A. Generally:
1. Mitigating Measures: No development shall be approved if such development, at full occupancy, will result in or increase traffic on an arterial or collector so that the street does not function at a level of service C or better as defined by the transportation research board, national research council in the highway capacity manual. The applicant may propose and construct approved traffic mitigation measures to provide adequate roadway capacity for the proposed development. The applicant for any development projected to generate more than five hundred (500) vehicle trips per day shall submit a traffic impact analysis.
2. Level Of Service Definitions: In general, the various levels of services are defined as follows for uninterrupted flow facilities:
a. Level of service A represents free flow. Individual users are virtually unaffected by the presence of others in the traffic stream. Freedom to select desired speeds and to maneuver within the traffic stream is extremely high. The general level of comfort and convenience provided to the motorist, passenger or pedestrian is excellent.
b. Level of service B is in the range or stable flow, but the presence of other users in the traffic stream begins to be noticeable. Freedom to select desired speeds is relatively unaffected, but there is a slight decline in the freedom to maneuver within the traffic stream from LOS A. The level of comfort and convenience provided is somewhat less than at LOS A, because the presence of others in the traffic stream begins to affect individual behavior.
c. Level of service C is in the range of stable flow, but marks the beginning of the range of flow in which the operation of individual users becomes significantly affected by interactions with others in the traffic stream. The selection of speed is now affected by the presence of others, and maneuvering within the traffic stream requires substantial vigilance on the part of the user. The general level of comfort and convenience declines noticeably at this level.
d. Level of service D represents high density, but stable, flow. Speed and freedom to maneuver are severely restricted, and the driver or pedestrian experiences a generally poor level of comfort and convenience. Small increases in traffic flow will generally cause operational problems at this level.
e. Level of service E represents operating conditions at or near the capacity level. All speeds are reduced to a low, but relatively uniform value. Freedom to maneuver within the traffic stream is extremely difficult, and it is generally accomplished by forcing a vehicle or pedestrian to "give way" to accommodate such maneuvers. Comfort and convenience levels are extremely poor, and driver or pedestrian frustration is generally high. Operations at this level are usually unstable, because small increases in flow or minor perturbations within the traffic stream will cause breakdowns.
f. Level of service F is used to define forced or breakdown flow. This condition exists wherever the amount of traffic approaching a point exceeds the amount which can traverse the point. Queues form behind such locations. Operations within the queue are characterized by stop and go waves, and they are extremely unstable. Vehicles may progress at reasonable speeds for several hundred feet or more, then be required to stop in a cyclic fashion. Level of service F is used to describe the operating conditions within the queue, as well as the point of the breakdown. It should be noted, however, that in many cases operating conditions of vehicles or pedestrians discharged from the queue may be quite good. Nevertheless, it is the point at which arrival flow exceeds discharge flow which causes the queue to form, and level of service F is an appropriate designation for such points.
B. Design:
1. Generally: The standards established by this section shall apply to all public and private roads in the city. The master plan shall serve as a guide for the location and scale of future arterial and collector streets.
2. Classification: All city streets shall be classified as either an arterial, major collector, minor collector, local or residential roadway. Any street that is not already classified in the master plan shall be classified by the director of public works, subject to confirmation by the city council. In classifying roads, the city shall consider projected traffic demands after twenty (20) years of development.
3. Street Design Standards: All street improvements shall be designed according to standards adopted by the department of public works, included in the Clark County uniform standard drawings for public works construction.
4. Alleys: Alleys will not be approved in residential districts except where justified by special conditions such as the continuation of an existing alley in the same block.
5. Dead-End Alley: Dead-end alleys shall be avoided wherever possible. If unavoidable, dead-end alleys may be approved if adequate turnaround facilities are provided at the closed end.
6. Cul-De-Sac Approaches: Cul-de-sac approaches shall have a minimum right of way radius of fifty one feet (51') for single-family and two-family use, and sixty feet (60') for all other uses. The maximum length shall be no more than seven hundred fifty feet (750') from the nearest intersecting through street. This depth limit applies to multiple streets having only one outlet to an arterial or collector. Development on cul-de-sacs longer than three hundred feet (300') shall not generate more than one hundred (100) vehicle trips per day as projected using current data from the institute of transportation engineers.
7. Cul-De-Sac Turnarounds: Cul-de-sac turnarounds shall have an outside curb radius of fifty feet (50'), plus sufficient area to accommodate sidewalks within the right of way, plus easements as needed for utilities, including drainage and mail service. Temporary turnarounds may be provided at the end of streets that will be extended within three (3) years from the beginning of development activity on the cul-de-sac.
8. Temporary Cul-De-Sac: A street in a phased development may be constructed without a turnaround if it is constructed one lot in length. A street constructed in a phased development which is longer than one lot shall have a temporary turnaround meeting the cul-de-sac dimensions. All temporary cul-de-sacs shall be asphalt surfaced.
9. General Street Arrangement:
a. Adequate Traffic Circulation: Provisions shall be made for adequate traffic circulation. Local and residential streets shall be designed to limit through traffic.
b. Lot Access: Every lot shall have access to a public right of way accepted by the appropriate governing body.
c. Multiple Intersections: No more than two (2) streets shall cross or intersect at the same point. Intersections, including intersections offset on opposite sides of a street, shall be separated by at least two hundred fifty one feet (251') which shall be measured along the centerline of the primary street from centerline to centerline of the intersecting streets.
d. Street Connections: Streets should connect with streets already dedicated in adjoining or adjacent subdivisions and provide for future connections to adjoining unsubdivided tracts whenever possible.
e. Street Names: New streets shall be named so as to provide continuity of name with existing streets and to prevent conflict or confusion with identical or similar existing street names. If a street is a continuation of a named street or is in alignment with an existing street, as determined by the zoning official and director of public works, the extension of the street shall bear the same name of the existing street.
10. Street Dedication And Maintenance:
a. No road or street shall be accepted by the city unless it meets the design standards established by these regulations and all other design standards established by ordinance or law.
b. Dedication of half streets will not be approved, except where it is essential to the reasonable development of a subdivision and in conformity with all other requirements of these regulations, or where it is found that it will be impracticable to require dedication of the other half when the adjoining property is subdivided, or where it is necessary to acquire the remaining half by condemnation. Dedication of reserve strips shall not be approved. (Ord. 172, 9-24-1996, eff. 10-31-1996)
C. Traffic Impact Analysis Guidelines:
1. Purpose: Traffic impact studies have the ability to help the city of Mesquite in forecasting additional traffic stemming from a proposed development. It is important to note that by requiring a traffic impact study, the city can protect the substantial investment it has in the transportation infrastructure. These studies have potential to help decide what improvements if any need to be made to the surrounding transportation system with the addition of the proposed project. The city may utilize these studies to determine effective land use planning and resource allocation, identify potential problems, reduce negative impacts, and provide clear direction to city decision makers. The main purpose of the traffic impact analysis is to determine reasonable traffic conditions and to mitigate issues, helping to maintain safety on the city's transportation system.
2. Implementation Statement: The city of Mesquite desires to operate a safe and efficient transportation system. The management of access to the system in an effective manner is vital to maintaining the overall safety and efficiency of the system. Development of a site, whether new construction or redevelopment of an existing site, has an effect on the surrounding area. These guidelines present a detailed process and set of requirements for completing a traffic impact study with the goal of minimizing the potential negative effects of new development and to determine essential modifications or improvements to be made to the existing and future transportation system within the city of Mesquite. The procedures outlined in these guidelines present the minimum information required to conduct a traffic impact analysis (TIA). The preparer of the TIA shall contact the city of Mesquite development manager to discuss the scope of analysis, methodology, and level of detail required for the project prior to beginning the analysis.
3. Definitions: Certain words or phrases unique to this subsection C shall be construed as herein set out unless it is apparent from the context that they have a different meaning:
ARTERIAL STREET: A road so designated in the TCIP which accommodates large volumes of through traffic. This traffic is comprised of local and visitor trips. An arterial street is designed mainly for the movement of through traffic but also performs a secondary function of providing access to abutting properties. Access, parking and loading on arterial streets may be restricted or prohibited to improve the capacity for moving traffic. Signalization may occur at the intersection of some arterial streets and collector streets.
AVERAGE TRIP LENGTH: The average length of a vehicle trip, in miles, on the major road network.
CAPACITY: The maximum number of vehicles which have a reasonable expectation of passing through a given section of a street in one direction, or in both directions of a road, during a given time period, under prevailing traffic conditions, expressed in terms of vehicles per hour. Capacity is measured in this chapter at the P.M. peak hour.
CAPITAL IMPROVEMENTS ADVISORY COMMITTEE: The committee which is authorized by resolution, and pursuant to Nevada Revised Statutes sections 278B.150 and 277.080 et seq., to undertake the following duties: to determine conformance of the land use assumptions, upon which the TCIP and this chapter are based, with the city master plan; to review the TCIP; file annual reports concerning the progress of the city in carrying out the TCIP; report to the city council perceived inequities in the implementation of the TCIP, and the imposition of the transportation impact fee; and advise the city council of the need to update or revise the land use assumptions, TCIP and this subsection C.
CITY: The city of Mesquite, unless the term is used herein in conjunction with the term city council, in which case the term "city" is defined as the city manager, his designee, or any other city department or employee performing administrative functions pursuant to this subsection C.
COLLECTOR STREET: A street so designated in the TCIP which functions as a connection between arterial streets as well as providing access to abutting properties.
EXPANSION OF THE CAPACITY OF A STREET: Includes any widening, intersection improvement, signalization or other capital improvement designed to increase the existing street's capacity to carry vehicles.
EXTERNAL TRIP: Any trip which either has its origins from or its destination to the development site, and which impacts the major road network.
GENERATION OF TRAFFIC: Includes both the production and attraction of traffic.
INTERNAL TRIP: A trip which has both its origin and destination within the land development site, does not leave the development site, and does not impact the major road network.
LEVEL OF SERVICE (LOS): A qualitative measure describing operational conditions, from A (best) to F (worst), within a traffic stream or at intersections, which is quantified for street segments by determination of a volume to capacity ratio (V/C), which is a measurement of the amount of capacity of a street which is being utilized by traffic, and which is quantified for signalized and unsignalized intersections in terms of vehicle delay.
MAJOR ROAD NETWORK: All arterial streets and collector streets that traverse the boundaries of the city, including proposed arterial streets and collector streets necessitated by projected future traffic generating land development activity as identified in the TCIP. Only streets indicated on the arterial and collector street map adopted by the city council shall be considered a part of the major road network. The major road network is designated in exhibit A, which is attached to the ordinance codified herein and incorporated herein by reference.
NONSITE RELATED IMPROVEMENTS: Capital improvements and right of way dedications for street improvements to the arterial streets and collector streets identified in the TCIP that are not site related improvements.
PEAK HOUR: The single hour of a representative day when the traffic volume on the roadway represents the highest traffic volume.
PERCENT PRIMARY TRIPS: The percentage of average daily trips that a proposed use will generate that constitutes new or additional trips added to the major road network. Those trips that do not represent additional trip ends shall not be counted as new or additional trips. Pass-by trips and diverted trips do not constitute new trips.
PERSON: An individual, corporation, governmental agency or body, business trust, estate, trust, partnership, association, two (2) or more persons having a joint or common interest, or any other entity.
ROADS: Arterials and collectors which traverse the city.
SERVICE AREA: The incorporated city limits.
SITE RELATED IMPROVEMENTS: Those street capital improvements and right of way dedications that provide direct access to the development. Direct access improvements include, but are not limited to, the following: a) driveways and streets leading to and from the development; b) right and left turn lanes leading to those driveways and streets; c) traffic control measures for those driveways; and d) internal streets.
TRAFFIC GENERATING LAND DEVELOPMENT ACTIVITY: Land development designed or intended to permit a use of the land which will contain or convert to more dwelling units or floor space than the then existing use of the land in a manner that increases the generation of vehicular traffic.
TRAFFIC IMPACT: The effect of site traffic on street operations and safety.
TRAFFIC IMPACT ANALYSIS: A traffic engineering study which determines the potential traffic impacts of a proposed traffic generator. A complete analysis includes an estimation of the proposed generator, analysis of the traffic impacts, and recommended roadway improvements which may be necessary to accommodate the expected traffic.
TRAFFIC MITIGATION: The reduction of traffic impacts on roadways and/or intersections to an acceptable level of service by way of roadway construction improvements, the upgrade of existing traffic control devices, or the modification of the site plan.
TRANSPORTATION CAPITAL IMPROVEMENT: Includes the transportation planning, preliminary engineering, engineering design studies, land surveys, alignment studies, right of way acquisition, engineering, permitting, and construction of all necessary features for any street construction project on any arterial or collector street in the TCIP, undertaken to accommodate additional traffic resulting from new traffic generating land development, including, but not limited to: a) construction of new through lanes; b) construction of new bridges; c) construction of new drainage facilities in conjunction with new street construction; d) purchase and installation of traffic signals, including new and upgraded signalization; e) construction of curbs, gutters, sidewalks, medians and shoulders; f) relocating utilities to accommodate new street construction; g) the construction and reconstruction of intersections; h) the widening of existing streets; i) bus turnouts; j) acceleration and deceleration lanes; k) interchanges; and l) traffic control devices.
TRIP: A one-way movement of vehicular travel from an origin (1 trip end) to a destination (the other trip end).
TRIP DISTRIBUTION: The allocation of site generated traffic among all possible approach and departure routes.
TRIP, DIVERTED: A trip that is already on a particular route for a different purpose that simply diverts travel to a particular land use.
TRIP GENERATION: The attraction or production of trips caused by a certain type of land development.
TRIP, PASS-BY: A trip that is already on a particular route for a different purpose that simply stops at another particular land use.
VEHICLE MILES OF TRAVEL: The combination of the number of vehicles traveling during a given time period and the distance (in miles) that they travel. VMT is the service unit used in this subsection C and the TCIP to develop the impact fee schedule.
4. Requirements: Prior to the completion of any type of traffic impact study, discussion between the developer, the study consultant and the city should take place to discuss the outline and requirements of the analysis. Depending upon the characteristics of a proposed site, the city may request an in person meeting take place. The following requirements are guidelines for the completion of a traffic impact study and additional analysis may be required by the city dependent upon the distinct qualities of a proposed development. Table 1 of this section presents the city's four (4) levels of traffic impact study requirements ranging from no study being required to the completion of a regional traffic impact study.
TABLE 1
TRAFFIC IMPACT STUDY CATEGORIES
Study Category | Trigger Threshold |
No study required | <50 peak hour vehicle trips generated |
Category 1 | 50, <200 peak hour vehicle trips generated |
Category 2 | 200, <1,500 peak hour vehicle trips generated |
Category 3 | 1,500 peak hour vehicle trips generated |
a. No Traffic Impact Study Required: If a proposed development is anticipated to generate less than fifty (50) peak hour vehicle trips, a traffic impact study will not be required, unless otherwise requested by the city.
b. Category 1 Traffic Impact Study: If a proposed development consisting of a single land use designation is anticipated to generate fifty (50) or more peak hour vehicle trips but less than two hundred (200) peak hour vehicle trips to the adjacent street system, a category 1 study will be required. Table 2 of this section illustrates several potential land uses along with their corresponding rates and number of units calculated to generate fifty (50) peak hour vehicle trips to the adjacent street system. This study category is required to include the following components:
(1) Kickoff meeting with the city.
(2) Review existing master plan policies and unified development code sections.
(3) Site plan including proposed driveway locations and widths.
(4) Existing traffic conditions and peak hour levels of service on adjacent roadways and intersections.
(5) Accident history for adjacent roadways and intersections.
(6) Number of units (dwelling units, square feet, etc.).
(7) Trip generation comparison to existing land use.
(8) Recommended traffic mitigation measures for any development which is projected to result in an LOS D or worse. Measures shall result in projected LOS C or better.
(9) Other information as deemed necessary by the zoning official or director of public works to measure the impact of the project on the city.
c. Category 2 Traffic Impact Study: If a proposed development is anticipated to generate two hundred (200) or more peak hour vehicle trips but less than one thousand five hundred (1,500) peak hour vehicle trips to the adjacent street system, a category 2 study will be required. Table 3 of this section illustrates several potential land uses along with the rates and number of units calculated to generate two hundred (200) peak hour vehicle trips to the adjacent street system. This study is required to include the following components:
(1) Kickoff meeting with the city.
(2) Review existing master plan policies and unified development code sections.
(3) Site plan including proposed driveway locations and widths.
(4) Existing traffic conditions and peak hour levels of service on adjacent roadways and intersections.
(5) Study area limits include all access driveways, adjacent roadways and adjacent major intersections, plus the first signalized intersection in each direction up to one mile. Additional areas may be added based on development size and specific site or local issues and policy.
(6) Trip generation (daily and peak hour) and comparison to existing land use.
(7) Trip distribution and trip assignment.
(8) Accident history for adjacent roadways and intersections within prescribed study area.
(9) Existing and future A.M. and P.M. peak hour levels of service for all project roadways/intersections.
(10) Recommended traffic mitigation measures for any development which is projected to result in an LOS D or worse. Measures shall result in projected LOS C or better.
(11) Traffic control device warrants (if requested).
(12) Turn lane lengths for warranted auxiliary lanes at all project intersections.
(13) Potential additional analysis requested by the city specific to proposed development.
(14) Other information as deemed necessary by the zoning official or director of public works to measure the impact of the project on the city.
The extent of the study will consist of all roadways and major intersections within one mile of the proposed project. The first major signalized intersection should be included in the analysis if it is outside of the one mile range.
Analysis should be completed for the existing study year and for the proposed project opening year with existing conditions as well as proposed lane configurations and traffic control.
Before beginning the completion of a category 2 traffic impact study, discussion between the developer, the study consultant and the city should take place to discuss the outline and requirements of the analysis. Dependent upon the characteristics of a proposed project, additional analysis may be required. Examples of potential additional analysis include an accident analysis or a traffic signal warrant analysis. If a development is anticipated to generate more than five hundred (500) vehicle trips during the peak hour, the project area may be extended and analysis for supplementary horizon years could be called for.
d. Category 3 Traffic Impact Study: If a proposed development is anticipated to generate one thousand five hundred (1,500) or more peak hour vehicle trips to the adjacent street system, it is anticipated to have a regional effect and a category 3 study will be required. Table 4 of this section illustrates several potential land uses along with the rates and number of units calculated to generate one thousand five hundred (1,500) peak hour vehicle trips to the adjacent street system. The components required in a category 2 study will also be included in a category 3 traffic impact study, however additional analysis may be necessary. For example, the project area may be extended and analysis for supplementary horizon years and phases may be called for based upon the city's discretion specific to the proposed development. The study is required to include the following components:
(1) Kickoff meeting with the city.
(2) Review existing master plan policies and unified development code sections.
(3) Site plan including proposed driveway locations and widths.
(4) Existing traffic conditions and peak hour levels of service on adjacent roadways and intersections.
(5) Study area limits include all access drives, adjacent roadways and adjacent major intersections, plus the first signalized intersection in each direction up to a distance determined locally. Additional areas may be added based on development size and specific site or local issues and policy.
(6) Trip generation (daily and peak hour) and comparison to existing land use.
(7) Trip distribution and trip assignment.
(8) Accident history for adjacent roadways and intersections within prescribed study area.
(9) Existing and future A.M. and P.M. peak hour levels of service for all project roadways/intersections.
(10) Recommended traffic mitigation measures for any development which is projected to result in an LOS D or worse. Measures shall result in projected LOS C or better.
(11) Traffic control device warrants (if requested).
(12) Turn lane lengths for warranted auxiliary lanes at all project intersections.
(13) Potential additional analysis requested by the city specific to proposed development.
(14) Other information as deemed necessary by the zoning official or director of public works to measure the impact of the project on the city.
TABLE 2
UNITS REQUIRED FOR 50 PEAK HOUR TRIPS THRESHOLD
Land Use Code1 | Land Use Description1 | Unit1 | Peak Hour Rate1 | Minimum Units Required (50 Peak Hour Trips) |
Land Use Code1 | Land Use Description1 | Unit1 | Peak Hour Rate1 | Minimum Units Required (50 Peak Hour Trips) |
230 | Condo/townhome | Dwelling units | 0.52 | 96 dwelling units |
310 | Hotel | Rooms | 0.70 | 71 rooms |
240 | Mobile home park | Occupied dwelling units | 0.59 | 85 occupied dwelling units |
320 | Motel | Rooms | 0.47 | 106 rooms |
220 | Apartment | Dwelling units | 0.62 | 81 dwelling units |
330 | Resort hotel | Rooms | 0.42 | 119 rooms |
210 | Single-family detached | Dwelling units | 1.00 | 50 dwelling units |
710 | General office building | 1,000 sq. ft. | 1.56 | 32,051 sq. ft. |
720 | Medical/dental office | 1,000 sq. ft. | 3.57 | 14,006 sq. ft. |
473 | Casino gaming area | 1,000 sq. ft. | 13.43 | 3,723 sq. ft. |
850 | Supermarket | 1,000 sq. ft. | 9.48 | 5,274 sq. ft. |
851 | Convenience market (24 hour) | 1,000 sq. ft. | 67.03 | 746 sq. ft. |
853 | Convenience market with gas pumps | 1,000 sq. ft. | 50.92 | 982 sq. ft. |
912 | Drive-in bank | 1,000 sq. ft. | 24.30 | 2,058 sq. ft. |
933 | Fast food restaurant without drive-through | 1,000 sq. ft. | 43.87 | 1,140 sq. ft. |
934 | Fast food restaurant with drive-through | 1,000 sq. ft. | 45.42 | 1,101 sq. ft. |
946 | Gasoline/service/car wash/market | Fueling stations | 13.86 | 4 fueling stations |
931 | Quality restaurant | 1,000 sq. ft. | 7.49 | 6,676 sq. ft. |
932 | High turnover (sit down) restaurant | 1,000 sq. ft. | 10.81 | 4,625 sq. ft. |
820 | Shopping center | 1,000 sq. ft. | 3.71 | 13,477 sq. ft. |
826 | Specialty retail center | 1,000 sq. ft. | 2.71 | 18,450 sq. ft. |
110 | General light industrial | 1,000 sq. ft. | 0.97 | 51,546 sq. ft. |
130 | Industrial park | 1,000 sq. ft. | 0.85 | 58,824 sq. ft. |
140 | Manufacturing | 1,000 sq. ft. | 0.73 | 68,493 sq. ft. |
151 | Miniwarehouse | 1,000 sq. ft. | 0.26 | 192,308 sq. ft. |
150 | Warehousing | 1,000 sq. ft. | 0.32 | 156,250 sq. ft. |
560 | Church | 1,000 sq. ft. | 0.56 | 89,286 sq. ft. |
565 | Daycare center | 1,000 sq. ft. | 12.34 | 4,052 sq. ft. |
610 | Hospital | 1,000 sq. ft. | 0.95 | 52,632 sq. ft. |
620 | Nursing home | 1,000 sq. ft. | 0.74 | 67,568 sq. ft. |
630 | Clinic | 1,000 sq. ft. | 5.18 | 9,653 sq. ft. |
520 | Elementary school | 1,000 sq. ft. | 1.21 | 41,322 sq. ft. |
522 | Middle school/junior high school | 1,000 sq. ft. | 1.19 | 42,017 sq. ft. |
530 | High school | 1,000 sq. ft. | 0.97 | 51,546 sq. ft. |
493 | Athletic club | 1,000 sq. ft. | 5.96 | 8,389 sq. ft. |
430 | Golf course | Holes | 2.92 | 17 holes |
411 | City park | Acres | 3.50 | 14 acres |
488 | Soccer complex | Fields | 17.70 | 3 fields |
490 | Tennis courts | Courts | 3.88 | 13 courts |
Note:
1. "Trip Generation Manual", 9th edition, 2012.
TABLE 3
UNITS REQUIRED FOR 200 PEAK HOUR TRIPS THRESHOLD
Land Use Code1 | Land Use Description1 | Unit1 | Peak Hour Rate1 | Minimum Units Required (200 Peak Hour Trips) |
Land Use Code1 | Land Use Description1 | Unit1 | Peak Hour Rate1 | Minimum Units Required (200 Peak Hour Trips) |
230 | Condo/townhome | Dwelling units | 0.52 | 385 dwelling units |
310 | Hotel | Rooms | 0.70 | 286 rooms |
240 | Mobile home park | Occupied dwelling units | 0.59 | 339 occupied dwelling units |
320 | Motel | Rooms | 0.47 | 426 rooms |
220 | Apartment | Dwelling units | 0.62 | 323 dwelling units |
330 | Resort hotel | Rooms | 0.42 | 476 rooms |
210 | Single-family detached | Dwelling units | 1.00 | 200 dwelling units |
710 | General office building | 1,000 sq. ft. | 1.56 | 128,205 sq. ft. |
720 | Medical/dental office | 1,000 sq. ft. | 3.57 | 56,022 sq. ft. |
473 | Casino gaming area | 1,000 sq. ft. | 13.43 | 14,892 sq. ft. |
850 | Supermarket | 1,000 sq. ft. | 9.48 | 21,097 sq. ft. |
851 | Convenience market (24 hour) | 1,000 sq. ft. | 67.03 | 2,984 sq. ft. |
853 | Convenience market with gas pumps | 1,000 sq. ft. | 50.92 | 3,928 sq. ft. |
912 | Drive-in bank | 1,000 sq. ft. | 24.30 | 8,230 sq. ft. |
933 | Fast food restaurant without drive-through | 1,000 sq. ft. | 43.87 | 4,559 sq. ft. |
934 | Fast food restaurant with drive-through | 1,000 sq. ft. | 45.42 | 4,403 sq. ft. |
946 | Gasoline/service/car wash/market | Fueling stations | 13.86 | 14 fueling stations |
931 | Quality restaurant | 1,000 sq. ft. | 7.49 | 26,702 sq. ft. |
932 | High turnover (sit down) restaurant | 1,000 sq. ft. | 10.81 | 18,501 sq. ft. |
820 | Shopping center | 1,000 sq. ft. | 3.71 | 53,908 sq. ft. |
826 | Specialty retail center | 1,000 sq. ft. | 2.71 | 73,801 sq. ft. |
110 | General light industrial | 1,000 sq. ft. | 0.97 | 206,186 sq. ft. |
130 | Industrial park | 1,000 sq. ft. | 0.85 | 235,294 sq. ft. |
140 | Manufacturing | 1,000 sq. ft. | 0.73 | 273,973 sq. ft. |
151 | Miniwarehouse | 1,000 sq. ft. | 0.26 | 769,231 sq. ft. |
150 | Warehousing | 1,000 sq. ft. | 0.32 | 625,000 sq. ft. |
560 | Church | 1,000 sq. ft. | 0.56 | 357,143 sq. ft. |
565 | Daycare center | 1,000 sq. ft. | 12.34 | 16,207 sq. ft. |
610 | Hospital | 1,000 sq. ft. | 0.95 | 210,526 sq. ft. |
620 | Nursing home | 1,000 sq. ft. | 0.74 | 270,270 sq. ft. |
630 | Clinic | 1,000 sq. ft. | 5.18 | 38,610 sq. ft. |
520 | Elementary school | 1,000 sq. ft. | 1.21 | 165,289 sq. ft. |
522 | Middle school/junior high school | 1,000 sq. ft. | 1.19 | 168,067 sq. ft. |
530 | High school | 1,000 sq. ft. | 0.97 | 206,186 sq. ft. |
493 | Athletic club | 1,000 sq. ft. | 5.96 | 33,557 sq. ft. |
430 | Golf course | Holes | 2.92 | 68 holes |
411 | City park | Acres | 3.50 | 57 acres |
488 | Soccer complex | Fields | 17.70 | 11 fields |
490 | Tennis courts | Courts | 3.88 | 52 courts |
Note:
1. "Trip Generation Manual", 9th edition, 2012.
TABLE 4
UNITS REQUIRED FOR 1,500 PEAK HOUR TRIPS THRESHOLD
Land Use Code1 | Land Use Description1 | Unit1 | Peak Hour Rate1 | Minimum Units Required (1,500 Peak Hour Trips) |
Land Use Code1 | Land Use Description1 | Unit1 | Peak Hour Rate1 | Minimum Units Required (1,500 Peak Hour Trips) |
230 | Condo/townhome | Dwelling units | 0.52 | 2,885 dwelling units |
310 | Hotel | Rooms | 0.70 | 2,143 rooms |
240 | Mobile home park | Occupied dwelling units | 0.59 | 2,542 occupied dwelling units |
320 | Motel | Rooms | 0.47 | 3,191 rooms |
220 | Apartment | Dwelling units | 0.62 | 2,419 dwelling units |
330 | Resort hotel | Rooms | 0.42 | 3,571 rooms |
210 | Single-family detached | Dwelling units | 1.00 | 1,500 dwelling units |
710 | General office building | 1,000 sq. ft. | 1.56 | 961,538 sq. ft. |
720 | Medical/dental office | 1,000 sq. ft. | 3.57 | 420,168 sq. ft. |
473 | Casino gaming area | 1,000 sq. ft. | 13.43 | 111,690 sq. ft. |
850 | Supermarket | 1,000 sq. ft. | 9.48 | 158,228 sq. ft. |
851 | Convenience market (24 hour) | 1,000 sq. ft. | 67.03 | 22,378 sq. ft. |
853 | Convenience market with gas pumps | 1,000 sq. ft. | 50.92 | 29,458 sq. ft. |
912 | Drive-in bank | 1,000 sq. ft. | 24.30 | 61,728 sq. ft. |
933 | Fast food restaurant without drive-through | 1,000 sq. ft. | 43.87 | 34,192 sq. ft. |
934 | Fast food restaurant with drive-through | 1,000 sq. ft. | 45.42 | 33,025 sq. ft. |
946 | Gasoline/service/car wash/market | Fueling stations | 13.86 | 108 fueling stations |
931 | Quality restaurant | 1,000 sq. ft. | 7.49 | 200,267 sq. ft. |
932 | High turnover (sit down) restaurant | 1,000 sq. ft. | 10.81 | 138,760 sq. ft. |
820 | Shopping center | 1,000 sq. ft. | 3.71 | 404,313 sq. ft. |
826 | Specialty retail center | 1,000 sq. ft. | 2.71 | 553,506 sq. ft. |
110 | General light industrial | 1,000 sq. ft. | 0.97 | 1,546,392 sq. ft. |
130 | Industrial park | 1,000 sq. ft. | 0.85 | 1,764,706 sq. ft. |
140 | Manufacturing | 1,000 sq. ft. | 0.73 | 2,054,795 sq. ft. |
151 | Miniwarehouse | 1,000 sq. ft. | 0.26 | 5,769,231 sq. ft. |
150 | Warehousing | 1,000 sq. ft. | 0.32 | 4,687,500 sq. ft. |
560 | Church | 1,000 sq. ft. | 0.56 | 2,678,571 sq. ft. |
565 | Daycare center | 1,000 sq. ft. | 12.34 | 121,556 sq. ft. |
610 | Hospital | 1,000 sq. ft. | 0.95 | 1,578,947 sq. ft. |
620 | Nursing home | 1,000 sq. ft. | 0.74 | 2,027,027 sq. ft. |
630 | Clinic | 1,000 sq. ft. | 5.18 | 289,575 sq. ft. |
520 | Elementary school | 1,000 sq. ft. | 1.21 | 1,239,669 sq. ft. |
522 | Middle school/junior high school | 1,000 sq. ft. | 1.19 | 1,260,504 sq. ft. |
530 | High school | 1,000 sq. ft. | 0.97 | 1,546,392 sq. ft. |
493 | Athletic club | 1,000 sq. ft. | 5.96 | 251,678 sq. ft. |
430 | Golf course | Holes | 2.92 | 514 holes |
411 | City park | Acres | 3.50 | 429 acres |
488 | Soccer complex | Fields | 17.70 | 85 fields |
490 | Tennis courts | Courts | 3.88 | 387 courts |
Note:
1. "Trip Generation Manual", 9th edition, 2012.
5. Approach And Methods: The locations of the site access points and the existing roadways will determine the impact to the safety and operational characteristics of the existing adjacent roadways and the surrounding transportation network. The site's internal circulation system should allow for all vehicle circulation to take place on site and not spill over onto adjacent streets. Driveway width and type should accommodate all anticipated types of vehicles, including large delivery trucks anticipated for the type of development. Circulation and access for fire trucks and emergency vehicles should also be considered. For each driveway an LOS C should be the minimum anticipated during the weekday peak hour. Parking areas should have enough capacity to meet site generated demands. Specific dimensions, parking angles, and parking ratio requirements should be designed according to the latest edition of ITE's "Parking Generation". The method used as a basis for trip generator calculations for all traffic impact studies can be found in the latest version of ITE's "Trip Generation Manual". Capacity analyses should be conducted using computer software such as Highway Capacity Software (HCS), Synchro/Sim Traffic or VISSM based upon the methods presented in the latest edition of the "Highway Capacity Manual".
a. Analysis Report Format:
(1) Executive Summary:
(A) Provide an overview of the purpose of the report and the overall findings of the analysis.
(2) Introduction/Project Description:
(A) Provide a description of the project including land use, size, location, and jurisdiction.
(3) Existing Conditions:
(A) Description of all surrounding project roadways and intersections including pedestrian and bicycle facilities, utilities, geometric features, lane configurations, traffic control, etc.
(B) Existing land uses within the project area.
(4) Existing Traffic Data:
(A) Weekday A.M. and P.M. peak hour traffic volume counts should be taken at the existing project intersections.
(B) Weekday twenty four (24) hour bidirectional traffic volume counts along roadways or twenty four (24) hour intersection approach counts should be taken by city's request.
(5) Trip Generation:
(A) tilizing the land use codes and rates provided in the latest edition of the Institute Of Transportation Engineers' "Trip Generation Manual", weekday daily and peak hour vehicle trips generated by the project should be presented.
(6) Trip Distribution:
(A) Based upon existing conditions and/or city direction.
(B) Include clear explanation of distribution methods.
(7) Trip Assignment:
(A) Assignment of anticipated new trips to the project roadways/intersections.
(B) Any trip reduction values, including pass- by trip reduction factors, must be approved by the city prior to the completion of analysis.
(8) Accident Analysis:
(A) If required, provide analysis for the latest three (3) years of accident data available within the project corridor and at the project intersections.
(B) Analysis must be presented by collision type and injury severity.
(9) Projected Traffic Data:
(A) Traffic projections are to be calculated utilizing a compounded annual growth rate determined by review and analysis of past traffic data along the surrounding street system unless otherwise provided by the city.
(B) Traffic projections along the surrounding roadway system without as well as within the proposed development shall be calculated and presented in the study.
(10) Capacity Analysis:
(A) Weekday A.M. and P.M. peak hour levels of service shall be calculated for all project roadways and intersections for existing study year and future study year(s) with existing conditions (no build) and proposed lane configurations/traffic control (build) based upon the methodology presented in the most current version of the "Highway Capacity Manual".
(11) Turn Lane Analysis:
(A) Determine if right or left turn auxiliary lanes are required at the project study intersections with the inclusion of the proposed development based upon table 5 of this section.
(B) If turn lanes are warranted, determine the turn lane length required with traffic from the proposed development based upon AASHTO requirements as well as table 1-2 in the city of Mesquite master plan.
(12) All-Way Stop Analysis:
(A) If an all-way stop analysis is required/requested by the city, the need for an all- way stop controlled intersection shall be determined using the methodology presented in the most current version of the "Manual On Uniform Traffic Control Devices" (MUTCD).
(13) Traffic Signal Warrant Analysis:
(A) If a traffic signal warrant analysis is required/requested by the city, the need for new traffic signals shall be determined using the methodology presented in the most current version of MUTCD.
(B) Traffic signal warrants 1 and 2 should be performed unless otherwise stated.
(14) Mitigation:
(A) Recommended traffic mitigation measures for any development which is projected to result in a level of service D or worse as defined by the Transportation Research Board's "Highway Capacity Manual". Said measures shall result in a projected level of service C or better.
(15) Conclusions/Recommendations:
(A) Present the findings of the analysis including transportation impacts and the need for potential improvements.
(16) Appendices:
(A) Include all data and generated reports, etc.
TABLE 5
ACCESS MANAGEMENT STANDARDS - ARTERIALS1
Access Management Control | Posted Speeds | Signals Per Mile | Median Type | Left From Major Street? (Spacing From Signal) | Left From Minor Street Or Driveway? | Right Decel Lanes At Driveways? | Driveway Spacing2 |
High access control | 45-55 mph | 2 or less | Raised with channelized turn pockets | Yes 750' minimum | Only at signalized locations | Yes3 | 250'/500' |
Moderate access control | 40-45 mph | 3 or less | Raised or painted with turn pockets | Yes 500' minimum | No, on 6 or 8 lane roadways without signal | Yes4 | 200'/300' |
Low access control | 35-40 mph | 5 or less | Raised or painted with turn pockets or undivided with painted turn pockets or two- way left turn lane | Yes 350' minimum | Yes | No | 150'/200' |
Source: city of Mesquite master plan
Notes:
1. On street parking shall not be allowed on any new arterials. Elimination of existing on street parking shall be considered a priority for major and minor arterials operation at or below the policy level of service.
2. Minimum spacing from signalized intersection/spacing from other driveways.
3. If there are more than 30 inbound right turn movements during the peak hour.
4. If there are more than 60 inbound right turn movements during the peak hour.
6. Figures To Be Included In The Report:
a. Vicinity map.
b. Site plan illustration.
c. Existing lane configurations and traffic control for study roadways and intersections.
d. Existing traffic volumes for study roadways and intersections.
e. Trip distribution percentages.
f. Trip assignment(s).
g. Projected traffic volumes for study roadways and intersections for all study years, without the proposed development.
h. Projected traffic volumes for study roadways and intersections for all study years, with the proposed development.
i. Recommended/proposed lane configurations and traffic control for study roadways and intersections.
7. Master Planned Community With Overall TIA: If there is master planned community with an overall TIA, another TIA will not be required for each phase, unless some portion of the original TIA is no longer valid due to changes in the standards or community. Nevertheless, the city may request a category 1 study for each phase if it has reason to think the target levels of service at driveways and intersections may be compromised. (Ord. 489, 1-27-2015)
D. Traffic Control: Traffic control devices shall be provided for new development pursuant to standards adopted by the department of public works.
E. Sidewalk Design Standards:
1. When Required: Sidewalks, or pedestrian crosswalks, may be required, upon a determination by the zoning official or director of public works, to provide circulation or access to schools, playgrounds, shopping centers, community facilities or other locations with significant pedestrian traffic.
2. Standards: Sidewalks, where required pursuant to these regulations, shall be designed in compliance with the adopted standards of the city, which standards shall be increased as required to comply with ADA requirements.
F. Access Standards:
1. Applicability: Proper access design and location are essential to the maintenance of safe, efficient traffic flow. Access standards shall apply to all development to prevent the proliferation of poorly spaced driveways that can reduce the safety and carrying capacity of community streets.
2. Required: Every lot shall abut a street with adequate width for private driveways for the purpose of ingress and egress to the lot. Except as expressly provided by the UDO, no building permit shall be issued for any lot or parcel which does not abut a public street or an approved private street.
3. Standards And Specifications: All lots shall be provided with access by means of streets which have been constructed in conformance with the standards and specifications of these regulations, and dedicated in accordance with these regulations. However, the city council may consider for approval lots, parcels or tracts that are provided with the means of access by private streets so long as the private streets are a minimum of forty one feet (41') in width and are constructed in conformance with standards and specifications prescribed for public roads in these regulations, and an association or entity is responsible for maintenance of these streets.
4. Driveways; Width: Driveways providing access to single-family residential dwelling units, except in rural areas, shall be a minimum of sixteen feet (16') in width and shall be paved with either asphalt or concrete. All multi-family development shall be accessed by at least one driveway, twenty four feet (24') in width, that is paved with either asphalt or concrete.
5. Turning Lanes: Turning lanes may be required along arterial streets. When channelized right turn lanes are used, the zoning official or director of public works shall determine the minimum spacing between the driveways and intersections based on AASHTO standards.
6. Access From Specific Streets: No single-family or two-family lot shall be created which is accessed from an arterial street or a major collector street.
7. Variations: These standards are not intended to preclude access to existing lots. Where the city's standards would preclude access to a lot, the BZA may vary the access standards, subject to the following guidelines:
a. Corner lots adjacent to streets of unequal classification shall access the street designed to carry a lower traffic volume;
b. Corner lots adjacent to streets of equal classification shall access the street with the greatest frontage.
8. Bond: A performance bond of an amount determined by completion of the city's bond estimate form shall be posted prior to construction of a driveway.
9. Insurance: The director of public works shall establish minimum contractor insurance standards.
10. Site Distance Requirements: Driveways and subdivision entrances shall meet sight distance requirements set by the director of public works. The director public works shall give special consideration to existing parcels and land platted before adoption of the UDO; provided, that the owner must sign a waiver prior to the director public works's grant of exception.
11. Construction Details: Details of construction shall be designed and constructed as specified by the director public works. (Ord. 172, 9-24-1996, eff. 10-31-1996)