22-1717ORDINANCE NO. 22-1717
AN ORDINANCE OF THE CITY OF DENTON, TEXAS AMENDING THETRANSPORTATION CRITERIA MANUAL; AND PROVIDING FOR SEVERABILITY, ASAVINGS CLAUSE AND AN EFFECTIVE DATE.
WHEREAS, pursuant to Ordinance No. DCA 18-0009q, 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
extratenitorial jurisdiction are legislatively established by the Council after public hearing inacccordance with State law; and
WHEREAS, the creation of specific design standards and methodologies (the
“Development Criteria Manual”) are delegated to staff of professionals possessing the necessary
and appropriate licensure and expertise who may also consult with their peers in both the publicand 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
December 2021; 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 Statelaw, 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 ascontained in Exhibit “A.”
SECTION 3. It is hereby officially found and deteruined 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, 2023 .
The motion to approve this ordinance was made by b r\an e>ecA., and seconded
by E>f13d\&DIIt (nnsa mCGee- , the ordinance was passed and approved by the
following vote [E - a:
Aye
1/
L/
1//
L//
Nay Abstain Absent
Gerard Hudspeth, Mayor:
Vicki Byrd, District 1 :
Brian Beck, District 2:
Jesse Davis, District 3 :
VACANT. District 4:
Brandon Chase McGee, At Large Place 5: v/
Chris Watts, At Large Place 6: 1/-
PASSED AND APPROVED thi,, th,BL day of QQ(£4Ak€ 2022.
GERARD HUDSPETH, MAYOR
ATrEST:
ROSA RIOS, CITY SECRETARY b\\\111111//
APPROVED AS TO LEGAL FORM:
MACK REINWAND, CITY ATtORNEY
_ _ r :8qjmdn$CBnvb' ff ==i=iH-m=-rEBelnap rail
City of Denton
Exhibit A
Transportation Design Criteria Manual
October 2022
TABLE OF CONTENTS
OVERVIEW
SEcrION I - STREET DESIGN .___._____._._._._._._._._._._._..__._._.._„._._._._._._._.„..__._._._.1.1 City of Denton Mobility Plan ....__._.____._._._._..__.„..__..__._._._._.„._._.___.1.2 Street Classification ....__._...____._._._._._._._._._._.„._._._.____._._._..._._.___
1.3 Geometric Standards................................................................................................1.3.1 Section Standards ._____._._._..__._._._._.„.„._._._._._._._.____.„.___..
1.3.2 Vertical Curve Standards...........................................................................
1.3.3 Cul-de-sac Standards..................................................................................
Intersections.............................................................................................................
1.4.1 Intersection Geometry...............................................................................
1.4.2 Visibility Standards....................................................................................1.4.3 Turn Lane Standards...................................................................................
1.4.4 Intersection Diagram for Collectors and Arterials..................................
1.4.5 Intersection Spacing...................................................................................
1.4.6 Median Openings........................................................................................1.4.7 Roundabouts...............................................................................................
Traffic Calming..........................................................................................................
On-street Parking.......................................................................................................
Signage and Pavement Markings.............................................................................
Traffic Impact Analysis.............................................................................................1.8.1 Definitions.....................................................................................................
1.8.2 When a Traffic Analysis is Required...........................................................
1.8.3 Traffic Impact Analysis Requirements........................................................1.8.4 Submission and Review Procedures...........................................................
5
S
4
6
6
7
8
10
10
11
12
13
14
14
14
15
18
20
20
20
20
21
22
1.4
1.5
1.6
1.7
1.8
SEcrION 2- DRIVE APPROACH DESIGN.............................................................................................. 23
2.1 Drive Approach Type................................................................................................. 232.2 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
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
Off-street Storage....................................................................................................... 32
On-street Storage........................................................................................................ 32
Access Management................................................................................................... 32
2.6.1 Purpose............................................................................................................ 32
2.6.2 Access Standards............................................................................................ 32
2.6.3 Variance Procedure...................................................................................... 35
Signage and Pavement Markings.............................................................................. 36
2.3
2.4
2.5
2.6
2.7
SECTION 3 - PAVEMENT STANDARDS..............................................................................................36
3.1 Streets.......................................................................................................................... ..36
3.2 Drive Approach..............................................................................................................36
Revised 12/8/2022
SEcrION 4 - PEDESTRIAN AND BICYCLE FACILITY DESIGN.............................................................36
36
37
37
37
37
37
37
37
37
38
38
38
38
39
39
39
4.1 Mobility Plan Component........................................................................................
Accessibility Standards.............................................................................................4.2
4.3 Geometric Standards................................................................................................
4.3.1 Sidewalk Easements...................................................................................
4.4 Intersections..............................................................................................................4.4.1 Curb Ramps..................................................................................................4.4.2 Bike Lanes....................................................................................................
4.5 Pedestrian TIA Requirements..................................................................................4.6 Signage and Pavement Markings............................................................................4.7 Amenities...................................................................................................................
4.7.1 Bicycle Parking............................................................................................4.7.2 Benches.......................................................................................................
4.7.3 Lighting and Enclosures............................................................................Sidewalk on Bridges..................................................................................
Sidewalks on Drainage Crossings............................................................
Sidewalks Adjacent to Screen Walls.......................................................
4.7.4
4.7.5
4.7.6
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
SECTION 6 - PUBLIC ACCESS DESIGN ON PRIVATE PROPERTY................................................42
6.1 Fire Lane Design........................................................................................................... 42
6.2 Speed Cushions Design................................................................................................ 42
Revised 12/8/2022
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 contextualapplications. 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 Department, 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 12/8/2022
1.Street Design
The user should be aware of and utilize the City of Denton Development Code in conjunction with thisManual.
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 Mobility Plan 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 were established in the Thoroughfare Plan based upon
expected fully developed traffic volumes.
ae 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 in non-residential zoning
districts where necessary to provide for adequate access for service vehicles, of-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.
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 shal
not, however, provide direct access to an arterial street.Residential Street
A residential street is a public street associated with residential development within an urban
environment. The residential street may require parking or prohibit parking, dependent on use.
Alleys will be required for residential streets prohibiting on-street parking.Rural Street
A rural street is a street which serves no more than 20 single-family residential lots.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 +1- 5 degrees for residential and collector streets.Collector
A collector street is a street that collects associated traffic from residential streets, rural streets,
commercial streets, or industrial streets as designated on the City Mobility Plan.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. 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
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.
b.
Ce
d.
e.
f.
g +
h.
Revised 12/8/2022
5
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
;:::{!;:;:}i::':*${,a1 ororo.[8
RoadwayClass
Min
R-0-W
( Ft)
Min (8)B-B
Width
(Ft)
Sidewalk
Min
lwidth (7)
(Ft)
Bike
,ccommodation
Required (7)
Parking
Alley (2)Residential
Street
Rural
Residential
Street
Residential
Collector
Commercial
Collector
Secondary
Arterial
Modified
SecondaryArterial
PrimaryArterial
Modified
Primary
Arterial
1
2
20
55
a5 Prohibited N
33 30 1 200 [ 0 [ o.5 1 10 1 Permitted(3) i 5 1 ( 7)
2
2(4)
2(4)
4
65 1 25(1) 1 30 1 200 0 1 o.5 1 10 1 Prohibited I N/A (7)
65
65
110
39 130-35 400 100
100
100
0.5
0.5
0.5
7 1 Permitted 5
5
5
10
10
10
39 130-351 575 7 1 Prohibited
80 l35-401 575 7 1 Prohibited (9)
4 110 1 67 135-401 575 100
100
100
o.5 1 7 i Prohibited (9) 1 5 10
10
10
6
6
135 1 l04 140-451 750 o.5 1 7 IProhibited (9)1 5
135 1 88 140-451 750 o.5 1 7 IProhibited(9)1 5
(1)
(2)
Measurement is edge-of-pavement to edge-of-pavement.
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
Revised 12/8/2022 6
(3)
(4)
(5)
(6)
(7)
(8)
(9)
Angled parking is not permitted
Number of travel lanes dependent upon TIA and/or City of Denton City Engineer or designee
recommendations
Minimum center line radius based upon cross slope of minus two percent (-2%) (no super elevation)
Maximum grade within 60 feet of an intersection measured from the intersection curb is 2% or less
Refer to the City of Denton standard detail street cross-sections for specific bike and pedestrianrecommendations. A minimum 5 feet wide sidewalk on one side of the street and a 10 feet
bicycle/pedestrian facility of the other side of street will be required.
See Table 1.4.3.1 for additional right-of-way requirements at intersections with turn lanes.
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, and the Pedestrian and Bicycle components of the 2022 Mobility Plan for planned facilities, or as
required by the City of Denton during development review.
BIKE LANES – Bike lanes shall be 6 feet wide unless otherwise approved by the City Engineer or designee.
Buffered or Separated Bike Lanes are generally preferred to increase level of comfort in the bicycle facility.
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. SeeSection 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, unless otherwise approved by the City Engineer or designee.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 12/8/2022
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 Stopping Crest Vertical
CUIve(MPH)Sight Distance
(Ft)(K min)
372001930
250 29 4935
643054440
796145360
L = KA L = Vertical Curve Length
A = Algebraic Difference in Grade
1
2.
3.
4.
5.
No vertical curve required for “A“ equal to or less than 1 percent (1.0%)
Minimum spacing between successive vertical curves shall be 50 feet forresidential and 100 feet for collectors and arterials
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.
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.
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.
b.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.
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
C.
Revised 12/8/2022 8
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.
Figure 1.3.3.1 - Downward Gradient, Cul-de-Sac, Minimum Slopes
Revised 12/8/2022
a.5% asl-UIN U&
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 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) feetbetween 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 12/8/2022 10
Table 1.4.1.1 - Intersection Geometry
ntersection
Angle (degrees)
EIMIII
90+/-10
90+/-10
90+/-15
90+/-10
90+/-10
90+/-10
90+/-5
90+/-5
90+/-5
90+/-5
Alley/Alley
Alley/Residential Street
Alley/Collector
Flag Drive/Residential Street
Flag Drive/Collector
Residential Street/Residential Street
Residential Street/Collector
Residential Street/Arterial
llector
Collector/Arterial
Arterial/Arterial
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.
gEta
VISION CLEARANCE
R.0. W CORNER CUP
BACK
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 12/8/2022 11
TABLE 1.4.2.1 - SIGHT VISIBILITY
Design Speed (MPH)Intersection Sight Distance Near Side (ft)ntersection Sight Distance Far Side (ft)
335
385
430
335
390
445
on
NEAR SIDESIGHT DiSTANCE
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 Bl 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 Requirements
Turning lane requirements shall be based upon the following requirements and/or the
requirements of the City of Denton City Engineer or designee, and the tables within this section.
When designing an intersection that provides direct or indirect access to the proposed
development, left-turn lanes should be provided at driveways and street intersections along
major arterial and collector roads wherever left turns are permitted. Criteria for when left-turn
lanes should be provided are set forth in Table 1.4.3.1 The development of the criteria for the
left-turn lane requirement is based on the following considerations.
• Speed: Speeds are too high to safely make left turns to or from a particular roadway.
• Safety: There is a trend or pattern of crashes involving left-turning vehicles or rear-end
or sideswipe/weaving crashes as through vehicles interact with queued vehicles.
• Delay: Drivers have to wait a long time to make a left turn.
• Volume: There are a high number of left-turning vehicles.
TABLE 1.4.3.1 – LEFT-TURN WARRANTS FOR URBAN AND SUBURBAN ROADWAYS
Left – Turn Lane
Peak Hour Volume
(veh/hr)
Three-Leg Intersection,
Arterial/Collector Volume
(veh/hr/in) that Warrants
a Left-Turn Lane
Four-Leg Intersection
Arterial/Collector Volume
(veh/hr/in) that Warrants
a Left-Turn Lane
Revised 12/8/2022
12
450
300
250
200
200
150
150
150
150
100
When designing an intersection that provides direct or indirect access to the proposed
development, right-turn lanes should be provided along major arterial and collector roads at
driveways when the right turns are permitted and satisfy the following criteria.
TABLE 1.4.3.2 - RIGHT-TURN WARRANTS FOR URBAN AND SUBURBAN ROADWAYS
d Limit (mph)
45 or greaterLess than 45
Volume (Veh/Hr)50 or more
60 or moreArterial/Collector
Arterial/Collector
1.4.4 Turn Lane Standards
When a turn lane is required, Table 1.4.4.1 and Figures 1.4.4.1 and 1.4.4.2 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 1.4.5 for additional geometry standards for Collectors and Arterials.
TABLE 1.4.4.1 MIMIMUM TURN LANE GEOMrrRY
LEFT/RIGHT TURN LANE
Minimum TaperMinimum
(ft)Storage(ft)Left Turn100100
150 100
100 no150100200200
Intersection Type LaneWidth
(ft)
IImlaI
R.O.W. Require:ft
Residential Collector
Commercial/Industrial CollectorSecondarv Arterial
Primary Arterial
1)
2)
3)
4)
5)
6)
Required turn lane storage may be greater depending upon the Traffic Impact Analysis
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.
Cross slope of median openings or turn bays shall not be more than 2 percent or less than 1 percent.
On TxDOT Roadways TxDOT standards shall supersede City of Denton Standards.
Taper Radius shall be 200 feet minimum.
Additional right-of-way required per turn lane bay.
Revised 12/8/2022 13
. TAPER , STORAGE[ LENGTH I– LENGTH
MEN60 FEET
LANE WIDTH
Figure 1.4.4.1 - Left Turn Lane
NE WIDTH
Figure 1.4.4.2 - Right Turn Lane
1.4.5 Intersection Diagram for Collectors and Arterials
Figure 1.4.5.1 provides median location details and specific turn lane radius requirements.
Also refer to median details shown in the City of Denton Standard drawings
ARTERIAL ORcat I FCTOR
SEE NOTE 2 ARTERIAL ORCOLLECTOR
Figure 1.4.5.1 - 1ntersection Detail
1. For collector and arterial streets, A = 15 feet minimum.
2. Depending upon traffic flow requirements, the right turn may require a hooded right
turn
Revised 12/8/2022 14
1.4.6 Intersection Spacing
Table 1.4.6.1 - Minimum Intersection Spacing
Alley
100 feet
N/A100 feet100 feet
N/A
Flag Drive
N/A
N/A75 feet
75 feet
N/A
Residential
MI75 feet
*200 feet
*200 feet
400 feet
Collector
100 feet
75 feet
*200 feet
*200 feet
400 feet
ArterialF@
N/A
400 feet
400 feet
1200 feet
W
Flag drive
r
Collector
Arterial
* 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.
1.4.7 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.
When a development is allowed to have a median opening, it shall be provided in accordance with the following
criteria
• 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 openings shall be a minimum of 400 feet apart measured from the nose of median to nose ofmedian.
• 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 toinstall both left turn lanes.
• Patterned and colored median noses shall be as shown on the City of Denton Standard Drawings.
1.4.8 Roundabouts
Roundabouts are circular intersections that create counter-clockwise traffic movements around
a central island with entering traffic yielding to circulating traffic.
1.4.8.1 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
review process with the City Engineer and City Staff:
1)
2)
Have a Pre-Application Conference on the project which will include a separate meeting
with the City Engineer for proposed roundabout design considerations.
Have a Traffic Impact Analysis review meeting with City Engineer or designee. See
Revised 12/8/2022 15
section on TIA requirements.
Develop Preliminary layout of roundabout considering TIA and Pre-Development
meetings.
Preliminary Design review meeting with City Engineer.
Develop roundabout design based up comments from the City Engineer.
Submit roundabout design through the Development Review Process (DRC).
3)
4)
5)
6)
Resources
National Cooperative Highway Research Program Report (NCHRP) 672 Roundabouts: An Information
Guide, Second Edition https://nacto.orR/docs/usdg/nchrprpt672.pdf
National Cooperative Highway Research Program Report (NCHRP) 745 Left-Turn Accommodations at
Unsignalized Intersections
TxDOT Auxiliary Lane requirements for right turn lane.
http://onlinemanuals.txdot.gov/txdotmanuals/acm/auxiliary lanes.htm
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. Additional
right-of-way may need to be dedicated in order to accomplish traffic calming. The City does not allow
installation of speed bumps, speed humps or speed cushions along any public streets within the City.
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 5 feet of a driveway, within 20 feet of a
street intersection or within 15 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.
Consistent with the requirements of Public Rights of Way Accessibility Guidelines (PROWAG) the
following Americans with Disabilities Act (ADA) on-street parking requirements shall be followed.
For parallel parking spaces where the adjacent sidewalk or available right-of-way is more than 4.3
meters (14 feet) wide, an access aisle must be provided at street level for the entire length of each
accessible parallel parking space. The access aisle must be 1.5 meters (5 feet) wide minimum and
connect to a pedestrian access route. The access aisle must not encroach on the vehicular travel lane
and comply with the technical requirements for surfaces. In alterations where the street or sidewalk
adjacent to the parking spaces is not altered, an access aisle is not required provided the parking spaces
are located at the end of the block face. Where the adjacent sidewalk or available right-of-way is less
than or equal to 4.3 meters (14 feet) wide, an access aisle is not required, but accessible parallel parking
spaces must be located at the end of the block face.
Revised 12/8/2022
16
For perpendicular and angled parking spaces an access aisle must be provided at street level for the
entire length of each accessible perpendicular or angled parking space. The access aisle must be 2.4
meters (8 feet) wide minimum to accommodate vans with lifts and connect to a pedestrian access route.
Two accessible parking spaces are permitted to share a common access aisle. The access aisle must be
marked to discourage parking in the aisle and comply with the technical requirements for surfaces.
Curb ramps and blended transitions must connect the access aisle serving each accessible on-street
parking space to the pedestrian access route. Curb ramps are not permitted within the access aisle.
Parking spaces at the end of block face can be served by curb ramps or blended transitions at the
pedestrian street crossing. Detectable warning surfaces are not required on curb ramps and blended
transitions that connect the access aisle to the sidewalk, including where the sidewalk is at the same
level as the parking spaces, unless the curb ramps and blended transitions also serve pedestrian street
crossIngs
Figures 1.6.1 through 1.6.5 show the acceptable parking configurations for on-street parking.
PARKING I SPACE
Figure 1.6.1 - Parallel Parking
16’
Figure 1.6.2 - 30 Degree Angle
Revised 12/8/2022 17
18’**
Figure 1.6.3 - 45 Degree Angle
9.2’
8’##
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.
Figure 1.6.5 - 90 Degree Angle
** Wheel stops will be required to prevent vehicle overhang into adjacent property,
Revised 12/8/2022 18
right-of- way, structures, landscaping or sidewalk.
Parking spaces may be reduced to 16.5-feet in length if a 2 feet overhang is
provided.
All standard parking space striping shall be white in color.
Motorcycle parking space is half the size of a vehicle parking space.
1.7 Signage and Pavement Markings
Signage and pavement markings shall be as shown in the Texas Manual on Uniform Traffic Control
Devices (TxMUTCD).
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
average growth in the previous 5 year period along arterials in the vicinity of the proposed
project.
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 Preliminary Trip Generation Assessment
All developments are required to prepare a Preliminary Trip Generation Assessment for their
proposed projects. The need for a TIA shall be determined by the City of Denton Engineer or
designee based upon the information included in the Preliminary Trip Generation Assessment.
1.8.3 When a Traffic Analysis is Required
Based on the preliminary trip generation assessment for the proposed project, unless otherwise
directed by the City of Denton Engineer, a TIA will be required for the following conditions:
Revised 12/8/2022 19
a)
b)
C)
d)
e)
f)
g)
h)
Development will generate equal to or more than 100 Peak-Hour Trips (PHT)
Development will generate equal to or more than 1,000 vehicle trips per day (VPD)
Project area to be developed is equal to or more than 100 acres
Changes or alterations to the City Thoroughfare plan based on the Mobility Plan will be
requested
Access is taken from a TxDOT roadway
Zoning changes that will negatively increase estimated traffic volumes above the current
zoning estimated traffic volumes
Access is taken from an existing roadway with current traffic flow congestion based
upon observed conditions
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.
Impact Analysis Requirements1.8.4 Traffic
1.8.4.1 TIA Criteria
Table 1.8.4.1 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 1.8.6Submission and Review Procedures.
TABLE 1.8.4.1: Criteria for Study Requirements
Analysis
Category
Site Trips Generated at
Full Build-OutT1%gacIM
trips
TIA AnalysiS Periods (1)Minimum Study Area (3)
1. Existing year 1,, IINIBe acceMm=
2. Opening year (2)
100-500 total peak hour trips
1. Existing year Im/ ccess drives
2. Opening year (2)12. All signalized intersections and/or major
unsignalized intersections within 0.5 mile
to 1 mile of site boundary, depending on
total peak hour trips.
1. aMe access drives
3. Five years after opening
111 aiR) total M) B
hour trips 1. ExdMyear
2. Opening year of each phase 12. All signalized intersections and/or major
unsignalized intersections within 1.5 miles
3. Five years after initial opening I of site boundarY and/or majorintersections along access routes to/from
4. Twenty years after final opening with 1 regional corridorsfull build-out
no-build scenarios. Assume full occupancy when each phase opens.1.Analysis periods shall include build and
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.
1.8.4.2 Specific Requirements of the TIA Report
Revised 12/8/2022 20
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
• Existing and Projected Traffic Volumes for Study based upon Table 1.8.4.1 Criteria
- Average Daily
- Peak Hourly AM and PM
Additional Traffic Volume Data Provided by the City Traffic Engineer
• Traffic Volume AnalysisLevel 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 donot 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 Summary1 Introduction
a. Purpose
b. Methodology
Existing and Proposed Land UseSite Traffic Generation
Existing and Proposed Traffic Flow
a. Transportation System
b. Transportation Volumes
Traffic Analysisa. Level of Service Evaluation
b. Turning Movement Evaluation
c. Signalization Evaluation
Active Transportation Impact Evaluation
a. Bicycle Paths/Routes and Trail Connection Assessment
b. Pedestrian Impact Analysis
Safety Assessment
Mitigation
Conclusions and Recommendations
2
34
5
6
7
8
9
Revised 12/8/2022 21
• Additional Requirements
Dependent upon the site characteristics, the City of Denton Engineer or designee may require additionalinformation to be included in the TIA.
1.8.5 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.
1.9 Safety Assessment
Consistent with the recently adopted Mobility Plan, safety is the number one priority for the city of
Denton and as such, all new developments will be required to conduct a safety assessment as part of
their TIA. The safety assessment will include a review of safety for all road users (vehicles, pedestrians
and bicycles) within the project site as well as along existing public rights of ways in the vicinity of the
project. The assessment will include a review of the following.
o Within the project site (Site Circulation)
o All new intersections including project driveways
o All existing intersections included in the TIA
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
Revised 12/8/2022 22
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 or 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 Is]). 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” connects a street (City, public or private) or highway (TxDOT) with a drive aisle. Some
features of the drive approach may extend into and be a part of the driveway or drive aisle. The drive approach
is measured from the face of the roadway curb to the end of the curb return radius on the private property.
2.2.1 Drive Approach Dimensions
Table 2.2.1.1 - Driveway Dimensions
Drive ApproachWidths
Radius
WHim®l !y and
Duplex
Residential*
Multi-Family
Residential
Min. Width =12
Max Width = 202
Min. Width = 24
Max Width = 38
Min. Width = 304
b3Max Width
Min. Width ; 30
Max Width = 383
10 to 20
20 to 25
20 to 25
Commercial
•
•
•
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.
•
1)
Maximum drive approach width is a function of traffic volume. Refer to Figures 2.2.1.1 through2.2.1.4
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 aSleys are not practical.
Revised 12/8/2022 23
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)
3)
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
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
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.
15' MINiMIUPI 15PlINIPIUFI
15' MIINIMUM15
MINIMUMMfNI MINIMU
30' MINIMU
RSMINI
10’MINI
RS
MIN 10’INIPIUM
5
MIINIPIUPI
10
PIAXIPIUPI
10MINIPIUPI
MINIMUM
10MAXIMUM
.70' MININ
Figure 2.2.1.1, Residential Circular Drives
Revised 12/8/2022 24
(STOP) SIGN
'STOP BARMARKINGS
MARKINGS
*All signs and markings should be consistent with TMUTCD
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.
-(STOP) SIGN
MARKINGS
,STOP BARMARKINGS
ARKINGS
*All signs and markings should be consistent with TMUTCD
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.
Revised 12/8/2022
25
RAISED MEDIAN (4’
(STOP) SIGN
MARKINGS
STOP BARMARKINGS
MARKINGS
*All signs and markings should be consistent with TMUTCD
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) shalleach be 10-12 feet wide.
• Median shall accommodate any pedestrian facility across the drive approach and/or drive aisle as projectedfrom 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.
STOP BARMARKINGS
STOP)ADA CROSSWALK.SIGN
NOTE:MEDIAN NOSES ARE TO BE OUTLINED BY
WHITE REFLECTIVE MARKERS (RPMs) ONTHE PAVEMENT FOR A DISTANCE OF 10’ AT
APPROX. 2’ SPACING AS SHOWN.
Figure 2.2.1.5 . Right in /Right out Commercial Drive Approach
Revised 12/8/2022
26
•
•
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
ley
ag Drive
esidential Street
ollector
econdary Arterial
rimary Arterial
Min. Drive Approach SpacingHIM
.0 feet
.0 feet
.00 feet if permitted (2)
1)
2)
3)
Driveway spacing is measured between the closest edges of each drive approach not including the radius.
Refer to 2.6 Access Management for permitted access.
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
lley/Alley
Approaching the IntersectionIIMMHIM
!0 feet on alley, 50 feet on
esidential of permitted
e
:ollector if permitted
!0 feet on flag drive, 50 feet
bn residential if permitted
:0 feet on flag drive, 75 feet
bn collector if permittedi
10 feet residential, 75 feet
:ollector
Departing the Intersection
miaeBib alleys
!0 feet on alley, 50 feet on
esidential if permitted
!0 feet on alley, 100 feet on
:ollector if permitted
!0 feet on flag drive, 50 feet on
esidential if permitted
!0 feet on flag drive, 100 feet on
:ollector if permitted;0 feet both streets
iO feet residential, 100 feet collector
ley/Residential Street
ley/Collector
Flag Drive/Residential Street
g Drive/Collector
esidential Street/Residential Street
esidential Street/Collector
Revised 12/8/2022 27
esidential Street/Arterial ;0 feet residential, 150 feet
lrterial if permitted
'S feet both streets
'S feet cottector, 150 feet
lrterial if permitted
0 feet both streets if
10 feet residential, 200 feet arterial
if permitted
.00 feet both streets
.00 feet collector, 200 feet arterial if
permitted
!00 feet both streets if permitted
:ollector/Collector
ollector/Arterial
rterial/Arterial
• Drive Approach Spacing is measured between the face of the curb of the intersecting street and the nearest
edge (face of curb) of the drive approach not including the drive approach radius. See figure 2.2.2.1.
I
I
I -R.0. W. CORNER CLIP (TYP.)
j i/\\nn= W nw WWW
APPROACH
INTERSECTION –+DEPART
INTERSECTION –+
MIN. \
DRIVEWAYtSPACING
/ MIN-DRIVEWAYSPACING
Figure 2.2.2.1, Drive Approach Spacing at Intersections
ARTERIAL OR
COLLECTOR
ARTERIAL OR
COLLECTOR
00'I STORAGE(WP)
r7av
LANE (Tn)FOR DRIVEWAY
Figure 2.2.2.2, Drive Approach Near Turning Movements
Revised 12/8/2022 28
ARTERIAL ORCOLLECTORJL/CURB UNE rDF)
ARTERIAL ORCOLLECTOR
RIGHT TURN
LANETAPOR
Figure 2.2.2.3, Drive Approach Near Turning Movements
C.Drive approach offset/relationship to median openings
•
•
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 median$ 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
Min. Throat for Primary Minimum Throat for
SecondaryEi
20 feet
40 feet
60 feet
Queuing Analysis Required
Number of Parking Spaces
0 to 100
101 to 250
20 feet
40 feet
1001 and over Queuing Analysis Required
• AII 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
Revised 12/8/2022 29
accessing a residential street or collector street.
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 through a variance approval
process (section 2.6.3), 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
LINE
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
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.
Revised 12/8/2022 30
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 in 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.
Ce 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 TxDOT owns the Control of Access. Such Control of Access may be
found on current TxDOT 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.
d. 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 TxDOT 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.
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 takeaccess to the arterial in accordance with the access standards in this Manual
Existing single-family and two family lots created prior to adoption of The Denton Development Code by
2
3
Revised 12/8/2022 31
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.
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.
Driveways on an arterial shall align with existing median openings, other driveways, and "T" intersectionsor be offset in accordance with this Manual.
4.
5.
e.Access to Collector Streets
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.
No single- or two-family lots shall be designed such that there is no other means of access other than acollector street.
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.
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.
f.Driveway Separation
Unless located on a TxDOT roadway, driveways shall be separated in accordance with Table 2.2.2.1 to ensure
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.
The minimum separation specified may be reduced for currently developed property if the amount 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
The separation distances specified shall be measured from the nearest edge of each driveway at the right'
of-way line.
2
3
g. 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.
The specified distances shall be measured at the right-of-way line from the edge of the driveway nearest2
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.
Revised 12/8/2022
h. 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.
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 and approval.
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 may be appealed to the
Planning & Zoning Commission by a written request by the applicant.
d. The Planning and Zoning Commission decision on a Hardship Variance may be 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,
City Engineer or Director, as appropriate, to suspend the variance compliance with the terms,
conditions, or requirements wider which the variance was approved.
Revised 12/8/2022
33
2. Notice of suspension or revocation of a variance shall be sent by certified mail, return receipt
requested.
3.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.
4. 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 along Drive ApproachesSee 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 ofsubgrade 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 DentonWebsite:
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.
Revised 12/8/2022 34
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 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 TxDOT 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
All projects are expected to achieve the minimum acceptable LOS standard for onsite and off-site bicycle
and pedestrian facilities. Pedestrian and bike facility demand shall be identified and related items for
discussion should include:
1. School routing plans per the MUTCD between the project and all schools within 1.5 miles of the
project boundary;
2. The demand for pedestrian and bike facilities to serve high pedestrian activity areas within the land
use;
3. The need for links of bicycle or pedestrian facilities to neighboring land uses or attractions (trails, etc.)
within 0.25 miles (or greater if applicable to unique pedestrian-oriented destinations) of the project site;
Revised 12/8/2022
35
4. Existing and proposed sidewalk width, separation from traffic, and space available for trees, transit
stops (if any), or other related elements (if any).
5. Geometric improvements and recommended traffic control devices to accommodate pedestrians and
bicyclists;
6. Existing and proposed pedestrian and bike facilities shall be evaluated for compliance with the
following elements:
a. Directness. Walking distance to destinations like transit stops, schools, parks, and commercial or
activity areas should be direct. Measurement of directness is the ratio of the Actual distance to a
destination via a sidewalk or pathway divided by the Minimum distance characterized by a grid street
system .
b. Continuity. The sidewalk/ walkway system should be complete, without gaps. The pedestrian corridor
should be integrated with the activities along the corridor and should provide continuous access to
destinations.
c. Street Crossings. Safety and comfort is essential while crossing streets, intersections and mid-block
crossings. Factors that affect the LOS include: number of lanes to cross, crossing delay for pedestrians,
signal indication, cross-walks, lighting, raised medians, visibility, curb ramps, pedestrian buttons,
convenience, comfort, and security.
d. Visual Interest and Amenity. Pedestrians enjoy visually appealing environments that are compatible
with local architecture and include street lighting, fountains, and benches.
e. Security. Pedestrians should be visible to motorists, separated from motor vehicles and bicycles, and
under adequate street lighting.
f. Surface Condition. Pedestrian facilities should be free from obstructions, cracks, and interruptions.
The pedestrian Level of Service for the facility/corridor linking these destinations to the project site will
be based on the directness, continuity, types of street crossings, walkway surface condition, visual
interest/amenity, and security of the selected route(s).
Quality Indicators A
Well used, good
lightinglevels and
unobstructed
lines of sight
C
Sidewalk
configuration and
parked cars present
sight problems,
moderate lightin.
F
Major pedestrian
visibility problems,streetscape is
pedestrian
intolerant
Unobstructed lines
of sight, good
lighting levels
Security
I
Distance/Minimum
Distance
1.4-1.8 1.8-2.2
Quality, continuous
pedestriannetworks that are
physically
separated from
Continuous sidewalk
network on both
sides of the street
May not be built tocurrent standards
Sidewalk network
where there may notbe sidewalks on both
side of the street or
there are minor
Breakdown in
pedestrian network
to where each
pedestrian chooses
a different route
Continuity
Revised 12/8/2022 36
street and built to
current standards interruptions in
connectivity
3 or fewer lanes to
cross, clear
indications
(striping, etc.),well-marked
crosswalks, good
lighting, standard
curb ramps,
automatic
pedestrian signal,
pedestrian
amenities,
unobstructed views
Well-marked cross
walks, good
lighting levels,
standard curb
ramps, street
character suggests
pedestrian
crossing,unobstructed views
Visually appealing
and compatible
with local
architecture and
artist themes, wide
sidewalks, window
shopping,
pedestrian lighting,trees and street
furniture
4 or 5 lanes to cross,
clear indications,
well-marked
crosswa I ks,
pedestrian refugearea, standard curb
ramps, pedestrian
amenities, standard
curb ramps,unobstructed views
6 or more lanes to
cross, clear
indications, well-
marked crosswalks.
pedestrian refuge
area, standard curb
ramps, pedestrian
amenities,
unobstructed view
Street Crossings
(Signalized
Intersections)
Missing 5 elements
of A, 4 elements of
B, and 2 elements
of C
Street Crossings
(Unsignalized
Intersections)
Missing 1 element of I Missing 2 elements of 1 Missing 3 or moreA I A elements of A
Wide sidewalks,
visual clarity, somestreet furniture and
landscaping
Functionally I Design ignores
operational with less I pedestrian with
importance placed on 1 negative metal
visual appeal I image, intimidating
Visual Appeal andPedestrian Amenities
Smooth asphalt orconcrete with few
breaks or cracks
.'_. _ . . . I _ – ’ I terrainsuch aswith frequent breaks I concrete or 1 : T,' :'-" '_-'- i
or cracks I cobblestone I hlklng tralls
destinations within 0.25 miles (1.5 miles for schools) of the
Surface Condition
The table below can be used to
project boundary.
Identify the pedestrian
Revised 12/8/2022 37
T–F–FI––[–FII[–r–[–rr
T––[–[––Ir–r–[
DESTINATION
I Rec. I Res.<– I last. I Oft:/Bus. I Com. I Ind. I Other IOther
Snoci
reatrl
&g
B}B
lba
IE
1) Residential
Institution
(school, church, civic)
Office/Business
Commercial
Industrial
Other (specify)
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.
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 Bicyclea.Parking
Refer to Bicycle Parking Guideline 2nd Edition by the Association of Pedestrian and
Bicycle Professionals (APBP) for general guidelines and resources.
All bicycle parking facilities/devices shall be constructed to meet commercial grade
structural standards.
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.
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.
b.
C.
4.
d.Layout and Design:
1. Bicycle rack design
• Support the bicycle in at least two places
• Enabte the frame and at least one wheel to be secured
• Designed to accommodate “U" shape locking devices
Revised 12/8/2022 38
• 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
2.
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 alteran 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 oralter 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 TxDOT 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 accessibilitystandards.
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 TxDOT 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.
4.7.7 Sidewalks Adjacent to Retaining Walls
A minimum of 5 feet width of green space between sidewalk and the edge of a retaining wall
shall be required for sidewalks adjacent to retaining walls.
Revised 12/8/2022 39
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 oR (TIP.)+
A C1]a 1:D
+ if then is on-3tre•t parkIng
NaTe A Noparking zone 8hall be
identified with appropriated signs
and, if necessary shall be placedat the beginning and the end ofthe noparking zone
DEPARTING SIDEBUS STOPBBC,R+ (TIP,): BegInnIng8urb r•tvn - typleal.
EC.R. (TYPe): End of audIreturn
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:
•ADA and PROWAG compliance of all elements, including pedestrian routes, shelters, signing, etc.
Within Public Right of Way, or a dedicated access easement
Proximity to major trip generators such as maIls, 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
•
•
•
•
•
•
•
Revised 12/8/2022 40
• Gentle street grades at bus zone
• 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 shelter type 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
4 points 25 people per day boardin
Special needs, i.e., Senior Center, Medical Complex, libraries, high
accessibility standard usage such as group residences
High use location, i.e., Student housing area, schools, hospitals,
maII
Request for improvements by citizens, i.e., multiple requests over
a one-year time
15 people per day or greater boarding
Adjacent to an arterial roadwa
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.
SECTION 6 – PUBLIC ACCESS DESIGN ON PRIVATE PROPERTY
6.1 Fire Lane Design
General Notes:
• Prior to construction, the design of the fire lane shall be submitted to the City for review and approval.
• Fire apparatus roads shall have an unobstructed width of not less than 24 feet and unobstructed vertical
clearance of not less than 14 feet. These are minimums and may be increased where they are
inadequate for fire or rescue operations.
Revised 12/8/2022
41
•
•
•
•
•
Fire Lanes shall be constructed to meet the City of Denton's Engineering Standards for a concrete
pavement cross section of a residential street.
Fire lane grade shall be no greater than 5% with 1/2 inch per foot cross slope.
During construction, all fire lanes servicing the project, shall be installed and permanently marked as per
current adopted code, prior to construction progressing past slab elevation. An inspection is required by
the fire marshal's office for compliance to proceed with construction past this point.
Maintenance of fire lanes, including preventing the obstruction of by vehicles, equipment, etc., will be
enforced during construction. It is the responsibility of the General Contractor or other person(s) in
control to maintain fire department access roads.
Fire Lanes shall be located so that access to all points of the building served is a maximum of ISCy, as
measured by hose lay. This can be increased to 250' for building fully equipped with an approved
automatic fire suppression system.
Modification of existing fire lanes
Modification of any existing or previously approved fire lane requires a permit from the City of Denton Fire
Marshal’s Office. This includes demolition of a fire lane for construction, placement of speed control devices ortermination of a fire lane.
Turning Radius
A 24 foot wide fire lane will require a minimum of a 30 foot inside turning radius.
Marking
Stripping
Marked by painting lines of red traffic paint six inches (6") in width at the boundaries of the fire lane as
indicated on the plat. The words "NO PARKING FIRE LANE" or "FIRE LANE NO PARKING" shall appear in
four inch (4")
Signs
Shall read "NO PARKING FIRE LANE" or "FIRE LANE NO PARKING" and shall be 12" wide and 18" high.
Signs shall be painted on a white background with letters and boarders in red, using not less than 2"
lettering. Signs shall be permanently affixed to a stationary post and the bottom of the sign shall be six
feet, six inches (6'6") above finished grade. Signs shall not be spaced more than fifty feet (50') apart.
Signs may be installed on permanent buildings or walls as approved by the Fire Marshall.
Speed Control Devices
A separate permit is required for the installation of speed control devices located in a fire lane. These devices
shall be constructed of durable rubberized material, molded plastic or of concrete.
6.2 Speed Hump Design
Speed humps are parabolic vertical traffic calming devices intended to slow traffic speeds on low
volume, low speed roads. Speed humps are 3–4 inches high and 12–14 feet wide, with a ramp length of
3–6 feet, depending on target speed.
Revised 12/8/2022 42
12nFoot pardrolk Crown Hump
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Revised 12/8/2022
43