(a) Street types. The primary categorization for thoroughfares is the street type. Rather than categorizing thoroughfares solely on the basis of traffic volumes and speeds, the master thoroughfare plan categorizations are designed to reflect streets' respective land-use contexts, and a balanced approach to the various transportation modes needing to use each street type. The master thoroughfare plan includes five street types: activity street, commercial mixed-use street, neighborhood connector, commercial connector, and system link as follows:
(1) Activity street. Activity streets are "destination streets." They are typically retail-oriented, with generous parkway widths and room for sidewalk cafes and other such features. Automobile speeds are slow, and lanes are slightly narrower than typical. Parking is typically on-street, and building facades front the street. Buildings are typically one to three stories high. Streets are typically in a grid pattern, diffusing traffic. Bicycles may share the street depending on speeds, but bike lanes are also used.
(2) Commercial/mixed-use street. Commercial/mixed-use streets have a business flavor and can often be found downtown. Buildings are typically multi-storied and are often office/commercial-oriented, but may have residential uses on the upper floors. Buildings front on the street and on-street parking is common, but parking garages are also common - meaning automobiles are often turning to and from the street. Wide sidewalks are prevalent and are especially busy during rush hours and the lunch hour. Streets are typically in a grid pattern, diffusing traffic. Commuter transit is prevalent, and traffic speeds are fairly slow. Lanes are slightly narrower than typical. Bicycles are often accommodated by bike lanes.
(3) Neighborhood connector. Neighborhood connectors provide access from neighborhoods to services. They are often run at the peripheries of residential areas, and landscaped medians are fairly common. Sidewalks or multi-use paths are typically separated from the street by a landscape buffer. Buildings (or residential fences) are generally set well back from the street. This street type is especially suited for on-street bicycle travel due to relatively infrequent driveways and cross-streets. Automobile speeds are moderate.
(4) Commercial connector. Commercial connectors typically serve retail portions of the city. Many driveways may be present, and a mixture of medians and center turn lanes help to regulate movements to and from sites. Retail stores are generally separated from the street by surface parking lots. Automobile speeds are moderate to high. Bicycle facilities must be carefully designed due to the amount of driveways. Sidewalks are generally buffered from the street by landscaping.
(5) System link. System links tend to emphasize longer-distance automobile traffic, often providing connections to freeways. Automobile speeds are moderate to high. Pedestrians and bicyclists are buffered from traffic as much as possible; multi-use off-street paths are common. System links always include raised medians to separate traffic directions and facilitate left turns. Most left turns occur at signalized intersections; access to driveways is typically via right turns.
(6) Industrial street.
a. Service. Industrial streets are established for industrial areas to recognize different types of vehicles, i.e. with larger turning radii, heavier industrial type traffic, and wheel loads. These streets are minor arterials that route industrial traffic to and from the arterial system with industrial districts.
b. Average daily traffic volumes. Traffic volumes vary from 5,000 vehicles per day to 20,000 vehicles per day or more.
c. Right-of-way and roadway design standards. ROW and paving widths shall conform to those identified in the current Master Thoroughfare Plan.
(7) Collector street (C).
a. Service.
1. The collector street system differs from the arterial systems in that facilities on the collector system may penetrate neighborhoods, distributing trips from the arterials through the neighborhood area to the ultimate destination such as a park, elementary, or middle school, which may be on a residential street or a collector street. Conversely, the collector street also collects traffic from residential streets in the neighborhood and channels it into the arterial systems. In some cases, due to the design of the overall street system, a minor amount of through traffic may be carried on some collector streets.
2. The collector provides for both land access service and local traffic movements within residential neighborhoods, commercial areas and industrial areas.
3. Street layout shall provide for collector streets in areas between arterial streets. See § 31-101(g).
b. Average daily traffic volumes. Average traffic volumes on collector streets should not exceed 5,000 vehicles per day in residential areas, and 10,000 vehicles per day in commercial or industrial areas.
c. Right-of-way and roadway design standards.
1. Residential collectors (C).
2. Commercial collectors.
(8) Urban local (residential street) (UL).
a. Service. Urban local residential streets are residential streets, which carry traffic to and from collector and other residential streets. They are likewise comprised of cul-de-sacs and loop streets, which serve low-density residential areas and very limited public facilities, often in conjunction with collector streets. Urban local residential streets are usually of limited length and non-continuous in nature to discourage through traffic.
b. Average traffic volumes. Average traffic volumes on urban local residential streets should not exceed 2,500 vehicles per day and are normally in the range of 1,000 vehicles per day.
(9) Limited local (residential street) (LL).
a. Service. Limited local streets are residential streets, which serve only cluster or zero lot line housing and have several limiting restrictions and conditions which prohibit their use in other types of developments, except in very specific instances. These restrictions and conditions are detailed elsewhere in these regulations.
b. Average traffic volumes. Traffic volumes in these types of developments approximate 1,000 or less vehicles per day.
(b) Reserved.
(c) General street design standards.
(1) Conformance with MTP and development considerations. The arrangement, classification, character, extent and location of streets shall conform to the master thoroughfare plan and shall be considered in relation to existing and planned streets, to topographical conditions, to drainage in and through the proposed and adjacent subdivisions, to public convenience and safety, and to the proposed uses of land to be served by such streets.
(2) Conformance with general design standards. All dedicated streets shall conform to the subdivision design standards provided and the characteristics of street classification and function, given in subsection (a) of this section. All proposed streets shall be planned, designed and constructed based on their anticipated function, traffic volumes, adjacent land use, system continuity, etc., as elsewhere described. Where there is a question as to the type of street classification required, the higher classification shall prevail.
(3) Streets to conform with city design standards. All dedicated streets shall conform to the city’s technical design standards and criteria and in accordance with sound engineering practices. Internal ETJ area residential streets that serve lots of one acre or more (net) in size shall be a minimum of 60 feet in ROW width and of concrete or stabilized HMAC.
(4) Variance to technical design criteria standards. Where in the judgment of TPW the appropriate use of the neighboring property will not be substantially injured, TPW may, in specific cases, recommend that the plan commission authorize a variance to the technical design criteria provisions, in order to permit reasonable development and improvement of property.
(5) Additional right-of-way (ROW) requirements at high volume intersections. Additional right-of-way, other than the minimums shown in the Master Thoroughfare Plan (MTP) may be required at high volume driveways for turning lanes, etc., as determined by TPW during the design phase of the street system and prior to submitting the final plat.
(6) Alignment with adjoining subdivisions. All streets shall be aligned with existing streets in adjoining subdivisions.
(7) Street extension and continuation.
a. Urban local streets shall be extended to the subdivision boundary to connect with adjoining streets or, where no adjacent streets are available for such connection, to allow for the future connection with adjoining un-platted property.
b. For regulations on the extension of private streets, see § 31-108, “Gated subdivisions and developments.”
(8) Street naming and addressing. Streets shall be named to provide continuity with existing streets, and shall be named so as to avoid confusion to postal or emergency response agencies. The city fire department shall approve all street names and provide addressing of lots within the city. No building permit shall be issued without a valid fire department approved platted lot address.
(9) Street/alley intersection corner clips. A triangular right-of-way dedication (corner clip) measuring ten feet by ten feet, measured at the property line, is required on corner lots at the intersection of two streets or intersection of a street and an alley. Exceptions to this requirement are noted below in zoning districts “H” central business district, “MU-1” low intensity mixed use district and “MU-2” high intensity district:
a. A triangular dedication measuring five feet by five feet is required at the intersection of two streets or the intersection of a street and an alley in which there are no traffic signals or all-way stop signs; and
b. No corner clip dedication is required at all-way stop signs and signalized intersections where there is a required stop in at least two directions.
(10) Street centerline offsets. Centerline offsets for all types of local public and private streets shall be at least 135 feet. Collector street off-set centerlines shall not be less than 250 feet. Greater centerline offsets, as may be required by TPW, shall be provided when necessary for traffic safety.
(11) Street and lot platting arrangement. Local, limited local, cul-de-sac, loop and collector streets shall be platted to allow for two tiers of lots between such streets.
(12) Lot arrangements abutting arterial streets. Where single-family or duplex lots abut an existing or proposed arterial street, the lot platting layout shall provide that:
a. Lots shall side to the arterial street and have a non-access driveway restriction to the arterial street;
b. Reverse frontage lots shall contain a non-access driveway restriction along the property line adjacent to and facing the arterial street;
c. Lots shall have screening along rear alleys; and
d. Other treatment as may be necessary or required for adequate protection of adjoining properties, as approved by the commission, after receiving recommendations from DRC taking into consideration the proposed method of off-street parking and maneuvering which will prevent the necessity of backing onto the adjacent arterial street.
(13) Residential driveway access limitation. Driveway access from an adjacent urban local residential, limited local residential, cul-de-sac, loop or collectorstreet to a residential lot less than 50 feet in width at the building line shall be by rear access by one of the following means:
a. From an abutting side or rear alley or side or rear driveway within an appropriate access easement; or
b. From a common shared driveway, centered over the common lot lines between the adjacent dwelling units continuing through to the rear of the dwelling units, shall be provided within an appropriate access easement.
(14) Reservation of land strips along and at the terminal ends of streets. A land reservation in private or common property ownership association along and/or at the ends of proposed or existing public streets, intended solely or primarily for the purpose of controlling access to similarly zoned property not included in the subdivision, shall be prohibited.
(15) Sidewalk requirement. Concrete sidewalks shall be required on both sides of all public and private streets.
(16) Curved street intersection design limitation. In order to provide an adequate and safe street intersection site distance, without the need for the establishment of supplemental site protection easements, perpendicular street intersecting with the interior (concaved) curved side of another street shall be prohibited, unless the centerline curvature of the street being intersected has a radius of not less than 1,000 feet, where intersected.
(17) Horizontal residential street alignment standards.
a. Ninety-degree directional alignment change. A 90-degree (+/- five degrees) bend or elbow in a horizontal alignment change of an urban local residential street shall have an interior acute angle right-of-way radius of not less than 25 feet.
b. Sixty to 89-degree directional alignment change. A continuous street with a horizontal alignment bend having an acute angle between 60 and 89 degrees, measured at the centerline intersection of the bend, shall have a centerline radius of not less than 50 feet. For reasons of safe traffic flow and safe site distances, horizontal alignment changes less than 60 degrees are prohibited.
Figure 8
(18) Limited local residential and urban local residential and collector street intersection spacing intervals with higher order streets. Public and private local streets and collector streets shall be designed consistent with the City of Fort Worth Access Management Policy.
(19) Median spacing and location. Proposed median openings along arterial streets may only be shown on preliminary plats consistent with the City of Fort Worth Access Management Policy. The location and design of all median openings shall be approved by TPW.
(20) Cut-through streets. Proposed cut-through street layouts, which circumvent traffic-controlled intersections, are expressly prohibited.
(d) Street and block face design standards. Street and block face lengths and the maximum number of residential units served shall conform to the standards below.
(1) Cul-de-sac length and lot yield. The following standards apply to both public and private streets:
a. Cul-de-sac streets.
Maximum Street Length (feet) | Maximum Number of Lots of Dwelling Units | |
2,500 sq. ft. to 4,999 sq. ft. lot size | 650 | 30 |
5,000 sq. ft. to 7,999 sq. ft. lot size | 850 | 30 |
8,000 sq. ft. to less than 1 acre lot size | 950 | 30 |
One acre or greater | 1,350 | 30 |
Adjacent roadway side slopes exceed 15% | 2,000 | 30 |
“Eyebrow” or “Bulb” (ROW to Center Point) | n/a | 5 |
b. Measurement technique. Cul-de-sac street lengths shall be measured along the street centerline from the nearest intersecting street ROW line to the radius point of the cul-de-sac turnaround. No residential street, or series of interconnecting streets, forming a closed circle cul-de-sac(s) in which only one outlet to a collector or higher order street is provided, shall serve more lots than indicated in the street/block length design standards section.
(2) Block face length.
a. Standard public and private local streets that serve large lots, 150 feet in width and greater, shall have a maximum of 1,950 foot block face. Standard public and private local streets that serve urban lots, less than 150 feet in width, shall have a maximum block face of 1,320 feet. Limited local streets shall not have a block face that exceeds 800 feet.
b. There is no minimum block face dimension.
1. [Reserved.]
2. Regulations for areas zoned UR, MU or H. Areas zoned for "UR" urban residential district, "MU-1", "MU-2", and mixed-use districts or, "H" central business district shall conform to the following block restrictions. To ensure efficient circulation, the maximum distance between publicly accessible streets shall be 1,000 feet. No block may have a perimeter greater than 1,600 feet, with a maximum block face of 500 feet. Private streets with adjacent sidewalks that are accessible to the general public through a public pedestrian access easement, or a private walkway, which is accessible to the general public through a public pedestrian access easement, may serve as a block boundary. When a public access easement or private street with an adjacent sidewalk that is accessible to the general public through a public pedestrian access easement is substituted for a block boundary, it shall connect to an existing public sidewalk or shall be stubbed out to provide for the continuation of a sidewalk accessible to the general public. Developments/subdivisions shall be designed to connect to adjacent existing or platted sidewalk stub outs as provided on an approved preliminary or final plat.
3. Regulations for areas zoned CR, C or D. Areas zoned for "CR" low density multifamily, "C" medium density multifamily, and "D" high density multifamily districts shall conform to the following block restrictions. To ensure efficient circulation, the maximum block face shall be 1,000 feet. Private streets with adjacent sidewalks that are accessible through a public use easement, or a private walkway, which is accessible through such public use easement, may serve as a block boundary. Walkways are required to connect to public streets for improved connectivity and walkability. When a public access easement or private street with an adjacent sidewalk that is accessible to the general public through a public pedestrian access easement is substituted for a block boundary, it shall connect to an existing public sidewalk or shall be stubbed out to provide for the continuation of a sidewalk accessible to the general public. Developments/subdivisions shall be designed to connect to adjacent existing or platted sidewalk stub outs as provided on an approved preliminary or final plat.
4. Measurement technique. The length of a block face shall be the distance between intersecting street rights-of-way, regardless of directional changes. Block width is the block end without lots facing onto it. The perimeter of a block is the cumulative length of all block faces and block ends. (See Figure 10.)
Figure 10
5. Private trails in public use easements may be substituted for a private sidewalk in a public use easement where there is a connection that is part of an adopted city plan for lake, river or creek trail systems.
6. Trails identified in the Fort Worth Active Transportation Plan (Spine, rib, or local trail classifications) shall follow design guidance established in the Trails Master Plan Executive Summary.
(3) Variance/waiver considerations to street and block face length standards. Proposed streets and blocks that are longer than the allowed maximum lengths described in these regulations shall require a re-design or a waiver issued by the city plan commission. In reviewing a waiver request, the commission shall consider any or all of the following issues relevant to the subdivision.
a. Alternative design considerations that would mitigate the street length issue and provide conformance with the subdivision regulation requirements.
b. The effect of the over length street(s) on traffic and pedestrian safety and circulation, land access, traffic congestion, construction and municipal maintenance costs, and the efficient delivery of emergency and support services, both to and within the neighborhood.
c. 1. Feasibility of potential mitigation measures, which might be employed to lessen traffic impacts, such as the following:
i. Mid-block turnarounds;
ii. Limitation on the number of dwelling units or land intensity to be served;
iii. Temporary access points;
iv. Identification of additional fire protection measures, which might be employed, such as obstruction clearance easements, etc.;
v. Mid-block public pedestrian access easements that connect to public sidewalks or trail systems that are part of an adopted city policy or plan; and
vi. Context sensitive street designs.
2. Applicant proposals for the placement of traffic 'speed reduction humps' in public or private roadway travel lanes as a speed reduction method is not an acceptable or allowable mitigation solution.
(e) Cul-de-sac street design standards.
(1) Permanent street termination.
a. Streets designated to be permanently dead-ended shall be platted and constructed with an approved standard paved cul-de-sac. Any dead-end street of a permanent or a temporary nature, if longer than 150 feet, shall have a surfaced cul-de-sac turnaround area of 80 feet in diameter. Said cul-de-sac must be constructed prior to the expiration of the community facilities contract, or earlier if required by TPW.
b. A street ending permanently in a cul-de-sac shall not be longer than allowed in the street/block length design standards section and shall be provided with a closed end turn-around having an outside roadway diameter of at least 80 feet, and a street property line (ROW) diameter of at least 100 feet.
c. In cases where physical constraints, property ownership, different land use or other circumstances create conditions where it is appropriate that the length of the cul-de-sac street be longer than allowed, the plan commission may, following recommendation from the development review committee, increase the cul-de-sac length standards referenced herein in order to meet existing conditions of layout or topography, having due regard for connecting streets, traffic circulation, convenience and public safety.
(2) Temporary dead-end streets. Street temporarily dead-ended shall have provisions for future extension of the street and utilities and, if a temporary cul-de-sac is required, for a “reversionary right” to the land abutting the turn-around for excess right-of-way. Where adjacent property contains an existing dead-end street over 200 feet in length without a cul-de-sac which abuts the proposed development, the applicant shall extend the street into the proposed development or construct a cul-de-sac as provided above.
(f) Limited local residential street design standards. Limited local residential streets shall be designed according to the standards of this article, and the following supplemental conditions/criteria:
(1) The street section shall not be less than 24 feet of paving width (face-of-curb to face-of-curb) centered within a 40-foot public or private right-of-way;
(2) Cul-de-sac turn around provisions and design shall be as stipulated in subsection (e)(1) of this section;
(3) Where any limited local residential street is allowed to intersect any arterial or collector street by a variance granted by the plan commission, the street spacing, width and right-of-way requirements for a local street, as defined elsewhere in this article, must be met for a depth of at least 50 feet from the right-of-way line of the intersected arterial or collector street;
(4) Standard intersection corner clips, as specified elsewhere, are required for street-to-street and street-to-alley intersections;
(5) Raised curbs and gutters shall be designed and constructed in accordance with the provisions of the Standard Specifications for Construction Manual published by the transportation and public works department;
(6) The design and cross section of the paving of roadways shall be in accordance with the provisions of the Standard Specifications for Construction Manual published by the transportation and public works department;
(7) A limited local loop-type street shall not exceed 800 feet in length, serve a maximum of 30 dwelling units, and have at least one 90-degree bend;
(8) A limited local street must intersect with a higher order street; must have no other public or private streets dependent upon it for access; and must serve no other traffic except that associated with the single-family or cluster dwelling units having direct driveway access to it;
(9) Four off-street parking spaces, as required per § 6.201(b), of the zoning ordinance, shall be provided for all front or rear entry lots;
(10) All of the land along both sides of a proposed limited local street must be divided into lots for single-family or cluster dwelling units. Final approval of street construction plans and final plats shall be contingent upon obtaining single-family or two-family zoning;
(11) Where any lot adjoining a limited local street also adjoins a higher order street, the frontage along the higher order street must comply with the setback and driveway access characteristics required by the zoning ordinance, subdivision ordinance and other related city policies;
(12) At least one length of curb not less than 20 feet in length (excluding driveways) for every two dwelling units must be available along a limited local street for over-flow parking. Lots, which only have frontage on the turn-a-round portion of a cul-de-sac street, are excluded from this protrusion; and
(13) A paving flare-out of 28 feet wide by 40 feet long, within the prescribed ROW, shall be provided at the approximate mid-block location, not exceeding 500 feet from the nearest intersecting cross street. (See Figure 11.)
Figure 11
(g) Alley design standards.
(1) Length. Alleys shall be of a similar length as their associated opposite and parallel primary service streets, except for any additional length required for turnout returns to the primary service street. Dead-end alleys are prohibited. An alley with only one outlet shall be provided with an approved turn-around.
(2) Width.
Minimum Width | Single-Family and Two- Family Subdivisions | Multifamily and Non- residential Subdivisions |
a. Right-of-way | 16 ft. | 20 ft. |
b. Roadway paving (edge to edge) | 12 ft. | 20 ft. |
c. ROW radius @ street/alley | 25 ft. | 25 ft. |
d. ROW radius @ property line | 20 ft. | 25 ft. |
(3) Paving. Alleys shall be paved with concrete in accordance with city design standards and specifications. Alley paving shall have a minimum grade of 0.5% and a maximum grade of 10%.
(4) Intersection with streets. Alleys shall intersect streets at right angles or radial to curved streets. The intersection of a street and an alley shall be constructed as a standard driveway approach. Entrance widths to alleys shall be constructed 12 feet wide for one-family and two-family residential areas and 20 feet wide for other areas, with a uniform transition in alley pavement width not to exceed one foot of transition per 20 feet in alley length.
(5) Alleyway turnouts. Alley turnouts shall be paved to the property line with turnouts to be not less than 20 feet wide. At alleyway turnouts, the distance from the alley right-of-way to any gate, building or garage opening shall be at least 25 feet. In cases where two alleys intersect or turn at a sharp angle, lot corners shall be platted so that a triangular area of 25 feet by 25 feet or greater is dedicated as part of the alley for the purpose of providing a minimum required radius of 30 feet to the inside edge of the alley paving.
(h) Fire lane design standards (emergency access easements).
(1) Easement width. Fire lanes shall not be less than 24 feet wide at the outer easement lines and clear of all lateral obstructions.
(2) Vertical obstructions. There shall be no vertical obstruction of a fire lane within the area between the top of the paving surface to a vertical height of 14 feet.
(3) Roadway paving surface. An all weather hard paving surface, meeting city standards and comprised of either reinforced concrete or HMAC asphalt concrete over an approved base, shall comprise the fire lane roadway. The roadway shall be centered within the fire lane easement at a width of not less than 24 feet, face to face of curbs if constructed, and capable of supporting a 12,500 pound wheel load.
(4) Turnouts. Fire lane turnouts shall not be less than a 25-foot inside turning radius, and a minimum outside turning radius of 50 feet, measured at both the easement line and roadway paving surface edge.
(5) Dead-end turnarounds. All dead-end fire lanes in excess of 150 feet in length shall be provided with a turnaround meeting the city’s geometric and surfacing standards for a standard cul-de-sac design, or other such configuration and design as approved by the fire department.
(6) Grade. Grade incline of fire lanes shall not exceed 10%.
(7) Markings. Fire lane markings and striping shall comply with fire code requirements and fire department policy.
(i) Access easement design standards (public access easements, reciprocal access easements, private drives or ways).
(1) Definition.
a. An
ACCESS EASEMENT is an officially approved and privately maintained “drive” or “way,” with the roadway constructed to city street standards that is open to unrestricted and irrevocable public access and serves two or more lots, each having a minimum of 100 feet of frontage each, as their primary means of access.
b. ACCESS EASEMENTS are designed to provide access from adjoining lots, such as within a “conventional” or “strip” shopping center, to an adjacent arterial street, usually in conjunction with a median break. They may also provide an alternate access to a collector or arterial street where unusual topography may otherwise impede a safe entry connection to the lots served.
(2) Easement width. The unobstructed easement width shall not be less than 24 feet.
(3) Roadway width and paving surface. The easement paving width shall not be less than 20 feet, and centered within the unobstructed access easement. An all weather-paved surface capable of supporting a 12,500-pound wheel load shall be provided as the roadway travel surface.
(4) Turnouts. Turnouts shall not have less than a 25 foot interior radius measured at the vertex of the easement lines and an outside radius of 50 feet.
(5) Vertical obstructions. No vertical obstruction shall be allowed within the area between the top of the pavement surface to a vertical height of 14 feet.
(j) Private street and alley design standards.
(1) Definition. PRIVATE STREETS AND ALLEYS are private vehicular access ways shared by and serving three or more lots, which are not otherwise dedicated to the public nor publicly maintained.
(2) Plat identification. Private streets and alleys shall be identified by separate lot and block numbers on the plat and accompanied by a standard plat note stating that the maintenance and upkeep shall be by a property owners association or other such legal entity empowered by deed restrictions to own and maintain such streets or alleys. No lot or block shall be platted to the centerline of any private street or alley. The city shall have no ownership or maintenance responsibilities associated with private streets or alleys. The city shall, however, review the property owners association documents prior to recording to ensure that adequate provisions of private perpetual ownership, maintenance and upkeep are provided for in the association documents and to ensure that there is no liability to the city.
(3) Standards. Private streets and alleys shall be designed, platted and constructed in conformance with the standards for limited local residential or urban local residential streets and alleys based on the type, density and intensity of development to be served.
(4) Transfer of ownership. No private street or alley shall be transferred to the city by a property owners association nor shall the city accept a transfer, unless the city has first determined that such streets and/or alleys meet or exceed the city’s requirements for right-of-way, roadway paving and drainage standards in effect at time of transfer or dedication.
(k) Supplemental provisions; traffic studies. Traffic studies may be required by the city in order to adequately assess the impacts of a development plan or plat proposal on the existing and/or planned street system. The primary responsibility for assessing traffic impacts associated with a proposed development will rest with the developer, with the city serving in a report review and evaluation capacity. All traffic studies submitted with respect to a development plat proposal shall be approved by TPW prior to approval of the plat by the plan commission.
(1) Preparation.
a. Traffic studies shall be prepared under the direction and supervision of a licensed professional engineer of the State of Texas, with reputable expertise and experience in professional traffic and transportation engineering, with which to analyze and assess traffic impacts.
b. To this end, two types of traffic studies shall be considered. Based upon the project size, development intensity, land use mix and estimated traffic generation, TPW shall advise the applicant/developer as to the type and detail level of traffic study required at the time a pre-plat conference is held. In general, traffic studies shall be prepared using trip generation calculations from the most recent version of the Institute of Traffic Engineer’s (ITE) Trip Generation Manual.
(2) Submission. The accepted traffic study shall be submitted by the applicant/developer to the transportation and public works department at the time the plan or plat is submitted for review and approval.
(3) Types of studies. In general, the types and nature of traffic studies which may be required are as follows.
a. Traffic assessment study (TAS). A TAS study is required when more than 500 but less than 5,000 daily vehicle trips are anticipated to be generated by the development or when only certain intersections may have a capacity problem affecting turning movements, etc.
b. Traffic impact study (TIS). A TIS study is required when 5,000 or more daily vehicle trips are anticipated to be generated by the development or if the development is anticipated to cause severe impacts on either the roadway system, nearby neighborhoods, evaluation for collector streets, internal neighborhood circulation and connectivity assessment, or other such system capacities and evaluations.
(4) Preparation. The traffic studies shall be prepared in concert with the city’s traffic study procedures, traffic circulation analysis guidelines, traffic impact analysis guidelines, current available traffic counts and zoning and subdivision regulations.
(Ord. 17275, § 1, passed 11-7-2006; Ord. 17522, § 5, passed 4-24-2007; Ord. 17794, §§ 10, 11, 13, passed 9-25-2007; Ord. 17851, § 1 (App. C, Ch. 6, Art. VII), passed 10-30-2007; Ord. 17924, § 2, passed 12-18-2007; Ord. 18705-07-2009, §§ 2, 3, passed 7-14-2009; Ord. 20382-09-2012, § 8, passed 9-11-2012; Ord. 22051-01-2016, § 7 - 10, passed 1-12-2016; Ord. 22274-06-2016, §§ 2, 3, passed 6-14-2016, eff. 6-23-2016; Ord. 23225-06-2018, §§ 5, 6, passed 6-5-2018, eff. 8-1-2018; Ord. 23464-11-2018, § 1, passed 11-6-2018; Ord. 23679-06-2019, § 5, passed 6-4-2019)