AccessAccess ManagementManagement ManualManual

T E X A S Prepared by the City of Irving Public Works/Traffic and Transportation Department Adopted September 5, 2019 Access Management Manual, September 5, 2019 TABLE OF CONTENTS

Section 1 Introduction Page 1.0 Purpose 1 1.1 Scope 1 1.2 Definitions 3 1.3 Authority 10

Section 2 Principles of Access Management 2.1 Relationship between Access and Mobility 11 2.2 Integration of Land Use and Transportation 11 2.3 Relationship between Access and Roadway Efficiency 12 2.4 Relationship between Access and Traffic Safety 12

Section 3 Access Management Programs and Policies 3.1 Identifying Functional Hierarchy of Roadways 14 3.1.1 Sub-Classifications of Roadways 14 3.1.1.1 Revising the “Master Thoroughfare Plan” 15 3.1.2 Comprehensive Plan 15 3.1.3 Discretionary Treatment by the Director 15 3.2 Land Use 15 3.3 Unified Access Planning Policy 16 3.4 Granting Access 16 3.4.1 General Mutual Access 17 3.4.2 Expiration of Access Permission 17 3.4.3 “Grandfathered” Access and Non-Conforming Access 17 3.4.4 Illegal Access 19 3.4.4.1 Stealth Connection 19 3.4.5 Temporary Access 19 3.4.6 Emergency Access 19 3.4.7 Abandoned Access 20 3.4.8 Field Access 20 3.4.9 Provision for Special Case Access 20 3.4.10 Appeals, Variances and Administrative Remedies 20 3.5 Parking and Access Policy 20 3.6 Access vs Accessibility 21 3.7 Precedence of Access Rights Policy 21 3.8 Right to Access A Specific Roadway 22 3.9 Traffic Impact Analyses (TIA’s) 22 3.9.1 Level of Service (LOS) 22 3.9.2 Traffic Impact Analysis (TIA) Requirements 23 3.10 Freeway Access Policy 23 3.11 New vs Retrofit Policy 24 3.12 Traffic Signals 24 3.13 Traffic Signal Easement 24 3.14 Traffic Signs and Pavement Markings 25 3.15 Access Requirements with Change in Zoning 25 3.16 Street Lighting 25 Access Management Manual, September 5, 2019 Section 4 General Driveway Requirements Page 4.1 Driveway Access Prohibited 26 4.2 Alleys 26 4.3 Minimum Driveway Length 26 4.4 Driveway Types 27 4.5 Internal Storage Requirements 27 4.6 Minimum Frontage Requirements and “Flag” Lots 28 4.6.1 Flag Lots 28 4.7 Access for Land-Locked Parcels 28 4.8 Preservation and Respect for Frontage Rights 29 4.9 Driveway Access Prohibited 29 4.10 Right Turn Lanes 29 4.11 Acceleration Lanes 30 4.12 Consideration of Existing and Proposed Improvements 30 4.13 Minimum Lateral Clearance 31 4.14 Drive-In and Drive-Thru Queue Storage 31 4.15 Clearance to Gates and Service Points 32 4.16 Special Requirements for Certain Land Uses 32 4.16.1 Vehicle Fueling Service Stations 32 4.16.2 Automobile and Truck Sales, Repair and Service 33 4.17 General Criteria for Single Family Residential Access 33 4.18 Driveway Access Proximity to Parking Spaces 34 4.19 Access Control by Plat, Deed, or Right-Of-Way Map 34 4.20 Accommodation of Pedestrians 34 4.21 Crossing Sidewalks 35 4.22 Driveway Connections with Steep Profile Gradients 35 4.23 Waste Material Dumpster Areas 35

Section 5 Driveway Geometrics 5.1 General 36 5.2 Fire Lane Requirements 37 5.3 Intersection Angle 37 5.4 Profile Grades for Driveways 38 5.4.1 Cross-Slope 38 5.5 Clearances 39 5.5.1 Vertical Clearance Control 39 5.5.2 Clearances for Parking Garages and Covered Parking 39 5.5.3 Utility Wires and Cables 39 5.6 Standard Driveways 39 5.6.1 Single Family Residential Driveways 40 5.6.2 Townhome and Condominium Driveways 40 5.7 One-Way Non-Residential Driveways 40 5.8 High Capacity Driveways 40 5.9 Limited Movement Driveway Approaches 41 5.9.1 Limited Movement Driveway Approach Required 41 5.10 Circular Driveways 41 5.11 Right Turn Lanes 42 5.11.1 Right Turn Lane Transitions 43 5.12 Traffic Islands and Medians for Driveways 43 5.13 Miscellaneous Design Details 44 5.13.1 Concrete Approaches Required 44 5.13.2 Curbs Required 44 Access Management Manual, September 5, 2019 Page 5.13.3 ADA Pedestrian Path 45 5.13.4 Mountable Curbs Required 45

Section 6 Driveway Location and Spacing 6.1 General 46 6.2 Fire Lanes 46 6.3 Accesses for Existing Development 46 6.4 General Location and Spacing Requirements 46 6.5 Frontage Road Access Requirements 47 6.6 Driveway Access to Frontage Roads in the Vicinity of Ramps 47 6.7 Access Adjacent To Freeway and Tollway Interchanges 47 6.8 Driveway Access as Part of a Street Intersection 47 6.9 Visibility Requirements 48 6.9.1 Visibility for Access Used By Heavy Trucks 48 6.9.2 Sight Easements 49 6.9.3 Land Use within the Visibility Triangle 49 6.9.4 Proximity to Bridges and Culverts 50 6.9.5 Future Projects 50 6.10 Truck Courts and Access 50 6.11 Driveway Approaches At Sags 51 6.12 Proximity to Railroad Grade Crossings 51

Section 7 Median Openings and Left-Turn Lanes 7.1 General 52 7.2 Full Median Openings 53 7.2.1 Location and Spacing 53 7.2.2 Geometrics of Left-Turn Bays and Full Median Openings 53 7.3 Limited Median Openings 54 7.3.1 Location and Spacing Relative to Limited Median Openings 54 7.3.2 Geometrics of Limited Median Openings 54 7.4 Related Work 55 7.5 Modification, Relocation or Removal of Existing Median Openings 55 Access Management Manual, September 5, 2019 FIGURES & TABLES

Figure Description Page 2.1 Access vs Mobility Relationship A-1 2.4 Composite Crash Rate Indices A-3 4.2 Driveway Alley Access A-4 4.5 Internal Storage, 1 of 2 A-5 4.5 Internal Storage, 2 of 2 A-6 4.6 Flag Lot Access A-7 4.15A Gate Controlled Driveway Access, Non-Rejection Case A-8 4.15B Gate Controlled Driveway Access, Rejection Case A-8 4.15C Gate Control of Access, In-Direct or Partial Control Case A-9 4.17 Corner Lot Front Access for Single Family Land Use A-10 4.22 Surface Treatment of Driveways on Steep Profile Gradients A-11 5.1A Principal Elements of a Driveway Access A-12 5.1B Two-Way Standard Drive Approaches A-13 5.4 Driveway Profile Criteria A-14 5.6.1 Single Family Residential Driveway Approaches A-15 5.6.2 Special Design for Townhome & Condominium Access A-16 5.7 One-Way Access Driveway Approaches A-17 5.9 Directional Approach Basic Geometry A-18 5.10 Circular Driveways for Single Family Land Use A-19 5.11 Right Turn Lane, 1 of 2 A-20 5.11 Right Turn Lane, 2 of 2 A-21 5.11.1 Right Turn Lane Geometry, 1 of 2 A-22 5.11.1 Right Turn Lane Geometry, 2 of 2 A-23 5.13.4 Laydown Mountable Curb Typical Section A-24 6.1 Intersection Functional Areas A-25 6.4A Importance of Adequate Corner Clearance A-26 6.4 General Driveway Location and Spacing, 1 of 2 A-27 6.4 General Driveway Location and Spacing, 2 of 2 A-28 6.5 Frontage Road Connection Spacing A-29 6.6 Frontage Road Access near Ramp Junctions, Exit Ramp A-30 6.6 Frontage Road Access near Ramp Junctions, Entrance Ramp A-31 6.7 Frontage Road Connection Spacing at Interchanges A-32 6.8 Driveway Alignment at a Street Intersection A-33 6.9A Intersection Visibility Triangle, Standard Design A-34 6.9B Intersection Visibility Triangle, Heavy Truck Design A-34 6.9C Effect of Curvature on Visibility Triangle A-35 6.10A Truck Court, Docks Parallel to Street A-36 6.10B Truck Court, Docks Perpendicular to Street A-37 6.12 Driveway Connection Proximity to Railroad Crossing A-38 7.1A Access Location Relative to Median Opening A-39 7.1B Median Opening Visibility Criteria, U-Turn Condition A-40 7.2.1 Median Opening Spacing A-41 7.2.2A Full Median Opening Geometry, Turning Criteria A-42 7.2.2B Full Median Opening Geometry, Left Turn Bay Design A-43 7.2.2C Left Turn Lane Transition on Tangent Roadway Geometry A-44 7.3A Limited Median Openings, Left Ingress Only A-45 7.3B Limited Median Openings, Left Egress Only A-46 7.3C Limited Median Openings, Left Ingress and Egress from One Side A-47 7.3.1 Median Opening Spacing, Left-In Only Limited Median Opening A-48 Access Management Manual, September 5, 2019

Table Description Page 2.3A Access vs Free Flow Speed A-2 2.3B Travel Time vs Signal Density A-2 2.4 Access vs Accident Rates A-3

Frequently Asked Questions Page Storage Length FAQ-1 Median Opening Width FAQ-1 Transition Length and Geometrics, Turn Lanes FAQ-1 Median Openings Prohibited Due To Small Radius Curve Alignment FAQ-1 Distance between Median Openings FAQ-1 CITY OF IRVING September 5, 2019 ACCESS MANAGEMENT MANUAL

Section 1 – Introduction

1.0 Purpose

Access Management is a set of tools and guidelines used to balance the needs of mobility on a roadway with the needs of access to adjacent land uses.

Proper access management assists in protecting the substantial public investment in transportation by preserving roadway efficiency and enhancing traffic safety, thus reducing the need for expensive improvements.

Comprehensive and consistent implementation of access management is an effective way to mitigate congestion and reduce vehicular and pedestrian accidents while maintaining the necessary flexibility to accommodate existing and future access requirements. Well-conceived and implemented access management has shown to not only preserve property values, but, in many cases, to enhance them.

This Manual provides standards, guidelines, and statements of traffic engineering principles necessary to protect the public health, safety and welfare by protecting the functional level of public streets while meeting State, regional, local and private transportation needs and interests.

1.1 Scope

This Manual establishes minimum design criteria for all driveways and private streets serving industrial, commercial, multi-family residential, and single-family residential land uses which access public streets, alleys, frontage roads, and highways.

The guiding principles are: 1. Vehicular and pedestrian safety; 2. Reasonable and workable limitation of conflict points resulting from vehicles entering and leaving the street system by way of driveway access; 3. Preserving and, where practical, enhancing the efficiency of traffic flow; 4. Anticipation of future land use development with regards to access needs and impact on roadway efficiency; 5. Consideration of new emerging transportation modes and technology; 6. Consideration of proposed and future improvements to specific street facilities and the general mobility planning of the City, including public transit.

The provisions of this Manual apply to the construction or modification of driveways and driveway approaches accessing public streets, alleys, frontage roads, and highways. In Access Management Manual, September 5, 2019 Page 2 of 55

addition, certain provisions, where indicated, can be applied to existing access to the public street system.

Traffic operations internal to the private property, such as driveway and parking aisle intersection operation, parking and truck maneuvering, can significantly impact traffic flow on the adjacent public street, therefore, the standards and protocols of this Manual apply not only to that portion of the driveway access approach within the public right-of-way or easement, but, to such an extent into the private property that flow and operation of traffic on the public street is directly effected. Except in special circumstances as interpreted by the Director the jurisdiction of this manual shall extend into the private property as follow:

Land Use: Industrial Commercial Multi-Family Single Family Street Classification Arterial or Higher 200 ft 100 ft 100 ft 30 ft Collector 160 ft 50 ft 50 ft 30 ft Local Street 160 ft 50 ft 50 ft 20 ft Alley 80 ft 40 ft 40 ft Building Line Note: Distance is 150 feet where drive-in or drive-thru facilities are present or where access is controlled, limited or restricted in any way by gates or other means (see Section 4.15).

On-street parking, including head-in parking directly from the public street and on-street loading zones, will be considered a matter of access management only as it relates to driver visibility. Approval of driveway access to a public street may include a requirement for the removal or modification of on-street parking.

For purposes of this Manual, private streets shall be treated as driveways.

For consistency with other official City documents, reports and studies, classification of roadways into various levels of access control shall follow the functional classifications indicated by the currently adopted edition of the “Comprehensive Plan Master Thoroughfare Plan”, except that certain highway and arterial roadways are more specifically classified where necessary to make allowance for their current access density and type as well as their local functional operation. A copy of the “Master Thoroughfare Plan” is included as an insert of this Manual and shall be considered part of this document.

The minimum requirements of other City Code and Ordinances, as well as State and federal law, supersede the provisions of this Manual where they specify a higher standard. Access to properties for emergency response will be a critical element in the application of this Manual. The requirements for fire lanes, both in terms of geometry and location, shall be given priority if they impose a requirement higher than that of this Manual. Access Management Manual, September 5, 2019 Page 3 of 55

Unless otherwise indicated, dimensions used by this Manual refer to the distance between faces of curbs or along the face of curb of the street section. If no curb is present, dimension is to the edge of the paved roadway surface excluding any shoulder pavement, if present.

All measurements are in Conventional English (Imperial) Units.

1.2 Definitions

Acceleration Lane - A speed-change lane, including transition, for the purpose of enabling vehicles entering a roadway to increase speed to a rate where traffic may safely merge.

Access (noun) - Any driveway or other point of entry and/or exit to or from a public street; (verb) the ability to enter (ingress) and leave (egress) a parcel of land from or to an abutting roadway.

Accessibility - A measure of the ease by which a given location can be reached from the numerous locations that comprise a region; not to be confused with “Access”.

Alley - A way, paved or unpaved, which does not have an official name other than “Alley”, situated within a dedicated public right-of-way used primarily as a service drive and for limited local access; not a street; private alleys shall be considered to be driveways.

Approach, Driveway - The entrance to a driveway from a public street between the face of curb of the street and the far end of the corner radii.

Approach, Driveway, Limited Movement - A driveway approach which limits ingress and/or egress use by directional controls such as islands and medians.

Approach, Intersection, Upstream - The segment of a public street from which traffic arrives at an intersection of two or more streets or to the intersection of a street and a driveway; also called “queuing approach” since traffic is stored on this segment of roadway while waiting for release by a traffic signal or while stopping at a STOP sign-controlled intersection.

Approach, Intersection, Downstream - The segment of a public street into which traffic moves after clearing an intersection of two or more streets or to the intersection of a street and a driveway.

Arterial Street - A major thoroughfare functionally intended more for mobility than access; sub-classes of Principal Arterial, Major Arterial and Minor Arterial roadways are indicated on the Master Thoroughfare Plan.

Auxiliary Lane - A traffic lane intended for and designated by pavement striping and/or signage for use for acceleration or deceleration, to accommodate right-turning or left- Access Management Manual, September 5, 2019 Page 4 of 55

turning traffic, but, not for through traffic use; not a travel lane.

Backage Road - A service road separated from a major controlled-access roadway by property not street right-of-way; see “Service Road”.

Capacity - The number of vehicles that can theoretically traverse a point on a roadway during a set time period of time under prevailing roadway configuration and control conditions.

Circular Driveway - A single continuous driveway with two points of access to one or two public streets, but, not to an alley.

Collector Street - An intermediate class thoroughfare functionally intended equally for mobility and access; sub-classes of Major Collector and Minor Collector are indicated on the Master Thoroughfare Plan.

Commercial Land Use - A parcel of land zoned and/or used primarily for office, retail or institutional purposes, including places of corporate worship (i.e. churches, etc.) even if not situated on property zoned commercial.

Common Access Easement - An easement, dedicated by plat or separate recorded instrument, which allows construction of a single driveway access to serve more than one property; also called “Mutual Access Easement” or “Joint Access Easement”.

Connection - An entry and/or exit such as a private driveway to a public street; see “Access” (noun).

Connection Spacing - The distance between conforming connections (accesses) measured from the closest edge of pavement or face of curb of one connection to the closest edge of pavement or face of curb of the other connection along the edge of the traveled way.

Controlled Access - See “Limited Access Facility”

Corner Clearance - The distance along the edge of the traveled way between the nearest edge of pavement of the intersecting roadway and the nearest edge of pavement of the connecting driveway or other street.

Corner Radius - The connection of the outer limits of a driveway and street intersection by means of a circular arc; a.k.a. “curb radius” or “curb return”; also the measurement in feet of the geometric radius of said corner.

Corner Lot - A parcel of property at the intersection of two roadways that has frontage on each roadway.

Cross Access - A type of “Shared Access” in which a driveway or parking lot aisle parallels the public street, connecting adjacent properties or lots, and providing access for each using Access Management Manual, September 5, 2019 Page 5 of 55

one or more shared access points.

Crossover - See “Median Opening”

Curb Radius - See “Corner Radius”

Curb Return - See “Corner Radius”

Deceleration Lane - A speed-change lane, including transition, for the purpose of enabling a vehicle to slow to a speed to safely negotiate an exit from the roadway after it has left a travel lane of the roadway.

Directional Approach - See “Approach, Driveway, Limited Movement”.

Limited Median Opening - An opening in a non-traversable (raised) median that provides for only limited movements such as U-turns or left-turns from a roadway.

Director - The Director of Public Works-Transportation of the City of Irving or his/her designated representative.

Divided Roadway - A roadway with non-traversable (raised) medians separating traffic moving in opposite directions.

Driveway - A private roadway, paved or unpaved, that permits access between private land use(s) and public streets and alleys; includes internal storage.

Driveway, One-Way - A driveway to permit, by signage or physical barriers, traffic to flow only in one direction to egress or ingress the private property, but not both.

Driveway Width - The width in feet of the driveway approach measured between the termination of the corner radii at the private property end of the approach.

Duplex – A structure containing two (2) residential dwelling units; unless specified otherwise, the requirements for single-family residential land use access apply. A single property containing more than one duplex is considered a multifamily land use.

Engineering Study, Traffic - A limited technical analysis of the anticipated operation and impact of a proposed driveway access or group of accesses for a specific site generally including trip generation, trip distribution, and traffic assignment at the proposed connections as well as basic background traffic data such as existing traffic volume and volumes projected for a horizon year; see also “Traffic Impact Analysis (TIA)”.

Expressway - A limited access highway; a freeway or a tollway. Access Management Manual, September 5, 2019 Page 6 of 55

Field Access - Access to unimproved land.

Frontage - The length in feet of a single property ownership or platted land use adjacent to a public street measured at right angles to the extreme property corners.

Frontage Road - A collector street providing access to adjacent properties where a parallel highway or arterial roadway does not permit direct access; a service road located between the freeway, toll road, or limited access arterial and the fronting private properties; see “Service Road”.

Full Median Opening - An opening in a non-traversable (raised) median designed to allow all turning movements to take place for both the through roadway and intersecting driveways and/or streets; see “Limited Median Opening”.

Functional Boundary of an Intersection - The physical intersection of two streets plus the lengths of roadway adjacent to the intersection necessary to provide all required storage lengths and maneuvering distances for separate turn lanes (if any) and for through traffic.

Functional Classification - The process by which roadways are grouped according to the character of service that they are intended to provide based on both movement functions and access functions; the classification limits range from the main lanes of freeways that provide no local access to cul-de-sacs that provide full access and no through movement of traffic.

Horizon Year - The anticipated date of full development of the site used in preparation of Engineering Studies and Traffic Impact Analyses (TIAs).

Illegal Driveway - A driveway constructed after adoption of this Manual without permit or meeting any of the requirements of Section 3.3.

Industrial Land Use - A parcel of land used primarily for industrial, manufacturing, warehousing, product or commodity distribution, or assembly uses characterized by significant numbers of truck movements to and from the property.

Internal Storage - The portion of the driveway between the property line (right-of-way line) and the near side of the first intersecting internal drive aisle or parking space; also the portion of the driveway between the property line and a gate or access control service point which prohibits or restricts in any manner the free ingress and/or egress of the property by way of the driveway.

Intersection - The common area of the junction of two or more streets or driveways, or a driveway and a street, or a driveway and an alley.

Intersection Functional Boundary - The total area of an intersection necessary to provide all required storage for separate turn lanes and for through traffic plus maneuvering distance Access Management Manual, September 5, 2019 Page 7 of 55

for the turn lanes; it includes more than the basic physical area of the intersection.

Intersection Sight Distance - The distance in feet from the driver’s eye of a vehicle egressing the property served by the driveway to any approaching vehicle which could conflict with the movement to enter the roadway such that the movement can be completed safely; the basic design parameters for determining acceptable intersection sight distance are given by the current edition of A Policy on Geometric Design of Highways and Streets published by the American Association of State Highway and Transportation Officials (AASHTO).

Level of Service (LOS) - A measure of traffic flow and congestion as defined in the current edition of the Highway Capacity Manual (published by the Transportation Research Board), ranging from a classification of “A” to “F”, generally described in terms of speed, freedom to maneuver, continuity of flow, comfort and convenience.

Limited Access Facility - A street or highway especially designated for through traffic only where all access directly to or from adjacent property is denied.

Limited Median Opening - An opening in a non-traversable (raised) median that restricts free passage across the median and limits turning movements crossing the median; see “Full Median Opening”.

Local Street, Commercial - A public street not designated as a freeway, arterial nor collector street by the Master Thoroughfare Plan, intended primarily for access by adjacent properties all or predominately all of which have commercial, or multi-family land uses; the Director may designate any local street as an “commercial local street” even if the current adjacent land uses are predominately residential if the current edition of the City’s “Future Land Use Plan” indicates a planned higher land use.

Local Street, Industrial - A public street not designated as a freeway, arterial nor collector street by the Master Thoroughfare Plan, intended primarily for access by adjacent properties all or predominately all of which have industrial, or mixed industrial and commercial land uses; an industrial local street is generally associated with a significant volume of heavy truck movements; the Director may designate any local street as an “industrial local street” even if the current adjacent land uses are predominately residential or commercial if the current edition of the City’s “Future Land Use Plan” indicates a planned higher land use.

Local Street, Residential - A public street not designated as a freeway, arterial nor collector street by the Master Thoroughfare Plan, intended primarily for access by adjacent properties all or predominately all of which have single family, duplex, triplex or quadplex residential land uses. Access Management Manual, September 5, 2019 Page 8 of 55

Median - That portion of a divided highway separating opposing traffic; a non-traversable median is raised or contains a barrier preventing vehicles from crossing between opposing lanes; a traversable median allows vehicles to cross between opposing lanes and is commonly used as a deceleration lane for left-turn movements.

Median Opening, Full - An opening in a non-traversable median provided for crossing and turning traffic.

Median Opening, Partial or Restricted - An opening in a non-traversable median which restricts all crossing movements and at least one turning movement.

Multi-Family Land Use - A parcel of land occupied by structures containing more than four (4) dwelling units per structure. Also see duplex and triplex.

Non-Conforming Driveway - Any driveway which does not conform to the provisions of this Manual, but, legally existed prior to official adoption of this Manual.

Parking Aisle - That portion of a parking lot exclusive of parking spaces and used to traverse the parking lot.

Parking Space - That portion of a parking lot designated for the parking, standing, loading or unloading of motor vehicles, or for the parking, standing, loading or unloading of truck trailers.

Private Street - A driveway identified by a unique name recognized by the City and the U.S. Postal System.

Public Street - Any thoroughfare dedicated to the public, listed on the official index of Streets and maintained by or for the City, but, not an alley.

Queuing Approach - See “Approach, Intersection, Upstream”.

Residential Land Use - A parcel of land used primarily for single family, duplex, triplex or quadplex residential dwelling structure(s).

Right-of-Way - A general term denoting land, usually in a strip, acquired or dedicated for construction and maintenance of a street or highway including other related facilities such as sidewalks, signage, and street lighting; for streets, right-of-way can be an easement or land used by the street by prescription.

Right-turn Lane - A deceleration lane to facilitate the save exiting of a vehicle from a roadway by turning to the right.

Service Point - The location where access to private property is controlled; also, the location where drive-thru service is conducted. Control of access may be by security guard or Access Management Manual, September 5, 2019 Page 9 of 55

through the use of such devices as a ticket dispenser, card-reader or key-code pad, decal scanner, talk-box, or other similar means.

Service Road - See “Frontage Road” and “Backage Road”.

Shared Driveway or Shared Access - A single driveway serving two or more adjoining properties enabling all properties access to the public street by way of a common driveway; also known as “common access” and “mutual access”; see also “Cross Access”.

Sight Distance - The distance visible to the driver of a typical passenger car measured along the normal travel path of a roadway from a designated location to specified height above the roadway; see also “Stopping Sight Distance” and “Intersection Sight Distance”.

Signal - A traffic control signal system.

Signal Progression - Movement of traffic flow at a planned rate of speed without stopping through adjacent signalized intersections within a traffic control system.

Stealth Connection - A new and surreptitious driveway access of formal or informal construction for which no notice was given to the City and not qualifying as a Temporary Access per Section 3.3.4 nor an Emergency Access per Section 3.3.5; see “Illegal Driveway”.

Stopping Sight Distance (SSD) - The distance required by a driver of a vehicle traveling at a given speed to bring the vehicle to a complete stop after observing an object on the roadway perceived to require the stopping of the vehicle; it includes the distance traveled during perception and reaction time plus the distance necessary for the vehicle’s brakes to bring the vehicle to a stop; the basic design parameters for determining stopping sight distance are given by the current edition of A Policy on Geometric Design of Highways and Streets published by the American Association of State Highway and Transportation Officials (AASHTO)

Storage Lane Length - Length of a portion of an auxiliary turning lane exclusive of the transition; should be equal to or greater than that required to contain the maximum queue of vehicles likely to accumulate in the lane during the peak traffic hour with a particular degree of certainty plus that portion of the deceleration distance not included in the transition.

Traffic Impact Analysis (TIA) - A formal and detailed traffic engineering study that determines the potential traffic impacts of a proposed traffic generator including recommended roadway and intersection improvements needed to accommodate or mitigate an expected traffic volume increase (LOS) or change in traffic routing; also called a transportation impact study; see also “Engineering Study”.

Travel Lane or Traveled Way - That portion of the roadway for the through movement of Access Management Manual, September 5, 2019 Page 10 of 55

vehicles; it does not include any shoulder(s) or auxiliary lane(s).

Triplex – A structure containing three (3) residential dwelling units; unless specified otherwise, the requirements for single-family residential land use access apply. A single property containing more than one triplex is considered a multifamily land use.

Truck Court - A paved area adjacent to an industrial or commercial building for the purpose of maneuvering trucks, with or without trailers, and for loading, unloading, parking or servicing trucks at a dock.

Utility Service Driveway - A driveway intended for the exclusive use by utility service vehicles for access to utility facilities such as electric substations, communications towers, water pump stations, metering stations, sewage lift stations, etc., on an infrequent basis.

1.3 Authority

The Director is authorized to enforce minimum access standards as contained in this Manual and to require additional or revised access standards when, based on the Transportation Code of the State of Texas, standards contained in publications of the Institute of Transportation Engineers (ITE), the Transportation Research Board (TRB), and the Association of American State Highway and Transportation Officials (AASHTO), and professional engineering judgment, such additional or revised standards are necessary to insure compliance with the Law and proper function of the City’s street system for the safety and welfare of the public.

The Director is authorized to require modification of any driveway if it is determined the driveway is unsafe, posses a potential hazard, or is an unnecessary or egregious restriction to the flow of traffic.

The City is authorized to withhold any Certificate of Occupancy unless and until all applicable standards contained in this Manual are met. Access Management Manual, September 5, 2019 Page 11 of 55

Section 2 – Principles of Access Management

2.1 Relationship between Access and Mobility

All functional classes of roadway, from freeways with full access control to local streets with only minimal control of access, serve varying levels of through traffic movement. Refer to Figure 2.1 for a graphical depiction of the relationship of access to mobility by class of roadway.

Freeways provide the highest level of mobility and are intended to carry the greatest amount of traffic at the highest speed consistent with safety. Accordingly, freeway (and tollway) main lanes allow no direct access to adjacent property; access to the freeway main lanes is available only at interchanges and ramps.

Arterials provide the next highest level of mobility and are intended to carry substantial volumes of traffic over relatively long distances and at moderate to relatively high speeds. Direct property access is allowed, but, must be carefully managed to preserve the capacity of the roadway investment and avoid creating unsafe and congested traffic operations.

Collectors provide lower mobility and are intended to carry lesser volumes of traffic at moderate speed. Since most of the trips on collectors are of shorter distance or represent only a relatively small segment of a longer trip, collector streets can safely provide a higher degree of property access.

Local streets provide the lowest level of mobility and are intended primarily to provide direct access to adjacent or nearby properties. The lowest sub-class of local street, the cul-de-sac, functions almost exclusively to provide access. Mobility is still a concern, however, particularly for local streets serving industrial and commercial land uses where large trucks may need to negotiate the street and large numbers of employees and customers may generate significant traffic volumes.

Service Roads (Frontage Roads and Backage Roads) provide access to adjacent properties along freeway and toll road corridors, therefore, functionally, service roads perform similarly to collector streets. However, the effect of merging traffic in the vicinity of ramps (in the case of frontage roads), the complexity of interchange intersections, and the usually very high traffic volumes encountered on service roads place them in a separate class of facility for purposes of access management.

2.2 Integration of Land Use and Transportation

Land use of any kind generates traffic. Integration of land use and transportation planning utilizing sound and tested traffic engineering principles promotes optimization of the roadway network performance, preserves the public and private investment in the street infrastructure, and significantly improves traffic safety at the same time facilitating development of property to achieve positive economic growth. Properties with frontage on collector and higher class Access Management Manual, September 5, 2019 Page 12 of 55

roadways will be expected to minimize the number of points of access and maximize the spacing between driveways through the use of shared access or the construction of local streets to achieve greater accessibility without detrimental impact on the efficiency and safety of streets of higher functional class. Even properties with frontage on local streets will be limited in the number and spacing of driveway accesses, but, to a lesser degree, utilizing shared access were necessary or desired.

Figure 4.5 shows examples of shared and common access for adjoining properties.

2.3 Relationship between Access and Roadway Efficiency

The number and spacing of points of access along any street influences the ability of that street to move traffic. Frequent access connections, median openings, and closely-spaced traffic signals are a recipe for congestion on major roadways. Refer to Table 2.3A for an illustration of the impact of access to the efficiency of the roadway. Having as few as forty access connections in a one-mile segment of roadway, that is an average spacing of 132 feet between driveways for a divided street or 264 feet between driveways on an undivided street, can be expected to reduce the average speed of traffic by ten miles per hour.

Driveways serving land uses with significant traffic generation can warrant the installation of traffic signals. Minimizing the number of traffic signals and promoting appropriate signal spacing significantly improves average travel time. As shown by Table 2.3B, adding only one traffic signal in a mile of roadway where there are already two signals in that mile reduces through travel speed by an average of nine percent; based on a 35 mph posted speed limit, the effective average speed would be reduced about 3 mph and adding almost ten seconds to the time it takes every vehicle to traverse that one mile of street.

2.4 Relationship between Access and Traffic Safety

Studies over many years have conclusively determined that as access density increases, crash rates increase. Figure 2.4 illustrates graphically the relationship between the number of access connections per mile and the rate of accidents using an index value of 1.0 for a baseline of ten accesses points per mile. When the number of access points increases from ten to forty per mile, the crash rate more than doubles. Forty access connections per mile is an average driveway spacing of 132 feet on a divided road and 264 feet on a divided street. Limiting the number of driveway accesses particularly on service roads, arterial and collector streets has a significant safety benefit.

Roadways with non-traversable medians, that is raised medians or barriers separating traffic moving in opposite directions, are safer at higher speeds and at higher traffic volumes than undivided roadways or those with continuous two-way left-turn lanes. Table 2.4 illustrates the relationship in terms of crashes per million vehicle movements and the number of access points in a sample mile of roadway versus the median type of that roadway section. As can be seen, a street with a non-traversable median is, typically, at least 29% and as much as 43% safer than Access Management Manual, September 5, 2019 Page 13 of 55

an undivided street with the same number of driveway and/or street intersections. This demonstrates that good access management practice requires that openings in non-traversable medians must be kept to a minimum and selected with care to maximize the safety as well as the efficiency advantages of medians. Access Management Manual, September 5, 2019 Page 14 of 55

Section 3 – Access Management Programs and Policies

3.1 Identifying Functional Hierarchy of Roadways

The current edition of the City’s “Comprehensive Plan Master Thoroughfare Plan” will be used to identify the functional class of street. The classes and general description of each class is given in Section 2.1. A copy of the current “Master Thoroughfare Plan” is located on the City of Irving website.

The “Master Thoroughfare Plan” can and will change over time by Ordinance of the City Council. The latest approved version of the Plan will govern application of this Manual.

3.1.1 Sub-Classifications of Roadways

Sub-classes “industrial local street” and “residential local street” shall be as defined in Section 1.2. In addition, certain highway and arterial street segments are given special sub-classification designations for purposes of access management as follows:

Sub-Classification of Certain Highways and Arterial Streets

Roadway Segment Designation Belt Line Road Belt Line Road Hunter Ferrell Rd. to Shady Grove Rd. BL-1 Shady Grove Rd. to Rock Island Rd. BL-2 Rock Island Rd. to Story Rd. BL-3 Story Rd. to I.H. 635 BL-4 MacArthur Blvd. South City Limits to Oakdale Rd. MCA-1 Oakdale Rd. to Northgate Dr. MCA-2 Northgate Dr. to North City Limits MCA-3 Pioneer Drive Union Bower Rd. to Loop 12 PIO-1 Loop 12 to Nursery Rd. PIO-2 Nursery Rd. to Belt Line Rd. PIO-3 Belt Line Rd. to Valley View Ln. PIO-4 S.H. 356 Irving Blvd. East City Limits to Loop 12 356-1 (S.H. 356) Loop 12 to Nursery Rd. 356-2 Nursery Rd. to Sowers Rd. 356-3 Sowers Rd. to S.H. 183 * 356-4 S.H. 183 * S.H. 183 East City Limits to BNSF Rwy Bridge * 183-1 BNSF Rwy Bridge to Story Rd. * 183-2 Story Rd. to West City Limits * 183-3

* Refers to frontage roads; access to highway main lanes is access controlled. Access Management Manual, September 5, 2019 Page 15 of 55

Note that sub-classification of a roadway facility’s general functional classification may or may not be reflected in the posted speed limit.

3.1.1.1 Revising the “Master Thoroughfare Plan”

Revisions of the Master Thoroughfare Plan requires actions by the Planning and Zoning Commission and the City Council. Initial requests for revision of the “Master Thoroughfare Plan” shall be made in writing to the Director.

3.1.2 Comprehensive Plan

The “Comprehensive Plan of the City of Irving” identify certain locations and portions of roadways, including certain intersections and freeway interchanges for special treatment.

Transit Corridors including the Trinity Railway Express (TRE) Commuter Rail route and proposed DART Light Rail route, at-grade crossings, highway/railroad grade separations, and designated transit-oriented development zones (TOD’s) are candidates for special consideration.

3.1.3 Discretionary Treatment by the Director

In the interest of public safety, city-wide and regional mobility, preservation of existing efficiency, and consideration of future projects and programs, over-lay zoning districts as well as individual roadways and roadway segments may be designated by the Director for unique situations. Specific provisions of this Manual may be exempted or modified, or additional requirements imposed.

A “Statement of Exception to the Access Management Manual” will be provided, in writing, to property owners and developers effected by this discretionary treatment of access management by the Director.

3.2 Land Use

For purposes of this Manual, driveway access requirements shall be based on either the existing land use or the land use for the property indicated on the current edition of the City of Irving “Future Land Use Plan” as provided by the “Comprehensive Plan of the City of Irving”, or the current zoning of the property, whichever is the highest use.

Revision of the “Future Land Use Plan” to match the intended development of a property may be requested through the Planning & Community Development Department of the City of Irving. Likewise, application for a change in zoning for the property shall be made to the Planning & Community Development Department. Access Management Manual, September 5, 2019 Page 16 of 55

3.3 Unified Access Planning Policy

Beginning with the date of publication of this Manual, subdivision of any parcel of land or adjoining parcels of land under common ownership will require that a master plan providing access for the entire parcel or group of adjoining parcels, meeting the requirements of this Manual, be submitted and approved before approval of any preliminary or final plat covering any portion of the parcel or parcels. Henceforth from the date of adoption of this Manual, the parcel or group of adjoining parcels under common ownership will be considered, for traffic access purposes, to be one unified parcel of land.

Furthermore, sale of part of the unified parcel does not excuse the severed lot nor any of the remaining lots from the approved original unified access plan must be included on a plat. It shall be assumed that the approved Unified Access Plan applicable to any parcel of land has been disclosed by the owner to any and all subsequent owners, and that said Plan is an assumed item of discovery or disclosure as part of any “due diligence” process with regard to the property.

Application may be made to the Director for modification of the original unified access plan and subsequent modified plans. The Director shall have primary authority to approve or deny the request.

Public projects of the City, County, State or any other public agency which impact the unified parcel such as acquisition of right-of-way from the parcel, construction of new streets, abandonment of existing roadways, or development of adjacent land may require modification of the original unified access plan. In this case, the City or the land owner can initiate the modification process.

The Unified Access Planning Policy encourages shared and common access (also known as mutual access) arrangements which enable multiple properties to take advantage of the limited number of public street connection points permitted. Refer to Figure 4.5 for examples.

The Unified Access Plans shall be kept and maintained by the Department of Traffic and Transportation.

3.4 Granting Access

Driveway or private street access to a public street may be granted by: a. Site Plan approval in accordance with current zoning and subdivision ordinances; b. Detail Site Plan Zoning (SP-1) approval; c. Permit issued by Inspections Department and approved by the Department Traffic and Transportation; d. Capital Improvements project of the City or by the Texas Department of Transportation (TxDOT) or by Dallas County Public Works or by the North Texas Tollway Authority or by Dallas-Fort Worth International Airport with City approval; or Access Management Manual, September 5, 2019 Page 17 of 55

Temporary access for purposes of construction or other purpose acceptable to the Director shall be granted provided all requirements of Section 3.4.5 are met.

Note that a driveway access construction permit must be secured from Inspections Department, Building Permit Division, prior to any driveway or private street construction activity within the public street right-of-way easement if access is granted under “a” or “b” above. In addition, in certain cases as defined in this “Manual.”

3.4.1 General Mutual Access

Where so stipulated on a plat subdividing a parcel of land, mutual access between and amongst all or a specified portion of the lots may be declared. In such case, a description by metes and bounds of the common access corridor(s) is not required, neither on the plat nor by separate legal and recorded instrument. The City requires that an access to the public street system for one lot applies to all lots of the subdivision in accordance with the plat stipulation.

Typical statement to appear on the plat would be: “A cross access easement to serve the entire tract is dedicated by this plat”.

3.4.2 Expiration of Access Permission

Construction of the driveway or private street connection to the public roadway must be completed within six (6) months of the date of issuance of the permit. If no work has been performed on the access at the end of the six-month period, the permit shall expire. If work has commenced, but, is not yet completed, an extension of the permit must be secured from Inspections Department, Building Permit Division, and approved by the Traffic and Transportation Department. Other improvements planned or executed in the meantime may prevent the issuance of a new permit or an extension of the original permit.

However, permits for the construction of driveway or private street connections to public streets as depicted on Site Plan and Development Plan drawings for projects with approved “SP-1" Detailed Site Plan Zoning will be granted and renewed as necessary unless and until action is taken by the Planning Zoning Commission to annul or rescind the zoning case.

3.4.3 “Grandfathered” Access and Non-Conforming Access

A driveway access to a public streets in existence at the time of approval of this “Manual” for which there is no record or right granted under Section 3.4 shall be considered a “non- conforming driveway” as defined in Section 1.2. Such driveways may continue in use, except as specified herein, unless declared unsafe or a potential hazard to the public by the Director in accordance with Section 1.3. A legacy or “grandfathered” access not conforming to the requirements of this Manual should be removed at such time that the driveway is replaced by a Access Management Manual, September 5, 2019 Page 18 of 55

conforming access performing the same purpose. Upon re-development, platting, re-platting, zoning, re-zoning, or re-construction if greater than 50% of the original value of the improvements, a permit must be obtained and the access re-constructed to current standards if necessary.

A previously conforming driveway access may become non-conforming when one or more of the following occurs: a. a change to a higher land use; b. an increase in the intensity of use such that the Subdivision Zoning Ordinance requires at least five (5) additional parking spaces or a ten percent (10%) net increase in parking spaces, whichever is greater; c. a 10 percent increase in traffic generation using the latest edition of the ITE Trip Generation Manual using an access due to the closing of other access(es) or reconfiguration of the site development; d. the use of an access by heavy trucks or buses which was previously intended for passenger cars and single unit trucks only; e. changes within the property which reduces the internal storage; f. the addition or modification of a median opening on the public street by the property owner or by a developer of that property; g. landscaping within the visibility sight triangle is added or allowed to grow unchecked; h. objects such as signs, lighting standards, fences, or retaining walls are installed near a driveway access especially within the sight visibility triangle; i. a physical access control such as a gate or vehicle checkpoint is installed; j. the driveway is reconstructed; or k. a clearance restriction is constructed or modified.

Upon the occurrence of any of the above, as noted at the time of application for building permit or otherwise, it is the responsibility of the property owner to take corrective measures, if necessary, to restore the effected access(es) to conforming status.

When an applicant desires to modify an existing non-conforming driveway access to a public street, alley or highway to reduce the degree of non-conformity claiming that is it impractical to bring the access into full compliance with the minimum criteria of this Manual, the application for driveway modification shall be evaluated and a determination made by the Director.

The Director may require that a Traffic Impact Analysis be performed at the applicant’s expense to assist in said determination.

Financial hardship shall not constitute impracticality. The applicant shall demonstrate that safety and public welfare are not compromised by the proposal.

The application for modification of a non-conforming driveway shall be approved by the Director if the proposal achieves the maximum level of compliance that is practical and reasonable given the property limitations. Access Management Manual, September 5, 2019 Page 19 of 55

3.4.4 Illegal Access

Any driveway accessing a public street constructed after publication of this Manual without first meeting the access granting provisions of Section 3.4 is an illegal access, whether or not it conforms to the other provisions of this Manual. Illegal driveways do not have any non- conforming rights. Use of an illegal driveway shall be discontinued and required to conform to the regulations prescribed by this Manual, including permitting, within thirty (30) days of having received notice.

3.4.4.1 Stealth Connection

A stealth connection is a special class of illegal access distinguished by the sudden and surreptitious manner in which it was created. Upon discovery, the City may take immediate action to remove or make such an access unusable without notice.

3.4.5 Temporary Access

Access to a public street on a temporary basis shall be allowed only upon: (a) issuance of a construction permit, or (b) approval of the Director. All other temporary driveway accesses constitute an “illegal access” per Section 3.4.4. The temporary access must conform to the requirements of this Manual in all respects without specific approval of the Director otherwise. Details for construction of temporary driveway approaches shall conform to the requirements of the Traffic and Transportation Department. Furthermore, it shall not block or divert drainage of the street, nor shall it interfere with the use of any traffic lane within construction work zone barricading, signing, and other measures as may be required and approved by the Traffic and Transportation Department.

A temporary access must be removed within thirty (30) days of last use or upon completion of permanent access providing the same utility unless approved by the Director.

3.4.6 Emergency Access

Emergency access to a public street, to be used by authorized emergency vehicles only, may be permitted if use of existing access connections is not feasible. This must be a temporary use. A written explanation, complete with contact information and a schedule for the construction and removal of the driveway access will be submitted to and approved by the Director. See Section 3.4.5, Temporary Access. Access Management Manual, September 5, 2019 Page 20 of 55

3.4.7 Abandoned Access

Any driveway approach for which (1) there is no permit record nor other agreement with the City, (2) which has clearly been replaced by another access and (3) which clearly has been forsaken as a street access for the property as evidenced by the construction of a fence or permanent barricade, removal of the driveway, or construction of a structure across the opening shall be considered abandoned and may be removed by the City without notice.

3.4.8 Field Access

When access is needed from a public street to unimproved land, a permit for a “field access” will be required and will be granted provided other applicable requirements of this Manual are met. The geometric configuration of the field access shall conform to that required for the zoning of the property to be accessed, or if unplatted, conform to that required for the land use indicated on the Comprehensive Plan Land Use map. However, a driveway connection meeting the geometric requirements of access for single family residential land use may be allowed upon approval of the Director.

3.4.9 Provision for Special Case Access

In the event that physical or legal conditions prevent a property owner or developer from achieving at least one (1) point of access to a public street, and a shared access is deemed to be impractical or not in the public interest, the Director may approve a driveway that does not fully comply with the technical requirements of this Manual. In such instance, the driveway shall be considered a “Special Case Access”. Financial hardship shall not constitute physical impracticality. The driveway shall, however, comply as fully as practical with this Manual. Should, at a later date, the property be re-developed or consolidated with adjacent property or properties making access to the property available by other fully-compliant means, the Director may, at his discretion, order that the special case access be removed.

3.4.10 Appeals, Variances, and Administrative Remedies

Appeal of a denial of access, or denial of a specific type or design of driveway access shall be appealed to the Director. The determination shall be final and represent the City’s official position.

3.5 Parking and Access Policy

It is not the responsibility of the City to provide adequate parking for any development including single family residential. Furthermore, in the interest of the public safety and welfare, or as a result of public improvements, the City can remove on-street parking at any time without notice. Access Management Manual, September 5, 2019 Page 21 of 55

The loss of on-street parking does not necessarily and automatically permit construction of a driveway access nor modification of an existing access. Conversely, denial of approval to construct a driveway connection does not assure that on-street parking will be permitted.

3.6 Access vs Accessibility

Access is the ability to enter (ingress) and leave (egress) a property; one (1) point of access from a public street or highway satisfies this function. Accessibility, on the other hand, is a measure of the ease by which a given property can be reached from numerous locations in a region. The most basic intent of the public roadway system and City subdivision ordinances is to provide general mobility for the region and access to each parcel of property, but, not necessarily, optimum accessibility.

The level of accessibility for any particular parcel of land must be subordinate to public safety and the efficiency of traffic operations.

Access control is the means by which safety and traffic flow are optimized, congestion on the public street system is minimized, and the existing capacity of the system maintained while providing access to each property and accessibility only to the level which does not unduly impact mobility. By placing limitations on access, congestion is allowed to occur within the private properties rather than on the public street and highway system. In this way, the effect of congestion impacts far fewer motorists, improves safety, and allows traffic to flow in a much more fluid manner.

With improvements to the roadway system, access to existing properties will be assured, however, preservation of accessibility at the current level is not. The need to close or modify existing median openings, and to close, combine, or relocate existing driveway accesses should be anticipated especially where properties access major collector and higher class roadways. Site planning and development around the provisions and stated objectives of this Manual will greatly minimize the possibility of reduced accessibility in the future.

3.7 Precedence of Access Rights Policy

The City of Irving and other governmental agencies shall have first and priority claim to access rights where no existing legal access exists. A future public street identified on the “Comprehensive Plan Master Thoroughfare Plan” has preeminent claim to each connection and median opening opportunities necessary for its construction. For purposes of applying the standards of location and spacing defined by this Manual, the future public access shall be considered to be existing, unless otherwise determined by the Director.

Following reservation of access for future public use, access shall be granted on a “first come, first served” basis. The right to construct driveway access to a public street, in accordance with the criteria of this Manual, shall be granted under the following order of precedence: 1. Access pre-existing publication of this Manual. Access Management Manual, September 5, 2019 Page 22 of 55

2. Construction of permitted access complete. 3. Construction of permitted access under construction. 4. Permit(s) for construction of access approved and issued. 5. Construction drawings submitted for permit review and any conflicting site plans approved twelve months ago or earlier, but, no construction permit(s) issued for the conflicting project. 6. Site plan with approved zoning. 7. Site plan submitted for review.

The assignment of permission to construct median openings shall follow the same precedent order, however, an approved site plan, development plan, or concept plan indicating a proposed median opening is not assurance that permission to construct will be granted. The granting of approval for construction of a new median opening or modification of an existing median opening is a process separate and apart from zoning and site plan approval. Refer to Section 7 of this Manual.

3.8 Right to Access a Specific Roadway

Access to a collector or higher functional class roadway may be denied, or removed if the existing connection has been abandoned per Section 3.4.8, if the parcel or unified land development has a least seventy feet (70') of frontage, or fifty feet (50') of frontage in the case of single family residential land uses, on a roadway of lower functional class.

3.9 Traffic Impact Analyses (TIAs)

A Traffic Impact Analysis is required to determine the safety, mobility, and operational impacts that an access connection or group of connections will likely have on the roadway system upon completion of the development (horizon year) and, in the case of a Traffic Impact Analysis, at some time in the future as determined by the Director as well as at the horizon year. While a TIA is required for all access to frontage roads, the Director shall determine the need and special requirements for such traffic studies on an individual basis.

Traffic Impact Analysis must be prepared by a professional engineer (P.E.) registered to practice in the State of Texas. The engineer’s seal shall be affixed to the report.

3.9.1 Level of Service (LOS)

The Traffic Impact Analysis shall indicate that the land development or re-development will not cause the Level of Service on any existing public roadway segment within one-half mile of the project to be LOS D or lower, and no existing public street intersection within one-half mile to be LOS E or lower at the horizon year of the development during peak hour traffic conditions. If the roadway segment or intersection is currently operating at LOS D or LOS E respectively or will operate at those levels of service at the horizon year without considering the proposed development, the impact of the develop at the horizon year shall not degrade the level of Access Management Manual, September 5, 2019 Page 23 of 55

service. The TIA shall specify any roadway or intersection improvements, including signalization, which will provide the necessary mitigation.

The methods and standards of the most current edition of the Highway Capacity Manual published by the Transportation Research Board, National Research Council will be used to determine level of service.

3.9.2 Traffic Impact Analysis (TIA) Requirements

A TIA shall include the following elements: trip generation, trip distribution and traffic assignment at each point of access. Additionally, the TIA may require that existing traffic volume data be collected and may additionally require that a Highway Capacity Manual (HCM) intersection analysis, including level of service (LOS) determination, be performed. The trip generation will be conducted using the data and methodology of the latest edition of the Institute of Transportation Engineers (ITE) Trip Generation manual unless otherwise approved or directed by the Director.

3.10 Freeway Access Policy

Freeway mainlane access is allowed as defined by the Texas Department of Transportation. No driveway shall directly access a freeway ramp. No access directly to an on-system roadway, other than a freeway, will be permitted if there is an existing frontage road between the private property and the highway main lanes or if a frontage road is required by the Master Thoroughfare Plan.

Access to a frontage road can be denied if access to a backage road or other suitable public roadway is available. The Director shall have broad discretion, in consultation with the Texas Department of Transportation (TxDOT), in limiting or prohibiting private access to freeway frontage roads where reasonable options exist. Access to frontage roads may also be restricted by stipulations of a plat or by deed restriction.

If access to a freeway is desired and an existing frontage road is not available, the developer may enter into an agreement with the City providing for the construction of such a facility by TxDOT at his expense, but, only with the concurrence of the City and the Texas Department of Transportation.

Construction of a freeway frontage road or extension of an existing frontage road (and ramps, if necessary) at the developer’s expense can be required as a condition of development where the future frontage road is indicated on the Master Thoroughfare Plan. Access Management Manual, September 5, 2019 Page 24 of 55

3.11 New vs Retrofit Policy

Aware that retrofitting developed properties can present certain situations which make conformance with the standards of this Manual especially burdensome, the Director shall have wide discretion to make allowances regarding access for previously developed properties by relaxing or otherwise modifying specific requirements, having first assured that the public health and welfare are not unduly compromised.

No action regarding a specific site shall be deemed to have set a precedent and shall not be applied to any other site, nor to the same site at a later date, without the consent of the Director.

3.12 Traffic Signals

The entire cost of design and installation of new traffic signals and/or modification of existing traffic signals warranted under the provisions of Part 4 of the Texas Manual On Traffic Control Devices For Streets and Highway (TMUTCD), as indicated by a TIA, shall be borne by the developer.

The signal system(s) shall conform to the current standards and specifications of the City of Irving. Upon acceptance, the City shall assume responsibility for maintenance and cost of operation of the signal system(s).

3.13 Traffic Signal Easement

The owner of the land parcel to be developed or re-developed or platted or re-platted must dedicate, at not cost to the City, a “Traffic Signal Easement” before a permit for construction or before approval of plat or re-plat, as applicable, if the intersection of a driveway access for the parcel with a public street is presently controlled by traffic signals or the Director determines that signalization is likely in the future.

The same requirement for the dedication of a “Traffic Signal Easement” applies to the permitting of any new or modified driveway connections for developed sites.

Dedication of “Traffic Signal Easements” will be either by plat or by separate instrument. Proof of legal filing of the separate instrument shall be provided to the Planning & Development Department. Access Management Manual, September 5, 2019 Page 25 of 55

3.14 Traffic Signs and Pavement Markings

The requirements of this section apply to all driveway access to public streets, highways, and frontage roads except for single-family residential land uses.

The Traffic and Transportation Department shall determine the necessary and appropriate regulatory, warning, and traffic guide signs, if any, for each driveway access on a public street, and will install the signs, at no cost to the owner or developer, before the access may be used by the public. In addition, the City will apply all necessary pavement markings including striping and traffic buttons, also at no cost to the owner or developer. The City will maintain all traffic signage and markings for deceleration (right-turn) lanes and left-turn lanes only within the public right-of-way of City-owned streets.

However, in the case of highway or frontage road access, the owner or developer shall be responsible for installation and application of all traffic signs and pavement markings as determined by the City and the Texas Department of Transportation (TxDOT). Furthermore, the owner assumes all responsibility for the maintenance, repair and replacement, as necessary, of traffic signs and pavement markings installed on the highway or frontage road in support of an access to a State facility.

The owner or developer shall install, maintain, repair or replace, as necessary all traffic control signs and pavement markings within the approach and internal storage areas of each driveway access on private property as indicated on the driveway access permit(s), site plan, pavement plan, or other document which approved or were used to approve construction of the access.

All signs and pavement markings shall conform to the current edition of the Texas Manual on Uniform Traffic Control Devices in all respects. Signs and markings installed on highways and frontage roads shall meet any additional requirements and specifications of the Texas Department of Transportation (TxDOT).

3.15 Access Requirements with Change in Zoning

A “technical denial” will be declared for any zoning case where the existing access or proposed access indicated on the site plan submitted with the zoning case does not meet the requirements of this Manual for the planned land use.

3.16 Street Lighting

Street Lighting shall comply with the "Street Lighting Design Standards" of the City of Irving available on the City's website. Access Management Manual, September 5, 2019 Page 26 of 55

Section 4 – General Driveway Requirements

4.1 Driveway Access Prohibited

A driveway serving a primarily or exclusively residential land use shall not directly access a freeway, frontage road, arterial, or major collector street if access to a lower functional class street is reasonably available.

Access to minor collectors and even certain local streets may be prohibited by access control notation on a plat. In such cases, access to another public street directly or by way of shared access shall be provided and maintained through subsequent land sales or re-plats. See Section 4.19.

Driveway access is further limited or restricted by certain provisions of this Manual.

4.2 Alleys

A driveway access serving a primarily or exclusively industrial, commercial, or multifamily land use shall not be permitted access to a public residential alley. Access is permitted to alleys platted and developed as part of a commercial or multifamily land use. Properties developed or zoned for industrial uses will not have public alleys nor access to any alley in any case. However, a property originally zoned for residential uses which has an existing alley access may be permitted to maintain said access after re-zoning for multi-family, institutional (including educational and religious), or commercial uses only if approved by the Director.

Circular driveways may not access an alley.

Additional access to an unimproved alley is prohibited without express permission of the Director.

A driveway access to a public alley shall conform as to location and dimensions shown in Figure 4.2.

4.3 Minimum Driveway Length

The minimum length of a residential driveway shall be twenty feet (25') within the private property. The minimum length of a driveway serving a multifamily or commercial land use shall be forty feet (40') within the private property, while the minimum length of any driveway serving an industrial land use shall be eighty feet (80') clear of the right-of-way line of the public street. Existing driveway accesses which fail to meet the minimum lengths required by this Section shall be considered as “grandfathered” and non-conforming per Section 3.4.3. The exception shall be single family dwelling garage access to an alley per Figure 4.2. Access Management Manual, September 5, 2019 Page 27 of 55

4.4 Driveway Types

Driveways shall be classified as follows:

a. Standard Driveways - provide two-way (ingress and egress) access at a single, undivided curb cut; turning movements, left, right, and straight, are not restricted by the design of the approach, but, may be limited by other factors such as a divided street without median opening or a one-way public street or frontage road.

b. One-Way Driveways - provide one-way inbound (ingress) or outbound (egress) access; one-way driveways can be permitted only where the orientation of on-site traffic circulation and parking layout clearly utilize the access for one-way movements.

c. High Capacity Driveways - are intended to provide two-way access with geometric provisions to accommodate higher traffic volumes and/or larger vehicles than standard driveways; these provisions include increased width, larger curb radii, greater internal storage, raised median divider, or deceleration lane on the public street, or a combination of any two or more of these; turning movements are not restricted by the design of the approach.

d. Limited Movement or Directional Driveways - are intended to restrict ingressing and egressing movements most commonly to right-in and right-out only, although other combinations of movements, left, right and through, can be designed in special circumstances.

e. Circular Driveways - provide one or two-way access to and from the private property by means of two curb cuts on the same property or through the use of shared access with an adjoining property or two adjoining properties; true circular driveways are permitted for access to residential land uses only.

f. Utility Service Driveways - an access intended for the exclusive use by utility service vehicles for access to utility facilities such as electric substations, communications towers, water pump stations, metering stations, sewage lift stations, etc., on an infrequent basis.

4.5 Internal Storage Requirements

Refer to Figure 4.5 for minimum internal storage requirements which vary by land use, parking spaces served by driveway and functional classification of the public street accessed. The required internal storage is also influenced by the presence of a deceleration lane. The internal storage area shall be free of vehicular parking, designated stopping or standing zones, loading, unloading or maneuvering, or queuing for fueling, drive-in and drive-thru operations. See also Sections 4.14, 4.15, and 4.23. Access Management Manual, September 5, 2019 Page 28 of 55

4.6 Minimum Frontage Requirements and “Flag” Lots

The entire driveway approach, including curb returns, must occupy frontage owned by or under easement right of the owner of the property for which access is desired. Access for single- family residential properties is exempt from this requirement if, in the judgement of the Director, frontage rights of adjacent property owners are not unduly compromised. Frontage may be by right of ownership or by right of use granted by a dedicated and recorded “Common Access Easement”, or combination of both. Refer to Figure 4.6.

A lot, tract or parcel of land used for other than single-family residential purposes with less than the required minimum frontage as specified in Section 4.6.1 may be required to obtain access rights across adjacent property to a driveway meeting these requirements, or obtain common access rights so that a joint driveway can be constructed.

4.6.1 Flag Lots

The minimum frontage on a public street for an exclusive single-family access shall be 24 feet on a local street and 32 feet on all other public streets. Less frontage is required if the access is shared with an adjoining lot through the dedication of a Common Access Easement. The minimum frontage allows for only a single twelve foot (12') wide driveway with minimum corner radii.

The minimum frontage on a public street for an access for a commercial land use is seventy feet (70') unless provision has been made for a shared or common access by legal dedication by Common Access Easement. Any single driveway access for a commercial land use or group of commercial lots requires a minimum of seventy feet (70') of frontage. The minimum frontage allows for only a single thirty foot (30') wide driveway.

An access serving an industrial land use must have a minimum frontage on the public street of ninety feet (90'); this frontage will accommodate a single driveway of 30' width with minimal curb returns of 30' radius each.

Access on frontage roads and on the following sub-classification street segments (refer to Section 3.1.1) will required greater minimum frontage, regardless of land use, based on the design of the driveway approach: BL-1, BL-4, MCA-1, MCA-3, and 356-1.

4.7 Access for Land-Locked Parcels

Tracts of land sold without access to at least one public street have no inherit right of access. It is the sole responsibility of the owner to secure frontage or easement rights to frontage on a public street. All applications to permit construction of an access to a public street must be submitted by the owner or rightful user of the frontage. Access Management Manual, September 5, 2019 Page 29 of 55

4.8 Preservation and Respect for Frontage Rights

No portion of a driveway, including the approach area, shall encroach upon the street frontage of an adjacent property, even if the two properties are under the same ownership, without a legally recognized common access easement or a written agreement that will run with the land. Frontage rights of a particular property extend the length of property line coincident with the right-of-way or easement line of the right-of-way containing the public street; a line from the property corner marking the intersection of the right-of-way with the common property line between adjacent parcels is extended to intersect the curb of the street at a right-angle (90⁰) to establish to limits of frontage at both ends of the parcel of land along the street. Refer to Figure 4.6 and Figure 5.1A.

4.9 Driveway Access Prohibited

A driveway serving a primarily residential land use shall not directly access an arterial or major collector street nor, unless connection is specifically allowed by plat or site plan (SP-1 zoning). In no case shall a residential driveway access a frontage road with the exception of frontage roads for S.H. 356 between Sowers Road and Belt Line Road (segment 356-4, see Section 3.1.1). Existing accesses are exempted until such time that alternate access can be arranged.

A driveway serving a primarily multifamily, commercial, or industrial land use shall not have access to a public residential alley.

A single residential driveway shall not provide direct access to a street and to an alley. Circular driveways may access two streets in accordance with Section 4.17 and Section 5.10.

4.10 Right Turn Lanes

Right turn lanes (a.k.a. “deceleration lanes”) are required for any driveway access where a Traffic Impact Analysis indicates sixty (60) or greater ingress right-turn movements are expected to occur during an hour of traffic generation of the land use where access is from a public street with a functional classification of major collector or higher.

Right turn lanes are required for any access on a frontage road. An exception may be made, as determined by the Director, where (1) a limited movement driveway approach is provided and internal storage exceeds 100 feet; (2) where necessary right-of-way for the auxiliary lane is not available or special conditions make the lane impractical to construct; (3) a Traffic Impact Analysis (TIA) indicates that fewer than sixty (60) trips ends will make a right-turning movement to enter the site during the peak hour of the generator (i.e. the land use); or (4) the Texas Department of Transportation (TxDOT) has determined that a deceleration lane would be detrimental to safety. Right turn lanes are not required for utility service driveways connecting to frontage roads unless use routinely by heavy trucks, AASHTO Standard Vehicle WB-40 or larger. Access Management Manual, September 5, 2019 Page 30 of 55

Right turn lanes are required for driveways accommodating more than ten (10) heavy trucks per day on a regular basis and access is on a major collector or higher class roadway, or for driveways accessing a truck court which does not meet the criteria of Section 6.10 and access is on a major collector or higher class roadway.

In addition, right turn lanes are not required for any access on the following sub-classification street segments (refer to Section 3.1.1): BL-2, BL-3, MCA-2, PIO-1, PIO-2, PIO-3, 356-2, 356-3, 356-4, and 183-2.

A single deceleration lane can serve more than one driveway access, but, the storage and transition requirements for the access with the greater usage must be met.

Right-of-way for construction of a deceleration land shall be dedicated or otherwise secured by the property owner requesting the access at no cost to the City. Financial hardship shall not constitute impracticability or justification for waiver of responsibility for construction of right turn lanes if required by the criteria of this Manual.

Refer to Section 5.11 for geometric requirements of deceleration lanes.

4.11 Acceleration Lanes

Acceleration lanes shall be determined by the Director.

4.12 Consideration of Existing and Proposed Improvements

Certain improvements, most notably such items as utility poles, electrical transformers and switchgear cabinets, utility vaults, communications cabinets and pedestals, manholes, valve boxes, fire hydrants, meter boxes, gas regulators, street lights, traffic signs and signals, curb and area drainage inlets, and transit bus stops shall be taken into consideration when locating and designing a driveway access. In the case of existing improvements, it shall be the sole responsibility of the developer or the owner of the private property for which access is desired to clear such improvements in accordance with this Section, or relocate the conflicting improvement as necessary, all at his cost. Furthermore, the developer or owner is responsible for notifying the owner of the improvements needing to be adjusted, relocated, or removed of his intent, and to secure the approval of all parties in advance of approval of the access request by the City.

The inability of the owner or developer to secure agreement will all parties for the adjustment, relocation, replacement or removal of conflicting improvements does not constitute a hardship and in no way compels the City to compromise on the standards of this Manual. Likewise, financial hardship shall not constitute impracticability. Access Management Manual, September 5, 2019 Page 31 of 55

All such items must be shown on design drawings submitted. Failure to show any improvement does not absolve the developer or owner from having to revise the access design if necessary.

4.13 Minimum Lateral Clearance

No object extending above the ground line, except for landscaping less than two feet (2'-0") in height, shall be located within the arc of the corner radius of the driveway approach; otherwise, minimum clearance is two feet (2.00') from face of curb or edge of pavement to nearest face of the object. Gas regulators, however, shall be a minimum of four feet (4.00') clear measured from face of curb or six feet (6.00') clear from edge of pavement if there is no curb.

The near end of the corner radius of the approach shall be no closer than ten feet (10') to the near edge of a curb drainage inlet box. No part of the driveway approach shall encroach into the throat depression transition or recession transition of a curb inlet.

Manholes, valve boxes and other improvements generally constructed flush with the ground line shall not be located within the paved area of the driveway and no closer than 0.5' (6 inches) clear of the back of curb or edge of pavement. An exception can be made for direct- traffic rated manholes if approved by the owner of the utility and if the driveway is not a designated fire lane.

4.14 Drive-In and Drive-Thru Queue Storage

The minimum length of storage for queued vehicles to be provided on-site and clear of the public right-of-way shall be 120 feet measured from the service point of the drive-in or drive- thru facility. Furthermore, the 120-foot long queue storage shall not cross nor encroach upon a designated fire lane without the expressed consent of the Fire Marshall. This applies to facilities intended to be used primarily by passenger cars and small trucks only.

A menu board displaying information only and without any direct or indirect contact with the servicing operation will not be considered a service point. However, a minimum length of storage for queued vehicles must be provided on-site, clear of public right-of-way and fire lanes, for a distance of not less than 80 feet ahead of the display. A menu board is defined as any sign containing more than six (6) lines of text, pictures, photographs, icons, or other graphic items.

Facilities designed primarily for the use or service of vehicles with a wheel base greater than twenty feet (20') will be evaluated on an individual basis, however, under no circumstances will the minimum storage required be less than 160 feet. Access Management Manual, September 5, 2019 Page 32 of 55

4.15 Clearance to Gates and Service Points

Where free movement to enter a property is impeded in any way by a gate, service point or other devise or method, internal ingress queue storage shall be provided to allow vehicles to enter the private property clear of the street pavement and right-of-way while attempting to gain access. If the egress movement is likewise impeded or restricted, internal storage between the control point, if applicable, and the street must be provided. Gates shall either (1) swing open in the direction of vehicular travel, (2) slide horizontally at approximate right-angle to the driveway centerline, or (3) lift or fall vertically to clear the path of the vehicle; should it be necessary that a gate swing open toward the direction of traffic approach, the clearance distance shall be increased by the length of the gate. Refer to Figure 4.15.

In the context of this Manual, chains, sliding bars, and temporary or portable fences shall be considered as gates if they block or in any way obstruct the free use of an access.

Large venue land uses such as athletic stadiums, amusement parks, drive-in theatres, racetracks, and sites developed for the staging of large-scale special events which commonly control access will require an approved TIA study before construction, and in certain cases, before zoning. The Traffic Impact Analysis (TIA), in accordance with Section 3.9, shall provide a description and detailed analysis of the access control method, service demand and processing rates, as well impact on external traffic operations.

Any gates across Fire Lanes requires approval from both the Traffic and Fire Departments.

Access restricted to Fire Department Use Only is an exception. Such access controlled by gate or other obstruction shall be located with respect for property rights and visibility per Section 6.9 only.

4.16 Special Requirements For Certain Land Uses

4.16.1 Vehicle Fueling Service Stations

Where the land use includes the distribution of fuel, for sale to the general public or otherwise, permit for development of the site must provide an exhibit to scale demonstrating an acceptable clear path for fuel tanker truck routing without back-up maneuver. The AASHTO standard WB-40 vehicle or larger will be used for the analysis. The tanker truck, while off- loading, must not obstruct any access to or from the site nor encroach upon the public right-of- way nor a fire lane.

A minimum queuing distance of sixty feet (60') must be provided at pumps dispensing fuel for vehicles other than heavy trucks such that the queue does not obstruct any access from a public street nor any fire lane. Queuing distance for facilities serving heavy trucks is considered a special case not covered by this Manual. Access Management Manual, September 5, 2019 Page 33 of 55

4.16.2 Automobile and Truck Sales, Repair and Service

Where the land use includes the sale, repair and/or service of motor vehicles, permit for development of the site must provide an exhibit to scale demonstrating an adequate routing of auto-haulers and tow-trucks as well as a location for off-loading hauled or towed vehicles not on the public right-of-way, nor within a fire lane, nor obstructing any public access to or from the dealership, car lot, or repair/service facility.

In the case of facilities occupying one (1) acre or less of land area and without access to a frontage road, arterial or major collector class roadway, the Director may allow exceptions to this requirement on an individual and selective basis.

4.17 General Criteria for Single Family Residential Access

Single-family residential properties with rear alley access shall not be permitted to have access to the frontage street or side-yard street without approval of the Director. Properties with existing front or side-yard access may be permitted to add access to a rear public alley if available and all requirements of this Manual are met.

All driveways must be at least twenty feet (25') in length measured from the public street right- of-way line to the garage or face of building. Driveways for properties developed for single- family residential use shall not be less than twelve feet (12') and no greater than twenty-four feet (24') in width. Driveway width shall be measured between the terminations of the corner radii at a point of tangency perpendicular to the street. Refer to Figures 4.2, 4.17, 5.6.1, 5.6.2, and 5.10 for full geometric and spacing requirements.

Although the approach width for an access serving a single-family residential lot is limited per the above, driveways may flare to greater or lesser width within the private property beyond the end of the approach.

Circular driveways will be permitted only for those lots meeting the minimum frontage requirements of Section 5.10. A circular driveway may connect with more than one street only with the approval of the Director.

A property with existing access on a local street, may not have additional access on a collector or higher functional class of roadway including a frontage road.

Access to certain streets may be prohibited by access control specifications of the plat or by deed restriction or covenants. Permits will not be issued to allow construction of driveways not in accordance with these restrictions. Furthermore, the City shall take positive action to insure that such illegal accesses are not constructed, or if existing, are removed.

The maintenance of shared approaches or driveways is the joint responsibility of the effected property owners and not the City of Irving nor other governmental entity. Access Management Manual, September 5, 2019 Page 34 of 55

4.18 Driveway Access Proximity to Parking Spaces

No head-in or parallel parking spaces located on a driveway directly connected to a public street and within 100 feet of the near curb line of the public street are to be less than nine feet (9') in width nor less than eighteen feet (18') in length with a minimum two-foot (2') overhang allowed or twenty feet (20') in length if an obstruction prohibits an overhang.

This requirement does not apply to driveways accessing parking lots containing less than twenty (20) parking spaces.

Note that provisions of Section 4.5 Internal Storage Requirements apply which further restrict or may prohibit any parking within 100 feet of the public roadway or for a greater distance in certain cases.

4.19 Access Control by Plat, Deed, or Right-Of-Way Map

Control of access to a public street, highway, or alley can be established by restrictions indicated on recorded plats and, particularly in the case of on-system roadway facilities of the Texas Department of Transportation (TxDOT), on right-of-way maps. Access may also be restricted by provisions of deeds, by covenants of property owners associations, or by rights granted to another party by an easement agreement.

Although provisions of this Manual are met, access will not be granted nor honored if it is in conflict with any of these legal documents. However, the City is responsible only for information under its direct control and administration. The property owner is expected to perform a “due diligence” discovery of any restrictions to access beyond those under the purview of the City. The City is not responsible for the owner’s failure to do so and to act accordingly.

4.20 Accommodation of Pedestrians

Driveway must provide for the continuation of accessible pedestrian travel in compliance with the Americans with Disabilities Act (A.D.A.) Accessibility Guidelines and Texas Accessibility Standards (TAS) as interpreted and enforced by the Texas Department of Licensing and Regulation (TDLR).

The maximum cross-slope for the pedestrian way across a driveway approach is 2% which is reflected in the profile requirements, Section 5.4.

ADA pedestrian paths are to be constructed with the driveway access even where there is no existing sidewalk at the time of construction. Access Management Manual, September 5, 2019 Page 35 of 55

4.21 Crossing Sidewalks

Where a proposed driveway connection is to be constructed crossing an existing sidewalk, the sidewalk shall be removed and not incorporated into the pavement of the driveway. Accommodation of the pedestrian pathway across the driveway shall conform to Section 4.20.

4.22 Non-Residential Driveway Connections with Steep Profile Gradients

Section 5.4 provides general requirements for profile grades for driveways accessing public roadways. Where the gradient on any portion of the driveway within internal storage zone (see Section 4.5 exceeds 6%, either down-grade or up-grade, the loss of safe traction by vehicles due to hydroplaning and eventual polishing of the pavement surface is a concern. Therefore, grooving of the pavement surface shall be provided transverse to the driveway centerline by raking while the concrete is poured or by sawing after the concrete has cured. Grooving is required for any portion of the driveway within fifty feet (50') of the public street curb line where the profile gradient of the driveway exceeds 6%. Grooves to be on ½" to 1" spacing, ⅛" to ¼" wide, with a depth of not less than ¼". Alternative surface treatment intended to improve and preserve vehicle traction may be proposed for consideration by the Director. This requirement does not apply to driveways serving single family residential land use, but, does apply to private drives accessing gated single family residential communities. Refer to Figure 4.22.

4.23 Waste Material Dumpster Areas

No parking nor placement of waste material dumpsters nor any other objects not directly related to vehicular or pedestrian access shall be permitted within the driveway approach and internal storage area. Furthermore, vehicular maneuvering area related to solid waste dumpster use is not be located within a driveway approach nor that portion of a driveway defined as internal storage; see Section 4.5. Access Management Manual, September 5, 2019 Page 36 of 55

Section 5 – Driveway Geometrics

5.1 General

All driveways serving any land use other than single family residential and multi-family residential quadplex or lesser land uses shall accommodate, at a minimum, passage of the AASHTO standard Single Unit (SU) vehicle.

The standard and minimum driveway width for access to all land uses except single family residential shall be thirty feet (30') measured face-to-face of curb or edge-to-edge of pavement where there is no curb. The standard and minimum driveway width for drives serving a single family residential land use is twelve feet (12'). This standard applies to all new and retrofit connections to the public streets.

Driveway width shall be the lesser distance measured at each terminus of the corner radius to the opposite edge of pavement exclusive of curbs, if any. Dimension to be perpendicular to the centerline of the driveway.

The width of the driveway shall be maintained as the minimum width for at least the length of the required internal storage for non-residential per Section 4.5 or to the Right-of-way for residential.

The curb return or corner radius for driveways designed for regular use by commercial vehicles, including long wheel base vehicles or combinations of vehicles, shall accommodate the swept path of the largest design vehicle expected to access the site without encroaching on the opposing driveway lane or lanes. If the required curb return radius exceeds 45 feet, a turning lane shall be used incorporating a raised traffic island; the minimum gross surface area of a traffic island is 100 square feet.

Geometric design of driveway connections intended for regular use by large wheel base vehicles, or where a non-standard design is desired, shall be based upon the turning templates and other design information contained in the current edition of A Policy on Geometric Design of Highways and Streets, published by the American Association of State Highway and Transportation Officials (AASHTO), or as prescribed by approved engineering design computer software intended for this purpose such as “AutoTURN” by Transoft Solutions, or approved equal.

Refer to Figures 5.1A through 5.11 for general geometric requirements for driveway geometrics such as width, corner radius, and profile grade.

Figure 5.1A presents the general geometric and physical elements of a typical driveway access.

Figure 5.1B illustrates the standard dimensions for all two-way driveway connections except those for access to single family land uses. Refer to Figure 5.6.1 and Figure 5.10 for single Access Management Manual, September 5, 2019 Page 37 of 55

family access driveways. The “Basic” driveway approach is both the minimum and the standard access design for all land uses except single family residential not requiring a right-turn lane (per Section 4.10 and Section 5.11) or directional control (per Section 5.9). Other approach designs shown in Figure 5.1B may be used only upon approval of the Director.

Figure 5.7 provides special requirements for one-way driveway accesses.

Exceptions to the geometric parameters given in this Section include those driveways which are intended to function as private streets. Such driveways shall conform to the geometrics and design standards of pavement and drainage for standard public streets unless otherwise approved by the Director. Other driveways may be designed and constructed to conform to public street paving and drainage standards if approved by the Director.

Driveway accesses shall be designed and constructed to provide positive drainage as well as the accessibility requirements of Section 4.20.

5.2 Fire Lane Requirements

The geometric requirements for fire lanes, if any, shall be given priority if they impose a requirement higher than that of this Manual.

5.3 Intersection Angle

Two-way driveways shall intersect the pubic street at an angle of 90⁰ or radial to the centerline of the near travel lane if the street alignment is on a horizontal curve. A deviation of up to ±15⁰ will be permitted for access for single-family land use on local streets, cul-de-sacs, and alleys only. A deviation of up to ±10⁰ may be approved for other access with sufficient justification and approval of the Director.

One-way driveways may intersect the public street at an angle of 90⁰ only where the approach geometry enforces, in a physical and positive manner, the unidirectional use intended. One- way driveways may also be designed to intersect a public street at an angle not less than 45⁰ nor more than 60⁰ aimed to accommodate only the intended direction of travel. Refer to Figure 5.7 for approved examples. Alternative designs of one-way access may be permitted upon approval by the Director. See Section 5.7.

The centerline of the driveway access must be perpendicular from the point of connection with the public street for a distance of forty feet (40') or the radius of the larger of the approach corners, whichever is greater. This requirement does not apply to one-way driveways nor to accesses for single family residential lots. Access Management Manual, September 5, 2019 Page 38 of 55

5.4 Profile Grades for Driveways

The surface of a driveway approach must rise at least 0.50 feet (6") above the street gutter elevation (or edge of pavement elevation if there is no gutter) at the centerline of the driveway or higher if required to prevent the incursion of stormwater from the public street into the private property. The surface profile of the driveway must reach that elevation within twenty feet (20’) distance of the gutter (or edge of pavement) or at the right-of-way line, whichever is lesser. A profile grade of no greater than 2% and no less than 1% shall cross the path of the public sidewalk paralleling the street in accordance with current accessibility standards.

The maximum gradient for single-family resident land use access shall be 10% except that an exception allowing a maximum grade of up to 15% may be granted by the Director. The maximum gradient for driveways serving multi-family and commercial land uses shall be 8% except that an exception allowing a maximum grade of up to 12% may be granted by the Director. Driveways providing access for industrial land use properties shall have a maximum profile grade of 6.0% although an exception allowing a grade of up to 10% may be granted by the Director.

Not withstanding the above, the maximum grade for driveways designated as fire lanes shall be 6% unless a variance is granted by the Fire Marshall.

The maximum algebraic difference in successive grades without a vertical curve (“break-over”) shall be twelve percent (12%) crest and eight percent (8%) sag for single-family residential driveways and eight percent (8%) crest or sag for other driveways. A single grade must be maintained for a minimum distance of twelve feet (12') for single family residential driveways and for a distance of at least twenty feet (20') for multi-family and commercial driveways.

Vertical curves will be required for larger or more erratic grade changes, and for all grade changes greater than 4% on driveways serving industrial land uses and for high-capacity driveways serving commercial land uses, except for the initial ramp at the connection with the street.

Refer to Figure 5.4.

5.4.1 Cross-Slope

Minimum cross-slope shall be 1% (1/8” per foot) by crown, valley gutter, or single slope, unless profile grade is at least 2% (1/4” per foot). Maximum cross-slope shall be 4% (½” per foot) at the property end of the corner radii; cross-slope at the street gutter line shall match that of the street. Also, refer to Section 4.21 for requirements concerning accommodation of sidewalk accessibility requirements imposed on the pedestrian pathway across the driveway. Access Management Manual, September 5, 2019 Page 39 of 55

5.5 Clearances

A minimum lateral clearance of 2.00 feet measured from the face of curb or edge of travel pavement to any fixed object, with the exception of parked or standing vehicles, shall be maintained, except as otherwise and more specifically required by Section 4.13.

Minimum vertical clearance shall be 14.00 feet except as allowed below. The minimum clearance for driveways serving as fire lanes shall be 14.00 feet unless exception is granted by the Deputy Chief or Fire Marshall, Irving Fire Department.

5.5.1 Vertical Clearance Control

A clearance bar shall be provided to indicate any vertical clearance of less than 14 feet (14'-0") that occurs within 100 feet of a public street for access of multi-family and commercial land uses or within 160 feet for access of industrial land use. The clearance bar should be non- destructive to vehicles and set two inches (2") lower than the controlling clearance object (if any). The clearance bar shall be located not less than ten feet (10') ahead of the controlling clearance object (if any). A sign or signs shall indicate the allowable clearance in feet and inches. A bypass route or sufficient advance warning should be provided so that large vehicles or vehicles transporting over-size loads may avoid the clearance obstruction. There shall be no vertical clearance control of less than 14'-0" clear height on fire lanes.

5.5.2 Clearances for Parking Garages and Covered Parking

Minimum vertical clearance for parking garages or sheltered parking lots should be 7.25 feet (7'-3"), except that minimum clearance shall be 8 feet (8'-0") where van-accessible ADA qualified parking is provided within the parking garage or the ADA qualified parking is covered in any way. A clearance bar and advisory signage shall be provided for each ingressing access. Ingress and/or egress for parking garages controlled by gates or any other manner shall conform to the requirements of Figure 4.15 as a “Commercial Passenger Vehicle Use Only” land use, unless the garage is to be used by more than five (5) trucks during any typical 24-hour period in which case the “Commercial Truck Use” criteria would apply.

5.5.3 Utility Wires and Cables

Vertical clearance to utility wires and cables shall conform to the current edition of the National Electric Code, but, in no case shall the vertical clearance be less than 16.50' (16'-6") over a driveway accessing a public street within 100 feet of the public street.

5.6 Standard Driveways

Refer to Section 4.4 and Figure 5.1B. Access Management Manual, September 5, 2019 Page 40 of 55

5.6.1 Single Family Residential Driveways

Refer to Section 4.4, Section 4.17 and Figure 5.6.1 and Figure 5.6.2. For the special case of circular driveway, refer to Section 5.10 and Figure 5.10.

Note that the requirements of Section 4.12 regarding clearance from existing improvements or relocation and adjustment of existing improvements apply equally to all driveway connections including those for single family land use access.

5.6.2 Townhome and Condominium Driveways

Driveway access for townhome, condominium, and in certain cases, other common-wall residential development may require driveway access to the public street or alley that cannot meet the requirements of Figure 5.6.1 due to narrow dimension of the living units and other factors. This presents a special case for which the requirements illustrated by Figure 5.6.2 may be applied. This design applies only to common-wall residential development, whether classified for zoning purposes as “Single Family” or “Multi-Family”, and may be used only for access on roadways classified as local streets, cul-de-sacs, and alleys.

5.7 One-Way Non-Residential Driveways

Refer to Section 4.4 and Figure 5.7. Positive geometric design and construction elements must be incorporated into driveways intended for one-way traffic to ensure their use by vehicles traveling in the desired direction only. The use of signs alone will not be considered sufficient. Similarly, striping for diagonal parking alone does not qualify or define a one-way driveway. All designs and permits for one-way driveways must be approved by the Director.

An existing two-way driveway accessing a public street to be converted for one-way use, and conversely, an existing driveway designed for one-way use proposed for two-way traffic will require a permit from Inspections Department and approval of the Director. Modification of the access to conform to the requirements of this Manual may be a requisite of permitting.

One-way driveway requirements do not apply to access for single family land use unless the driveway is intended to serve more than three single family dwellings.

5.8 High Capacity Driveways

Driveways serving any multifamily, commercial, institutional, or industrial land use may be constructed to the geometric standards of the “High Volume with Median” driveway shown in Figure 5.1B. This type of connection features a raised median to separate ingress and egress traffic. A right turn deceleration lane may be required to conform to Section 4.10 and Section 5.11. A limited movement (directional) approach may be required in accordance with Section 5.9. Access Management Manual, September 5, 2019 Page 41 of 55

The “Moderate Volume Type 1 or Type 2" driveways depicted in Figure 5.1B may be used only with approval of the Director.

Refer to Section 4.4 and Figure 5.1B and Figure 5.9.

5.9 Limited Movement Driveway Approaches

Driveways with approaches incorporating geometric features designed to control and limit the direction of turning movements by vehicles using the driveway are termed “limited movement driveways”. The purpose of an approach with directional control is (1) to separate ingressing and egressing traffic to reduce conflicts, and (2) force drivers to turn in the legal direction such as when entering a one-way street or frontage road, or a divided roadway where no median opening is provided for the driveway. The traffic island of a directionally-controlled approach also provides refuge for pedestrians attempting to cross the driveway. The approach may or may not incorporate a deceleration lane.

A limited movement driveway approach restricting movements to right-turn only ingress and right-turn only egress will not be used on a divided roadway where a full median opening or a limited median opening allowing left turns inbound and/or left turns outbound is provided, unless specifically required or authorized by the Director.

Refer to Figure 5.9 for examples and geometric design information.

5.9.1 Limited Movement Driveway Approach Required

Driveways with directionally-controlled approaches are required for all driveways accessing a one-way frontage road or a highway, an arterial street with raised median, or a major collector street with raised median where no median opening is provided for the driveway. The following segments of roadway are excluded from this requirement (refer to Section 3.1.1): BL- 2, BL-3, MCA-2, 356-2, 356-3, 356-4, 183-2. Furthermore, approaches with directional control are not required if the peak-hour traffic volume of the access is less than thirty (30) movements total, ingressing plus egressing.

The approach for the limited movement driveway shall include a deceleration lane if the number of peak hour ingressing movements exceeds sixty (60) or otherwise required in accordance with Sections 4.10 and 5.11 of this Manual.

5.10 Circular Driveways

Circular driveways with a constant width less than 24 feet throughout shall be permitted for individual single-family residential properties only. The edge of the driveway pavement parallel and nearest the street must be offset from the right-of-way line by no less than five feet (5') or offset from the near edge of the public street by no less than sixteen feet (16'), whichever is greater. The area bounded by the sidewalk (or street pavement if no sidewalk) and edge of Access Management Manual, September 5, 2019 Page 42 of 55

driveway is not to be paved. Refer to Figure 5.10 for geometric and location information applicable to single-family residential land use access only.

A pair of driveway accesses serving the same property and connected internally for land uses higher than single-family residential are permitted only where the width of the driveway loop is 30 feet or greater or expands to 30 feet wide or greater within the property to allow for the free passage of traffic past parked, stopped or standing vehicles. Each end of the circular drive for land uses other than single-family residential shall be considered a separate connection and all spacing and location requirements applied individually. Furthermore, the geometrics of the looped driveway must conform to those required to allow passage by an AASHTO Standard Single-Unit (SU) truck or larger vehicle in one uninterrupted movement.

However, circular drives designed as one continuous entity for use with property developed for land uses other than single-family residential, specifically including institutional uses such as schools, hospitals, day care centers and funeral homes, are considered a single driveway for driveway access spacing purposes if so designated by the Director.

5.11 Right Turn Lanes

Right turn lanes (a.k.a. “deceleration lanes”) are considered part of the driveway connection. They are required, unless exempted by the Director, in accordance with Section 4.10 of this Manual.

Refer to Figure 5.11 for general geometric standards for right turn lanes on City streets.

Design of right turn lanes on highways and frontage roads shall conform to the requirements of the latest edition of the TxDOT publication “Roadway Design Manual”, Chapter 3.

A right turn lane shall be exclusive to one driveway connection unless otherwise specifically approved by the Director. See examples presented by Figure 5.11C and Figure 5.11D.

The length of a right turn lane shall be measured from the point of curvature at the beginning of the gradual transition (taper) to the point of curvature of the corner radius or turning lane of the driveway. The required length is based on the posted speed of the public roadway, however, site specific conditions such as unusually high inbound traffic volume, entrance control gates or a lack of internal storage may require additional length as determined by the Director or a TIA (see Section 3.9).

In such case where the full exclusive right turn lane prescribed by this Manual cannot be constructed due to physical limitations, utility rights, proximity to other property in special circumstances (see Section 4.10) or other reasons acceptable to the Director, a partial or modified deceleration lane may be authorized. Figures 5.11C and 5.11D illustrate the case where several successive driveways require right turn lanes, but, driveway spacing is not Access Management Manual, September 5, 2019 Page 43 of 55

adequate to avoid encroachment of the right turn lane on an adjacent driveway, thus requiring a continuous right turn lane serving two or more driveway connections.

5.11.1 Right Turn Lane Transitions (Taper)

Whenever possible, right turn lanes shall include a gradual transition consisting of reversing horizontal circular curves with no intermediate tangent to develop the right turn lane width from 0 feet to the standard full width of 12 feet. The length of the standard gradual transition, i.e. the sum of the arc lengths, shall be not less than 130' nor more than 160'; the typical length of the transition on a tangent roadway is 146.48' as shown on Figure 5.11 and in detail on Figure 5.11.1 Case I: Tangent Roadway. On roadways aligned on a horizontal curve, the transition for a right turn lane shall consist of reversing curves with radii determined such that the arc length of each curve shall be not less than sixty feet (60') nor more than ninety feet (90'). The minimum radius of a gradual transition curve to be 150 feet. Refer to Figure 5.11.1, Case II (Convex) and Case III (Concave) for detailed geometry of turn lane transitions on a horizontal curve alignment.

In certain cases where the right turn lane is to be developed at the outside of a roadway on a convex horizontal curve (i.e. “curve to the right”), a better design may be achieved when the transition begins with a tangent segment tangential to the outside edge of pavement of the roadway followed by a curve to the left to complete the transition. The total length of the transition, i.e. sum of the tangent and the arc, shall be not less than 130' nor more than 160'.

Where conditions make the use of a gradual transition impractical, as determined by the Director, a drop transition may be used. In such case, the right turn lane is fully developed at the nearest driveway not less than 150 feet upstream, or an existing right turn lane serving the nearest driveway access upstream is extended to serve the driveway connection in question forming a continuous right turn lane. This condition is illustrated by Figure 5.11C.

Where the public roadway is aligned on a horizontal curve with a radius of less than 550 feet, the design of the right turn lane will be a special case to be reviewed and approved by the Director.

5.12 Traffic Islands and Medians for Driveways

A raised traffic island is required for driveway connections requiring a corner radius greater than 45 feet or where a large turning radius is desired. A raised traffic island is also required for limited movement (directional) driveway connections per Section 5.9.

The minimum gross surface area of a traffic island shall be 100 square feet. Access Management Manual, September 5, 2019 Page 44 of 55

The turning lane created by a traffic island shall be of sufficient width, radius and other geometry to accommodate the swept path of the largest design vehicle expected to access the property served by the driveway connection.

Raised traffic islands shall be ADA compliant allowing for a safe, barrier-free and contiguous path for pedestrians; refer to Section 4.20.

Raised driveway medians shall be a minimum of four feet (4') wide, measured from face of curb to face of curb across the median. Preferred minimum median width for a driveway expected to be used by heavy trucks and other large wheel base vehicles on a regular basis is seven feet (7'). Maximum median width shall be twenty feet (20') unless approved by the Director.

The minimum length of a driveway median shall be twenty feet (20') less than the internal storage requirements per Section 4.5 or twenty feet (20'), whichever is greater.

The interior of a driveway median or traffic island shall be either covered with a hard surface such as brick pavers or other material producing a color and texture contrasting with the roadway pavement, exclusive of those areas of the island interior to be used as pedestrian walkway. The interior of a traffic island may be landscaped provided such plantings do not present a visibility obstruction per Section 6.9.

Raised traffic islands and driveway medians shall not contain signs or other objects which present a visibility obstruction.

Standard details for traffic islands and medians are maintained by the Capital Improvement Program.

5.13 Miscellaneous Design Details

5.13.1 Concrete Approaches Required

All new, retrofit and reconstructed approaches for driveways accessing a public street shall be reinforced Portland cement concrete. The concrete pavement shall extend from the physical connection with the public street, whether or not the street is of concrete construction, to the right-of-way line as a minimum requirement, or preferably, to the end of the approach area, or to the full extent of the internal storage as defined by Section 4.5.

5.13.2 Curbs Required

A six inch (6") high City of Irving standard curb shall be constructed integral with all driveways connected to public streets except for those serving a single family land use. The curbs shall extend at least for the limits of the internal storage as prescribed by Section 4.5. However, curbs may be omitted if the public street is unimproved or under other circumstance with approval of the Director. Access Management Manual, September 5, 2019 Page 45 of 55

Curbs are not required for driveways serving a single family residential land use.

5.13.3 ADA Pedestrian Path

ADA pedestrian paths shall be provided with each driveway access in accordance with Section 4.20 and construction details provided by the City.

5.13.4 Mountable Curbs Required

To maintain delineation of the curb line where the standard curb is omitted for an extended distance due to a driveway connection or multiple over-lapping connections, a special “lay- down” mountable curb will be used for the full limits of the curb cut for the driveway approach on roadways of collector class and higher.

Where the extreme limits of the driveway approach, i.e. the length of the curb cut, is greater than 120 feet and the public street is on tangent alignment or horizontal curve alignment of 800-foot radius or greater, a mountable curb is required. Driveway accesses located on roadways with a horizontal curvature of less than 800 foot radius will require a mountable curb where the gross length of curb cut is greater than 100 feet.

Mountable curbs are not to be used where the driveway connection becomes the fourth leg of a T-intersection of two public streets.

Refer to Figure 5.13.4 for section view of typical mountable curb. Construction details for the standard mountable curb are maintained by the Capital Improvement Program. Access Management Manual, September 5, 2019 Page 46 of 55

Section 6 – Driveway Location and Spacing

6.1 General

New or re-constructed driveway accesses must meet all of the minimum requirements of this section, as they may be applicable to a particular case, except as explained in Section 6.3 with regards to maintaining access to existing development.

Figure 6.1 defines the functional areas of a typical intersection including those portions where driveway access is prohibited.

Refer to Figures 6.4 through 6.8 for general requirements for driveway location and spacing.

6.2 Fire Lanes

The requirements for fire lanes, if any, shall be an integral part in the site planning and driveway access approval process including the location of access points for the site, however, the improvements, existing or proposed, for the property shall be modified as necessary to conform to the available options for access as provided under the requirements of this Manual.

Accesses for Existing Development 6.3 Existing driveway connections shall be covered by the provisions of Section 3.4.3 “Grandfathered” Access and Non-Conforming Access. With re-development or re-construction of at least 50% of the value of the improvements on a parcel, and with street improvement projects, existing accesses shall be brought into either full compliance with this Manual or compliance to the greatest extent reasonable as determined by the Director. Any new or additional access(es) shall be in full compliance unless a variance is granted by the Director.

General Location and Spacing Requirements 6.4 The importance of adequate corner clearance to traffic safety and to mitigating congestion on the public streets is illustrated by Figure 6.4A in terms of both entering and exiting driveway movements.

Corner clearance requirements for driveway connections to public roadways adjacent to an intersection are shown by Figure 6.4. Figure 6.4 also presents the minimum driveway connection spacing between driveway accesses on all classes of roadway except frontage roads, and for various posted speeds.

Driveway access to frontage roads has special requirements; see Section 6.5. Access Management Manual, September 5, 2019 Page 47 of 55

No access to the public street is permitted within the segments designated “Corner Clearance” which is a function of the roadway classification and the design speed of the roadway; referring to Figure 6.4, dimension “D1” represents the queuing or upstream approach side corner clearance and dimension “D2” is the prescribed departure or downstream side corner clearance. The dimensions presented by Figure 6.4 are to be considered minimum and may be insufficient to accommodate required right turn lanes, the minimum corner return separation (dimensions “C1” and “C2”), or other enhancements.

Note that, when supported by speed studies, a speed other than the design speed may be used, as determined by the Director.

In general, location and spacing requirements shall not apply to utility service driveways; refer to Section 4.4.

6.5 Frontage Road Access Requirements

The general and typical location and spacing of driveway connections to frontage roads are illustrated by Figure 6.5. Also, refer to the latest edition of the Access Management Manual publication of the Texas Department of Transportation (TxDOT).

6.6 Driveway Access to Frontage Roads in the Vicinity of Ramp Junctions

The location and spacing of driveway connections to frontage roads is not only governed by the clearance to other driveways and streets, but, by proximity to entrance and exit ramps as shown by Figure 6.6. Also, refer to the latest edition of the Access Management Manual publication of the Texas Department of Transportation (TxDOT).

6.7 Access Adjacent To Freeway and Tollway Interchanges

Refer to Figure 6.7. Also see the latest edition of the Access Management Manual publication of the Texas Department of Transportation (TxDOT).

6.8 Driveway Access as Part of a Street Intersection

The approach of a driveway accessing a street intersection shall mirror the approach of the opposing street and maintain that pavement section for a distance equal to the corner radii of the approach plus ten feet (10') or for forty feet (40') whichever is greater. However, where it is desired that the driveway consist of fewer lanes that the opposing street section, a lesser section will be approved provided lane continuity is maintained across the intersection as illustrated by the examples of Figure 6.8.

The owner of the property with a driveway accessing a street intersection shall provide, install and maintain 30" size “STOP” (R1-1) signs with appropriate supplemental plaques meeting all Access Management Manual, September 5, 2019 Page 48 of 55

requirements of the current edition of the Texas Manual On Uniform Traffic Control Devices (MUTCD). Where the driveway approach includes a median and at least two (2) egress lanes are constructed, two (2) “STOP” signs with appropriate plaques shall be provided, installed and maintained at all times as shown by Figure 6.8, one in the median and the other in the parkway as prescribed by the TMUTCD.

6.9 Visibility Requirements

A triangle of visibility, free of obstructions which prevent identification of an approaching vehicle, shall be provided and maintained to allow for the safe access of the public right-of-way from the private property. The visibility triangle is intended to allow both the driver of the vehicle egressing the private property and the driver of any approaching vehicle to observe each other. The size and shape of the visibility triangle shall be based on the posted or the design speed of the public street, whichever is greater, except that, where visibility is obstructed by the crest of a vertical curve in the profile of the street, a speed five miles per hour (5 mph) greater shall be used to meet visibility requirements.

It shall be assumed that the driver’s eye is 3.5 feet (3'-6") above the surface of the pavement at a point on the centerline of the driveway fifteen feet (15') from the projected face-of-curb, or edge of travel way if no curb, of the public street toward the private property. It shall be assumed that the point on the vehicle to be observed is 3.5 feet (3'-6") above the surface of the pavement at the centerline of the near lane of approaching traffic in both directions, if applicable. The near lane shall be the travel lane or auxiliary lane, but not shoulder, whichever is closer to the egressing vehicle for each direction of travel on the public street applied throughout the entire area enclosed within the visibility triangle. Refer to Figure 6.9A.

The effect of roadway horizontal curvature on the size and shape of the visibility triangle is illustrated by Figure 6.9C.

As it may be applied to a driveway access near a street or alley intersection, the corner visibility requirements of the latest City of Irving Civil Code and City Ordinances (“Departure Sight Triangle”) shall apply superimposed upon the sight visibility triangle.

6.9.1. Visibility for Access Used By Heavy Trucks

Where it is intended or demonstrated that ten percent (10%) or more of the vehicles, using a driveway access will be heavy trucks, or where the access serves greater than four (4) truck bays, or where at least ten (10) heavy trucks egress the site using the drive access in a 24-hour period, the visibility triangle provided must, in addition, meet the requirements of Figure 6.9B. In this case, the driver’s eye shall be assumed to be 7.6' (7'-7") above the pavement surface at a point twenty feet (20') from the projected face-of-curb of the street. Access Management Manual, September 5, 2019 Page 49 of 55

6.9.2. Sight Easements

A “Sight Easement”, either dedicated by plat or by separate legal and recorded instrument, restricting the placement parking, fences, walls, or other objects within a specified area may enhance or extend, but, shall not replace or supersede the requirements of this Manual unless it is more restrictive.

6.9.3. Land Use within the Visibility Triangle

The determination of whether an object or set of objects constitutes a sight obstruction should consider both the horizontal and vertical alignment of both the pubic street and the connecting driveway, as well as the height and position of the object, along with the speed of the approaching vehicle; the vehicle egressing the private property is assumed to be stopped. Since a particular access may present a complex or unique situation, as a minimum criteria, the following guidelines are provided. Stricter requirements may be applied as deemed necessary by the Director in the interest of public safety and welfare.

Nothing higher than 2.0' (2'-0") above adjacent top of curb or 2.5' (2'-6") above adjacent edge of pavement if no curb shall be constructed, erected, planted, or maintained within a visibility triangle except as follows:

Parking or standing of vehicles within a visibility triangle is prohibited at all times. The intermittent passing of moving vehicles within the visibility triangle, however, is permitted, therefore, a driveway or portion of a driveway where vehicles will not queue within the visibility triangle is an approved use of land where otherwise allowed by zoning.

Fences erected within a visibility triangle or easement are not permitted.

Landscaping within a visibility triangle shall, generally, meet the requirements of the latest City of Irving Civil Code and City Ordinances. Only turf, groundcover, and shrubs with a terminal growth height of two feet (2'-0”) or less, and single-trunk trees with the lowest branch or foliage not less than seven feet (7'-0") above the adjacent ground or the adjacent top of curb whichever is higher, are permitted. Portions of embankments, slopes, berms and landscape walls within the visibility triangle must be no higher than two feet (2'-0") above adjacent curb, including turf or plants. Single trunk trees within a visibility triangle must not be planted nor maintained such that, taken collectively, they produce an effect of less than fifty percent (50%) transparency as viewed by the driver of an egressing vehicle.

Monument signs shall be clear of the visibility triangle.

The following objects are permitted within a sight visibility triangle: fire hydrants, traffic signs, utility poles, utility pole guy wires, traffic safety guardrail (2.5 feet or less in height), street lighting, and transit signs, benches, shelters and appurtenances. Access Management Manual, September 5, 2019 Page 50 of 55

Also permitted within a visibility triangle are gas, electric power and communication utility facilities which obscure less than fifty percent (50%) of an approaching passenger car vehicle as observed by the driver of a vehicle egressing the private property.

6.9.4. Proximity to Bridges and Culverts

The near end of the corner radius of a driveway approach shall be not less than twenty feet (20') from the end of a bridge or direct-traffic bearing box culvert, nor less than twenty feet (20') from the near edge of a bridge or culvert wingwall or culvert headwall. In addition, no portion of a driveway access shall be within the approach slab of a bridge or culvert.

A driveway access will not be permitted if any portion or feature of a bridge or culvert produces or would produce a sight obstruction within the visibility triangle.

6.9.5. Future Projects

Additional visibility triangle and/or sight easement restrictions may be placed on a property to allow for improvements in planning, design, or known to be forthcoming, such as new streets or highways and other public projects.

6.10 Truck Courts and Access

Maneuvering by heavy trucks on a public street or highway to utilize a loading dock or bay is not permitted. Therefore, no driveway access for an industrial or commercial land use shall align, or come within ten feet (10') of aligning with a truck dock or entrance to open bay intended to receive heavy trucks or truck trailers longer than thirty feet (30'), or greater than 3.00 feet (3'-0") in height unless said truck dock or truck bay is 160 feet or greater from the near curb-line of the street.

The truck court must provide not less than 130' of depth, clear of parking or obstacles, nor less than 130' of breadth for maneuvering of heavy trucks completely within the site.

This requirement applies where the truck dock is greater than 3.00' (3'-0") above the adjacent pavement and/or where doors are greater than ten feet (10'-0") in height.

Open bays which pass directly through a structure and allow trucks to fully exit the structure unimpeded are excluded from this requirement.

Refer to Figure 6.10A for parallel to street configuration, and Figure 6.10B for example where truck dock is perpendicular to the public street. Access Management Manual, September 5, 2019 Page 51 of 55

6.11 Driveway Approaches at Sags

Locating the centerline of a driveway access at or within sixty feet (60') of the low point of a sag profile vertical curve of a street is inadvisable and will likely require partial reconstruction of the street to relocate the low point. Grate inlets at street profile low points are, generally, not an option for effective drainage of the roadway. The applicant or applicant’s engineer is advised to contact the Director early in the planning process in such cases.

6.12 Proximity to Railroad Grade Crossings

To reduce the possibility of blocking a railroad at-grade crossing and to allow the free and safe passage of vehicles following a turning vehicle, a minimum clearance must be maintained between the railroad crossing and the first driveway connection downstream of the crossing as shown by Figure 6.12.

The clearance requirements of Figure 6.12 apply to both the upstream and downstream approaches of the highway-railroad grade crossing. The Director may approve clearances less than shown in the case where the railroad track is used by trains normally traveling at less than 20 miles per hour and there are ten or fewer train movements per typical 24-hour period.

Note that the frontage rights of the railroad as determined by its right-of-way or easement must be honored; no portion of the driveway including the approach area of the driveway connection may encroach on the railroad frontage. Access Management Manual, September 5, 2019 Page 52 of 55

Section 7 – Median Openings and Left-Turn Lanes

7.1 General

Existing median openings shall be utilized by proposed new driveway connections to the fullest extent practical to minimize the need for additional median openings.

Cross-median access may be achieved by means of access rights obtained by mutual agreement with the owner of an adjacent property which already utilizes or can utilize an existing or permissible median opening meeting the requirements of this Manual.

Only one (1) driveway access may align with a single median opening on each side of the public street. Driveways that do not align with a median opening must offset from the opening as shown on Figure 7.1A.

The driveway must be centered on the median opening or offset not more than five feet (5'). Each edge of the driveway pavement must be not less than thirteen feet (13') or more than thirty feet (30') offset from the point of the median nose on the same side.

Construction of a driveway connection aligned with an opening in a non-traversable median may require the developer to have engineered and to reconstruct the median opening and construct or re-construct the left-turn deceleration and storage lane(s) at his expense. The median opening must be at least forty feet (40') wider than the width of the basic driveway section. A left-turn lane complete with transition and storage bay, if insufficient or not already in place, to serve vehicles destined for the driveway access must be provided. Where the driveway access is to be used on a regular basis by vehicles larger than the AASHTO Standard Single-Unit design, any median opening and left-turn lane modifications or additions shall be specifically determined by the Director. To accomplish this work, the owner, his contractor and the City shall enter into a three-party contract requiring bond and insurance protection for the City; contact the Capital Improvement Program.

Approval for construction of new openings is non-traversable medians, complete with left-turn lane(s), shall be contingent upon the following:

1. Spacing between median openings, existing and proposed, conforms to at least the minimum requirements of this Manual; 2. Adequate visibility to allow safe completion of all movements allowed by the median opening design, including U-turns as shown by Figure 7.1B. 3. No adverse impact on future roadway improvements as shown on the “Master Thoroughfare Plan”; 4. There is sufficient distance between existing median openings to construct the proposed median opening with left-turn bays and transitions while maintaining a minimum median width of four feet (4') face-to-face of curbs; Access Management Manual, September 5, 2019 Page 53 of 55

5. No conflict with projects already submitted for zoning, platting and/or site plan review, nor with future public streets, in accordance with the Precedence Of Access Rights Policy presented in Section 3.7; 6. Developer agrees to have performed at his expense a Traffic Impact Analysis (TIA) in accordance with Section 3.9. 7. Developer agrees to enter into a three-party contract with the City and pay all costs of construction as well as relocation, adjustment and/or replacement of utilities, street lighting, landscaping, irrigation systems, and other existing improvements; 8. Developer agrees that the City or other public agency may modify or remove the median opening in the interest of public safety or to allow improvements to the public street after a period of five (5) years following completion of the construction where the median opening is constructed at the cost of the developer at no cost to the City; 9. Developer may be required to construct the opposing left-turn auxiliary lane not directly serving his property if deemed necessary for public safety and/or efficient traffic operations as determined by the Director;

The City reserves the right to modify or remove any median opening and related auxiliary traffic lanes in the interest of public safety, to correct or mitigate traffic congestion, or to accommodate major improvements of the public street at any time without notice where the median opening was constructed at public expense or at the expense of the adjacent property owner(s) utilizing the median opening.

Financial hardship shall not constitute impracticality or justification for waiver of responsibility for construction of left turn lanes if required by the criteria of this Manual.

7.2 Full Median Openings

7.2.1 Location and Spacing

Refer to Figure 7.2.1 for general requirements of location and spacing of full median openings. Also refer to Figure 7.1A for relative location of a full median opening to driveway connections.

7.2.2 Geometrics of Left-Turn Bays and Full Median Openings

General geometrical requirements of left-turn lanes with full median opening are presented by Figures 7.2.2A and 7.2.2B.

Figure 7.2.2A provides basic geometric criteria based on vehicle turning radius.

Figure 7.2.2B details the configuration of a typical full median opening with standard and offset left turn bays based on median width criteria. Figure 7.2.2B also presents a simplified design methodology for determining minimum required storage length based on turning volume; when a traffic impact analysis (TIA) is required per Section 3.9, the results of that TIA will Access Management Manual, September 5, 2019 Page 54 of 55

determine the design of the left turn lane except that the storage length shall not be less than 100 feet unless approved by the Director.

As a check against the generalized design shown by Figures 7.2.2A and 7.2.2B, the geometrics of any median opening, full or limited, intended to serve an access for land developed for industrial or heavy commercial uses or any other instance where large wheel base vehicles or non-standard truck and trailer vehicles are expected to regularly use the opening, the design should confirmed or modified as necessary based upon the design vehicle turning templates and other design information contained in the current edition of A Policy on Geometric Design of Highways and Streets, published by the American Association of State Highway and Transportation Officials (AASHTO), or as prescribed by approved engineering design computer software intended for this purpose such as “AutoTURN” by Transoft Solutions, or approved equal.

Figure 7.2.2C provides geometric criteria and dimensions to aid in the design of left turn lane transitions for various median widths.

7.3 Limited Median Openings

Median openings which limit either ingress or egress movements through the use of channeling devices, such as raised median traffic islands or raised pavement markings (i.e. buttons), or by regulatory signage (i.e. “No Left Turn”, “No Right Turn”) only, are “limited median openings”.

Refer to Figure 7.3A for limited median openings which are designed to restrict movements of vehicles attempting to ingress a property with access on divided roadway.

Refer to Figure 7.3B for limited median openings which are designed to limit movements of vehicles attempting to egress a property onto a divided roadway.

Figure 7.3C presents the case where the median opening is designed to allow left-turn ingress and egress for only one side of the public street.

Figures 7.3A, 7.3B and 7.3C indicate the traffic movements allowed and the number of points of conflict inherit with each design. In general, the fewer points of conflict, the safer and more efficient the roadway facility operation.

7.3.1 Location and Spacing Relative to Limited Median Openings

Refer to Figure 7.3.1 for location of driveway connections relative to limited median openings.

7.3.2 Geometrics of Limited Median Openings

The geometrical design of limited median openings are complex requiring the services of a professional engineer familiar with the design urban roadways. General requirements include: Access Management Manual, September 5, 2019 Page 55 of 55

• Design vehicle for limited median openings intended to serve all land uses except industrial and where use by vehicles with trailers or heavy trucks on a regular basis will allow for negotiation by AASHTO Standard Vehicle Types SU and S-BUS-40. • For limited median openings intended to serve an industrial land use and other locations where use by larger vehicles is intended, including vehicles pulling trailers on a routine basis, the WB-65/67 AASHTO Standard Design Vehicle will be used for the geometric design; optionally or as a check, approved engineering design computer software intended for this purpose such as “AutoTURN” by Transoft Solutions, may be used. • If the limited median opening will serve, or could serve, multiple properties, the one with the highest land use shall govern the geometric design. • In the case where the limited median opening will serve a portion of an industrial land use not available to heavy trucks or vehicles with trailers, the SU and S-BUS-40 vehicle type design may be used with approval of the Director.

Figure 7.2.2C provides dimensions and general requirements for left turn lane transitions applicable to limited median openings as well as full median openings.

7.4 Related Work

Construction of openings and left turn lanes in the median require restoration of the median area to the satisfaction of the City and, where applicable, property owner associations or neighborhood associations if the original landscaping and maintenance of the median was paid for or performed by that association.

A traffic control plan (TCP), approved by the City, will be required for the closing of active traffic lanes during construction of the median opening. Construction work zone signing, barricading, and temporary pavement marking, as well as the cost for preparation of the TCP, shall be provided and preformed at no cost to the City. Electric arrow panels will be required for all lane closures.

7.5 Modification, Relocation or Removal of Existing Median Opening

See Section 7.1 which applies to existing median openings and is advance notice to developers intending to construction new median openings.

A property owner may request permission from the Director to close an existing median opening in order to remove the opening permanently or to relocate it to a more desirable or useful location. Also, a property owner many request permission to modify an existing median opening. Such requests must be submitted in writing and must include supporting written statements from all property owners whose access is or may be affected by such closure, relocation or modification. Furthermore, the property owner shall provide approved design drawings, enter into a three-party contract with the City, and provide all funds necessary for the work. ACCESS MANAGEMENT MANUAL

FIGURES & TABLES MINOR MAJOR MINOR MAJOR PRINCIPAL CUL-DE-SAC LOCAL COLLECTOR COLLECTOR ARTERIAL ARTERIAL ARTERIAL FREEWAY I I I I I � LAND ACCESS .....J Cil I 0 I � I I (!)z I I Cl) I I 0:::: (.) I z I

INCREASING ACCESS

ACCESS vs. MOBILITY RELATIONSHIP Figure2. 1

� IRVING T E X A S -A1 - PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 TABLE 2.3A: ACCESS vs FREE FLOW SPEED

ACCESS POINTS PER MILE REDUCTION IN FREE FLOW SPEED, M.P.H. 0 0.0 10 2.5 20 5.0 30 7.5 40 or more 10

TABLE 2.3B: TRAVEL TIME VS SIGNAL DENSITY

SIGNALS PER MILE PERCENT INCREASE IN TRAVEL TIME * 2 0 3 9 4 16 5 23 6 29 7 34 8 39

* COMPARED WITH 2 PER MILE EXISTING.

ACCESS POINT EFFECTS ON SPEED Tables 2.3 A and 2.3 B

� IRVING

-A2- PREPARED BY THE TRAFFIC EDEPARTMENT X RE AVI SED S SEPTEMBE R 5, 2019 Figure/Table 2.4

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 4.2

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 4.5

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Sheet 1 of 2 Figure 4.5

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Sheet 2 of 2 6

Figure 4.6

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 NOTE

Figure 4 . 15 A

NOTES

Figure 4 . 15 B

- A8 - PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 4.15 C

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* Locate garage on end of residence furtherest from corner on new home construction. (A) PREFERRED ACCESS FOR CORNER LOT FRONT ENTRY Not To Scale

CA LL OUT TABLE R1 = 61 MIN RADIUS ON LOCAL STREET R1 = 10' MIN RADIUS ON OTHER CLASS STREET R2 = none NOTE: BARRIER FREE RAMPS ARE TO BE INSTALLED R3 = 8' MIN RADIUS WHENEVER PROPOSED RESIDENTIAL APPROACHES A = 1 Q' MIN ON LOCAL STREET CONTACT OR CROSS-OVER EXISTING SIDEWALK. A = 30' MIN ON OTHER CLASS STREET

I I i 15' u ::::J CD MIN: :::, : 12' a.. -- nd Radius_ :§ MIN � �II 20' �------r-- I '-.:,P, / l1 lYP R3 I ">�« � R.O.W. I '��- -_ __ -t------��- '/ �k. 1 1 CORNER LOT FRONT A PUBLIC STR� ACCESS DRIVEWAYS l��Iw/"""' -----'--'--V- A-RI-ES..i SINGLE FAMILY RESIDENTIAL MAX LAND USE ONLY TYPE A& B (B) DRIVEWAY FOR CORNER LOT FRONT ENTRY Figure4. 17 WHERE GARAGE IS NEAREST CORNER � Not To Scale IRVING T E X A S -A10- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 PLAN VIEW

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 5.1 A

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 4.5

Figure 5.1B

NOTE

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Q.'.

VARIES 12' MIN SINGLE FAMILY 11'-0" (TYP) 20' (MIN) OTHER (MAX) VARIES SIDEWALK 1' 8" RESIDENTIAL 5' (TYP) (TYP) 5" COMMERCIAL * Q.'. 3" (MIN) G1 -.Y_AR/ES... LEVEL . :-- :. · js°. ·.,. 4 · ·. · ·"' A. • G2 •: 2% SIDEWALK 10% RESIOEN11Al COMMERCIAL * Profile of Driveway must be at least 3 " higher than ◄ 5% (MAX) the Street Gutter Elevation or more if necessary to 2.5% (MIN) prevent incursion of storm water flow into the property.

G1 (max) LAND USE G2 (max) G3-G4-G5-G6 + 10% (14%) SINGLE FAMILY RESIDENTIAL - 10% � + 8% {10%) MULTI FAMILY - 6% �

DRIVEWAY PROFILES Figure 5.4

� IRVING T E X A S -A14 PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 - A15- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 z GARAGE DOOR (TYP)

Q:: � I- 40' MIN. _J (/) _J u <( :::J z :iE :::J a.. ::::, '°..., a..

2' R (TYP) MOUNTABLE "LAYDOWN" CURB (CONTINUOUS) (FIG. 5.13.4) PUBLIC STREET (LOCAL STREET OR CUL-DE-SAC ONLY)

SPECIAL DESIGN FOR TOWNHOME & CONDOMINIUM ACCESS (Front Entry) Figure 5.6.2

� IRVING T E X A S -A16 - PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 - A17 - PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 - A18 - PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 LOT FRONTAGE LOT FRONTAGE 56' MIN ON LOCAL STREET ! ,. 40' MIN ON LOCAL STREET .,.I 1 50' MIN ON OTHER CLASS STREET : 65' MIN ON OTHER CLASS STREET I I tit 2� tit MIN:MIN MIN MIN:MIN 12' 1 12' LO� 12''12' MAX MAX MAX MAX ---.1..... I .A"---+:::E------1----,1,,._ I �--

2:9,!,_ - �-Q,!, sidewalk sidewalk

PUBLIC STREET PUBLIC STREET (B) DOUBLE-SHARED CIRCULAR DRIVE (A) EXCLUSIVE CIRCULAR DRIVE Not To Scale Not To Scale

LOT FRONTAGE 46' MIN ON LOCAL STREET ,.Required Frontage Varies - 76' MIN BOTH LOCAL STREETS I I 50' MIN ON OTHER CLASS STREET 94' MIN ON OTHER CLASS STREET � GI!,! � 1 IR1 12' 20' <>:!! 30' R1 12' 20' 12' R1 I :§: MIN MIN MIN MIN MIN MIN, Lot 1� 1 j LO� Lot 2

CL.i iI I e� __ J R.Q,Y!, _ 5_ -R._9:!:.._ sidewalk

PUBLIC STREET PUBLIC STREET * Minimum frontage required for any particular (C) SINGLE - SHARED CIRCULAR comer lot to be determined by the Director. DRIVE W/ SPUR DRIVE Dimensions given are absolute minimums in any case. Not To Scale (D) CORNER LOT ACCESSING ONE STREET ONLY Not To Scale R2 Lot 2

I I NOTE: ADA PEDESTRIAN PATHS ARE TO BE INSTALLED WHENEVER PROPOSED RESIDENTIAL APPROACHES :§1 u CONTACT OR CROSS-OVER EXISTING SIDEWALK. 0 tie _ �L-�o.:!,_ R1 1 .. 20' MIN ..1 PUBLIC STREET (LOCAL STREET ONLY) (E) CIRCULAR DRIVEWAY FOR CORNER LOT CIRCULAR DRIVEWAYS ACCESSING BOTH STREETS Not To Scale SINGLE FAMILY RESIDENTIAL LAND USE ONLY CURVE RADIUS TABLE TYPE A-E R1 = 6' MIN RADIUS ON LOCAL STREET Figure5.10 R1 = 10' MIN RADIUS ON OTHER CLASS STREET R2 = 6' MIN RADIUS RJ = 8' MIN RADIUS R4 = 6' MIN RADIUS ON LOCAL STREET � R4 = 8' MIN RADIUS ON OTHER CLASS STREET (10' RADIUS RECOMMENDED) IRVING T E X A S -A19- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 5.11A

Figure 5.11B

Figure 5.11C

Figure 5.11

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 sht. 1 of 2 Figure 5.11D

Figure 5.11

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 sht. 2 of 2 Figure 5.11.1

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Sheet 1 of 2 Figure 5.11.1

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Sheet 2 of 2 12" 9" 4" 8" 1 1 2" R. No.4 BARS @ 18" O.C. 3

1 3" 6" T 1

1 2 T 12" 12" 24"

N.T.S.

Figure 5.13.4

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Downstream Approach Upstream or Queuing Approach Storage Deceleration Reaction Time

///////////////////////// ////////////////////////// FTT7 ///// /////TTT/////,, 1////////////////////////////

No Driveways See Figure6.4 See Figure6.4 /// :-:-:-:-:-:-:-:-: No Median Breaks /// -:-:-:-:-:-:-:-:­ No Median Breaks / / / ·:::::::: See Figure 7.2.1 / / / ::::::::. See Figure 7.2.1 /// -:-:-:-:-:-:-:-:­ /// :-:-:-:-:-:-:-:-:

FUNCTIONAL AREA OF INTERSECTION Figure 6.1

� IRVING T E X A S -A25- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 6.4A

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 PROPElilY. LINE __ -E ro a.. I Lo ...... 31:: 2-

<>=:I ;:;::::: L- (.) � >-, I ...... ro X :j (/) � I: � I ""',-- w X i 31:: ..... (!) � "! 0 ... a:: I � cj 02 L- i ::; I R3 w -; � r--�-- o r-l-�-- __I __ _ --�=_1 RIGHT_O£ WAY _ ___1_J I I I I I NI I I R R ""I I I ,-- -, I 1 I FACE or CURB OR 1.. s .. 1 EDGE or PAVEMENT ROADWAY "B" +- trafficflow (downstream)

NOTES Pl!:R DIMENSIONS ON SHEET 2 or 2. BOTH MINIMUM "X" AND •s• DIMENSIONS MUST BE MET {WHICHEVER PROVIDES THE GREAlER SPACING GOVERNS) BOTH MINIMUM ·o· AND ·c· DIMENSIONS MUST BE MET GENERAL DRIVEWAY {WHICHEVER PROVIDES THE GREAlER SPACING GOVERNS) LOCATION AND SPACING MULTl-FAMILY, COMMERCIAL AND HIGHER LAND USE ACCESS Figure6.4

� IRVING T E X A S PREPARED BY THE T RAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 -A 27 - Sht. 1 of2 * SEE TABLE 2 TABLE 1 Figure6.4 ** SEE SECTION 6.5 & FIGURE 6.5 ROADWAY ROADWAY MINIMUM DIMENSIONS R - SEE SECTIONS 5.1, 5.6.1 & 5.7 'A' ·s· C1 C2 D1 D2 p R2 s R3 - SEE SECTION 5.9 CLASSIRCATION CLASSIRCATION FEET FEET FEET FEET FEET W - SEE SECTIONS 5.1, 5.6.1, 5. 7 & 5.9 ARTERIAL FRONTAGE ROAD * ** * ** R 100' * * W2 / W3 - SEE SECTION 5.9 & FIG. 5.9 F.R. / ARTERIAL ARTERIAL * * * * R 100' * * F.R. = FRONTAGE ROAD F.R. / ARTERIAL MAJOR COLLECTOR * * * * R 45' * * F.R. / ARTERIAL MINOR COLLECTOR * 60' * 130' R 40' * * F.R. / ARTERIAL LOCAL INDUSTRIAL * 60' * 130' R 40' * * F.R. / ARTERIAL LOCAL RESIDENTIAL * 30' * 80' R 30' * * MAJOR COLLECTOR F.R. / ARTERIAL * * * * R 45' * * MAJOR COLLECTOR MAJOR COLLECTOR * * * * R 45' * * MAJOR COLLECTOR MINOR COLLECTOR * 60' * 130' R 40' * * NOTES MAJOR COLLECTOR LOCAL INDUSTRIAL * 60' * 130' R 40' * * 1) Table dimensions are minimum. MAJOR COLLECTOR LOCAL RESIDENTIAL * 30' * 80' R 30' * * 2) Dimensions are to face of curb or MINOR COLLECTOR F.R. / ARTERIAL 80' * 150' * R 40' 60' 120' edge of pavement if no curb. MINOR COLLECTOR MAJOR COLLECTOR 80' * 150' * R 40' 60' 120' 3) Dimension or sum of dimensions which MINOR COLLECTOR MINOR COLLECTOR 30' 30' 100' 100' R 40' 60' 120' gives the larger spacing distance governs. 4) See Figure 6. 6 for frontage road access. MINOR COLLECTOR LOCAL INDUSTRIAL 35' 35' 100' 100' R 35' 60' 120' 5) Location and spacing clearance distance MINOR COLLECTOR LOCAL RESIDENTIAL 30' 30' 80' 70' R 30' 60' 120' for alleys refer to section 4.2. LOCAL INDUSTRIAL ALL 35' - 100' - R 35' 70' 150' 6) 'R2' minimum is 80' where a turning LOCAL RESIDENTIAL ALL 30' - 70' - R 30' 20' 40' lane with troffic island is required.

*** SEE TABLE 1 TABLE 2 Figure6.4 POSTED MINIMUM DIMENSIONS C1 C2 D1 D2 p R2 s SPEED FEET FEET FEET FEET 30 100' 60' 200' 150' R *** 100' 150' 35 100' 60' 200' 150' R *** 140' 200' 40 150' 80' 250' 200' R *** 190' 250' GENERAL DRIVEWAY 45 200' 120' 300' 250' R *** 240' 300' 50 270' 170' 400' 300' R *** 315' 375' LOCATION AND SPACING MULTl-FAMILY, COMMERCIAL AND HIGHER LAND USE ACCESS Figure6.4

� IRVING T E PREPARED BY THE TRAFFIC DEPARTMENTX AREV ISEDS SEPTEMBE R 5, 2019 -A 28- Sht. 2 of2 ------� ------FlmllY ... LANES ______\

)I )I FRONTAGE ROAD )I )I

ACCESS CONNECTION * ACCESS CONNECTION SPACING SPACING (EDGE TO EDGE OF PAVEMENT) (EDGE TO EDGE OF PAVEMENT)

* RIGHT TURN DECELERATION LANE REQUIREMENT MAY INCREASE MINIMUM SPACING; REFER TO SECTION 4.10 & 5.11

POSTED MINIMUM SPEED OF CONNECTION FRONTAGE ROAD SPACING (FEET) 30 {mph) 200· 35 300' 40 360' 45 435' FRONTAGE ROAD >50 510' CONNECTION SPACING Figure6.5

� IRVING T E X A S -A29- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 ------� ------FlmllY ...LANES \ ______

' N ' LANES FRONTAGE ROAD 'N ' LANES )I )I EDGE LINE EDGE LINE CURB OR EDGE OF SHOULDER V

O'MIN.

50' MIN. ACCESS CONNECTION CLEAR SPACING (FT)

N = NUMBER OF FRONTAGE ROAD LANES INCLUDES MERGE LANE AND RIGHT TURN LANE (IF ANY)

DRIVEWAY CLEAR SPACING ( FT ) PEAK HOUR VOLUME NUMBER OF WEAVING LANES ( N ) (VPH) 2 3 4 5• < 250 920'** 460' 560' 600' 250-750 950'** 460' 560' 600' FRONT AGE ROAD > 750 1000'** 600' 690' 730' ACCESS NEAR RAMP JUNCTION (CASE I : EXIT RAMP) * ASSUMES 1 LANE IS A RIGHT TURN DECELERATION LANE Figure6.6 ** MAY BE REDUCED IF PEAK HOUR VOLUME OF FRONTAGE ROAD IS LESS THAN 2,500 VPH PROJECTED FOR NOT LESS THAN 5 YEARS. � IRVING T E X A S PREPARED BY THE T RAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 -A 30- Sht. 1 oj2 ______-______-r FREEWAY '""""" ______J ------_

AUXILl.ARY EXIT LANE {IF ANY) "\

:::::::::::::::::::::::::::_:::_:::-� .....�::::::::::::::::::::::::::::::::::::::::::::::t:�::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::� EDGE LINE EDGE LINE • z FRONTAGE ROAD EDGE LINE • .....C EDGE LINE "- r CURB OR EDGE OF SHOULDER 0 � � V z V 0 ------R 150' MIN. B !Q O' MIN. I R"' I � 200' MIN. � � NO ACCESS 50' MIN. ;0:: ;0:: C C

R = INSIDE RADIUS OF CORNER OR TURNING LANE.

FRONT AGE ROAD ACCESS NEAR RAMP JUNCTION (CASE II: ENTRANCE RAMP) Figure6.6

� IRVING T E X A S PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 -A 31 - Sht. 2 oj2 CURB OR EDG� OF PAVEMENT (lYP)

A

B • • • FRONTAGE ROAD •

======------�""""'y "'"LANES ------\ t

CURB OR EDGE OF SURFACED ROAD • • FRONTAGE ROAD • • -----1------..%.------t----.....• (or) V

CURB OR EDGE C OF PAVEMENT (lYP) D E

NOIE DISTANCE IS CLEAR DIMENSION FROM EDGE OF PAVEMENT TO EDGE OF PAVEMENT.

POSTED MINIMUM DIMENSIONS SPEED OF A B Cff D E FRONTAGE ROAD FEET FEET FEET FEET 30 {mph) 220 200 60 200 220 35 250 250 70 250 285 40 305 305 80 305 355 45 360 360 100 360 445 CONNECTION SPACING > 50 425 425 100 425 525 AT FREEWAY INTERCHANGE * USE 45 MPH IF SPEED LIMIT IS NOT POSTED OR HAS NOT BEEN DETERMINED Figure6.7 BY SPEED SURVEY APPROVED BY TXDOT. ff 'C' MAY BE REDUCED BY THE AMOUNT THAT ACTUAL 'D' DISTANCE EXCEEDS THE MINIMUM � 'D' DISTANCE INDICATED IN THE TABLE. IRVING T E X A S -A32- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 �1 ;, 'SroP" SIGN(Sl IR1-1l REQUIRED 10 BE INSl'AWD Nii liHNTAttm Br PROPERIY OWNER (REFIRSECl10N 8.8) i 0:0 I I I I

- STREET (DMDED OR UNDMDED) t - -- ______------, ------� -- � 1 � 0' 10 5' MAX \..{ ------

Example A : Undivided Roadways UNDMDED DRIVEWAY ACCESS AT INTERSECTION Will-I DMDED ROADWAYS

I �

;a: �I� 0 il' 18' MIN. VARES 18' MIN. 24' il\'P. 24' Fllf INE 'SroP" SIGNJ} f� REQUIRED 10 BE \J INSl'AWD m Br PROPERIY 2' * OWNER (REFER SECl10N 8.8) O' F INGRESS INEWIDIH GAEAlER 1lWI '6J' J � I 7 I ��-+-t, \ ., I I I I ·I- T t- - I:? I I i-:! I STREET "A" I § I <:= > I � I I 8 I ef' � I .., I { I -� I �z � STREET •s• I � I - I j I I I I �

Example B: Divided Roadways DMDED DRIVEWAY ACCESS AT INTERSECTION Will-I DMDED ROADWAYS DRIVEWAY ACCESS AT A STREET INTERSECTION Figure6.8

� IRVING -A33- PREPARED BY THE TRAFFIC E DEPARTMENT X AREV ISED SSEPTEMBE R 5, 2019 STANDARD STANDARD POSTED DESIGN POSTED DESIGN SPEED LIMIT LEFT RIGHT z SPEED LIMIT LEFT RIGHT Intersection Visibility Triangle z <( :;!; �30 335' 355' 0 �30 355' 400' 0 w Standard Design w 35 390' 410' ::;;; 35 410' 465' ::;;; 0 with or without Median 40 445' 470' w 40 470' 530' z en 45 500' 530' � 45 530' 595' Figure6.9A 50 555' 590' 50 590' 660' 55 610' 645' 55 645' 730'

t NEAR LANE RIGHT , « 0 1 J

./ --� (------�-::...... < (□ » ..� -- t NEAR LANE LEFT

NOTE: IF NO MEDIAN OPENING, ONLY "LEFT" SIGHT TRIANGLE APPLIES

HEAVY TRUCK HEAVY TRUCK POSTED DESIGN POSTED DESIGN SPEED LIMIT LEFT RIGHT z SPEED LIMIT LEFT RIGHT Intersection Visibility Triangle z <( :;!; �30 510' 540' 0 �30 510' 600' 0 w Heavy Truck Design w 35 590' 630' ::;;; 35 590' 700' ::;;; 0 with or without Median 40 675' 715' w 40 675' 800' z en 45 760' 805' � 45 760' 900' Figure6.9B 50 845' 895' 50 845' 1,000' 55 930' 985' 55 930' 1,100'

t NEAR LANE RIGHT , 0 1 J « � ,------,--:✓ 10 » ..�-_ t NEAR LANE LEFT INTERSECTION VISIBILITY TRIANGLES FOR STANDARD AND HEAVY TRUCK DESIGN with or without Medians NOTE: IF NO MEDIAN OPENING, ONLY Figure6.9 A and B "LEFT" SIGHT TRIANGLE APPLIES

� IRVING -A34- PREPARED BY THET TRAFFIC E DEPARTMENT X AREV ISED SSEPTEMBE R 5, 2019 __PUBLIC STREET__ ---- 1 .. B-- = ------ll ;c ���..:....:::::...... :;s���.::... .:_ ____ --

NOTE THAT THE CONCAVE CONDITION HAS GREATER (A) CONCAVE CONDITION IMPACT ON PROPERTY INCLUDED WITHIN THE VISIBILITY TRIANGLE.

DISTANCES "A" AND "B" ARE MEASURED ALONG THE CURVILINEAR TRAVEL PATH OF THE APPROACHING VEHICLES

PUBLIC TREET - - __ : ����-- �=---- � �1 _ - --

(B) CONVEX CONDITION DRI EWAY

NOTE THAT THE CONVEX CONDITION HAS LESS IMPACT ON PROPERTY INCLUDED WITHIN THE VISIBILITY TRIANGLE.

EFFECT OF CURVATURE ON VISIBILITY TRIANGLE Figure6.9C

� IRVING T E X A S -A35- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 10': W : 10' Typical Truck Dock Door or Ramp NOTE 1 {No Truck Docks} . . :en 1..&..:a:::·CD eno:a. O:z:w·> ui=::a:: c:::, LLJ· o....,,: en a..0:::·LLJ:u 130' MIN :� o

CONCRETE CURBS REQUIRED 6" MIN HEIGHT RIGHT OF WAY RIGHT OF WAY ______r----_.___ .______...... __--+--- Rl � RIGHT TURN LANE PER SECTION 4.10

PUBLIC STREET TRUCK COURT FOR HEAVYTRUCKS Not To Scale

A = SEE SECTION 4.5 W = SEE SECTION 5.1 R1 = SEE SECTION 5.1 R2 = 40' RADIUS MIN, 50' R OR lARGER RECOMMENDED, 70' R MAX

NOTES 1) IF DISTANCE FROM UP OF TRUCK DOCK TO FACE OF CURB OF STREET IS LESS THAN 160', TRUCK DOCK DOORS ARE PROHIBITED IN DESIGNATED AREA. 2) IF DISTANCE FROM UP OF TRUCK DOCK TO FACE OF CURB OF STREET IS 160' OR GREATER, TRUCK DOCK DOORS ARE PERMITTED. TRUCK COURT 3) BARRIER FREE RAMPS ARE TO BE INSTALLED WHENEVER PROPOSED (Docks Parallel To Street) DRIVE APPROACHES CONTACT OR CROSS-OVER EXISTING SIDEWALK. > 3' HEIGHT DOCK(S) AND/OR 4) RIGHT TURN REQUIRED ON MAJOR COLLECTOR HIGHER CLASS ROADWAY. > 10' HEIGHT TRUCK DOOR(S) Figure6.10A

� IRVING T E X A S -A36- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Typical Truck Dock Door or Ramp

Lip of Truck

80' MIN.

Truck Dock

a.: e,� � � 'b -�<:>i R2 <::?_CS� :z a.: � ::iii '$).0 'b �� co

RIGHT OF WAY RIGHT OF WAY

PUBLIC STREET

A = INTERNAL STORAGE, SEE SECTION 4.5 TRUCK COURT W = SEE SECTION 5.1 FOR HEAVYTRUCKS R1 = SEE SECTION 5.1 Not To Scale R2 = 40' RADIUS MIN, 50' R TYPICAL, 70' R MAX

NOTES 1) IF DISTANCE FROM LIP OF TRUCK DOCK TO FACE OF CURB OF STREET IS LESS THAN 160', TRUCK DOCK DOORS ARE PROHIBITED IN DESIGNATED AREA. 2) IF DISTANCE FROM LIP OF TRUCK DOCK TO FACE OF CURB OF STREET IS 160' OR GREATER, TRUCK DOCK DOORS ARE PERMITTED. 3) BARRIER FREE RAMPS ARE TO BE INSTALLED WHENEVER PROPOSED DRIVE APPROACHES CONTACT OR CROSS-OVER EXISTING SIDEWALK. TRUCK COURT 4) RIGHT TURN REQUIRED ON MAJOR COLLECTOR HIGHER CLASS ROADWAY. (Docks Perpendicular To Street) > 3 ' HEIGHT DOCK(S) AND/OR > 10' HEIGHT TRUCK DOOR(S) Figure6.10B

� IRVING -A37- PREPARED BY THE TRAFFIC E DE PARTMENT X ARE VISED S S EPTEMBER 5, 2019 Figure 6.12

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 DRIVEWAY NOT SERVED BY MEDIAN OPENING

70' MINIMUM 50' MINIMUM NO ACCESS ALLOWED r ·1 [DJ PUBLIC STREET

� 70' MINIMUM (Il]

Clearance At Driveway

DRIVEWAY SERVED BY MEDIAN OPENING

LIMITED MOVEMENT DRIVEWAY NOT SERVED BY MEDIAN OPENING

20' MINIMUM NO ACCESS ALLOWED r ·1 60' MINIMUM [DJ PUBLIC STREET

� 70' MINIMUM

Special Case: Clearance At ACCESS LOCATION RELATIVE Limited Movement Driveway TO MEDIAN OPENING Not Applicable to Residential Land Uses DRIVEWAY SERVED Figure7.1 A BY MEDIAN OPENING

� IRVING T E X A S -A39- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 DRIVEWAY ACCESS OR STREET

NOTE: Where crest vertical curve Restricts visibility (Il] _ '� - - - - - _____ ,...(Il] > • ORNER SIGHT ut1 --i------=�� ------(Il] (Il] ---� ** ______(Il]______15' X POSTED SPEED X X LIMIT � 5% HEAVY TRUCKS > 5% HEAVY TRUCKS ** Queued vehicles in opposing �30 500' 568' left turn bay not considered * a visibility obstruction. 35 500' * 662' 40 500' * 757' DRIVEWAY 45 561' 851' ACCESS OR 50 623' 946' STREET * 500 • Min. per Texas Transportation Code TRC Sect. 545.102

MEDIAN OPENING VISIBILITY CRITERIA U-TURN CONDITION Figure7.1B

� IRVING T E X A S -A40 PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 7.2.1

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 NOTE

Figure 7.2.2A

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 NOTE

Figure 7.2.2 B

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 7.2.2C

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 DRIVEWAY I I DIRECTIONAL CONFLICT POINTS LEFT-TURN INGRESS 0 1 CROSSING 1:::,,. 3 DIVERGE FROM ONE DIRECTION □ 3 MERGE 7 TOTAL $ t\ ,,I ', ------(Il}---•-o�---.--�'6------.------b-

,______,/.(J)J:------:.::.:::-- ; ------+------6-.-,y+ ..... ;�-a---ccD---+------\¢ / t l I I I I DRIVEWAY

DRIVEWAY I I DIRECTIONAL CONFLICT POINTS I LEFT-TURN INGRESS 0 2 CROSSING $ t FROM TWO DIRECTIONS 1:::,,. 4 DIVERGE □ 4 MERGE 10 TOTAL ¢ I I\

------+-----c>�,:.?:�-MINOR STREET... ---(0}-----· ; _,_ - ,/:p - -�-b--.-----;::------+----�----+---� ------...-{Il]---b,.,..--<;,>- -- ...�------...------£ ti' ,\. , DIRECTIONAL INGRESS I FROM ONE AND TWO ¢ DIR �1��NS f : F� I ■ DRIVEWAY �4 IRVING

-A45- PREPARED BY THE TRAFFIC EDE PARTMENT X RE AV ISED SSEPTEMBER 5, 2019 DRIVEWAY I I DIRECTIONAL CONFLICT POINTS LEFT - TURN EGRESS 0 1 CROSSING FROM ONE APPROACH h,. 3 DIVERGE □ 3 MERGE 7 TOTAL ,I � i\ ' ------+-----o�--, ...-- ' ��--+---«I&------0------...... ------­ ---...... ::..:.------��,-·------...-aI))---6-�-�.-o------...------' - �� �'. l{ I' t I I I DRIVEWAY

DRIVEWAY I I CONFLICT POINTS I I DIRECTIONAL 0 2 CROSSING LEFT - TURN EGRESS h,. 4 DIVERGE FROM TWO APPROACHES 4 MERGE t ' □ � I 10 TOTAL .#( \ , , � ...._'' ------+---- -c::Ja.1'-- �- :.�- --... �-- --- • -o---...... ======-� ' ' �----.--���---' ' �----=====-- -...-� ...... - ---__.-o------...-aI))---6-�-�.-o------,-�� ...------DIRECTIONAL \ l{ MEDIAN OPENINGS � ! F� t I I I ���, DRIVEWAY I RV ING T E X A S -A46- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 CONFLICT POINTS 0 3 CROSSING £l. 5 DIVERGE □ 4 MERGE STREET 12 TOTAL I I I t l ,t I', , ------• --- --o-c.- - -♦ -',---6------♦ - --«=nr------o----I c:::=====-----====� ----& ----....:::- -... - ��-(Jll: ', , ... - - -:.:;.--- I ------... - -crrr- �,,:-� -►--.-0------... - - ' �',.XC-, I 1{. � I

tI tI STREET

DIRECTIONAL MEDIAN OPENINGS LEFT TURN EGRESS FROM ONE APPROACH AND LEFT TURN INGRESS FROM ONE DIRECTION Figure 7.3C

� IRVING T E X A S -A47- PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Figure 7.3.1

PREPARED BY THE TRAFFIC DEPARTMENT REVISED SEPTEMBER 5, 2019 Access Management Manual, September 5, 2019 Frequently Asked Questions

Storage Length: depends on trip generation of site being served; as a guide, refer to TxDOT Roadway Design Manual, Tables 3-3 and 3-3A except that our transitions are longer, but, the sum of the deceleration length and the storage length (i.e. the gross length of the left-turn lane with transition, should be about the same. Where the land is undeveloped and use is speculative, use ITE Trip Generation trips values for the existing or anticipated (if not zoned) zoning for the property served. At intersections with local streets, the standard storage length is 200 feet (240 feet if a commercial or industrial local street); at intersections with collector or higher functional class streets, the standard storage length is 300 feet. Median Opening Width: Minimum 70 feet measures from point of median nose to point of nose. Wider opening will be required if intersection is with divided street or any street wider than 30 feet (face-to-face of curbs) based on a 50’ radius turning arc for residential streets or a 70’ radius turning arc for commercial or industrial streets. We do have AutoCAD-based design aids for the geometric design of major intersections, including the layout of pedestrian crossings. Transition Length: On tangent roadway, the transition for 11’ wide left-turn lanes used where median is 16’ wide face-to-face (our minimum) to 19’ wide, the transition length is 140.28’; for 12’ wide left-turn lane used where median is 20’ wide face-to-face to 22’ wide, the transition length is 146.48’; for medians wider than 22’, a special design is required. On tangent roadways, for left-turn lanes where the roadway x-slope is typical (i.e. slopes and drains to the outside at ¼” per foot), the first curve (i.e. curve to the left) has a radius of 500 feet, the second curve (i.e. curve to the right) should have a radius of 400 feet. Where the roadway is on a horizontal curve greater than 600’ centerline radius, the follow criteria is used for transition length: L1 = arc length of first curve (i.e. curve to the left for left-turn lane transitions) L2 = arc length of second curve (i.e. curve to the right for left-turn lane transitions) R = radius of either curve 130’ < L1 + L2 < 160’ L1 > 50’ L2 > 50’ R > 160’ In the case of right-turn lanes or left-turn lanes with reverse x-slope (i.e. slopes and drains towards the median), the curve radii for tangent roadway is reversed, i.e. the 400’ radius curve is first, followed by the 500’ radius. Although not ideal or recommended, transitions can overlap if necessary as approved by the Director. Median opening prohibited on a roadway where the centerline radius is less than 600 feet without explicit approval of the Director. Distance Between Openings: Measured from point of median nose to point of median nose of the same non-traversible median segment (i.e. NOT between centers of median openings) is 600 feet where neither intersection is signalized, 700 feet where one intersection is signalized and 800 feet where both intersections are signalized (or are expected to be signalized in the future).

FAQ - 1