n/a
n/a
n/a
1
2
3
3
n/a
n/a
n/a
n/a
1
2
3
4
n/a
n/a
n/a
n/a
B
Class I
860
1720
2580
3450
Class II
n/a
n/a
n/a
n/a
Class III
n/a
n/a
n/a
n/a
Class IV
n/a
n/a
n/a
n/a
C
D
E
930
1860
2780
3710
1020
2030
3050
4060
1140
2280
3430
4570
670
1470
2280
3090
850
1700
2550
3400
890
1780
2670
3560
480
1030
1560
2140
780
1600
2410
3220
850
1690
2540
3390
540
1200
1900
2610
780
1570
2370
3160
800
1620
2430
3250
Source: Transportation Research Board, Highway Capacity Manual 2000, Exhibit 10-7.
Table 7.4 Traffic Service Volumes for Urban Streets
Roadway classification characteristics for traffic analysis are described in Table
5.5. Actual roadway characteristics differing from these values may produce
different Level of Service break points from those shown in Table 5.2.
Roadway Class
I
II
III
IV
Signal Density (signals/mile)
0.8
3
5
10
Free-flow speed (MPH)
50
40
35
30
Effective green ratio out of entire cycle
0.45
0.45
0.45
0.45
Free flow rate (veh/lane/hr of green)
1850
1800
1750
1700
% left turns, % right turns
10
10
10
10
Left turn bay at intersections
yes
yes
yes
yes
Source: Transportation Research Board, Highway Capacity Manual 2000, Exhibit 10-7.
Table 7.5 Typical Characteristics of Roadway Types
Traffic Impact Assessments and Impact Fees
Many communities in the United States have established permi ing criteria
that require the conduct of a Traffic Impact Assessment (TIA) for developments
exceeding certain size thresholds. The TIA provides information on the volumes
of traffic that is anticipated to be generated by the development, and the traffic
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level of service that would result by adding site traffic onto background traffic
for the specified planning horizon year. The findings of the TIA can assist in
identifying needed roadway infrastructure improvements to accommodate
planned improvements and traffic growth in the vicinity of the development. Some
communities utilize this information to assess traffic impact fees or to develop
cost sharing strategies for advancement of public infrastructure improvement
projects to meet development schedules. This would require establishment of
supporting policies within city zoning and permi ing requirements.
Thoroughfare Plan
Thoroughfare planning results in an orderly, efficient transportation system and
ensures the preservation of adequate rights of way and appropriate alignments for
existing and future major thoroughfares. Such planning influences the pa ern of
land development in the city and therefore is interrelated with other components
of comprehensive planning and urban development.
The recommended new Thoroughfare Plan is graphically displayed on the next
page. The plan is a map that identifies the existing and proposed thoroughfare
system of arterials, collectors and local streets. It serves as the City’s general
plan for guiding thoroughfare system development, including planned widening
and extension of its roads, streets, and public highways. The plan indicates the
needed rights-of-way, general alignments and typical sections for planned new
roadways. Proposed alignments and actual alignments may vary depending on
future development. This Thoroughfare Plan should be considered in pla ing
of subdivisions, right-of-way dedication and construction of major roadways. It
does not, however, show future alignments for new local streets, because these
streets function principally to provide access to adjacent land. Future alignments
will depend upon specific development plans.
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136
138
The Thoroughfare Plan represents a functional, feasible plan and classification
scheme for Midlothian’s existing and future major streets. Existing major streets
are color-coded and classified according to their relative function within an
overall street circulation system. Where existing streets tend to carry more than
ideal traffic volumes, extensions, and new street developments are anticipated to
increase capacity or divert the traffic load.
The new streets proposed by the Thoroughfare Plan will function to serve newly
developing areas of town to provide be er access to existing trip-generating land
uses and to more evenly distribute existing and projected traffic loads. These
new streets, in conjunction with other major street development, will provide
Midlothian with an effective street system for both existing and future residents.
Except where specific alignments have been adopted by the City Council,
proposed alignments shown on the accompanying map are not intended to reflect
specific routes but instead reflect schematic connections, the specific location of
which will be determined in connection with private development initiatives or
City-sponsored right-of-way surveys. Exact alignments may vary, depending
upon development plans for adjoining lands. Upon actual construction, future
thoroughfare alignments may vary by several hundred feet from those shown on
the Thoroughfare Plan map.
In the interest of keeping the Thoroughfare Plan as current as possible,
prioritization of street projects is not to be listed as part of the Plan. As noted
above, most near and mid-term major street projects are addressed annually
through the budget process. Additionally, anticipated major street projects are
listed in the City’s ten year Capital Improvements Plan (CIP).
Advance planning for major street construction is critical as many projects require
significant participation from the Texas Department of Transportation and, thus,
must be placed on the State’s five-year plan.
Thoroughfare Planning Principles
Population growth and expansion of the city and its Extraterritorial Jurisdiction
(ETJ) make it necessary to review and update the Thoroughfare Plan and expand
the geographic scope of the map. Not all areas of the Plan map contain existing
or proposed major streets.
The process of amending and updating the Thoroughfare Plan reaffirms the
importance of establishing an efficient and coordinated transportation network
to serve the city’s growing population and expanding area of development. As
in the past, for the foreseeable future, the automobile will continue to be the most
significant transportation mode, necessitating the development of new streets
and the improvement of existing streets. Through adoption of this Thoroughfare
Plan amendment and careful monitoring of building activity in the City and its
ETJ, major street rights-of-way can be protected for future use and segments of
the proposed streets can be developed in conjunction with subdivisions and other
developments.
Assignment of streets (both existing and proposed) to one of the three thoroughfare
classifications is determined largely by “future intended function”--not solely
by the street’s current function. That criterion helps to explain why some street
segments are assigned thoroughfare status even though existing traffic volume
or right-of-way width falls short of the standard for a particular category of
thoroughfare.
City staff must continue to study existing major and minor streets to determine
rights-of-way and traffic control needs and other problems related to existing
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street improvements. This information will be used to determine priorities for
a systematic street development and improvement program. Implementation
of program improvements will be driven by new private developments,
subdivisions, improvement districts and, in some cases, through the City’s
annual Capital Improvements Budget. The City should continue to seek State
and Federal funding.
Implementation of the Thoroughfare Plan, a long-range planning tool, is also
linked to the City’s CIP. This mid-range planning tool guides the timing of
future thoroughfare development and other street network and traffic control
improvements where the City takes the lead. Timing of some major street
segments will be dictated by private development initiatives. This, coupled with
ever-present funding and land development uncertainties, makes it impossible
to precisely schedule future thoroughfare development more than a few years
into the future.
Thoroughfare Requirements and Standards
Outlined in the following text are typical criteria for certain characteristics of
street and land development, incorporated as a part of a city’s thoroughfare
development standards, Zoning Ordinance and Subdivision Regulations in the
city and in the Extraterritorial Jurisdiction.
1. The general location and alignment of thoroughfares must be in
conformance with the Thoroughfare Plan. Subdivision plats should
provide for dedication of needed rights-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 Council 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.
2. The pavement width and rights-of-way width for thoroughfares
and other public streets should conform to minimum City standards
unless the Planning Commission grants a waiver. Properties proposed
for subdivision 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 rights-of-way deficiency of that thoroughfare.
When a new thoroughfare extension is proposed to connect with an
existing thoroughfare that has narrower rights-of-way, a transitional area
should be provided.
3. 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. In
particular, the arrangement of streets in a new subdivision must make
provision for continuation of rights-of-way for the principal existing
streets in adjoining areas or where new streets will be necessary for future
public requirements on adjacent properties, which have not yet been
subdivided. Where adjacent land is undeveloped, stub streets should
include a temporary turnaround to accommodate fire apparatus.
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4. Locations of 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.
5. 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.
6. Offset or "jogged" street intersections should have a minimum
separation of 125 feet between the centerlines of the intersecting streets.
7. Cul-de-sac streets should have a maximum length of no more than
500-600 feet measured from the connecting street centerline to centerline
of radius point, with a paved turnaround pad of at least 60 feet and a
right-of-way, at least 50 foot radius in residential areas. As an alternative,
the street length may be longer if there is a density of no more than 24
lots. Cul-de-sacs should generally be discouraged in commercial and
industrial developments; however, when used, there should be at least 180
feet radius of paving with a 100 foot right-of-way radius in commercial
and industrial areas.
8. Subdivision layout should generally avoid the creation of residential
lots fronting on Arterials, with direct driveway access to the Arterial
street. Lots should be accessed from Collector or Local/Residential streets
within or bordering the subdivision or an auxiliary street designed to
accommodate driveway traffic.
9. Subdivision layout should minimize the arrangement of residential
lots fronting on Collectors, particularly within 180 feet of an intersection.
If possible, lots should be accessed from local residential streets.
10.
Requirements and guidelines for the geometric design of
thoroughfares and public streets should be provided in the City’s
Subdivision Ordinance and standard specifications. This includes special
provisions for lot width and building setbacks on corner lots to preserve
sight distances at adjacent intersections.
11. The Planning and Zoning Commission should not approve a plat
containing private streets.
12. Within the boundaries of a subdivision, sidewalks should be installed
on both sides of Arterials, Collectors and Local/Residential Streets.
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Standard Street Cross-Sections
Cross‐sections of a roadway are related to anticipated traffic volumes and design capacity in order to provide a desired level of service, and for the desired pedestrian accommodations and streetscape. The Standard Cross‐Sections, outlined in Table 5.6. , were previously adopted by the City of Midlothian. The table identifies criteria for rights‐of‐way and pavement width. Right-of-Way Width Paving Width
Classification
Minor Arterial (A)
(Feet)
120
Major Collector (B)
90
Minor Collector (C)
70
(Feet)
25’ with
20’median
25’ with 11’
median
36
Local Street (D)
50
31
Table 7.6 Existing Standard Cross-Sections Streets A revised set of Standard Street Cross‐sections to accompany the new Thoroughfare Plan is presented in Table 5.7. These new sections simplify the definition of roadway designations, while reducing pavement requirements for local and collector streets. Street Classification Right‐of‐
Way Width (Feet) Limited Access (A4) >120 Paving Width, to Ultimate Roadway Back of Curb Cross‐Section (Feet, Total) >80 4+ lanes divided, shoulders Highway (A3) >120 >80 4+ lanes divided, shoulders Major Arterial (A2) 120* 2 at 37, 18ʹ 6 lanes divided median Minor Arterial (A1) 100* 2 at 27, 20ʹ 4 lanes divided median Major Collector (C2) 90* 49 4 lanes Minor Collector (C1) 60* 37 2 lanes, turn lane as needed Local ‐ Urban 50 30 2 lanes Local ‐ Rural 50 24 2 lanes Table 7.7 Proposed New Standard Cross-Sections Streets Figure 7.6 Proposed Urban Street Standards Cross Sections Standard roadway cross‐sections should be used in all newly developing areas and, if possible, when making improvements in existing developed areas. However, special and unique cases may arise where existing physical conditions and development constraints will conflict with the need for providing a roadway to the required right‐of‐way width and cross‐section. These circumstances require a degree of flexibility in the implementation of the Thoroughfare Plan, and minimum design criteria and cross‐sections may have to be applied. Figure 7.7 Proposed Rural Street Standards Cross Sections
Intersections
Pedestrian Refuge Islands – On multi-lane arterial roadways, the distance
that a pedestrian has to walk to cross the street tends to be rather long. The
provision of a center median area at the intersections, even if a median is not
part of the typical section of the roadway, provides a refuge area to assist the
pedestrian crossing. Pedestrians can focus on finding gaps in one direction of
traffic at a time, reducing pedestrian exposure to traffic flow. Pedestrian refuge
islands should be a minimum of six feet in width. The Street Standard Cross
Sections are found at the end of this chapter.
Intersection Design Turning Radius – The design turning radius for the
outside edge of roadway or curb at intersections should be responsive to the
need to facilitate turning movements for a design vehicle that can be expected
on the roadway.
1. For multilane arterial roadways, a 50’ long tractor-trailer truck (design
class WB50) should be able to execute a turn onto another arterial
roadway without encroaching into opposing traffic. They may,
however, encroach into adjacent travel lanes traveling in the same
direction either on the approaching or receiving roadway. The typical
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2.
edge of roadway or outside curb radius for an arterial-to-arterial
intersection is 30 feet but should account for intersection skew angles,
topography and other conditions.
For intersections of arterials with collector roadways, pedestrian
crossing activities are of more concern, and thus the turning radius of
the outer curbs should be reduced to minimize the crossing distance.
Intersection Right-of-Way Corner Clips – A corner clip is an additional
triangular section of property that is acquired at an intersection to allow ample
roadside space to install intersection control treatments and sidewalk terminus
elements. Corner clips should be required as part of the dedication of any city
streets and subdivision of properties, and should be acquired as needed for
roadway intersection improvements to amply provide for required roadside
features.
The need for this additional space is directly related to the functional
classification of the intersecting streets and the need for traffic control.
Additional space considerations may be needed to account for significant
changes in vertical elevation in roadside conditions at the intersection. The
length of the corner clip, LCC, is measured from the corner point of the property
at the intersection back along each leg of the roadway, forming a triangle with
two legs of LCC and corresponding hypotenuse. More width will be needed for
intersections at angles less than 90 degrees, while less will be needed for skew
angles greater than 90. The size of the corner clip required in each instance can
be estimated using the following equation:
Where:
LCC =
RT =
WRS =
AI =
LCC = RT - WRS + (90-AI)/5
Length of the corner clip, feet or meters
Radius of the edge of pavement or outside curb, feet or meters
Width of the Road Side area, (edge of road or curb to right-of-way)
Angel formed by the intersection of the two streets, at the specified
corner (for a skewed intersection, one corner will have an AI<90
and the other an AI>90).
Detailed design of the intersection will be required to determine the actual
right-of-way needs for construction of the intersection.
“Traffic Calming” Measures
As in many communities across the nation, there is a growing concern in
Midlothian about the increase of non-local traffic in residential areas. Many
cities are joining a nationwide trend among local governments by adopting
traffic calming programs, which are aimed at controlling cut-through traffic and
speeding on neighborhood streets and generally aggressive driving that threatens
the safety of other drivers and pedestrians.
Traffic calming measures are instrumental in providing livable neighborhoods
where residents feel safe when walking, biking, and playing. In addition
to reducing speeds in residential neighborhoods, traffic calming measures
are also useful in pedestrian-oriented commercial areas. The Institute of
Transportation Engineers (ITE) defines “traffic calming” as “the combination
of mainly physical features that reduce the negative effects of motor vehicle
use, alter driver behavior, and improve conditions for non-motorized street
users.” In addition to addressing motor vehicle issues, traffic calming can also
involve disparate objectives such as improving aesthetics, promoting urban
145
renewal, reducing crime, and increasing water filtration into the ground.
The Institute of Transportation Engineers identifies broad goals for traffic
calming, which include increasing quality of life, incorporating the preferences
and requirements of nearby residents and others who use the area adjacent
to streets and intersections, creating safe and a ractive streets, helping to
reduce the negative effects of motor vehicles on the environment (pollution,
urban sprawl, etc.), and promoting walking and bicycle and transit use.
More specific objectives, as applied to local streets, include:
1. Achieving slower speeds for motor vehicles;
2. Reducing collision frequency and severity;
3. Increasing safety and the perception of safety for non-motorized
users of the street;
4. Reducing the need for police enforcement;
5. Enhancing the street environment (streetscape, etc.);
6. Increasing access for all modes of transportation; and,
7. Reducing cut-through motor vehicle traffic through neighborhoods.
Traffic calming is accomplished through a combination of measures that control
both traffic speeds and volume. Volume-controlled measures include street
closures and restrictive one-way streets. Turn restrictions should only be
implemented on local streets. These measures are effective in reducing traffic
on streets; however, such measures do not reduce speed and o en result in the
diversion of unwanted traffic onto other residential streets. Speed controlled
measures are important in reducing injury accident rates and in increasing
walking and bicycling on streets. These measures include speed humps, speed
tables, traffic circles, sharp bends, chicanes, and narrowing at mid block. Speed
control measures should be designed into the community through urban design
and land use features such as smaller setbacks, street trees, short streets, sharp
curves, center islands, traffic circles, textured pavements, speed humps and flat
topped speed tables. Speed control measures are typically implemented on local
streets but can be installed on collector streets with proper traffic operations
considerations, such as emergency vehicle access and conveyance.
Lessons from communities that have experimented with traffic calming initiatives
point to the following characteristics of a successful program:
1. Ensuring early involvement of and communication between
neighborhood residents, City staff, and City Council;
2. Establishing specific procedures for defining and studying potential
traffic problems;
3. Creating a clear process for requesting potential calming measures,
securing project approval and funding, and then designing and
implementing the measures;
4. Outlining an array of preferred calming techniques or combinations
of methods based upon industry standards as documented in
publications of the Institute of Transportation Engineers and similar
professional associations;
5. Confirming neighborhood consensus and support before proceeding
with implementation; and,
146
6. Monitoring and evaluating the effectiveness of calming measures
on a case-by-case basis, with the ability to reconsider and alter or
remove if necessary, any traffic calming device or technique which
inadvertently creates and/or shi s a traffic problem from one street
or neighborhood to another.
The Institute of Transportation Engineers, state transportation departments
and others entities have published manuals and other materials documenting
numerous traffic calming options and techniques, including some that are subtle
and intended to influence drivers’ perceptions of their surroundings and thereby
their driving behavior. These can include road and intersection narrowing
methods, be er definition of crosswalks and pedestrian-oriented se ings, and
manipulation of road surfaces. Illustrations and specifications are provided and
the advantages and disadvantages of each calming method are presented.
Alternative Transportation
Considerations for personal transport other than by personal automobile
should be incorporated into the Transportation Plan for Midlothian. Public
transportation, bicycling and pedestrian modes are important elements of an
overall transportation system to serve the broad range of mobility needs of the
community as well as to enhance their quality of life.
Bicyclist and Pedestrian Mobility and Safety
Bicyclist and pedestrian facilities are essential in serving the recreational needs of
the community and in providing alternative modes of transportation. Eliminating
barriers to bicycle and pedestrian mobility is one of the most important features
in bicycle/pedestrian planning. Freeways, major arterials, water features, and
topography all impose significant barriers to access and mobility. Designated
bicycle routes, on-street bikeways, and off-street bike/hike/jog trails should
be developed to link major a ractions and destinations throughout the City,
including neighborhoods and apartments, parks, schools, churches, the public
library, museums, major employers, medical clinics, social service agencies, and
the Central Business District and other shopping areas.
Pedestrian and bicycle facilities should be designed and constructed in compliance
with the requirements of the Americans with Disabilities Act (ADA); guidance on
such design is available from many resources including Accessible Rights-of-Way:
A Design Guide, published by the U.S. Architectural and Transportation Barriers
Compliance Board. Hike and bike trails and other bicycle facilities should be
designed in accordance with the Guide for the Development of Bicycle Facilities
published by the American Association of State Highway and Transportation
Officials (AASHTO).
Pedestrian walkways, sidewalks, and crosswalks are part of the City’s existing
transportation system that serves the needs for pedestrian movement in residential
neighborhoods, commercial business areas, and around schools, parks and other
community facilities. Safe and well-maintained pedestrian facilities are particularly
needed in the older established areas of communities and in areas that did not
have sidewalks installed before they were required by the City’s development
ordinances. In general, a five-foot wide sidewalk should be provided on both
sides of streets containing residential and/or commercial development. When
situated along an arterial street, the sidewalk should be buffered from the roadway
travel lanes by a distance of at least five feet. When in central commercial areas,
wider sidewalks complementing the storefront browsing nature of development
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should be provided on both sides of streets containing residential and/or commercial development. When situated along an arterial street, the sidewalk should be buffered from the roadway. When a path is intended to accommodate bicyclists as well as pedestrians, the pavement should be a minimum of eight feet in width, and preferably ten feet or more as volumes warrant. Sidewalks should not be required along remote segments of roadway where residential development is less than one dwelling per acre. Pipeline easements and irrigation ditches may also provide additional areas for bikeways. Where the shoulder width is inadequate for the placement of a standard‐sized roadside trail, the adjacent utility easement maybe reduced the necessary distance to accommodate the roadside trail. Certain types of roadways are more attractive to bicycle riders than others as a result of traffic volumes and speeds and street design. Skilled bicyclists usually prefer to travel along the street system and should be accommodated through striped bike lanes or extra wide curb lanes on arterials and collectors. The majority of bicyclists, however, are less skilled and need to be separated from high speeds and high volume traffic through the use of bike lanes and off‐street bike paths. Local and collector streets are suitable for use by most adult bicycle riders while minor arterial streets are suitable for limited use by bicyclists due to higher traffic volumes and speeds. Rural arterials, especially those with shoulders wider than four feet, attract sport cyclists interested in longer‐distance travel with fewer interruptions. A further resource for the planning and design of bike lanes, bike routes, shoulder lanes and wide curb lanes is Selecting Roadway Treatments to Accommodate Bicyclists published by the Federal Highway Administration. Trails Plan: A planned network of multi‐purpose trails was developed, utilizing the natural and man‐made greenways and view corridors, to provide non‐motorized opportunities to traverse the Midlothian area. The major trail corridors would be connected to residential and commercial origins and destinations by a network of supporting minor trail segments along streets and easements to encourage residents of Midlothian to get out and enjoy their community without having to use a motor vehicle. The planned trails network is presented in the Open Space, Trails and Parks section of the Plan. Public Transportation Public transit is an important option for reducing traffic congestion and decreasing the number of single occupant vehicles that travel our roads and highways. It is important to the economic vitality and quality of life of the community. Public transit facilitates the affordable and reliable movement of people to and from work, to vital services, to businesses, and to recreation. Ellis County was recently added to the list of counties in the DFW Metroplex that are in non‐attainment for ozone, an air pollutant that causes smog and respiratory afflictions. Midlothian must now be a part of the regional solution to reduce mobile sources of pollution, which includes the exhausts from personal vehicles. The North Central Texas Council of Governments (NCTCOG) recently completed an assessment of the potential to develop commuter rail transit service in several corridors in the DFW Metroplex. One of the corridors considered potentially viable would utilize the existing north‐south freight railroad tracks running roughly parallel to US 67 to connect this growing corridor, as far west as Midlothian, to the Dallas system of pubic transit services. The station near Midlothian could be similar to a Park & Ride arrangement, located either north or south of the city, with acres of parking surrounding an end‐of‐the‐line station; or, the station could be located closer to the downtown of Midlothian to Transit Oriented Development (TOD) to occur near the city center. Midlothian would need to dedicate a portion of its sales tax revenues to support the transit operation. Commuter rail service would be a welcome amenity for residents of Midlothian who travel into the Dallas/Fort Worth Metroplex. The commuter rail would connect to the DART light rail network, allowing Midlothian residents a relaxing (continued on next page). Section 7: Transportation
ride to downtown Dallas, north Dallas, and even into Irving and Fort Worth.
Midlothian is projected to be a significant a ractor of trips to its industrial and
commercial base, far exceeding the trips generated by its own projected residential
development. Trips will be made from surrounding communities into Midlothian
for employment opportunities. One way to reduce traffic impacts on Midlothian
roadways would be to bring people in on commuter rail, then distribute them
using local shu les.
Thoroughfare Plan Implementation
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 Thoroughfare Plan. The fact that a future thoroughfare is
shown on 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 Midlothian, Ellis County, and the Texas Department
of Transportation as well as private developers and land owners for sections of
roadways located within or adjacent to their property.
The City, County, and Texas Department of Transportation, as well as residents,
land owners and developers, can utilize the Thoroughfare Plan in making decisions
relating to 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 City’s Subdivision Regulations/
Unified Development Code should include consideration of compliance
with the Thoroughfare Plan in order to ensure consistency and availability of
sufficient rights-of-way for the general roadway alignments shown in the plan.
By identifying thoroughfare locations where rights-of-way are needed, land
owners and developers can consider the roadways in their subdivision planning,
dedication of public rights-of-way, and provision of setbacks for new buildings,
utility lines, and other improvements located along the rights-of-way for existing
or planned thoroughfares.
Major Thoroughfare Plan Amendment Process
It will be necessary for the City to periodically consider and adopt amendments
to the Major Thoroughfare Plan to reflect changing conditions and new needs for
thoroughfare system improvements and development. A systematic procedure
should be followed for making Plan amendments, including a set schedule for
annually inviting and considering proposed changes.
Role of City Government
The City is responsible for the safe operation and maintenance of streets, traffic
control and speed limits through the administration of the Midlothian Code of
Ordinances. Design and construction of new streets are controlled through the
requirements of the Public Works Design Guidelines. The City works with State
and Federal entities such as TxDOT on regional transportation issues.
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8
OPEN SPACE &
TRAILS
Open space, parks and trails are important components of a community’s
“quality of life” as they provide opportunities for individuals, families, groups,
neighborhoods and the community as a whole to gather for sports, leisure, fun,
and celebration. Midlothian’s Comprehensive Plan and the Parks and Recreation
Master Plan will work together to ensure adequate and appropriately located
open spaces, parks and trails for the residents of Midlothian.
Open Space
There are many different types of open space, each with its own definition and
its own user. Open spaces are generally areas where conventional residential,
commercial and industrial development does not occur. In communities that
value its quality of life and sense of place open spaces can take several forms:
They can be in urban, suburban, and rural se ings. The following are several
definitions of different types of open space:
Trails and Open Space that Link
Neighborhoods and Define Them
Public open space: areas accessible and available to all—parks, recreational
facilities (i.e. ball fields), civic plazas
Semi-public open space: areas that have limited opening times to the public,
accessed by particular groups (playgrounds) golf courses, trails, view easements.
Semi public open space may be owned by other public or private entities that
may make them accessible to the community as a whole with restrictions (hours,
fees).
Semi-private open space: areas with a limited number of uses, not usually
accessible or open to the general public --courtyards (houses or apartments),
cluster community commons, play areas. These are landscaped and provide areas
to relax, congregate or provide separation between structures and offset greater
density in residential developments.
Private open space: areas where an invitation is extended to enter and enjoy such
as yards, gardens and farms. These include preservation/ conservation of areas
of historical, cultural or agricultural value, space for building separation/density
requirements and aquifer recharge.
(Based on definitions suggested by O. Newman 1972 Defensible Space: People
and Design in the Violent City, London Architectural Press, and M. Walzer (1986)
“Public Space: Pleasures and costs of Urbanity”, Dissent 33,4: 470-475)
Open Space Serves as an Important
Public Amenity for Neighborhoods
Open spaces provide a number of social, physical, emotional as well as financial
benefits to a community. They improve the aesthetic and o en financial value
of a neighborhood, and provide spaces for recreational and social activities.
Even for those who are not frequent users of open space, research shows that
there is nonetheless an emotional benefit simply by knowing that open space
is available and accessible if needed. Socially, open spaces can bring people of
different backgrounds together and provide opportunities to strengthen ties in
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communities. Open spaces can and should respect the topography, encourage
shaded areas, and reduce air pollution. Typical characteristics of open space are
difficult to define as they are varied and broad-based.
Open space characteristics:
1. active or passive or a combination thereof;
2. crowded or secluded
3. large or tiny.
4. one neighborhood or the entire community
5. preserve/conserve/create worthwhile areas of prime agricultural land
or riparian environments
6. provide connections locations for alternative modes of transportation
(bike, pedestrian, equestrian)
Trails Provide Opportunities for Residents
to Exercise and Know Their Community
In the modal land use system of Envision Midlothian, a certain percent of each
land use, particularly residential, should be devoted to or reserved for open
space.
Current Midlothian examples
Trails
Walking, jogging, and bicycling are increasingly popular for recreation,
transportation and healthy activities in many cities. As city facilities and
amenities are improved upon and new ones added, trails become an important,
safe and interesting way of linking people to places throughout the community.
This section of the Comprehensive Plan addresses the desires of the citizens to
provide connections to parks, schools and activity centers that will, over time,
lead to a system of trails, sidewalk and bike paths.
Walking is such a basic human activity that it is frequently overlooked as being
important to overall quality of life. Trends indicate that people want their cities
to be safe, livable communities where they can walk, bicycle, skate and exercise.
Creating a useful pedestrian/bicycle environment involves providing facilities
that are convenient and accessible to all residents. When residents are separated
from parks, schools, work places. offices, and retail establishments, they think in
terms of a car because destinations are perceived as being too far for walking or
biking.
The Desires of the Community Should
Drive the Development of Trails
Residents and visitors need extra encouragement to walk or bike everywhere
they can in an a ractive and safe environment. Walking to work, running
errands, visiting neighbors, shopping at local stores, taking children to the park,
exercising, or simply walking for the sheer enjoyment must be considered an
important aspect of everyday life. Children must have the opportunity to walk or
ride a bike to school or to their friends’ houses. To be inspired to walk, residents
must have an environment in which they feel safe, separated from vehicle traffic
secure from crime and access to a choice of destinations.
Generally a trails system includes sidewalks, paths, park trails, bike routes,
bike lanes, and even equestrian trails. The planning of such a system involves
understanding the desires of the community and the purpose of the trails,
identifying potential locations, design standards, land and funding constraints,
and implementation solutions.
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Section 8: Open Space & Trails
Goals and Objectives
Goals and objectives provide a guide for a community’s growth and development.
They are based on the desires of the community and have been developed with
input from stakeholders, citizens and City staff. The following have been extracted
from the Parks and Open Space and the Transportation Goals as they pertain to
open space and, in particular, trails.
Goal 20: Develop a network of trails that links together key employment, schools,
retail, historic sites, public gathering spaces, and residential areas by
incorporating existing and future parks and open space, floodplains,
and right-of-ways.
Objective 20A:
Identify opportunities for trail development based on existing
parks, right-of-way, historic sites, floodplains, ridge lines, and
escarpment.
Objective 20B:
Work with neighboring communities to link greenbelt
corridors and trails that will create a regional benefit.
Objective 20C:
Develop wayfinding guidelines that helps trail users become
familiar with the trail network
Objective 20D:
Develop signage design guidelines that provide uniformity
and a community theme to the trail experience.
Objective 20E:
Develop a trails network that links downtown Midlothian
with other areas of Midlothian.
Identifying the Location for Trail
Development Should Consider Existing
and Potential Opportunities
Transportation
Goal 28:
Provide a convenient, safe, a ractive, accessible and interconnected
Objective 28A:
Work with regional agency, county agencies, and surrounding
communities to provide safe and adequate pedestrian and
bike paths.
Objective 28B:
Identify non-motorized transportation and open space
corridors that link residential areas and commercial areas.
Objective 28C:
Eliminate barriers that discourage non-motorized movement.
Objective 28D:
Promote the use of non-motorized transportation choices.
Objective 28E:
Require new developments to include sidewalks.
A Trail Facility that Ties into a
Neighborhoods Street and Sidewalk
Network
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TRAIL FACILITIES
There are many types of facilities that can be provided to enhance the mobility
and safety of pedestrians and bicyclists, as shown in Table 1.
Sidewalks
can accommodate pedestrians and youth bicyclists, bike routes and lanes
accommodate average and experienced bicyclists, and trails accommodate both
pedestrians and bicyclists.
Classification
On-Street Bikeways Support a
Community’s Trail Network and Provide
and Alternative for Local and Regional
Movement
General Description
Park Trail
Multipurpose trails located within greenways,
parks and natural resource areas. Focus
is on recreational value and harmony with
natural environment.
Connector Trails
Multipurpose trails that emphasize safe
travel for pedestrians to and from parks and
around the community. Focus is as much on
transportation as it is on recreation.
On-Street Bikeways
Paved segments of roadways that serve as
a means to safely separate bicyclists from
vehicular traffic.
All-Terrain Bike Trail
Off-road trails for all-terrain (mountain) bikes.
Equestrian Trail
Trails developed for horseback riding.
Sidewalks
Parallel to streets, adjacent to curb or
separated by grassy area.
Table 8.1 Facility Classifications
The establishment of design standards is needed to define how park trails are to
be built. Trail design should coincide with standards adopted by local and state
departments of transportation, the National Recreation and Parks Association
(NRPA), and AASHTO (American Association of State Highway Transportation
Organizations), as appropriate. All trails should comply with ADA (Americans
with Disabilities Act).
Trails located within greenways, parks, and natural resource areas are desirable
because they:
1. Emphasize harmony with the natural environment.
Equestrian Trails Provide a Valuable
Outlet for Urban Living and Help Support
Midlothian’s Rural Heritage
2. Allow for relatively uninterrupted pedestrian movement to and through
the city’s park system and development areas, including, where possible,
through commercial and industrial parks.
3. Effectively tie the various parks and recreation areas together to form a
comprehensive park and trail system.
4. Protect users from urban development and associated vehicular traffic.
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Section 8: Open Space & Trails
Before developing a park trail, there are some important steps that are necessary.
These are:
1. Preparing a comprehensive park and trail system plan that clearly
defines the routing of park trails, particularly those within greenways.
2. Acquiring the desired land or establishing trail easements at an early
stage of the community development.
3.Establishing appropriate development policies requiring land developers
to incorporate greenways and park trail corridors into their development
plans in accordance with the trail system plan.
Based on input from the city and in coordination with the Thoroughfare Plan,
a trail system for Midlothian was established. Figure 8.1 – Proposed Trails Plan
illustrates Open Area trails and Roadside trails along with existing and proposed
parks (neighborhood, community and HOA parks) and existing schools. As can
be seen, all proposed trails, either Open Area or Roadside assist in connecting
neighborhoods to important community facilities, parks, schools, commercial
areas, and other neighborhoods.
Open Space Trails Provide a Diversion to
Urban Living
The illustrations below show typical cross sections for both Open Area Trails and
Roadside Trails.
Figure 8.1 Open Space Trail
Formal Public Parks are used to Help
Define a Community’s Character
Figure 8.2 Roadside Trail
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Public Parks
Parks have, for a very long time, been recognized as major contributors to the
physical and aesthetic quality of neighborhoods. They are not only valued by
those who use them, but studies show that they are even valued by those who do
not use them. Even if they were not directly using the parks, the parks themselves
were of value, perhaps to a family member, or even the mere knowledge of a
park nearby was reassuring enough for non-users. Studies have also shown that
property values as well as housing values increase with proximity to parks and
open spaces, again adding value to the lives of both users and non-users.
The connection between parks and neighborhood quality is ge ing more and
more a ention. Developers are using this as a means to make communities more
a ractive, particularly to low and moderate income households. Currently, about
20 percent of Community Development Corporations are investing in open space
programs for this very reason.
Broader Contributions of Urban Parks
Youth Development
Public Parks are Beneficial in Attracting
People and Encouraging Healthy
Interaction
Parks provide a means for children of all ages to build the skills and strengths
needed to lead rewarding lives. When children are surrounded by community
based activities, they area able to build essential skills, knowledge and
aptitudes.
Work Experience
Parks and open spaces have o en provided youth with summer employment as
lifeguards and camp counselors. They can also provide long term employment
and training opportunities for youth and adults to enter the workforce.
Health
Parks are an obvious and for the most part free way to engage in healthy exercise.
Park programs can promote healthy lifestyles, particularly among youth and the
elderly.
Social Capital
The term “social capital” refers to the building and strengthening of ties among
community residents by bringing people together including those who are
otherwise divided by race or class and by helping them work together on common
projects. Increasing “social capital” can reduce crime and disorder, even in very
poor communities. Parks provide a means of strengthening social capital.
Various Amenities can be Effectively used
to Serve the Surrounding Neighborhoods
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9
URBAN DESIGN
The urban design component of a comprehensive plan is working to define
a physical relationship of future places. In this regards the urban design
recommendations are specific to Midlothian. These physical relationships occur
in many types of locations. The places include: private development, public
development (buildings) and public spaces, such as streets, parks and plazas. A
majority of the development will be done by private developers. It is the purpose
of the Midlothian 2007 Comprehensive Plan to ensure that this development is
congruent to the vision of the Midlothian people.
This chapter focuses on showing prototypical examples of how the shape
and layout of future development may look. These examples depict 50 years
of development and assume the population growth projections are met. One
example demonstrates how it would evolve from existing conditions to 10, 25,
and then 50 years of development.
It is important to understand that all future development is a combination of public
and private involvement. Private developers must review the Comprehensive
Plan and understand how their project will fit within it. Public government and
agencies approve and promote different developments, but they also locate and
build parks, plazas, and civic buildings. Choosing the location of parks and
civic buildings can greatly influence the physical relationships surrounding it
especially private development.
The physical relationships about which we are concerned include: relationship
of buildings to other buildings, relationship of building to streets, relationship
of buildings to open spaces, and the resulting spaces that these juxtapositions
create. This resulting space that is created is the environment that people use
to walk, to park their automobile and to move between buildings. This space
is some of the most important places in a community. The character of these
spaces can establish its pedestrian scale and usability by patrons. All growing
communities need to be sensitive to this space.
Goals and Vision
Goal 3: Ensure downtown Midlothian is inviting and a ractive and reflects the
Objective 3A: Encourage new development to complement downtown’s
existing street and sidewalk grid.
Objective 3B: Create community awareness of downtown’s commercial and
retail opportunities.
Objective 3C: Develop architectural guidelines that restore historic buildings
and direct new developments to harmonize and enhance surrounding
buildings.
Objective 3D: Develop a ‘theme’ or civic downtown street for holding public
events, celebrations, and parades.
Objective 3E: Develop streetscape design guidelines for streets in the
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downtown area.
Goal 4: Enhance Midlothian’s visual image and identity.
Objective 4A: Control signage in Midlothian.
Objective 4B: Create a community theme developed through building
materials.
Objective 4C: Enhance all thoroughfare aesthetics and landscaping as part of
a city-wide program.
Objective 4D: Screen railroad right-of-way in developed areas as part of a
city-wide program.
Objective 4E: Develop and support a tree planting program city-wide.
Objective 4F: Provide a transportation system that is sensitive to the natural
contours of the surrounding countryside.
Objective 4G: Encourage all new roadway development to identify and
enhance scenic views.
Objective 4H: Provide pedestrian friendly enhancements to major arterial
corridors and in commercial districts.
Objective 5B: Establish street design standards that meet state and federal
levels of service for safety, accessibility, and movement, but also
incorporate design features that correspond to desired land use and
community values.
Objective 5C: Develop parking guidelines for retail/commercial corridors
and retail villages outside of downtown that maintain a small town
image.
Objective 5D: Encourage design standards for new construction that
incorporates the older architectural qualities found in the region.
Objective 5E: Develop an urban forestry program for Midlothian that
educates and encourages tree planting and maintenance as well as the
reforestation in older urban areas.
Objective 7A: Develop a future land use plan that reflects community values,
provides convenient community services, and encourages compatible
adjacent land uses
Objective 7B: Conduct economic development and fiscal impact studies of
Objective 7C: Identify opportunity areas where land uses can be adjusted to
reflect a be er balance of land uses based on the economic development
and fiscal impact study.
Goal 12: Take advantage of Midlothian’s regional location to spur economic
growth.
Objective 12A: Market city’s greatest resources (location, transportation, etc.)
to a ract new firms.
Objective 12B: Coordinate with neighboring cities, the county, regional and
state officials to promote actions that would a ract and retain businesses
within the geographic area.
Objective 12C: Support city’s economic base through increased name
recognition in the Dallas-Fort Worth area.
Objective 12D: Identify locations in Midlothian that would be a ractive as a
corporate park for northern Ellis County.
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Section 9: Urban Design
Objective 14A: Locate major city and county offices and courts in
downtown.
Objective 14B: Promote pedestrian-oriented retail activity in downtown
Midlothian.
Objective 14C: Partner with the downtown merchants and the Chamber of
Commerce to develop a marketing effort to a ract new businesses to the
downtown area.
Goal 24: Provide a parks and open space system that meets the recreational
needs of all residents.
Objective 24A: Conduct a study of the economic benefits to Midlothian
provided by a city-wide parks and open space system, identifying the
groups and land uses that would benefit from such a system.
Objective 24B: Update the parks master plan to reflect changes in the
community’s size and population.
Objective 24C: Develop a parks and an open space system that coordinates
with the City’s future land use plan.
Objective 24D: Partner with the major cement plants in Midlothian to develop
a “Butchart Gardens” park in the former quarries.
Goal 25: Provide a large central park space for community events and
gatherings.
Objective 25A: Review both regional and national community signature parks
to understand the significance such parks can have on the community.
Objective 25B: Identify the ‘theme’ and locational criteria for a large central
park.
Objective 25C: Secure public and private funding for design and development
of this park.
Sub-Areas
To focus the discussion for the recommendations we will define five (5) subareas. These areas were selected with input from the community and city staff.
They are prototypical examples and show the potential 50 year build out of each
sub-area. It was the desire to establish these recommendations and to influence
private development decisions --- helping to create some special places in the
community. These places would have a marketing advantage in Midlothian and
Ellis County for they would have strong public appeal. This appeal would create
strong sales revenue for commercial in these sub-areas.
These areas can be some of the most special pedestrian environments in the
community. If developed with appropriate care and a ention to detail they can
draw comparisons to such places as; Southlake Town Center, Southlake, Texas;
Legacy Town Center, Plano, Texas; Garland Town Place, Garland, Texas and
Home Place, North Richland Hills, Texas. The sub-areas recommendations are
developed for the following areas:
1.
2.
3.
4.
5.
New town
Transit oriented development / original town
Village prototype
Corporate village
Cluster residential
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New Town
The new town sub-area is located in general around the High School and Middle
School area south of downtown area. The approximate boundaries range from
the 287 Loop over to 5th Street and over to the eastern side of the Middle School.
This land includes the schools and their athletic fields, a city water tower, the new
Midlothian High School Football complex and extensive undeveloped parcels.
Town Center Mixed-Use Commercial Core
50 YEAR PLAN
LAND USE PLAN
The urban design building pa ern is one of town character. Such where the
buildings are up close to the street and the parking is located primarily at the
back of the property grouped together with adjacent users. A wide pedestrian
walkway links all the buildings together. Streets are mainly two-lane roadways
with parallel parking on both sides. The general pa ern of this development is
similar to that of the Original Town area in Midlothian with these new blocks
being larger, but they still have an orthogonal street grid.
The recommended land uses for this sub-area have a good deal of flexibility.
Larger building floor plates are located adjacent to the 287 Loop and would focus
on regional serving commercial. All buildings relate closely to the street in front
of each. The building scale is closely related to the street size. The larger and/or
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taller the structure the wider the street in front of the facility.
The pa ern for civic and open space components is well organized. There are
large and small scaled featured which are linked together with highly landscaped
ceremonial streets and boulevards. The landscaped civic streets with a linear
park would link the high school together with the middle school. Another linear
park/open space would link the arterial of George Hopper Road with the other
linear park/open space. The intersection of these two civic open spaces and
ceremonial streets would be an ideal location for a civic structure such as a new
city hall, courthouse, or community center. These special roadways would be
wonderful addresses for high quality urban residential products or mixed use.
The mixed use developments would have ground floor retail with office or living
units above. Future development would take advantage of the relationship to
open space elements with views, porches, overlooks and unique architectural
features. The core of this area from the center to its edges aligns with a common
distance; this distance is a five (5) minute walking radius for a pedestrian. This
dimension gives us an understanding as to the pedestrian scale and travel times
needed to walk comfortably along and within this sub-area.
5 MINUTE WALK DIAGRAM
This new town area if allowed to follow the principles of quality urban
development will give the residents of Midlothian a variety of new amenities.
Retail, residential, service, and entertainment options will increase allowing for a
higher quality of life while still maintaining Midlothian traditions and history.
Central Green Space
50 YEAR PLAN DIAGRAM
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Transit Oriented Development / Original Town
The TOD/original town sub-area is located near the crossing point between
the two railroad lines located just north of downtown. This area would have
the potential in the future to strengthen and grow the downtown and for
redevelopment to occur that would focus on transit. This transit would be a type
of rail that could connect downtown Midlothian with Fort Worth and/or Dallas
and the surrounding cities. Dallas and Fort Worth are currently experiencing
the rebirth of the rail transit and the redevelopment that occurs near the stations.
This can occur in Midlothian.
Transit Station
50 YEAR PLAN
This land currently includes the free trade auto-plex, downtown Midlothian and
the neighborhoods to the north and due east of downtown. Downtown is the area
that would continue to act as the center with continued growth north along 18th
Street but surrounding neighborhoods would see great redevelopment if transit
access were to be provided. This redevelopment could provide a significant
financial gain to sell and/or build the recommended higher density pa ern of
development. The transit center and the downtown would work to support each
other and act as a dual-center of the original town area.
LAND USE PLAN
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The urban design building pa ern is of expanding the downtown character.
Such as where the buildings are up close to the street and the parking is located
primarily at the back of the property grouped together with adjacent users. Streets
would remain mainly two lane roadways with parallel parking on both sides.
The sidewalks in some areas would be widened to create pedestrian walkways
that would link all the buildings together and promote a traditional downtown
experience. Street layout would follow the orthogonal pa ern and dimensions of
the historic portions of the downtown area with some varying due to the layout
of the rail lines.
A future transit station located at the intersection of the two railroads would create
a new center that would work in conjunction with the historic downtown center.
The transit center would provide access to Dallas and Fort Worth areas via light
rail. Outside the transit center would be an ideal place to locate a public plaza or
park that could provide open space to the original town area and function like a
town square.
Again a pa ern for civic and open space components is well organized. There are
large and small scaled featured which are linked together with highly landscaped
ceremonial streets and boulevards. The landscaped civic streets would link
downtown Midlothian with the transit station and plaza. Corner gateways
parks/plazas would be located on 18th Street to celebrate the historic downtown
blocks of Midlothian.
Transit oriented development or TOD defines an urban style of development
built close to the street with wonderful pedestrian sidewalks. Mixed-use units
predominate areas surrounding transit centers. Residential units above retail
are very a ractive to residents who desire convenient linkages to the metroplex
and local retail. Ground floor retail flourishes as they serve the people going to
and from the transit center and those who live/work nearby. The TOD pa ern
is defined by the five (5) minute walking radius for a pedestrian that centers
on the future station. This distance gives investors and town planners the area
that is likely to become higher density development. This dimension gives us
an understanding as to the pedestrian scale and travel times needed to walk
comfortably along and within this sub-area linking all to the transit station.
This new TOD area if allowed to follow the principles of quality urban development
will give the residents of Midlothian a transportation and development choice that
many are making today. This will connect the city directly with DFW Airport via
our 21st century transportation mode. Clearly this future development pa ern
gives the City of Midlothian the ability to maintain its character while providing
the opportunity to access the amenities of the Dallas/Fort Worth area.
Transit Oriented Development
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Village Prototype
This specific sub-area is a prototypical rendering of the urban design
recommendations. Each real site will require a series of site adjustments to
work with the natural and man-made elements. The prototype image gives an
unconstrained view of this type of development pa ern.
Central Village Public Green Space
50 YEAR PLAN
COMMERCIAL CORE
LAND USE PLAN
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The urban design building pa ern is typical of a small village. Commercial uses
occupy the core with the buildings clustered around the major center intersection.
Additional supporting commercial structures are back from this center. Such
where the commercial buildings are up close to the street and the parking is
located primarily at the back of the property grouped together with adjacent
users. The diagram for this sub-area shows larger commercial buildings (black
squares and rectangles) shaped in squares which are defining the street edge.
Public parking is located in the center of the blocks.
Streets link the commercial development to the adjacent residential land uses.
The living components can be in a multi-family or single family pa ern. This is
dependent on zoning and the future land use plan. The pa ern for residential
right next to the retail, office and mixed use in one of grided streets that deflect
into a more curvilinear alignment as you work away from the village. The street
pa ern includes a pa ern of primary and secondary facilities. The general
alignment creates buildings on axis that should be civic, religious or other special
land uses.
The pa ern for civic and open space components is well organized within this
sub-area. There are large and small scaled featured which are linked together
with highly landscaped ceremonial streets and boulevards. Parks are the buffers
between more active commercial development and single family detached. Parks
and open spaces are used to define special places and blends land uses together.
Time Sequence- Village
This development timing for this sub-area is defined in a series of prototypical
graphics that suggests a potential building sequence. This is conceptual, but
allows us to look at a development phase approach.
This sub-area concept allows the residential neighborhoods to have a quality
environment for shopping, dining and to have professional services that are
not located on a highway corridor or downtown. As you can see in the 10 year
graphics, the commercial sector establishes itself at the main intersection and
single family detached housing surrounds this. The commercial businesses
provide retail and services that appeal to the surrounding residential population
as well as vehicular traffic that passes on the arterial roadways. The commercial
development will most likely start out loosely organized but holds the corners of
the major intersection.
Residential Neighborhood
10 YEAR PLAN
25 YEAR PLAN
LAND USE PLAN
LAND USE PLAN
In the 25 year plan there has been growth in both commercial and residential
uses. The commercial core has firmly established a strong presence at the main
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intersection defining the area as a commercial center. Some residential units
have been replaced by the expanding commercial core. Streets have been added
and residential units have expanded outward. A park has been incorporated
in a central location that is easily accessible by the commercial and residential
populace. The park serves as a focal point for the village development and is a
location to hold community events and celebrations.
The 50 year plan shows the village at considerable build out. The commercial core
has developed into a well organized pa ern that provides most of the services
and retail needs of the surrounding residential units. Civic uses such as a school
or church have been integrated and another park would have been included to
serve the expanding population growth. Residential units now consist of single
family detached housing as well as multifamily units that provide appropriate
densities and work to support the increased retail and services in the commercial
core.
Villages save energy and time for all, including reducing energy usage as vehicular
miles driven are reduced. They also provide opportunities for residents to have
the small town/village atmosphere. These villages will help to be er define the
many qualities in Midlothian and help to support the quality of life for all.
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Corporate village
The corporate village sub-area is generally located west of US 67 and north of
highway 287. The area is currently greatly undeveloped except for the Loves
truckstop and restaurant.
Mixed-Use Office and Retail Development
50 YEAR PLAN
The urban design building pa ern is one of building organization to street and
parking integrated within the site. The buildings for this area are large and
focus on office and retail development. The primary changer from standard
development is that the building is close to the street. This helps to define the
street edge.
The recommended land uses for this sub-area have a good deal of flexibility.
Retail stores are located along US 67 with big box retail located at the intersection
of US 67 and highway 287. The core of the area is predominantly office uses
with there also being mixed-use ground floor retail with office above. The retail
provides amenities such as dining and shopping for workers in the office areas
as well as the residential that surrounds the office and mixed-use component.
The residential element provides the ability for the development to be utilized
beyond normal office hours. The concept for the development is that it does not
strictly function as an office park or retail center but instead as a livable entity
that fosters a variety of activities during the various days of the week and hours
of the day.
LAND USE PLAN
The pa ern for civic and open space components is well organized. There are
169
large and small scaled civic elements which are linked together with highly
landscaped ceremonial streets and boulevards. There is a central park/open
space that provides an aesthetic amenity but also doubles as a water retention
area for stormwater runoff from the developed hardscape. This central park
is linked to the residential component to the north and also to highway 287 to
the south through linear parks and ceremonial streets. There are also a couple
of civic spaces on the interior of the roundabouts that could contain statues or
other historical features. These special roadways would be wonderful addresses
for high quality office or mixed use products. This sub-area creates a strong
environment for commerce and requires a civic character equal to that task. This
area can be one of the greatest areas for office and retail sales in Midlothian. The
core of this area from the center to its edges aligns with a common distance; this
distance is a five (5) minute walking radius for a pedestrian. This could allow
for the option for office and retail employees to walk to work. The (5) minute
walking distance gives us an understanding as to the pedestrian scale and travel
times needed to walk comfortably along and within this sub-area.
The streets for the corporate village sub-area are primary four-lane at build out
for this region as traffic demand will be high. For this reason parking plays a
very big role. Cars and vehicles would have the option to parallel park on the
street, park in the rear of their building, or find a space in a parking structure
nearby. The network of streets and blocks are large as they accommodate a larger
scale of development. The pa ern for civic and open space components is well
organized within this sub-area. There are large and small scaled featured which
are linked together with highly landscaped streets and boulevards.
This corporate village area if allowed to follow the principles of quality urban
development will give the residents of Midlothian a business choice to shop and
invest in the community. This general area provides a super location for regional
retail, office and entertainment uses. The recommendations for urban design will
create an environment for high-quality commerce that will equal places around
the DFW metro area.
Mixed-Use Retail and Residential Development
170
Cluster Residential
This specific sub-area is a prototypical rendering of the urban design
recommendations. Each real site will require a series of site adjustments to
work with natural and man-made elements. The prototype image gives an
unconstrained view of this type of development pa ern.
Cluster Development
Cluster Development (60% Developed, 125 Units, 1/2 Acre Lots appox.)
Cluster Development Lot and Trail Layout
171
Residential cluster development is a means of permanently protecting open
space, rural character, and important environmental resources in new housing
developments, while still providing homeowners with good housing and
landowners with the opportunity to develop their property. Cluster residential
is grouping the residential lots and building closer together while preserving
natural lands. The land can be developed into a series of walkways and trails.
The open space amenity can be designed into an equestrian focus --- many
options are created. The development pa ern is one of high quality residential
development with large amounts of landscape. Residential lots sizes from this
sub-area can vary. Many times the lots are average in size with the residential
homes being quite large, from a value equation say upward of $400,000.
The prototypical renderings show a hypothetical situation of a tract of land around
a river or stream. In the cluster development scenario lots are approximately ½
acre in size. The land around the river or stream is preserved for open space with
connections being made to the main roads. With this situation 125 lots are able
to be accommodated with a series of trails connecting the different subdivision
portions. The residents of these lots and homes have less private land but gain a
tremendous public preserved green space giving the development a more rural
character.
Sprawling Development
172
(100% Developed, 86 Units, 2 Acre Lots appox)
In the sprawling development scenario lots are approximately 2 acres in size.
This would effectively develop the entire tract of land and only allow for about
half of the lots to have access to the river or stream. Residents have a larger
private piece of land but they are limited to just that parcel. When the tract of
land is subdivided into 2 acre parcels there are only 86 lots created. With 100%
developed land the development would be purely suburban in nature and feel.
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ECONOMIC DEVELOPMENT The purpose of the economic development element is to provide the city with a framework for economic growth. The strategies outlined in this element are framed by our understanding of economic development. The consulting team defines economic development as the application of public resources to stimulate private investment. In other words, effective policy for Midlothian should be judged by how well public resources can create a response from private investors. This response can certainly be measured in jobs, but also in capital investment (land and buildings), and wealth creation. Private investment, however, can take many forms. This economic element is mindful of the fact that public resources can – and often do – form the basis of private commitments in a community. The growth and vitality of a downtown, the shape of residential subdivisions, and the specific businesses that call Midlothian home are a direct consequence of economic development planning. Introduction Midlothian is in a unique position from an economic development standpoint. It already has an industrial base that is the envy of many communities. At the same time, the reputation of the school district, coupled with the community’s rural quality, makes the city attractive for families. This has spurred dramatic increases in residential growth. And, although retail sales growth lags behind the Metroplex and some neighboring communities, the city is beginning to experience new retail growth. This is the “tip of the iceberg” for future retail expansion. Balancing this growth, while maintaining the city’s quality of place, is at the heart of the economic element. Recent developments in Midlothian, along with favorable economic conditions in the region, will have profound effects on the community. Continued residential, office, retail, and industrial growth constitute an inescapable challenge. Extensive public sector investment in the transportation network has improved Midlothian’s access to the Metroplex, making the city a logical target for business expansion and relocation. The construction of Navarro Community College (expanded to two buildings and now offering a four year curriculum) and Midlothian ISD improvements (such as the new Middle School, new Elementary School and High School Football Stadium and pending second High School) send a message that the city is committed to quality education and opportunities for all residents. The Midlothian Conference Center, airport improvements (including expansion of the runway to 6500’ and renovation of the terminal building), and the growing number of medical facilities by both Methodist Health Systems and Baylor Health Providers, including the Midlothian Senior Citizen Center, also illustrate that the community is willing to make the necessary investments for current and future residents. Taken together, these improvements will enhance Midlothian’s ability to capture job growth and business expansion out of the Metroplex. By any measure, the city is projected to grow at a dramatic pace in the coming decades (presently at 18,037 per the 2010 Census). With this population growth come new business opportunities. These opportunities will expand Midlothian’s property tax base, increase sales tax revenue and promote job growth. Land use decisions made by the city will set the tone for how Midlothian will grow. As a result, it is crucial for city leaders to understand the best market opportunities and the impact of growth patterns on the economy. In this context, the city should consider the importance of “quality of place” and sustainability to economic development. Finally, the city must determine how private investment will – or won’t – support the community’s vision of itself. At the heart of this analysis is the balance between commercial and industrial growth on the one hand, and residential growth and residents’ desires on the other. Quality of place captures this distinction. A thriving downtown, parks and recreation amenities, quality schools, low crime rate, and diverse entertainment and retail amenities – must be factored in. Strategies Given our definition of economic development, the strategies presented in this section area organized around the following major opportunities. Supporting analyses and data tables are provided at the end of the chapter. Retail development In addition to providing a source of tax revenue, retail is increasingly seen as an amenity without which other economic sectors find it difficult to recruit workers. While traditional theory sees retail as a spin‐off effect from the manufacturing sector, many successful communities now recognize that a thriving retail sector helps attract large employers to a region. The increasing emphasis on what author Richard Florida calls “the creative class” has forced a reconsideration of the amenities and benefits of a community quite apart from the immediate availability of employment. People want and expect retail, and they have become increasingly refined in their specific interests. These interests extend beyond large shopping malls and now include specialty retail in the downtown, open‐air lifestyle malls, and locally owned boutiques. To this end, the City and the Corporation for Economic Development (CEDM‐4A) have initiated a Commercial Marketing Study to determine weaknesses in our retail services, future retail needs and priority locations for retail development. This analysis will reinforce recent investment by Wal‐Mart to build a super store here. As new housing subdivisions spring up in and around Midlothian, it is inevitable that retail will follow. Supermarkets are likely to come first, followed by ancillary development (e.g., fast food, car washes). Eventually, as the population reaches a certain threshold, big‐box stores will find the area increasingly a attractive. For the City of Midlothian, this means that the opportunity to increase the sales tax base is now arising. Ensuring that new retail developments locate inside the city limits or the ETJ and that the community is positioned to attract higher‐end and specialty retail, is an important economic development consideration. Quality of place Much has been written about the importance of quality of life to the site selection process. Communities throughout the nation have positioned themselves by touting their advantages in this regard—good schools, safe streets, pleasant weather. By contrast, quality of place considers what is attractive to a range of residents, both old and new. Quality of life assumes that everyone thrives in the same environment and is attracted to the same amenities. It assumes that current residents’ view of what makes a community would be shared by all. Quality of place accommodates growth and recognizes the benefits of change. It is about providing options, not just for current residents, but for those who will be residents in the future. Maintaining the city’s “small town” feel, while accommodating the projected growth, will be a significant challenge from both a planning and economic development perspective. Central to this challenge is the question of identity. If Midlothian is to continue to be seen as more than a bedroom community to Dallas‐Fort Worth, the city will have to establish and maintain a strong sense of place. Maintaining and enhancing the “original town,” providing a mix of housing options and amenities, and increasing the concentration of professional services within the community are important aspects of this strategy. The Metroplex is a highly competitive environment. The type of retail mix, the housing product, and business perception of the community all help determine whether higher‐value opportunities can be realized. Midlothian will need to differentiate itself in the market in order to succeed. To this end, the City needs to be sure that adopted development standards reflect the quality of development desired for the city that will support sustainability and re‐
investment while not creating a hindrance to private investment. Business Diversification No one can question the importance of the manufacturing and related sectors to Midlothian’s economy. Midlothian’s access to the Metroplex, from US 67 as well as the expansion of SH 360 and US 287, will continue to be one of the most significant drivers of the city’s economy. The city’s transportation infrastructure, coupled with assets such as Railport, makes logistics a logical target for continued recruitment efforts. At the same time, national trends argue for a far more diversified economic base for the region. Employment trends in high growth areas, as well as the national employment picture, generally, reveal that job growth is increasingly fueled by the service sector. While much of this growth has resulted from low wage retail and personal services, targeting of higher‐end firms in professional, office and regional headquarters and medical services should be Midlothian’s primary emphasis. There are two reasons for this recommendation. First, Midlothian lags considerably in this sector. This lag means that existing companies are going outside the community for high‐value professional services – from legal to accounting to marketing. While Midlothian’s proximity to Dallas presents challenges for professional services recruitment, increasing costs and dissatisfaction with urban life make outlying locations more attractive to some in this sector. Second, the growth of this sector, which is heavily dependent on Class A office space, allows for important real estate development and supports the desired development patterns identified in the preferred scenario. Office buildings represent important tax revenue to a city, they can help invigorate downtown districts, and they in turn create a demand for retail activity associated with the professionals who work in those buildings. Transportation and infrastructure There is an adage that cities do not create cities, private development does. Certainly, no community will grow without the private sector. It is generally private funds that support the extension of roads, sewer, water and other infrastructure needs that serve a particular development. However, cities must ensure that there is adequate capacity available to meet the needs for clean drinking water, properly treated sewage, flood control measures to protect life and property and safe transit on our public streets. The city has expanded our water supply capacity with a second water treatment plant, extended water and sewer trunk lines, expanded our arterial road network and worked to preserve and protect local flood control structures. TxDOT has completed construction of the 287 By‐Pass, and there are current efforts to expand the 663 bridge over this By‐Pass, build an overpass exchange at Railport Parkway with U.S. 67 and expand the U.S. 67 access roads north of U.S. 287 Interchange. However, the city is faced with ever expanding needs for infrastructure, better city streets, and greater local flood control measures. Increased traffic pressures from proposed expansions to our west include the extension of U. S. 360 and the construction of Loop 9. These projects as well as increases in local traffic volumes will create a need to expand the existing 287/67 interchange to provide a new 67 to west 287 connector, grade separations along 287 at Walnut Grove and other major arterial points along 287 as they develop and expand. Road improvements, adequate water and sewer capacity and greater access by air, ground and rail will enhance the economic growth of the city. At the same time the city needs to be mindful and protective of the “small town” attributes cherished by its residents and protect local businesses from the impacts of regional commercial development. The city needs to insure that it’s infrastructure improvements support a labor base that in turn will support the community by living, worshiping, and recreating here. The following strategies provide a specific action plan around which the city can organize its economic development initiatives. 1: RETAIL GROWTH — The city should work with the Corporation for the Economic Development of Midlothian (CEDM) to identify appropriate retail targets in order to help capture sales tax dollars currently leaking to surrounding communities. 1.1
Establish retail working group. The city should establish a collaborative working group to evaluate the needs of the community, identify shortcomings in our commercial sector and seek a strong marketing strategy. The intention of this task is not to alter existing plans or initiatives, but rather to ensure that gaps and overlaps are identified and existing resources are maximized. This group should meet quarterly to coordinate planning and marketing initiatives and should include representatives from the Midlothian Chamber of Commerce, the CEDM, the MCDC, and the brokerage and development community. 1.2 Conduct retail market analysis. The city is presently working with the CEDM to evaluate a market strategy and conducting an assessment of Midlothian’s retail market area. This research will analyze consumer expenditure patterns in the area, document the needs of existing retailers, identify current “gaps” and opportunities for retail development in the region, and provide information on site location factors for existing and potential retailers. Periodic update and evaluation of the efforts from this study will be essential to the success of retail expansion, especially given the rapidly changing markets today due to technological changes and high energy/transportation costs. 1.3 Identify appropriate retail targets. Using the findings from the retail market analysis, the city will assist the retail working group in developing high‐
profile targets that meet with the objectives of the preferred scenario. A formal plan will need to be established for recruitment of these targets. While some recruitment efforts may be aimed at the retailers directly, the core of this strategy should be focused on retail developers who represent these tenants. 1.4 Identify development sites for retail clusters. The city will work with the CEDM and MCDC to identify specific sites for high‐end retail development based on the preferred scenario. Emphasis should be given to sites that provide opportunities for Midlothian to differentiate itself from other Dallas 1.5 suburbs. This task should be coordinated with DART station area planning efforts. The development community should be invited to participate in this process as early as possible (see Strategy 2.2). The city will need to identify infrastructure needs to serve these sites and use this to help prioritize the Capital Improvement Plan (CIP). Link retail and tourism. Retail development must be viewed with an eye towards capitalizing on Midlothian’s tourism activity. In other words, attracting tourists only benefits the area directly if there is a mechanism for capturing retail sales dollars. Tasks include preparing an inventory of local tourism events and assets such as the annual Balloon Festival and other Midway Airport activities, local sports tournaments, parades, concerts and other public events through the Conference Center (including lodging), and raising awareness among local retailers of the retail‐tourism connection to ensure that they are prepared to capture retail spending associated with local and regional events. 2: QUALITY OF PLACE — The city should align the efforts of local economic and community development organizations with the goals of the comprehensive plan to enhance options for current and future residents. 2.1 The city, MCDC and the CEDM should concentrate its development and redevelopment efforts on the Original Town including East Main Street and “New Town” modules of the preferred scenario. As part of this strategy, the city should develop a plan to guide development standards, streetscape façade improvements and sustainable/environmentally sensitive standards using the comprehensive plan as a guide. Additional elements to consider include identifying redevelopment opportunities, providing space for regional retail and professional service firms, retaining and encouraging public uses in the downtown (e.g., post office, library, and related public buildings), creating housing options, and providing parks and open spaces per the updated (2011) Park and Recreation Master Plan. 2.2 Engage development community. As part of the planning process for the Original Town/New Town area, the city should consider including local and regional developers early in the process. This can be done by issuing a formal solicitation of design ideas for a particular site, by inviting developers to the community for a roundtable or forum on development in Midlothian, or by hosting a public charrette process. 2.3 Determine level of public involvement. The city should consider the formation of a public/private partnership to encourage infill development/ redevelopment downtown including waiver of impact fees due to developed infrastructure. In a public/private partnership, the city serves as both a participant and a facilitator in the development process. This means the city could choose to develop a portion of a specific project on its own or could confer the rights to a property in exchange for certain improvements. Documenting vacant and underutilized parcels and ensuring that existing policies do not create an obstacle to development and re‐use of appropriate sites provides a foundation for an infill/redevelopment strategy. Because of the costs encountered in development of small, irregular parcels or the demolition of existing structures, creative financing strategies can be an important piece of the puzzle. 2.4 Develop performing arts strategy. The city is working with the Chamber, Midlothian Community Development Corporation (MCDC), and other key groups to encourage performing arts and music venues in the downtown. The city and the MCDC jointly purchased a portable stage that is used for many cultural events throughout the year including festivals, parades, concerts and other free public events. Emphasis should also be given to identifying cultural opportunities presented by the Midlothian Conference Center including current efforts to expand the use of this Center. Recreation opportunities can also be a major economic support to the community including athletic events, tournaments and viable open space for a variety of recreation activities. 2.5 Prepare marketing plan. The city should work with the MCDC and other stakeholders to develop a plan for marketing Midlothian both internally and within the region. The emphasis of this plan should be on communicating development opportunities, as well as attracting residents. Tasks include developing a coordinated marketing message and promotional materials, working with the local and regional media to promote positive stories about the area, and developing a speakers’ bureau of Midlothian residents that can help promote local initiatives in the community and the Metroplex. 3: BUSINESS DIVERSIFICATION — The city should work with the CEDM, MCDC, Chamber and MDA to attract new business to the city, foster innovation and entrepreneurship, and retain existing businesses. 3.1 Update target industry analysis. The city should work with Midlothian Develop Author (MDA) to ensure that industry recruitment initiatives reflect the comprehensive plan. This work should focus on identifying opportunities for leveraging the city’s existing manufacturing base and opportunities related to logistics and distribution presented by Railport. Opportunities associated with Midlothian’s emerging medical base should also be explored (see Strategy 3.2) along with identification of appropriate target industries. 3.2 Recruit medical and professional services. In addition to providing a source of relatively high‐wage employment, the presence of a well‐rounded professional services sector is key to the retention of existing businesses and the recruitment of new industries of all types. The city should work with the MDA and CEDM to develop a recruitment strategy for professional services, with an emphasis on industries that support the city’s growing healthcare industry. Locating these firms in the “Original Town” area should be a priority. Encouraging mixed use projects can be an important aspect to success in this strategy. This effort also helps to identify the city as a “Retirement” community that provides for and caters to senior citizens as a place to live. 3.3 Prepare specific plan to stimulate the development of an Airport BusinessPark and Golf course area. The city should work with the MDA and CEDM and others to prepare and implement a specific plan for the Mid‐way Airport to guide development of the area. The planning process should include a broad range of stakeholders, including those who may be prospective tenants of the development. The plan should consider a range of elements including relationship to target industries (see Strategy 3.1), barriers to development, potential financing mechanisms, linkages with other areas of the community, and an analysis of traffic and environmental impacts. Emphasis should be given to a market‐driven approach that considers the competitive environment and helps determine the appropriate mix of uses at the time of construction. Completion of an airport master plan update this calendar year will provide the basis for this analysis. 3.4 Support regional commuter rail. The City and MDA and CEDM should continue to take an active role in the long term transportation planning in the region. Particular emphasis should be given to advance planning for the proposed commuter rail system. Expansion of the regional rail network to Midlothian will offer the opportunity for transit‐oriented development and greater access to the Metroplex. City officials must take an active role in early planning for station development. This includes identifying funding sources, exploring design concepts for development in the area, and identifying possible methods for linking the station with other areas of the city. 3.5 Facilitate entrepreneurship in the community. The presence of Navarro College and the Texas A&M Commerce provides an opportunity for Midlothian to consider an entrepreneurial strategy. To be successful, such a strategy would have to be linked with the city’s existing industries and educational resources. The focus of this strategy should be on fostering an entrepreneurship “ecosystem.” Specific actions include identifying small business and entrepreneurial resources in the region, facilitating an “Entrepreneurs Forum,” and creating relationships with Metroplex area capital networks. Job creation and job retention should be linked to the programs available not only through Navarro but the MISD as well. 4: TRANSPORTATION AND INFRASTRUCTURE ‐ The City should work with the CEDM, MCDC, MDA to ensure that there is adequate infrastructure and public services to meet the demands of a rapidly growing city. 4.1 Transportation Circulation and Access. The city, along with CEDM and MDA should work closely with NCTCOG and TxDOT to secure appropriate state and federal funding to expand federal and state highways, eliminate bottlenecks, ensure safe access and provide for emergency services. Recent storm events including hurricane Katrina and Ike and recent local hurricane events highlite the need for adequate evacuation routes, access by emergency personnel and safe passage. At the same time, a growing economy including retail and industrial growth will generate much higher volumes of passenger vehicle and truck traffic. Proposed extensions of major highways and toll roads out of south Dallas County will exacerbate local traffic congestion, create greater demand for expanded arterial roads, traffic control and general circulation. In doing so, the city needs to ensure that future streets are environmentally sound, provide for adequate alternative transportation modes and protect pedestrian and non‐motorized vehicle use. Principles of “Green” street design and construction incorporating wider sidewalks, storm water management and infiltration options and pedestrian friendly cross walks need to be established in the city construction standards along with pedestrian scale street designs. 4.2 Sewer and water infrastructure. The city needs to coordinate infrastructure investments with the MCDC and CEDM to support retail and office developments. Often prime sites for development are inhibited for lack ofadequate water or sewer service to the site. “Shovel ready” sites that can be quickly and easily built on will enhance the opportunities for economic investment by retailers who are dependent on quick access to ever changing markets. 180 A
4.3 Capital Improvement Plan Update. The city prepares an annual update of a five year projection of public improvements. This plan is intended for budgeting purposes to identify the long term financial needs of the city and schedule proper financing for future needs. The plan does not currently take into consideration the economic return of public infrastructure investments that support economic development opportunities. The city, MCDC, ECDM and MDA need to coordinate and prioritize the CIP for public improvements that will enhance commercial and industrial development opportunities. 4.4 Strategic Area Plans. The city in cooperation with the ECDM and MCDC should undertake special study area plans for Midway Airport, Railport and adjacent area along U. S. 67(including the need for a major truck stop) and the vitalization of East Main Street from Downtown to Midlothian Parkway. In addition, the city should continue to pursue and evaluate development opportunities and establish development standards for the New Town area. Historic preservation and restoration incentive are also critical to the sustainability, viability and reinvestment in the downtown core including Original Town as an historic district that represents the style and quality of life people seek when coming here. Implementation Tools The following are potential implementation tools that the City could use to capitalize on opportunities for new development, redevelopment and infill. It is likely that no single implementation tool will achieve the desired results. Rather, a ʺpackageʺ of tools will be necessary to cultivate the environment for new investment and reinvestment in the City’s targeted opportunity areas. Advocacy Entity. A planning and management entity, separate from governmental agencies, responsible for a certain area. It promotes the area, manages and coordinates its improvement, and initiates actions to accomplish goals. Specific functions may be to: acquire, assemble, hold and convey land to permit new forms of infill development; obtain rehabilitation loans; organize and participate in real estate development and infrastructure financing; coordinate public agencies; monitor traffic issues and manage parking; monitor security; gather market information; establish fees, rates and charges to use property; and direct marketing and promotion. Such an entity can be a Community Development Corporation, Development Authority and/or Improvement District. Business Recruitment/Retention. A program, frequently administered by an economic development entity, which assists with the recruitment or retention of businesses either into or within a designated area. Program elements might include financial assistance, regulatory assistance, and/or marketing. Concentrated Public Facilities. City investment in identified areas would be concentrated by locating both facilities and publicly sponsored developments and amenities in places where infill development is desired. The result is a greater leverage of public dollars through strategic investment and the ability to assist developer(s) with financial pre‐leasing requirements. Development Fee/Standard Waivers. Development fees are monetary charges on development to recoup a portion of the capital and operating costs required to serve a project. Note: Fees for sewer/water hook‐ups, building permits, processing fee, etc. can be waived or delayed until the developer sees a positive cash flow as a means to 180 B
encourage infill projects. During the approval process, the City can also grant waivers or variances for items including height limits, setbacks, density, lot coverage, rear access, etc. Economic Development Administration (EDA) (Federal). A public entity which provides assistance in the form of planning grants and construction financing for the development of projects in locations which will result in the creation of jobs for the community. Educational Seminars. Programs hosted by a variety of entities (i.e., lender, developer, municipal, etc.) to promote an open dialogue among individuals and organizations that represent a delivery system. These can occur in a variety of forums. The purpose is to provide participants with various perspectives and an understanding of initiatives designed to facilitate the development process.
Enterprise Zone. State‐designated area where a tax credit is granted in exchange for businesses making capital investments, hiring new employees, contributing to economic development plans, rehabilitating old buildings and/or doing research and development. Part of an approach to revitalizing distressed areas by offering tax incentives, regulatory relief and improved government services. Façade Maintenance Program. Any program (local, state, or federal) which includes low interest loans and/or grants to encourage investment in and improvement of building façades within a planning area. May also be designed as a matching funds program for building façade maintenance. Government Liaison. An individual or committee charged with establishing and maintaining a dialogue between various branches of government (local, county, or regional) regarding issues such as inter‐governmental agreements, regulatory reform, facilities planning, etc. Historic Preservation Investment Tax Credits (Federal). A percentage of the rehabilitation costs of income‐producing properties can be used as a tax credit, which can be sold on the market. Historic Site Tax Exemption (Municipal). An exemption from municipal taxes on improvements made to buildings designated as Highly Significant Endangered (HSE) or Historic and Cultural Landmark (HC). The exemption may be permanent or temporary. Improvement District. Both an organizing and financing technique for area revitalization. The district provides a stable stream of income for activities and projects in addition to general municipal services. Infrastructure Cost Participation. The cost of infrastructure (onsite or off‐site) is shared by the developer and/or property owner with another entity (public, private or semi‐
private) which will benefit from its availability. This can be offered through an ongoing program or on a case‐by‐case basis. Land Assembly. Land is assembled by a public, private or nonprofit entity in an effort to facilitate the development of larger projects. Assembly can happen through purchases of properties, vacating and/or rerouting streets and alleys, etc. Land Banking. Land is assembled by a public, private or non‐profit entity in an effort to facilitate a long‐term public goal (transit, affordable housing, public‐private development, etc.). Land Donation/Write‐Down. A property owner, public entity, developer, or semi‐
private organization contributes land to a project either as a donation or at a reduced price. 180 C
Land Swap. To develop a specific infill site in a certain way, potentially contrary to the wishes of the existing property owner or developer, a city can offer an exchange of city‐owned land of similar value in an alternate location. Leverage Infrastructure Funding to Support Private Money. Within a defined area, public investment for infrastructure is located strategically to leverage private investment. Note: This should be a common practice, rather than a specific program. Linked Deposits. Local development agencies and downtown development organizations use their bank deposits to leverage bank lending for activities supported in the area. The city or development agency deposits its funds in a bank with the provision that the bank make loans in support of an identified community objective. Note: In select instances, cities have foregone interest on these deposits so the bank can make loans at below‐market rates. Loan Pool (Lending Pool). Several lending organizations contributing financing to a project or projects, thus sharing the risk. An amount of capital pledged by several entities for lending to businesses is based on some agreed upon goals or other criteria. Pledges can be in the form of loans, letters of commitment and stock purchases. The pool can be organized formally or on a case‐by‐case basis. Low Interest Loans/Subordination. Loans for construction, acquisition, operation, etc. are offered to qualifying individuals or organizations at a preferred interest rate. Subordination of a loan by a public, private, or semi‐private organization guarantees that the lending organization will be repaid in the event of default. Merchants Assistance Programs. Package of tools and incentives designed to assist commercial businesses in a targeted area with financial assistance for marketing, promotion and physical improvements. Typically, these tools are in the form of low interest loans and/or grants. Micro Loan Program. Offers small amounts of capital (usually less than $2,500) to very small businesses for a wide range of capital needs, including façade improvements, working capital and personal needs. Can provide loan guarantees. Downside: Excessive credit analysis and underwriting costs. Non‐Profit Developer Support. Variety of financial and regulatory tools and programs, which streamline and reduce costs for ʺeligible projectsʺ by ʺeligible developers.ʺ Overlay Zone (i.e., historic, parking, transit). A designated area superimposed on one or more existing zoning districts intended to protect or enhance an area’s special qualities. Can require governmental review of developments, with the power to approve their design according to standards contained in the ordinance or in a district plan or design guidelines. Program elements include ʺbonusesʺ and ʺrequirement adjustments.ʺ Park‐in‐a‐Park. A creative method by which parking is secondary to design and landscaping, giving the visual appearance of cars in park, rather than trees in a parking lot. Parking District. A designated area wherein parking design, development and management issues among multiple facilities are controlled by a single entity beyond that control provided for by standard municipal levels of service. Pedestrian Enhancements and Linkages. Various improvements to the pedestrian environment in both commercial and residential areas. These improvements should accommodate the needs of pedestrians as well as automobile traffic by incorporating select design elements and traffic management mechanisms. Methods include: separating traffic through the use of parallel streets; limiting access points; connecting 180 D
parking lots; coordinating traffic signals; adding alternative transportation lanes; widening sidewalks; installing crosswalks; providing street lights and street furniture; preventing ʺdeadeningʺ uses; and incorporating transit stops. Predevelopment Funding Grants. Financing for project expenses incurred prior to construction, (i.e., ʺsoft costsʺ including consulting, design, engineering, planning, marketing, etc.) Note: The Economic Development Administration (EDA) has funds for predevelopment and construction costs. Public Subordination. A public entity provides a guarantee that, in case of default, the lending organization will be repaid. Regulatory Reform. An initiative by a government entity to amend existing regulations to be responsive to prevailing market and economic conditions. Examples might include: new or amended zoning designations, planning approval process reform, updated Comprehensive Plan, etc. Revolving Loan Funds. Loans, guarantees and interest ʺbuy‐downsʺ to firms that further local development goals. This is designed to alleviate the high cost and/or short supply of capital for businesses, particularly small ones or those located in distressed areas. Components may include lower rates and longer terms. Many programs are capitalized by a mix of federal and private funds. Re‐Zoning Parcels. This is a change in the property zoning designation to ʺmixeduse urban.ʺ The objective is to provide landowners the incentive and economic strength to maintain and redevelop a high‐quality environment, react more swiftly to market trends, and evolve on‐site as the environment around them evolves. Sales Tax Sharing. Future sales from a development can be rebated to the developer to pay for infrastructure. The city or county agrees to split future sales tax revenue with the developer, who then uses the expected income to pay for infrastructure. Signature Project. A public‐private effort whereby the public sector contributes land, financing or the like, and the private sector contributes expertise and money to the development of a significant project within a designated area. This program is designed to encourage the development of projects that will serve as a catalyst for additional investment. Strategic Partners (Multi‐Entity). Participation by public and private sector partners in efforts designed to further a common goal. Streamlined Development Approval. An initiative by a government entity to create a timely and predictable approval process for projects meeting certain criteria. Critical elements include: a streamlined permit and entitlement process; greater predictability, and fairness in fees and exactions. Other components may include: an appointed case manager; a consolidated permit process; waived or reduced fees; fewer changes to previously approved plans; elimination of conflicting requirements by different departments; a single public hearing, and streamlined environmental review process (example: ʺgreen‐tapeʺ program in Austin). Tax Abatement. A taxing entity (usually the City) abates or reduces a portion of the tax burden. This can happen in the form of an adjustment on an individual property or an abatement zone. Tax Exempt Bond Financing. A method of financing long‐term debt issued by a government entity, whereby the interest earned by the bondholder is not subject to income tax. Tax Increment Financing (TIF). A district which obtains funds from the increase in tax revenues that arise from new development and higher values in the district. Increases 180 E
over a designated ʺbase yearʺ are diverted pay for improvements or programs in the district. This is the diversion of regular tax revenues rather than additional fees. A TIF can be used in conjunction with municipal bond issues, whereby the increase in revenues repays the bond. Transfer of Development Rights (TDR). The ability to transfer property entitlements from one property to another when one of the parcels is located in a designated development area. Underground Utilities. The City works with local utility and cable companies to place all utility lines underground. Maintenance, weather‐related repairs, and service disruption costs are reduced. The City also encourages low‐rate programs to assist developers with burying utility infrastructure. The extent to which these implementation tools can be applied depends on the opportunities and barriers presented within each of the City’s targeted areas of investment. The following section describes the potential development concept, applicable implementation tools, and proposed implementation action items for each of these targeted areas. Economic Development Responsibility Economic development in Midlothian is a team effort. There are a number of entities and organizations that have responsibility for the economic growth of our community. The following organizations have some form of responsibility, either in lead or in support, for economic development in Midlothian. The Goals and objectives outlined were obtained from the 2011 update of the CEDM Master Plan. They have been amended where practical for the purposes of this section Economic Development Partners Corporation for Economic Development in Midlothian (Type A): The CEDM is the primary organization responsible for economic development in Midlothian. Their focus is the promotion of existing business, enterprise expansion and retention, and new business attraction and development. CEDM revenue is generated from voter‐approved ½ cent sales tax. Midlothian Community Development Corporation (Type B): The MCDC was established to advance economic development efforts and promote quality of life in Midlothian. MCDC revenue is generated from voter‐approved ½ cent sales tax. Midlothian Development Authority: The MDA works to promote, develop, encourage and maintain employment, commerce, economic development and public facility development in the City, specifically within the area included in Reinvestment Zone Number Two. City of Midlothian: The City of Midlothian provides long range planning (water, wastewater, roadways, demographics and land use) engineering services and permit processing and project review for new businesses. Midlothian Chamber of Commerce: The Chamber of Commerce provides resources, information and hosts events to support local businesses and the community. 180 F
Midlothian Independent School District: The entity responsible for the education of Midlothian’s youth and important magnet for residential growth. Navarro College/Tarleton State/Texas A&M –Commerce: These entities are responsible for higher education in Midlothian and host a number of workforce training programs. Ellis County: The governing body for the county, this entity provides support with transportation and economic development issues that have a county‐wide impact. North Central Texas Workforce Board: This board is responsible for workforce training programs and connecting eligible employees top job opportunities. Patterson and Associates: An investment advisor specializing in asset management for conservative, institutional investors. Coordinated Work Program – Objectives, strategies and steps The following is a breakdown of responsibilities for the Midlothian economic development team. These responsibilities are based on the objectives, strategies and steps that are outlined in the Economic Development Strategic Plan which is a product of the CEDM. 180 G
180 H
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Benchmarks and Performance Measures The use of performance measures is important in order to track the effectiveness of Midlothian’s economic development effort. There are three categories of measurement that should be tracked on an annual basis. Inputs: Resources that are used to produce outputs and outcomes. 1: Trade Shows/Marketing Events Attended 2: Dollar Amount Expended on Marketing and Advertising 3: Number of City Infrastructure Projects and Related Dollar Amount Outputs: Amounts of products and services delivered in a reported period of time. 1: Number of Inquiry RFI’s 2: Number of Prospect RFI’s 3: Number of Prospect Site Visits 4: Number of Incentives Approved 5: Number of Incentive Proposals Submitted (By Type) 6: Number of Initiated Projects 7: Number of Completed Projects (By Outcome) Outcomes: Changes in knowledge, values, attitudes, skills, behavior and condition that indicate progress toward achieving Midlothian’s economic development mission and objectives. 1: Total Number of Net Jobs Created 2: Commercial/Industrial Square Footage Added 3: New Projects (By Industry) 3: Assessed Property Value Added (By Category) 4: Tax Revenue Generated (By Type) While it is understood that no two cities are exactly alike and that each city faces different economic development circumstances, Midlothian should still strive to measure its economic development performance against a number of surrounding communities. This will help to provide more insight into best practices and decision‐
making. The following cities should be evaluated in terms of the performance measures listed above. 1: Waxahachie 2: Mansfield 3: Cedar Hill 4: Red Oak 5: Ennis Evaluation and Reports Once benchmark measures are established and tracked, it is essential that the information be provided in a format that can be used by decision makers to determine the effectiveness of the efforts by the City to support economic development. This information should be used annually to assess specific project initiatives, current activities and changes necessary to motivate economic growth. The City Council should establish an ad hoc “Economic Development Council” (EDC) made up of the City Council Economic Development Committee, representatives of the 4A, 4B, MDA, and Chamber to provide oversight of the economic development efforts, evaluate the success and failure of current efforts and report changes to the City Council for program amendments. This should be done bi‐annually with the City budget year with a general meeting by November of each year and “state of the City” meeting in May. There should be a written report of the findings and recommendations of the EDC that the City Council can use in evaluating agency programs for the next budget year. 180 J
11
ANNEXATION
With increasing growth in the southern Dallas Metroplex, Midlothian will continue
its own expansion as new residents arrive, current businesses expand, and new
businesses and industries locate to the City. The City has been experiencing rapid
growth since 2000 and has implemented directed annexation policies to ensure
it will be able to handle existing and anticipated growth. This Chapter of the
Comprehensive Plan explains the opportunities, constraints, and processes of
annexation and the City’s long range approach to annexation.
What is Annexation?
As a city grows, it must ensure that expansion takes place in a guided and
responsible fashion, ensuring no hardship on the quality of life of existing
residents and neighborhoods. Annexation is a process by which a city extends
its municipal services, regulations, voting privileges and taxing authority to
a new territory in a well thought out, responsible way. Cities can grow sensibly
(“Smart Growth”) by balancing economic development and environmental
protection; guiding new development where public services and utilities area
already available; actively supporting redevelopment of older areas, vacant land
and buildings; revitalizing its traditional downtowns; encouraging pedestrianfriendly convenient neighborhood commercial districts; rethinking mixed-use
areas; maintaining efficient roads and infrastructure; and providing a ractive
parks with walking connections between neighborhoods, parks, and schools. The
term “Smart Growth” is not a no-growth or slow-growth initiative, but rather
encourages sensible development enhances existing communities, community
values, and quality of life.
The primary strategies for planning future annexations generally include two
recommended approaches to define potential annexation areas. One strategy is to
annex areas adjacent to the City that are either already developed or are anticipated
to become so in the near future, or to annex relatively undeveloped areas in order
to promote orderly growth through the city’s codes and ordinances.
Section 43.021 of the Texas Local Government Code provides the legal guidance
and ability for a city to fix its municipal boundaries; extend those boundaries;
annex area adjacent to the municipality in its Extraterritorial Jurisdiction (ETJ),
the contiguous unincorporated land adjacent to its corporate limits not within
another city’s ETJ; and exchange area with other municipalities.
181
Why Annex?
There are several reasons why a city would choose to annex an area. Annexation,
as stated above, is a means of allowing growth without hardship to existing
neighborhoods. The following are some of reasons why cities choose to annex:
1.
To provide municipal services to developed and developing areas,
2.
To exercise regulatory authority necessary to protect public health, safety
and general welfare by extending the city’s zoning ordinance, building
codes, and stormwater management program to the city’s outlying
areas.
3.
To ensure that residents and businesses outside the city’s corporate limits
share the tax burden.
4.
To enable the city to regulate the subdivision and development of land
over an expanded area.
5.
To encourage compact urban form and efficient land use pa erns by
extending sanitary sewer into areas that otherwise would be served by
on-site sewage disposal.
General Requirements for Annexation
Before an area can be annexed, there are several requirements that should be
fulfilled. These include the following:
182
1.
Area to be annexed must be contiguous to the city’s corporate limits.
2.
Strip annexations less than 1,000 feet in width are prohibited unless
initiated by the owner of the land.
3.
A city cannot annex additional land from strips less than 1,000 feet in
width or from areas that are in the ETJ only because of the previous
annexation of strips less than 1,000 feet in width.
4.
Two annexation public hearings are required with public notice published
in a local newspaper and the city’s website. The notice must be published
at least eleven (11) days, but not more than twenty (20) days before the
hearing(s). It is possible for one notice to include both hearings.
5.
If more than twenty (20) permanent adult residents of the area proposed
for annexation protest the annexation within ten days a er publication of
the notice (ten percent of residents on the case of exempt areas), one of the
public hearings must be conducted in the area proposed for annexation
or in the nearest suitable public facility if the annexation area does not
have a suitable site.
6.
Cities must notify all school districts within the annexation area.
7.
Cities must reimburse Emergency Service Districts to cover debt issued
and facilities and equipment purchased to serve the annexation area.
8.
Cities are required to submit applications to the U.S. Department of
Justice for pre-clearance at the earliest date permi ed by federal law and
a er receiving pre-clearance must permit residents to vote in the next
municipal annexation.
Section 11: Annexation
Non-Conforming Uses
Upon annexation, there are certain policies of which a city must be aware. It
cannot prohibit the continuation of a legal land use if the use was in existence on
the date annexation proceedings were instituted (first reading of the annexation
ordinance.) A city cannot prohibit a landowner from beginning to use land if
the use was planned 90 days before the effective date of the annexation and a
complete application for any required government permit was submi ed before
the date annexation proceedings were instituted. A city can, however, impose
regulations in relation to the following:
1.
Location of sexually oriented businesses,
2.
Preventing imminent destruction of property or injury to persons;
3.
Public nuisances;
4.
Flood control;
5.
Storage and use of hazardous substances; and
6.
Sale and use of the discharge of firearms.
Services to be Provided upon Annexation:
Upon annexation, a City is required to provide essential services to the newly
annexed area. These include police protection, fire protection, emergency medical
services, solid waste collection, operation and maintenance of roads and streets,
and street lighting, operation and maintenance of parks and playgrounds, and
operation and maintenance of other publicly owned facilities and services. The
services provided must be equivalent to those provided in a similar area of the
city, not less, but can be be er than that provided prior to annexation.
Annexation Procedure
Part of the procedure to annex land includes conducting two public hearings.
But, prior to holding the first of the required hearings, the city must prepare a
planning and regulatory report on the proposed area as to the kind and level of
development for the area; the need for annexation and public benefits; an analysis
of economic, environmental and other impacts of the annexation; identification
of the proposed zoning; identification of regulations; and provide the date of
annexation.
Three Year Annexation Plan
Midlothian will use a Three Year Annexation Plan for the City to look at specific
populated areas with over 100 dwelling units. Those areas that may be included
in the Three Year Plan are identified as such in Figure 11.1 – Annexation Map.
According to Subchapter C of Chapter 43 of the Texas Local Government Code,
a Three Year Annexation Plan must abide by the following procedures:
1.
Hold two public hearing to start proceedings, one of which must be held
in the area if suitable site is available and more than 20 residents file a
wri en petition
2.
Post notices on the website and publish in the general circulation
183
newspaper
3.
Negotiations of the provision of services are required
–
County Commissioners select five representatives to negotiate
with the City for the provision of services
4.
Annexation begins on the third anniversary of the adoption of the plan
5.
Give wri en notice to the property owners, public entities, service
providers and railroads with in 90 days a er adoption
6.
Must be completed within 31 days a er the third anniversary of the
annexation plan
To provide the services to the area being annexed, the City must develop a
“Service Plan” which is a contractual obligation that provides a program for
acquisition or construction of capital improvements. It is very important that
the service requirements be coordinated with the City’s Capital Improvements
Program (CIP). The Service Plan should provide for the following:
Construction time for improvements must be from two and one half (2½)
to four and one half (4½) years from the effective date.
2.
Plan should be valid for ten (10) years and be renewable
3.
City must provide services equivalent to a similar area in City
4.
City should provide an inventory of services and facilities required in the
area and the physical condition of the roads and infrastructure
5.
City should provide a summary of capital, operational, and maintenance
budgets, as well as the police requirements for dispatch, equipment,
staffing, and expenditures
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F-M Rd 664
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r
George Hopper
Whitney
Wyatt
Ventnor
Park Place
Mediterranean
Virginia
Baltic
Short Line
N. Midlothian Pkwy
nt
Sewell
George Hopper
Mcada
Meadow
Hillside
Yucca
Rdigecrest
N 9th
S 5th
Alabama
F-M Rd 663
Walter Stephenson
Melanie Trail
Pecan Ridge
S 3rd
S 2nd
Ridge
Meadow
s 67
Bu
Eagle
Blue Jay
Wren
e
Glen Eagles
Mis
ty Gle
n
As
hm
ore
k
s Cree
ass
7 byp
ler
Mil
E Wyatt
Ga
Cemetery Cemetery
W Ave K
Sa
dd
le
y 67
. 28
U.S
Hw
Brya
N 8th
N 6th
N 7th
E Ave G
S 6th
S 7th
S 1st
W Ave I
ss
Florida
Ave D
US
E Ave E
E Ave F
W Ave H
Pa
cifi
c
y
wa
idg
High View
Edgerton
Cros
pa
ut
Lon Hayes
Parks
by
Midlothian
ok
ro
llb
Mi
Sabine
La
N 4th
N 5th
N 1st
F
W Ave G
7
Ce
nte
r
Clark
W Highland
s
iew
kev
ite
E Ave C
ctic
Master
Sain
t Jacq
ues
N 2nd
N 3rd
W Ave
28
Cement Valley
Co
nne
S Walnut Grove
y
Am
ore
Sh ge
ke
La ke Rid
La
La
We
ord
erf
ath
E Indiana
Ohio
W Ave A
W Ave B
W Ave C
U.
S.
y
nc
er
Misty Misty
Rye Glen
Marquee
Green Acres
Rockcliff
Worth
d
ler
Mil
ewa
Mockingbird
Bowie
Crockett
l
d Bir
Re
E Ridg
ge
Melissa
Overlook
rth
Chapel Creek
pe
en
Henderson
E Highland
Kay
Springer
Falcon Way
Eagles Nest
Quarry
Cypress
l
Wo
Wr
Jennifer
Slippery Creek
Red Oak Creek
For
est
bro
ok
Southridge
Hampton
be
Ft
Teal
lo
irre
telo
An
Rid
dr
oo
W
Springer
Hackberry
Re
db
ud
Heritage
Walnut Grove
Kim
Old
Auger
Squ
Elk
F
Oak
rth
ffa
Bu
Rollin
Creek
g Hills
Peca
n
Hollingsworth
Tr
ee
Fore
st
Wo
Pebble
Abel
Jacob
Cedar
Ft
iew
kev
Meadowlark
Oak
s
Cumberland
Be
nt
Old
y 28
7
Vine
Cardinal
William
Ovi
lla
Dove
While every effort has been made to ensure
the accuracy of the information presented on
this map, the City of Midlothian assumes no
responsibility for any errors or omissions.
in
Slippery Rock
La
ty
un
Co
Ma
en Lake
Hidd
Shiloh
Steeple Chase
Wh
Westlawn
Nancy
Gifco
St Paul
Ray
F-M Rd 664
Ovilla
Silverwood
Water W
US
Hw
Wilshire
Greenwood
Bill
Victory
Joe Wilson
Old Hwy 67
ood
Shady Oaks
d
is
Creek
Willow
Stonewood Branch
Omega
Ell
Craddock
Hosford
Nob Hill
Westmoreland
Hidden Lake
Glory
Suburban
Horse
shoe
Morning
Willowwood
Lewis
Cecilia
Breezy Hill
Charles
Elizabeth
Dawson
Griffing
N Caleta
Edgefield
Sun
Melvin
Elmw
Crystal Spring
Montgomery
Wisteria
Meadow Glen
ring
Sp
Wiley
Shiloh
Shiloh
Tayman
Pecan Acres
ewoo
Ston
Stanford
Skyline
Oakwood
Creek
Glen
Mead
ow
Willow
Pebbl Creek
ebroo
k
Thorntree
Meadow Glen
Meadowwood
on
nam
vis
Da
Tayman
n Valley
Ce
da
r Ri
dg
e
Cin
F-M Rd 661
Dawson
Stone
County Line
Hidde
Gorman
Pecan Creek
Knight
on
Lake Ridge
ys
set
d
Br
oo
Sleepy Hollow
kw
Knight
ee
Ranch Cedar
Cr
n
tto
Bri
Tar
Cook
Spencer
Noah
Annexation Map
Midlothian, TX
Magic Valley
1.
ir
Morgan Creek
Fig. 11.1 ANNEXATION MAP
184
Section 11: Annexation
It should be noted that future amendments and changes are allowed, but may
delay the annexation as much as five to eight years.
Amount of Annexation
A City may annex up to ten (10) percent of its area within its city limits each year
up to a cumulative area amount of 30 percent. Based on the current size of the
City, which is just over 35,000 acres (33,863), the City would be able to annex 3,386
acres in the first year (ten percent of the City’s current acreage). Thirty percent of
the City’s acreage is currently 10,159 acres.
Annexation of Minimally Populated Areas
Not all annexation procedures require a Three Year Plan. If the area to be
annexed is not heavily populated, it may be annexed immediately, provided
that it contains less that 100 separate tracts with one or more residences on each
tract. Such annexation can be done to protect the city or area from destruction of
property or injury or a condition that constitutes public or private nuisance. The
immediate annexation of sparsely populated areas also allows for orderly growth
through the city’s codes, ordinances, and implementation of the city’s adopted
Comprehensive Plan strategies. Procedures are similar to those for the extension
of full municipal services in terms of public hearings and service plans. Such
annexations are effective within 90 days and a maximum of ten percent of the
city’s total area (as of January 1st of that year) may be annexed in that same year.
If the full ten percent is not annexed within the year, then the annexation may be
carried out in subsequent years. However, the ten percent area does not apply if
annexed at the request of:
•
a majority of the qualified voters of the area and the owners of at least 50
percent of the land in the area; or owned by the municipality, a county,
the state, or the federal government and used for a public purpose; or
•
at least a majority of the qualified voters of the area; or annexed at the
request of the owners of the area.
Annexation is a key factor in the future of Midlothian. Careful management of
annexation activities will ensure that Midlothian continues to balance growth to
sustain the quality of life expected by its current and future citizens.
185
186
12
IMPLEMENTATION
This Comprehensive Plan is a guide for Midlothian’s’ future that will be built
by community leaders and decision-makers. The goals, objectives and policies
contained herein establish a framework for making decisions. Texas law suggests
a community’s comprehensive plan can only be implemented through zoning,
development regulations, subdivision rules and capital improvement programs.
This section describes and recommends tools and techniques available to the City
of Midlothian. The recommendations can be modifications to existing City processes and programs --- or new tools currently available. All of the processes
provide opportunities for the City to continue to grow and retain its unique character.
Development Review and Regulations
Zoning:
•
Within 18 months of the adoption of EnVision Midlothian 2025, adopt
a Comprehensive Zoning Ordinance amendment that implements the
Plan’s growth management strategies and design requirements,
including:
o
o
o
Rural Design Standards;
Mixed Use/ Urban Village Design Standards; and,
Traditional Neighborhood Design Standards.
Zoning Districts:
•
new District regulations that implement the new Plan’s new growth
management strategies, including new Standard Districts and Overlay
Districts:
o
o
Rural District and Mixed-Use Rural Overlay District; and,
Urban Village and Traditional Neighborhood Overlay Districts.
Short Term Actions:
•
regulations and standards that accomplish the following Plan
objectives:
o
o
Design guidelines for Retail/ Office and Light Industrial Development.
Upgraded masonry, architectural and screening standards.
187
Zoning Map Amendments:
•
Within 18 months of the adoption of EnVision Midlothian 2025, adopt a
new Official Zoning Map that implements the new the Plan’s new growth
management strategies, including the designation of:
o
o
o
o
o
o
Rural District;
Mixed-Use Rural Overlay District;
Urban Village District;
Corporate Activity Center District;
Regional Retail District; and,
Traditional Neighborhood Overlay District.
Subdivision Ordinance:
•
new Sudivision Ordinance regulations and design standards that imple
ment the Plan’s land use and neighborhood design goals and objectives,
including:
o
o
o
Walkable, pedestrian-oriented neighborhoods.
The discouragement of excessive vehicular cut-through traffic.
The optimal use of land that incorporates best management practices to
preserve a tract’s topography, vistas and visual quality.
Long-Term Actions Design & Development Standards -
Public Investment and Public Facility Financing
It is important to recognize that a comprehensive plan is not implemented or
funded all at once. The funding occurs on an incremental basis, similar to a
phasing plan, each phase building on the success of the earlier phase. No city
can afford to fund all improvements necessary to implement the plan but most
cities identify a few targeted components to fund annually as the community can
afford them. The overall benefit to Midlothian in using this approach is knowing
that each improvement which is funded “fits” the overall community objectives
and vision.
Capital Improvement Program (CIP):
•
o
o
o
o
188
new 2-Year/ 5-Year and 10-Year Capital Improvements Program
(CIP) that implements the Plan’s growth management strategies
and annexation strategies by prioritizing public investment in:
Water
Wastewater
Roadway; and,
Stormwater management facilities.
Section 12: Implementation
•
CIP sub-strategies that implement the Plan’s Annexation Strategy by
prioritizing public investment in all infrastructure facilities and basic
public services, consistent with local policies and CH. 43 of the Texas
Local Government Code.
Capital Improvement Funding
Intergovernmental Coordination:
•
Upon adoption of EnVision Midlothian 2025 and on an ongoing basis,
Midlothian staff should coordinate with the following entities to achieve intergovernemental coordination needed to achieve the Plan’s goals and objectives:
o
o
o
Land Use: all adjoining cities and counties
Transportation: all adjoining cities and counties; NCTCOG; TxDOT.
Utility Planning: optimize future service delivery by coordination with
adjacent cities, TRA and TRWD.
•
On an ongoing basis, the City of Midlothian should coordinate with
Midlothian Independent School District to collaborate on the following Plan issues:
o
o
o
o
o
o
Infrastructure programming;
Land use strategies;
The Plan’s proposed Trails Element
The Plan’s proposed Parks and Recreation Element;
Neighborhood design issues relating to pedestrian access; and,
Traffic circulation near existing and planned schools.
Community Public Involvement:
•
Maintain the EnVision Midlothian 2025 webpage to update the public on
Plan implementation and to serve as a vehicle for comment and input.
•
On an ongoing basis, hold public hearings (advertised via newspaper and
internet ads) and seek public input on policy changes to the EnVision Midlothian
planning policy framework. Discourage ad hoc changes that do not benefit from
informed public discussion and input.
Comprehensive Plan Amendment and Review
The comprehensive plan should be a strong guide for daily decisions. The physical make-up of the city is the product of efforts from many individuals, companies, and organizations. The composite of all such groups creates the community
as it is seen and experiences by its citizens. The city of Midlothian in its daily decisions must refer to the basic proposals outlined in the Plan. The private builder
or investor, likewise, should understand the broad concepts and polices of the
Plan so that their efforts become a meaningful part of the city. Those investments
are, over the years, reinforced and enhanced by the entire community.
189
Plan Amendment:
•
Implement and enforce a policy that all Zoning Ordinance map and text
amendments that are inconsistent with EnVision Midlothian 2025 as adopted
shall require concurrent Comprehensive Plan amendments prior to consideration and adoption. Such Comprehensive Plan amendments shall be considered
in a public hearing format upon proper public notification.
Plan Review:
•
Envision Midlothian 2025 shall be re-evaluated annually in conjunction
with the Strategic Plan component of the yearly City budget.
•
Every five years following Plan adoption, EnVision Midlothian shall undergo a major review and update, taking into consideration updated analysis regarding recent population, job and land use trends; emerging new growth management concerns; and emerging community opportunities and constraints.
190
A
APPENDIX
Alternative Scenarios: The options or alternatives that were developed during
the planning process to solicit in put from the community/citizens regarding
choices that Midlothian could select.
Arterial Streets: The primary function is to provide for continuity and high traffic
volume movement between major activity centers. Property access is a medium
level priority with an emphasis on the limiting the location of driveways and
groups of curb cuts that access this roadway type.
Capital Improvement Plan (CIP): Public dollars earmarked for improvement and
extension of infrastructure in the City.
City Council: The governing body of the City of Midlothian, Texas.
Collector Streets: The street’s primary function is to collect and distribute traffic
from local access streets to the arterial or major streets. Collector streets move
moderate amounts of traffic volumes and provide limited access to adjacent
properties.
Community Park: A community park serves multiple neighborhoods and
provides many of the same facilities as neighborhood parks, and may include
additional fields and facilities.
Community Vision: The comprehensive aspects of the community’s desires.
Comprehensive Plan: A document with graphics, text, and tables that forms
policies governing the future development of the City and consisting of various
components governing specific geographic areas and functions and services of the
City. This document is established with the input of citizens, property owners,
city staff, and elected / appointed city officials.
Comprehensive Plan Elements: The specific components of the comprehensive
plan. These elements combine to create the over all plan. Includes items such as;
land use, thoroughfares, parks and recreation, urban design, water, wastewater
and other elements.
Design Guidelines: Formal set of guidelines for use by developers. Guidelines
address character and quality levels.
Design Standards: Formal set of standards for development which require certain
development which require certain development character and quality levels for
the built and natural environment.
191
Downtown: the historical center of Midlothain. It is the area encompassed by
highway 287 to the south, Atchison, Topeka, and Santa Fe Railroad to the east,
Avenue E to the north, and 17th Street to the west.
Downtown
DU: A single dwelling unit for habitation.
Extra-territorial jurisdiction (ETJ): An area of unincorporated County land
immediately adjacent to an incorporated city. In Texas, the city may exercise
certain development powers (subdivision regulations), but not zoning.
Floodplain: An area of land subject to inundation by a 100-year frequency flood,
as shown on the floodplain map from the FEMA.
Functional Classification System: A hierarchical system that recognizes that
most vehicular travel involves movement through a network of roads. This
road network can be divided into four general classifications for both existing
and future roadways by the character of service these roadways provide, from
a property access function at one end of the model to maximum mobility and
movement function at the opposite end. The four classifications are local streets,
collectors, arterials, and highways with local streets providing the greatest levels
of property access and minimum levels of movement and highways providing
the greatest levels of mobility and limited access to properties.
Future Land Use Plan: The graphic document that illustrates the generalized
location of future land uses. This graphic document is supported by a complete
section in the comprehensive plan that defines and highlights in detail the
graphic document. This plan covers land in the city limits and land within the
city’s ETJ.
Future Land Use Plan Module: In Midlothian the future land use plan is divided
into units of land, these units are defined as modules. Each module has a primary
land use category that is the majority of the use. The primary land use establishes
the desired relationship between other “supporting” land uses in each specific
module.
Future Land Use Plan Module Diagram: In Midlothian this is the graphic
document that illustrates the generalized location of future land use modules.
This diagram communicates intended relationships with other modules and
thoroughfares.
192
Appendix: Definitions
Highways: Major roadways carrying large volumes of traffic usually on controlled
access roadways. They are intended to convey vehicles for longer distances (city
to city, regionally, and beyond). Highways are the jurisdiction of regional, State,
and Federal agencies.
Industrial: Industrial uses include assembly, distribution, manufacturing,
outdoor storage, warehousing and other similar uses.
Infill Development: Development of new homes, commercial and/or retail
buildings, and public facilities on unused or underused lands in existing
communities.
Light Rail Transit: A form of railroad that utilizes electrically powered rail cars,
as opposed to self contained diesel engines.
Local Streets: Intended for low volume and low speed traffic movement, local
streets provide access to residential lots and building sites.
Mixed Use: A compatible mix of residential and non-residential uses allowed
on the same property, or within the same structure. Horizontally mixed-use
developments may include any combination of office, retail and residential
uses sited adjacent to one another within the same structure or within adjacent
structures, on the same property. Vertically mixed use developments may include
any combination of office, retail and residential uses sited above or below one
anther within the same structure.
Multi-Family Residential: A ached dwelling units designed to be occupied by
three or more families living independently of one another, exclusive of boarding
houses, hotels, or motels.
Neighborhood Retail: Local retail serves populations within a 2 mile radius and
usually comprised of a major anchor tenant (such as a grocery store) and multiple
inline lease spaces.
New Town: a planned growth area to help accomodate the City of Midlothian
growth and take advantage of newly finished 287 Bypass. The area is generally
defined by the 287 Bypass to the south, the Midlothian Middle School to the east,
Cemetery Drive to the north, and 5th Street.
New Town
193
Office: Office uses include multi-tenant lease spaces and single occupant buildings
that house professional businesses.
Original Town: is the area where Midlothian was first se led and grew from.
It is generally bounded by Cemetery Drive to the south, 14th Street to the east,
Avenue D to the north, and 1st Street to the west.
Original Town
Parks and Open Space: Areas reserved for active and/or passive recreation,
provided either by the City or by private development.
Pedestrian Environment: Commercial and/or neighborhood environment
designed to accommodate needs of pedestrians, as well as through and
destination traffic, by incorporating select infrastructure improvements, design
elements, and traffic management mechanisms. Methods to achieve include:
separating traffic through use of parallel streets; limiting access points; linking
parking lots; coordinating traffic signals; adding alternative transportation lanes;
widening sidewalks; providing crosswalks; providing street lights and furniture;
preventing “deadening” uses without building front; and incorporating transit
stops.
Planned Development (PD): Planned associations of uses developed as integral
land use units such as industrial parks or industrial districts, offices, commercial
or service centers, shopping centers, residential developments of multiple or
mixed housing, including a ached single family dwellings or any appropriate
combination of uses which may be planned, developed or operated or integral
land use units either by a single owner or a combination of owners.
Planning Process: The process used to develop a document, plan or policy.
Redevelopment: Restoration of existing buildings and properties blighted and/or
which diminish the character and function of a neighborhood including adaptive
use and historic preservation properties.
Regional Retail: Regional Retail serves a larger population radius – generally
about 5 miles. These developments may have multiple anchor tenants along
with many pad sites developed on the fringe of the center.
Retail: Retail uses include stores, restaurants, service businesses (banks, salons,
194
Appendix: Definitions
etc.), and business-to-business companies.
Right-of-Way (ROW): Land provided for the purpose of vehicular access.
Single Family Residential: A detached dwelling unit designed to be occupied by
not more than one family.
Slope: The percentage of rise or fall of land in its natural undisturbed state.
Smart Growth: Growth management program which combines incentives,
disincentives, and traditional planning techniques to promote a pa ern of growth
that achieves economic, environmental, and quality-of-life objectives.
Steering Commi ee: Commi ee comprised of members of the Midlothian
City Council, the Midlothian Planning and Zoning Commission, leaders in
the community, and the mayor; that was established to advise and assist in the
development of the City of Midlothian Comprehensive Plan.
Street Intersection: Any street which joins another street at an angel, whether or
not it crosses the other.
Street Median: The non-pavement or pavement area between the moving traffic
lanes of a street, typically the area for landscaping.
Technology: Businesses which specialize in the research, development, and/or
production of technically advanced products (usually electronically or digitally
based).
Thoroughfare, Major: Major Thoroughfares are the larges local roadways and
carry vehicles within and through the City. They are intended to funnel traffic
from Minor Thoroughfares and Collector Streets to Highways, or to other Major
Thoroughfares, and generally serve long trip lengths.
Thoroughfare, Minor: Minor Thoroughfares are slightly smaller than Major
Thoroughfares and are intended to convey traffic from neighborhoods and
Collector Streets to Major Thoroughfares, and generally serve moderate triplengths.
Traffic Impact Analysis (TIA): A process that helps the community understand
the demands and impacts placed on the City’s transportation network from
development. There are two types of TIA. The first assesses the effects that a
particular development’s traffic will have on the transportation network resulting
from a change in land use different from the future land use plan, while the second
type assesses the specific site and roadway improvements needed resulting from
a proposed development.
TxDOT: Texas Department of Transportation
Utilities: Services provided by public and private agencies that support
development. Utility services include water, sanitary sewer, storm drainage,
electrical, natural gas, telephone and telecommunications, and other similar
services.
Wetlands: Areas identified by the National Wetland Inventory (NWI) with a high
potential for wetland habitats. The NWI is not an exact location, but a guide to
areas that may exhibit wetland conditions.
195

Table of Contents

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