§ 66-316. Transportation impact analysis.
(a)
Purpose. The purpose of a transportation impact analysis (TIA) is to assess the impact of a proposed development, redevelopment, or zoning map amendment, on the town's transportation system. A TIA will:
(1)
Evaluate existing conditions and future impacts of a proposed development on the transportation system;
(2)
Identify existing or impending problems with the transportation system;
(3)
Delineate solutions to identified problems; and
(4)
Assign responsibility for the necessary improvements to mitigate potential adverse effects on the transportation system.
(b)
TIA required. Development applications for a map amendment, planned unit development, site plan, or a subdivision that meet the following criteria shall conduct a TIA prepared in accordance with the standards in this section:
(1)
Generally. Any new development, redevelopment or expansion anticipated to generate more than 100 trips (including pass-by and internal capture trips) during any peak hour period on the surrounding roadways (between 7:00 a.m.—9:00 a.m. and 4:00 p.m.—6:00 p.m.) upon completion of all or a portion of the development. In the case of currently developed property, a net increase of 100 peak hour trips will require the completion of a study.
(2)
Localized safety and capacity conditions. Any development or redevelopment, regardless of the expected trip generation levels, when the town determines there are or may be:
a.
Current traffic problems in the area of the proposed development, such as high-hazard crash locations, confusing traffic patterns, or an intersection that warrants additional traffic control as determined by the town or NCDOT;
b.
Significant impact to current or projected levels of service of the roadway in the vicinity of the development;
c.
An inability of the adjacent, existing, or proposed roadway system to handle increased traffic, or an inability to improve the roadway system to handle increased traffic;
d.
Close proximity to a project identified on the statewide transportation improvement program; or
e.
Other specific problems or deficiencies that may be affected by the proposed development or the traffic impacts of the development to be satisfactorily accommodated (i.e., driveway orientation and/or location, vertical/horizontal curvature, circulation patterns, potential vehicle queuing issues).
(3)
Pre-submittal conference required. Any applicant required to complete a TIA shall conduct a pre-application conference with town staff and the traffic engineer selected to prepare the TIA.
a.
The pre-application conference shall establish the study area, the trip distribution, the traffic counts to be utilized, approved developments in the area, pass-by and internal capture percentages, additional hours of analyses, if required (other than a.m. and p.m. peak hours), and resolve any other questions specific to the site.
b.
The engineering firm shall submit a scope of work to the town within ten working days of the pre-application conference.
c.
Prior to any work commencing on the TIA, the applicant shall submit the necessary fee as set forth in the fee schedule adopted by town council.
(4)
Required TIA contents.
a.
A licensed engineer registered to practice in the state shall prepare the TIA. The engineer shall have traffic assessment and transportation management experience.
b.
The engineer shall submit five copies of the TIA report to the town, which shall include, at a minimum, the following information:
1.
Study purpose and objectives.
2.
Description of the site and study area boundaries, including appropriate mapping and the rationale for selection of the study area boundaries.
3.
A summary of existing conditions, including, but not limited to: surrounding street and key intersection traffic volumes (daily and peak hour), turning movements, and capacities, safety deficiencies and funded transportation improvements.
4.
Anticipated or approved development in the area.
5.
Trip generation and distribution.
(i)
Trip generation estimates shall be based on trip generation rates contained in the latest edition of Trip Generation published by the Institute of Transportation Engineers (ITE). The applicant shall also provide the ITE code and methodology used to calculate proposed trip generation estimates. Estimates completed without the guidance of ITE trip generation manual must be justified and agreed upon by all parties involved in the TIA process;
(ii)
Pass-by trip factors and assumptions;
(iii)
Internal trip assumptions for mixed use developments;
(iv)
Trip distribution assumptions complete with diagrams.
6.
Future projections. Projection of future traffic volumes and assessment of future roadway and intersection operating conditions for the year of the ultimate completion of the project. All projections should specifically document projected background traffic as well as the traffic generated by the proposed development. If the project is to be phased, projections for each phase of the development are required. If the un-phased build out period of the project is greater than nine years, then a minimum of one intermediate and one full build out impact projection is required. All projections and assessments should include the following three scenarios:
(i)
No-build;
(ii)
Maximum possible development under existing use or zoning. Applicant shall conduct assessment of project phasing. The impact of the development of a particular phase is not to be compared with the total possible build out of the entire project location; and
(iii)
Proposed development.
7.
Generalized peak hour and/or daily link level of service (LOS) analysis. Using the peak hour directional volumes and daily traffic volumes forecast and service thresholds, a general evaluation shall be made of the street system for the short-term and long-term horizon years. If the project is to be phased, then an assessment of conditions after the completion of each phase of the development is required. Incremental differences attributable to the land use action shall be identified. A map showing generalized levels of service shall be presented for each design year.
8.
Access analysis. The design, number, and location of access points to collector and arterial roadways must be fully analyzed. The number of access points shall be kept to a minimum and designed to be consistent with the type of roadway facility. Access analysis shall include a strip crash, intersection crash analysis and bicycle/pedestrian analysis.
9.
Intersection analysis (signal warrant analysis, phasing analysis, intersection crash analysis and progression analysis). The appropriateness of the development's access locations and type must be established. For full-access locations, a signal warrant analysis based on the Manual on Uniform Traffic Control Devices must be conducted for each design year. Traffic signals specifically warranted by the land use action shall be identified.
10.
Peak hour intersection level of service. An a.m. and p.m. peak hour intersection LOS analysis shall be conducted for each intersection, based on procedures specified in the most recent release of the Highway Capacity Manual. Levels of service for signalized intersections shall be based on the signal timings developed for the signal progression analysis.
11.
Turn lane storage requirements. Turn lane storage needs shall be identified for the warranted situation, based on projected turning volumes and NCDOT analytic techniques. Appropriate documentation of the calculations must be provided.
12.
Sight distance. The adequacy of sight distance at all entrances and internal intersections shall be evaluated.
13.
Appropriateness of acceleration or deceleration lanes. All proposed access points on arterials shall be evaluated to determine the need for acceleration lanes or deceleration lanes, with justification and basis provided for recommendations.
14.
Pedestrian and bicycle analysis. Continuity and adequacy of pedestrian and bike facilities shall be provided to the nearest attraction (existing or planned) within a one-quarter-mile of the development site. Destinations of significance include bus stops, elementary schools, parks, activity centers and major bicycle facilities. Adherence to the Americans with Disabilities Act (ADA) and American Association of State Highway and Transportation Officials AASHTO standards shall be required.
15.
Public transportation analysis. Existing and proposed (if any) public transportation facilities analysis shall be provided.
16.
Special analysis/issues. The town may require specific focused traffic analyses relative to the proposed development.
17.
Recommendations for improvements. Recommendations for site access and transportation improvements or mitigation measures needed to maintain traffic flow to, from, within and adjacent to the proposed development at an acceptable and safe level of service (generally assumed at LOS D or better). Any recommendations for roadway improvements should identify funding sources for these improvements.
18.
Collected data. Data collected for the study shall be made available to the town for evaluation of the study conclusions. The format for data submission as well as format for data to be provided to the town will be determined at a pre-consultation meeting between the applicant and town.
(5)
Review process.
a.
The town, WMPO, and NCDOT, as appropriate, will review and may comment on the draft TIA submitted for the proposed development. When necessary, the draft TIA report may be forwarded to the NCDOT Congestion Management Section or other applicable NCDOT sections for review and comment.
b.
The town, WMPO, and NCDOT, as appropriate, may request clarification and further analysis of the impacts considered necessary to adequately determine the impact to the level of service presented to the traveling public by the proposed development
(6)
Revision.
a.
The engineer shall address all additional town, WMPO, and NCDOT comments, as appropriate, and re-submit a revised TIA report.
b.
The town, WMPO, and NCDOT, as appropriate, shall review the revised report and may request additional information or approve the TIA report.
(7)
Decision.
a.
Once all comments have been addressed and the town has approved the TIA report, the town shall notify the applicant of the TIA approval.
b.
TIA approval shall be valid for a period of 36 months. Prior to the conclusion of this 36-month period, work resulting in the recording of lots or issuance of a certificate of occupancy shall have occurred. Significant changes in the development proposal or surrounding conditions may require revision to or re-submittal of the TIA.
c.
When multiple mitigation alternatives are identified in the report, which address the same transportation deficiency, the town or NCDOT, as appropriate, may select the alternative that provides the greatest public benefit and that meets the appropriate LOS on the impacted street network.
d.
If the town council accepts the means of mitigation, the mitigation must be successfully completed prior to the issuance of a certificate of occupancy.
e.
In no case shall a TIA be considered valid after ten years of its adoption. TIAs ten years of age or older shall be revised with current data and conditions.
(8)
Existing TIAs approved prior to August 20, 2015.
a.
Any TIA approved prior to the adoption of this section shall remain valid for a period of ten years from the date of adoption of this section.
b.
A revised TIA shall be required of any existing development with an otherwise valid TIA, should said development increase density or development activity resulting in a net increase of 100 peak hour trips.
(9)
Appeals. An applicant may appeal the decision of the planning director to the board of adjustment in accordance with section 66-67.
(Code 2003, § 30-316; Ord. No. 15-16, § 1, 9-17-2015)