(1) Intent
A Traffic Impact Analysis (TIA) is intended to identify the transportation impacts which are likely to be generated by a proposed use and to identify improvements required to ensure safe ingress to and egress from a proposed development, maintenance of adequate street capacity, and elimination of hazardous conditions.
(2) Applicability
A TIA shall be required in the following cases:
(a) Any use that will generate in excess of 250 trips per acre per day based upon an estimate by the Highway Capacity Manual;
(b) The development is expected to reduce the level of service (LOS) on adjacent roadways and/or intersections to below a level of service below C, as noted or defined in the Highway Capacity Manual;
(c) Any use that due to its size, density, traffic generation rates, or location can reasonably be expected to create traffic issues, as determined by the City Engineer, are required to submit a TIA.
(3) Contents of a TIA
The TIA shall be prepared and certified by a professional traffic engineer and shall include, at a minimum, the following data and information. Information and statistics required by this section may, when available, be obtained from the city.
(a) Study Area
(i) Developments wishing to take access from an arterial street shall provide an analysis of the traffic impact from the proposed point of access to the nearest signalized intersections in all directions, or up to a 0.5 mile radius, whichever is less.
(ii) Developments wishing to take access from a collector street shall provide an analysis of the traffic impact from the proposed point of access to the nearest intersections of the collector with an arterial in all directions, or up to a 0.5 mile radius, whichever is less.
(iii) Developments wishing to take access from a residential street shall provide an analysis of the traffic impact from the proposed point of access to the nearest arterial streets in all directions, or up to a 0.25 mile radius, whichever is less.
(iv) For large developments which generate between 250 and 1,000 vehicle trips per hour between 3:00 p.m. and 6:00 p.m., the City Engineer may require the TIA to include an analysis of all arterial and collector roadways within 1 mile of the proposed site.
(v) For developments which will generate over 1,000 trips per hour between 3:00 p.m. and 6:00 p.m., the analysis may be required for a radius of up to 3miles of the proposed site.
(b) Existing Conditions
The report shall contain information clearly describing, in written or graphic form, the existing and proposed conditions including:
(i) The proposed land use of the site and anticipated stages of construction;
(ii) The existing street system including major intersections, ingress and egress locations, roadway and right-of-way widths, traffic signals and traffic control devices and public transportation facilities;
(iii) Any proposed changes in the street system; and
(iv) A 24-hour traffic count on all roadways which have direct access to the proposed development site and the existing average daily traffic volume and the highest average peak hour volume for any weekday hour between 3:00 p.m. and 6:00 p.m.
(c) Development Impact
The report shall include information on the average weekday trip generation rate (trip ends) and the highest average hourly weekday trip generation rate between 3:00 p.m. and 6:00 p.m. for the proposed use as determined from figures provided by a qualified traffic engineer.
(d) Determination of the Capacity of the Roadway
(i) Data and procedures contained in the Highway Capacity Manual, Special Report 87, published by the National Highway Research Board, shall be utilized to calculate the level of service of roadways as required for this TIA. Roadway service volumes shall be calculated at level of service C for roads identified as arterials and at level of service D for roads identified as collectors.
(ii) All arterial roadways operating below level of service C (inclusive of levels D, E, and F) shall be identified as congested locations. All collector roadways operating below level of service D (inclusive of levels E and F) shall be identified as congested locations.
(e) Determination of the Capacity of Intersections
(i) A load-factor analysis shall be conducted for 1 24-hour period on a weekday on all intersections within the study area. The highest average hourly load factor between 3:00 p.m. and 6:00 p.m. shall also be recorded. A maximum load factor of 3/10 are operating below level of service C (inclusive of levels D, E, and F) and shall be identified as congested locations.
(ii) A maximum load factor of 7/10 will be allowed for intersections involving 2 collector roads. All such intersections with a load factor greater than 7/10 are operating below level of service D (levels E and F) and shall be identified as congested locations.
(iii) To determine intersection capacity at levels of service C and D, Figure 6.8 and Tables 6.4, 6.5, and 6.6 of the Highway Capacity Manual shall be consulted or any other applicable figures or tables as determined by the City Engineer.
(f) Conclusions
The projected total future peak hour traffic demand shall be calculated for all roads fronting on a proposed site and all intersections within the study area. This demand shall consist of an assumed normal increase of traffic volume of 2% per year (or the Miami Valley Regional Planning Commission projections, whichever is less) and the anticipated traffic that will be generated by the proposed development. An analysis shall be undertaken to determine if roadways and intersections will operate at the appropriate level of service following completion of the development, given the future peak hour traffic that will be generated by the proposed development. This analysis consists of the comparison of the total future peak hour intersection and roadway traffic demand with the service volumes for levels C and D computed in § 154.10(G)(3)(d) above. All roadways and intersections that would operate below the required level of service following completion of the development shall be considered deficient.
(4) Mitigating Traffic Impacts
If the TIA results in the conclusion that the level of service of adjacent roadways and/or intersections is or will become deficient prior to the proposed development and will not be able to accommodate the increased traffic load generated by the proposed development, any or all of the following mitigating steps may be required, at the developer's expense, by the Zoning Administrator upon recommendation by the City Engineer. The Zoning Administrator shall make their determination prior to approval of a site plan, zoning permit, or zoning compliance permit, whichever is applicable.
(a) Limitation of the number and/or location of access points;
(b) Design of access points to prevent certain turn movements;
(c) Dedication of and/or improvement to the right-of-way abutting the development of improvements in the immediate vicinity of the development to add turn lane, through traffic lanes or allow redesign of intersections or access points to accommodate additional traffic or turning movements;
(d) Installation of traffic signals or other traffic control devices as may be warranted by the Uniform Traffic Control Manual; and/or
(e) Development of the site at a lower intensity than originally proposed.
(5) Responsibility for Thoroughfare Improvements
In cases in which a proposed street or right-of-way, as shown on the Tipp City Thoroughfare Plan, abuts or crosses the proposed development, the subdivider shall be responsible for all required public improvements, including the construction of the right-of-way as delineated on the Tipp City Thoroughfare Plan. Certain public improvements may be waived on review and approval by the Planning Board; however, right-of-way dedication shall be required in all cases. See also § 155.04(D)(4) in the Tipp City Subdivision Regulations.
(Ord. 5-14, passed 3-17-2014)