21-255821-2558
ORDINANCE NO.
AN ORDINANCE OF THE CITY OF DENTON, TEXAS AMENDING THE
TRANSPORTATION CRITERIA MANUAL; AND PROVIDING FOR SEVERABILITY, A
SAVINGS CLAUSE AND AN EFFECTIVE DATE.
WHEREAS, pursuant to Ordinance No. DCA18-0009q, the City Council of the City of
Denton, a Texas home -rule municipal corporation (the "City") adopted the newly revised Denton
Development Code, superseding and expressly repealing Chapters 31, 34 and 35 of the 1991 Code
of the City of Denton, Texas, as amended, and leaving all other Chapters intact and superseding
and expressly repealing the 2002 Denton Development Code, as amended; and
WHEREAS, the Denton Development Code established a process whereby the policies,
regulations, and procedures relating to zoning and development within the City and its regulatory
extraterritorial jurisdiction are legislatively established by the Council after public hearing in
accordance with State law: and
WHEREAS, the creation of specific design standards and methodologies (the
"Development Criteria Manual") are delegated to City professional staff possessing the necessary
and appropriate licensure and expertise who may also consult with their peers in both the public
and private sectors, consistent with the policy direction of Council; and
WHEREAS, the Development Criteria Manual process was intended to benefit the public
and the development community by empowering City professional staff to more quickly
implement new and improved materials and methods as they are developed, in accordance with
generally accepted design standards of the industry, as appropriate to achieving an equal or greater
public benefit for costs expended, for issues not involving policymaking decisions; and
WHEREAS, the latest version of the Transportation Criteria Manual was last prepared in
March 2018; and
WHEREAS, the Transportation Criteria Manual update will be adopted by ordinance; and
WHEREAS, after providing notice and conducting a public hearing as required by State
law, the City Council finds that these changes to the Transportation Criteria Manual are consistent
with the Comprehensive Plan and are in the public interest; NOW THEREFORE,
THE COUNCIL OF THE CITY OF DENTON HEREBY ORDAINS:
SECTION 1. The findings and recitations contained in the preamble of this ordinance are
incorporated herein by reference.
SECTION 2. The Transportation Criteria Manual is hereby amended and shall read as
contained in Exhibit "A."
SECTION 3. It is hereby officially found and determined that the meeting at which this
Ordinance was passed was open to the public as required by law, and that public notice of the time,
place, and purpose of the meeting was given as required by State law.
SECTION 4. If any section, subsection, paragraph, sentence, clause, phrase, or word in
this Ordinance, or the application thereof to any person or under any circumstances is held invalid
by any court of competent jurisdiction, such holding shall not affect the validity of the remaining
portions of this Ordinance, and the City Council of the City of Denton, Texas, hereby declares it
would have enacted such renaming provisions despite any such invalidity.
SECTION 5. Save and except as amended hereby, all the provisions, sections, subsections,
paragraphs, sentences, clauses, and phrases of the Code of Ordinances shall remain in full force
and effect.
SECTION 6. This ordinance shall become effective January 1, 2022.
The motion to approve this ordinance was made by and
seconded by the ordinance was passed and approved by
the following vote [% - _CJ):
Aye Nay Abstain Absent
Gerard Hudspeth, Mayor:
Vicki Byrd, District 1: ✓
Brian Beck, District 2:
Jesse Davis, District 3: ✓
Alison Maguire, District 4:
Deb Armintor, At Large Place 5:
Paul Meltzer, At Large Place 6: ✓
PASSED AND APPROVED this, the )L�%day of c:embef , 2021.
GERARD SPETH, MAYOR
Page 2
ATTEST:
ROSA RIOS, CITY SECRETARY
BY: ZIL��4
APPROVED AS TO LEGAL FORM:
'%'if,11111tfloo `
OF DENIi�i
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—
s
'"0 11111 �`►
MACK REINWAND, CITY ATTORNEY
Hilary N
2021.12.09.09 10 10:56:03
BY: -06'00'
Page 3
EXHIBIT A
Page 4
City of Denton
Transportation Design Criteria Manual
December 2021
TABLE OF CONTENTS
OVERVIEW
SECTION 1— STREET DESIGN..............................................................................................................
5
1.1
City of Denton Mobility Plan..................................................................................
5
1.2
Street Classification.................................................................................................
4
1.3
Geometric Standards................................................................................................
6
1.3.1 Section Standards......................................................................................
6
1.3.2 Vertical Curve Standards...........................................................................
7
2.3
1.3.3 Cul-de-sac Standards..................................................................................
8
1.4
Intersections.............................................................................................................
10
1.4.1 Intersection Geometry...............................................................................
10
1.4.2 Visibility Standards....................................................................................
11
1.4.3 Turn Lane Standards...................................................................................
12
1.4.4 Intersection Diagram for Collectors and Arterials ..................................
13
2.4
1.4.5 Intersection Spacing...................................................................................
14
2.5
1.4.6 Median Openings........................................................................................
14
2.6
1.4.7 Roundabouts...............................................................................................
14
1.5
Traffic Calming..........................................................................................................
15
1.6
On -street Parking.......................................................................................................
18
1.7
Signage and Pavement Markings.............................................................................
20
1.8
Traffic Impact Analysis.............................................................................................
20
1.8.1 Definitions.....................................................................................................
20
1.8.2 When a Traffic Analysis is Required...........................................................
20
1.8.3 Traffic Impact Analysis Requirements........................................................
21
1.8.4 Submission and Review Procedures...........................................................
22
SECTION 2 — DRIVE APPROACH DESIGN..............................................................................................
23
2.1
Drive Approach Type.................................................................................................
23
2.2
Geometric Standards..................................................................................................
23
2.2.1 Drive Approach Dimensions.........................................................................
24
2.2.2 Drive Approach Spacing................................................................................
27
2.2.3 Driveway Throat Length Requirements......................................................
30
2.3
Drive Approach Grades..............................................................................................
31
2.3.1 Minimum Drive Approach Slope..................................................................
31
2.3.2 Maximum Drive Approach Slope.................................................................
31
2.3.3 Sidewalks in Drive Approach........................................................................
31
2.3.4 Sidewalk Easement Requirements..............................................................
31
2.3.5 Driveway/Drive Aisle Consideration...........................................................
31
2.4
Off-street Storage.......................................................................................................
32
2.5
On -street Storage........................................................................................................
32
2.6
Access Management...................................................................................................
32
2.6.1 Purpose............................................................................................................32
2.6.2 Access Standards............................................................................................
32
2.6.3 Variance Procedure......................................................................................
35
2.7
Signage and Pavement Markings..............................................................................
36
SECTION 3 — PAVEMENT STANDARDS..............................................................................................36
3.1 Streets............................................................................................................................36
3.2 Drive Approach..............................................................................................................36
Revised 12/9/2021
SECTION 4 — PEDESTRIAN AND BICYCLE FACILITY DESIGN.............................................................
36
4.1
Mobility Plan Component........................................................................................
3.6
4.2
Accessibility Standards.............................................................................................
37
4.3
Geometric Standards................................................................................................
37
4.3.1 Sidewalk Easements...................................................................................
37
4.4
Intersections ..............................................................................................................
37
4.4.1 Curb Ramps..................................................................................................
37
4.4.2 Bike Lanes....................................................................................................
37
4.5
Pedestrian TIA Requirements..................................................................................
37
4.6
Signage and Pavement Markings............................................................................
37
4.7
Amenities...................................................................................................................
38
4.7.1 Bicycle Parking............................................................................................
38
4.7.2 Benches.......................................................................................................
38
4.7.3 Lighting and Enclosures............................................................................
38
4.7.4 Sidewalk on Bridges..................................................................................
39
4.7.5 Sidewalks on Drainage Crossings............................................................
39
4.7.6 Sidewalks Adjacent to Screen Walls .......................................................
39
SECTION 5 — TRANSIT FACILITY DESIGN..........................................................................................40
5.1 Bus Stop Placement.................................................................................................. 40
5.2 Bus Stop Amenities................................................................................................... 41
5.3 Bus Stop Signage and Striping.................................................................................. 41
Revised 17./9/2021
OVERVIEW
The purpose of this Manual is to provide minimum guidelines for the design and construction of transportation
infrastructure within the City of Denton, Texas and its extraterritorial jurisdictions using the complete street and context -
sensitive solution approach. The goal is to create safer, more livable places that are consistent with their social,
environmental and economic values.
Complete streets are transportation facilities that are planned, designed, operated and maintained to provide safe
mobility for all users (including bicyclists, pedestrians, transit vehicles, truckers and motorists) appropriate to the function
and context of the facility. Context -sensitive solutions formulate a complete street design considering contextual
applications. Contextual applications can be of geographical nature such as Urban Core, General Urban, Suburban,
University Core and other typical service areas that require unique components to address the overall transportation
facilities.
The criteria established in this Manual have been developed from a review of various TxDOT and American Association of
State Highway and Transportation Officials (AASHTO) publications, the City of Denton Mobility Plan, the North Central
Texas Council of Governments Public Works Construction Standards (NCTCOG), other City Transportation Manuals from
various cities in the surrounding area, regulatory requirements and City of Denton offices which oversee the design,
construction and maintenance of public transportation infrastructure.
This Manual is not intended to be a complete design criterial for all circumstances and conditions. Other design criteria
may be warranted from applicable resources. The Federal Government, the State of Texas, NCTCOG, Denton County,
Denton County Transit Authority (DCTA) and other related organizations and resources shall be consulted for additional
criteria as may be deemed necessary.
This Manual is to be used by design engineers in the City of Denton Capital Project Engineering Division, consulting
engineers employed by the City and engineers of subdivisions and land development infrastructure projects proposed for
construction and acceptance by the City within the City and within its extraterritorial jurisdictions. The criteria established
in this Design Manual provide basic guidance. However, full responsibility and liability for proper design remains with the
design engineer. Users of this Manual should be knowledgeable and experienced in the theory and application of
transportation engineering. The City Engineer or his/her elected representative must approve any deviation from criteria
established in this Manual.
Along with this Design Manual, the Denton Development Code (DDC) shall be consulted for additional guidance. The
criteria established in this Manual do not supersede the policies contained in the DDC. Any revision to the DDC supersedes
the criteria in this Manual.
Revised 12/9/2021
1. Street Design
The user should be aware of and utilize the City of Denton Development Code in conjunction with this
Manual.
1.1 City of Denton Mobility Plan
The City of Denton Mobility Plan should be reviewed relative to any proposed development. Refer to
the following link to the City of Denton Website:
https://www.cityofdenton.com/302/Mobility-Plan
It should be noted that the City of Denton Mobility Plan is a living document and is periodically updated
to reflect the changes in the characteristics of anticipated traffic flow within the City.
1.2. Street Classification
The City of Denton Development Code (DDC) provides definitions for the street classifications. These
street classifications apply to developments and/or street improvements within the City of Denton and
are to be used for design purposes. These classifications are established based upon expected fully
developed traffic volumes.
a. Alley
An alley (residential or commercial) is a private street designed to provide access to the rear of or
side of a lot including solid waste and fire access. Alleys are required for all residential lots
fronting on a residential street prohibiting on -street parking, on commercial mixed-use collector
streets and in non-residential zoning districts where necessary to provide for adequate access for
service vehicles, off. street loading or unloading, access for emergency vehicles, fire access or
similar reasons consistent with the intent of the DDC. All alleys shall have at least two (2) direct
access point to public streets and are subject to the block length criteria included in this manual.
b. Flag Drive
A flag drive is a private road within a private access easement, which may serve up to 3 residential
dwelling units. Flag drives shall have direct access to a public street other than an alley. The shall
not, however, provide direct access to an arterial street.
C. Residential Street
A residential street is a public street associated with residential development within an urban
environment. The residential street mai/ require parking or prohibit parking, dependent on use.
Alleys will be required for residential streets prohibiting on -street parking.
d. Rural Street
A rural street is a street which serves no more than 20 single-family residential lots.
e. Cul -De -Sac
A Cul -De -Sac is a dead-end street that has a fire -accessible turnaround at the end of the street. A
half Cul -De -Sac is a street bend at 90 +/- 5 degrees for residential and collector streets.
f. Collector
A collector street is a street that collects associated traffic from residential and rural streets,
commercial streets, or industrial streets as designated on the City Mobility Plan or as designated
by the City Engineer or his/her designee.
g. Arterial
Arterial streets are streets that serve major routes into and through the City of Denton. Arterial
streets are shown on the City Mobility Plan or as designated by the City Engineer or designee.
These street types are to have limited access as defined in Section 2.6 Access Management section
of the manual.
Freeway
Freeways are streets that are intended to move large volumes of traffic through and around the
Revised 12/9/2021
City and are typically maintained by the Texas Department of Transportation. These street types
are to have limited access as defined in Section 2.6 Access Management section of the manual.
1.3 Geometric Standards
1.3.1 Section Standards
Street section standards are provided in this section of the manual. Refer to the City of Denton
standard details for cross section details. Options are provided for residential, collector and
arterial streets dependent upon treatment utilization within the street section. Besides defined
lanes, other treatments that can be utilized within the street sections include on -street parking,
bike lanes, multi -use paths, and transit facilities. The intent is to provide options in order to
develop a "complete street" and "context -sensitive" design. Table 1.3.1 provides the street
standards including options. Right-of-way requirements may vary at intersections based upon
turning movement requirements.
Minimum and maximum street grades are also shown on Table 1.3.1. In general, street grades
shall follow the natural contour of the property and be below the existing grade so that the
parkway drains towards the street. Excessive cuts and fills solely for the purpose of balancing
earthwork are not permitted.
TABLE 1.3.1- GEOMETRIC STREET STANDARDS
Revised 12/9/2021
Min (5)
Min (8)
Min Horz.
No.
Min
Design
Center
Min
Max
Sidewalk
Bike
Roadway
B -B
Curve
of
R -O -W
Speed
Line
Grade
Grade
Parking
Width (7)
Accommodation
Class
t
Widh
Separation
Lanes
(Ft)
(MPH)
Radius
o
N
0
N
(Ft)
Required
(Ft)
(Ft)
(Ft)
Alley (2)
1
20
20(1)
15
100
0
0.5
8
Prohibited
N/A
N/A
Residential
2
55
33(3)
30
200
0
0.5
10
Permitted
5
(7)
Street
Rural
Residential
2
65
24(1)
30
200
0
05
10
Prohibited
N/A
(7)
Street
Residential
2(4)
65
39
35
400
100
0.5
7
Permitted
8
(7)
Collector
Commercial
2(4)
65
39
35
575
100
0.5
7
Prohibited
8
(7)
Collector
Secondary
4
110
80
40
575
100
0.5
7
Prohibited (9)
5
(7)
Arterial
Modified
Secondary
4
110
67
40
571
100
0.5
7
Prohibited (9)
5
P)
Arterial
750
5
(i)
Primary
6
135
104
45
100
0.5
7
Prohibited (9)
Arterial
Modified
Primary
6
135
88
45
750
100
0.5
7
Prohibited (9)
5
(1)
Arterial
Revised 12/9/2021
(1) Measurement is edge -of -pavement to edge -of -pavement.
(2) If an Alley is to be used for waste collection, then it must meet all alleyway access requirements shown
in the Solid Waste and Recycling Criteria Manual
(3) Back -of -curb to back -of -curb width may be reduced to 31 feet if surmountable curbs are utilized.
(4) Number of travel lanes dependent upon TIA and/or City of Denton City Engineer or designee
recommendations
(5) Minimum center line radius based upon cross slope of minus two percent (-2%) (no super elevation)
(6) Maximum grade within 60 feet of an intersection measured from the intersection curb is 2% or less
(7) Refer to the City of Denton mobility plan for specific bike and pedestrian recommendations.
(8) See Table 1.4.3.1 for additional right-of-way requirements at intersections with turn lanes.
(9) See exceptions in Section 2.6 - Access Management
OPTIONS FOR COMPLETE STREETS AND CONTEXT -SENSITIVE:
Within the geometric standards are options that relate to developing a complete street that accounts for all
transportation facilities within the context of the associate area. Connectivity and context -sensitive solutions
are essential to meeting the goals of the standards. Refer to the City of Denton standard details for cross
section details.
BIKE LANES — Bike lanes shall be 6 feet wide unless otherwise approved by the City Engineer or designee. Bike
lanes shall be provided according to the Pedestrian and Bike Lane component of the Mobility Plan or as required
by the City of Denton for connectivity to other facilities.
OFF-STREET MULTI -USE PATH —Some development areas will warrant the use of off-street multi -use paths for
pedestrian and bicycle traffic connectivity to other facilities as identified by the City of Denton. Multi -use paths
shall be 10 feet wide unless otherwise approved by the City of Denton City Engineer or designee.
TRANSIT — Bus stop locations may be required by the City of Denton for connectivity of the transit system. See
Section 5 of this manual for details.
MEDIAN VS. CONTINOUS LEFT TURN LANE —Selection of a median or continuous left turn lane shall be based
upon the TIA, connectivity, adjacent uses, and other factors required by the City Engineer or designee. Medians
shall be 24 feet back of curb to back of curb. Continuous left turn lanes shall be 11 feet wide.
MODIFICATIONS TO STANDARDS — Modifications to the standards may have to be considered in some instances
based upon context -sensitive use. An example of context -sensitive use which may require the standards to be
modified is a roadway corridor restriction that creates limitations that cannot be altered. An example of a
roadway corridor restrictions would be existing infrastructure and/or buildings that must remain. Another
example is infill development. Modifications to the standards based upon context -sensitive use shall be at the
sole discretion of the City Engineer or designee.
The complete street design is based upon using the above options in conjunction with the other geometric
features of the street in order to accommodate adjacent uses and promote connectivity. During the Pre -
Application Conference and/or the TIA review meeting options for Collectors and Arterials for development
shall be designated.
1.3.2 Vertical Curve Standards
Vertical curves are required when two street grades intersect at a point of vertical intersection
greater than 1 percent. Minimum vertical lengths for both crests or sags shall be defined by the
design speed for the street and the associated stopping sight distance and minimum K value.
Revised 12/9/2021
7
Table 1.3.2.1. shows the minimum K value for various design speeds.
TABLE 1.3.2.1- MIMIMUM 'K' VALUES FOR VERTICAL CURVES
Design Speed
(MPH)
Stopping
Sight Distance
(Ft)
Crest Vertical
Curve
(K min)
SAG Vertical
Curve
(K min)
30
200
19
37
35
250
29
49
40
305
44
64
45
360
61
79
L = KA L =Vertical Curve Length
A = Algebraic Difference in Grade
1. No vertical curve required for "A" equal to or less than 1 percent (1.0%)
2. Minimum spacing between successive vertical curves shall be 50 feet for
residential and 100 feet for collectors and arterials
3. Unless otherwise approved by the City Engineer, resultant vertical curve grade
shall be no less than 0.3 percent (0.3%) for concrete pavement and no less than
0.5 percent (0.5%) for asphalt pavement.
4. For drainage purposes, 50 -foot vertical curves are required when "A" is greater
than 1 percent (1.0%) and less than or equal to 1.2 percent (1.2%). Otherwise
minimum vertical curve length is 100 feet.
5. Stopping sight distances and K values are from AASHTO Geometric Design of
Highways and Streets
1.3.3 Cul-de-sac Standards
a. Cul-de-sacs
Maximum length of a Cul-de-sac shall be 600 feet measured from the centerline of the
intersecting street to the Cul-de-sac radius point and perpendicular to the intersecting
street centerline. Minimum length of a Cul-de-sac shall meet Fire Code requirements.
Residential Cul-de-sacs shall not have more than 29 residential lots. The center radius of
the Cul-de-sac shall be a minimum of 50 feet for residential developments and 60 feet
for commercial and industrial developments measured from the center point to the face
of curb or edge of pavement where there is no curb. The Cul-de-sac return radius shall
be 30 feet. Cul-de-sac minimum street grades shall be as shown on Figure 1.3.3.1 for
downward gradient and as shown on Figure 1.3.3.2 for upward gradient.
Offset Cul-de-sacs
Offset Cul-de-sacs shall have the same radius and return radius as the standard Cul-de-
sac. The length of the offset Cul-de-sac shall be measured from the centerline of the
intersecting street to the Cul-de-sac radius point, perpendicular to the intersecting
street centerline.
C. Temporary Turn -Around
A temporary turn -around shall be limited to approved phase developments where the
street will be extended in the future. A temporary turn -around shall meet the
requirements of a standard Cul-de-sac for radius and return radius size. The length of
street associated with the turn -around shall not be any greater than 600 feet nor less
Revised 12/9/2021
than Fire Code requirements. If the length of street will be greater than 600 feet, then
the next block length of street and intersecting streets shall be constructed in order to
provide looped traffic flow for emergency vehicles. The turn -around section shall be
constructed to the same structural section as the street section less curb and gutter
requirements unless drainage requirements warrant curb and gutter.
40
Figure 1.3.3.1- Downward Gradient, Cul -de -Sac, Minimum Slopes
Revised 12/9/2021
9
Figure 1.3.3.2 - Upward Gradient, Cul -de -Sac, Minimum Slopes
1.4 Intersections
Three components of intersections are addressed in this section of the manual: intersection geometry,
visibility standards and turning movement standards. These standards are to work in concert with the
Traffic Impact Analysis requirements of this manual. Additionally, the Pedestrian and Bicycle Facility
Design, Transit Facility Design and the City of Denton Standard drawings for accessibility should be
reviewed for additional design requirements.
1.4.1 Intersection Geometry
Street intersections should be designed to be perpendicular. Table 1.4.1.1 provides tolerances
that are acceptable for types of intersections based upon street classification. All streets as far
as practical shall be aligned with any existing streets by continuation of the centerline thereof.
The staggering of street alignment resulting in "T" intersections shall leave a minimum distance
of one hundred fifty (150) feet between the centerlines of residential streets and two hundred
(200) feet between the centerline of collector streets.
Table 1.4.1.1 also provides required right-of-way corner clip requirements and curb return
radius requirements for intersections. These standards provide minimum vision clearance areas
without consideration to stopping sight distance. Additional sight clearance evaluation should
be performed as necessary according to Section 1.4.2.
Revised 12/9/2021
10
Table 1.4.1.1- Intersection Geometry
Type
Intersection
Angle Idegrees)
Right-of-way
Corner Clip (ft)
Curb Return
Radius (ft)
10
Alley/Alley
90+/-15
5
Alley/Residential Street
90+/-10
5
10
Alley/Collector
90+/-10
5
20
Flag Drive/Residential Street
90+/-15
5
10
Flag Drive/Collector
90+/-10
5
20
Residential Street/Residential Street
90+/-10
10
20
Residential Street/Collector
90+/-10
15
20
Residential Street/Arterial
90+/-5
15
30
Collector/Collector
90+/-5
15
30
Collector/Arterial
90+/-5
20
30
Arterial/Arterial
90+/-5
30
30
Fences must provide a 5 -foot corner clip adjacent to driveways
Curb Return Radius is for single lane design. Multi -lane and special considerations for
truck turning radius requires turn radius analysis as required by the City Engineer or
designee.
0
! ! MINIMUM WSION CLEARANCE
R. 0. W CORNER CLIP (TYP I I AREA
BACK OF CURB
Figure 1.4.1.1 - Minimum Vision Clearance
1.4.2 Visibility Standards
Table 1.4.2.1 and Figure 1.4.2.1 shall be used to evaluate the unobstructed view for motorist for
the intersection design and are based upon the design speed outside of the intersection. Design
speeds are based upon the street classification unless otherwise approved by the City of Denton
City Engineer or designee. The values shown in the table are minimum standards. Within the
sight line area, no obstruction shall be allowed that will obstruct the view of motorist. A sight
visibility easement shall be dedicated to protect and maintain sight visibility.
Revised 12/9/2021
11
TABLE 1.4.2.1- 51GHT VISIBILITY
Design Speed (MPH) Intersection Sight Distance Near Side (ft) Intersection Sight Distance Far Side (ft)
30 290 335
35 _ 335 390
40 _ 385 445
45 430 500
CURB
NEAR SIDE
SIGHT DISTANCE \
- - - - - - -
1 TO CURB RETURN Ck 15
1 MIN. NMIpiEVER IS GREATER - - - _ - -
FAR SIDE SIGHT DISTANCE
r 5�
yam____ I^ _
R.O.W CORNER aip
PGNT CURB
9GHT 14981GrY
EASEMENT DEMCAnav
(TYP) BEYOND cmfm
CGP
Figure 1.4.2.1- Visibility Standards
1. Table 1.4.2.1 is based upon passenger car right turn and left turn from stop. Where truck traffic
warrants additional sight distance, refer to AASHTO Geometric Design of Highways and Streets
for Single -unit truck and combination truck design requirements, Case 131 and Case B2.
2. Refer to AASHTO Geometric Design of Highways and Streets for multi -lane considerations and
other design considerations that may apply for Cases "A" through "F".
3. Lines of sight distance at all intersections shall be clear at an elevation between 2 feet and 9 feet
above the nearest gutter elevation.
1.4.3 Turn Lane Standards
Turning lane requirements shall be based upon an approved TIA, and/or the requirements of the
City of Denton City Engineer or designee, and the figures and tables within this section. When a
turn lane is required, Table 1.4.3.1 and Figures 1.4.3.1 and 1.4.3.2 shall be used as a minimum
for the turn lane geometry. Additional consideration shall be given for unique traffic movement
such as excessive tractor trailer utilization, extended length transport vehicle movement, etc.
See Section 1.4.4 for additional geometry standards for Collectors and Arterials.
TABLE 1.4.3.1 MIMIMUM TURN LANE GEOMETRY
LEFT TURN LANE
Intersection Type
Lane
Width
(ft)
Minimum
Storage
(ft)
Minimum
Taper
(ft)
Additional e
R.O.W. Required
(ft)
Residential Collector
11
60
100
15
Commercial/Industrial Collector
11
150
100
15
Secondary Arterial
11
150
100
15
Primary Arterial
Ill
200
1 100
15
Revised 12/9/2021
12
RIGHT TURN LANE
Intersection Type
Lane
Width
(Ft)
Minimum
Storage
(Ft)
Minimum
Taper
(Ft)
Additional
R.O.W. Required
(Ft)
Residential Collector
11
100
100
15
Commercial/Industrial Collector
11
150
15015
_
_ 15
Secondary Arterial 11 150 200
Primary Arterial
11
200
200
15
1) Required turn lane storage may be greater depending upon the Traffic Impact Analysis
2) The Pedestrian Path shall be taken into account for access across the median by utilizing a leave -out or
ramp in accordance with accessibility standards described in this manual.
3) Cross slope of median openings or turn bays shall not be more than 2 percent or less than 1 percent.
4) On TxDOT Roadways TxDOT standards shall supersede City of Denton Standards.
5) Taper Radius shall be 200 feet minimum.
6) Additional right-of-way required per turn lane bay.
TAPER STORAGE
LENGTH �� LENGTH
LANE WIDTH
TAPER RADIUS
1.4.4
MIN
60 FEET
Figure 1.4.3.1- Left Turn Lane
CURB LINE-\ _,,,ffER RADIUS
LANE WIDTH
TAPER _ STORAGE
LENGTH LENGTH
Figure 1.4.3.2 - Right Turn Lane
Intersection Diagram for Collectors and Arterials
Figure 1.4.4.1 provides median location details and specific turn lane radius requirements.
Also refer to median details shown in the City of Denton Standard drawings
Revised 12/9/2021
13
URB UNE (TYP)
�A A ARTERIAL OR
COLLECTOR
HO
RIGHT TURN
SEE N07E 2 ARTERIAL OR
COLLECTOR
Figure 1.4.4.1- Intersection Detail
For collector and arterial streets, A = 15 feet minimum.
Depending upon traffic flow requirements, the right turn may require a hooded right
turn.
1.4.5 Intersection Spacing
Table 1.4.5.1- Minimum Intersection Spacing
Alley
Alley
100 feet
Flag Drive
N/A
100 feet
100 feet
N/A
Flag drive
N/A
N/A
75 feet
75 feet
N/A
Residential Street
100 feet
75 feet
*200 feet
*200 feet
400 feet
Collector
100 feet
75 feet
*200 feet
*200 feet
400 feet
Arterial
N/A
N/A
400 feet
400 feet
1200 feet
* 100 -foot minimum to the first intersection for entrances to subdivisions off of an arterial where
lots back up to the arterial. This is measured between right-of-way lines.
1.4.6 Median Openings
Median openings for collectors and arterials shall be as designated by the City Engineer or
designee. Median opening allowance first shall consider the safety and effective flow of traffic
within the collector or arterial street, then secondarily the effective movement of traffic to and
from the development. Whether a median opening is allowed will be solely up to the City
Engineer or designee. The width of a median opening shall be 60 feet unless otherwise
designated by the City Engineer or designee. Median openings shall center on the intersecting
drive. Median opening noses shall be as shown on the City of Denton Standard drawings.
1.4.7 Roundabouts
Roundabouts are circular intersections that create counter -clockwise traffic movements around
a central island with entering traffic yielding to circulating traffic.
1.4.7.1 Roundabout Design
The design of a roundabout is in compliance with the Intersection Control Evaluation. Normally
each roundabout will be unique in some way, so a standard roundabout is not included in the
manual. Also, the various analysis and design considerations are beyond the scope of this
manual. The resources shown in this section should be used when designing a roundabout. In
addition to the resources shown, the roundabout design shall include the following design
Revised 12/9/2021
14
review process with the City Engineer and City Staff:
1) Have a Pre -Application Conference on the project which will include a separate meeting
with the City Engineer for proposed roundabout design considerations.
2) Have a Traffic Impact Analysis review meeting with City Engineer or designee. See
section on TIA requirements
3) Develop Preliminary layout of roundabout considering TIA and Pre -Development
meetings.
4) Preliminary Design review meeting with City Engineer.
5) Develop roundabout design based up comments from the City Engineer.
6) Submit roundabout design through the Development Review Process (DRC).
National Cooperative Highway Research Program Report (NCHRP) 672 Roundabouts: An Information
Guide, Second Edition https://nacto.org/docs/usdg/nchrprpt672.pdf
Federal Highway Administration Roundabouts, An Information Guide
https://www.fhwa.dot.gov/publications/research/safety/00067/00067. pdf
Federal Highway Administration Roundabouts, Technical Summary
https://safety.fhwa.dot.gov/intersection/innovative/roundabouts/fhwasa10006/fhwasa 10006.pdf
1.5 Traffic Calming
Traffic calming devices are permitted only on residential and residential collector streets. Traffic
calming devices are required at a minimum of two block intervals (generally 1200 foot maximum
spacing), but no less than 200 feet apart on residential and residential collector streets. Appropriate
signage and pavement markings are to be provided along with all traffic calming devices and are not
necessarily included in the figures below. Additional right-of-way may need to be dedicated in order to
accomplish traffic calming.
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15
PLAN VIEW
SIDEWALK
10' 10'
<-2%2%-
Figure 1.5.2, Raised Crosswalks
18' (BACK TO BACK)
(ALL NECKDOWNS)
CROSS WALK---'
j
mm
10' MINIMUM
(ALL CORNERS)
Figure 1.5.3 - Neck Downs
Revised 12/9/2021
16
9—ft Minimum RAISED MEDI N
CENTERED ON
T LIN
R20'
+9—ft Minimum
2'3y
MTIq— 2' RE
CONCRETE
PATTERNEI
AND COLO
IP/RAP
& COLORED
D SURMOUNTABLE
CC[
1.5.4 - Mid -Block Median
• Mid -block Medians shall be no longer than two lots
• On street sections where driveways are permitted, the location and length of a midblock
median shall be such that full driveway access is provided for at least one driveway on each lot
• Transition back to normal street section at 1 foot of width to 5 feet of length
PATTERNED CONCRETE
RAISED INTERSECTION SHALL HAVE
A MIN 0.5% SLOPE FOR DRAINAGE
CROSS WALK SHALL HE INCORPORATED
INT❑ THE RAISED INTERSECTION
14'
51
CROSSWALK
28'
Figure 1.5.5 - Raised Intersection Plan View
PAVERS OR
STAMPED CONCRETE
Figure 1.5.6 - Raised Intersection Profile View
14' MINIMUM
MEASURED FROM EDGE
14'
5`
CR❑S`_�WAL K
Revised 12/9/2021
17
1.6 On -street Parking
On -street parking is permitted for residential and residential collector streets. On -street parking for
proposed commercial/industrial collectors or arterials is not allowed. Where on -street parking is
designated, one on -street parking space for each single-family unit on a block is required on the
frontage street within that block. Areas in front of or within 10 feet of a driveway, within 20 feet of a
street intersection or within 5 feet of a fire hydrant shall not be counted toward the required on -street
parking. When determining the required off-street parking for multi -family development, the on -street
parking shall not be considered in the required amount of parking needed for the development.
Figures 1.6.1 through 1.6.5 show the acceptable parking configurations for on -street parking.
PARKINGI SPACE I 19'x
* When permitted, the minimum parking space may be 8 -feet in width for residential streets and residential
collectors.
Figure 1.6.1- Parallel Parking
�18r!`�
Figure 1.6.2 - 30 Degree Angle
Revised 12/9/2021
18
13' (--
Figure 1.6.3 - 45 Degree Angle
--� 10' r --
18'
20.1'
9,
Figure 1.6.4 - 60 Degree Angle
** Wheel stops will be required to prevent vehicle overhang into adjacent property, right -of- way, structures,
landscaping or sidewalk.
1
Figure 1.6.5 - 90 Degree Angle
** Wheel stops will be required to prevent vehicle overhang into adjacent property,
right -of- way, structures, landscaping or sidewalk.
- Parking spaces may be reduced to 16.5 -feet in length if overhang is allowed.
- All standard parking space striping shall be white in color.
- All accessible parking spaces shall be installed in accordance with the City of Denton
standard details.
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1.7 Signage and Pavement Markings
Signage and pavement markings shall be as shown on the City of Denton Marking & Signage Drawings
and in accordance with the Manual of Uniform Traffic Control Devices.
1.8 Traffic Impact Analysis
The purpose of the traffic impact analysis (TIA) is to assess the impacts of development on the existing
roadway system within the study area of the development and to assess the traffic flow needs within
the development. The thoroughfare component of the Mobility Plan and the City of Denton traffic
model establishes the base conditions for assessing the impacts. The current traffic model and the
assessment is based on a Level of Service D according to the current Highway Capacity Manual.
1.8.1 Definitions
Existing Traffic - Existing traffic conditions based on the City of Denton traffic model and/or
known existing traffic conditions. Existing traffic conditions do not include the traffic created or
associated with the development.
Proposed Site Traffic Volumes —The number of vehicles per day and per hour projected to be
generated by the development.
20 -Year Horizon — The estimated traffic volume for the study area based on a 20 -year growth
period.
Projected Growth Rate —The estimated growth rate per year for the study area based upon the
location within the Road Impact Fee Service Area Map and Rate Table.
Study area — The boundaries of the assessment area as determined by the City of Denton
Engineer or designee.
Traffic Queue —Vehicles within a storage queue awaiting traffic movement.
Trip Distribution — Estimates of trip distribution by turning movements from the proposed
development.
1.8.2 When a Traffic Analysis is Required
The need for a TIA shall be determined by the City of Denton Engineer or designee based upon
the information provided at the Preliminary Trip Generation Assessment meeting and/or
meeting scheduled with the City Engineer or designee for the purpose of determining the TIA
requirements. These meetings should be scheduled at the same time the Pre -Application
Conference is scheduled. Unless otherwise directed by the City of Denton Engineer, a TIA will be
required for the following conditions:
a) Development will generate equal to or more than 100 Peak -Hour Trips (PHT)
b) Development will generate equal to or more than 1,000 vehicle trips per day (VPD)
C) Project area to be developed is equal to or more than 100 acres
d) Changes or alterations to the City Thoroughfare plan based on the Mobility Plan will be
requested
e) Access is taken from a TxDOT roadway
f) Zoning changes that will negatively increase estimated traffic volumes above the current
zoning estimated traffic volumes
g) Access is taken from an existing roadway with current traffic flow congestion based
upon observed conditions
Revised 12/9/2021
20
h) Development plus recently approved or pending development projects which have not
been constructed located adjacent to the site and/or in proximity to the site, meet the
above vehicular trip criteria or acreage criteria as determined by the City Engineer or
designee.
1.8.3 Traffic Impact Analysis Requirements
1.8.3.1 TIA Criteria
Table 1.8.3.1 shows the number of analysis periods and study area limits for the TIA.
Prior to developing the TIA, a Preliminary Trip Generation Assessment shall be
developed and reviewed with the City of Denton Engineer or designee to verify the
number of analysis periods and the study area requirements. See Section 1.8.4
Submission and Review Procedures.
TABLE 1.8.3.1: Criteria for Study Requirements
Analysis
Category
Site Trins Generated at
Full Build -Out
TIA Analysis Periods (1)
Minimum Study Area (3)
I
>50 peak hour driveway
1. Existing year
1. All site access drives.
trips; or
2. Opening year (2)
2. All signalized intersections and/or major
100-500 total peak hour trips
unsignalized intersections within 0.5 mile
3. Five years after opening
to 1 mile of site boundary, depending on
total peak hour trips.
II
>500 total peak
1. Existing year
1. All site access drives
hour trips
2. Opening year of each phase
2. All signalized intersections and/or major
unsignalized intersections within 1.5 miles
3. Five years arter initial opening
of site boundary
4. rwenty years after final opening with
full build -out
1. Analysis periods shall include build and no -build scenarios. Assume full occupancy when each phase opens.
2. Assume full build -out.
3. For certain projects, the City may require an enlarged study area. Land uses within the study area should
include recently approved or pending development adjacent to the site and/or in proximity to the site.
1.8.3.2 Specific Requirements of the TIA Report
At a minimum the TIA report will include the following items:
• Introduction that describes the project and traffic generating modes
• Traffic Analysis Map
- Existing and Proposed Land use within Study Area
- Study Area Boundary
- Existing and Proposed Roadways
- Designation of Traffic movement elements
- Thoroughfare Plan Elements within Study Area
• Trip Generation Calculations
- Daily and Peak Hourly Trip Generation for fully developed project conditions. Include both AM
and PM Peak Hours. Provide Summary table and backup tables for calculation methods.
- Discount assumptions based upon City of Denton Transportation Engineer approval.
• Trip Distribution and Assignment Tables and Figures
- For Entrance/Exit from the development
- For boundary streets within study area
Revised 12/9/2021
21
Existing and Projected Traffic Volumes for Study based upon Table 1.8.3.1 Criteria
- Average Daily
- Peak Hourly AM and PM
- Additional Traffic Volume Data Provided by the City Traffic Engineer
• Traffic Volume Analysis
- Level of Service Evaluation for AM and PM Peak Hours
Turn Lane Evaluation for project site and study area. The extent of evaluation to be determined
by the City of Denton Engineer or designee.
Signalization Evaluation for project site and study area. The extent of the evaluation to be
determined by the City of Denton Engineer or designee.
Identification of all thoroughfares, driveways, intersections, and individual movements that do
not meet LOS D.
• Recommendations
- Proposed recommendations to mitigate impacts to transportation system within the study area.
• Document Requirements.
The following provides a general outline for the TIA report:
Executive Summary
1 Introduction
a. Purpose
b. Methodology
2 Existing and Proposed Land Use
3 Site Traffic Generation
4 Existing and Proposed Traffic Flow
a. Transportation System
b. Transportation Volumes
5 Traffic Analysis
a. Level of Service Evaluation
b. Turning Movement Evaluation
c. Signalization Evaluation
6 Mitigation
7 Conclusions and Recommendations
• Additional Requirements
Dependent upon the site characteristics, the City of Denton Engineer or designee may require additional
information to be included in the TIA.
1.8.4 Submission and Review Procedures
a) A Preliminary Trip Generation Assessment of the proposed development shall be
conducted to determine the TIA requirements such as limits of study area, need and
type of turning movement evaluation, need for signalization evaluation, discount
assumptions that can apply, and criteria to be used. Sufficient base information shall be
submitted to the City of Denton Engineer or designee in order to provide proper
guidance on TIA requirements for the report. Subsequent to the submittal of the
preliminary trip generation assessment, a meeting with the City of Denton Engineer or
designee should be scheduled to discuss the specific requirements for the TIA.
b) Upon completion of the TIA report, two (2) copies of the report shall be submitted to
the City of Denton Engineer or designee for review.
c) After a TIA is approved and if the development proposed land use and/ or proposed
traffic generation characteristics change, the TIA shall be updated and re -submitted to
the City for approval.
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22
2. Drive Approach Design
The user should be aware of and utilize the City of Denton Development Code.
2.1. Drive Approach Type
The following provides the types of drive approaches considered within the manual:
• Single-family residential — A drive approach to a single-family residential lot or one lot duplex.
• Multi -family residential —A drive approach to a multi -family lot such as triplexes, fourplexes, and multi -
complexes. The drive approach can be either the main entrance approach or the secondary entrance
approach. Each type has specific design requirements.
• Commercial —A drive approach to a commercial development. The drive approach can be either the
main entrance approach or the secondary entrance approach. Each type has specific design
requirements.
• Industrial —A drive approach to an industrial development. The drive approach can be either the main
entrance approach or the secondary entrance approach. Each type has specific design requirements.
• Mixed-use approach — A drive approach that is a mixed-use development shall consider the more
stringent criteria for the approach design.
2.2 Geometric Standards
The following standards generally apply to all developments. However, there may be unique situations for
which these standards may be impractical. In these situations, the City Engineer and designee will work with the
developer to develop a mutually agreeable solution. In the event that a mutually agreeable solution is not
reached, the developer may apply to the Planning and Zoning Commission for consideration of the issue.
A "Driveway" is located entirely on private property. It is only for a single-family or a duplex property. It
connects a drive approach to a garage, "car" port, parking pad of the like.
A "Drive Aisle" is located entirely on private property. It is for every other condition other than for a single-
family or a duplex property. It connects a drive approach to an area(s) that is to be accessed on the site such as,
but not limited to: parking space(s); loading dock(s); loading area(s) (marked or implied - for passengers and/or
goods); porte cochere(s), and/or the like. It can also be a fire lane (in and of itself or in conjunction with other
access use[s]). It can also be an access to an adjoin property (in and of itself or in conjunction with other access
use[s]).
A "Drive Approach" is located in the ROW and connects a street (City, public or private) or highway (TxDOT) with
a driveway or a drive isle. Some features of the drive approach may extend into and be a part of the driveway or
drive aisle.
Revised 12/9/2021
23
2.2.1 Drive Approach Dimensions
Table 2.2.1.1- Driveway Dimensions
Use
Drive Approach
Single-family and
Widths
Min. Width =12
Duplex
Max Width = 202
5
Re l*
Multi -Family
Min. Width = 24
Residential
Max Width = 38
10 to 20
Min. Width = 304
Commercial
Max Width = 383
20 to 25
Min. Width = 30
Industrial
Max Width = 383
20 to 25
• Refer to Figures 2.2.1.1 through 2.2.1.5
• Add 5 feet to maximum radius for significant truck traffic
• For shared drive approaches, no lot shall contain less than 9 feet of the drive approach and
driveway or drive aisle (as may apply). Drive approach shall be centered on lot line such that
maximum drive approach width equals 30 feet.
• Maximum drive approach width is a function of traffic volume. Refer to Figures 2.2.1.1 through
2.2.1.4.
1) For infill situations:
- A one single-family residential or a two-family residential lot accessing a collector may
be permitted to have 1 full width or circular drive approach when alleys are not practical
Adjacent two single-family residential or two two-family residential lots accessing a
collector may be permitted to have 1 shared full width or circular drive approach when alleys
are not practical.
Contiguous three or more single-family residential or three or more contiguous two-
family residential lots accessing a collector will be required to enter the collector by an alley, flag
drive or residential street.
- For one single-family residential or one two-family residential lot accessing an arterial,
an on-site facility will be required to allow entrance into the arterial in a forward manner.
2) For homes with a three -car garage or greater, where the garage door faces the street and the
garage door is less than 40 feet from the back of curb, the maximum drive approach width is 30
feet.
3) With the exception of multi -lane egress/ingress, drive approaches with a median installed in lieu
of the double yellow marking may exceed the maximum drive approach width by the width of
the median only. See Figure 2-2.1.3 for Multi -Lane Egress/Ingress. Drive approaches with
significant truck traffic may install surmountable curb with textured and colored pavement in
Revised 12/9/2021
24
the parkway with a depth equal to or greater than the drive approach pavement requirement.
4) At the City Engineer's or designee discretion, the minimum drive approach width may be
reduced based upon acceptable turning radius for emergency vehicles and determination that
truck traffic requiring the larger width will not occur.
Imo' f I" I.1_N --a- - —
c
i
�� f I I�JH -•
� f IrI� �f �IJIf1il
IN 11 J
r Ir � � ` i I•,
NI�IMJ 1
I INI• f
Aa I 1,P NININW �.
I F`Ihi
t 1 I•
Figure 2.2.1.1, Residential Circular Drives
RI-I(STOP) SIGN
AND POST
24" WIDE WHITE SOLID
STOP BAR MARKINGS
DOUBLE 4" WIDE
SOLID YELLOW MARKING
Figure 2.2.1.2 - Single Lane Egress/Single Lane Ingress Commercial Drive Approach
Commercial Drive Approach
• The stop bar and stop sign when used shall be on private property as well as upstream of any pedestrian facility
crossing the drive approach and/or the drive aisle.
• The outbound (towards the street) lane shall be 12 feet wide minimum until at such time as the width of the
driveway is greater than 30 feet and then the inbound (onto the site) lane shall be a minimum of 18 feet wide.
Revised 12/9/2021
25
�- RI -((STOP) SIGN AND POST
DOUBLE C WIDE SOLID YEL!OW MABKI1NGS
24' WIDE WHITE SOLID STOP BAR MARKINGS
8' WIDE WHITE SOLID BARRIER MARKING
Figure 2.2.1.3, Dual Lane Egress, Single Lane Ingress Commercial Drive Approach
Commercial Drive Approach
• The stop bar and stop sign when used shall be on private property as well as upstream of any pedestrian facility
crossing the drive approach and/or the drive aisle.
• The outbound (towards the street) lanes shall be 10 feet until at such time as the width of the driveway is greater
than 30 feet and then the inbound (onto the site) lane shall be increased while the outbound lanes remain 10 feet.
RAISED MEDIAN, 4' MINIMUM
8" WIDE WHITE
BAR&LER MARKII
--- RI-I(STOP) SIGN AND POST
24" WIDE WHITE SOLID STOP BAR
MARKINGS
— - 8" WIDE WHITE SOLID
BARRIER MARKINGS
Figure 2.2.1.4 - Multiple Lane Egress/Multiple Lane Ingress With Median Commercial Drive Approach
The stop bar and stop sign when used shall be on private property as well as upstream of any pedestrian facility
crossing the drive approach and/or the drive aisle.
The two outbound (towards the street) lanes shall each be 10-12 feet wide the two inbound (onto the site) shall
each be 10-12 feet wide.
Revised 12/9/2021
26
• Median shall accommodate any pedestrian facility across the drive approach and/or drive aisle as projected
from both sides thereof.
• Only allowed when dual left turn lanes into the site or opposing street/driveway has two or more lanes of which
two are designated as being through lanes.
�,...._.PAVEMENT
N, MARKINGS
NOTE. MEDIAN NOSES ARE TO BE OUTLINED BY
WHITE REFLECTIVE MARKERS (RPMs) ON
THE PAVEMENT FOR A DISTANCE
OF 10 FEET AT APPROXIMATELY TWO
FOOT SPACINGS AS SHOWN.
`— RI—I(STOP) SIGN AND POST
24" tiPOE WHITE SOLID STOP BAR MARKINGS
Figure 2.2.1.5 - Right in /Right out Commercial Drive Approach
• The stop bar and stop sign when used shall be on private property as well as upstream of any pedestrian facility
crossing the drive approach and/or the drive aisle.
• The minimum width of the drive approach/drive aisle prior to the island, as well as each lane (inbound and
outbound) at the island and the applicable radii shall be determined by the engineer of record and based upon
the type(s) of vehicles expected to use it as well as an auto -turn analysis provided to the City for review and
approval.
• Median/island shall accommodate any pedestrian facility across the drive approach and/or drive aisle as
projected from both sides thereof.
• For "one way in" or "one way out" driveways, the geometry shall be as shown in the figure above for the
respective side.
2.2.2 Drive Approach Spacing
a. Drive Approach spacing (same side of street)
Table 2.2.2.1, Minimum Drive Approach Spacing
Street Classification
Alley
Min. Drive ApproachSpacing
10 feet
Flag Drive
10 feet
Residential Street
10 feet if permitted (2)
Collector
100 feet if permitted (3)
Secondary Arterial
150 feet if permitted (4)
Primary Arterial
200 feet if permitted (4)
1) Driveway spacing is measured between the closest edges of each drive approach not including the radius.
2) Except for Residential Lanes drive approaches are permitted.
3) Refer to 2.6 Access Management for permitted access.
Revised 12/9/2021
27
4) Drive approaches are not permitted on arterial streets unless otherwise allowed according to 2.6 Access
Management.
b. Drive Approach spacing adjacent to street intersections
Table 2.2.2.2, Minimum Drive Approach Spacing at Intersections
Type of Intersection
Approaching
.. rti ng the Intersection
Alley/Alley
10 feet both alleys
10 feet both alleys
20 feet on alley, 50 feet on
20 feet on alley, 50 feet on
Alley/Residential Street
residential of permitted
residential if permitted
20 feet on alley, 75 feet on
20 feet on alley, 100 feet on
Alley/Collector
collector if permitted
collector if permitted
20 feet on flag drive, 50 feet
20 feet on flag drive, 50 feet on
Flag Drive/Residential Street
on residential if permitted
residential if permitted
Flag Drive/Collector
20 feet on flag drive, 75 feet
20 feet on flag drive, 100 feet on
on collector if permitted
collector if permitted
Residential Street/Residential Street
50 feet both streets
50 feet both streets
Residential Street/Collector
50 feet residential, 75 feet
50 feet residential, 100 feet collector
collector
50 feet residential, 150 feet
50 feet residential, 200 feet arterial
Residential Street/Arterial
arterial if permitted
if permitted
Collector/Collector
75 feet both streets
100 feet both streets
75 feet collector, 150 feet
100 feet collector, 200 feet arterial if
Collector/Arterial
arterial if permitted
permitted
rterial/Arterial
1150 feet both streets if
1200 feet both streets if permitted
• Corner clearance is measured between the right-of-way line of the intersecting street and the nearest edge of
the drive approach not including the drive approach radius. See figure 2.2.2.1.
Revised 12/9/2021
28
APPROACH
Irt7F.I::ti, �. �IOIv
CORNER 1
CLEARANCE
I
O I
I
Figure 2.2.2.1, Drive Approach Spacing at Intersections
ARTERIAL OR
COLLECTOR
�R. 0. W CORNER CLIP (TYP)
DEPART
INTERSECTION
MIN
CORNER
CLEARANCE
1
I
URB UNE (TW)
r--tca•N
100' 200'
I ---STORAGE
ECELERAnoN o
LANE (T?P)
FOR DRIVEWAY
Figure 2.2.2.2, Drive Approach Near Turning Movements
ARTERIAL OR
COLLECTOR
Revised 12/9/2021
29
ARTERIAL OR
COLLECTOR
URB LINE (TYP)
R/CHT TURN
TAPER __j
>. 76. ���LANE
160' ARTERIAL
0
Figure 2.2.2.3, Drive Approach Near Turning Movements
C. Drive approach offset/relationship to median openings
ARTERIAL OR
COLLECTOR
For collector streets, drive approaches that do not align across the street from each other must be offset by a
minimum of 75 feet between nearest tangent edge to nearest tangent edge.
For Arterial Streets without medians, drive approaches must align across the street from each other and be
positioned as is reasonable and practical given property line location and time of development of the site.
When this is not physically possible or practical, based on the opinion of the City Engineer, drive approaches that
do not align must be offset across the street from each other by a minimum of 150 feet between nearest
tangent edge to nearest tangent edge.
For Arterial Streets with medians, drive approaches must align with existing or proposed median openings.
Where this is not possible or practical as determined by the City Engineer, drive approaches must be placed as
far away from the existing or proposed median opening as is reasonably possible.
2.2.3 Driveway Throat Length Requirements
Table 2.2.3.1, Minimum Throat Length
All drive approaches that access an arterial shall be classified as a primary drive approach. If no drive
approaches access an arterial, then the drive approach expected to receive the most traffic is considered to be
the primary drive approach.
The throat length is measured between the first parking space or drive aisle and the property line.
Parking lots with 10 or less parking spaces may use a minimum throat length of 10 feet for drive approaches
accessing a residential street or collector street.
Revised 12/9/2021
30
2.3. Drive Approach Grades
2.3.1 Minimum Drive Approach Slope
The minimum drive approach slope shall be determined by: S=(6+[0.02xWx12])/(Wx12) where
W = the width of the parkway in feet as shown on the City of Denton Standard drawings.
2.3.2 Maximum Drive Approach Slope
Unless otherwise approved by the City Engineer or designee, maximum drive approach slope
shall be 8 percent.
2.3.3 Sidewalks in Drive Approach
Maximum sidewalk cross slope within the limits of the drive approach shall be 2 percent.
2.3.4 Sidewalk Easement Requirement
Where the parkway width is insufficient to provide appropriate drive approach slope, a sidewalk
easement will be required equal to the balance of the sidewalk width needed outside the right-
of-way plus 2 feet. The additional 2 feet requirement is for sidewalk installation and
maintenance. The balance of the sidewalk width needed is based upon using the minimum
drive approach slope calculated within Section 2.3.1. See Figure 2.3.4.1. Also refer to the City
Standard Drawings.
DRIVE APPROACH
r2' MIN_
SIDEWALK
EASEMENT
'-CURB UNE
Figure 2.3.4.1, Sidewalk Easement to Meet Drive Approach Slope
2.3.5 Driveway/Drive Aisle Consideration
The drive approach slope from the bottom of the gutter to the nearest edge of the sidewalk
(within the limits of the right-of-way) shall not exceed the driveway/drive aisle slope beginning
at the furthermost edge of the sidewalk. Also, it shall not be less than the minimum slope nor
be greater than the maximum slope as noted herein. See Figure 2.3.5.1
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I
DRIVE APPROACH
I
SIDEWALK 8% MAX
I 2% MAX S = MIN
acMnwnr
Figure 2.3.5.1, Driveway/Drive Aisle Section
S1 < S2
S = (6 + [0.02 * W * 12)) / (W*12) W = Width of the Parkway
2.4 Off-street Storage
At a minimum, off-street storage shall be provided as shown in Section 2.2.3. Additional storage capacity may be
required based upon the types of vehicular traffic anticipated.
2.5 On -street Storage
On -street storage, if required, shall be developed using appropriately sized turn lanes based upon full build out traffic
volumes. On -street storage requirements shall be included within the TIA if required.
2.6 Access Management
2.6.1 Purpose
The purpose of the access management plan is to promote the health, safety, and general welfare of the present
and future residents of the city through managing traffic flow and promoting traffic safety.
2.6.2 Access Standards
a. Definitions
1. Driveway means the portion of the travel lane of a lot that opens onto a public street
2. Permit means a City of Denton curb cut permit
3. TxDOT Highways are state operated highways that include Farm to Market (FM) roadways, State Highways
(SH), Interstate Highway (IH), IH Frontage Roads, and United States (US) Highways.
b. Compliance
No person shall construct, reconstruct, replace, relocate, alter, enlarge, improve or perform any work on or
make use of any driveway for any property within the City or the Extraterritorial Jurisdiction, except in
accordance with the Access Management Plan and this Manual or the TxDOT Access Management Manual
when applicable. All driveways shall be designed, installed, located and constructed in accordance with the
approved specifications, plans, conditions and requirements of the permit issued for the property and the
requirements of this Manual. No certificate of occupancy shall be issued for any building on any property for
which a permit is required, until the construction, improvements, alterations or other work covered by the
permit is completed in accordance with the permit issued, the requirements of this Manual or the provisions
of any other applicable ordinance. Where no building permit was required in connection with the requested
permit, no driveway on the property for which the permit was issued shall be used until and unless the work is
completed in accordance with the permit and this Manual.
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c. Closing of Driveways
Where the closing or relocating of one (1) or more existing driveways or portions thereof is necessary to comply
with this Manual or a curb cut permit issued, access shall be closed by the removal of the existing driveway
approach and the installation of curb and gutter along the gutter line of the street, all in accordance with City or
if applicable, TxDOT specifications. If there is no existing curb and gutter on the street, the driveway shall be
closed in the manner specified by the City Engineer.
d. Access to Freeways
Access to freeways shall only be provided at entrance ramps. Access to frontage roads may be provided in
accordance with the standards for access to arterial streets set forth in this Manual with the following
exceptions:
1. No access is allowed in areas where TOOT owns the Control of Access. Such Control of Access may be
found on current TOOT right-of-way maps.
2. No access is allowed within a paved gore area or 250 feet past painted gore of an exit ramp. Similarly, no
access is allowed within a paved gore area or 200 feet upstream of the painted gore of an entrance ramp.
e.Access to Arterial Streets
Access to an arterial street shall not be permitted unless there is no other reasonable means of providing safe
access to the property. Unless designated as a freeway, all TxDOT Highways shall be considered arterials.
Additionally, the geometric, hydraulic and pavement designs of all access driveways to TxDOT roadways must be
reviewed by TOOT to assure compliance with their standards.
1. No development shall be allowed access to an arterial street if property excluded from the development
could have been used to provide reasonable access to a lesser classified street or if the property has been
previously subdivided in violation of state law or Denton Development Code if access could have been
provided to a lesser street except for such unapproved subdivision of the property.
2. Existing commercial or industrial lots created prior to adoption of The Denton
Development Code by legal subdivision procedures with exclusive frontage on an arterial street may take
access to the arterial in accordance with the access standards in this Manual.
3. Existing single-family and two family lots created prior to adoption of The Denton Development Code by
legal subdivision procedures with exclusive frontage on an arterial street may be developed with a circular
drive. Such driveway shall be designed and constructed in accordance with standards for circular drives
provided in this Manual.
4. When driveway access to an arterial street is the only reasonable means of providing safe and adequate
access to the property as determined by the City Engineer, the driveway design, number of driveways,
location and construction shall be in accordance with this Manual.
5. Driveways on an arterial shall align with existing median openings, other driveways, and "T" intersections
or be offset in accordance with this Manual.
f. Access to Collector Streets
1. Access to collector streets for commercial, office, or industrial development is required and shall be
designed and constructed in accordance with the standards provided in this Manual.
2. No single- or two-family lots shall be designed such that there is no other means of access other than a
collector street.
3. Existing single-family and two family lots developed prior to approval of the Denton Development Code
with exclusive frontage on a collector street and no alley may be developed with a circular drive. Such
driveways shall be designed and constructed in accordance with the standards for circular drives provided
in this Manual.
4. Driveways on a collector street shall align with existing driveways and 'T' intersections on the opposite
side of the street or shall be offset in accordance with this Manual.
g. Driveway Separation
Unless located on a TxDOT roadway, driveways shall be separated in accordance with Table 2.2.2.1 to ensure
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that all driveways are separated by sufficient distance so as to avoid interfering with the safe movement of
traffic. In interpreting and applying the separation requirements, the following shall apply:
1. The separation requirements shall be determined in reference to any proposed or existing driveways on or
off the property. Where applied to a property, which is located adjacent to an undeveloped tract, the
separation requirements shall account for the placement of future driveways on the adjacent
undeveloped property.
2. The minimum separation specified may be reduced for currently developed property if the arnount of
street frontage for the property is insufficient to allow for one (1) driveway access that would have the
necessary separation from an existing driveway on adjacent property and joint access with adjacent
properties is not physically possible as determined by the City Engineer. If a reduction in the minimum
separation specified is allowed, the separation shall be reduced only to the degree necessary to allow for
the single driveway.
3. The separation distances specified shall be measured from the nearest edge of each driveway at the right-
of-way line.
h. Corner Clearance Standards
Corner clearance standards shall be applied in accordance with AASHTO "Green book" to ensure that the traffic
movements from driveways do not unduly conflict with the movement of traffic on intersecting public streets.
In interpreting and applying the standards the following shall apply:
1. A reduced requirement may only be used if absolutely necessary to provide driveway access to property
where no other means of access meeting the comer clearance requirement is reasonably possible and
joint access with adjacent properties is not physically possible as determined by the City Engineer. If a
reduction in the minimum comer clearance specified is allowed, the comer clearance shall be reduced only
to the degree necessary to allow for the single driveway.
2. The specified distances shall be measured at the right-of-way line from the edge of the driveway nearest
the intersecting street to the right-of-way line of the intersecting street. Where right-of-way comer clips
exists or are proposed, the specified distance shall be measured from the edge of the driveway nearest
the intersecting street and the end of the comer clip neatest to the subject driveway.
i. Driveway Widths and Grades
Unless located on a TxDOT roadway, driveway widths and grades shall be in accordance with Table 2.2.1.1
Driveways connecting to TxDOT roadways shall meet TxDOT standards.
j. Medians
1. When any development is required to provide more than one-half of any arterial street, a median shall be
provided in accordance with this Manual.
2. Median Openings
• Median openings shall be a minimum of 400 feet apart measured from the nose of median to nose of
median.
• Whenever a median opening is constructed, the associated left turn lane serving the development must
be constructed at the same time. In the event that there is an existing intersecting street on the
opposite side of the street, the new development constructing the median opening shall be required to
install both left turn lanes.
• Patterned and colored median noses shall be as shown on the City of Denton Standard Drawings.
k. Right and Left Turn Lanes
• Development expected to generate at least 100 but less than 1,000 vehicle trips per day and less than 100
vehicle trips per hour at full development may be required to provide right turn lanes into each entrance
and left turn lanes into each entrance that left turns are possible.
• Developments expected to generate at least 1,000 vehicle trips per day or at least 100 vehicle trips per hour
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at full development shall be required to provide right turn lanes into each entrance and left turn lanes if a
left turn is possible in accordance with an approved traffic impact analysis.
Development expected to generate at least 50 right or left turns per hour per entrance at full development
shall be required to provide right turn lanes into each entrance and left turn lanes if a left turn is possible in
accordance with an approved traffic impact analysis.
Right and left turn lanes maybe required based upon the traffic impact study for the study area.
2.6.3 Variance Procedure
a. If an access -related variance is not associated with the subdivision of property, the variance will be
submitted to the City Engineer or designee for consideration.
b. Driveway -related variances are considered Hardship Variances. The proposed Hardship Variance is
appropriate based on a finding that unreasonable hardships or difficulties may result from strict
compliance with the subdivision regulations or the purposes of the regulations may be served to a
greater extent by an alternative proposal. A variance may be approved so that substantial justice
may be done, and the public interest secured; provided that the variance shall not have the effect of
nullifying the intent and purpose of these regulations; and further provided the Planning and Zoning
Commission shall not approve variances unless it shall make findings based upon the evidence
presented to it in each specific case that:
1. The granting of the variance will not be detrimental to the public safety, health, or welfare or
injurious to other property;
2. The conditions upon which the request for a variance is based are unique to the property for
which the variance is sought and are not applicable generally to other property;
3. Because of the particular physical surroundings, shape or topographical conditions of the
specific property involved, a particular hardship to the owner would result, as distinguished
from a mere inconvenience, if the strict letter of the subdivision regulations is carried out;
4. The variance will not in any manner vary the provisions of The Denton Plan, the Development
Code, and the Denton Mobility Plan, except that those documents may be amended in the
manner prescribed by law; and
5. The special or peculiar conditions upon which the request is based did not result from or were
not created by the act or commission of the owner or any prior owner, subsequent to the date
of creation of the requirement from which a variance is sought.
c. The Traffic Safety Commission decision on a hardship variance maybe appealed to the
Planning & Zoning Commission by a written request by the applicant.
d. The Planning and Zoning Commission decision on a Hardship Variance maybe appealed to the City
Council by a written request by the applicant.
e. If the variance involves a driveway on a TxDOT operated and maintained roadway, City Staff may
choose to meet with TxDOT prior to consideration of any variance to receive technical input, which
may have a bearing on the staff recommendation.
f. Suspension and Revocation of a Variance
1. When the City determines there is a failure to comply with any term, condition, or requirement
made a condition of the approval of a variance, the City Council may direct the Building Official,
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City Engineer or Director, as appropriate, to suspend the variance compliance with the terms,
conditions, or requirements wider which the variance was approved.
Notice of suspension or revocation of a variance shall be sent by certified mail, return receipt
requested.
The body granting the variance shall hold a public hearing no later than 45 days after
notification. If the body granting the variance determines there is a failure to comply with any
term, condition, or requirement made a condition of the variance, the body may revoke the
variance or special exception or take such action, as it considers necessary to ensure
compliance.
A decision to revoke a variance is effective immediately. Notice of the decision by the body shall
be sent by certified mail.
2.7 Signage and Pavement Markings
See Section 2.2.1 figures.
3 Pavement Standards
3.1 Streets
The minimum pavement section requirements for each classification of roadway are contained within the City
of Denton Standard Detail Drawings for Pavement Cross -Sections.
A. A geotechnical report shall be prepared that documents the existing soil characteristics of the proposed
roadway subgrade for any proposed street improvements. Soil testing shall be performed whenever the
soil characteristics change or every 500 feet, whichever is less. The report shall include recommendations
for the type and treatment level of subgrade stabilization based upon ultimate traffic conditions.
B. Flex -base may be used as an option for subgrade treatment. Depth of flex -base required shall be based
upon the geotechnical report for the street improvements based upon ultimate traffic conditions.
C. Alternative pavement sections may be proposed only if supported by a geotechnical report that provides
sufficient evidence to demonstrate that the alternate section shall meet the ultimate traffic loading
requirements.
3.2 Drive Approach
Refer to the City of Denton Standard Detail Drawings for drive approach section requirements.
4 Pedestrian and Bicycle Facility Design
The user should be aware of and utilize the City of Denton Development 7.8.11 Pedestrian and Bicycle
Circulation in conjunction with this Manual.
4.1 Mobility Plan Component
The City of Denton Mobility Plan includes a pedestrian and bicycle component should be reviewed,
relative to any proposed transportation improvement. Refer to the following link to the City of Denton
Website:
https://www.cityofdenton.com/302/Mobility-Plan
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It should be noted that the City of Denton Mobility Plan is a living document and is periodically updated
to reflect the changes in the characteristics of anticipated traffic flow within the City.
4.2 Accessibility Standards
The City of Denton considers sidewalks to be accessible routes according to Section 4.3 of Texas
Accessibility Standards (TAS) and considers a public sidewalk a "facility". Sidewalks, landings, ramps,
and flares shall comply with the latest TAS, the latest Department of Justice ADA Standards for
Accessible Design, the Public Right-of-way Accessibility Guidelines (PROWAG), and the Federal Highway
Administration. Also, sidewalks, landings, ramps, and flares are subject to the requirements of the Texas
Department of Licensing and Registration (TDLR) for inspection purposes unless otherwise exempted by
the City Engineer. Prior to construction of sidewalks where the total cost of the public improvements
will exceed $50,000.00, the Engineer of Record must show proof of Texas Department of Licensing
review and approval for accessibility. Compliance with the regulations shall be the responsibility of the
Engineer of Record for the project. Refer to the City of Denton Standard drawings for additional
requirements.
4.3 Geometric Standards
Table 1.3.1 shows the standard with of sidewalks and bike lanes for the various street classifications.
Refer to the City of Denton Standard Detail drawings for the locations of sidewalks and bike lanes within
the street right-of-way. The Denton Mobility Plan should be reviewed for any planned bicycle and
pedestrian facilities that may exceed those called for by the standard details.
4.3.1 Sidewalk, Sidepath or Trail Easements
Any portion of the proposed facility extending past the right-of-way shall be contained within a
pedestrian access easement. The recorded easement shall extend 2 feet beyond the edge of the
facility.
4.4 Intersections
4.4.1 Curb Ramps
The continuation of accessible routes through intersections shall use approved curb ramps that
meet accessibility standards. Refer to the City of Denton Standard drawings for Type 1A and
Type 1B curb ramps at intersections. Crosswalks through the intersections shall meet
accessibility standards.
4.4.2 Bike Lanes
Bike lanes at intersections shall consider other traffic movements and facilities such as turn lane
movements, transit facilities, parking, and stop bar locations. The current Urban Intersection
Design Guide by TOOT can be used for bike lane design at intersections. The bike lane design at
intersections requires the approval of the City Engineer or designee.
4.5 Pedestrian TIA Requirements
If a development is proposed within % mile of a public elementary or secondary school, a pedestrian
traffic impact analysis will be required to determine the appropriate size and location of sidewalks and
bicycle facilities to serve those uses.
4.6 Signage and Pavement Markings
Signage and pavement markings shall be as shown on the TMUTCD Marking & Sign Drawings and in
accordance with the accessibility standards.
4.6.1 Crosswalks
Continental type-high visibility crosswalk markings are to be provided in all uncontrolled street
crossings, school crossings, downtown areas, or as directed by the City Engineer or designee.
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4.6.2 Bike Lane
Traffic control devices such as vertical flex posts, green pavement markings and wayfinding
signage may be required to enhance the proposed bicycle facility, as directed by the City
Engineer or designee.
4.7 Amenities
4.7.1 Bicycle Parking
a. Refer to Bicycle Parking Guideline 2nd Edition by the Association of Pedestrian and
Bicycle Professionals (APBP) for general guidelines and resources.
b. All bicycle parking facilities/devices shall be constructed to meet commercial grade
structural standards.
C. Location Standard:
1. Bicycle parking must be on the same lot as the principle use.
2. Bicycle parking must be located in highly visible and well -lit areas.
3. Bicycle parking must not interfere with accessible paths of travel or accessible
parking as required by the accessibility standards.
4. Bicycle parking must be located within 50 feet of a main building entrance. In
multiple building locations, bicycle parking must be distributed in a manner that
serves all entrances.
d. Layout and Design:
1. Bicycle rack design
• Support the bicycle in at least two places
• Enable the frame and at least one wheel to be secured
• Designed to accommodate "U" shape locking devices
• Installed to manufacturer's specifications
• Each bike rack must be designed to accommodate at least two bike
parking
Bicycle parking space
• Concrete pad built to City of Denton sidewalk standards
• Must provide clearance of at least 2 feet from closest wall
• Must provide clearance of at least 3 feet between bike racks
• Must not interfere with pedestrian pathway
4.7.2 Benches
All benches shall be constructed to meet commercial grade structural standards. Benches shall
be secured to prevent displacement. Benches shall not project into any accessible route or alter
an accessible route such that it will not meet the accessible route standards.
4.7.3 Lighting and Enclosures
Lighting standards and above ground enclosures shall not extend into any accessible route or
alter an accessible route such that it will not meet the accessible route standards. Sidewalk
widths on bridges shall be a minimum of 6 feet or wider as required by the street classification.
Unless otherwise approved by the City Engineer, all street bridges shall have sidewalks on both
sides of the bridge. Dependent upon vehicular and pedestrian traffic considerations a parapet
wall may be required to separate the sidewalk from the travel lane. Parapet walls shall be
constructed to TOOT standards. A pedestrian bridge rail shall be constructed on the outside of
the bridge to protect sidewalk traffic. Both bridge rails and parapet wall shall meet accessibility
standards.
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4.7.4 Sidewalk on Bridges
Sidewalk widths on bridges shall be a minimum of 6 feet or wider as required by the street
classification. Unless otherwise approved by the City Engineer, all street bridges shall have sidewalks
on both sides of the bridge. Dependent upon vehicular and pedestrian traffic considerations a
parapet wall may be required to separate the sidewalk from the travel lane. Parapet walls shall be
constructed to TOOT standards. A pedestrian bridge rail shall be constructed on the outside of the
bridge to protect sidewalk traffic. Both bridge rails and parapet wall shall meet accessibility
standards.
4.7.5 Sidewalks on Drainage Crossings
Sidewalk widths at drainage crossings shall be a minimum of 6 feet or wider as required by the
street classification. Unless otherwise approved by the City Engineer, sidewalk railing shall be
provided to protect the sidewalk traffic from the outside edge of the drainage crossing.
Dependent upon vehicular and pedestrian traffic considerations a parapet wall may be required
to separate the sidewalk from the travel lane. Parapet walls shall be constructed to TxDOT
standards. Railing and parapet walls shall meet accessibility standards.
4.7.6 Sidewalks Adjacent to Screen Walls
A minimum of 2 feet additional width of sidewalk shall be required beyond the standard with of
sidewalk for sidewalks adjacent to screen walls.
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5 Transit Facility Design
Bus stops shall meet at a minimum the design standards of the Denton County Transit Authority (DCTA), and the
accessibility standards of TAS, PROWAG, and Department of Justice ADA Standards for Accessible Design. Figure 5.1
show a general layout of a bus stop at an intersection. Bus stops shall be located on the departing side of a street
intersection. The use of a pull-out lane may be considered where the specific site conditions warrant such an
arrangement. The determination of the appropriateness of a pull-out lane shall rest with the City Engineer or
designee.
c R. (TTP.)
.'tom CIM
F
* If there is on—straof parking
NOTE A No-Mrking zone shall he
identified with appropriated signs
and, if necessary shall be placed
at the beginnirig and the end of
the no -parking zone.
B.C.R. (rvp.).. 8"r"Arng of
Curb rriurn — lypkol.
E.C.R. (TTP.): End of curb
rahuc _ Irpied.
DEPARTING SIDE
BUS STOP
Figure 5-1, Standard Bus Stop Location at Unsignalized Intersection
Note: For signalized intersections an Approach Side Bus Stop is preferred
5.1 Bus Stop Placement
Bus stop placement should consider the need for the bus stop, traffic operation concerns, and passenger
accessibility. A bus stop should be placed within an area that allows bus stop amenities to be located in the
public right of way and where the ingress and egress of the bus does not overly impede the flow of traffic. The
warrant for a bus stop shall be as required by the City of Denton in conjunction with DCTA. Elements to
consider for bus stop placement include the follow:
• Within Public Right of Way
• Proximity to major trip generators such as malls, student housing areas, retail commercial zones, park
and rides, destination areas, etc.
• Pedestrian facilities such as sidewalks or multi -use paths, marked cross walks, space provisions for
accessibility standards, and curb ramps should be available at the location for a proposed bus stop.
• Convenient passenger transfers to other routes
• Open and visible location for personal security and passenger visibility
• Acceptable street illumination or proposed street illumination with placement
• Ability to have restrictive parking in bus zone
• Adequate space for bus zone
• Gentle street grades at bus zone
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• Return to traffic without overly hindering traffic flow
• No interference from driveways
5.2 Bus Stop Amenities
The following are bus stop amenities that shall be consider during the process of design:
• Accessibility compliant loading area. All bus stops shall have accessibility compliant loading and
offloading area. This area shall be integral to the sidewalk pathway, bench area, and shelter are if
provided. The loading area shall be constructed of reinforced concrete with the same thickness as the
adjacent sidewalk.
• Bench and trash receptacle may be warranted based upon Table 5.2.1. Bench and trash receptacle type
and installation shall be as required by the City of Denton.
• A shelter may be warranted based upon Table 5.2.1. The sheltertype and installation shall be as
required by the City of Denton and DCTA. Shelters shall provide space to meet accessibility standards.
• Illumination shall be provided if illumination is not provided at the street corner adjacent to the bus stop
or if in the opinion of the City Engineer the existing illumination is inadequate.
Table 5.2.1 Bus Stop Amenities Warrant
Bus Stops that accumulate 10 points or more may be considered for shelter placement. Bus Stops that accumulate 6
points or greater may warrant a bench and trash receptacle.
6 points
25 people per day boarding
4 points
Special needs, i.e., Senior Center, Medical Complex, libraries, high
accessibility standard usage such as group residences.
4 points
High use location, Le_, Student housing area, schools, hospitals,
mall.
2 points
Request for improvements by citizens, i.e., multiple requests over
a one-year time.
6 points
15 people per day or greater boarding
4 points
Adjacent to an arterial roadway.
5.3 Bus Stop Signage and Markings
Bus stop signage and markings shall be according to the City of Denton and DCTA. Signage shall include a "No
Parking Zone" sign and a DCTA bus stop sign.
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