(A) Purpose. The purpose of these access management regulations is to promote and protect the public health and safety by providing development regulations that will result in safer access to property and safer traffic flow. It is recognized that land use and site planning issues are directly linked to the capacity of roadways to efficiently move traffic through an area and provide safe access to adjoining property. It is also recognized that achieving an appropriate balance between roadway access to adjoining property and the ability of roadways to carry through traffic will not only reduce future congestion and accident rates, but will also enhance emergency vehicle response times. These requirements are further intended to help achieve the following objectives:
(1) Provide a standard set of analytic tools and format for preparing Traffic Impact Studies.
(2) Allow the community to assess the effects that a proposed project may have on the community by outlining information needed and evaluation procedures to be used.
(3) Help ensure safe and reasonable traffic operating conditions on streets and intersections after development of the proposed use.
(4) Reduce the negative traffic impacts created by individual developments, which may negatively impact such developments, by helping to ensure the transportation system can accommodate the expected traffic safely and efficiently.
(5) Realize a comprehensive approach to the overall impacts of various developments along a corridor or within part of a community rather than a piecemeal approach.
(6) Provide direction to community decision-makers, road agencies, and developers of expected impacts of a project.
(7) Alert the community, transportation agencies, and developers of improvements or modifications needed to the roadway, access, or site design.
(8) Protect the substantial public investment in the existing street system.
(B) Traffic Impact Study Required.
(1) A Traffic Impact Study shall be required and shall be submitted by an applicant as part of a proposed site plan in accordance with § 154.14.01 when the proposed development will generate or has the potential to generate more than one hundred (100) vehicle trip ends during the peak hour of generation according to the most recent version of the ITE trip generation manual. A vehicle trip end is the total of entering and exiting vehicles for the proposed development at full build out and occupancy.
Estimates of traffic volumes shall be based on weekday traffic for locations at which weekday employment predominates. Retail development shall include weekend traffic volumes in the estimates. Traffic impact studies are not required for any type of residential subdivision.
(2) A Traffic Impact Study shall also be required for new phases or changes to an existing development where a traffic study is more than two (2) years old and roadway conditions have changed significantly (volumes increasing more than two percent (2%) annually). Additionally, a Traffic Impact Study shall be required for a change or expansion at an existing site where it is expected to increase traffic more than one hundred (100) vehicle trip ends during the peak hour of generation according to the most recent version of the ITE trip generation manual.
(C) Design Years. The traffic impact study design year horizon for a proposed development shall be twenty (20) years from opening day. However, if the vehicle trip ends in the peak hour of the proposed development is greater than 100, but less than 400, the design year horizon shall be ten (10) years from opening day.
(D) Traffic Impact Study Contents.
(1) Description of the site, surroundings, and study area: Illustrations and a narrative should describe the characteristics of the site and adjacent roadway system (functional classification, lanes, speed limits, etc.). This description should include surrounding land uses, expected development in the vicinity which could influence future traffic conditions, special site features and a description of any planned roadway improvements. The study should define and justify the study area selected for analysis.
(2) Description of the proposed development: A description of the proposed development should be provided, such as the number and types of dwelling units, the gross and usable floor area, the number of employees, and shift change factors. Intended phasing or future expansion should also be noted.
(3) Description of existing traffic conditions:
(a) Traffic counts: Existing conditions including existing peak-hour traffic volumes (and daily volumes if applicable) on street(s) adjacent to the site. Existing counts, including turn movement counts, for intersections in the vicinity which are expected to be impacted should be provided. Traffic count data shall not be more than two (2) years old.
(b) Traffic counts shall be taken on a Tuesday, Wednesday, or Thursday of non-holiday weeks.
(c) Roadway characteristics shall be described and illustrated, as appropriate. Features to be addressed include lane configurations, geometries, signal timing, traffic control devices, posted speed limits, average running speeds, and any sight distance limitations. Existing levels of service shall be calculated for intersections included within the study area.
(d) Existing driveways and potential turning movement conflicts in the vicinity of the site shall be illustrated and described.
(e) The existing right-of-way shall be identified along with any planned expansion of the right- of-way.
(4) Background Traffic Growth: The traffic impact study shall examine “before and after” conditions in order to evaluate traffic impacts associated with the proposed development. The impacts of all access alternatives on highway capacity and throughput shall be calculated for the opening year Build and No-Build conditions and for the design year Build and No-Build conditions using appropriate computer analysis software as agreed to and acceptable to the City.
(5) Trip Generation:
(a) Forecasted trip generation of the proposed development for the a.m. (if applicable) and p.m. peak hour and average day shall be calculated. This forecast shall be based on the data and procedures outlined in the most recent edition of Trip Generation published by the Institute of Transportation Engineers (ITE).
(b) Any trip reduction for pass-by trips, transit, ride sharing, other modes, internal capture rates, etc., shall be based both on ITE findings and documented survey results acceptable to the agency reviewers. The community may elect to reduce the trip reduction rates used.
(c) For projects intended to be developed in phases, the trip generation by phase shall be described.
(6) Trip Distribution:
(a) The projected traffic generated shall be distributed (inbound v. outbound, left turn v. right turn) onto the existing street network to project turning movements at site access points and nearby intersections where required.
(b) Projected turning movements shall be illustrated in the report.
(c) A description of the application of standard engineering procedures for determining the distribution shall be attached (trip distribution model, market studies, counts at existing driveways, etc.).
(7) Impact Analysis: Level of service or “capacity” analysis at the proposed access points using the procedures outlined in the most recent edition of the Highway Capacity Manual published by the Transportation Research Board shall be provided. Before and after capacity analyses shall be performed for all street intersections where the expected traffic generated at the site will comprise at least five percent (5%) of the existing intersection capacity.
(8) Access Design/Access Management Standards: The study shall include a map and description of the location and design of proposed access (driveways or new street intersections) including: any sight distance limitations, dimensions from adjacent driveways and intersections within one thousand (1,000) feet on either side of the main roadway, data to demonstrate that the number of driveways proposed is the fewest necessary, and support that the access points will provide safe and efficient traffic operation.
(9) Other Study Items: The Traffic Impact Study shall also include the following:
(a) Need for, or provision of, any additional right-of-way where planned or desired by the applicable transportation agency.
(b) Changes that should be considered to the site plan layout.
(c) If the use involves a drive-through facility, the adequacy of the queuing area should be evaluated.
(d) If a median crossover is desired, separate analysis should be provided.
(e) If a traffic signal is being requested, the applicable traffic signal warrants shall be provided along with an analysis of traffic progression along the roadway through coordination with other signals.
(f) Description of site circulation and available sight distances at site driveways.
(10) Mitigation/Alternatives: The Traffic Impact Study shall outline mitigation measures and demonstrate any changes to the level of service achieved by these measures. Any alternatives or suggested phasing of improvements should be described. The mitigation measures may include items such as roadway widening, turn lane geometries, changes to signalization, elimination or combination of access points, or reduction in the proposed intensity of use. Any applicable local or State agency shall review proposed mitigation measures. The construction and timing of roadway improvements shall be described.
(11) Qualifications of Traffic Impact Study Preparer: The preparation of a thorough traffic impact study requires extensive background and experience in traffic analysis. The person responsible for the preparation of the study shall meet the following requirements:
(a) Any Traffic Impact Study involving roadway or traffic signal design work shall be prepared by, or under the supervision of, a registered engineer (P.E.) with specific training in traffic engineering.
(b) The Traffic Impact Study should include a resume of the preparer responsible for the report. The Traffic Impact Study may also include relevant experience of the preparer’s firm. The study should also be signed by the preparer with full recognition of potential liability for the results and recommendations outlined in the report.
(E) Access Management Standards.
(1) Access to Parcel: To preserve and maintain efficient traffic movement, permitted access to all thoroughfares shall be limited as defined herein. A goal of these access management standards is to limit and reduce the number of driveways in favor of combined driveways and the construction of service roads to handle access to multiple parcels. These regulations are in addition to any other state, or local approvals required.
(a) Number of Driveways: Each lot is permitted to have a single, two-way driveway except in cases where a Traffic Impact Study clearly demonstrates the benefits of a second driveway from the standpoint of traffic movement. Examples of where a second drive may be justified include large corner lots where driveways on both streets may be desirable and instances where two, one-way drives are preferred more than one, two-way drive.
(b) Location of Driveways: All driveways shall be located as far as practical from the intersection of public streets.
(c) Conditional Approval of Driveways: As part of the site plan review process, a site plan may be approved with a specific driveway location under the condition that an agreement be reached between the property owner and the City requiring that such driveway(s) be closed when specific circumstances are met. Such circumstances may include the future construction of a service road on adjacent property, the opportunity for a shared driveway with development of adjacent property, or other site-specific circumstances. This conditional approval may be required even if the driveway(s) conforms to all other requirements of this section.
(d) Driveway Alignment: New driveways shall be aligned with existing driveways across a street unless such alignment is shown to be undesirable in a Traffic Impact Study. Where such alignments are shown to be undesirable, the centerlines of opposing driveways shall be offset at least one hundred feet (100').
HISTORY: (Newly proposed)